este un scrimer japonez specializat pe floretă, vicecampion olimpic pe echipe la Jocurile Olimpice din 2012 de la Londra.

Carieră
S-a apucat de scrimă la vârsta de opt ani, luând exemplul tatălui. A fost campion mondial la juniori în 2008. În sezonul următor a urcat pe primul podium de Cupa Mondială al carierei sale, cu o medalie de argint la etapa de la Montréal.

S-a alaturat echipei naționale a Japoniei pentru Campionatul Mondial din 2010, unde s-a clasat pe locul 14. La proba pe echipe, Japonia a pierdut în semifinală cu Italia, apoi a trecut de Rusia, cucerind medalia de bronz. Câteva săptămâni mai târziu a participat la Jocurile Asiatice de la Guangzhou, unde Japonia a câștigat medalia de argint.

La Jocurile Olimpice din 2012 a fost selecționat ca rezervă, participând doar la proba pe echipe. A observat de pe margine victorii Japoniei în față Chinei, apoi a Germaniei. A intrat pe planșa în finala cu Italia, fiind invins 4–5 de Andrea Cassarà. În cele din urmă a cedat Japonia 39–45, obtinând medalia de argint.

Palmares
Clasamentul la Cupa Mondială

Legături externe
  Blog-ul oficial
  Prezentare la Comitetul Olimpic din Japonia

Scrimeri japonezi
Medaliați olimpici cu argint japonezi
Scrimeri la Jocurile Olimpice de vară din 2012
Floretiști

Suguru Awaji


Squid Game (Kóreska: 오징어 게임; Ojing-eo Geim)  er suður-kóreskur sjónvarpsþáttur.

Suður-kóreskir sjónvarpsþættir

Squid Game


Des élections municipales partielles ont lieu en 1998 en France.

Bilan

Élections

Cagnes-sur-Mer (Alpes-Maritimes)

La Celle Saint-Cloud (Yvelines)

Salazie (La Réunion)

Villeurbanne (Rhône)

Notes et références

Voir aussi

1998
municipales

Élections municipales partielles françaises de 1998


A 20-a ediție a Campionatului European de Atletism s-a desfășurat între 27 iulie și 1 august 2010 la Barcelona, Spania. Au participat 1285 de sportivi, veniți din 50 de țări.

Stadionul Olimpic
Probele au avut loc pe Stadionul Olimpic din Barcelona. Acesta a fost construit în anul 1927 pentru Expoziția Internațională. A găzduit și Jocurile Olimpice de vară din 1992.

Rezultate
RM - record mondial; RE - record european; RC - record al competiției; RN - record național; PB - cea mai bună performanță a carierei

Masculin

Feminin

Clasament pe medalii

Participarea României la campionat
32 de atleți au reprezentat România.

 Marian Oprea – triplusalt - locul 2
 Nicoleta Grasu – disc - locul 2
 Bianca Perie – ciocan - locul 4
 Angela Moroșanu – 400 m garduri - locul 5 – 4x400 m - locul 6
 Adelina Gavrilă – triplusalt - locul 5
 Anamaria Ioniță – 4x400 m - locul 6
 Bianca Răzor – 4x400 m - locul 6
 Mirela Lavric – 4x400 m - locul 6
 Ancuța Bobocel – 3000 m obstacole - locul 7
 Sergiu Ursu – disc - locul 8
 Lidia Șimon – maraton - locul 9
 Cristian Vorovenci – 800 m - locul 10
 Roxana Bârcă – 5000 m - locul 13
 Carmen Toma – triplusalt - locul 13
 Silviu Casandra – 20 km marș - locul 13
 Maria Negoiță – suliță - locul 17
 Attila Nagy – 400 m garduri - locul 16, 4x400 m - locul 16
 Cătălin Cîmpeanu – 400 m - locul 19, 4x400 m - locul 16
 Adrian Drăgan – 4x400 m - locul 16
 Iulian Geambazu – 4x400 m - locul 16
 Andreea Ogrăzeanu – 100 m - locul 26, 200 m - locul 17
 Mihai Donisan – înălțime - locul 17
 Felicia Țilea – suliță - locul 17
 Cornelia Deiac – lungime - locul 19
 Alina Popescu – triplusalt - locul 19
 Marius Ionescu – 800 m - locul 21
 Georgiana Zărcan – înălțime - locul 22
 Viorica Țigău – lungime - locul 23
 Alexandru Mihăilescu – 100 m garduri - locul 24
 Mihai Grasu – disc - locul 26
 Liliana Bărbulescu – 1500 m -
 Daniela Cârlan – maraton -

Participarea Republicii Moldova la campionat
Șase  atleți au reprezentat Republica Moldova.

 Ion Luchianov – 3000 m obstacole - locul 3
 Marina Marghieva – ciocan - locul 5
 Oxana Juravel – 3000 m obstacole - locul 10
 Vladimir Letnicov – triplusalt - locul 12
 Olga Cristea – 800 m -
 Zalina Marghieva – ciocan -

Note

Legături externe

  EUROPEAN ATHLETICS CHAMPIONSHIPS - BARCELONA 2010

Atletism
2010
Barcelona
Atletism

Campionatul European de Atletism din 2010


Veermata Jijabai Technological Institute (VJTI) (Marathi : वीरमाता जिजाबाई टेक्नॉलोजिकल इन्स्टिट्यूट) is a state funded college located in Mumbai, Maharashtra, India, and one of the oldest engineering colleges in Asia. Founded in 1887 and formerly known as the Victoria Jubilee Technical Institute, it adopted its present name on 26 January 1997. VJTI is an academically and administratively autonomous institute, but it is affiliated to the University of Mumbai. The institute is financially supported by the Government of Maharashtra.

After being awarded academic and administrative autonomy in 2004, VJTI became operational under the administration of a board of governors. VJTI is also the Central Technical Institute of Maharashtra State. The institute trains students in engineering and technology at the certificate, diploma, degree, post-graduate and doctoral levels.

History

Foundation and early years (1887–1960)
The institute was founded in 1887 and commenced with two departments, the Sir J. J. School of Mechanical Engineering and the Ripon Textile School.

Development and post-autonomy (1960–present)
Prior to 1960, Victoria Jubilee Technical Institute was the only institute offering Engineering degree and postgraduate courses under the University of Bombay and enjoyed de facto autonomy. In 1997, the institute was renamed to Veermata Jijabai Technological Institute.

The institute was granted financial and academic autonomy from 21 June 2004. As a result, the autonomous VJTI has implemented a revised syllabus for its students in June 2004 at the undergraduate and postgraduate levels by implementing a credit system. The revised scheme of examinations, which follows a grading system and letter grade point system has been implemented. An important part of curriculum is the practically oriented project at the final year of graduation and the dissertations offered by the postgraduate students, as also the in-plant training undergone by the third year diploma students.

Significant changes under autonomy are the setting up of Distance Education Programmes (DEP) with IIT Bombay, with VJTI being a Remote Centre; as also the modernization of the library to a digital library. Postgraduate students may see the journals online throughout the week, with facility for printing. Several students societies, inter-college festivals, and the college magazine 'Nirmaan' serve as a platform to enhance students personality. VJTI initiated a newsletter named 'VJ.News' in March 2010.

Under a World Bank grant, the Technical Education Quality Improvement Programme (TEQIP), a modernization will offer central computing facilities to students, who will also have access to improved laboratory and workshop facilities. The faculty at the institute runs testing and consultancy work. Industries has sponsored laboratories – for instance, the high voltage laboratory, courtesy Siemens; and the Computational Fluid Dynamics laboratory, courtesy Bhabha Atomic Research Centre.

Individual students profiles through departmental brochures are centrally positioned with the 'Training and Placement Office' of the institute. The office liaises with over hundreds of companies and places students for employment and in-plant training through campus recruitment programmes. In 2010, VJTI added Electronics & Telecommunication Engineering to its list of streams.

VJTI was conferred with the title of 'Knowledge Partner' for the upcoming Centre of Excellence of Sports Textiles of Government of India.

Organisation and administration

Governance
At the institutional level, VJTI is governed by a board of governors with a chairman, the director as a member and other members of the board. Members include heads of industry, prominent VJTI alumni as well as heads of other educational institutions.

The key people in the execution of the institute's activities are the director, who is assisted by the Dean (Academic programs), Dean (Students activities), Dean (Resource mobilization and finance) and Dean (Research and development), and the heads of the departments.

Departments
The institute has 12 academic departments. Of these, nine offer certificate, diploma, degree, postgraduate and/or doctoral programs. These are:
 Civil & Environmental Engineering Department
 Structural Engineering Department
 Computer Engineering & Information Technology Department
  Master in Computer Applications (MCA) Department
 Electrical Engineering Department
 Mechanical Engineering Department
 Production Engineering Department
 Textile Manufactures Department
 Technical & Applied Chemistry Department

Three academic departments have supporting roles and conduct foundation courses for degree and diploma programs, but do not offer any programs of their own. These are:
 Mathematics Department
 Physics Department
 Humanities & Management Department

Academics

Admissions
 Admissions for undergraduate degree courses are based on the scores in the MHT-CET only
The admission process is carried out separately by Directorate of Technical Education along with 5 other autonomous institutes in Maharashtra. Respective admission rounds are known as CAPAI (Centralized Admission Process to Autonomous Institutes).
 Admissions for undergraduate diploma courses are based on scores in the Class 10 Board Examination.
 M.C.A. admissions are based on the scores in the MCA-CET.
 Admissions for postgraduate engineering courses are through GATE or sponsorship.

Rankings

Veermata Jijabai Technological Institute was ranked 119th among engineering colleges by the National Institutional Ranking Framework (NIRF) in 2022.

Student life

Student societies
AeroVJTI

AeroVJTI is the official aero-modelling and aircraft designing club of VJTI, Mumbai, started in 2014. It has achieved incredible feats throughout the years in competitions like SAE Aero Design, FFD (Future Flight Design) and AIAA D/B/F (American Institute of Aeronautics and Astronautics Design/Build/Fly). They won the Best Design Report Award and stood 7th overall in AIAA D/B/F 2017 and stood 1st in Asia and 5th globally in AIAA D/B/F 2019.

They conduct various workshops throughout the year. Aquila is the aircraft manufacturing workshop conducted for the Freshers where they construct and fly an airplane all by themselves. They also conduct Pratigya for underprivileged children in schools all over the city and a glider workshop for school children.

VJTI Racing

VJTI Racing is the institute's very own automotive club established in the 2008. The club aims to provide practical and application based learning to the students of VJTI by enabling them to design and manufacture fully functional prototype vehicles.
Each year a team participates in national/international level competitions wherein they design, machine, fabricate, assemble and test their own automobile. This is done using the very same concepts and theory provided in the classrooms. The students also gain first-hand experience in team management, budgeting and managing finances.

Over the years VJTI Racing has participated in various competitions of great repute, which include M-Baja SAE India, Supra, EcoKart, ESVC, M-Baja South Africa. For the year 2021–22, the members of the club are participated in e-BAJA SAEINDIA 2022, and manufactured a single-seater electric off-road vehicle with an all-wheel drive system.

The club annually conducts various workshops on various design, modelling and analysis software which empower the students of VJTI to be technically sound before entering the industry. The motto of the club is "Drive to Win".

Society of Robotics & Automation

Started in September 2008, the Society of Robotics And Automation (SRA) is a student society which focuses and works on innovation in Robotics, Machine vision, Automation and the allied fields. SRA aims to create awareness and promote robotics among students at VJTI and other leading colleges in Mumbai.
SRA's vision is to Ideate, Innovate and Inspire. Senior student members train and assist students to undertake projects, participate in competitions, undertake industrial and research projects. Students organize various competitions like Algocon, Labyrinth, Autosim Challenge for the junior members of the society. A mentorship program run by the society is Eklavya. Avitra is a flagship project of the society. SRA's projects can be viewed on GitHub.

A team of Students from the Society of Robotics and Automation bagged second prize in 7th Delta International Smart and Green Manufacturing Contest organized by China where they represented India globally. Another team won Round 1 of the DRDO Golden Jubilee Students Competition organised by the DRDO in association with the ADE, for which they received a cash prize of ₹50,000. They were one of ten teams to represent their institute at Round 2 held in Bangalore in May 2009. The students of SRA also represent VJTI in ROBOCON (Asia-Pacific Robot Contest), were ranked 9th in Robocon 2011 and won an award for the 'Most Economical Robot' in the same year.

