TOFAŞ (Türk Otomobil Fabrikası A.Ş.), 1968 yılında Koç Topluluğu'nun kurucusu Vehbi Koç tarafından kuruldu. Üretim fabrikası Demirtaş, Osmangazi'de yer alan, Koç Holding ve Stellantis'in eşit hissedar olduğu kuruluş, bugün %37,8 Stellantis, %37,8 Koç Holding ve %24,3 diğer ortaklara ait ortaklık yapısıyla faaliyetlerine devam etmektedir. Tofaş, hem binek hem de hafif ticari araç üretebilen bir otomotiv şirketidir. Türk otomotiv sanayisinin büyük üreticilerinden biri olan Tofaş, yılda 450 bin araçlık üretim kapasitesine ve 10.000'den fazla çalışana sahiptir.

Tofaş; üretim hacmi, ihracat performansı, ar-ge yetkinlikleri ve 6 bine yakın çalışanı ile Türkiye'nin önde gelen sanayi kuruluşlarındandır. Genel Merkezi İstanbul'da olan Tofaş, üretim faaliyetlerini 350.000 m²'si kapalı, yaklaşık 1 milyon m² alan üzerinde kurulu Bursa'daki fabrikasında gerçekleştirmektedir.

Stellantis'in önemli üretim ve ar-ge merkezlerinden biri olan Tofaş, Türkiye ekonomisine, sanayi ve ar-ge birikimine katma değer sağlamaktadır. Bugün ulaştığı noktada, sıfırdan komple araç geliştirme bilgi birikimine ve yetkinliklerine sahip olan Tofaş Ar-Ge Merkezi; Tofaş Fabrikası'nda üretimi gerçekleşen modellerin yanı sıra Stellantis bünyesindeki farklı modellerin ürün geliştirme süreçlerinde görev almaktadır.

Tofaş fabrikasında, Fiat Egea ailesinin Sedan, Hatchback, Station Wagon, Cross ve Cross Wagon modellerinin yanı sıra Fiat Fiorino modelinin üretimi yapılmaktadır. Tofaş, ürettiği araçların yarısından fazlasını dünyanın farklı ülkelerine ihraç etmektedir. Müşteri beklentilerine uygun geniş marka ve ürün portföyü ile yurt içi pazarda iddiasını ortaya koyan Tofaş, iç pazarda 6 markanın (Fiat, Fiat Professional, Alfa Romeo, Jeep®, Maserati, Ferrari) temsilciliğini yürütmektedir.

Tarihçe

  1)     1968- Merhum Vehbi Koç'un ilerici vizyonuyla temelleri atılan Tofaş Türk Otomobil Fabrikası A.Ş., Koç Holding ve İtalyan Fiat ortaklığında kuruldu. 2)     13 Nisan 1969'da Bursa'da fabrikanın inşaatı başladı  3)     1 Şubat 1971 gazetelere Tofaş Bayi İlanları verildi.  4)     12 Şubat 1971 Tofaş Fabrikası Törenle açıldı.  5)     1971- Yılda 20 bin kurulu kapasiteyle devreye alınan fabrikada, ilk üretim Murat 124 projesiyle başladı.  6)     2 Mayıs 1973 Opar kuruldu.  7)     1974- Türk otomotiv sanayii açısından bir dönüm noktası olan Tofaş'ın ilk ihracatı, Murat 124 modeliyle Mısır'a gerçekleştirildi.  8)     1974-Tofaş Spor Kulübü kuruldu. Güreş, basketbol, futbol, voleybol ve atletizm dallarında faaliyet gösteren kulüp, pilot spor dalı basketbolda birçok şampiyonluğa imza attı. Tofaş Spor Kulübü, sosyal sorumluluk çerçevesinde altyapı çalışmalarını sürdürerek, genç yıldız adaylarına yatırım yapmaya devam etmekte.  9)     1976- Murat 131'in üretimi başladı  10)  1977- Şahin üretimine başlandı  11)  1981- Kartal ve Doğan modellerinin üretimine başlandı.  12)  1990- Tempra üretimine başlandı.  13)  1993- Tofaş'ın 1 milyonuncu aracı Tempra banttan indi.  14)  1994- Fiat Uno üretimiyle, B segment bir araç Türkiye'de ilk kez pazara sunuldu.  15)  1994- Talebi karşılamak amacıyla fabrikanın yıllık üretim kapasitesi 200.000 adede çıkarıldı  16)  1994- Tofaş Ar-Ge kuruldu  17)  1995-Tempra modeliyle Türkiye'nin Avrupa pazarlarına ilk büyük ölçekli ihracatı gerçekleşti. Farklı üreticilerin Avrupa pazarı için Türkiye'de üretim yapmalarının yolu açıldı  18)  1998- Tofaş, Fiat Palio modeli üzerinde çalışarak, "küresel" otomobil projesine dahil oldu ve böylelikle dünya çapında tedarik zinciri yönetimine başladı.  19)  1999- Marea ve Brava modellerinin üretimine başlandı.  20)  2000- Üretimine başlanan Fiat Doblò, Türkiye otomotiv pazarında kendi segmentini yarattı. Tofaş çalışanları, üretim hazırlığı aşamasında ilk kez doğrudan yer aldı. Doblò, uzun yıllar Tofaş'ın en önemli modellerinden oldu.  21)  2001- Tofaş, Fiat Auto çatısı altında yer alan Alfa Romeo markasının Türkiye distribütörlüğünü aldı.  22)  20002-Palio serisi yenilendi ve Siena modeli üretimden kaldırılarak yerine Albea üretimi başladı. Albea projesiyle ilk kez yeni ürün prototipi geliştirildi; model Fiat'ın küresel üretim yelpazesine dahil oldu ve farklı ülkelerdeki Fiat işletmelerinde üretime alındı.  23)  2002-Tofaş'ın geçmişe sahip çıkma sorumluluğuyla gerçekleştirdiği Tofaş Bursa Anadolu Arabaları Müzesi 2002 yılında açıldı.  24)  2003- Koç ve Fiat topluluklarının ortak girişimi olarak 2000 yılında kurulan Koç Fiat Kredİ Finansman A.Ş.'nin tüm hisseleri, Tofaş Türk Otomobil Fabrikası A.Ş. tarafından satın alındı.  25)  2005-Fiat, Peugeot ve Citröen markaları için yeni bir hafif ticari araç geliştirmek üzere Tofaş'ta geliştirilip üretilecek olan "Minicargo Projesi" başladı. Bu proje çoklu markalı üretiminde bir ilk oldu.  26)  2005-Fer Mas Oto Ticaret A.Ş., %100 Tofaş Türk Otomobil Fabrikası A.Ş. ortaklığında kuruldu.  27)  2006-FCA bünyesinde endüstriyel alandaki standartları yükseltmeyi amaçlayan Dünya Klasında Üretim WCM) programı Tofaş fabrikasında uygulanmaya başlandı.  28)  2006-Fiat Linea, AutoBest ödülünün sahibi oldu.  29)  2006-Yeni Fiat Doblò, "Yılın Ticari Aracı" ödülünü kazandı  30)  2007-Fiat için Fiorino modelini içeren Minicargo modellerinin üretimine başlandı.  31)  2007- 1 milyonuncu Fiat Doblò banttan indi.  32)  2008-Tofaş'ın 40'ıncı yılı, Bursa Anadolu Arabaları Müzesi'nde kutlandı.  33)  2008-Fabrikanın kapasitesi yıllık 400.000 adede yükseldi.  34)  2011-Yeni Fiat Doblò'nun Cargo versiyonu, İngiltere'de Dünya Filo Araçları Ödülleri'nde "Yılın En İyi Hafif Ticari Aracı" seçilirken, Yılın Çevre Ödülü'nü de kazandı.  35)  2012-Fiat ve Chrysler'in birleşmesinin ardından, Jeep markasının Türkiye temsilciliği Tofaş'a geçti.  36)  2012-Opel Combo satışa sunuldu.  37)  2012-Tofaş'ın ürettiği 4 milyonuncu araç olan Fiat Fiorino banttan indi.  38)  2013-Tofaş, Dünya Klasında Üretim (WCM) yolculuğunda Altın Seviye'ye ulaştı.  39)  2013-Yeni Ar-GE binası açıldı.  40)  2014-Fiat Doblò'nun RAM markası altında ve Promaster City adıyla, Kanada ve Kuzey Amerika'ya ihracatı başladı. Böylece Tofaş'ta üretim yapılan marka sayısı 6'ya çıktı.  41)  2015- Törenle üretimine başlanan Fiat Egea Sedan, Türkiye ve dünya pazarlarına sunuldu.  42)  2015-Tofaş Ar-Ge Merkezi, Bilim, Sanayi ve Teknoloji Bakanlığı tarafından düzenlenen Özel Sektör Ar-Ge Merkezleri Zirvesi'nde "Otomotiv Sektöründe En İyi Ar-Ge Merkezi" ödülünün yanı sıra, Türkiye'deki tüm Ar-Ge merkezleri arasında "En İyi 3. Ar-Ge Merkezi" ödülünü kazandı.  43)  2016- Türkiye'nin en çok satan modeli unvanını kazanan Fiat Egea, Autobest 2016'nın sahibi olarak Avrupa'nın da "En İyi Otomobili" seçildi.  44)  2016-Mustafa V. Koç Spor Salonu, Bursa'daki fabrika arazisi içerisinde hizmete açıldı.  45)  2017- Tofaş Fabrikası halkın ziyaretine açıldı.  46)  2018-FIAT YOL ARKADAŞIM CONNECT satışa sunuldu.  47)   2018- TOFAŞ 50. Yılını kutladı.  48)  2020- FIAT DOBLO 20 Yaşında  49)  2020- Tofaş, koronavirüsle mücadelede sağlık çalışanlarına yönelik 3 farklı koruyucu ekipmanı ürettİ.  50)  2020-Egea ailesine yeni üye: Cross  51)  2021- Fiat Yol Arkadaşım Connect Uygulamasına, 250 kaza riski yüksek nokta için "Kaza Kara Nokta Bildirimi" eklendi.  52)  2022- EGEA HYBRID YOLLARDA  53)  2022- 1.Milyonuncu Fıat Egea üretildi.  54)  2022- TOFAŞ AR-GE'nin İzmir şubesi faaliyete başladı.  55)  2022- KOÇ FIAT SİGORTA kuruldu  56)  2022- Fiat Connect IDC Turkey DX Awards 2022'de Dijital İnavasyonun Geleceği kategorisinde "İkinci El Dinamik Değerleme" fonksiyonuyla birincilik ödülünün sahibi oldu.  57)  2022- Tofaş Bursa Anadolu Arabaları Müzesi 20 yaşında.  58)  2023- Stellantis ve Koç Holding arasında yapılan anlaşmayla Türkiye'deki tüm Stellantis markalarının ticari faaliyetleri TOFAŞ çatısı altında toplandı.  59)  2023- Fiat Connect akıllı saatler üzerinden kullanıma sunuldu.  60)  2023- 500 bin Fiat Egea yollarda.  61)  2023- Koç Fiat Sigorta 15 binden fazla poliçe satışı gerçekleştirdi.  62)  2023- Tofaş Basketbol Okulu,Koç Holding'in topluluk şirketleriyle birlikte deprem bölgesinde kurduğu ve ilki Hatay'da açılan Umut Kent'te  faaliyetlerine başladı.  63)  2023- Fiat ile otomobilde abonelik dönemi başladı.  64)   2023-  7. Milyonuncu araç üretildi.

MODELLER

Murat 124 modeli ile seri üretime başlayan Tofaş, daha sonra 1977'de Murat 131'i Kuş Serisi olarak adlandırılan (Fiat Regata bazlı Şahin, Doğan, Kartal, 1983'te Murat 124'ün devamı olan Serçe) ve daha sonra Fiat ile aynı anda olmak üzere 1990'da Tempra üretimine geçti. Bu modelleri sırasıyla Tipo, Uno, Siena, Palio, Marea, Brava, Albea, Doblò, ve Linea modelleri izlemiştir. 2007 yılı sonunda Fiorino modelinin üretimine başlanmış ve bu araç PSA grubu için de üretilmekte olup üretimin büyük kısmı ihraç edilmektedir. Tofaş 2009'da yeni Doblo'nun, 2012'de ise yeni Linea'nın üretimine başlamıştır. 2015 yılında binek araç olan Fiat Egea üretimine başlanmıştır.

Eski modeller

TOFAŞ Ar-Ge Merkezi
Türkiye'nin en iyi otomotiv ar-ge merkezi

Sıfırdan komple araç geliştirme bilgi birikimine ve yetkinliklerine sahip olan Tofaş Ar-Ge Merkezi; Tofaş Fabrikası'nda üretimi gerçekleşen modellerin yanı sıra Stellantis bünyesindeki farklı modellerin ürün geliştirme süreçlerinde görev almaktadır.

Tofaş Ar-Ge Merkezi'nin hedefi; küresel rekabetçi ürün ve teknoloji geliştirme merkezi olmaktır. Bu hedefi gerçekleştirmek için pazar ihtiyaçlarına yönelik olarak yeni ürün projelerinin başarıyla oluşturulması, pazara sunulması ve mevcut ürünlerin beklentiler doğrultusunda iyileştirilmesi hedeflenmektedir.

Tofaş Ar-Ge Merkezi bu hedeflere ulaşmak için üniversiteler, ortak tasarımcı olan tedarikçiler ve mühendislik firmalarını kapsayan, genişletilmiş ar-ge ağı ve değer zinciri içinde gelişmeye önem vermektedir. Yenilikçi teknolojik araştırma projeleri de belirtilen öncelikleri destekleyecek şekilde planlanmaktadır.

