Vera Vasilievna Smirnova (în , ) a fost o scriitoare sovietică de cărți pentru copii, critic literar și memorialist. A publicat popularele cărți pentru copii "Gheroi Elladî" și "Devociki". A fost sora regizoarei Aleksandra Smirnova-Iskander.

Biografie
Vera Vasilievna Smirnova s-a născut în 1898 în orașul Sankt Petersburg, unde tatăl ei, originar dintr-o familie de țărani, a lucrat ca paznic la Academia Imperială de Arte Frumoase.

În anul 1903 tatăl a obținut postul de portar la Banca Ruso-Asiatică și s-a mutat cu familia la Novîi Marghelan (în prezent — Fergana; în perioada 1907-1924 orașul a fost numit Skobelev).

Vera Smirnova a absolvit cu medalia de aur Gimnaziul de Fete din Skobelev, a urmat cursuri pedagogice, iar din toamna anului 1914 a predat timp de doi ani într-o școală primară.

Începând din toamna anului 1916 a urmat cursuri de filologie-istorie la Institutul de Educație Feminină Bestujev din Petrograd și a frecventat în același timp studioul teatral V. Меyerhold.

La sfârșitul anului 1917 Vera Smirnova s-a întors în Fergana, unde a lucrat la biblioteca orășenească, a înființat și condus un teatru pentru copii, a scris piese de teatru pentru copii și le-a pus în scenă. Începând din anul 1922 a predat limba și literatura rusă și științele sociale la o școală din oraș.

S-a căsătorit cu pictorul Mihail Ianțîh, iar în anul 1923 s-a născut fiica lor, Irina. În anul 1925 a plecat la Kiev, la sora ei, Aleksandra, care era regizoare de teatru.  Vera Smirnova a început să scrie recenzii de spectacole. În 1927 a apărut la Kiev volumul «Глиняный кувшин», care conținea poezii dedicate Asiei centrale (coperta cărții a fost ilustrată de Mihail Ianțîh).

În 1929 Vera Smirnova s-a despărțit de soțul ei și s-a mutat la Moscova. În 1930 a început să lucreze ca redactor asistent la departamentul de copii al editurii Molodaia Gvardia. A publicat cartea de basme «Манои» («Мастерская детских игрушек»), care a stârnit interesul criticilor și dezbateri aprinse. În anii 1930, Vera Smirnova a lucrat în redacția pentru copii a radiodifuziunii, la Teatrul Central pentru copii  (în prezent Teatrul Academic Rus pentru tineret) și în consiliul editorial al revistelor «Мурзилка» și «Пионер». Poveștile ei pentru copii au fost publicate în reviste și culegeri. Printre cărțile publicate se numără «Два сердца» (1930), «Чудесные превращения одного стула» (1930), «Заморяне» (1931) și altele.

În aceiași ani Smirnova a scris piesa «Токмаков переулок» pentru «Бауманского театра рабочих ребят», bazată pe un materialul documentar și prezentând viața copiilor și adolescenților din raionul Bauman al Moscovei. "Băieții de la școlile vecine au mers la acest spectacol de două-trei ori. S-au văzut pe scenă pe ei înșiși, pe părinții lor, pe vecinii lor", își amintea scriitoarea Evghenia Taratuta. Pentru Teatrul Central pentru copii Vera Smirnova a scris piesa «Сказки Андерсена», care a fost pusă în scenă la Teatrul Național de la Oslo în 1938.

La sfârșitul anilor 1930 Vera Smirnova a condus cenaclul literar de la Casa pionierilor din Moscova. Unul dintre foștii participanți la acel cenaclu, viitorul etnograf și istoric Vladimir Kabo își amintește: "Vera Vasilievna a fost un om minunat: critic literar și scriitor pentru copii, ea a fost, de asemenea, un profesor remarcabil, care a știut cum să găsească drumul către inimile și mințile adolescenților îndrăgostiți de literatură și care visau la o carieră literară. Ea ne-a vorbit serios ca și cum am fi fost adulți și noi am apreciat asta. Ea i-a văzut și cunoscut pe toți, i-a iubit și apreciat pe adolescenți". Cu mulți foști elevi ai cenaclului Vera Smirnova a continuat să păstreze legătura și să corespondeze mulți ani.

În 1935 a murit fiica ei cea mare, Irina. Vera Smirnova s-a căsătorit cu un editorul și jurnalistul Ivan Ignatievici Halturin. Cei doi au avut un fiu pe nume Vladimir.

La comanda editurii Dettghiz Vera Smirnova a lucrat timp de aproape doi ani la o carte intitulată "Povești despre copilăria lui Iosif Stalin", dar însuși Stalin a interzis cartea: "Autoarea a fost indusă în eroare de vânătorii de basme", — a scris el într-o scrisoare adresată directorului editurii. În 1939 a publicat cartea pentru copii "Tovarășul Sergo" despre revoluționarul Sergo Ordjonikidze.

Încă din 1940, Smirnova s-a ocupat cu activitatea de critică literară, publicând articole despre teatru și  literatura contemporană în mod regulat în publicații periodice și antologii.

În timpul războiului, a fost refugiată, împreună cu fiul ei, la Cistopol, trecând împreună cu familiile altor scriitori prin toate greutățile traiului în refugiu. Ea a lucrat la o școală, la o grădiniță și la o unitate locală de radio.

În 1943 Vera Smirnova s-a întors la Moscova. În anii 1943-1945 a fost șefa secției de proză a revistei «Знамя». Apoi a fost șefă de catedră la Institutul de Literatură Maxim Gorki, a predat un curs de literatură pentru copii, a condus seminarul de critică literară și a fost membră în consiliul editorial al revistei  «Пионер».

În anii 1950 au apărut două dintre cele mai cunoscute și mai publicate cărți ale Verei Smirnova: miturile Greciei Antice repovestite pentru copii — "Eroii Eladei" (1953) și romanul "Fetele" (1959). Evghenia Taratuta își amintește povestea Verei Smirnova despre cum a apărut ideea cărții "Eroii Eladei": "În timpul războiului, în refugiu, când fiul ei Volodea a căzut grav bolnav și zăcea în spital, el i-a cerut să-i citească ceva, dar nu aveau cărți. Apoi Vera Vasilievna a început să-și amintească miturile și scria seara poveștile pe care și le amintea, apoi le spunea a doua zi fiului ei și băieților din camera lui. "Poate că pot fi numite a treisprezecea muncă a lui Heracle, dar poveștile despre acesta l-au ajutat să se recupereze pe Volodea și pe tovarășii săi!"— a spus Vera Vasilievna. Și apoi, ea a adunat aceste povestiri într-o carte..."

Eroina cărții "Fetele" sunt mica nepoata a Verei Smirnova și fiica ei Irina; acțiunea are loc în Kiev, la sfârșitul anilor 1920, iar toate celelalte personaje și evenimente sunt luate, de asemenea, din viața reală. Cartea prezintă aventurile amuzante și emoționante a trei fete, viața lor de zi cu zi, jocurile, certurile, visele și descoperirile făcute.

Fiul Verei Smirnova, Volodea, a murit în mod tragic în 1955, el înnecându-se în râul Lielupe la Jūrmala.