Debate & Literary Arts Society

The Debate & Literary Arts Society, known as the DLA, is a VJTI student organization under the Humanities & Management Department. The DLA's activities include the VJTI newsletter (VJ.News), debates, quizzes and the flagship VJTI Model United Nations (VJMUN), which attracts participants from all over the nation. Besides these, the DLA also organizes regular seminars and lectures on economics, literature, creative writing, etc. DLA also conducts fortnightly Book Club sessions, an annual Open Mic and more. Its committee is led by two secretaries who are appointed by the institute every academic year.

Entrepreneurship Cell
The Entrepreneurship Cell (E-Cell) of VJTI conducts events, workshops and seminars that aim to develop the management acumen and stimulate the entrepreneurial spirit in students. It conducts stand alone events ('Mandi' being a popular one) as well as management based sectors in Pratibimb, Technovanza and Enthusia, the three festivals of VJTI.

Annual festivals

Rangawardhan
Rangawardhan is a four-day Annual Marathi Extravaganza of VJTI Mumbai, dedicated to promoting Marathi drama, literature, music, dance and other art forms. Its performances, competitions, talk shows and concerts is hold annually every December. It's one of the largest Marathi cultural festivals for college.

Technovanza
Technovanza is the 3-day national-level annual techno-management festival of VJTI, organized by the students on a non-profit basis. It consists of competitions, exhibitions, workshops, and seminars on robotics, programming, and other technical, management, and social sectors; along with entertainment programs which usually have a technical basis.

Pratibimb
Pratibimb means 'reflection of energy, enthusiasm, fellowship, and winning attitudes'. Pratibimb is the annual national-level cultural extravaganza of VJTI Mumbai. Spanning for three days, there are contests and workshops, encompassing from art to music.

Alumni

VJTI Alumni Association
Formed in March 1944, the VJTI Alumni Association was formerly known as the VJTI Old Boys' Association. In 1973 the association was given its current name, and was formally registered with the Charities Commissioner under the Societies Registration Act, 1860. The revival of the Alumni Association was spurred at Blueprint 2020, held in April 2004 with the encouragement of the then Principal and Secretary.

Departmental alumni bodies
Several departments have their own alumni bodies which also conduct annual departmental alumni meets. These include Textile Alumni Meet (TAM) and Production Past Students Association. VJTI Hostels also conducts an annual alumni meet.

Notable alumni

 Sekhar Basu, Indian nuclear scientist; chairman, Atomic Energy Commission of India; former Director of the Bhabha Atomic Research Centre
 Shakuntala Bhagat, first woman civil engineer in India, bridge designer
 Chaggan Bhujbal, former Deputy Chief Minister, Government of Maharashtra studied LME(I)
 Deepakbhai Desai, spiritual leader, Akram Vignan Movement
 Utpal Dholakia, Indian American researcher and professor
 Pirojsha Burjorji Godrej, founder of Godrej Group
 Vijay Gupchup, former Pro Vice Chancellor of the University of Mumbai; former Chairman of the Research Council of Structural Engg. Research Centre in Chennai; former chairman of the National Board of Accreditation, AICTE, New Delhi
 Anil Kakodkar, former Chairman of Atomic Energy Commission of India
 Yashavant Kanetkar, Indian computer science author, known for his books on programming languages
 Rakesh Khanna, Syntel Chief Operating Officer since January 2012
 Vaman Srinivas Kudva, founder director of Syndicate Bank
 Jagdish Chandra Mahindra, founder of Mahindra & Mahindra
 Dhansukhlal Mehta, Gujarati writer
 Sriram Parasuram, carnatic and Hindustani voco-violinist
 Jayant Patil, State chief of NCP; former home minister; former Minister of Finance and Planning; former Minister of Rural Development, Government of Maharashtra
 Renuka Ramnath, founder and CEO of Multiples Private Equity; former CEO of ICICI Ventures
 Avtar Saini, former Director for South Asia Region, Intel; a pioneer of the Pentium-series processors
 Potti Sreeramulu, freedom fighter; fasted until death for the formation of new state for Telugu people
 Mohan Lal Sukhadia, 5th Chief Minister of Rajasthan
 Shankar Subbanarasayya Mantha, former Chairman, All India Council for Technical Education (AICTE)
 Dhairya Dand, Indian-born New York City based inventor and artist.
 Devang Thakkar, Global Head of Christie's Ventures
 Premraj Jadhav, Indian  scientist

References

External links

All India Council for Technical Education
Engineering colleges in Mumbai
Veermata Jijabai Technological Institute
Educational institutions established in 1887
Affiliates of the University of Mumbai
1887 establishments in India


Johann Mende ist der Name folgender Personen:

* Johann Friedrich Mende (1743–1798), deutscher Maschinenbauer
 Johann Gottlob Mende (1787–1850), deutscher Orgelbauer
 Johann Robert Mende (1824–1899), deutscher Architekt

Johann Mende


La Moldavie est l'un des quarante pays participants du Concours Eurovision de la chanson 2022, qui se déroule à Turin en Italie. Le pays est représenté par le Zdob și Zdub et Frații Advahov et leur chanson , sélectionnés en interne par le diffuseur moldave TRM. Le pays se classe  avec  lors de la finale, dont 239 du télévote, dont il arrive .

Sélection

Le diffuseur moldave TRM confirme sa participation à l'Eurovision 2022 le . Le diffuseur annonce le  le tenue d'une sélection télévisée prévue le . À la même date, il ouvre la période de candidatures qui s'étend jusqu'au .

Le , le diffuseur annonce qu'en raison de la pandémie de Covid-19, la sélection télévisée ne pourra pas se tenir. La sélection du représentant est alors faite en interne par TRM le , lors d'auditions qui constituaient initialement la pré-sélection pour l'émission télévisée, et auxquelles vingt-huit artistes participent.

Au terme des auditions, le diffuseur annonce avoir sélectionné Zdob și Zdub et Frații Advahov et leur chanson Trenulețul comme représentants.

À l'Eurovision
La Moldavie participe à la première demi-finale, le . Elle s'y classe  avec , se qualifiant donc pour la finale. Lors de celle-ci, elle termine à la  avec .

Notes et références

Moldavie au Concours Eurovision de la chanson
Moldavie
Concours Eurovision de la chanson

Moldavie au Concours Eurovision de la chanson 2022


"Non utilo mundo / editus exemplum, terras tot posse sub uno / esse viro" ·· İskender'in en büyük kalıtı bu söz üzerine kurulmuştur. Ondan önce Platon'un  "Respublica"sında kurgulanan; fakat hep "polis"in sınırları içinde kalan ve uygulanabilir bir katılımcı demokrasinin işlediği şehir devleti yerini ülkeleri, denizleri, dağları, nehirleri ile geniş bir hinterlanda sâhip territoryal devlete bırakmıştır. Bu, batıda monarşinin gerçek ilham kaynağıdır ve etkileri salt politik anlamda değil kültürel anlamda da elle tutulur dönüşümlerle kendisini göstermiştir. Yunan anakarasında Atina bir düşünce ve sanat başkenti olma özelliğini Anadolu ve daha doğudaki şehirlere terk etmiş; Bergama, Antiokheia, Seleukeia ve Mısır'da İskenderiye, Akdeniz dünyâsının yeni okulları, parlak birer uygarlık merkezi olmuşlardır. Ticâret kendisine yeni  yollar, sâhalar kazanırken doğudan getirilen zenginlikler Yunan dünyâsında altın ve gümüş meskûkâtın artmasıyla ilk enflasyonist dalgalanmaları yaratmıştır.

Dünyanın Efendisi
İskender'in fetihleri Yunan dilini şarkın derinliklerine taşırken mimârîde de doğu tesiriyle binâların oranları büyümüş, ilk tonoz denemeleri yapılmıştır. Monarkın yükselişi Klâsik Çağdaki kamu yapılarının önüne profan saray ve ev mimârîsini geçirmiş; düşünülebilir ki aynı "tek adam" fikri yontu sanatında "euergetizm" (onurlandırma) amaçlı heykelleri ve kişisel portreleri ortaya çıkarmıştır. Batıda oryantal motif ve düşünceler, synkretizm; doğuda Hindistan'da ise Buddha'ya antropomorf Yunan alışkanlıklarıyla vücut veren Greko-Buddhist sanat gelişmiştir. Doğunun batıya, batının doğuya nüfûz ettiği yeni bir dönem başlamıştır artık. J.G. Droysen'in 19. yüzyılda adını koyduğu Hellenizm Çağıdır bu.Hindistan'da Zeus,  Şiva ve Çakra'nın mâiyetine girerken Atina'da Trak tanrısı Bendis'e âyinler düzenlenmesi, Sabazios, Kybele, Adonis, Attis gibi doğu tanrılarının Yunanistan'da yüceltilmesi bu dönüşümün eseridir. Aphrodite,  Atargatis ve Astarte ile;  İsis, Demeter'le; Dionysos, Osiris'le; Herakles Melkart'la bir tutulmaya başlanır ve İskenderiye'de yeni bir kült doğar: Serapis. En önemlisi de İskender'le birlikte "tanrı-kral" fikrinin de batıda tanınmaya başlamasıdır. Roma İmparatorluğu'ndaki tanrılaştırma düşüncesinin ve imparatorluk kültünün kaynağı İskender'di. İskender doğudaki ilk "tanrı-kral" değildi; ama batıda, inançsız yandaşları ve alaycı Yunanlar hariç tutulursa, yaşarken tanrı bellenen ilk ve son hükümdar oldu.

İlham Kaynağı

Çağları ve kralları, komutanları ve edipleri etkiledi. Scipio Africanus ve  kendisini "İskender dostu" olarak tanımlayan Julius Caesar onu örnek aldılar. Antonius, Kleopatra'dan doğan oğluna onun adını verdi. Augustus onun nâşına altın bir çelenk takmakla kalmadı, yazışmalarını onun resmî mührüyle mühürledi. Traianus, Babil'de ona kurban sundu ve Parth Seferi'nde büyük kralın gittiği yerleri bile aştığını söyledi. Julianus'ta İran'ı fethetme isteğini uyandıran, içinde canlandığını söylediği İskender'in ruhuydu. Caracalla, İskender takıntılı bir imparatordu. Makedon kıyafetleri giyiyor; kendisini onunla özdeşleştiriyordu. 16.000 kişilik bir Makedon falanksı kurmuştu. İskender'in zırhını kuşanan Caligula da aynı hastalıkla muzdaripti. Sâdece batıda değil, doğuda da etkisi çoğu monarkta hissedilmişti··. Fâtih Sultan Mehmed, komutanı Gjergj Kastrioti'ye, tutsaklık yıllarındaki cesâretinden ötürü "İskender" adını vermişti. Makedonyalı kral, adına düzülen İskendernâmelerde bir İslam kahramânı olmuş,  Zulumat ülkesinde Hızır'la berâber âbıhayâtı aramış, Kâbe ve Kudüs'ü ziyâret etmiş, Âyine-i İskender'le kerâmetler sergilemiş; yer yer kadîm bir peygamber olarak Zülkarneyn'le özdeşleştirilmişti.

II. Mehmed, kendisini yıktığı Roma'nın vârisi sayarken, Caracalla "Constitutio Antoniniana" ilân ederken örnekleri oydu. Frank Holt'un dediği gibi "Şarlman'dan Napolyon'a kadar ünlü generallerden oluşan yüz kuşağı karanlıkta bırakacak kadar güçlü bir gölge düşürmüştü." Dante onu cehennemin yedinci katına atsa da popüler bir Yunan masalı ancak onun varlığıyla teskîn olan nereidleri anlatır: Yunan denizciler zaman zaman kendilerine "Büyük İskender nerede?" diye soran bir nereidle karşılaşırlar. Bu yaratığı tatmin edecek tek cevap: "Büyük İskender yaşıyor ve hüküm sürüyor" cevabıdır.