Tofaş Ar-Ge Merkezi, katma değer sağlayan yeni projeler ve yenilikçi fikirlerle patent başvuru sayısını her yıl artırmayı hedeflemektedir. Yenilikçi çalışmalar sonucunda Tofaş, 2022 yılında 71 adet yeni patent başvurusu gerçekleştirilmiştir.

Kaynakça

Dış bağlantılar
 Tofaş kurumsal web sitesi

Türkiye merkezli otomotiv şirketleri
1968'de kurulan şirketler
Otomobil üreticileri
Bursa merkezli şirketler
Borsa İstanbul'daki şirketler
Türk markaları
Otomobil markaları

TOFAŞ


Moderne femkamp under sommer-OL 2012 i London blev holdt i perioden 11.-12. august 2016. Både mændenes og kvindernes begivenhed havde 36 deltagere.

Medaljer

Medaljevindere

Referencer

2012

Moderne femkamp under sommer-OL 2012


Suncokreti (francuski: Tournesols) su motiv dvije serija slika i crteža nizozemskog slikara Vincenta van Gogha. Prva serija slika, naslikana u Parizu 1887., predstavlja polegnute suncokrete, za razliku od druge serije, nastale u Arlesu godinu dana kasnije, koja predstavlja buket suncokreta u vazi.

Povijest

Van Gogh je dvije godine živio sa svojim bratom Theom u Parizu, 1886. – 1888. godine. O tom razdoblju se malo zna, osim da je van Gogh promijenio tehniku slikanja mrtvih priroda. Naime, van Gogh je upoznao ključne umjetnike impresionizma, poentilizma i drugih umjetničkih pokreta i ono što je od njih naučio unosio je u svoja djela. Raspoloženje u njegovim djelima se također znatno mijenja, eksperimentira s bojom, svjetlošću i novim tehnikama.

Dvije slike iz pariškog razdoblja kupio je Van Goghov prijatelj, umjetnik Paul Gauguin, kojega je van Gogh kasnije pozvao da mu se pridruži u Arlesu kako bi tamo zajedno osnovali atelje. Oko osam mjeseci od prve serije, van Gogh je dočekao Gauguina novim Suncokretima kao ukrasom jedne od soba Žute kuće u kojoj je Gauguin odsjeo.

Slike prikazuju suncokrete u svim fazama života, od punog cvata do uvenuća. Zbog upotrebe spektra žute boje, slike su smatrane inovativnima. U pismima koje je pisao bratu, Van Gogh otkriva suštinu i Gauguinovu očaranost Suncokretima.

Poslije Gauguinova odlaska, van Gogh je dvije glavne slike planirao postaviti kao krilna retabla triptiha Berceuse, a koje je poslao na slavnu izložbu skupine Les XX 1890. u Bruxellesu.

Dana 31. ožujka 1987., japanski magnat Jasuo Goto je na aukciji aukcijske kuće Sotheby's u Londonu kupio van Goghovo djelo Mrtva priroda: Vaza s petnaest suncokreta za 39,9 milijuna $, što je tada bila najveća cijena za jedno umjetničko djelo. Odmah po prodaji javile su se špekulacije kako je riječ o kopiji koju je naslikao Émile Schuffenecker ili Paul Gauguin. Ipak, većina stručnjaka se slaže kako je riječ o van Goghovom djelu.

Izvori

Vanjske poveznice
 Potpuna serija Suncokreta

Slike Vincenta van Gogha
Slike u muzeju Metropolitan
Kolekcija Nacionalne galerije u Londonu
Slike iz 1880-ih

Suncokreti (van Gogh)


Vinogradni  es un posiólok del ókrug urbano de la ciudad-balneario de Anapa del krai de Krasnodar, en el sur de Rusia. Está situado a orillas del limán Vitiázevski, al norte de la desembocadura del río Gostagaika en el mar Negro, 16 km al norte de la ciudad de Anapa y 130 km al oeste de Krasnodar. Tenía 3 303 habitantes en 2010.

Es cabeza del municipio rural Vinográdnoye, al que pertenecen asimismo Suvórov-Cherkeski y una parte de Utash.

Nacionalidades

De los 3 209 habitantes que tenía en 2002, el 89.1 % era de etnia rusa, el 4.5 % era de etnia ucraniana, el 1.6 % era de etnia bielorrusa, el 0.9 % era de etnia armenia, el 0.9 % era de etnia alemana, el 0.4 % era de etnia tártara, el 0.3 % era de etnia griega, el 0.2 % era de etnia gitana, el 0.1 % era de etnia azerí y el 0.1 % era de etnia georgiana.

Transporte

Por la localidad pasa la carretera federal M25 que, pasando por Anapa, une Novorosíisk y el estrecho de Kerch y la frontera ucraniana en Crimea. También cuenta con una estación (Gostagáyevskaya) en la línea de ferrocarril que une Anapa al mencionado estrecho.

El aeropuerto de Anapa (Vítiazevo) se halla unos 4 km al este de la población.

Fuentes

Referencias

Enlaces externos
 Este artículo contiene datos geográficos extraídos de Google Earth y el mapa de Rusia de Yandex.ru, accesible desde  este enlace.
 Este artículo es en parte una traducción de su correspondiente en la edición en ruso de Wikipedia, Виноградный (муниципальное образование город-курорт Анапа).
  en Panoramio
  en Panoramio
 Mapa topográfico en maps.vlasenko.net .

Localidades de la Ciudad de Anapa del krai de Krasnodar

Vinogradni (Anapa, Krasnodar)


Sorry, I'm A Lady est une chanson co-écrite par Rolf Soja et , interprétée par le duo espagnol Baccara.

Classements

Classements hebdomadaires

Classements de fin d'année

Références

Single musical sorti en 1977
Single numéro un en Autriche
Single numéro un en Allemagne
Single numéro un en Norvège
Single numéro un dans le Nederlandse Top 40
Single numéro un dans l'European Hot 100 Singles
Chanson écrite par Frank Dostal
Chanson de 1977
Single publié par RCA Records
Chanson en anglais

Sorry, I'm a Lady


Letzte Spur Berlin (erste Staffel: Die letzte Spur) ist eine deutsche Krimiserie, die von der Novafilm Fernsehproduktion im Auftrag des ZDF produziert wird.

Inhalt

Handlung
Die Serie spielt in Berlin. Eine fiktive Einheit des Berliner Landeskriminalamts, die eigenständig arbeitende Vermisstenstelle, versucht, das Schicksal kürzlich vermisster Personen aufzuklären. Kriminalhauptkommissar Oliver Radek, Kriminalhauptkommissarin Mina Amiri und Kriminaloberkommissarin Sandra Reiß bilden das bereits vorhandene Ermittlerteam, zu dem in der ersten Episode der neue Kollege Kriminaloberkommissar Daniel Prinz stößt. Er ist der Exfreund von Sandra Reiß, was zunächst zu Spannungen im Team führt.

Während der dritten Staffel befindet sich Mina Amiri im Mutterschutz. Ihre Vertretung in dieser Zeit übernimmt die Kriminalkommissarin Caro Haffner. Nach dem Ende ihrer Vertretungszeit wechselt sie zunächst zum Dezernat für Organisierte Kriminalität und später in die Asservatenkammer.

In der vierten Staffel entwendet Kriminaloberkommissar Daniel Prinz aufgrund finanzieller Probleme seines Vaters konfisziertes Geld aus der Asservatenkammer und wird daraufhin wegen Unterschlagung von seiner Kollegin Sandra Reiß verhaftet. Er wird durch Kriminaloberkommissar Mark Lohmann, einen ehemaligen GSG-9-Beamten, ersetzt. In der letzten Episode taucht Daniel Prinz noch einmal auf, er ermittelt undercover gegen einen korrupten Kommissar. Bei dessen Festnahme wird Sandra Reiß angeschossen, sie verlässt danach die Vermisstenstelle, um den Psychologen Konstantin Westhoff zu heiraten und das gemeinsame Kind zur Welt zu bringen. Ihren Platz nimmt zu Beginn der fünften Staffel die Polizeischulabsolventin und Kriminalkommissarin Lucy Elbe aus Neukölln ein.

Zu Beginn der siebten Staffel verlässt Kriminaloberkommissar Mark Lohmann das Team der Vermisstenstelle. Nach einem finalen Rettungsschuss, bei dem er seine Kollegin Lucy Elbe aus den Händen eines Entführers rettet, verliert er zunächst die Kontrolle und gibt noch mehrere weitere Schüsse ab. Später taucht er unter und kann erst durch seine Kollegen von einem Suizid abgehalten werden. Anschließend begibt er sich in stationäre Behandlung. Sein Nachfolger wird Kriminaloberkommissar Alexander von Tal, welcher anfangs große Probleme mit dem restlichen Team hat, dann aber besonders zu Mina Amiri einen Zugang findet, was in einer Affäre der beiden endet. In der letzten Episode der Staffel wechselt Alexander von Tal zur Mordkommission und verlässt das Team.

Zu Beginn der achten Staffel wird Alexander von Tal als Kommissar der Mordkommission in Ermittlungen der Vermisstenstelle eingebunden. Jedoch hat er Probleme mit seiner neuen Chefin und gerät mit ihr in einen Konflikt aufgrund ihres Vorgehens in den Ermittlungen. Am Ende der ersten Episode der achten Staffel fragt Alexander von Tal Oliver Radek, ob seine Stelle bei der Vermisstenstelle noch unbesetzt sei und er zurückkehren dürfe. Die Antwort fällt positiv aus. Zum Ende der achten Staffel beschließt Kriminalkommissarin Lucy Elbe an einem Austauschprogramm in Schweden teilzunehmen und verlässt das Team vorübergehend.

In der neunten Staffel kommt Jessica Papst als Vertretung für Lucy Elbe zum Team. Zwischen Staffel 10 und 11 gab es ein "Spezial" in Form einer Doppelfolge, bei der Lucy Elbe nicht mitwirkte. In Staffel 11 vertritt Richard Hanke für drei Episoden Alexander von Tal, der für einen Einsatz beim SEK ist.

Realitätsbezug
Die Vorgehensweise in der Serie hat keinen Bezug zur Arbeit der tatsächlichen Vermisstenstelle der Berliner Polizei, die in ein Dezernat integriert ist, das sich außerdem um alle Brandstiftungen in Berlin, Explosionen und Gefährdungsdelikte im Zusammenhang mit dem Bahn-, Schiffs- und Luftverkehr, Identifizierungsmaßnahmen von unbekannten Toten, Kindesentziehungen, Misshandlungen und Vernachlässigungen von Schutzbefohlenen sowie Fälle von Kindestötungen kümmert. Die Annahme, dass die Polizei in der Realität nur dann tätig wird, wenn eine Person mehr als 24 Stunden vermisst wird, ist nicht zutreffend, denn sie wird ohne zeitlichen Bezug tätig, sofern die betreffende Person ihren gewohnten Lebenskreis verlassen hat, der aktuelle Aufenthaltsort unbekannt ist und zudem eine Gefahr für Leib oder Leben der Person angenommen werden kann.

Hauptdarsteller

Aktuelle
Sortiert nach der Reihenfolge des (erstmaligen) Einstiegs.

Ehemalige
Sortiert nach der Reihenfolge des Ausstiegs.

Allgemeines
Im ZDF wird die Serie im Freitagabendprogramm um 21.15 Uhr auf dem Programmplatz der Serien SOKO Leipzig, Flemming und SCHULD nach Ferdinand von Schirach ausgestrahlt. In ZDFneo wurde die Serie in der ersten Staffel als Mittwochabendkrimi gesendet, seit der zweiten Episode jeweils zwei Tage vor der Ausstrahlung im ZDF. Die erste Episode in ZDFneo wurde am 25. April 2012 unmittelbar vor der zweiten Episode ausgestrahlt.

Die erste Staffel umfasste sechs Episoden und lief von April bis Mai 2012. Die ersten fünf Episoden der 2. Staffel wurden bei ZDFneo ab dem 2. April 2013 gesendet. Die Premiere im ZDF war am 5. April. Diese Staffel umfasst 12 neue Episoden, die dienstags um 21:15 Uhr bei ZDFneo als Abendkrimi gezeigt wurden. Am folgenden Freitag wurde die Episode dann zur selben Zeit auf ZDF wiederholt. Die restlichen 7 Episoden wurden seit 11. September 2013 ausgestrahlt. Die dritte Staffel wurde seit dem 7. August 2013 gedreht und im Jahr 2014 ausgestrahlt. Ab August 2014 wurde die vierte Staffel mit 12 weiteren Episoden produziert und ab April 2015 ausgestrahlt. Ab dem 9. Juni 2015 wurde die fünfte Staffel mit 11 Episoden gedreht, deren Ausstrahlung am 23. Februar 2016 um 21:45 Uhr bei ZDFneo begann. Die Dreharbeiten zur sechsten Staffel mit abermals 12 Episoden begannen im Juni 2016. Die Ausstrahlung fand ab 3. März 2017 statt. Vom 20. Juni bis 18. Dezember 2017 wurde in Berlin die siebte Staffel gedreht, die Ausstrahlung der ersten von insgesamt 12 Episoden war am 23. Februar 2018 im ZDF. Die Dreharbeiten der achten Staffel starteten Ende Juni 2018 und gingen bis Ende Januar 2019. Die Staffel startete mit der Ausstrahlung des 90-minütigen Staffelstarts am 1. März 2019 im ZDF. Die neunte Staffel wurde von Ende April 2019 bis Mitte Februar 2020 gedreht und ab dem 28. Februar 2020 im ZDF ausgestrahlt. Die Dreharbeiten der zehnten Staffel starteten durch die Covid19-Pandemie erst Ende Juli 2020 und endeten Mitte Februar 2021. Die Ausstrahlung der Jubiläumsstaffel begann am 12. März 2021 im ZDF. Die Serie wird nach der 13. Staffel im Jahr 2024 aufgrund Modernisierung der Programmangebote für die jüngeren Zielgruppen des ZDF eingestellt.