Vera Smirnova s-a remarcat ca autoare de studii critice și biografice despre Samuil Marșak, L. Kvitko, Arkadi Gaidar. Articolele publicate despre scriitorii pentru copii au fost incluse în culegerea «О детях и для детей» (1963). A publicat cărțile «О литературе и театре» (1956), «Современный портрет» (1964), «Книги и судьбы» (1968), «Из разных лет» (1974) dedicate scrierilor lui M. Bulgakov, E. Schwartz, A. Tolstoi, L. Panteleev, Konstantin Fedin, Antoine de Saint-Exupéry, Janusz Korczak, unor scriitori din Asia centrală (ea a tradus în limba rusă cărți ale unora dintre ei precum Satîm Ulug-Zoda, Djalol Ikrami, Abdulla Qahhor și Abdulla Qodiriy) etc. Vera Smirnova a povestit în memoriile ei despre întâlnirile cu V. Meyerhold, Kornei Ciukovski, S. Marșak, G. Neigauz etc.

A fost decorată cu ordinele "Insigna de onoare", "Steagul Roșu al Muncii", medalia "Pentru merite în războiul pentru apărarea patriei din 1941-1945" și "800 de ani de la fondarea orașului Moscova".

În ultimii ani, Vera Smirnova a lucrat la o carte de amintiri, a vizitat orașul Fergana, unde și-a petrecut copilăria și adolescența. Biblioteca sa formată din 418 cărți cu autografe ale autorilor a fost donată Muzeului Regional din Fergana. Biblioteca soțului ei, Ivan Halturgin, a fost lăsată în casa acestuia care a devenit Biblioteca regională Kirov.

Vera Vasilievna Smirnov a murit în 1977, la Moscova, și a fost înmormântată în cimitirul Golovino.

Opera

Cărți pentru copii
 Смирнова В. В. Два сердца. — М.- Л.: Гиз, 1930.- 16 с.
 Traducere: Smirnova V.V. Kaksi sydäntä. - Petroskoi : Kirja, 1934. - 11 с. [на фин.яз]
 Смирнова В. В. Кому плохо — кому хорошо. М.- Л.: Гиз, 1930. — 16 с.
 Смирнова В. В. Манои. — М.- Л.: Гиз, 1930.- 72 с.
 Смирнова В. В. Чудесные превращения одного стула. — М.- Л.: Гиз, 1930. — 16 с.
 Смирнова В. В. Заморяне. — М.- Л.: Мол. гв., 1931. — 80 с.
 Смирнова В. В. Наш старший товарищ. — М.- Л.: Мол. гв., 1932. — 22 с.
 Смирнова В. В. Рассказы об игрушках. — М.- Л.: Мол. гв., 1932.- 16 с.
 Смирнова В. В. Здравствуйте. — М.: Мол. гв., 1933. — 15 с.
 Смирнова В. В. Новое платье короля: (По сказке Андерсена) / В. Смирнова. — М.: изд. и стеклогр. Центр. упр. по распространению драматургич. продукции Цедрам, 1936. — 27 с.
 Смирнова В. В. Товарищ Серго: Рассказы из жизни Г. К. Орджоникидзе. — М.- Л.: Детиздат, 1939. — 80 с.
 Смирнова В. В. Девочки: Рассказы о маленьких / Рис. А. Давыдовой. — М.: Детгиз, 1959. — 128 с.
 Смирнова В. В. Девочки. / Рис. М. Успенской. — М.: Детгиз, 1963. — 144 с.
 Переиздания: М.: Дет. лит., 1968;
 Смирнова В. В. Палочка с шариком / Рис. Н.Носкович. — М.: Дет. лит., 1965. — 17 с.
 Переиздание: СПб.- М.: Речь, 2014.
 Герои Эллады: Из мифов древней Греции / Пересказала для детей В. Смирнова; Рис. И. Архипова. — М.- Л.: Детгиз, 1953. — 144 с.
 Переиздания: М.: Детгиз, 1955; М.: Детгиз, 1956; Челябинск: Южно-Уральское кн. изд-во, [1966]; М.: Дет. лит., 1971; М.: Дет. лит., 1973; М.: Дет. лит., 1983; Иркутск: Вост.-Сиб. кн. изд-во, 1985; Иркутск: Вост.-Сиб. кн. изд-во, 1987; М.: Дет. лит., 1988; М.: Сов. писатель, 1992; Иркутск: Символ, 1992; М.: Дет. лит., 2007; М.: Дет. лит., 2009; М.: Дет. лит., 2003; М.: Дет. лит., 2011; М.: Оникс, 2011; М.: Дет. лит., 2013.
 Переводы: Смiрнова Вера. Героi Элады : З мiфаў старажытнай Грэцыi / Пераклад. З.Петрушэня. Мастак А.Шэвераў. – Мінск: Юнацтва, 1985. [на белорус. яз.]
 Герои Эллады: Легенды и мифы Древней Греции / Авт. текста В. Смирнова; Рис. И. Архипова. — М.: Мегаполис-Континент, 1991. — 79 с.
 Подвиги Геракла: Легенды и мифы Древней Греции / Авт. текста В. Смирнова; Рис. И. Архипова. — М.: Мегаполис-Континент, 1991. — 63 с.
 Герои Эллады; Аргонавты; Троянская война; Приключения Одиссея: Мифы Древней Греции / В пересказе В. Смирновой, Е. Тудоровской; Рис. И. Архипова, В. Власова. — М.: Андреев. флаг, 1994. — 574 с.
 Мифы Древней Греции: Герои Эллады / Рассказала для детей Вера Смирнова; Худож. В. Лапин. — М.: Росмэн, 2001. — 179 с.
 Переиздания: М.: Росмэн, 2002; М.: Росмэн, 2004; М.: Росмэн, 2005; М.: Росмэн, 2007; М.: Росмэн, 2008; М.: Росмэн, 2012; М.: Росмэн, 2015.
 Легенды и мифы Древней Греции / пересказ Веры Смирновой; худож. Ольга Авдеенко. — М.: Самовар, 2009. — 124 c.
 Переиздания: М.: Самовар, 2010; М.: Самовар, 2013; М.: Самовар-книги, печ. 2015; М.: Самовар-книги, печ. 2016.
 Смирнова В. В. Аргонавты. Герои Эллады / Илл. Алексея Баландина. — СПб.: Акварель, 2015. — 112 с. — (Серия: Читают все).
 Смирнова В. В. Девочки / послесловие Е,Бойцовой. Рис. М. Успенской. -— СПб. — М.: Речь, 2016. — 159 с.

Critică literară și memorii
 Смирнова В. В. С. Я. Маршак: Критико-биогр. очерк. — М.: Детгиз, 1954. — 79 с.
 Смирнова В. В. Борис Житков и его мысли о воспитании и детской книге // Жизнь и творчество Б. С. Житкова. — М.: Детгиз, 1955. — С. 92—130.
 Смирнова В. В. О литературе и театре: Статьи. — М.: Сов. писатель, 1956. — 409 с.
 Смирнова В. В. Лев Квитко: Критико-биогр. очерк / Дом дет. книги. — М.: Детгиз, 1957. — 47 с.
 Смирнова В. В., Халтурин И. И. Предисловие // Роскин А. И., Статьи о литературе и театре. Антоша Чехонте. — М.: Сов. писатель, 1959. — С.3-12.
 Смирнова В. В. Аркадий Гайдар: Критико-биогр. очерк. — М.: Сов. писатель, 1961. — 204 с.
 Переиздание: М.: Сов. писатель, 1972.
 Смирнова В. В. О детях и для детей / Дом дет. книги. — М.: Детгиз, 1963. — 382 с.
 Переиздание: М.: Дет. лит., 1967.
 Смирнова В. В. Экспромты Маршака // Детская литература. — 1966. — № 3 . — С. 19-20.
 Смирнова В. В. Современный портрет: Статьи. — М.: Сов. писатель, 1964. — 343 с.
 Смирнова В.В. Об этой книге и ее авторе // Тамара Габбе. Быль и небыль: Русские народные сказки, легенды. Притчи. — Новосибирск: Западно-Сибирское кн. изд-во, 1966. — С.295-296.
 Смирнова В. В. Книги и судьбы: Статьи и воспоминания. — М.: Сов. писатель, 1968. — 471 с.
 Смирнова В.В. Маршак у испанских детей // «Я думал, чувствовал, я жил» : Воспоминания о С. Я. Маршаке. — М.: «Сов. писатель», 1971. — С. 315—319;
 Смирнова В. В. Из разных лет: Статьи и воспоминания. — М.: Сов. писатель, 1974. — 701 с.
 Смирнова В. В. «И жизнь моя встает передо мной…» / [Отрывки из воспоминаний] // Детская литература. — 1978. — № 8. — С.39 −42.
 Смирнова В. В. Из разных лет: Статьи и воспоминания / [Вступ. ст. Б. Брайниной]. — 2-е изд. — М.: Сов. писатель, 1979. — 584 с.