Tarihler
Büyük kralla ve onun kariyeriyle ilgili az sayıda antik kaynak vardır. İskender döneminin orijinal kaynakları ise günümüze ulaşmamıştır. Elimizde, alıntılar ve atıflardan oluşan en erkeni MÖ 1. yüzyılın üçüncü çeyreğinde kaleme alınmış yazınsal yapıtlar bulunmaktadır. İskender döneminde veya hemen sonrasında yazılmış, günümüze ulaşmayan antik metinler şunlardır: MÖ 334'te orduyla beraber Anadolu'ya geçen, Aristo'nun yeğeni Olynthoslu Kallisthenes "Deeds of Alexander" adlı eserinde seferin başından, 327'deki kuşkulu ölümüne dek tanık olduğu önemli olayları yazmıştır. Bu eser, hükümranlığın ilk yarısı için yetkin bir kaynaktı ve elimize ulaşan anlatıları etkilemiştir. Lampsakoslu Anaksimenes'in de "On Alexander" başlıklı, en az iki kitaptan oluşan içeriğini bilmediğimiz bir yapıtı vardır. Astypalaialı Onesikritos'un içeriği değil; ama adı bilinmeyen yapıtından ise Strabon ve Plinius'un atıfları sayesinde haberdarız. Giritli Nearkhos, İskender'in geri dönüşünde, orduyu İran kıyılarında donanmayla takip etmiş ve eserinde Hint Okyanusu ve Mekran Çölü'ndeki sıkıntılara değinmiştir. Arrianos, "İndica" adlı Hindistan'ı anlatan metninde onun yapıtından yararlanmıştır. İkisi de kısmen otobiyografik özellikler taşıyan yapıtlarında Ptolemaios ve Aristobulos da Arrianos'un kaynakları arasında yer almıştır. Ptolemaios, MÖ 335'ten İskender'in Babil'deki ölümüne dek geçen süreyi anlatırken, Aristobulos'un eseri MÖ 301'deki meşhur İssos Savaşı'ndan başlar. İlk İskender tarihçileri içinde en etkilisi İskenderiyeli Kleitarkhos'tu. 12 ciltten fazla ve tüm İskender dönemini anlatan çalışması MÖ 310'dan evvel yazıldı ve sefere katılmamış olsa da önemli görgü tanıklarına ulaşabilmişti. Magnesialı Hegesia ve Salamisli Aristos'a ait  geç tarihli etkisiz yapıtlar da vardır. Mytileneli Chares'in "Histories of Alexander"ı da İskender'in son yılları ve Susa'daki evlilik şölenleri ile ilgili ayrıntıları içerir. "Ephemerides" veya "Royal Diaries" denen, saraydaki günlük olayların ve toplantıların kaydedildiği resmî günlükler de bulunmaktadır. Etkileri günümüze dek süren İskender romansları ve İskendernâmeler ise kralı tarihî kişiliğinden ayrıldığı bir efsâne örgüsü içinde işler. İskender romanslarının temel kaynağı, MS 2. yüzyılda İskenderiye'de Mısır asıllı bir Yunanın Yunanca yazdığı halk destanıydı. Orta Çağ'da da İskender'in tarihsel kişiliğinin silikleştiği, İrlanda, Alman, İtalyan, İsveç, Danimarka ve İskoç dillerinde romanslar ortaya çıktı. Bu romanslar 12. yüzyılın sonlarına doğru önemini yitirdi ve rönesans döneminde klâsik bilimin canlanmasıyla tarihsel öykülerin İskender romanslarının yerini alacağı bir döneme girildi. İran, Hint ve Türk edebiyatlarındaki İskendernâmelerde de kral, târihsel kişiliği yerine Doğu mistisizmi etkisinde efsânevî bir kahraman olarak ele alınmıştır. Konuyu İskendernâme adıyla bağımsız bir yapıt olarak ele alan ilk şâir, Genceli Nizâmî'dir. İran edebiyatında Hüsrev-i Dehlevî'nın "Âyine-i İskender"i, Hint edebiyâtında Gakulaprasada'nın "Karnâme-i Skenderi"si diğer önemli eserlerdir. Türk edebiyatında ilk ve en görkemli örneği ise Ahmedî vermiştir. Ayrıca Ali Şir Nevâi'nin de bu konuyla ilgili "Sedd-i İskenderi" adlı bir yapıtı vardır.

Tekrar antik kaynaklara dönecek olursak, bugün elimizde konuyla ilgili altı yapıt bulunmaktadır:
MÖ 1 – MS 1. yüzyıllarda yaşayan Amasyalı Strabon'un "Geographika"sı...
MÖ 1. yüzyılda yaşamış Diodorus Sikeliotes'in "BibliothequeHistorique"si...("Evrensel Tarih" adlı bu eserin XVII. Kitabı İskender çağını anlatır.)
MS 1. yüzyılda yaşamış Romalı târihçi Quinte Curtius Rufus'un "Histories"i...
MS 1. yüzyılın ortalarında doğan Plutarkhos'un "Bioi Paralelloi" si...
MS 3. yüzyılda yaşayan Romalı Justin'in, Augustus döneminde yazan Trogus Pompeus'un detaylı bir özeti hâlinde kaleme aldığı "Epitoma Historiorum Philippicarum Pompei Trogi"si...

Bugün elimizde bulunan en önemli İskender anlatısı Arrianos'unkidir. Onun, "Alexandrou Anabasis" adlı kitabı, günümüze gelmeyen Ptolemaios, Aristobulos ve Kallisthenes tarafından yazılan birincil kaynaklar kullanılarak verilmiş bir üründür. Onlarla ilgili asal bilgilere de bu kitapla ulaşırız. Arrianos, birinci kitabında "Ptolemaios Lagu ve Aristobulos oğlu Aristobulos'un Philippos oğlu İskender hakkında yazdıklarının birbirleriyle aynı olan yerlerini tamamıyla kabul ettim. Yazdıklarının birbiriyle farklı olduğu yerlerde ise en inanılır ve aynı zamanda da yazmaya değer olanını seçtim" der; fakat kendi târihini ayrı tutmayı da ihmâl etmez: "...bu kadar tarihçiden sonra benim böyle bir kitap yazmaya girişmeme şaşıran ve bunun sebebini soran olursa önce ötekilerin bütün yazdıklarını okusun, onlardan sonra benim eserimi eline alsın. İşte asıl o zaman şaşıracaktır". Ne yazık ki bahsedilen kaynaklar günümüze kadar ulaşmadığı için böyle bir şansımız yok. Bu da Arrianos'un çalışmasını önemli kılan başlıca unsur.

Lucius Flavius Arrianus Ksenophon, MÖ yaklaşık 86 yılında Bithynia Eyaleti'nin başkenti Nikomedeia'da yâni bugünkü İzmit'te doğmuş bir yurttaşımızdır. Lucius Flavius ön adı onun ve âilesinin Roma vatandaşı statüsü taşıdığına işâret etmektedir. MS 1. yüzyılın sonları veya 2. yüzyılın başlarında Stoacı düşünür Epiktetos'un yanında eğitim almak üzere Yunanistan'ın kuzeybatısındaki Nikopolis şehrinde bir süre kalan Arrianos'un, İmparator Hadrianus'la da yakın bir dostluğu olmuştur. Kapadokya Eyalet Valiliği görevine başlamadan önce yazdığı Periplus Ponti Euxini adlı eser de Hadrianus'a seslenen bir mektup niteliğindedir. Ayrıca Arrianos, MS 131 yılındaki bu valilik görevinden 2 yıl önce de Roma'da 129 yılı konsülü seçilmiştir. Diğer eserleri: Alanlar'a karşı düzenlediği sefer hakkındaki "Alanike Historia", Hindistan'ın tarihini ve halkını anlatığı "İndica" ve İskender'in haleflerini anlattığı "Tameta Aleksandron"dur.

İskender'in seferlerini anlattığı ve en önemli yapıtı sayılan "Alexandrou Anabasis" ile kendisinden 300 yıl kadar önce "Onbinlerin Dönüşü"nü anlatan Ksenophon'la eşdeğer görülmüştür; zaten kitabında da yer yer onunla çekişme hâlindedir. Bu eser, Türkçede ilk olarak Hayrullah Örs tarafından çevrilerek birincisi 1945, ikincisi ise 1949 yılında olmak üzere iki cilt hâlinde "İskender'in Anabasisi" adıyla M.E.B. Yunan Klasikleri serisinde yayınlanmıştır; ancak hem artık baskısının bulunmayışı hem de dilinin eskiliği sebebiyle yararlanılması güçtür. 2004 yılınının sonlarında vizyona giren ve epey ses getiren Oliver Stone yapımı "Alexander" adlı sinema filmi sayesinde İskender'le ilgili yeni çeviri kitapların da vitrinler de yer almaya başlaması sonucu yayıncıların gündemine giren Arrianos'un yapıtı, Ekim 2005'te, Furkan Akderin'in antik Yunanca metinden yaptığı çeviriyle, Alfa yayınları Antik Çağ Dizisi  içinde "İskender'in Seferi" adıyla yerini aldı; Kitap dipnot kaymaları ve rahatsız edici derecede rastlanan dizgi ve imla hatalarıyla mâlûl olsa da önemli bir eksiği giderdiği için yine de övgüyü hakediyor. Bu çeviriden iki ay sonra, Aralık 2005'te ise Meriç Mete'nin Loeb İngilizce metinden çevirisini yaptığı bir diğer baskı "İskender'in Seferleri" başlığıyla piyasaya sürüldü.

Kitaplık

Belirttiğimiz gibi bu çeviriler ve diğer çalışmaların dilimize kazandırılmasında Oliver Stone'un sinemacılık açısından pek beğeniyle karşılanmasa da kendisinden epeyce söz ettiren filminin etkisi büyüktür. Bu filmden önce dilimizde İskender'le ilgili sahaf niteliği taşımayan ve ulaşılabilen kitap sayısı dokuz ve bunlardan beş tânesi roman iken, (diğer dört kitaptan üçü de Droysen'in üç ciltlik anlatısıdır. Yâni hepi topu iki târih kitabı vardır.) filmden sonra çoğu akademik nitelikli veya yarı popüler olarak adlandırılabilecek, Arrianos hariç, yedi kitap daha yayınlanmıştır. Bu konuda Türkçedeki telif veya çeviri eserler, romanlar da dâhil olmak üzere kronolojik sırayla, şunlardır(italik ve altı çizili olanlar romandır):
Ahmet Refik, Büyük İskender, (1931), Kanaat Kütüphanesi, 88 sayfa.
M. Emin Bosch, Helenizm Tarihinin Anahatları I, çev.: Sabahat Atlan  (1942), İÜEFY, 164 sayfa.
M. Emin Bosch, Helenizm Tarihinin Anahatları II, çev.: Afif Erzen (1943), İÜEFY, 184 sayfa.
Suad Yurdkoru, Büyük İskender'in Anadolu Savaşları, (1961).
Wallerio Massimo Manfredi, Büyük İskender, 3 cilt çev.: Eren Cendey (2000), Can.
J. Gustave Droysen, Büyük İskender, 3 cilt, çev.: Bâlâ Candemir, (2000), Sosyal Yayınlar, 816 sayfa.
Plutarkhos, İskender, (2001), Kastaş, 169 sayfa.
Harold Lamb, Büyük İskender.Dünyanın Sonuna Yolculuk, çev.: Suat Kaya, (2002), Yurt.
Klaus Herrmann, Babil'in Üzerine gece Çöküyor, çev.: Ogün Duman, (2002), Yurt.
Paul Doherty, Büyük İskender.Bir Tanrının Ölümü, çev.: Selim Yeniçeri, (2004), Koridor, 336 sayfa.
Frank L. Holt, Büyük İskender ve Fil Madalyonlarının Sırrı, çev.: Yeşim Kafa, (2004), Bileşim, 201 sayfa.
Sigfried Lauffer, Büyük İskender, çev.: Nilgün Sorguç, (2004), İlya, 456 sayfa.
Niklas Krog, Büyük iskender –1. Tanrıların Oğlu, çev.: Ali Arda, (2004), Yerdeniz.
Claude Mosse, Büyük İskender, çev.: Nuriye Yiğitler, (2005), Altın Kitaplar, 240 sayfa.
Flavius Arrianos, İskender'in Seferi, çev: Furkan Akderin, (2005), Alfa, 317 sayfa.
A. Brian Bosworth, Fetih ve İmparatorluk. Büyük İskender'in Yaşamı ve Savaşları, çev.: Hamit Çalışkan, (2005), Dost, 391 sayfa.
 Arrian, İskender'in Seferleri, çev.: Meriç Mete, (2005), İdea, 252 sayfa.
Michael Wood, Büyük İskender'in Ayak İzlerinde Yunanistan'dan Asya'ya Yolculuk, çev.: Sevinç Altınçekiç, (2006), Us Kitapları, 256 sayfa.· ··
19.Jona Lendering, Büyük İskender, çev.: Burak Sengir, (2009), Kitap Yayınevi, 456 sayfa...