Episodenliste

Rezeption

Weblinks

 Letzte Spur Berlin auf der ZDF-Seite zur Sendung
 Letzte Spur Berlin auf der Website der Produktionsfirma

Einzelnachweise

Kriminal-Fernsehserie
Fernsehserie (ZDF)
Fernsehserie der 2010er Jahre
Fernsehserie der 2020er Jahre
Fernsehen (Berlin)

Letzte Spur Berlin


Torsionsstav er en slags affjedring til motorkøretøjer, som virker ved at en stålstav vrides i sin længderetning. Den ene ende af torsionsstaven sidder fast i køretøjets chassis. I den anden ende sidder en stav, som hjulets nav er fæstnet til. Stangen er vinkelret på torsionsstaven. Når køretøjer bevæger sig højden vrides torsionsstaven i længderetningen.

Fordelen ved en torsionsstav sammenlignet med f.eks. en spiralfjeder er en mere enkel mekanisk konstruktion, lavere tyngdepunkt og frem for alt lavere vægt. Torsionsaffjedring anvendtes i nogle Volkswagen-prototyper i 1930'erne. Systemet blev brugt i mange kampvogne under 2. verdenskrig og var en efterfølger af Christie-systemet.

Det anvendes stadig på anhængere, høstvogne, campingvogne o.l. Krængningshæmmere på moderne sportsvogne bygger ofte på torsionsstavsprincippet.

Bildele

Torsionstav


كتلة المشتري هي وحدة قياس فلكي تُستخدم عادة لحساب كتلة الكواكب الغازية خارج النظام الشمسي وهي تعادل كتلة كوكب المشتري بالطبع. كما تستخدم هذه الوحدة أحيانا لحساب كتلة نجوم الأقزام البنية والكواكب الخارجية في النظام الشمسي (الكواكب التي تقع خلف حزام الكويكبات الذي يقع بين كوكبي المريخ والمشتري). كتلة المشتري هي مقياس مثالي وسهل لحساب الكتلة لهذه الأجرام الصغيرة وهي تعادل:

كتلة الكواكب الغازية في النظام الشمسي حسب وحدة «كتلة المشتري»:

 المشتري: 1.000
 زحل: 0.299
 أورانوس: 0.046
 نبتون: 0.054

النسبة التي تساويها كتلة المشتري من كتل بعض الأجرام السماوية:

 الأرض: 317.83
 القمر: 25839
 الشمس: 0.0009546

انظر أيضاً

 كتلة كوكبية
 قائمة الأقزام البنية
 قائمة النجوم الخفيفة

مراجع

المشتري
علوم كوكبية
وحدات القياس الفلكي
وحدات كتلة

كتلة المشتري


A Igreja Presbiteriana Reformada da Austrália (IPRA) - em Inglês: Reformed Presbyterian Church of Australia - é uma denominação reformada presbiteriana, conservadora fundada na Austrália, em 1858, por imigrantes irlandeses membros da Igreja Presbiteriana Reformada da Irlanda.

História
No contexto na Reforma Protestante na Escócia, parlamentares escoceses elaboraram o Pacto Nacional de 1638 e a Liga Solene e Pacto de 1643. Os subscreventes destes documentos eram chamados de covenanters e estavam em oposição à Monarquia Inglesa.

Após a Revolução Gloriosa, os covenanters não aprovaram o posicionamento da Igreja da Escócia em relação a participação do Estado na religião. Os membros do grupo passaram a ser nomeados de cameronianos, como referência a Richard Cameron.  Em 1743, o grupo se organizou como um Presbitério e cresceu continuamente desde então. Este grupo passou a se chamar Igreja Presbiteriana Reformada da Escócia (IPRE).

Posteriormente, imigrantes escoceses, membros da IPRE, se mudaram para a Ilha da Irlanda. Em 1763, eles organizaram uma nova denominação, a Igreja Presbiteriana Reformada da Irlanda (IPRI).

No Século XIX, presbiterianos irlandeses começaram a migrar para a Austrália. Consequentemente, foi formada, em 1858, a Igreja Presbiteriana Reformada da Austrália (IPRA).

Doutrina
A denominação subscreve a Confissão de Fé de Westminster, Catecismo Maior de Westminster e Breve Catecismo de Westminster. Além disso, a denominação pratica a salmodia exclusiva e não usa instrumentos musicais.

Relações intereclesiásticas
A denominação faz parte Aliança Global Presbiteriana Reformada, pela qual possui intercomunhão com a Igreja Presbiteriana Reformada da América do Norte, Igreja Presbiteriana Reformada da Escócia e Igreja Presbiteriana Reformada da Irlanda. Além disso, possui relacionamento de irmandade com as Igrejas Cristãs Reformadas da Austrália

Denominações presbiterianas na Austrália


NGC 5896 est une lointaine galaxie spirale située dans la constellation du Bouvier. Sa vitesse par rapport au fond diffus cosmologique est de , ce qui correspond à une distance de Hubble de . NGC 5896 a été découverte par l'astronome irlandais R. J. Mitchell en 1854.

L'image obtenue des données du relevé SDSS montre clairement la présence de deux bras spiraux, mais aucune barre n'est visible.

Certaines sources mentionnent que NGC 5895 et NGC 5896 forment une paire de galaxies, mais NGC 5896 est une lointaine galaxie et le rapprochement de ces deux galaxies n'est dû qu'à un alignement optique.

Notes et références

Voir aussi

Articles connexes
 Liste des objets du New General Catalogue

Liens externes

 NGC 5896 sur le site du professeur C. Seligman

5896
Constellation du Bouvier
Galaxie spirale
Galaxie découverte en 1854
Objet céleste découvert par R. J. Mitchell

NGC 5896


An Cortaderia toetoe in uska species han Liliopsida nga ginhulagway ni Victor Dmitrievich Zotov. An Cortaderia toetoe in nahilalakip ha genus nga Cortaderia, ngan familia nga Poaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Mga sumpay ha gawas

Cortaderia

Cortaderia toetoe


Ørn er en dansk kortfilm fra 2006 instrueret af Jonas Bagger og David Sandreuter.

Handling
Øssi har på afstand forelsket sig i pornostjernen Leila. Han klipper i hemmelighed på en lille film med uskyldige brudstykker fra Leilas film. Øssi opsøger Leila, men mødet med virkeligheden viser sig helt anderledes end forventet.

Medvirkende

 Benedikt Erlingsson, Øssi
 Charlotte Bøving, Leila/Louise
 Tonny Landy, Arne Jeppesen

Referencer

Eksterne henvisninger

Kortfilm fra Danmark
Filmskolefilm fra Danmark
Danske film fra 2006
Dansksprogede film

Ørn (film)


James Marcus Schuyler (Chicago, Estados Unidos, 9 de noviembre de 1923; Nueva York, Estados Unidos, 12 de abril de 1991) fue un poeta americano premiado con, entre otros, el Premio Pulitzer en 1980 por su colección The Morning of the Poem. Fue una figura central en la Escuela de Nueva York y se le asocia muchas veces con sus compañeros en ella John Ashbery, Frank O'Hara, Kenneth Koch y Barbara Guest.

Biografía
Hijo de Marcus Schuyler (periodista) y Margaret Connor Daisy Schuyler. Frecuentó el Bethany College (Virginia Occidental) desde 1941 hasta 1943. En recuerdo de sus tiempos en el Bethany College, Schuyler dijo en una entrevista publicada en la primavera de 1992, que no sobresalía en nada: "Solo jugaba al bridge todo el tiempo".
Schuyler se trasladó a Nueva York a finales de 1940, donde trabajó para la cadena NBC y el primero se hizo amigo de W.H Auden .

Con el estallido de la Segunda Guerra Mundial fue reclutado por la U.S Navy y sirvió a bordo de un destructor durante la Batalla del Atlántico. Una vez terminada la contienda, en 1947, se trasladó a Ischia, Italia, donde vivió en el apartamento alquilado de Auden y trabajó como su secretario. Entre 1947 y 1948, Schuyler asistió a la Universidad de Florencia. En esa época tuvo una tormentosa relación durante cinco años con el también poeta (y antiguo brigadista internacional) Bill Aalto, a quien cita en su poema Dining Out with Doug and Frank.

Tras regresar a los Estados Unidos se estableció en Nueva York, donde conoció a John Ashbery y Frank O'Hara, con los que compartiría apartamento. Los tres formarían parte de lo que se ha llamado la Escuela de Nueva York, un grupo de poetas con características estilísticas y temáticas comunes activo entre los años 50 y los años 80.

A partir de la década de los 50, Schuyler destacó como crítico de arte, escribiendo para la revista Art News y trabajando como curador de exposiciones itinerantes para el Museo de Arte Moderno de New York.  Esto le permitió introducirse en el círculo de artistas de vanguardia del momento y entablando relaciones de amistad con Willem de Kooning, Jane Freilicher, Larry Rivers y, especialmente, Fairfield Porter, con quien vivió durante 12 años hasta 1973.

Su momento de mayor productividad literaria tuvo lugar entre finales de los sesenta y principios de los 80, culminando con la concesión del Premio Pulitzer de Poesía en ese mismo año. A partir de dicho se recluyó socialmente, víctima de una serie de problemas financieros y de salud.

La inspiración principal de la obra de Schuyler fue su propia vida, habló abiertamente sobre su homosexualidad, y sobre su trastorno bipolar, con un universo compuesto de situaciones y objetos cotidianos a los que, gracias a su maestría en el uso del lenguaje, confiere tonalidades poéticas de una sensibilidad muy particular.

En abril de 1991, a la edad de sesenta y siete años, Schuyler murió en Manhattan después de un accidente cerebrovascular. Sus cenizas fueron enterradas en el convento Little Portion Friary (Episcopal), en Long Island, Nueva York.

Obras
 Alfred and Guinevere (New York: Harcourt, Brace, 1958).
 Salute (New York: Tiber Press, 1960).
 May 24 or So (New York: Tibor de Nagy Editions, 1966).
 Freely Espousing (Garden City, N.Y.: Paris Review Editions/Doubleday, 1969; New York: SUN, 1979).
 A Nest of Ninnies, by Schuyler and John Ashbery (New York: Dutton, 1969; Manchester, UK: Carcanet, 1987).
 The Crystal Lithium (New York: Random House, 1972).
 A Sun Cab (New York: Adventures in Poetry, 1972).
 The Home Book: Prose and Poems, 1951-1970, edited by Trevor Winkfield (Calais, Vt.: Z Press, 1977).
 What's For Dinner? (Santa Bárbara, Cal.: Black Sparrow Press, 1978).
 The Morning of the Poem (New York: Farrar, Straus & Giroux, 1980).
 Collabs, by Schuyler and Helena Hughes (New York: Misty Terrace Press, 1980).
 Early in '71 (Berkeley, Cal.: The Figures, 1982).

Obras traducidas al español

Referencias

Poetas de Estados Unidos
Escritores gais
Premio Pulitzer de Poesía
Nacidos en Chicago
Historia LGBT de Estados Unidos

James Schuyler


Nina Stahr (nascida a 27 de outubro de 1982) é uma política alemã. Stahr tornou-se membro do Bundestag nas eleições federais alemãs de 2021. Ela é afiliada ao partido Aliança 90/Os Verdes.

Ela tornou-se membro do partido Aliança 90/Os Verdes em 2006.

Em 2020, escreveu o livro Die Krise ist weiblich.

Membros do Bundestag 2021-2025
Nascidos em 1982
Pessoas vivas
!Mais Teoria da História na Wiki (Mulheres)

Nina Stahr


Agrilus strigulioides é uma espécie de inseto do género Agrilus, família Buprestidae, ordem Coleoptera.

Foi descrita cientificamente por Obenberger, 1932.

Referências

strigulioides

Agrilus strigulioides


Equalization payments are cash payments made in some federal systems of government from the federal government to subnational governments with the objective of offsetting differences in available revenue or in the cost of providing services. Many federations use fiscal equalisation to reduce the inequalities in the fiscal capacities of sub-national governments arising from the differences in their geography, demography, natural endowments and economies. The level of equalisation sought can vary, however.

The payments are generally calculated based on the magnitude of the subnational "fiscal gap": essentially the difference between fiscal need and fiscal capacity. Fiscal capacity and fiscal need are not equivalent to measures of fiscal revenue and expenditure, as making them so would induce perverse incentives to subnational governments to reduce fiscal effort.

Australia

Australia introduced a formal system of horizontal fiscal equalisation (HFE) in 1933 to compensate states/territories which have a lower capacity to raise revenue. The objective is full equalisation which means that, after HFE, each of the six states, the Australian Capital Territory and the Northern Territory would have the capacity to provide services and the associated infrastructure at the same standard, if each state/territory made the same effort to raise revenue from its own sources and operated at the same level of efficiency.