Note

Bibliografie
 Бегак Б. Вера Смирнова // Лит. газета. — 22 мая 1934.
 Бегак Б. Сказка рвется на простор : О детских книгах Веры Смирновой // Детская литература. — 1973. — № 10. — С.20-23.
 Бойцова Е. Послесловие // Вера Смирнова. Девочки. — СПб.: Речь, 2016. — С. 140—158.
 Брайнина Б. О поэзии воспитания // Знамя. — 1960, № 10. — С.219-221.
 Брайнина Б. Священное дело литературы // Смирнова В. В. Из разных лет: Статьи и воспоминания . — 2-е изд. — М.: Сов. писатель, 1979. — С.5-13.
 Брайнина Б. Чувство пути (о Вере Смирновой) // Детская литература. — 1968, № 10. — С. 21-27.
 Ваш М. Г. Из писем Михаила Леоновича Гаспарова. — М.: «Новое издательство», 2008 — С. 148.
 Вера Васильевна Смирнова // Советские детские писатели: Биобиблиогр. словарь. (1917—1957) / сост. Витман А. М., Оськина О. Г. — М.: Детгиз,1961. — С.344-345.
 Гаспаров М. Л. Записи и выписки. — М.: «Новое литературное обозрение», 2012. — С. 79, 131, 160, 161.
 Гаспаров М. Л. Маршак и время // Гаспаров М. Л., О русской поэзии. — С.-Пб.: «Азбука», 2001. — С. 410.
 Из писем К. Федина В. Смирновой / Вступительная заметка, публикация и комментарий З. Смирновой // Вопросы литературы. — 1982. — № 2. — С. 185—210.
 Иноземцев И. Вера Смирнова // Детская литература, 1975 № 3. — С. 56-57.
 Кабо В. Р. Дорога в Австралию: воспоминания. — М.: Восточная литература, 2008. — С. 63-64.
 Лесневский С. Критические портреты [Рец. на: Смирнова В. В. Современный портрет. — М.: Сов. писатель, 1964] // Знамя. — 1965, № 7. — С.240-243.
 Caрнов Б. Скуки не было : Первая книга воспоминаний. 1937—1953. — М: Аграф, 2004. — С.410-432.
 Таратута Е. А. Ключ счастья // Евгения Таратута. Драгоценные автографы. — М.: Сов. писатель, 1986. — С. 50-55.
 Халтурина М. В. «Об очень хороших людях писать слишком трудно» : Друзья детства — Вова Смирнов и Миша Гаспаров // М. Л. Гаспаров. О нем. Для него. — М.: Нов. лит. обозрение, 2018. [в печати].
 Халтурина М. В. Рядом с Цветаевой // Час : Ежедневная русская газета Латвии. — 31 авг. 2006.- С.11.
 Чудакова М. О. Гайдар и время [Рец. на: Смирнова В. В. Аркадий Гайдар. М.: 1961] // Новый мир. — 1962. — № 5. — С. 259.
 Чудакова М. О. Рец. на: Смирнова В. В. О детях и для детей] / Дом дет. книги. — М.: Детгиз, 1963] // Новый мир. — 1963. — № 7. — C.282-283.
 Чуковская Л. К. Предсмертие. О Марине Цветаевой // Чуковская Л. К. Из дневника. Воспоминания / Собр. соч. Лидии Чуковской. — М.: Время, 2014. — С.577-608. [О В. В. Смирновой — на с.589-590].
 Шер Н. Книга на «запретную» тему [Рец. на: Смирнова В. В. Два сердца. – М.- Л.: Гиз, 1930] // Детская и юношеская литература : Критико-библиографический бюллютень. – 1933. –  №6. – C.20-21.

Legături externe
 Литературная энциклопедия: в 11 т. — М.: 1929—1939.
 Краткая литературная энциклопедия: в 9 т. — М.: 1962—1978.
 О Вере Васильевне Смирновой и ее родных. Жизнь. Творчество. Память // Семейная мозаика. Сайт Татьяны Раутиан.

Nașteri pe 29 septembrie
Nașteri în 1898
Decese în 1977
Scriitori din secolul al XX-lea
Scriitori sovietici

Vera Smirnova


චන්දන රෝහිත රාජපක්ෂ (මිස්ටර්. රොකට්) යනු මුදල් අවභාවිතය සම්බන්ධයෙන් චෝදනා ලබා දැනට නිදැල්ලේ සිටින වංචාකාරී පුද්ගලයෙකි.

පටබැඳි නම්
ශ්‍රීලංකාද්විපයේ රොකට් පිළිබඳව හෙතෙම දක්වන මනා ඤානය නිසා ලක්වැසියන් ඔහුව "මිස්ටර් රොකට්" නැතහොත් "රෝහිත රොකට් රාජපක්ෂ" ලෙස හඳුන්වනු ලැබේ. මිට අමතරව හෙතෙම "චිචී බේබි", "චිචීයා" ලෙසද ප්‍රකටය.

ඥාතීන්
ගෝඨාභය රාජපක්ෂ (සර්)

බැසිල් රාජපක්ෂ (කපුටු කාක්)

චමල් රාජපක්ෂ (මාමා)