Kaynak: Göktürk Ömer Çakır, "İskender'İn Yazınsal Mirası".

Edebi

İskender'in edebî mirası


L'édition 2022 du  est une exhibition évenementielle de catch (lutte professionnelle) télédiffusée et visible uniquement en paiement à la séance. L'événement, produit par la World Wrestling Entertainment (WWE), se déroulera le  au Dome at America's Center de Saint-Louis, dans le Missouri. Il s'agit de la trente-cinquième édition du , qui fait partie avec ,  et les  du «  » à savoir « les Quatre Grands », les quatre plus grands, anciens et prestigieux événements que produit la compagnie chaque année.

Le main-event de la soirée est le traditionnel , une bataille royale exposant 30 catcheurs durant un combat commençant tel un combat en 1 contre 1 standard, mais un nouvel entrant arrive au bout d'un temps prédéfini (en théorie 90 secondes), et ceci de façon régulière jusqu'à ce que tous les participants aient fait leur entrée. Comme pour une bataille royale standard, un combattant est éliminé si, après être passé par-dessus la troisième corde du ring, ses deux pieds touchent le sol.

Contexte

Les spectacles de la World Wrestling Entertainment (WWE) sont constitués de matchs aux résultats prédéterminés par les scénaristes de la WWE. Ces rencontres sont justifiées par des storylines – une rivalité entre catcheurs, la plupart du temps – ou par des qualifications survenues dans les shows de la WWE telles que Raw, SmackDown, NXT et 205 Live. Tous les catcheurs possèdent un gimmick, c'est-à-dire qu'ils incarnent un personnage gentil (face) ou méchant (heel), qui évolue au fil des rencontres. Un événement comme le Royal Rumble est donc un événement tournant pour les différentes storylines en cours.

Royal Rumble match masculin et féminin
Comme le veut la tradition depuis la toute première édition en 1988, le  comporte un  en guise de Main-Event (Combat de Tête d'Affiche), dont le grand vainqueur reçoit un combat de championnat mondial à , l'événement phare de l'année. À la suite du retour de la  une nouvelle stipulation a été ajoutée : Le vainqueur remporte un match pour le titre mondial de son choix, nonobstant sa division d'origine.

Depuis 2018, l'évènement comporte deux , un masculin et un féminin. Chacun offre à son vainqueur un combat pour le titre suprême lors du plus grand gala de catch au monde.

Tableau des matches

Entrées et éliminations du Royal Rumble match masculin
 -  -  - Agent libre - le Vainqueur

 AJ Styles est celui qui est resté le plus longtemps sur le ring : 29 minutes et 06 secondes et également celui qui a éliminé le plus de catcheurs : 6 éliminations (Shinsuke Nakamura, Austin Theory, Robert Roode, Ridge Holland, Sami Zayn et Omos).
 Kofi Kingston est celui qui est resté le moins longtemps sur le ring : 21 secondes.
 Brock Lesnar devient le quatrième catcheur à remporter le Royal Rumble en étant rentré en dernier (après The Undertaker en 2007, John Cena en 2008 et Triple H en 2016). Il remporte également son  Royal Rumble, 18 ans après sa première victoire, c'est le plus grand écart entre 2 victoires de Royal Rumble à ce jour.

Entrées et éliminations du Royal Rumble match féminin

 -  -  - Agent libre ou Hall of Famer -'' la Vainqueresse

 Ronda Rousey remporte son premier Royal Rumble en rentrant 28ème et en éliminant Charlotte Flair en dernière.
 Charlotte Flair est celle qui a éliminé le plus de catcheuses : 5 éliminations.
 Bianca Belair est celle qui est restée le plus longtemps sur le ring : 47 minutes et 30 secondes.
 Mighty Molly est celle qui est resté le moins longtemps sur le ring : 20 secondes.
 Brie Bella prend sa revanche sur sa sœur Nikki, qui l'avait éliminée quatre ans auparavant de la même manière.
 Mickie James est entrée avec la musique qu'elle utilise chez Impact Wrestling, elle est également entrée avec le Impact Knockouts World Championship (étant la championne d'Impact au moment du Royal Rumble).

Notes et références

Références

Annexe

Articles connexes
 Royal Rumble
 Royal Rumble match
 Liste des pay-per-views de la WWE

Liens externes
  Site officiel du Royal Rumble
  Site officiel de la WWE

2022
Catch à Saint-Louis (Missouri)
Catch aux États-Unis en 2022
Sport aux États-Unis en janvier 2022

Royal Rumble (2022)


Sławomir Konrad Peszko (; ) este un fotbalist internațional polonez care joacă ca mijlocaș. El joacă în prezent pentru Lechia Gdansk din Ekstraklasa.

Peszko a câștigat cupa și campionatul în țara sa natală, Polonia, cu Wisła Płock și Lech Poznań înainte de a trece la echipa germană 1. FC Köln în anul 2011. După optsprezece luni echipa a retrogradat, iar el a plecat în Anglia fiind împrumutat la Wolves în august 2012.

Cariera

Cariera la club
Peszko și-a început cariera la echipa de tineret a Nafta Jedlicze înainte de a trece la Orlen Płock. Aici, el și-a făcut debutul într-un meci la profesioniști pe 28 august 2002 într-un meci de cupă cu Jagiellonka Nieszawa. El și-a făcut debutul în campionat în sezonul 2002-03, devenind jucătpor de bazp.

La Wisła Płock, a reișit dubla, câștigând Cupa și Supercupa în 2006 și, de asemenea, a jucat în rundele de calificare din acest sezon în Cupa UEFA. Płock a fost retrogradată în 2007 și Peszko a rămas să joacă în I Liga, marcând 16 goluri în 26 de apariții.

În iunie 2008, el a revenit în prima ligă, semnând un contract cu Lech Poznań după ce contractul său cu Płock a expirat. Primul sezon s-a încheiat cu câștigarea Cupei Poloniei pentru a doua oară, după ce a marcat singurul gol din finala împotriva Ruch Chorzów. În al doilea său sezon Peszko a terminat ca lider în clasamentul pasatorilor din campionat (cu 14 pase decisive), alături de opt goluri care au ajutat clubul să câștige titlul de campion.

Wolves
Pe 9 august 2012, Peszko a ajuns la formația engleză Wolverhampton Wanderers fiind împrumutat pentru un sezon. Aici s-a reîntâlnit cu fostul său antrenor de la Köln,  Ståle Solbakken. În octombrie 2012, el a suferit o ruptură de ligament care l-a ținut departe de joc pentru trei luni. Sezonul s-a încheiat cu retrogradarea lui Wolves și cu Peszko revenind la Köln.

Întoarcerea la Köln
Pe 31 iulie 2013, a fost anunțat că 1. FC Köln l-a vândut Peszko la clubul Italian Parma, și l-a împrumutat înapoi până la sfârșitul sezonului 2013-14.
După finalul sezonului a fost cumpărat înapoi.

Carieră internațională
Peszko a debutat pentru echipa națională poloneză pe 19 noiembrie 2008, într-un amical încheiat cu scorul de 3-2 împotriva Republicii Irlanda. El a marcat primul său gol pentru Polonia pe 17 ianuarie 2010 într-o înfrângere, scor 1-3 cu Danemarca.

A fost convocat de selecționerul Poloniei, Adam Nawałka, la Campionatul European de Fotbal din 2016.

Titluri
 Wisła Płock
 Cupa Poloniei: 2005-06, locul doi 2002-03
 Supercupa Poloniei: 2006
 Lech Poznań
 Ekstraklasa: 2009-10
 Cupa Poloniei: 2008-09
 Supercupa Poloniei: 2009

Note

Legături externe
 Profil pe site-ul lui Wolves

Nașteri în 1985
Fotbaliști ai 1. FC Köln
Fotbaliști ai Lech Poznań
Fotbaliști ai Lechia Gdańsk
Fotbaliști ai Wolverhampton Wanderers FC
Fotbaliști internaționali polonezi
Sportivi polonezi în viață

Sławomir Peszko


La Ruta Estatal de California 149, y abreviada SR 149 (en inglés: California State Route 149) es una carretera estatal estadounidense ubicada en el estado de California. La carretera inicia en el Sur desde la  hacia el Norte en la . La carretera tiene una longitud de 7,4 km (4.623 mi).

Mantenimiento
Al igual que las autopistas interestatales, y las rutas federales y el resto de carreteras estatales, la Ruta Estatal de California 149 es administrada y mantenida por el Departamento de Transporte de California por sus siglas en inglés Caltrans.

Cruces
Toda la ruta se encuentra del condado de Butte.
{| class=wikitable
|-
!Localidad
!Miliario
!Destinos
!Notas
|-
|Wicks Corner
|0.00
|
|Interchange
|-
|
|R3.11
|Shippee Road, Openshaw Road
|
|-
|
|R4.62
|
|Interchange

Véase también

Referencias

Enlaces externos

 Página oficial de Caltrans

 Lista de Autopistas por estado
 Lista de sitios web de carreteras para cada estado

Carreteras estatales de California
Carreteras del condado de Butte

Ruta Estatal de California 149


La basílica de Junio Baso  fue una basílica civil de la ciudad de Roma que se encontraba en la colina del Esquilino, en el lugar que actualmente ocupa el Seminario Pontificio di Studi Orientali (número 3 de la via Napoleone III). Durante su excavación se hallaron unos excepcionales ejemplos de la técnica de decoración denominada opus sectile, similar a la taracea y al cosmatesco.

Descripción y excavaciones
Fue edificada por orden de Junio Annio Baso durante su consulado en el año 331. En la segunda mitad del , el papa Simplicio ordenó transformarla en la iglesia de San Andrés Catabarbara. Sus restos fueron descubiertos y demolidos en 1930, durante unas excavaciones que también encontraron una casa de la época de Augusto remodelada con posterioridad, que contenía mosaicos del , uno con temática dionisíaca y otro con los nombres de los propietarios, Arippio y Ulpio Vibio, los cuales se encuentran actualmente en el seminario.

Véase también
 Sarcófago de Junio Baso

Notas

Referencias

Bibliografía

Enlaces externos

Junio Baso
Arquitectura de la Antigua Roma en Roma
Arquitectura de Italia del siglo IV
Edificios y estructuras terminadas en el siglo IV
Años 330 en el Imperio romano
Iglesias del siglo IV
Edificios y estructuras desaparecidos de Italia

Basílica de Junio Baso


زوهـر أرجوڤ (يُلفظ بجيم مصرية، بالعبرية: זוהר ארגוב، ولد باسم زوهر عرقوبي في 16 يوليو 1955، توفي في 6 نوفمبر 1987) مغني شعبي إسرائيلي ذو صوت متميز في المسرح والموسيقى الشرقية.

خلفيته الاجتماعية

أصعب حاجز واجهه أرجوف في طريق نجوميته كانت الخلفية الاجتماعية والاقتصادية كرجل نشأ في عائلة فقيرة. فقد ولد في مدينة ريشون لتسيون في حارة «شيكون هاميزراح» وترعرع في أسرة بسيطة وكان واحدا من بين عشرة أطفال.

قدراته الغنائية الرائعة التي تم زراعتها في المنزل، من خلال مشاركته في مرحلة الطفولة المبكرة في الغناء والإنشاد الديني بالجالية اليمنيـة المتواجدة في إسرائيل.

رفض الخدمة بالجيش الإسرائيلي وقد أدى هذا الحدث المفاجئ في تلك الحقبة من الزمن إلى صدى واسع بالوسط الإسرائيلي وقد سُجِن على أثره لمدة ستة أشهر.

موسيقاه
كان أرجوف من بين أوائل المغنين الإسرائيليين بالإسلوب الشرقي الذين حققوا نجاحات تجارية على مستوى الدولة، وكذلك على مستوى الشرق الأوسط ومنطقة البحر الأبيض المتوسط. وكان هذا على الرغم من حقيقة أن محطات الراديو والتلفزيون الإسرائيلية الرئيسية لم تكن تذيع هذا النوع من الموسيقى في ذلك الوقت، فقد كانت محطات الإذاعة تذيع عادة موسيقى إسرائيلية بالإسلوب الغربي أو موسيقى البوب القادمة من الخارج. ويعتقد البعض أن الشعبية الكبيرة لأرجوف وغيره من مغني اللون الشرقي المعاصرين له من بينهم أفيهو مدينة وحاييم موشيه ومرغاليت صنعاني، كان استجابة لشعور واسع النطاق بين اليهود االشرقيين في إسرائيل لتعرضهم للتمييز من قبل الأغلبيـة الإشكنازية.