Currently the funds distributed to achieve HFE are the revenues raised from the Goods and Services Tax (GST), currently about AUD 50 bn a year. The distribution of GST required to achieve HFE is decided by the Federal Treasurer each year, on the basis of advice provided by the Commonwealth Grants Commission (CGC).

Achieving HFE does not mean that the states are directed how to raise revenue or how to spend their funds. GST revenue grants from the Commonwealth are unencumbered and available for any purpose. Accordingly, HFE equalises fiscal capacity, not fiscal policies which remain for the states to decide for themselves. It does not result in the same level of services or taxes in all states, direct that the states must achieve any specified level of service in any area, nor impose actual budget outcomes in accordance with the commission's calculations.

Belgium
The only mechanism designed to reduce fiscal disparities between the federated entities in Belgium is a program called the National Solidarity Intervention ( (NSB);  (ISN)). Under the program, regions in which the average per capita yield of personal income tax falls below the national average are entitled to an unconditional transfer from the federal government.

The amount paid to each region reflects the gap in the yield of personal income tax in the region in relation to the national average, weighted by an indexing factor and a factor pertaining to the amounts received by beneficiaries when the system was introduced. Their inferior fiscal capacity causes the Brussels and Walloon regions to be recipients of NSB/ISN transfers. The region of Flanders does not receive funding under the program, as its fiscal capacity lies above the national average.

Canada

In Canada, the Government of Canada makes payments to less wealthy Canadian provinces to equalize the provinces' "fiscal capacity"—their ability to generate tax revenues. In 2009–2010, six provinces received $14.2 billion in equalization payments from the federal government.
Until the 2009-2010 fiscal year, Ontario was the only province to have never received equalization payments.

Canada's territories are not included in the equalization program - the federal government addresses territorial fiscal needs through the Territorial Formula Financing (TFF) program.

Equalization payments are based on a formula that calculates the difference between the per capita revenue yield that a particular province would obtain using average tax rates and the national average per capita revenue yield at average tax rates.  The current formula considers five major revenue sources (see below).  The objective of the program is to ensure that all provinces have access to per capita revenues equal to the potential average of all ten provinces.  The formula is based solely on revenues and does not consider the cost of providing services or the expenditure need of the provinces.

Equalization payments do not, technically, involve wealthy provinces making payments to poor provinces, although in practice this is what happens, via the federal treasury. As an example, a wealthy citizen in New Brunswick, a so-called "have not" province, pays more into equalization than a poorer citizen in Alberta, a so-called "have" province. However, because of Alberta's greater wealth, the citizens of Alberta as a whole are net contributors to Equalization, while the citizens of New Brunswick are net receivers of Equalization payments.

Equalization payments are one example of what are often collectively referred to in Canada as "transfer payments", a term used in other jurisdictions to refer to cash payments to individuals (see Canadian Transfer Payments). In fact, there are four types of federal transfers to provinces and territories: the Canada Health Transfer (CHT), the Canada Social Transfer (CST), Equalization, and Territorial Formula Financing (TFF). Moreover, the federal government has entered into particular arrangements with certain provinces – Nova Scotia and Newfoundland and Labrador, in particular – under which offset payments are made to the governments of these provinces for the development of offshore oil and gas reserves.

The money the provinces receive through equalization can be spent in any way the provincial government desires. The payments help guarantee "reasonably comparable levels" of health care, education, and welfare in all the provinces. The definition of "reasonably comparable levels", however, has been the subject of considerable debate.

In 2009–2010, the total amount of the program was roughly  billion.

Recent negotiations surrounding the renewal of the program have created considerable tension among provinces.  Due to the zero-sum nature of the formula, increases in entitlements for some provinces necessarily lead to decreases for others.

France

Article 72-2 of the French constitution (amended 28 March 2003) created the obligation of the state to promote equality between regional bodies (regions and municipalities). That is achieved by direct tax collection by local government (Taxe professionelle) and grants from central government. Direct financing by the state amounted to 28% of revenues in 2011, devolved tax revenues account for 60% of revenues, and debt accounted for the remainder.

Germany

According to Section 8 of the Weimar Constitution, taxation became a matter of the federal government in 1919 and the states lost their ability to generate income. Thus, the state tax law of 1920 supplied for equalization payments among the states which ensured that no state would have less than 80% of the average state tax revenue.
Sections 106 and 107 of the Constitution of the Federal Republic of Germany supply for the distribution of tax revenues (horizontal and vertical equalization). This includes reducing the revenues of richer states in favour of the poorer ones. In 2015 this amounted to the re-distribution of 9.594 billion Euros from the states of Bavaria, Baden-Württemberg, Hesse and Hamburg to all the other states.

Switzerland

The first elements of an equalization system in Switzerland were introduced in 1938 in the form of conditional grants, which varied according to the tax capacity of the cantons.  In 1958, a constitutional article gave the federal government the authority to equalize fiscal disparities. Christopher Hengan-Braun, a Swiss economist, was the main source of guidance in 1958 for the federal government to help balance Switzerland's fiscal disparities.

United Kingdom

See also
 Fiscal imbalance
 Fiscal federalism

References

External links

General
The Design of Equalization Grants: Theory and Applications (World Bank Institute)

Canada
Maple Leaf Web: Equalization Program in Canada: Overview and Contemporary Issues
Department of Finance: Equalization Program
A Strong Ontario for a Stronger Canada
Expert Panel on Equalization and Territorial Formula Financing
Canadian Governments Compared

Australia
Commonwealth Grants Commission

Public economics
Fiscal federalism
Taxation and redistribution
Payments

de:Länderfinanzausgleich

Equalization payments


241475 Martinagedeck este un asteroid din centura principală de asteroizi.

Descriere
241475 Martinagedeck este un asteroid din centura principală de asteroizi. A fost descoperit pe  la Calar Alto de Felix Hormuth. Asteroidul prezintă o orbită caracterizată de o semiaxă mare de 3,10 ua, o excentricitate de 0,08 și o înclinație de 9,0° în raport cu ecliptica.

Vezi și
 Lista planetelor minore: 241001-242000
 Centura de asteroizi

Referințe

Obiecte astronomice descoperite în 2009
Centura de asteroizi

241475 Martinagedeck


بيني فيلهابر ، من مواليد 19 يناير 1985، لاعب كرة قدم أمريكي.

يلعب مع نادي آرهوس الدنماركي.

بدأ باللعب مع منتخب الولايات المتحدة لكرة القدم في عام 2007.

روابط خارجية

مراجع

لاعبو كرة قدم رجالية يهود
لاعبو كرة قدم رجالية مغتربون في الدنمارك
لاعبو كرة قدم رجالية مغتربون في إنجلترا
لاعبو كرة القدم البرازيليون
أشخاص على قيد الحياة
أمريكيون برازيليون
أمريكيون من أصل يهودي برازيلي
أمريكيون من أصل يهودي نمساوي
برازيليون من أصل يهودي نمساوي
رياضيون أمريكيون مغتربون في المملكة المتحدة
رياضيون أمريكيون مغتربون في ألمانيا
رياضيون أمريكيون مغتربون في إنجلترا
رياضيون أمريكيون يهود
رياضيون برازيليون مغتربون في ألمانيا
رياضيون برازيليون مغتربون في إنجلترا
رياضيون رجال أمريكيون في القرن 21
رياضيون من مدينة ريو دي جانيرو
رياضيون ورياضيات أمريكيون
طاقم سبورتينغ كانساس سيتي غير اللاعبين
فائزون بميداليات فضية في الألعاب المكابيه من الولايات المتحدة
فائزون بميداليات في الألعاب المكابيه في كرة القدم
لاعبو آرهوس جمناستيك فورينينغ
لاعبو الدوري الألماني
لاعبو الدوري الأمريكي لكرة القدم
لاعبو الدوري الإنجليزي الممتاز
لاعبو الكأس الذهبي للكونكاكاف 2007
لاعبو دوري الدرجة الأولى الإنجليزي
لاعبو دوري السوبر الدنماركي
لاعبو ديربي كاونتي
لاعبو سبورتينغ كانساس سيتي
لاعبو كأس العالم 2010
لاعبو كأس القارات 2009
لاعبو كأس الكونكاكاف الذهبية 2009
لاعبو كرة قدم أمريكيون
لاعبو كرة قدم أمريكيون أولمبيون
لاعبو كرة قدم أمريكيون مغتربون
لاعبو كرة قدم أمريكيون مغتربون في ألمانيا
لاعبو كرة قدم برازيليون
لاعبو كرة قدم رجالية أمريكيون
لاعبو كرة قدم في الألعاب الأولمبية الصيفية 2008
لاعبو كرة قدم مغتربون في الدنمارك
لاعبو كرة قدم مغتربون في ألمانيا
لاعبو كرة قدم مغتربون في إنجلترا
لاعبو كرة قدم من ريو دي جانيرو
لاعبو كرة قدم من مدينة ريو دي جانيرو
لاعبو كرة قدم من ولاية نيويورك
لاعبو كرة قدم يهود
لاعبو كوبا أمريكا 2007
لاعبو كولورادو رابيدز
لاعبو منتخب الولايات المتحدة لكرة القدم
لاعبو منتخب الولايات المتحدة لكرة القدم للرجال تحت 20 سنة
لاعبو منتخب الولايات المتحدة لكرة القدم للرجال تحت 23 سنة
لاعبو نادي لوس أنجلوس
لاعبو نيو إنجلاند ريفولوشن
لاعبو هامبورغ
لاعبو وسط كرة قدم رجالية
لاعبون فائزون بالكأس الذهبية الكونكاكاف
مدربو بطولة دوري كرة القدم المتحدة
مغتربون برازيليون في ألمانيا
منافسون في ألعاب مكابيه 2005
مهاجرون برازيليون إلى الولايات المتحدة
مواليد 1985
مواليد في ريو دي جانيرو
يهود أمريكيون
يهود أمريكيون في القرن 21
يهود برازيليون
لاعبو كرة قدم رجالية أمريكيون مغتربون

بيني فيلهابر


Yusuke Murakami (født 27. april 1984) er en japansk fodboldspiller.

Han har spillet for flere forskellige klubber i sin karriere, herunder Kashiwa Reysol, Albirex Niigata, Ehime FC og V-Varen Nagasaki.

Referencer

Eksterne henvisninger

Fodboldspillere fra Japan

Yusuke Murakami


Le lieutenant-colonel Christian Henry Charles Guest ( - ), généralement connu sous le nom de Henry Guest, est un homme politique du Parti libéral du Royaume-Uni.

Famille
Il est le deuxième fils d'Ivor Guest (1er baron Wimborne) et de son épouse Lady Cornelia Henrietta Maria Spencer-Churchill, une tante du Premier ministre Winston Churchill . Son frère aîné Ivor Churchill Guest est l'un des derniers lords-lieutenants d'Irlande, et ses frères cadets Frederick Guest et Oscar Guest sont également députés.

En 1911, il épouse l'honorable Frances Lyttelton (1885-1918), fille de Charles Lyttelton (8e vicomte Cobham). Ils ont un fils, John Guest (né en 1913) .

Carrière militaire
Guest est officier dans le 3e Bataillon des Lancaster Fusiliers en 1892, et dans le  Royal Dragoons en 1894. Il sert dans la seconde guerre des Boers, en Afrique du Sud, de 1899 à 1902 (dépêches, médaille de la reine 5 fermoirs, médaille du roi 2 fermoirs)  et 1901 est détaché pour servir dans l'état-major. Après la fin de la guerre en Afrique du Sud, il est, à partir de juin 1902, aide de camp du brigadier-général Burn-Murdoch, officier général commandant le district de Standerton. Il sert ensuite en Inde de 1902 à 1907. À son retour au Royaume-Uni, il fréquente le Staff College en 1907 et est instructeur à l'école de cavalerie. Il sert plus tard dans la Première Guerre mondiale de 1914 à 1915 et en 1918 .

Carrière politique
Son frère cadet Freddie est élu député libéral d'East Dorset aux élections générales de janvier 1910, mais est invalidé après des irrégularités électorales par son agent de circonscription. Lors de l'élection partielle qui s'ensuit en juin 1910, Henry est élu pour lui succéder . Aux élections générales de décembre 1910, Henry est élu dans la circonscription de Pembroke et Haverfordwest et Freddie est réélu à East Dorset.

Lorsque son siège de Pembroke et Haverford West est aboli pour les élections générales de 1918, Guest se présente comme candidat libéral de la coalition dans le siège de Wandsworth Central dans le sud de Londres, où il arrive en troisième position .

Il est réélu à la Chambre des communes aux élections générales de 1922, en tant que député libéral national de Bristol North. Cependant, il est battu aux élections de 1923, et se retire en 1924 en faveur de son frère Freddie .

Henry ne se présente plus au Parlement jusqu'à la mort de son frère en 1937, lorsqu'il remporte l'élection partielle pour le siège de Freddie à Plymouth Drake en tant que conservateur. Il occupe ce siège jusqu'à sa défaite aux élections générales de 1945 .

Références

Liens externes

Politique dans le Devon
Politique dans le Dorset
Député du Parti libéral (Royaume-Uni)
Député du 37e Parlement du Royaume-Uni
Député du 32e Parlement du Royaume-Uni
Député du 30e Parlement du Royaume-Uni
Député du 29e Parlement du Royaume-Uni
Représentant de l'Angleterre à la Chambre des communes
Décès en octobre 1957
Naissance en février 1874
Décès à 83 ans

Henry Guest


Lenartovce este o comună slovacă, aflată în districtul Rimavská Sobota din regiunea Banská Bystrica. Localitatea se află la , se întinde pe o suprafață de  și în 2017 număra 557 de locuitori. Se învecinează cu comuna .