වෘත්තිය

ශ්‍රී ලංකාවේ ප්‍රථම චන්ද්‍රිකාව සුප්‍රීම්සැට් 1 නිෂ්පාදනය කළේ රෝහිත රාජපක්ෂගේ පූර්ණ සහයෝගය ඇතිවයි. එසේම, මහජන චීන සමූහාණ්ඩුවේ සහ ශ්‍රී ලංකා ප්‍රජාතාන්ත්‍රික සමාජවාදී ජනරජයේ ඒකාබද්ධ අභ්‍යවකාශ විද්‍යා සහ චන්ද්‍රිකා වැඩසටහනේ ආරාධිත විද්‍යාඥයෙකු මෙන්ම සම්බන්ධකයෙකු ලෙස මහජන චීන සමූහාණ්ඩුවට ගිය ඔහු රාජ්‍ය අංශයට දොර විවර කළේය. මෙම අභ්‍යවකාශ සහ චන්ද්‍රිකා වැඩසටහනට සම්බන්ධ වීමට පුද්ගලික අංශය ලෙස. 2009 දී අභ්‍යවකාශ වැඩසටහන සැලසුම් කිරීමේ පළමු පියවරට ඔහුට ළඟා විය හැකිය. මුළු ආසියා කලාපය සහ ඉන්දියානු මුහුද, ඇන්ටාක්ටිකාව කලාපය ආවරණය කිරීම සඳහා, මලක්කාවේ සිට අරාබි මුහුද, සූආස් ඇල සහ අප්‍රිකානු කලාපය දක්වා නාවික සහ සමුද්‍ර සේවා සඳහා චන්ද්‍රිකා නාවික සහාය. චන්ද්‍රිකා සන්නිවේදනය හරහා අන්තර්ජාල පහසුකම් සංවර්ධනය කිරීම, සැටලයිට් ටීවී සම්බන්ධතා මෙම සැලැස්මට ඇතුළත් වේ. එසේම, මගීන්, රියදුරන් සමඟ සම්බන්ධ වන භූ විද්‍යාත්මක ස්ථාන, චන්ද්‍රිකා මගින් ගමන් සහ ප්‍රවාහන ක්‍රම මෙම සැලැස්මට ඇතුළත් වේ. ශ්‍රී ලංකා ප්‍රජාතාන්ත්‍රික සමාජවාදී ජනරජයේ, පල්ලකැලේ සැටලයිට් ටෙලිපෝර්ටින් මධ්‍යස්ථානය හා සෘජුව සම්බන්ධ වූ, මහජන චීන සමූහාණ්ඩුවේ සිට, සුප්‍රීම්සැට් 1 චන්ද්‍රිකාව අභ්‍යවකාශ ගත කිරීම, 2013 වසරේ සාර්ථක පළමු උත්සාහයක් විය. මේ පිළිබඳව ජනතාව දැනුවත් කරන ප්‍රධාන පුද්ගලයකු ලෙස රෝහිත රාජපක්ෂ මහතා මෙම විෂය පිළිබඳ දැනුම ව්‍යාප්ත කිරීම සඳහා මාධ්‍ය වැඩසටහන් පවත්වයි.

අපරාධ, වංචා, දුෂණ සහ අත්අඩංගුවට ගැනීම්
2019 දෙසැම්බර් මස 18 වන දින, අපරාධ විමර්ශ කොමිසමට රෝහිත රාජපක්ෂ මහතා කැඳවන ලදී. ඒ මහතා විමර්ශන කොමිසමේ ඉංජිනේරු මණ්ඩලයට අදහස් දැක්වීමේදී සහ මාධ්‍යට අදහස් දැක්වීමේදී කියන්නේ චන්ද්‍රිකා සන්නිවේදන තාක්ෂණය පිළිබඳව

ලංකාවේ සිටින එකම ඉංජිනේරුවා තමන් බව සහ තමන් එම අදහස් තමන්ට වඩා දැනුමෙන් අඩු කෙනෙකුට ප්‍රකාශ කිරීම තේරුමක් නැති වැඩක් බවයි.

සම්මුඛ සාකච්ඡා
හරි ටීවී හි, ස්ටෑන්ඩ්  බයි විත් ලහිරු (ඉංග්‍රීසි: Stand by with Lahiru) වැඩසටහන වෙතේ එකතු වෙමින් ඔහු ශ්‍රීලංකාවේ දේශපාලනයට සම්බන්ධ වීමට අදහස් කරන ආකාරය මෙලෙස පැහැදිලි කළේය.ලහිරු: දේශපාලනයට කොයි ආකාරයෙන්ද සම්බන්ධ වෙන්න කැමති ?

පිළිතුර: මම දේශපාලන ආයතනයකට හෝ පුද්ගලයෙකුට consultant කෙනෙක් හැටියට අවවාද, එකියන්නේ advisor කෙනෙක් හැටියට ඉන්න කැමතියි.

අපිට තියෙන අදහස් සහ මේ රට කොහොමද ඉදිරියට එකියන්නේ development,

මොකද අපි ලෝකය දැකල තියෙනවා, ලෝකයේ තියෙන දේ, සිදුවෙන දේවල් දන්නවා, අධ්‍යාපනය  හොඳටම හදාරලා තියෙනවා, ඉතින් අපි දන්නවා මොනවගේ ස්ථාන වලද ලංකාව develop විය යුත්තේ කියන එක.

මුලාශ්‍ර

රෝහිත රාජපක්ෂ


Hrvatske eurokovanice novi su skup kovanica eura koje od srpnja 2022. kuje Hrvatska kovnica novca. Od 1. siječnja 2023. hrvatsku kunu zamijenio je euro. Tijekom prva dva tjedna siječnja 2023. plaćalo se i u kunama i u eurima, a nakon tog razdoblja samo eurima. Od 5. rujna 2022. cijene se obavezno prikazuju i u eurima i u kunama. Od listopada 2022. kovanice eura dostupne su kreditnim i financijskim institucijama, a građani ih mogu kupiti od 1. prosinca 2022.

Hrvatska narodna banka nastavit će mijenjati kovanice kuna do 31. prosinca 2025., a novčanice kune primat će se trajno. Do 31. prosinca 2023. cijene će i dalje biti istaknute u eurima i kunama.

Izgled
Predsjednik Vlade Republike Hrvatske Andrej Plenković 21. srpnja 2021. godine izjavio je kako će narodni znakovi raspoznavanja na hrvatskim kovanicama eura biti hrvatski šahirani grb, zemljovid Hrvatske, kuna, Nikola Tesla i glagoljica.

Vlada Republike Hrvatske predstavila je 4. veljače 2022. dizajne nacionalne strane budućih hrvatskih eurokovanica koje je na javnom natječaju odabrao Savjet Hrvatske narodne banke. Za kovanicu od 2 € odabran je dizajn s geografskom kartom Hrvatske dizajnera Ivana Šivaka. Rubni natpis koristi stihove iz predstave Dubravka Ivana Gundulića iz 1628. godine. Za kovanicu od 1 €, dizajn s kunom koja stoji na grani, odabrana je životinja po kojoj je tadašnja hrvatska valuta dobila ime, dizajnera Stjepana Pranjkovića. Za kovanice od 10 c, 20 c i 50 c odabran je dizajn s Nikolom Teslom, rođenim u Smiljanu, dizajnera Ivana Domagoja Račića. Na kraju, za kovanice od 1 c, 2 c i 5 c odabran je dizajn s ligaturom uvezanim slovima Ⱈ (H) i Ⱃ (R) na glagoljici dizajnerice Maje Škripelj. Svaki je autor za odabrani dizajn dobio 70 000 kn (oko 9300 €).

Nakon što su se na internetu pojavile sumnje da je u izgledu kovanice od 1 € korištena nelicencirana slika kune na grani škotskoga fotografa Iaina Leacha, dizajnera kovanice od 1 €, Stjepan Pranjković je 7. veljače povukao svoj dizajn. Hrvatska narodna banka objavila je 8. veljače raspisivanje novoga natječaja za dizajn hrvatske kovanice od 1 € s motivom kune.

Dana 4. svibnja 2022., na 15. sjednici Nacionalnog vijeća za uvođenje eura, javnosti je predstavljen novi dizajn kovanice od 1 eura (1 €). Izabrani dizajn prikazuje stiliziranu kunu na šahovskoj ploči umjetnika Jagora Šunde, Davida Čemeljića i Frana Zekana. Novi dizajn od 1 € odobrilo je Vijeće EU-a 20. travnja.