مواضيع أغانيه كانتْ مشابهة لتلك المتواجدة في الموسيقى الريفية الأمريكية:

(الحب، وجع القلب، خيبات الأمل، الفرح، الحزن، والإدمان)

يعتبر كثير من صنّاع الأغنية (شعراء – ملحنين – موزعين.. إلخ) أن أرجوف أعجوبة من أعاجيب الغناء.

ومن إحدى آرائهم نأخذ رأي الموزع وقائد الفرقة الموسيقية نانسي براندس، الذي أشرف على العديد مِنْ تسجيلاته موسيقياً فوصفه بأنه عبقرية موسيقية.. فقال تفصيلاً:

كان باستطاعته إخراج أفضل ما لديه من أول مـرة، وعندما كنت أطلب منه أن يغني بطريقة أخرى ومغايرة عن ما كان في البداية كان يستجيب لذلك فوراً.. فسرعان ما يلبّي طلبي دون أن يُخـل بمسـتواه المعهـود، والنتيجـة تبقى مثالية كما في المرة الأولى.

و كان لأرجوف موهـبة رائعة في الارتجال الغنائي.. فهو يحافظ على روح الأغنية الأصلية بينما يترك في نفس الوقت طابعه الخاص به.

ويعتبر البوم (الينور) الأول في مسيرة ارجوف الفنية.. وقد تم إنتاجه في عام 1980

ومـن بين أغانيه توجد أغنية (Mah Lakh Yaldah) والتي تعني ترجمتهـا (ما لك يا بنت") التي كـرّم بهـا زوجـته السابقة (براخـا) التي عرفت بهيلين شرعابي والتي يعتبرها حب حياته. أنهى تعليمه بعمر 13 عاما وتعرف على (براخا) في سن ال 15 وبعد سنتين تزوجها وابنه (جيلي) ولد بعد سنة من الزواج.

مهنته (الإبداعية) كانت تمر بفترات تقطّـع بين الحين والأخرى بسبب أموره الشخصية والتي كانت سببها إدمان الهيروين، الذي أدى إلى انتحاره في السجن بنهاية المطاف!

ومع ذلك تغلبت أعماله الموسيقية على مشاكله الشخصـية

فهو كان قادراً أن يُرهف قلوب مستمعيه بالحفلات الحـية، حتى عندما يكون تحت تأثير الهـيروين والكراك، هذا بصرف النظر عن حياته التي تدمرت بسبب المخدرات. فقد كان زوهر يستلم لكل حفلة 2000 دولار ولكنه بعد الإدمان كان يعمل من أجل 100 دولار لكي يحصل على وجبة مخدرات!! وقد ذكر في مقابلة تلفزيونية أن الكثير من أصدقائه تركوه بسبب إدمانه للمخدرات وأنه كان يشعر بأن الناس ترقبه من بعيد وتستهزئ به لكونه تحت تأثير المخدرات لدرجة أنه كان يشعر بأنه يصل إلى الحضيض عندما يكون تحت تأثير المخدرات وأنه لا يساوي شيئا.

وفاته

في ساعات الصباح الباكر من يوم 23 يوليو 1987، دخل أرغوف وشقيقه ورجل آخر إلى محطة نجمة داود الحمراء في ريشون لتسيون وطلبوا المخدرات. بعد ذلك بوقت قصير ألقي القبض على أرغوف للاشتباه في قيامه بسرقة محفظة طبيب في المنطقة ولكن أُفرج عنه بعد أن تقرر أنه لا علاقة له بالسرقة. أثناء إطلاق سراحه من مركز الشرطة سرق أرغوف مسدسًا كان ملقى على مكتب. بعد مطاردة مكثفة تم القبض عليه مع المسدس بحوزته وإدانته وحكم عليه بالسجن لمدة شهر واحد وتم تمديده إلى ستة أشهر عند الاستئناف.

قبل ثلاثة أسابيع من موعد إطلاق سراحه، مُنح أرجوف إجازة للسماح له بالعودة إلى منزله. أقام في البداية في منزل المغني يشاي ليفي في حولون قبل أن يبقى هو وصديقة ليفي إيريس غاباي بمفردهما في منزل والدة أرغوف في ريشون لتسيون. لاحقا قدمت غاباي شكوى للشرطة زعمت فيها أن أرغوف حاول اغتصابها. ولدى عودته إلى السجن اعتقل أرغوف واقتيد إلى مركز للشرطة في ريشون لتسيون لاستجوابه.

في 6 نوفمبر 1987، توفي أرغوف في زنزانته فيما يبدو أنه انتحار شنقًا. كان يبلغ من العمر 32 عامًا. عثر عليه ميتًا في الساعة 4:00 صباحًا معلقًا من شرائط ممزقة من بطانية ملفوفة حول رقبته. توصل كبير المشرفين أهارون تال الذي تم تعيينه للتحقيق في وفاة أرغوف إلى أن أرغوف لم ينتحر عمداً بل أراد أن يجعل الأمر يبدو كما لو كان يحاول الانتحار للحصول على تنازلات من الحراس. وكان قد توفي بعد أن شددت الشرائط حول رقبته ولم يتمكن من إنقاذ نفسه بسبب آثار المخدرات التي تناولها.

أشهر أغنياته
 هيا زي بعيرف (كان هذا بالمساء)
 بن بلي بايت (ابن بلا بيت)
 إلينور (إلينور)
 هاپيرح بگاني (الزهرة في بستاني)
 مماش مرئيه نهدار (منظر رائع حقا)
 سود هما زالوت (سر الأبراج)
 ما لاخ يلداه (ما لك يا بنت)
 لهيوت آدام (أن أكون إنسانا)
 أل نڤاكيش (ألا نطلب)
 باداد (لوحدي)
 يام شيل دماعوت (بحر من الدموع)
 بكيرم هتيمانيم (في كرم اليمنيين)
 آخ بلايلا (آه، في الليلة)
 هأسير (المحبوس)
 يوشيڤ لڤاد (جالس لوحدي)
 عاد متاي إلوهاي (إلى متى يا إلهي)
 كاخ عوڤريم حياي (هكذا تمضي حياتي)
 ملآخ ڤيساطان (ملاك وشيطان)
 مرلين (مرلين)
 عود يوم ياڤوه (سيأتي يوم آخر)
 تسيل عيتس تامار (ظل نخلة)
 برتسيلونا (برشلونة)
 نعلامت بلي ميليم (هجرت بدون كلام)
 عتسوف يوشيف أني (حزينا جالس)

روابط خارجية

مراجع

أشخاص من ريشون لتسيون
إسرائيليون أدينوا بالاغتصاب
إسرائيليون من أصل يمني
إسرائيليون من أصل يهودي يمني
انتحار في 1987
مغنون إسرائيليون في القرن 20
مغنون إسرائيليون
مغنون ذكور في القرن 20
مغنون منتحرون
منتحرون بالشنق في إسرائيل
منتحرون ومنتحرات
مواليد 1955
مواليد في ريشون لتسيون
موسيقيون منتحرون
وفيات 1987
وفيات في ريشون لتسيون
يمنيون يهود
يهود إسرائيليون
مغنون ذكور إسرائيليون في القرن 20

زوهر أرجوف


U2 is a line of the Berlin U-Bahn. The U2 line starts at Pankow S-Bahn station, runs through the eastern city centre (Alexanderplatz) to Potsdamer Platz, the western city centre (Wittenbergplatz, Zoologischer Garten, Theodor-Heuss Platz) and finally to the Ruhleben terminal station.

The U2 has 29 stations and a length of . Together with the U1, U3, and U4 lines, it was part of the early Berlin U-Bahn network built before 1914. The line between Potsdamer Platz and Zoologischer Garten was the western section of the "stem line" (Stammstrecke), Berlin's first U-Bahn line opened in 1902.

Overview

The line starts to the west of central Berlin at Ruhleben and runs on an embankment between Rominter Allee and the railway to Spandau (also called the "Olympic" or "Grunewald" railway). On the bend approaching Olympischen Straße, the line descends into tunnel to run beneath that road from Neu-Westend to Wittenbergplatz. Subsequently, the U2 swings onto Reichsstrasse to Theodor-Heuss-Platz, where it runs in a curve to Kaiserdamm. Under Kaiserdamm, which becomes Bismarckstraße at Sophie Charlotte-Platz, the tunnel runs straight to Ernst-Reuter-Platz. Here again, it swings to the southeast, following the course of Hardenberger Straße towards Zoologischer Garten station. In the tunnel, it passes the foundations of the Kaiser Wilhelm Memorial Church on a tight arc and then follows Tauentzienstraße to Wittenbergplatz where the line emerges to an elevated section via a ramp east of the Kleiststraße/Courbierestraße intersection.

The elevated railway reaches its full height at Nollendorfplatz station where all four lines of the small-profile network meet. The underground part of the station has four tracks. The U2 continues above ground to the east of Bülowstraße. After that the U2 makes a curve over a long viaduct at the southernmost point of the line, passes through Gleisdreieck station and then runs straight across the Landwehr Canal and returns underground between Mendelssohn Bartholdy-Park and Potsdamer Platz stations.

While the elevated railway company intended to continue the line along Leipziger Straße, it was not permitted to build this route and instead it continues instead along Mohrenstraße, Markgrafenstraße and Niederwallstraße to the River Spree in Berlin Mitte. After passing Märkisches Museum station, it goes under the River Spree in a tunnel, and runs through Klosterstraße to Alexanderplatz station.

After leaving Alexanderplatz, the line turns under Rosa-Luxemburg-Straße and through Rosa-Luxemburg-Platz station. The line then runs north underneath Schönhauser Allee and through Senefelderplatz station. Before reaching Eberswalder Straße station, the line emerges from tunnel and on to an elevated viaduct through to Schönhauser Allee station, an interchange with the S-Bahn. From there the line runs beyond the former city limits and the elevated railway descends again into a tunnel to Vinetastraße before reaching the terminus at Pankow.

Route numbering

Since the introduction of the schematic line network plans at the Berlin subway, at least parts of today's line U2 always had the colour red. When letters were introduced as a line name after the First World War, the small profile network received the letters "A" and "B". The inner city route, more important than the older route through Kreuzberg, became line A, as did the two western branches to Charlottenburg and Dahlem (today's U2 and U3 lines). The routes from Kurfürstendamm and Schöneberg through Kreuzberg to Warschauer Straße (today: U1 and U4) were given the letter "B" and the colour code green. To distinguish the branches in the western part of the line, the letters were supplemented by Roman numbers, the Charlottenburg route was thus the line AI.

From 1966, the designation of the lines operated by the Berlin public transport companies (BVG West / BVG) in West Berlin was converted to Arabic numbers. Each line was now operated independently and without branching. The ("green") line 1 now ran from Ruhleben through Charlottenburg to Kreuzberg, while the previous AII became the ("red") line 2 (Krumme Lanke – Gleisdreieck, from 1972 only to Wittenbergplatz). The severed eastern line section, used since 1949 by the BVG East / BVB, retained the "A" line designation unchanged, as well as the red colour code.

On 9 January 1984, the BVG also took over the S-Bahn lines in West Berlin previously managed by Deutsche Reichsbahn. The marking of the U-Bahn lines operated by the BVG changed again because the U-Bahn and S-Bahn lines were now operated in parallel. To better distinguish the two networks, the respective Arabic numbers, which had been used since 1966, were prefixed with the letter "U" to provide a line number. According to the model of public transport networks, which were used in various cities (Frankfurt, Shanghai, Munich, Beijing, Guangzhou) they were then designated as U1 to U9 and similarly the acquired S-Bahn routes were preceded by "S".

With the merging of Berlin in the context of German reunification and the reconstruction of the disused Wittenbergplatz–Mohrenstraße section in 1993, the BVG decided to swap the western branches of lines U1 and U2, which meet at Wittenbergplatz. The reunited former AI line has since been operated under the new name "U2", but using the traditional red line colour as previously used in the separate parts of the city.

History

The increasing traffic problems in Berlin at the end of the 19th century led to a search for new efficient means of transport. Inspired by Werner von Siemens, numerous suggestions were made for overhead conveyors, such as a suspension railway, as was later built in Wuppertal, or a tube railway as was built in London. Finally Siemens and some prominent Berliners submitted a plan for an elevated railway on the model of New York. These people opposed Siemens' suggestion of building an overhead railway in the major street of Friedrichstraße, but the city of Berlin opposed underground railways, since it feared damage to one of its new sewers.