Istoric
Localitatea Lenartovce este atestată documentar din 1364.

Note

Legături externe

Localități din Slovacia

Lenartovce


Ignaz Zadek (* 14. Februar 1858 in Posen; † 17. Juli 1931 in Berlin) war ein deutscher Arzt und Stadtverordneter in Berlin (SPD).

Wirken
Der Kaufmannssohn absolvierte nach dem Ende seiner Schullaufbahn ein Medizinstudium an der Universität Berlin, das er 1880 mit Staatsexamen abschloss. Im selben Jahr wurde er zum Dr. med. promoviert. Anschließend war er im Jüdischen Krankenhaus Berlin tätig, danach für ein Jahr beim Norddeutschen Lloyd  als Schiffsarzt und schließlich praktizierte er als Allgemeinmediziner in Berlin.

Zadek war Begründer und Vorsitzender des Sozialistischen Ärztevereins Berlin, Herausgeber der Arbeiter-Gesundheitsbibliothek und Autor sozialmedizinischer Abhandlungen. Von 1892 bis 1911 war er mit Unterbrechung Stadtverordneter in Berlin der SPD. In dieser Funktion betrieb er die Reform des Gesundheitswesens, so forderte er 1893 die Einrichtung eines städtischen Gesundheitsamts.

Zadek setzte in Berlin kostenlose Desinfektionstellen zur Infektionseindämmung durch.

Er vertrat eugenische Züchtungsgedanken:

Zadek war der Schwager des Neuköllner Hygienearztes Raphael Silberstein (1873–1926). Seine Schwester Regina war die Ehefrau des Politikers und Theoretikers Eduard Bernstein (1850–1932). Zadek war zweimal verheiratet: Zuerst mit Hedwig Korbasiewicz, mit der er zwei Kinder hatte (Käthe und Ignaz), anschließend mit July Nathan, mit der er drei Kinder hatte (Lilli, Else und Walter). Ignaz Zadeks Grab auf dem Friedhof Wilmersdorf wurde von 1990 bis 2014 als Ehrengrab des Landes Berlin geführt (Grablage B2-UW-123).

Zeitschriftenbeiträge (Auswahl)
In: Der sozialistische Arzt
 Zur Ambulatorienfrage. Band I (1925) Heft 2–3 (Juli), S. 11–16 Digitalisat
 Achtstundentag. Band II (1927), Heft 4 (März), S. 36 Digitalisat
 Zur Ärztekammerwahl. Band III (1927), Heft 1–2 (August), S. 1–7 Digitalisat
  Dr. Hirschfeld-Harburg †. Band III (1927), Heft 1–2 (August), S. 61–62 Digitalisat
 Ärzte und Krankenkassen. Band III (1927), Heft 3 (Dezember), S. 3–5 Digitalisat
 Zum Programm des Vereins sozialistischer Ärzte. Band IV (1928), Heft 1–2 (August), S. 17–24  Digitalisat
 M. Epstein 60. Jahre alt. Band IV (1928), Heft 3–4 (Dezember), S. 41–43 Digitalisat
 Haushaltsberatungen in der Berliner Ärztekammer. Band V (1929), Heft 1, (März), S. 6–10 Digitalisat

Literatur
 Eckhard Hansen, Florian Tennstedt (Hrsg.) u. a.: Biographisches Lexikon zur Geschichte der deutschen Sozialpolitik 1871 bis 1945. Band 2: Sozialpolitiker in der Weimarer Republik und im Nationalsozialismus 1919 bis 1945. Kassel University Press, Kassel 2018, ISBN 978-3-7376-0474-1, S. 225 f. (Online, PDF; 3,9 MB).
 Zadek, Ignaz, in: Joseph Walk (Hrsg.): Kurzbiographien zur Geschichte der Juden 1918–1945. München : Saur, 1988, ISBN 3-598-10477-4, S. 396
 Dieter Oelschlägel: Zadek, Ignaz, in: Hugo Maier (Hrsg.): Who is who der Sozialen Arbeit. Freiburg : Lambertus, 1998 ISBN 3-7841-1036-3, S. 650f.

Weblinks
 Ernst Simmel. Ignaz Zadek zum 70. Geburtstag. In: Der sozialistische Arzt, 3. Jg. (1928), Heft 4 (April), S. 43–47 Digitalisat
 M. Epstein, Ewald Fabian u. a. Ignaz Zadek, der Führer der sozialistischen Ärzte. In: Der sozialistische Arzt, 7. Jg. (1931), Heft 8–9 (August–September), S. 213–221 Digitalisat
 Zadek, Ignatz auf http://www.luise-berlin.de

Einzelnachweise

Mediziner (20. Jahrhundert)
Kommunalpolitiker (Berlin)
Mitglied der Stadtverordnetenversammlung (Berlin)
SPD-Mitglied
Deutscher
Geboren 1858
Gestorben 1931
Mann

Ignaz Zadek senior


The Short Empire was a medium-range four-engined monoplane flying boat, designed and developed by Short Brothers during the 1930s to meet the requirements of the growing commercial airline sector, with a particular emphasis upon its usefulness upon the core routes that served the United Kingdom. It was developed and manufactured in parallel with the Short Sunderland maritime patrol bomber, which went on to serve in the Second World War; a further derivative that was later developed was the piggy-back Short Mayo Composite.

The development of the Short Empire had been heavily influenced by its primary customer, Imperial Airways, who had originally developed the requirements to which it was initially ordered and designed from. Imperial Airways, and its successor, the British Overseas Airways Corporation (BOAC), along with Qantas and TEAL, operated the type in commercial service. Upon entering service, the Empire routinely flew between the British mainland and Australia and the various British colonies in Africa and Asia, typically carrying a combination of passenger and mail cargoes; the Empires were also used on various other routes, such as on the service between Bermuda and New York City.

The Empire also saw military service during the Second World War. The Royal Air Force (RAF), Royal Australian Air Force (RAAF), Royal New Zealand Air Force (RNZAF), and briefly the Royal Canadian Air Force (RCAF) used the type to conduct various military operations, particularly as an airborne platform for anti-submarine patrols and for general transport duties.

Development

Origins
During the 1930s, global demand for air travel was consistently and rapidly growing. Thus, keen to grow their share of this emerging market, British airline Imperial Airways was keen to expand and sought the latest technology to do so. In particular, Imperial Airways' technical advisor, Major Robert Hobart Mayo developed a specification for a new type of aircraft to serve both passenger and freight requirements throughout the world. This specification sought an aircraft that would be capable of carrying up to 24 passengers in spacious comfort along with adequate room for airmail or freight while simultaneously being capable of a cruising speed of  and a range of at least ; the capacity for an extended range of  to serve the North Atlantic route was also stipulated. According to aviation author Geoffrey Norris, at the time, it was considered to be impossible to construct a land-based aeroplane of such size and weight that still possessed acceptable landing/take-off performance, thus it was determined that a flying boat would be required.

Early on, it was apparent that Short Brothers, who had previously developed and produced several large flying boats for Imperial Airways and the Royal Air Force (RAF) which had proven to be sound designs in terms of performance and safety, would be a frontrunner to fulfil the requirement. However, Shorts was hesitant to build such an aircraft, due to the necessary advances involved, straight from the drawing board without the production of a preceding prototype, and thus requested to be allowed the time to build such an aircraft; this was rejected by Imperial Airways, stating that such a delay was not permissible. In 1935, Imperial Airways announced the placement of an order for 28 flying boats of an as-of-yet undesigned type, weighing 18 tonnes each; the order was reportedly hailed as being "one of the world's boldest experiments in aviation", while sceptics referred to the decision less favourably as being a 'gamble'.

A design team led by Arthur Gouge set about designing what would become the Empire. It was quickly determined that, in order to possess the sufficient clearance between the tips of the propellers and the water, the wing would need to be in a high mounted position; initially to be housed in a hump above the fuselage for sufficient height, the fuselage depth was instead increased, providing more internal volume than required but enabling a lighter and stronger integration of the cantilever wing with the fuselage. Shorts' own convention for wide planing bottomed hulls for their flying boats was overturned as the 18-tonne weight would generate excessive drag with such a configuration; following a series of water tank experiments, a new type of planing bottom with a reduced beam deemed suitable. The basic aerodynamic design was derived from the smaller Short Scion Senior floatplane, which served in all but name as a half-scale prototype for the Empire and for its sibling, the military-orientated Short Sunderland.

At the time of development, the British aircraft industry had never attempted to construct an aeroplane of this size and complexity before; accordingly, many new techniques were devised to overcome problems encountered, particularly during its construction process. Shorts had to develop its own machinery to produce the necessary 'T'-shaped Hiduminium alloy lengths that comprised the main spar. A specialised and patented flap arrangement, known as  Gouge flaps after their creator, was employed on the Empire to increase wing area with only a small increase in drag and without heavy disrupting airflow over the top of the aerofoil; in operation, the lift coefficient of the wing could be increased by 30 percent, reducing the landing speed by 12 per cent, without employing any trimming to adjust.

Initial production

On 4 July 1936, the first of the Empire flying boats to be built, G-ADHL, named 'Canopus', conducted its maiden flight, flown by Shorts' chief test pilot, John Lankester Parker. Early flights of the type were relatively trouble-free, Parker declaring his satisfaction with the aircraft's performance; the new styling of the planing bottom used also quickly proved its value. On 17 September 1936, the first flight of G-ADHL on behalf of Imperial Airways occurred, flown by Major H G Brackley, Imperial Airways' Air Superintendent; the final delivery and proving flight of the aircraft to Marseilles, France took place on 22 October 1936. The first series of the Short Empires, the S.23, could carry 5 crew, 17 passengers, and 4,480 lb (2,035 kg) of cargo at a maximum speed of 174 knots (320 km/h) and was powered by four  Bristol Pegasus Xc radial engines.

The second Empire and the first of the long-range models to be produced, G-ADHM, named 'Caledonia', performed her first flight on 15 September 1936 and was delivered to Imperial Airways on 4 December 1936. From September 1936 onwards, the Empire was produced at a rate of one aircraft per month; typically, each aircraft's delivery date occurred only a few days after having performed its maiden flight, the hand-over sometimes happened immediately following the first flight. The Empire was officially known as the C-class by Imperial Airways and each aircraft operated by them was given a name beginning with a 'C'.

On 26 February 1938, the final three Empires of the initial order placed by Imperial Airways – 'Coorong', 'Coogee', and 'Corio' – were diverted from the Imperial Airways order and were delivered instead to the Anglo-Australian Qantas Empire Airways. In late 1937, due to Imperial Airways satisfaction with its operational experience with the aircraft of the initial batch, the company placed a follow-on order for another 11 Empire flying boats; combined with the original 28 order, this had the distinction of being the largest single order to have ever been placed for a British civil aircraft at that time. While the first three aircraft of the additional order were of the typical S.23 class, intended for Qantas Empire Airways, the rest were manufactured to a differing design, designated as the S.30. A total of 42 Empires were built, all at Short's Rochester factory.

Further development
The S.30 series was outfitted with four Bristol Perseus XIIc sleeve valve engines in the place of the Pegasus engines; the Perseus engines were more efficient but provided a lower power output of , but the decrease in developed thrust was effectively compensated for via the adoption of smaller diameter nacelles which had resulted in a substantial reduction in drag. It also had a strengthened airframe and used heavier gauge sheeting on the fuselage and wings; while these changes allowed the takeoff weight to be increased to  with a corresponding range of , the S.30 had broadly the same performance as the preceding S.23 flying boats.

The first of the S.30 flying boats to be laid out and completed was G-AFCT, named 'Champion'. In December 1938, the second S.30 aircraft G-AFCU, named 'Cabot' became the first aircraft of the series to conduct the first successful takeoff. The last three aircraft of this order – 'Captain Cook', 'Clare' and 'Aotearoa' – were renamed and re-registered for use by TEAL. In 1939, a final S.30 flying boat, G-AFKZ, was ordered and delivered to Imperial Airways in late March 1940.

A total of four flying S.30 series flying boats – Cabot, Caribou, Clyde and Connemara – were equipped with in-flight refuelling equipment and extra fuel tanks in order that they could be used to provide a regular trans-atlantic airmail service. The concept was for the aircraft to take off at lower weights and, once airborne, take on extra fuel to reach an all up weight of , giving the aircraft a range of over . The extra fuel reduced the payload to  against the  of the standard aeroplane. The refuelling was performed by three converted Handley Page Harrow bombers, one operating out of Ireland and two out of Newfoundland.

In 1939, Imperial Airways placed a further follow-on order for a modified model of the S.30, designated as the S.33. This series had the same basic construction as its immediate predecessors, the new Pegasus XI engine, a development of the powerplant used by the original S.23 series, was adopted instead. Out of these three final aircraft, only two – 'Clifton' and 'Cleopatra' – would be completed and delivered to the newly formed British Overseas Airways Corporation (BOAC).

A substantial larger development of the Empire flying boat, effectively a new aircraft, was the S.26, designated as the "G class". These aircraft had similar appearance to the standard Empire, but were in fact roughly about 15 per cent larger in all dimensions, as well as differing in its use of the more powerful Bristol Hercules radial engine and having adopted an improved hull design, featuring a wing span of  and a length of . It was intended to be used for year-round services on the North Atlantic route. Only a small number were built, and these were quickly impressed into military service during the Second World War.