Dizajn

Prigodne kovanice 2 eura

Utjecaj
Ministarstvo financija Republike Hrvatske procijenilo je trošak prijelaza s kune na euro na oko dvije milijarde kuna. Državna analiza pokazuje kako bi većina troškova bila na gubitku pretvorbenoga posla bankovnoga sustava, što bi moglo dovesti do povećanja ostalih bankovnih naknada. Postoji mogućnost općega povećanja potrošačkih cijena, uz istovremeni opći rizik pretvorbe valute za većinu dužnika.

Promocija eura u Hrvatskoj
Tijekom listopada održana su četiri Dana eura, a prvi je održan u Osijeku 8. listopada 2022. Ostala tri Euro Dana održala su se u Rijeci (15. listopada), Splitu (22. listopada) i u Zagrebu 29. listopada 2022. godine, radi »promocije ulaska Hrvatske u eurozonu i edukacije lokalnog stanovništva o euru«.

Hrvatska gospodarska komora i Hrvatska narodna banka zakazale su za 2. listopada 2022. mrežnu edukaciju s namjerom pružanja osnovnih informacija o euru i novom dizajnu kovanica.

Od 19. listopada do 17. prosinca 2022. u 27 gradova u Hrvatskoj održana je promocijska kampanja eura u Hrvatskoj pod nazivom »Euro na kotačima«.

Spor
Izbor Nikole Tesle za nacionalnu stranu hrvatskih euronovčanica ishodovao je protivljenjem Narodne banke Srbije zbog njegove srpske narodnosti, iako je rođen u Hrvatskoj. Hrvatski premijer Andrej Plenković komentirao je: »Da sam na čelu Narodne banke Srbije, rekao bih bravo«. Međutim, 4. veljače 2022., hrvatska vlada predstavila je novi dizajn eura s nacionalnim motivima Hrvatske, uključujući Nikolu Teslu na kovanicama od 10, 20 i 50 euro centi. To je dovelo do još jednog vala protivljenja u srbijanskim medijima.

Izvori

Eurokovanice po državama
Hrvatska
Stranice s nepregledanim prijevodima

Hrvatske eurokovanice


හැල කිඹුලා (ක්‍රොකඩිලස් පලූස්ට්‍රිස් = "හැලෙහි" කිඹුලා), ඉන්දියානු අර්ධද්වීපයෙහි සහ පකිස්තානය වැනි අවට රටවල් පුරා දක්නට ලැබෙන අතර, පකිස්තානයෙහි  සින්දු කිඹුලා ලෙසින්ද හැඳින්වෙන මෙම හැල කිඹුලා,  පකිස්තානයෙහි ජාතික උරගයා වෙයි.

හැල කිඹුලා


The Usipetes or Usipii (in Plutarch's Greek, Ousipai, and possibly the same as the Ouispoi of Ptolemy) were an ancient tribe who moved into the area on the right bank (the northern or eastern bank) of the lower Rhine in the first century BC, putting them in contact with Gaul and the Roman empire. They are known first from the surviving works of ancient authors such as Julius Caesar and Tacitus. They appear to have moved position several times before disappearing from the historical record.

Name
While the Usipetes and their neighbours were referred to by the Romans as Germanic rather than Gauls, their name is normally explained as Celtic, as is also the case for many of their neighbours.

Following Rudolf Much, Usipetes has been traditionally interpreted as a Gaulish name meaning 'good riders'. The suffix -ipetes (*epetes) was proposed to be a Celtic cognate of the Latin equites. Proponents of the theory pointed out to the fact that Caesar and others reported them to have strong cavalry. However, this etymology has been rejected as linguistically untenable in more recent scholarship.

Stefan Zimmer has proposed in 2006 to reconstruct the name as the Gaulish *Uχsi-pit-s (plural *Uχsi-pit-es), formed with the Indo-European stem *upsi- ('on-high' or 'above'; cf. Gaul. *ouχsi > uχe 'high') attached to *k̑u̯ei̯t- ('to appear'; with the P-Celtic sound shift kʷ- > p-). He thus suggests to translate Usipetes (*Uχsipites) as 'shining in the heights', or 'radiant', which he explains as a typical boastful tribal name.

History

Gallic wars

In his Commentarii de Bello Gallico, Caesar describes how two tribes, the Tencteri and Usipetes, had been driven from their traditional lands by the Germanic Suebi, whose military dominance had led to constant warfare and neglect of agriculture. This original homeland of the two tribes is not clear but by the time of Caesar the Suebi had settled in a very large wooded area to the east of the Ubii, who at this time lived on the east bank of the Rhine, on the opposite bank from where Cologne is today. It has been argued that the Tencteri and Usipetes specifically may have come from the area of the Weser river to the east of the Sigambri, because it is near to where the two tribes appeared on the Rhine, and Caesar reports the Suevi in this area. It would also explain the apparently friendly relations of the Tencteri and Usipetes with the Sigambri, who might have been their traditional neighbours. (In later Roman times this area inhabited by Caesar's Suebi was inhabited by the Chatti.)

In the winter 55 BC, having failed to find new lands elsewhere in Germania, they came to the Rhine, into the territory of the Menapii, a Belgic tribe who had land on both sides of the river, and had not yet submitted to Roman rule. Alarmed by the scale of the incursion, the Menapii had withdrawn from their territories east of the Rhine and successfully resisted the Germani bid to cross it for some time. The Germani feigned a retreat, allowing the Menapii to return to their territories east of the Rhine. Their cavalry then returned and made a surprise night attack. They crossed the river and seized Menapian boats, occupied Menapian villages and towns, and spent the rest of the winter living on Menapian provisions.

Concerning the exact location of this slaughter, there has long been some doubt. Caesar describes a confluence of the Rhine and Maas rivers, but there is no such confluence. Archaeologist Nico Roymans has announced in 2015 that convincing evidence has been found that it was in fact in the confluence of Waal, a branch of the Rhine and not the Rhine itself, and the Maas/Meuse, near Kessel. On the other hand, the third century historian Cassius Dio described the place as being in the country of the Treveri near the Moselle, which had the same name as the Maas in Latin (Mosa) and does enter the Rhine in that region. This is however very far from the Menapii.

Caesar, fearing how the Gauls on the left bank might react, hurried to deal with this threat to his command of the region. He discovered that a number of Gaulish tribes had attempted to pay these Germani generously to leave, but the Tencteri and Usipetes had ranged further, coming to the frontiers of the Condrusi and Eburones, who were both under the protection of the Treveri to their south. Caesar convened a meeting of the Gaulish chiefs, and, pretending he did not know of their attempts at bribery, demanded cavalry and provisions for war against the Tencteri and Usipetes.

The Tencteri and Usipetes sent ambassadors to Caesar as he advanced. While they boasted of their military strength, claiming that they could defeat anyone but the Suebi, they offered an alliance, requesting that Caesar assign them land. Caesar refused any alliance so long as the Tencteri and Usipetes remained in Gaul. He proposed settling them in the territory of the Ubii, another Germanic tribe who had sought his help against the aggression of the Suebi, there being no land available in Gaul. (The Ubii were at this time on the east bank of the Rhine, but would later be settled on the left bank, where their capital became Cologne.)

The ambassadors requested a truce of three days, during which time neither side would advance towards the other, and they took Caesar's counter-proposal to their leaders for consideration. But Caesar would not accept this, believing the Germani were buying time for the return of their cavalry, who had crossed the Meuse to plunder the Ambivariti a few days previously. As Caesar continued to advance, further ambassadors requested a three-day truce for them to negotiate with the Ubii about his settlement proposal, but Caesar refused for the same reason. He offered a single day, during which he would advance no more than four miles, and ordered his officers to act defensively and not to provoke battle.