Finally, after many years and negotiations, Siemens proposal for an elevated railway line from Warschauer Brücke via Hallesches Tor to Bülowstraße was approved. This was only possible, however, because it passed through poor areas. The richer residents of Leipziger Straße pressed the city administration to prevent the line using their street. Siemens & Halske carried out all construction work and also owned the line. The first sod was turned on 10 September 1896 in Gitschiner Straße. The construction work had to be carried out quickly because the contract with the city of Berlin, signed with the granting of the concession, specified that the line had to be finished within two years, or a penalty of 50,000 marks would be payable.

The railway engineers developed a design for the supporting columns for the elevated railway, but it was unpopular and the architect Alfred Grenander was asked to submit an artistic solution for this problem. For the next 30 years Grenander was the house architect for the elevated and underground railway.

After tough negotiations with the city of Charlottenburg it was decided to extend the line to Knie along the Tauentzienstraße, but instead of being elevated it would be a subsurface (cut-and-cover) railway. The management of the city of Berlin board of works regarded the idea of an underground railway sympathetically. Since the underground caused no apparent damage to the new sewer, an underground branch could be built from a junction at Gleisdreieck (German for "rail triangle") to Potsdamer Platz, Berlin's then city centre. The national government granted permission for the planning changes on 1 November 1900.

The total length of the elevated and underground railway was now . The largest part of the route, approximately , would be established on viaducts and connect eleven elevated stations. In addition there would be  of underground line with three underground stations. The planners believed that 8-carriage trains would not be needed and therefore designed it with 80 m-long platforms, sufficient only for 6-carriage trains.

The first  of the line was finished in 1901 and on 15 February 1902 the first train ran on the line from Potsdamer Platz to Zoologischer Garten, then to Stralauer Tor and back to Potsdamer Platz. This allowed many prominent Berliners to participate in the opening trip, including the Prussian minister for public works, Karl von Thielen. On 18 February 1902 the first stage of the Berlin U-Bahn was officially opened (Stralauer Tor–Potsdamer Platz). In March the line was extended to Zoologischer Garten and on 17 August it was extended by 380 m from Stralauer Tor to Warschauer Brücke. There were at that time only two lines:
From Warschauer Brücke to Zoologischer Garten via Potsdamer Platz (with reversal).
From Warschauer Brücke directly to Zoologischer Garten.

On 14 December the line was extended to Knie. The section between Gleisdreieck and Knie (now Ernst-Reuter-Platz) is now part of U2.

Charlottenburg extension

After the opening of the original route further plans to extend the three route branches emerged: via Charlottenburg city to Wilhelmplatz (now Richard-Wagner-Platz) and towards Reichskanzlerplatz (now Theodor-Heuss Platz), from Potsdamer Platz to the centre of Berlin and via Warschauer Straße to Frankfurter Tor The fastest route negotiations were completed with the young and coming city of Charlottenburg because there was a lot of vacant land that could be developed. The most important negotiating point was to build a route via Charlottenburg Town Hall in Wilhelmsplatz. Here an extension along Berliner Straße (now Otto-Suhr-Allee) would have served, but this was served at the time by the  and a parallel line did not seem sensible. Therefore, this line would continue under Bismarckstraße to the west and then curve to the town hall. Under the working title of Krumme Straße, the line was initially planned with a station at Bismarckstraße (now Deutsche Oper) and a terminus at Wilhelmplatz. The line was opened between Knie and Wilhelmplatz on 14 May 1906. Both U-Bahn lines now ran to Bismarckstraße, but only the branch to Potsdamer Platz also ran to Wilhelmsplatz.

While this line was under construction, the railway company and the city of Charlottenburg agreed on a branch towards Westend. Therefore, a planning amendment was necessary at the planned station at Bismarckstraße, because the line to Westend would branch there. Therefore, the station was built as the first four-track U-Bahn station in Germany. The two inner tracks would be used for the line to Wilhelmsplatz and the outer tracks for the line to Westend.

Since the western Charlottenburg area was still completely undeveloped, the line would not generate any profits in its early years. Therefore, the elevated railway company negotiated with the city of Charlottenburg and the other property owners to compensate for the line's deficit. This contract was signed on 23 June 1906.

For the line westwards through Charlottenburg, the following stations were to be built:
 Bismarckstraße (today's: Deutsche Oper)
 Sophie-Charlotte-Platz
 Kaiserdamm
 Reichskanzlerplatz (now Theodor-Heuss-Platz, the terminus)

On 16 March 1908, the Emperor Wilhelm II, opened the line, following the "ministerial trip", the first service on the line. It was officially inaugurated on 29 March 1908. The two existing lines did not continue to Reichskanzlerplatz; instead, a third line was established, operating only between Bismarckstraße and Reichskanzlerplatz.

Because of the greatly extended length of the line, a new workshop was desirable as the previous workshop in Rudolfstraße (or Warschauer Brücke) was now no longer adequate. Therefore, the elevated railway company sought a suitable site. Since the Prussian forest administration wanted to market its site of the Grunewald profitably, the interests of both partners were met. The railway company bought only  of land to build its new operations workshop. At the same time, it undertook, to build an extension of the line to a station at the stadium (now Olympia-Stadion). The elevated railway company received a grant from the Forestry Administration of 200,000 marks to support this project. Services would only be operated there on special occasions. The shell of Neu-Westend station was built with the extension to the stadium station, as there was insufficient traffic to justify completing the station at that time. The new extension was completed on 8 June 1913. The nearby Unterspreewald power station on Wiesendamm in Ruhleben, which was built for the U-Bahn power supply, had already started operation in 1911.

The central line

After the so-called "stem line" had been extended to Wilhelmplatz (now Richard-Wagner-Platz) in Charlottenburg, the elevated railway company planned to connect the Berlin city centre to the new U-Bahn. The city of Berlin, however, prohibited this because, given the success of the first line, it had made its own plans for the construction of a metro. But the highest decision-maker, the Berlin Police chief, intervened and approved the plans.

The elevated railway company planned to run the new line in a straight line under Leipziger Straße from Potsdamer Platz to Spittelmarkt. The "Große Berliner Straßenbahn" (Greater Berlin tramway company), which operated a line along this street, prevented the realisation of these plans by threatening claims for damages, with the support of city of Berlin.

The negotiating partners finally agreed to a long-term route through Spittelmarkt, Alexanderplatz and Schönhauser Allee to Nordring station. The plans initially included the stations of Kaiserhof (now Mohrenstraße), Friedrichstraße (now Stadtmitte), Hausvogteiplatz and Spittelmarkt. The line was later to continue via the following stations: Inselbrücke (now Märkisches Museum), Klosterstraße, Alexanderplatz, Schönhauser Tor (now Rosa-Luxemburg-Platz), Senefelderplatz, Danziger Straße (now Eberswalder Straße, an elevated station) and Nordring (now Schönhauser Allee, an elevated station).

As the section of the line through Spittelmarkt would be very complex and expensive due to the need to tunnel under the Spree, the plans provided for a (cheaper) elevated line in Schönhauser Allee as compensation. Construction began on 15 December 1905. Potsdamer Platz station, which then had side platforms, was demolished to enable the extension. The new Leipziger Platz (now Potsdamer Platz) station was opened 200 metres away on 28 September 1907.

Spittelmarkt station was built under Spittelmarkt square in 1908. This lies directly next to the Spree, so the subsoil is very wet. Piled foundations were necessary to prevent the station subsiding. A windowed gallery was built on the Spree. It was closed in the Second World War and only reopened in 2004.

The "Spittelmarkt line" was officially opened on 1 October 1908. There were now four different services on the U-Bahn network, two of which used the new line:
 Warschauer Brücke – Potsdamer Platz – Spittelmarkt, and
 Wilhelmplatz (Charlottenburg) – Wittenbergplatz – Potsdamer Platz – Spittelmarkt.

Construction of elevated line in Schönhauser Allee

In March 1910, construction began on the extension of the "Spittelmarkt line" (now also called the "Centrumslinie"—central line) to the north. There were also some challenges here. After the Spittelmarkt station, the line runs along the banks of the Spree. Therefore, a ramp had to be built to pass under the river bed. Inselbrücke ("island bridge", now Märkisches Museum) station was built there at a depth of about six and a half metres. Because the station was so deep, it was built with an impressively high barrel vault that covers the platform, which is rare in Berlin. It and Platz der Luftbrücke station are the only column-free U-Bahn stations in Berlin.

Beyond this station, the line crossed under the Spree and swung under Klosterstraße, where the station of the same name was located. Since there were plans at the time to build a branch line under Frankfurter Allee, space was left in the middle of the platform area for another track. Today a line runs on a similar route from Alexanderplatz to Frankfurter Allee. The Central line continued from Klosterstrasse to Alexanderplatz. During the building of Alexanderplatz station, care was taken to ensure that stairs to other lines could later be added. The line between Spittelmarkt and Alexanderplatz was opened on 1 July 1913. The line between Alexanderplatz and Wilhelmplatz quickly became the most used U-Bahn line.

This extension ran to Schönhauser Allee. Schönhauser Tor station (now Rosa-Luxemburg-Platz) was the first station under today's Torstraße. Since Schönhauser Allee was wide enough, there were no problems with the construction of the tunnel.

The next station was as Senefelderplatz. Beyond this, a ramp emerges from the tunnel and runs to the former Danziger Straße station (now Eberswalder Straße). As mentioned, this was built as an elevated railway, because the tunnel section at Spittelmarkt was very cost-intensive and the construction of the elevated railway on the broad Schönhauser Allee was very cheap.

After Danziger Straße station there was a longer elevated viaduct to the former Nordring station (now Schönhauser Allee). There, the existing Ringbahn was crossed, not underground, but on an even higher level. The S-Bahn now runs in a cutting there. This was the terminus of the line. The extension from Alexanderplatz to Nordring was opened just three and a half weeks after the line to Alexanderplatz was opened on 27 July 1913.

The new Gleisdreieck

One of the most dangerous places of the entire U-Bahn network was found at the triangular rail junction at Gleisdreieck, which connected the main line between Warschauer Brücke and Zoologischer Garten with the branch line to Potsdamer Platz. This branch was protected only by signals, so that driver inattention could easily lead to a disaster, as happened on 26 September 1908. A U-Bahn train ran into the side of another train, forcing two carriages off the track. One carriage fell over the viaduct and 21 passengers died. As a result, it was decided to change the configuration at Gleisdreieck.

Construction began in May 1912 to replace the triangular junction with two lines built as a grade-separated cross with a new Gleisdreieck interchange station at the intersection. These lines now form part of U1 and U2. The new work was carried out largely with full services operating, although services were briefly interrupted on each line. On 3 November 1912, the new Gleisdreieck station was opened but construction was not completed until August 1913. The connecting track from the Pankow direction to the Warschauer Straße direction continued to be open until the completion of work for use by construction supply trains.

Two new termini

The small profile network was only slightly expanded during the Weimar Republic. There has been regular train traffic to Stadion since 1913 and Neu-Westend station, which was already partly built at that time, was finally opened on 22 May 1922.

The new Gleisdreieck station was also completed to form a cross; the "relief line" from Gleisdreieck via Kurfürstenstraße to Nollendorfplatz was opened on 24 October 1926. The austere Kurfürstenstraße station testifies to the difficult financial situation of that time. Nollendorfplatz station was also completely rebuilt and rearranged as part of the construction of the relief line, since the U-Bahn of the formerly independent city of Schöneberg (today's line U4) was still operated independently, although it was now part of the City of Berlin.

The former "stem line" from Nordring to Stadion was extended by one station in each direction. Pankow station (now Vinetastraße) was built in 1930 to its north. There was one main reason for its construction: trains ran so often to Nordring station that it was not possible to reverse them on the viaduct. It was much easier to provide a reversing facility underground. A further planned extension to Breiten Straße in Pankow or to Pankow S-Bahn station was not built at that time and construction did not recommence until 1997. At the opposite end, the line was extended by one stop to the new terminus of Ruhleben on 22 December 1929. This line ran on an embankment. An extension through a garden and industrial area to nearby Spandau was planned to start a little later. However, the Great Depression and the Second World War prevented these plans from being carried out and the 1929 extension remains the western end of the U2.

Nazism and the Second World War
After the seizure of power of the Nazis two stations on line AI were renamed after people highly regarded by the Nazi party. Reichskanzlerplatz station (now Theodor-Heuss-Platz) was renamed Adolf-Hitler-Platz on 24 April 1933. Schönhauser Tor station (now Rosa-Luxemburg-Platz) was renamed after SA ("Brownshirts") Sturmführer (lieutenant) Horst Wessel on 1 May 1934.