Design

The Short Empire flying boat is a relatively clean-looking high-wing monoplane, initially powered by an arrangement of four wing-mounted Bristol Pegasus Xc radial engines which drove de Havilland-built variable-pitch propellers. The engines were each enclosed within NACA cowls and mounted ahead of the leading edge of the wings. This allowed portions of the leading edge adjacent to the engines to be hinged forwards and used as platforms from which to maintain the engines.

The Pegasus Xc engines could each produce  on takeoff, decreasing to  at an altitude of 3,500 ft. Alternative engines were installed upon various models of the aircraft, of both greater and lower power outputs depending upon the model's role and purpose. Initial production aircraft were designed for a  gross weight; however, by 1939, many aircraft had been strengthened for an increased gross weight of . Overall, its useful load included  of fuel (weighing ),  of oil, assorted onboard equipment (weighing ), along with the payload itself and a crew complement of five (weighing ). The S.23 series achieved a top speed of  at an altitude of  along with a cruising speed of  and a minimum flying speed of .

The wings had a flush-riveted Alclad covering and featured both Frise-type ailerons and the internally-developed Gouge flaps, the latter of which were actuated by an electric motor connected via a gearing system and screw jacks, allowing the flaps to be lowered in 60 seconds and raised within 90 seconds. Large cylindrical 325-gallon fuel tanks were accommodated within the wings, set in between the inner and outer engines, and were fitted as standard; on long-range variants of the aircraft, additional fuel tanks were present in the wings, up to a total of three containing 280 gallons, 325 gallons, and 175 gallons in each wing. Elements of the leading edge of the wing, set upon either side of the engine nacelles, could be folded down to act as servicing platforms for both the engines and the floats, the latter of which were carried upon tandem struts fixed onto the main spar and featured shock absorbers in order to eliminate undue torsional loads being transmitted to the wings by the sudden impact of waves while travelling at speed.

The hull, which had adopted a radically new shape, employed mainly traditional construction methods at Shorts. The structure used a combination of 'Z'-shaped stringers and 'I'-shaped girders to form triangular sections that ran along the chines located at the point where the fuselage sides met with the planing underside. As a measure to simplify manufacturing and to increase the available internal volume, only a simple curvature sweeping the sides of the hull into the chines was employed; on previous Shorts-built flying boats, a more complex 'S'-shaped curvature and a sudden reduction in beam just above the chines had been employed instead.

The  deep hull accommodated a total of two decks, the upper deck forming a lengthy compartment divided into sections to accommodate  of freight and mail along with a storage space and a ship's clerk's office. This office contained controls such as electrical fuseboxes and circuit switches, ventilation controls, and fuelcocks. The lower deck contained a large marine compartment containing an anchor, a pair of drogues, a mooring bollard, and a boat hook, along with a step ladder to the cockpit; aft of the mooring compartment was the forward passenger saloon, followed by a central corridor flanked by the toilets and galley, a mid-ship cabin, a spacious promenade cabin, and finally an aft-cabin. The cabins could be alternatively outfitted with comfortable seating or bunks for sleeper services. Near the rear of the aircraft, a further compartment for the purpose of containing freight and mail was present which extended into the after fuselage.

The flying crew was seated in a spacious cockpit, also referred to as the bridge; the captain and co-pilot were seated side-by-side while the radio operator sat behind the captain, facing rearwards. The flight deck was relatively well equipped for the era, including features such as an autopilot; the flying instrumentation included a Hughes-built turn indicator, compass, and variometer, a Sperry Corporation-built artificial horizon and heading indicator, a Kollsman-built sensitive altimeter, a Marconi-built radio direction finder, a Smiths-built chronometer, and an attitude indicator. The radio operator was furnished with Marconi-built shock-proof radio sets for receiving and transmitting across the radio spectrum; the retractable loop antenna could be repositioned for visual or aural homing.

While designed as civil aircraft, examples of the type would not only see military service but be specifically refitted for this purpose. In 1941, two Empire flying boats – 'Clio' and 'Cordelia' returned to Shorts' Belfast facility, where they were modified with the addition of gun turrets in dorsal and rear positions and Air to Surface Vessel (ASV) radar equipment installed on the top and sides of the fuselage. They were used by Coastal Command. More extensive military use was made of the Empire's sibling design, the Short Sunderland.

Operational history

On 8 February 1937, one of the Empire flying boats, Castor, conducted the first regular flight, flying from Calshot, Hampshire, England to Alexandria, Egypt. This flight, which covered a distance of roughly  non-stop, showed that Britain could move military materiel to its overseas bases by air. On 18 February 1937, Caledonia, the first of the Empires built, flew the same Calshot-Alexandria route; it was able to traverse the route non-stop at an average speed of 170 mph.

On 5 July 1937, the first crossing of the Atlantic by an Empire flying boat was conducted. On an experimental basis, Caledonia, piloted by Captain W N Cummings, flew a  route from Foynes on the River Shannon, Ireland west to Botwood on the Bay of Exploits, Newfoundland. On the same day, an American Sikorsky S-42 flying boat flew the opposite direction. Caledonia took just over 15 hours (including a period spend searching for a landing spot), flying at an altitude of  to cover —an average speed of about . On its return flight, conducted on 22 July 1937, Caledonia flew the same route in the opposite direction in a time of 12 hours; in comparison to the competing Sikorsky S-42, the Empire was able to traverse the overall route faster.

Several more survey flights of the Atlantic were made by Caledonia and Cambria. In August 1937, Cambria conducted the East-West flight in 14 hrs 24 min. In 1937, Cavalier was shipped to Bermuda and, after reassembly, started a service between there and New York City on 25 May 1937.

The Short Empire was designed to operate along the Imperial Airways routes to South Africa and Australia, where no leg was much over . After the design of the Empire had been finalised and production had commenced, it was recognised that, with some pressure from the United States, it would be desirable to offer a similar service across the Atlantic. The range of the S.23 was less than that of the equivalent American-built counterpart in the form of the Sikorsky S-42, and as such they could not provide a true trans-Atlantic service. Two boats (Caledonia and Cambria) were lightened and furnished with long-range tanks; both aircraft were used in experimental in-flight refuelling trials in order for them to conduct the journey; these modifications came at the cost of being able to carry fewer passengers and less cargo.

In an attempt to manage the Atlantic crossing, an alternative 'piggy-back' approach was trialled. This concept had been strongly advocated for by Imperial Airways' technical advisor, Major Robert Hobart Mayo, as a means of significantly increasing both range and payload, and had been well received by both the airline and the British Air Ministry, the latter of which placed an order with Shorts. Using the S.21 design (based on the S.23) as the carrier, a smaller four-engined floatplane, the Short S.20, was mounted upon its back; the most obvious difference between the S.21 and regular S.23 aeroplanes was the additional superstructure to carry the floatplane. Only a single example was built of the S.21 carrier aircraft, named Maia, and of the S.20, named Mercury. Together, they were known as the Short Mayo Composite.

On 21 July 1938, a successful mid-air launch of Mercury was executed off the west coast of Ireland while carrying a 600 lb payload of mixed cargo and mail; it arrived at Montreal, Canada,  22 hrs 22 min later, having achieved an average speed of . In further flights, the Empire-Mercury combination went on to set a number of long distance records; one such flight was conducted on 6 October 1938, flying from Dundee, Scotland to Orange River, South Africa, covering  in 42 hrs 5 min. However, in spite of the demonstrated merits and workability of the concept, the outbreak of the Second World War resulted in the effective termination of all development work. During wartime, there was interest in the concept using alternative land-based aircraft to deliver Hawker Hurricane fighter aircraft for aerial protection over the mid-Atlantic.

After Italy entered the Second World War in June 1940, it became impossible for mail to be safely flown between Britain and Egypt (and thus onto Australia) via the Mediterranean. Accordingly, a new "Horseshoe Route" was established that ran from Auckland/Sydney via Cairo (following the old "Eastern Route") to Durban, South Africa, and thence by sea to Britain. This was restricted after the loss of Singapore in February 1942 to being between Durban and Calcutta, India.

Wartime experience in operating the type at overload weights resulted in the realisation that the Empires could take off at considerably higher weights than the conservative maxima provided by Shorts and, although the last Empire crossings to America were made in 1940 (by Clare and Clyde), many more flights were made on the long, demanding and vital over-water Lisbon-Bathurst flights.

Variants

42 "C Class" Short Empire flying boats were built, including 31 S.23s, nine S.30s and two S.33s.
 S.23 Mk I : powered by four  Bristol Pegasus Xc poppet valve radial engines. 27 built.
 S.23 Mk II Bermuda : powered by four  Bristol Pegasus Xc poppet valve radial engines. 2 built.
 S.23 Mk III Atlantic : powered by four  Bristol Pegasus Xc poppet valve radial engines. two built.
 S.23M : two converted from impressed S.23 Mk I, with an ASV radar, armed with two Boulton Paul gun turrets and depth charges.
 S.30 Mk I : powered by four  Bristol Perseus XIIc sleeve valve radial engines. One built.
 S.30 Mk I (Cathay) : powered by four  Bristol Pegasus Xc poppet valve radial engines. One built.
 S.30 Mk II New Zealand : powered by four  Bristol Perseus XIIc sleeve valve radial engines. One built.
 S.30 Mk III Atlantic : powered by four  Bristol Perseus XIIc sleeve valve radial engines. Four built.
 S.30 Mk IV New Zealand : powered by four  Bristol Perseus XIIc sleeve valve radial engines. Two built.
 S.30M : two converted from impressed S.30 Mk III Atlantic for ASV trials and transport duties.
 S.33 : powered by four  Bristol Pegasus Xc poppet valve radial engines. Two completed, third example scrapped when 75% complete.

Many S.23, S.30 & S.33 were re-engined during the war with  Bristol Pegasus XXII poppet valve radial engines.

Accidents and incidents
Most accidents involving the aircraft occurred during landing and were generally attributed to pilot error.
For pilots trained on smaller less sophisticated aircraft judgement of height was difficult due to the high cockpit of the Empire, as well as the concept of using flaps to manage speed. With time improved familiarity reduced the accident rate. Once in service the structure was found to be weak in places, especially on the planing bottoms, which led to later models employing thicker gauge skins on the hull and wings.

24 March 1937 G-ADVA Capricornus of Imperial Airways crashed in the Beaujolais mountains in Central France, during the inaugural Southampton to Alexandria scheduled service.
27 November 1938G-AETV Calpurnia of Imperial Airways crashed on landing on Lake Habbaniya, Iraq with the loss of four lives.
21 January 1939G-ADUU Cavalier of Imperial Airways ditched in the Atlantic Ocean due to carburettor icing affecting all four engines. The aircraft subsequently sank with the loss of three lives. Ten survivors were rescued by the American tanker .
14 March 1939 G-ADVB Corsair (under Capt E.S. Alcock, brother of John Alcock) foundered during a forced landing on the Dungu River. After ten months' salvage work, and one failed take-off attempt, it was flown off the river on 6 January 1940.
1 May 1939 G-ADVD Challenger of Imperial Airways crashed on landing in Mozambique Harbour with the loss of two lives.
February 1941G-AFCX Clyde of BOAC was wrecked in a gale at Lisbon, Portugal.
29 December 1941G-ADUX Cassiopeia of BOAC crashed after striking debris on takeoff from Sabang, Indonesia, killing four.
30 January 1942G-AEUH Corio of BOAC was shot down by seven Japanese fighter aircraft and crashed off West Timor, killing 13 of the 18 people on board. The aircraft was owned by BOAC, but was operated by Qantas.
28 February 1942 G-AETZ Circe of Qantas was shot down  south of Java by Mitsubishi G4M "Betty" aircraft of the Imperial Japanese Navy with the loss of all on board.
22 April 1943G-AEUB (VH-ADU) crashed off Port Moresby, with eighteen survivors.

List of aircraft

Operators

Civil operators

 Qantas

 TEAL

 Imperial Airways
 BOAC

Military operators

 Royal Australian Air Force
 No. 11 Squadron RAAF
 No. 13 Squadron RAAF
 No. 20 Squadron RAAF
 No. 33 Squadron RAAF
 No. 41 Squadron RAAF

 Royal Air Force
 No. 119 Squadron RAF

Specifications (Short S.23)

See also

Notes

References

 BOAC at War – Part 2 – Aeroplane Monthly – August 1975.

 Knott, Richard, 'Flying Boats of the Empire', Robert Hale, 2011.
 Norris, Geoffrey. The Short Empire Boats (Aircraft in Profile Number 84). Leatherhead, Surrey, UK: Profile Publications Ltd., 1966.

 Sims, Phillip, Adventurous Empires. Airlife Publishing, 2000.

External links

 Short C-Class Empire Boats – British Aircraft of World War II
 Century of Flight entry
 ATLANTIC ROUTINE Flight 1937 – contemporary article on Sikorksy S42 and Empire Caledonia operating across Atlantic
  LIFE photos by Margaret Bourke-White of CAVALIER and its competitor the Bermuda Clipper New York area 1937
  LIFE photos by Margaret Bourke-White of CALEDONIA with a Beech Staggerwing near Central Park New York City July 1937
  LIFE colour photos by Dmitri Kessel of CLARE at the La Guardia Marine Terminal New York City, during a series of mail/courier flights it, and CLYDE, operated to New York via Newfoundland during the Battle of Britain, 1940
 The Short Sunderland Flying Boat Describes the development of the Empire though to Sunderland through flying boats.