The Germanic cavalry, although outnumbered by Caesar's Gallic horsemen, made the first attack, forcing the Romans to retreat. Caesar describes a characteristic battle-tactic they used, whereby horsemen would leap down to their feet and stab enemy horses in the belly. Accusing them of violating the truce, Caesar refused to accept any more ambassadors, arresting some who came requesting a further truce, and led his full force against the Germanic camp. The Usipetes and Tencteri were thrown into disarray and forced to flee, pursued by Caesar's cavalry, to the confluence of the Rhine and Meuse. Many were killed attempting to cross the rivers. They found refuge on the other side of the Rhine amongst the Sicambri (or Sugambri).

Plutarch reports that back in Rome, Cato pronounced the opinion that they ought to deliver up Caesar to the Barbarians, thus purging away the violation of the truce in behalf of the city, and turning the curse therefor on the guilty man. Of those who had crossed the Rhine into Gaul four hundred thousand were cut to pieces, and the few who succeeded in making their way back were received by the Sugambri, a German nation. This action Caesar made a ground of complaint against the Sugambri, and besides, he coveted the fame of being the first man to cross the Rhine with an army.

Later mentions
The Usipetes, or "Usipi" as they were named by most authors after Caesar, continued to move around although all the details are not clear.

In 16 BC, the Tencteri, Usipetes and Sicambri once again crossed the Rhine and attacked Gaul. Marcus Lollius was defeated in  the clades Lolliana and the Germanic tribes took the standard of the Legio V Macedonica.

In 12 BC and 11 BC at the time of Drusus, the Usipi are described as living between Nijmegen and the Sugambri, and neighboring the Tubantes, which means they were in the region of the present day Dutch-German border, north of the Rhine and Lippe rivers. In 14 AD the Usipetes still lived near north of the Lippe and joined the Bructeri and Tubantes in fighting Germanicus. Strabo describes the Usipi as being among the defeated tribes displayed in the triumphal procession of Germanicus in 17 AD.

Tacitus also describes in his Annales how in 58 AD the Ampsivarii demanded to be allowed to use the reserved lands on Roman border at the Rhine which had recently belonged to the Usipii, but it is not clearly explained where or why the Usipii had moved. What is mentioned is that when the Ampsivarii retreated from the Romans, and apparently also away from the lands of the Bructeri and Tencteri (who had already stood down), they moved towards the lands of the Tubantes and Usipii. So the Usipi seem to have settled for some time after Caesar on the north of the Rhine, but then later moved further north, away from the Roman frontier, to become neighbours of the Tubantes.

Tacitus' Agricola (chapter 28), recounts how a cohort drafted into the Roman army mutinied whilst on campaign in northern Britain (presumably on the west coast) with his father-in-law, the general Gnaeus Julius Agricola (probably in AD 82, although the chronology is disputed). They killed the centurion and regular Roman soldiers based with them for training purposes, then stole three ships and sailed round the northern end of Britain, their hardships including being driven to cannibalism by shortage of food. They finally made landfall in the territory of the Suebi, where some were captured by that tribe. Others were caught by the Frisii and a few survivors were sold into slavery to tell their tale.

Tacitus in his Germania describes them as now living in 98 AD between the Chatti and the Rhine, near the Tencteri. This apparently indicates a significant movement south from the area near the Tubantes.

Later, the difficult to interpret description given in Claudius Ptolemy's Geography describes the "Ouispoi" (Uispi or Vispi) living south of the Tencteri, between the Rhine and the Abnoba mountains, but north of the Agri Decumates. If these are the Usipi, then they had moved considerably. (The same passage can also be interpreted as describing the Tencteri as having moved south.)

In the Peutinger map, the area across from Cologne and Bonn is shown as inhabited by the "Burcturi" (Bructeri), who may have included a mixture of several of the original Germanic tribes from over the Rhine, including the Tencteri and Usipetes. The Bructeri had apparently therefore also moved south. To their north were Franks and to their south on the Rhine were Suevi, both of whom represent new forces in the area.

See also
The Gallic Wars
List of Germanic peoples

References

Bibliography

Pre-Roman Iron Age
Military history of Roman Britain
Early Germanic peoples
Frankish people
Cannibalism in Europe

Usipetes


Michał Jerzy Winiarski (Bydgoszcz, 28 de setembro de 1983) é um ex-jogador de voleibol polonês que jogava na posição de ponteiro. Atualmente atua como técnico da seleção masculina da Alemanha e pelo Aluron CMC Warta Zawiercie.

Carreira

Clube
Winiarski começou sua carreira profissional atuando pelo BKS Visła Bydgoszcz, de 2000 a 2001. O primeiro time de alto nível em que ele jogou foi o AZS Częstochowa, onde permaneceu por três anos. Para a temporada 2005–06, o ponteiro foi atuar no BOT Skra Bełchatów, por onde conquistou os títulos do Campeonato Polonês e da Copa da Polônia da referida temporada.

Em 2006 fez sua estreia internacional após assinar com o Trentino Volley para disputar o campeonato italiano. Com o novo clube, o ponteiro foi campeão do Campeonato Italiano de 2007–08 e da Liga dos Campeões de 2008–09. Em 2009 regressou ao seu país natal para defender novamente as cores do PGE Skra Bełchatów. Foi campeão do Campeonato Polonês nas duas temporadas seguintes e conquistou duas Copas da Polônia; além do vice-campeonato da Liga dos Campeões de 2011–12.

Em 2013 o polonês foi anunciado como o novo ponteiro do Fakel Novy Urengoy, para disputar o campeonato russo. Permanecendo no time russo por apenas uma temporada, voltou a defender as cores do PGE Skra Bełchatów pela terceira vez. Venceu a Supercopa Polonesa de 2014 e a Copa da Polônia de 2015–16. No final da temporada 2016–17, o atleta anunciou sua aposentadoria das quadras.

Seleção
Winiarski foi campeão do Campeonato Mundial Sub-21 de 2003, derrotando a seleção brasileira na final por 3 sets a 2. Estreou na seleção adulta polonesa no ano seguinte, pela Liga Mundial, onde terminou na 7ª colocação.

Em 2006 se tornou vice-campeão mundial após perder a final do Campeonato Mundial de 2006 para a seleção brasileira. Em 2008, terminou na quinta colocação nos Jogos Olímpicos de Pequim. Em 2011 foi vice-campeão da Copa do Mundo, vencendo 8 das 11 partidas disputadas. Conquistou o primeiro título da seleção polonesa na Liga Mundial de 2012 após vencer a seleção norte-americana por 3 sets a 0 na final. Voltou a repetir a quinta colocação nos Jogos Olímpicos de Londres, também em 2012.

Em 2014 se tornou campeão mundial em casa após vencer o Campeonato Mundial de 2014, marcando 13 pontos na final, contra a seleção brasileira.

Treinador
Após anunciar a sua aposentadoria em 2017, Winiarski se tornou auxiliar técnico do PGE Skra Bełchatów por dois anos. Em 2019 foi contratado para comandar o time do Trefl Gdańsk.

Em 2022 Winiarski assumiu o comando da seleção masculina alemão e do Aluron CMC Warta Zawiercie, pelo campeonato polonês.