Under the plans to transform Berlin into "Germania" in 1939, the route of line A at that time would have changed relatively little compared to other plans of the time. In addition to the northern extension to Pankow, referred to in the plans as Pankow (Breite Straße), which had been planned for years, the elevated line at Gleisdreieck was to be dismantled and replaced by a new, underground and direct route to Bülowstraße. The proposals for an extension to Spandau that were made in previous and later plans were not incorporated. The proposed lines FI and FIII served this purpose. The first tunnel work started at what is now Theodor-Heuss-Platz, but was stopped in 1941. It was intended that work would resume after the predicted "final victory".

After the war began on 1 September 1939, the order was given to all modes of transport to only run with darkened headlights. This affected not only the trains, but also to the S-Bahn and U-Bahn stations—only a few lights were left on.

In the autumn of 1943, when the Allied bombing of Berlin increased sharply, many people took refuge in U-Bahn stations. The official regulations stated that at the sound of an air raid siren, all U-Bahn stations were to be closed, however this rarely happened and many people mistakenly believed that they were protected from air raids. For example, the entrance to Senefelderplatz station collapsed as a result of a bomb during the raids that occurred on November 3 and 4 in 1943. In 1944, as the air raids continued, the Berliner Verkehrsbetriebe had trouble keeping the U2 line in operation, as many stations were affected such as Gleisdreieck, Nollendorfplatz, Olympiastadion, Potsdamer Platz, and Klosterstraße.

In 1945, the situation deteriorated further and the U-Bahn operated only as a shuttle between some stations. The entire U-Bahn came to a standstill on 25 April 1945.

Shortly before the end of the Battle of Berlin on 2 May 1945, SS troops blew up the North-South tunnel of the S-Bahn at the Landwehr Canal, which in addition to flooding the S-Bahn tunnel also caused water to flow through connecting passages into the U-Bahn network. Line AI was completely under water between Alexanderplatz and Potsdamer Platz stations and it took a long time to repair the damage.

New beginning after the war

The repair of the U-Bahn network began after the German surrender. On 14 May 1945, the first trains had already begun running in the area around Hermannplatz. The first shuttle trains were able to run on line AI on the section of line between Knie and Kaiserdamm as well as between Kaiserdamm and Ruhleben on 17 May. The stations renamed Reichskanzlerplatz and Schönhauser Tor during Nazi Germany were returned to their original names. In the following months, further sections were reopened on 18 September trains on line AI between Pankow and Potsdamer Platz and between Gleisdreieck and Ruhleben, while the section between Potsdamer Platz and Gleisdreieck was operated in shuttle mode.

The division of the city and 17 June 1953
The beginning of the Cold War and its first major escalation, the Berlin Blockade in 1948/1949, caused great uncertainty among Berliners. Many West Berliners avoided East Berlin. This created new traffic flows that bypassed the eastern sector. Berliner Verkehrsbetriebe, the operator of the U-Bahn, was split in 1949 into an eastern and a western company. While bus and tram lines now ended at the sector border, the U-Bahn continued to operate in both sectors.

Kaiserhof station was returned to operation under the name of Thälmannplatz on 18 August 1950, the sixth anniversary of Ernst Thälmann's death. This made line AI fully operational again. The station in Wilhelmplatz in the heart of the government district was called after the Hotel Kaiserhof, because the name Wilhelmplatz had already been assigned to a U-Bahn station that had been built in Charlottenburg a few years earlier (now called Richard-Wagner-Platz). The wife and daughter of Thälmann, Rosa and Irma, attended the opening ceremony and the renaming of the square as Thälmannplatz. Since the government of East Germany mainly occupied offices in the old government district of Wilhelmstrasse, it wanted an impressive station. It is unique in Berlin because of its construction in Saalburg marble in the style of the 1950s. The East Berlin press described it as the most beautiful in Berlin.

At the beginning of 1953, the Western BVG installed loudspeakers at the last stations in the western sectors, warning of the crossing into the Soviet sector. Turnback facilities were set up at these stations to allow the trains to terminate there if necessary. In addition, the timetable was designed so that when a U-Bahn train ran east, another train ran west at the same time. As a result, the West would lose only a few U-Bahn sets to the East in the event of an incident.

This proved itself in June of the same year, when East Berlin workers responded with protests to an increase in the Arbeitsnorm ("work norm": the quantity of work required to be performed in a shift). News of the 17 June 1953 uprising spread like wildfire across the GDR. About 20,000 strikers demonstrated not only against the norm increases, but also against the general conditions in the country. The BVG East stopped U-Bahn operations and Deutsche Reichsbahn stopped S-Bahn operations at the border at 11 am. The western trains now ended in the new turnback facilities. In total, the West Berlin BVG lost only 18 trains due to the well thought-out timetable. The northern section of line D, including the stations of Voltastraße and Gesundbrunnen, which had no connection to the rest of the West network, was closed.

The traffic situation returned to normal after a few days after the bloody suppression of the uprising. As a consequence of the experience of 17 June, the Western BVG established a new route of the AII from Krumme Lanke to Kottbusser Tor which was independent of East Berlin, but which was soon abandoned. In addition, the Schöneberg line now ran only as far as Nollendorfplatz, not as previously to Warschauer Brücke.

The construction of the Wall

The construction of the Berlin Wall to seal off the sector boundary between the two parts of Berlin resulted in line A also being split into two, as it crossed the city from east to west. On the orders of the then GDR Interior Minister Karl Maron, trains on the section of line A (now U2) in East Berlin terminated at Thälmannplatz station (now Mohrenstraße).

Lines C and D (now U6 and U8) of the West Berlin BVG were left alone, but the stations located in the eastern sector were closed (becoming ghost stations). Connections were not allowed from the eastern section of line A and lines C and D or at Stadtmitte and Alexanderplatz stations.

Maron had originally assumed that the West Berlin BVG would terminate their trains on the western section of line A at Potsdamer Platz, but in fact the trains were terminated one stop earlier, at Gleisdreieck. Tracks to allow trains to change direction here had been built in the early 1950s as a precaution. Therefore, the East Berlin BVG used the reversing tracks at Potsdamer Platz and occasionally even ran its trains into West Berlin.

The splitting of line A and the closure of those stations on lines C and D under East Berlin completed the split of the unified Berlin public transport network, as the trams and buses had not crossed the sector border since 1953. The Berlin S-Bahn ran throughout Berlin at the direction of the GDR-controlled Deutsche Reichsbahn and therefore never formed part of the unified public transport network.

One consequence of the 13 August 1961 crisis was that the S-Bahn was increasingly boycotted in West Berlin. Often the slogans chanted were, "The S-Bahn driver pays for the barbed wire" or "No more pennies for Ulbricht". So West Berliners took the U-Bahn, the bus and—if still available—the tram.

Line A (U2) in East Berlin
The split of the U-Bahn network left only two lines under the direction of BVG-Ost. The first was the whole of line E (now U5) from Alexanderplatz to Friedrichsfelde, which was opened in 1930. The second line was the eastern part of the line A, mainly opened through the city centre and to Pankow in 1908–1913. Both these lines crossed in the center of East Berlin at Alexanderplatz, where there was a connection to the S-Bahn. The other two lines in the district centre were under the control of West BVG. The stations located in the Eastern sector were closed and bricked-up, treated as ghost stations. These stations were patrolled by GDR security forces to stop East Berliners escaping to the West via the U-Bahn.

The U-Bahn network played a less important role in East Berlin than in West Berlin. The focus in the East was more on the extensive S-Bahn and tram networks. In 58 years (1930–1987), only one new U-Bahn station (Tierpark) was built in the eastern part of the city, while the S-Bahn expanded and many new tram lines were built.

Plans were made to use the part of line C (now U6) on East Berlin territory and to extend line A through the city centre in a tunnel along the Friedrichstraße, but these were not put into action.

The stations of Stadtmitte, Hausvogteiplatz, Spittelmarkt, Rosa Luxemburg-Platz and Senefelderplatz were remodelled and given new wall tiles in the 1960s, all for show, as U6 ran through without stopping. In 1987, the stations of Markisches Museum and Klosterstraße were remodelled, as part of the rebuilding for the celebration of 750th anniversary of Berlin, with artistic representations of the urban development of historic buses and trams instead of advertising space that is typically found in non-socialist economic systems. Alexanderplatz station did not change and is still preserved almost in its original condition and Potsdamer Platz, which was unused for 32 years, also did not change.

New Station: Bismarckstraße
Due to the S-Bahn boycott and closure of the tram network, the U-Bahn was expanded in West-Berlin. However, this affected only the more modern large-profile network (today's U6 to U9). Construction projects on the small-profile network were limited to the construction of new interchanges on new U-Bahn lines.

On the route of today's U2, work of this nature was carried out in 1978 in Charlottenburg between the current stations of Deutsche Oper and Sophie-Charlotte-Platz.

During the construction of line 7, a line that connects several district centres with each other outside of the actual city centre, several existing lines were crossed. These included lines 4, 2 (now U3), and 1 (now U2). The intersection of lines 1 and 7 was in Bismarckstraße / Wilmersdorfer Straße, 380 metres west of Deutsche Oper station. Despite the short distance between the sites, a new station was built to enable interchange.

Before the beginning of work on line 7 and Bismarckstraße station, the shuttle line from Deutsche Oper to Richard-Wagner-Platz (called "line 5" in the timetable) was closed. This connection was replaced by the new line 7.

As the already 70-year-old tunnel of Line 1 consisted only of weakly reinforced concrete, the BVG simply removed the existing tunnel and rebuilt it with a completely closed reinforced-concrete frame. After that the station was built as a multi-level structure, connecting to street level. The new line 7 platform was 110 metres long and 11.6 metres wide. In contrast, two uncomfortable side platforms, each of which was 4.5 metres wide, were built for the small-profile line. To enable the construction of a central platform, the tracks would have had to be separated and the line closed for a long time. The new station was opened under the name of Bismarckstraße together with the extension of line 7 on 28 April 1978.

Temporary uses of the elevated line

Flea market, Turkish bazaar and museum tram

The line in West Berlin between Gleisdreieck and Potsdamer Platz near the border with the East had been disused since the wall was built on 13 August 1961. The section between Wittenbergplatz and Gleisdreieck via Nollendorfplatz and Bülowstraße was rarely used because it was no longer possible to continue to East Berlin at the time. For economic reasons, operations on that section of line, then designated as line 2, were also discontinued on 1 January 1972. Subsequently, trains on line 2 from Krumme Lanke ended at Wittenbergplatz.

The unused elevated railway line through the north of Schöneberg was then used temporarily for several purposes. The tunnel from Wittenbergplatz towards Nollendorfplatz was used for reversing trains since there was no other way for trains on line 2 to reverse.

A flea market popularly known as the Nolle operated at the elevated station of Nollendorfplatz in 16 decommissioned U-Bahn cars from 1973. There was a new restaurant on the tracks operated by Heini Holl, which was called Zur Nolle.

An operation similar to Nollendorfplatz station was built at Bülowstraße—this was where the Berliner Jahrmarkt (funfair) began in 1975. Since this project was unsuccessful, it closed a year later. A new business concept started on 28 May 1978. The U-Tropia – Bahnhof der Nationen (station of nations) project was set up in two U-Bahn cars that were no longer required. The cars were equipped with toilets and many things were sold in the station itself.

In order to increase the attractiveness of the two markets, the BVG established a shuttle service of museum trams on the elevated railway in August 1978. But U-Tropia closed during the next winter. As no new project had been established at Bülowstraße station, the shuttle service closed. In September 1980, the Türkischer Basar (Turkish bazaar) project opened at Bülowstrasse station. This market was successful and continued until the elevated railway was reopened for U-Bahn traffic. The shuttle service on the elevated railway was discontinued on 28 February 1991.

Test track for automatic train operation
After installing Linienzugbeeinflussung (a cab signalling and train protection system) on the line U9, the SelTrac operating system of SEL was tested without passengers on part of the unused section of the elevated railway from 1977 to 1981. This made it possible to run at an absolute braking distance and thus allowed trains to run closer together. The tracks, excluding the section between the U-Bahn stations of Bülowstraße and Potsdamer Platz, which was being used for other purposes (markets and storage facilities), were equipped with inductive loops for this experiment. SelTrac equipment was installed on two small profile two-car sets. A system was installed with operations management, a dispatching centre, an operations centre, turnout controls and station facilities. The conductor loops were used to transfer movement authorities and other information, as well as location data. For this purpose, the maximum 3.2 km-long inductive loops intersected every 25 metres.