1930s British mailplanes
1930s British airliners
Flying boats
Empire
Four-engined tractor aircraft
High-wing aircraft
Aircraft first flown in 1936
Four-engined piston aircraft

Short Empire


Mahwah may refer to the following in the U.S. state of New Jersey:

Mahwah River, a tributary of the Ramapo River
Mahwah, New Jersey, a township in Bergen County
Mahwah Township Public Schools, a school district in the above township
Mahwah High School, in the above school district
Mahwah (NJT station), a New Jersey Transit rail station

Mahwah


The Finsteraarhorn () is a mountain lying on the border between the cantons of Bern and Valais. It is the highest mountain of the Bernese Alps and the most prominent peak of Switzerland. The Finsteraarhorn is the ninth-highest mountain and third-most prominent peak in the Alps. In 2001 the whole massif and surrounding glaciers were designated as part of the Jungfrau-Aletsch World Heritage Site.

Geography
Despite being the most elevated, prominent and isolated mountain of both the Bernese Alps and the canton of Berne, the Finsteraarhorn is less known and frequented than the nearby Jungfrau and Eiger. This is due to its location in one of the most remote areas in the Alps, completely surrounded by un-inhabited glacial valleys.

To its west lies the Fiescher Glacier, the second longest in the Alps, and to the east lie the Great Aar Glaciers. The smaller Lower Grindelwald Glacier lies north of the massif. The Finsteraarhorn is surrounded by the summits of the Schreckhorn and Lauteraarhorn to the north, the Gross Fiescherhorn, Grünhorn and Gross Wannenhorn to the west and the Oberaarhorn to the east.

The summit lies on the border between the cantons of Valais and Berne. Politically, it is split between the municipalities of Fieschertal (Valais) and Guttannen (Berne). The Valais–Berne border is also the watershed between the Rhône (Mediterranean Sea) and Rhine (North Sea) rivers. The Finsteraarhorn is the culminating point of the Rhine drainage basin.

The Finsteraarhorn was dethroned by Monte Rosa as the highest summit of Switzerland when Valais joined the Swiss Confederation in 1815.

Geology

The Finsteraarhorn is the culminating point of the Aarmassif, a geologic crystalline massif which crops out in the eastern Bernese Alps and Urner Alps. The massif belongs to the Helvetic zone and consists of rocks from the European continent, mainly granites and gneisses. The summit itself is composed of amphibolites.

The tectonic uplift of the massif occurred late in the alpine orogeny, during the Oligocene, 30 to 40 million years ago. The inelastic deformation of rocks led to many fractures and formation of hydrothermal crystals by the deposition of the saturated water flowing inside.

Climbing history

Controversial first ascent

The first ascent was long a controversial matter. The first attempt was made on 16 August 1812 by the Aargau merchant , guided by the locals Kaspar Huber, Arnold Abbühl, Joseph Bortes and Aloys Volker. Bortes and Volker, guiding  and uncle, had been the first to climb the Jungfrau the previous year. They approached the mountain via the Oberaarjoch, Studer glacier, and south-east ridge, which is a more difficult and longer route than the current normal route over the north-west ridge. Meyer became exhausted and remained behind after reaching the ridge, perhaps near P. 3883 (Meyer's Peak). Huber kept him company, while the three other guides went on and purportedly reached the summit after three hours.

On 19 August 1828, Franz Joseph Hugi, a geologist from Solothurn, made another attempt with seven local climbers. Among these was Arnold Abbühl, who told Hugi about his ascent 16 years earlier, but Hugi scoffingly dismissed his account, partly because Abbühl misidentified the peak in the beginning of their approach. The group reached a ca.  saddle (the Hugisattel) on the north-west ridge, but had to retreat because of bad weather after Hugi and one of the guides (Arnold Dändler) nearly had fallen off the ridge.

The next year Hugi organized another expedition via the same route. While an attempt on the 3rd of August faltered, on 10 August 1829  two of his guides, Jakob Leuthold and Johann Währen were able to reach the summit, where they spent three hours building a 7-foot pyramid to anchor a flagpole. Hugi stayed behind somewhat above the saddle not daring to cross a steep slope, partly because he had twisted an ankle four weeks earlier. On the way back Hugi's ankle played up and Leuthold, Währen and Joseph Zemt took turns carrying him down the glacier. Hugi's account makes no mention of evidence of an earlier ascent.

In articles of 1881 and 1908, the mountaineers and leading historians of Alpine exploration Gottlieb Studer and W.A.B. Coolidge, respectively, declared to be convinced that the Meyer expedition had been successful. However, John Percy Farrar concluded in 1913 in an article in the Alpine Journal that the guides in 1812 must have reached the 4,167 m high shoulder 200 m south of the true summit, which he considered nevertheless a feat half a century ahead of its time.

Other ascents

The fifth ascent took place on August 13, 1857. It was the first British ascent, made by John Frederick Hardy, William Mathews, Benjamin St John Attwood-Mathews, John Clough Williams-Ellis and Edward Shirley Kennedy, accompanied by the guides Auguste Simond and Jean Baptiste Croz from Chamonix, Johann Jaun the Elder from Meiringen, Aloys Bortis from Fiesch and the porter Alexander Guntern from Biel in Goms. They left Konkordiaplatz at 2:30 pm, reaching the summit at exactly 11:53 pm. Before ascending the mountain, Mathews already mentioned his idea of a club for alpinists. On the summit of the Finsteraarhorn the climbers decided to found such an association, which would be named the Alpine Club.

The most difficult route to the summit, the north-east face, was opened on 16 July 1904 by G. Hasler and his guide F. Amatter. The ascent marked the beginning of the épopée of the great north faces in the Bernese Alps. In fact the north-east face of the Finsteraarhorn was climbed only 11 times between 1904 and 1977. A third ascent was made on 3 September 1930 by Miriam O'Brien Underhill with guides A. and F. Rubi. She relates this dangerous ascent in her book Give Me the Hills.

Climbing routes
The normal route starts at the Finsteraarhorn Hut (3,046 m) and goes over the south-west flank of the mountain up to the Hugisattel, then follows the north-west rocky ridge to the summit.

See also

List of mountains of the Alps over 4000 metres

References

External links

 Computer generated summit panoramas North South Index
 Summit Panoramic Photographs West East

Alpine four-thousanders
Bernese Alps
Mountains of the Alps
Mountains of Switzerland
Highest points of Swiss cantons
Mountains of Valais
Mountains of the canton of Bern
Bern–Valais border
Four-thousanders of Switzerland

Finsteraarhorn


කලින් උප නගරයක් ව පැවතුනු නිසාත්, කඳු කිහිපයකින් වට වූ තැනිතලා බිමක පිහිටි නිසාත්, ශ්‍රී පාද මාර්ගයේ සන්ධිස්ථානයක පිහිටි නිසාත්, මහවැලි ගඟ ගලා බසින නිම් තෙරෙහි පිහිටි නිසාත්, ක්‍රිස්තු වර්ෂ 1341 දී රජ වූ හතරවන බුවනෙකබාහු කුමරු තම අග නගරය වශයෙන් ගම්පොළ තෝරා ගත්තේය.

ඒ කාලයේම ඔහුගේ සහෝදර පස්වන පරාක්‍රමබාහු කෑගලු දිස්ත්‍රික්කයේ දැදිගම පාලනය කළේය. මේ යුගයේම අලකේශ්වර නම් වූ ප්‍රභූ පරම්පරාවක් කළුතර දිස්ත්‍රික්කයේ රයිගම බලවත් වී සිටි අතර, ගම්පොළ රජ පවුල හා සම්බන්ධතා පැවැත්වූ තවත් ප්‍රධාන පවුලක් වශයෙන් සේනාධිලංකාර සෙනෙවිරත් පවුල හැඳින්විය හැකිය.

ඉතිහාසය නැවත නැවත සිදු වීම නිසා දෝ නිරිතදිග රාජධානිවල මුල්ම රාජධානි මාරුව, එනම් අගනුවර දඹදෙනිය නගරයෙන් යාපහුව ට ගෙන ගියේ පළමු බුවනෙකබාහු රජතුමා ය. යාපහුව බලකොටුවෙන් කුරුණෑගල ට ගෙන ගියේ දෙවන බුවනෙකබාහු රජතුමා ය. කුරුණෑගලින් ගම්පොළට ගෙන ගියේ සතරවන බුවනෙකබහු රජතුමා ය.

ක්‍රිස්තු වර්ෂ 1351 දක්වා මෙතුමා රජ කළ අතර ඉන් පසු රාජ්‍යත්වයට පත් වූයේ පස්වන පරාක්‍රමබාහු රජතුමා ය.

සබැඳි පිටු
 සිංහලේ රාජාවලිය

ප්‍රවර්ගය : ශ්‍රී ලංකාවේ ඉතිහාසය
සිරි සඟ බෝ රාජ වංශය
ශ්‍රී ලංකාවේ රජවරු

හතරවන බුවනෙකබාහු රජ


Lamar County er navnet på flere counties i USA:

 Lamar County, Alabama
 Lamar County, Georgia
 Lamar County, Mississippi
 Lamar County, Texas

Lamar County


جريدة القدس هي صحيفة ورقية يومية سياسية ناطقة بالعربية، أسسها محمود أبو الزلف في القدس سنة 1951. تعد الأكثر توزيعاً في فلسطين حيث حصلت على نسبة 43% من ثقة الجمهور الفلسطيني مقابل 7% لصحيفة الحياة الجديدة التي جاءت في المرتبة الثانية. في 23 يوليو 2019 توقفت الجريدة عن الصدور للمرة الأولى من انطلاقها، وذلك بسبب إضراب موظفيها لعدم تسلمهم مستحقاتهم المالية منذ 4 أشهر.

لا توجد صلة بين هذه الصحيفة وصحيفة القدس العربي التي تنشر في لندن.

مصادر

تأسيسات سنة 1951 في الإدارة الأردنية للضفة الغربية
صحف باللغة العربية
صحف أسست في 1967
صحف فلسطينية
منشورات أسست في 1951
منشورات أسست في 1967
وسائل الإعلام في القدس

جريدة القدس


Giovanni Di Lorenzo (Castelnuovo di Garfagnana, 4. kolovoza 1993.) talijanski je nogometaš koji igra na poziciji desnog beka. Trenutačno igra za Napoli.

Klupska karijera
Di Lorenzo je započeo svoju karijeru u Reggini. Svoj profesionalni debi za klub ostvario je 29. svibnja 2011. u drugoligaškoj utakmici protiv Sassuola. Tijekom sezone 2012./13. bio je posuđen trećeligašu Cuneu. Godine 2015. prelazi u Materu za koju je igrao do 2017. kada prelazi u Empoli. Nakon što je s Empolijem ostvario promociju u Seriju A, u toj je ligi debitirao je 19. kolovoza 2018. protiv Cagliarija. Dana 7. lipnja 2019. prešao je u Napoli za 8 milijuna eura.

Reprezentativna karijera
Tijekom svoje omladinske karijere igrao je za selekcije Italije do 20 i 21 godine. Za Italiju je debitirao 15. listopada 2019. protiv Lihtenštajna kojeg je Italija pobijedila 0:5. S Italijom je osvojio Europsko prvenstvo 2020. Svoj prvi pogodak za reprezentaciju postigao je 8. rujna 2021. protiv Litve s kojom je Italija igrala 5:0.

Priznanja

Individualna
 Član momčadi sezone Serie A: 2021./22.

Klupska
Empoli
 Serie B: 2017./18.

Napoli
Serie A: 2022./23.
 Coppa Italia: 2019./20.

Reprezentativna
 Europsko prvenstvo: 2020.
 UEFA Liga nacija (3. mjesto): 2020./21.

Izvori

Vanjske poveznice
 Profil, ESPN FC
 Profil, Soccerway
 Profil, AIC.football.it
 Profil, FootballDatabase.eu
 Profil, Lega Serie A
 Profil, Calciatore

Talijanski nogometaši
Nogometaši Reggine
Nogometaši Empolija
Nogometaši S.S.C. Napolija
Aktivni nogometaši

Giovanni Di Lorenzo


Kızılağaç, Antalya ilinin Kaş ilçesine bağlı bir mahalledir.

Coğrafya
Antalya iline 160 km, Kaş ilçesine 80 km uzaklıktadır.

Nüfus

Kaynakça

Kaş'ın mahalleleri

Kızılağaç, Kaş


Der Journey Prize ist ein seit 1989 bestehender kanadischer Literaturpreis, der alljährlich von dem Verlagshaus McClelland and Stewart, Toronto, und dem Writers' Trust of Canada für die beste Kurzgeschichte eines aufstrebenden Schriftstellers vergeben wird, die in einem kanadischen Literaturmagazin veröffentlicht wurde. Die Auszeichnung wurde von James A. Michener angeregt, der seine kanadischen Einkünfte aus seinem Roman Journey (1988) zur Verfügung stellte und damit die Bezeichnung des Preises vorprägte.

Der Journey Prize ist mit 10.000 kanadischen Dollar die bedeutendste finanzielle Auszeichnung, die in Kanada an einen ambitionierten Autor für eine Kurzgeschichte oder ein Exzerpt eines Romans, der sich im Schreibprozess befindet, vergeben wird.

Des Weiteren veröffentlicht der Journey Prize eine jährliche Anthologie, The Journey Prize Stories, in der alle nominierten Kurzgeschichten und Exzerpte erneut bei McClelland and Stewart publiziert werden und die sich selbst einer gewissen Rezeption erfreuen. Außerdem vergibt McClelland & Stewart einen Preis von 2.000 kanadischen Dollar an jenes Literaturmagazin, das den literarischen Beitrag als erste veröffentlichte und beim Wettbewerb einreichte. Zwei weitere der Finalisten erhalten jeweils 1.000 Dollar. Die Jury besteht aus drei unabhängigen Mitgliedern; der Preis wird beim Writers' Trust Awards event überreicht.