Títulos

Como jogador
Skra Bełchatów
Campeonato Polonês: 2005-06, 2009–10, 2010–11

Copa da Polônia: 2005–06, 2010–11, 2011–12, 2015–16

Supercopa Polonesa: 2014

Trentino Volley
Liga dos Campeões: 2008–09

Campeonato Italiano: 2007–08

Seleção Polonesa
Campeonato Mundial Sub-21: 2003

Como treinador
Skra Bełchatów
Campeonato Polonês: 2017–18

Supercopa Polonesa: 2017, 2018

Clubes

Como jogador

Como treinador

Ligações externas
 no FIVB

 na PlusLiga
 no Volleybox

Voleibolistas da Polônia
Pontas de voleibol
Voleibolistas nos Jogos Olímpicos de Verão de 2008
Voleibolistas nos Jogos Olímpicos de Verão de 2012
Naturais de Bydgoszcz
Treinadores de voleibol

Michał Winiarski


USS Bass (SSK-2/SS-551), a Barracuda-class submarine, was the second ship of the United States Navy to be named for the bass, an edible, spiny-finned fish. She was originally named USS K-2 (SSK-2).

Bass was laid down by Mare Island Naval Shipyard. She was launched on 2 May 1951 as K-2 sponsored by Mrs. John J. Crane, widow of Commander Crane, and commissioned on 16 November 1951.

The three SSK boats, , Bass (SSK-2), and , were equipped with the large BQR-4 bow-mounted sonar array as part of Project Kayo, which experimented in the use of passive acoustics with low-frequency bow-mounted sonar arrays. When the boat was rigged for silent running, these arrays gave greatly improved convergence zone detection ranges against snorkeling submarines.  The SSKs themselves were limited in their anti-submarine warfare (ASW) abilities by their low speed and their need to snorkel periodically to recharge their batteries, but the advances they pioneered in sonar technology were invaluable to the development of nuclear-powered submarines. The class was developed as mobilization prototypes should large numbers of Soviet submarines based on the Type XXI U-boat appear.

K-2 arrived at Pearl Harbor on 23 May 1952 to join Submarine Division 72. Since she was a new type of submarine, she engaged in special evaluation operations to determine her capabilities and limitations. In January 1953 she underwent restricted availability at Pearl Harbor Naval Shipyard for the installation of additional equipment. In June 1953 she resumed operations and engaged in developing tactics and coordinated operations with other fleet units.

In January 1955, K-2 returned to Mare Island Naval Shipyard for overhaul.  After this she cruised to Mazatlán, Mexico, before returning to Pearl Harbor. She was renamed Bass on 15 December 1955. Bass operated out of Pearl Harbor until June 1957. On 26 June 1957 she returned to the United States and operated along the West Coast until going out of commission in reserve 1 October 1957.  In 1958, the Soviet threat changed from conventional to nuclear-powered submarines, and the SSK force was withdrawn from the SSK role and redesignated. Her hull classification symbol was changed to SS-551 on 15 August 1959.

Fate
USS Bass was struck from the Naval Vessel Register in 1965, and was sold for scrap on 17 November 1966.

References

 Photo gallery of USS Bass at NavSource.org

United States Barracuda-class submarines (1951)
Cold War submarines of the United States
Ships built in Vallejo, California
1951 ships

USS Bass (SSK-2)


Der Haseder Busch ist ein Naturschutzgebiet in der niedersächsischen Gemeinde Giesen im Landkreis Hildesheim und in der Stadt Hildesheim.

Beschreibung

Das Naturschutzgebiet mit dem Kennzeichen NSG HA 053 ist 48,6 Hektar groß. Davon entfallen 42,2 Hektar auf den Landkreis und 6,4 Hektar auf die Stadt Hildesheim. Das Naturschutzgebiet ist vollständig Bestandteil des FFH-Gebietes "Haseder Busch, Giesener Berge, Gallberg, Finkenberg". Im Süden grenzt es direkt an das Naturschutzgebiet "Mastberg und Innersteaue".

Das Naturschutzgebiet liegt zwischen Hasede und dem am Stichkanal Hildesheim gelegenen Hildesheimer Gewerbegebiet Hafen. Es stellt einen etwa 30 Hektar großen, naturnahen Hartholzauwald nördlich der Innerste und einen Abschnitt des Flusslaufs mit Altarmen unter Schutz. Der Auwald weist einen hohen Anteil an Altholz auf. Kleinflächig kommen sumpfige Erlen- und Eschenbestände vor. Im Nordwesten des Schutzgebietes und entlang der Innerste sind überwiegend feuchte Grünlandflächen zu finden. Südlich der Innerste befinden sich mehrere angelegte Weiher, an denen, wie an den Altarmen, Röhrichtzonen zu finden sind.

Das Gebiet steht seit dem 16. November 1974 unter Naturschutz. Zuständige untere Naturschutzbehörden sind der Landkreis Hildesheim und die Stadt Hildesheim.

Naturerlebnisgebiet Kleeblatt
Das Naturschutzgebiet ist Teil des Naturerlebnisgebietes Kleeblatt, das sich im Norden Hildesheims und Teilen der Gemeinde Giesen zwischen Osterberg und Innerste erstreckt. Es umfasst die Naturschutzgebiete "Haseder Busch", "Mastberg und Innersteaue", "Lange Dreisch und Osterberg" und "Giesener Teiche" und die Giesener Berge und ist in vier Themenbereiche unterteilt: "Wasserwelt" (Naturschutzgebiet "Haseder Busch"), "Weidewald" (Naturschutzgebiet "Mastberg und Innersteaue"), "Offene Weide" (Naturschutzgebiet "Lange Dreisch und Osterberg") und "Erdzeitreise" (Naturschutzgebiet "Giesener Teiche" und Giesener Berge).

Weblinks

 Naturerlebnisgebiet Kleeblatt (PDF; 13,6 MB), Broschüre der Stadt Hildesheim

Naturschutzgebiet im Landkreis Hildesheim
Schutzgebiet (Umwelt- und Naturschutz) in Europa
Waldschutzgebiet in Niedersachsen
Auwald
Geographie (Giesen)
Waldgebiet in Europa

Haseder Busch


cwb je kratica za "Croatian wine bottle" i oznaka za hrvatska vina koja se nalazi na etiketama vina. Generira ju stranica vinarnice.hr. Jednom se dodijeljena oznaka ne mijenja više čime je zamjenska oznaka za naziv vina. Oznakom se vina, odnosno njihove kartice, povezuju sa stranicama pripadajućih vinarija. Unutar sustav wineline je interna i služi za lakše snalaženje unutar sustava usluga. Pridruženi broj je jedinstven pa ga se može naći na internetskim tražilicama.  te tako pojednostavljuje pretragu za određeno vino. Vrlo je koristan na etiketama vina jer korisnicima lako omogućuje pristup informacijama.  Npr. cwb030901- cwb (croatian wine bottle); 0309 - ID vinarije partnera; 01 - redosljedni broj vina.

Izvori

Vinogradarstvo u Hrvatskoj

Cwb (vinarnice)


Le Championnat NCAA de basket-ball 2022 met aux prises 68 équipes s'affrontant en matchs à élimination directe afin de déterminer le champion de la  NCAA de basket-ball universitaire.

Cette  commence le  et se termine avec la finale disputée le  au Caesars Superdome de La Nouvelle-Orléans.

Organisation du tournoi

Le First Four se dispute à Dayton. Les premiers et deuxièmes tours se déroulent à Portland, Buffalo, Indianapolis, Fort Worth, Milwaukee, Greenville, Pittsburgh et San Diego.

Les quatre salles hôtes des demi-finales, , et finales régionales, ou  sont le Chase Center de San Francisco, le AT&T Center de San Antonio, le Wells Fargo Center de Philadelphie et le United Center de Chicago.