The M-Bahn

U-Bahn services only operated on the upper platform of Gleisdreieck station used by line 1, while there were no passenger services on the lower level. At the request of the Senate of Berlin, the House of Representatives decided on 2 December 1980 to make available the section of the line that had been used in the automatic SelTrac test mode since 1977 to AEG for Maglev test operations. The Senate planned to convert the small profile network of the U-Bahn to magnetic levitation, but this raised considerable concerns in the BVG. Construction work on the new facilities began in December 1983. In addition to the lower platform of Gleisdreieck station, the stations of Bernburger Straße (roughly at the site of today's Mendelssohn-Bartholdy-Park station) and Kemperplatz were established. The first measured trials on this 1.6 kilometre-long line started a year later. On 19 December 1988, there was an accident at the terminal station of Kemperplatz due to an operating error with the control system when an unoccupied M-Bahn test train went beyond the end of the track, broke through a glass wall and got stuck six metres above the ground.

The public was allowed to try out the M-Bahn, as it was called from then on, for free from 28 August 1989. The final approval for the M-Bahn to operate as a new passenger transport system was given by the technical supervisory authority on 18 July 1991. As a result, passengers had to pay the usual BVG tariff for an M-Bahn journey. Just two weeks later, the M-Bahn had to stop operating to make room for construction work to reopen the section of the U2 U-Bahn line that had been closed 30 years earlier. The facilities of the M-Bahn were dismantled and initially stored, as it was intended that they would later be reused for a connection to Schönefeld Airport. This idea was later discarded and the material scrapped. There are no remains of the line. An M-Bahn car is displayed at the Oldtimer Museum Rügen in Prora on an original piece of the line.

Fall of the wall and reunification of the networks
After the opening of the border on 9 November 1989, numerous temporary measures were taken to cope with the huge cross-border traffic. While S-Bahn services were quickly restored at Friedrichstraße station, it was not possible to reconnect line A quickly after it had been disrupted for 28 years.

However, the so-called "ghost stations" (closed stations, which were passed without stopping) on the U6 and U8 reopened, so interchange was enabled from East Berlin's line A to West Berlin's U6 and U8 at Stadtmitte and Alexanderplatz stations respectively.

On 1 July 1990, East Berlin's lines A and E were integrated into the western numbering scheme of the BVG. Line A was given the line number "U2". That led to a three-year-long curiosity, since the two U2s were not yet connected. Three months later, on 3 October 1990, the day of the reunification, the Berlin U-Bahn network was largely free of "Communist " station names, which were mostly replaced by politically neutral names. This involved renaming two stations on the U2 line: "Dimitroffstraße" to "Eberswalder Straße", and "Otto-Grotewohl-Straße" to "Mohrenstraße".

The new station name of Eberswalder Strasse resulted from a power struggle between the Senate and Prenzlauer Berg district: since the latter refused to rename the former Danziger Strasse, which was named after the Bulgarian Communist Party leader Georgi Dimitroff. The BVG, on the order of the senator responsible for transport matters, renamed the elevated station after the street opposite, even though Eberswalder Straße was much less significant. It has retained its name after Dimitroffstrasse was returned to its original name in 1995.

Against the resistance from the conservative side, however, one name was retained: since Rosa Luxemburg also has numerous streets and squares named after her in western Germany, it was not possible to rename Rosa-Luxemburg-Platz back to Schönhauser Tor.

In 1991, work began on rebuilding the missing link between the two parts of the U2, the section from Wittenbergplatz via Gleisdreieck and Potsdamer Platz to Mohrenstrasse. This required some obstacles to be overcome and problems to be solved. The interim uses applied in the Schöneberg elevated stations described above had to be ended and the M-Bahn line had to be dismantled. In the area of Potsdamer Platz station directly below the former border, the numerous security and border installations had to be removed.

Finally, after numerous renovations, conversions and demolitions, the two lines were reconnected on 13 November 1993. At the time of the reopening, services on the Berlin small profile network were rearranged:

 U1, previously Ruhleben – Schlesisches Tor, now Krumme Lanke – Schlesisches Tor
 U2, previously Krumme Lanke – Wittenbergplatz (West) and Mohrenstraße – Vinetastraße (Ost), now Vinetastraße – Ruhleben.
 U3, previously Uhlandstraße – Wittenbergplatz, now as U15, Uhlandstraße – Schlesisches Tor.
 a new night service, U12, Ruhleben – Schlesisches Tor, on the route of the former U1. However, the U12 was discontinued in 2003 when night services were introduced on the weekend on almost all Berlin U-Bahn lines.

Two new stations in late 1990s

When the U2 reopened in 1993, preliminary work had been carried out on a new station on it. At the time, the ramp between Gleisdreieck and Potsdamer Platz stations had to be built completely rebuilt to enable the 120-metre-long station to be completely horizontal. Therefore, the ramp was redesigned and built a little steeper. The need for this station arose from the completion of new developments around Potsdamer Platz. A station with the provisional name of Hafenplatz was built by the BVG with two side platforms and opened as Mendelssohn-Bartholdy-Park station on 1 October 1998. The construction works were done without impeding the operation of U2. The station, designed by the architects Hilmer & Sattler und Albrecht is 619 m from Potsdamer Platz and 469 m from Gleisdreieck stations.

For decades, there had been plans for an extension of the U2 to Pankow S-Bahn station. In 1930, the line had been extended to Vinetastraße. A further extension towards the north was not built due to the Great Depression. Even during the Nazi era, the development plans always provided for the U2 to go at least to Pankow station or even to Pankower Kirche. It was the same in the GDR in the late 1980s, there were even announcements made about its construction. This was mainly because BVG lacked a workshop for small-profile rolling stock. All trains were serviced either in the Friedrichsfelde large-profile workshop or in the Reichsbahn's Schoeneweide workshop, which acquired the function of a main workshop. These premises were no longer considered acceptable and so space was sought for a new workshop, since the existing (very small) workshop at Rosa-Luxemburg-Platz station did not meet the requirements. This was to be built east of the Pankow freight yard on Granitzstraße. As part of these plans, the U-Bahn line would be extended by one station. Part of the planned tunnel extension was completed in 1988; after the fall of the wall, the tunnel has converted into a reversing facility.

It was not until the mid 1990s that an extension began to be considered again. New interchanges were provided between the S-Bahn and U-Bahn at numerous points on the U-Bahn network, this included the extension of the U2 to Pankow. The groundbreaking ceremony for this new expansion of the network took place on 13 June 1997. The construction of a new small-profile workshop, as announced in GDR times, was also considered. While it was decided not to proceed with this project, since the current Grunewald workshop could carry out all work required without capacity problem, the foundations of a connection to a workshop were provided. Extremely difficult ground conditions, the high water table and the discovery of a medieval settlement slowed progress significantly. On 16 September 2000, the new line was opened with a new station providing interchange to the S-Bahn. The estimated cost of the works was DM 126 million, but it ended up costing only DM 105 million. During the planning, the new station was referred to as "Bahnhof Pankow", but the BVG opened it under the name "Pankow".

The 110 metre-long U-Bahn station with its blue, white and yellow colour scheme had skylights, which were rare in the Berlin U-Bahn network, to enable natural light to penetrate into the station. It was designed by the architect Orlando Figallo. During the construction, a generous entrance building was built at the same time with a lift and escalators to provided convenient connections to S-Bahn line S2 to Bernau. There are also still plans according to which the U2 line would be extended to the old parish church in Breiten Straße in Pankow. This plan is also included in the Berlin Senate's 2030 financial scenario. This is considered a medium-term priority.

The two stations were the first built on Berlin's small-profile network in decades.

Further renovation and modernisation

An extensive renovation program is currently being carried out on line U2 and this will continue for the next few years. The Senefelderplatz–Vinetastraße section was closed for several months for the opening of the section to Pankow station. Nevertheless, the stations and the track of the former line A suffered considerably during the GDR era, so the remaining stations in former East Berlin also had to be renovated. Märkisches Museum station was refurbished in 2003 and now also has a lift. The large interchange station of Alexanderplatz also received an all-round renovation and five lifts were installed. BVG had Olympia-Stadion station completely renovated for the 2006 FIFA World Cup for €4.47 million. In addition to new platform slabs and the refurbishment of the entrance building, it received two lifts that can be reached by an independent bridge from the station forecourt.

Another renovation project is also under way on the Alexanderplatz–Stadtmitte section. Here the BVG plans to restore Stadtmitte, Hausvogteiplatz and Spittelmarkt stations to their original condition. The renewal of Spittelmarkt station has already been completed. The window gallery has been reopened there and the walls at the rear of the track have been decorated with newly fired ceramic tiles displaying various historical cityscapes.

In addition, the BVG found in 2005 that a bridge between the Gleisdreieck and Bülowstraße stations, which dates back to the early days of the Berlin U-Bahn and was not renovated after German reunification has been significantly damaged. The renovation of the structure, which lies directly above the tunnel mouth of the North–South mainline tunnel, started on 18 August 2006 and was originally intended to last until the end of the year. Due to problems with the manufacturing of the new steel bridge, the BVG extended the construction work until March 2007. During this period, the U2 was interrupted: the eastern Pankow–Gleisdreieck section was operated almost independently—apart from the connection at Alexanderplatz U-Bahn station. Only push-pull trains ran every ten minutes between Gleisdreieck and Potsdamer Platz due to the difficult situation. The western Ruhleben–Wittenbergplatz section was extended to Warschauer Strasse and formed the new line U12. At this time the Nollendorfplatz–Bülowstraße–Gleisdreieck section was closed. Line U1, on the other hand, was shortened to the Wittenbergplatz–Uhlandstraße section, as in earlier times, while services on line U3 was extended by two stations to Gleisdreieck during the peak. In a €7–8 million reconstruction, the bridge was straightened at the same time, which enabled the top speed to be increased from 40 to 50 km/h. Other projects, such as the modernisation of the U1 elevated line or Jannowitzbrücke station were delayed due to the €8 million renovation that had not been included in the BVG budget. Regular traffic on the U2 line was resumed on 19 March 2007 after the construction work had been completed.

After the fire at Deutsche Oper station, the BVG decided to retrofit all stations that had only one exit with a second exit for safety reasons. Since the spring of 2006, the stations of Theodor-Heuss-Platz, Sophie-Charlotte-Platz and Deutsche Oper have had a second exit installed at the other end of the platform.

In addition to the renovation program, the installation of lifts continues. In recent years Schönhauser Allee, Märkisches Museum, Alexanderplatz, Stadtmitte, Gleisdreieck, Theodor-Heuss-Platz, Olympia-Stadion and, in early 2009, Potsdamer Platz station, which is very important for tourists, have been given a lift.

The 1.7 km-long viaduct of the elevated railway between the stations of Pankow and Senefelderplatz was extensively renovated in 2009 and 2010 at a cost of almost €100 million. Eberswalder Straße station received a lift as part of this work. This means that 20 of the 29 stations had barrier-free access in 2015.

Timetable
Since the timetable change on 12 December 12 2004, only every second train has operated to Ruhleben during peak and off-peak hours; the others stopped short at Theodor-Heuss-Platz. Since 1990, there has been continuous night services on Friday and Saturday nights on the Ruhleben–Wittenbergplatz route (then line U1). In 2003, this was extended to the entire U2 line. There was already a ten-minute night service on the Vinetastraße–Mohrenstraße (then Otto-Grotewohl-Straße) route in East Berlin.

Increase in frequencies
Under the Berlin Senate's local transport plan for 2019–2023 the frequency is to be increased to 3.3 minutes by 2023 during the peak hour.

Future Plans
There are still plans to extend the U2 towards Pankow Kirche or Rosenthaler Weg. This extension is the only development of the small-profile network included in the Berlin Senate's financial scenario for 2030.

In the west, an extension is planned from Ruhleben to Stadtrandstraße, via Ruhlebener Straße, Tiefwerder Weg, Rathaus Spandau, Flankenschanze, Zeppelinstraße, Westerwaldstraße, Falkenhagener Feld and Stadtrandstraße. It has been deferred to after 2030 because the expected patronage is not high enough to justify the extension.

Notes

References

Berlin U-Bahn lines

U2 (Berlin U-Bahn)