Der Preisträger des Jahres 2000, Timothy Taylor, war der erste Schriftsteller, der alleine drei Kurzgeschichten auf der Shortlist innerhalb eines Jahres platzieren konnte.

Der seit 1998 bestehende Danuta Gleed Literary Award prämiert im Unterschied zum Journey Prize die beste Kurzgeschichtensammlung eines Autors und nicht nur das Debüt einer Short Story. Außerdem ist der Danuta Gleed Literary Award verlagsunabhängig.

Preisträger

Weblinks
 Journey Prize Abgerufen am 11. April 2012.
 Richtlinien des Journey Prize. Abgerufen am 12. April 2012.

Einzelnachweise

Literaturpreis (Kanada)
Kurzgeschichte
Kanadische Literatur
Literatur (Englisch)
Literatur (20. Jahrhundert)
Literatur (21. Jahrhundert)
Erstverleihung 1989

Journey Prize


آل ميديشي Medici أحد أشهر عائلات فلورنسا، والتي لعبت الدور الأهم في تاريخها اقتصاديا وسياسيا وثقافيا بين القرنين الخامس عشر والثامن عشر. وخرج من هذه العائلة ملكتين وثلاثة بابوات.

مؤسسها جوفاني دي بيتشي دي ميديشي. تاجر أفرادها أصلا بالصوف، ثم عملوا في القطاع المصرفي في فلورنسا، فاكتسبوا ثروة طائلة وسلطة واسعة، حيث كان مصرف ميديشي أحد أكثر المصارف ازدهارا واحتراما في أوروبا. وهنالك بعض التقديرات تشير إلى أن آل ميديشي كانوا لفترة من الزمن أغنى أسر أوروبا. وعلى هذا الأساس اكتسبت العائلة السلطة السياسية في فلورنسا بادئ الأمر، ثم على نطاق أوسع في إيطاليا وأوروبا. باسثناء فترات قصيرة حكم آل ميدشي فلورنسا من عام 1434 إلى عام 1737. وقد عرفت هذه الأسرة برعايتها للفن والفنانين.

أنجبت الأسرة ثلاثة باباوات (ليو العاشر، كليمنت السابع وليو الحادي عشر)، والعديد من حكام فلورنسا (لا سيما لورينزو راعى بعض أشهر الأعمال الفنية في عصر النهضة)، وفي وقت لاحق من أعضاء العائلات المالكة الفرنسية والإنكليزية.

كغيرها من الأسر الحاكمة (signore) كانت تهيمن على حكومة المدينة. كانوا قادرين على إبقاء فلورنسا تحت سيطرتهم مُهيئيين بيئةً أمكن فيها ازدهار الفن والإنسانية. قادت العائلة ولادة النهضة الإيطالية جنبا إلى جنب مع غيرها من الأسر الكبرى في إيطاليا مثل آل فسكونتي وآل سفورزا من ميلانو، آلإستي من فيرارا، آل غونزاغا من مانتوفا وغيرهم .

مراجع

أسر بابوية
أشخاص جمهورية فلورنسا
تاريخ إيطاليا
تاريخ توسكانيا
ثقافة إيطالية
ثقافة في فلورنسا
جمهورية فلورنسا
حكام فلورنسا
عائلات إيطالية نبيلة
عائلات كاثوليكية
عائلات مالكة أوروبية
عائلات مالكة لبنوك
عائلات ملكية أوروبية
عوائل في فلورنس

ميديشي


A Igreja Paroquial de Bicos, igualmente denominada de Igreja de Nossa Senhora de Fátima ou Capela de Bicos, é um monumento religioso na aldeia de Bicos, no concelho de Odemira, na região do Alentejo, em Portugal.

Descrição e história
A igreja está localizada na antiga freguesia de Bicos, que foi integrada na freguesia de Vale de Santiago após a sua extinção, em 2013. Faz parte da Diocese de Beja.

Ver também
Lista de património edificado em Odemira
Igreja Paroquial do Salvador de Odemira
Igreja Paroquial de Santa Maria de Odemira
Igreja Paroquial de Vale de Santiago
Igreja Paroquial de Vila Nova de Milfontes

Ligações externas

Paroquial de Bicos

Igreja Paroquial de Bicos


Treća hrvatska rukometna liga za žene u sezoni 2016./17. se sastoji od pet skupina - Istok, Jug, Sjever, Središte i Zapad.

Ljestvice

Istok

 Izvori:
 3hrl-istok.com, Arhiva glasnika
 3hrl-istok.com, glasnik 3. HRL Sjever - žene
 hr-rukomet.hr
 sportilus.com

Jug

 Izvori:
 hrs.hr, glasnik 3. HRL Jug žene
 hr-rukomet.hr

Sjever

 Izvori:
 3. HRL Sjever, glasnici
 3hrlsjever.hr, glasnik 3. HRL Sjever žene
 hr-rukomet.hr
 sportilus.com

Središte

 Izvori:
 hrs.hr, glasnik 3. HRL Središte žene
 hr-rukomet.hr
 sportilus.com

Zapad

 Izvori:
 hrs.hr, glasnik 3. HRL Zapad žene
 hr-rukomet.hr

Unutrašnje poveznice
 1. HRL 2017./18.
 2. HRL 2017./18.
 Hrvatski kup 2017./18.

Vanjske poveznice
 hrs.hr
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Der Bundesverband der Österreichischen Gärtner ist der Dachverband der neun gärtnerischen Landesverbände. Er ist eine private Interessenvertretung und als Verein organisiert.

Geschichte
Bis 1933 war die Berufszugehörigkeit des Gartenbaus nicht geregelt. Weder das Landwirtschafts- noch das Handelsministerium erklärten sich für die Belange des Gartenbaus zuständig. Da der Gartenbau aufgrund der wirtschaftlichen Stagnation von starken Absatzeinbußen betroffen war, kämpften die Berufsvertreter für die Zugehörigkeit zur Landwirtschaft. Nach jahrzehntelangem Ringen wurde die Einigung getroffen, dass der Gartenbau ein Teil der Landwirtschaft ist. Ein wichtiger Vertreter bei den Verhandlungen war Michael Walla – späterer Abgeordneter zum Nationalrat –, auf dessen Betreiben 1930/1931 die erste Wiener Gemüsegenossenschaft gegründet wurde. Aus dieser Genossenschaft entwickelte sich nach dem Zweiten Weltkrieg die LGV-Frischgemüse. Im Sommer 1933 beschloss die Delegiertenversammlung der Gärtnergenossenschaften und Erwerbsgärtnervereinigungen, den Bundesverband der Erwerbsgärtner Österreichs zu gründen. Der erste Präsident war Michael Walla. Nach dem Zweiten Weltkrieg kam es am 3. August 1947 in Salzburg zur Neugründung des Bundesverbandes der Erwerbsgärtner Österreichs.

Chronik

Struktur
Der Bundesverband der Österreichischen Gärtner ist ein Dachverband und hat folgende Mitglieder:
 Die Gärtner Burgenlands
 Die Kärntner Gärtner
 Gärtnervereinigung Niederösterreich
 Die Oberösterreichischen Gärtner
 Die Salzburger Gärtner und Gemüsebauern
 Die Steirischen Gärtner und Baumschulen
 Die Tiroler Gärtner
 Die Vorarlberger Gärtner
 Die Wiener Gärtner – Landesgartenbauvereinigung Wien
 Vereinigung der Friedhofsgärtner
 Blumenmarketing Austria
 Arbeitsgemeinschaft der Österreichischen Junggärtner
 Arbeitsgemeinschaft der Wiener Gärtnerinnen
 Bund Österreichischer Baumschul- und Staudengärtner

Gremien

Präsidium
Das Präsidium besteht aus den neun Landesobmännern/-obfrauen der Landesorganisationen, dem Obmann/der Obfrau des Blumenmarketing Austria, dem Obmann/der Obfrau des Bundes Österreichischer Baumschul- und Staudengärtner, der Obfrau der Arbeitsgemeinschaft der Wiener Gärtnerinnen, dem Präsidenten der Arbeitsgemeinschaft der Österreichischen Junggärtner, dem Obmann/der Obfrau der Vereinigung der Friedhofsgärtner, dem Obmann/der Obfrau der Bundesfachsektion Innenraumbegrünung und Hydrokultur und den Geschäftsführern/-innen dieser Organisationen in beratender Funktion.

Delegiertenversammlung
Die Delegiertenversammlung ist die jährliche Mitgliederversammlung. Landesorganisationen entsendet mindestens drei Delegierte, wobei die Landesobmänner/-frauen Delegierte sein müssen. Landesorganisationen mit mehr als 200 Mitgliedern entsenden je angefangene 200 Mitglieder eine/n weitere/n Delegierte/n. Alle anderen Mitglieder entsenden einen Delegierten. Der Delegiertenversammlung obliegen folgende Aufgaben:

 Aufnahme und Ausschluss von Mitgliedern
 Ernennung und Aufnahme von fördernden Mitgliedern und Ehrenmitgliedern
 Beratung und Beschlussfassung über fachliche und wirtschaftliche Angelegenheiten
 Genehmigung des Rechenschaftsberichtes und des Rechnungsabschlusses
 Beschlussfassung des Voranschlages und über die Höhe des Mitgliedsbeitrages
 Wahl der Funktionäre des Präsidiums

Arbeitsgebiete
Der Verband hat die Aufgabe, die Erwerbsgärtner in fachlicher, technischer und wirtschaftlicher Beziehung zu beraten und zu fördern, das Gefühl der Zusammengehörigkeit aller Gartenbaubetriebe zu wahren und das Standesbewusstsein zu heben. Der Verband ist die Interessenvertretung gegenüber Politik und Wirtschaft.

 Informationsweitergabe an Mitglieder
 Vertretung gartenbaulicher Interessen gegenüber Dritten im In- und Ausland
 Werbemaßnahmen und Öffentlichkeitsarbeit
 Organisation von Weiterbildungsmaßnahmen
 Erstattung von Berichten, Vorschlägen, Gutachten

Beziehungen zu anderen Organisationen und Gruppierungen
Der Verband ist eine anerkannte Fachorganisation durch die Landwirtschaftskammer Österreich mit Sitz in deren Räumlichkeiten. Der Präsident des Bundesverbandes ist Mitglied im Ausschuss für Sonderkulturen und Vorsitzender der Arbeitsgruppe Zierpflanzen/Baumschulen der LKÖ.

Im Juni 2007 wurde die Plattform der Spezialkulturen vom Bundesverband der Österreichischen Gärtner, Bundesgemüsebauverband, Bundesobstbauverband und Bundesweinbauverband gegründet. Die Plattform dient dem Informationsaustausch und schlagkräftigerem Lobbying bei gemeinsamen Themen.

1965 fand die erste Österreichische Gartenbaumesse in Tulln statt. Seit damals ist der Bundesverband der Österreichischen Gärtner Mitveranstalter und Mitgesellschafter der Tullner Messe GmbH.

Auf europäischer Ebene ist der Bundesverband über die Landwirtschaftskammer Österreich in der Arbeitsgruppe für Blumen und Pflanzen von COPA-COGECA vertreten.

Funktionäre des Bundesverbandes sind in Gremien des GartenBauCentrums, der Gärtnerbank, der LGV-Frischgemüse und der Österreichischen Hagelversicherung vertreten.

Literatur
 Gärtner+Florist. Österreichischer Agrarverlag, 1996–2012.
 Die Gartenbauwirtschaft. Folge 9, Österreichischer Agrarverlag, 1947.
 Die Gartenbauwirtschaft. Österreichischer Agrarverlag, 1967–1995.
 50 Jahre Bundesverband der Österreichischen Gärtner. Festschrift anläßlich der Bundesgartenbautagung 1997.

Weblinks
 Offizielle Website

Interessenverband (Landwirtschaft)
Fachverband
Gartenbauorganisation
Gartenbauwirtschaft
Gartenbau (Österreich)
Verein (Wien)
Lobbyorganisation (Österreich)
Berufsverband (Österreich)
Gegründet 1947


Ankara Atatürk Spor Salonu, Ankara'nın Altındağ ilçesine bağlı Ulus semtinde bulunan basketbol ağırlıklı olmak üzere salon sporlarına hizmet eden spor salonudur.

4500 Seyirci kapasiteli salonda, 500 araçlık otopark bulunmaktadır. 1969 yılında hizmete açılmıştır. Gençlik ve Spor İl Müdürlüğü tarafından işletilen salonu Türkiye Basketbol Ligi'nde Türk Telekom ve TED Ankara Kolejliler Spor Kulübü tarafından kullanmaktadır.

Bugün gördüğümüz salon o alana ilk inşa edilen spor salonu değildir. Daha önce inşa edilen ve Ankara Kapalı Spor Sarayı diye adlandırılan çok daha modern görünüme sahip olan eski spor salonu havalandırma sisteminin projede olmadığı halde sonradan eklenmesi  nedeni ile çökmüştür. Bu olay sonunda günümüzdeki klasik görünümlü salon inşa edilmiştir.

Kaynakça

Ankara'daki spor salonları
Hacı Bayram, Altındağ
1969'da Ankara
Altındağ'daki yapılar
Ankara'daki cumhuriyet dönemi yapıları

Ankara Atatürk Spor Salonu