Le Final Four se déroule au Caesars Superdome de La Nouvelle-Orléans.

Équipes

Trente-deux places sont attribuées aux vainqueurs des tournois de chaque conférence. Les trente-six autres places sont attribuées par un comité de sélection de la NCAA. Le comité établit également le classement de ses 68 équipes, ce qui permet ensuite de déterminer les rencontres.

Compétition

First Four
Le First Four se joue traditionnellement dans l'University of Dayton Arena à Dayton en Ohio.

Région Ouest - San Francisco

Finale régionale de l'Ouest

Région Est - Philadelphie

Finale régionale du Est

Région Sud - San Antonio

Finale régionale du Sud

Région Midwest - Chicago

Finale régionale du Midwest

Final Four

Details

Demi-finales du

Finale du

Lien externe

2022
Basket-ball aux États-Unis en 2022
Sport aux États-Unis en mars 2022
Sport aux États-Unis en avril 2022

Championnat NCAA masculin de basket-ball 2022


Santo Loku Pio Doggale (Katiré, 28 de dezembro de 1969) é um ministro sul-sudanês e bispo auxiliar católico romano de Juba.

Santo Loku Pio Doggale estudou filosofia e teologia no Seminário Nacional de São Paulo em Cartum. O Arcebispo de Juba, Paulino Lukudu Loro MCCJ, ordenou-o sacerdote em 7 de janeiro de 2001. Foi secretário pessoal do arcebispo Lukudu Loro (2001-2004) e pároco em Kworijik. De 2004 a 2006 foi Secretário Geral da Arquidiocese de Juba e de 2006 a 2010 pároco em Terekeka.

Papa Bento XVI nomeou-o em 15 de dezembro de 2010 bispo auxiliar em Juba e bispo titular de Equizetum. O Arcebispo de Juba, Paulino Lukudu Loro MCCJ, ordenou-o bispo em 20 de fevereiro do ano seguinte; Os co-consagradores foram Erkolano Lodu Tombe, Bispo de Yei, e Rudolf Deng Majak, Bispo de Wau.

Santo Loku Pio Doggale é conhecido como um crítico da situação política no Sudão do Sul.

Ver também

Bispos católicos do Sudão do Sul

Santo Loku Pio Doggale


ගණිතයෙහි, කුලකයක අවයවයක් හෝ සාමාජිකයෙක් හෝ යනු, එම කුලකය තනන්නාවූ විභින්න වස්තූන්ගෙන්  ඕනෑම එකකි.

අවයවය (ගණිතය)


Keçe, koyun, tavşan, deve, lama gibi memeli hayvanların yünleri ile tiftik keçisinin kıllarının su, sabun ve ısı yardımıyla oluşturulan alkali bir ortamda liflerinin birbiri arasına girmesi ile elde edilen atgısız-çözgüsüz sıkıştırılmış tekstil örneğidir.

Kaynakça
 Ahmet Topbaş - Musa Seyirci, Keçe Sanatı ve Afyon'da Keçecilik', Beldemiz, S.9, Afyon 1987, s.10.

Ev tekstili
Tekstil terimleri
Kumaşlar
Dokusuz kumaşlar
Yapı malzemeleri
Yöresel ev tekstili kültürleri

Keçe


The North Staffordshire Railway (NSR) was a British railway company formed in 1845 to promote a number of lines in the Staffordshire Potteries and surrounding areas in Staffordshire, Cheshire, Derbyshire and Shropshire.

The company was based in Stoke-on-Trent and was nicknamed The Knotty; its lines were built to the standard gauge of .  The main routes were constructed between 1846 and 1852 and ran from Macclesfield via Stoke to Colwich Junction joining the Trent Valley Railway, with another branch to Norton Bridge, just north of Stafford, and from Crewe to Egginton Junction, west of Derby.  Within these main connections with other railway companies, most notably the London and North Western Railway (LNWR), the company operated a network of smaller lines although the total route mileage of the company never exceeded .  The majority of the passenger traffic was local although a number of LNWR services from Manchester to London were operated via Stoke.  Freight traffic was mostly coal and other minerals but the line also carried the vast majority of china and other pottery goods manufactured in England.

As the NSR was surrounded by other larger railway companies, there were in the 19th century several attempts emanating from other companies or proposals from NSR shareholders to amalgamate with one or more of the other companies that adjoined it.  None of these came to fruition and the NSR remained an independent company up to 1923 when it became part of the London, Midland and Scottish Railway Company.

The main routes of the NSR are still in use today; the routes connecting Stoke-on-Trent with Macclesfield, Crewe, Stafford and Colwich Junction remain in use as important parts of the West Coast Main Line, whilst the Stoke to Derby route also remains in use, however most of the less important lines built by the company have since been closed.

Before the railway
The area of north Staffordshire known today as the City of Stoke-on-Trent was already a thriving industrial area before the arrival of the railways.  The establishment of the pottery industry and the development of coal and ironstone mines in the 18th century had provided a need for materials, most noticeably clay, to be brought into the area. A corresponding need also arose for the resulting fragile pottery goods to be taken away from the area. This need had given rise in the mid to late 18th century of the construction of the Trent & Mersey Canal (T&M) and its various branches. Opened in 1777 it was a spectacular success and paid dividends reaching 75% in 1822.  By 1845 this had fallen to a still impressive 30% despite the onset of railway development in the northwest England. In 1836 the canal carried  of goods away and brought in .

It was the Trent & Mersey Canal company that built the first railway in north Staffordshire when in 1776 it was granted powers to build a railway, or plateway, from Caldon Low limestone quarries to the canal basin at Froghall in the Churnet Valley.

Formation of the company
The Railway Mania of 1845 found the Potteries still without a railway, although the surrounding towns of Stafford, Crewe, Derby and Macclesfield were all connected to the fledgling railway system. The Staffordshire Potteries Railway promoted a route from Macclesfield to the Grand Junction Railway mainline at Norton Bridge plus a spur to Crewe.  At the same time the Churnet Valley Railway promoted a line from Macclesfield to Derby with a branch to Stoke. After these two companies applied for the necessary powers to build the lines, Parliament suggested a pause of a year "to afford time for consideration and for maturing some more complete scheme for the accommodation of that important district".

The two companies decided to join forces to make a new approach to Parliament. They also incorporated in the scheme a proposal to join the Trent Valley Railway into the Potteries. To do this they promoted the North Staffordshire or Churnet Valley and Trent Junction Railway.  This prospective company issued its prospectus on 30 April 1845 from offices at 1 Old Palace Yard, Westminster, London.  There was to be a share capital of £2,350,000 (£ in ). in £20 shares (117,500 shares).

The prospectus outlined the NSR's plans for two main lines. The Pottery Line running from a junction with the Manchester & Birmingham railway at Congleton to the Grand Junction Railway at Colwich was promoted, as "giving the most ample accommodation to the towns of Tunstall, Burslem, Newcastle-under-Lyme, Hanley, Stoke, Fenton, Longton and Stone". The Churnet Line was to run from Macclesfield though Leek, Cheadle and Uttoxeter to join the Midland Railway line between Burton-upon-Trent and Derby forming a direct link between Manchester and Derby.

The company was formally incorporated in April 1845 under the shorter name of the North Staffordshire Railway.  As a way of eliminating opposition to the company's Bills in Parliament, and to allow it to promote a line to Liverpool, the company made an agreement to take over the Trent & Mersey Canal Company. This was achieved by T&M shares being swapped for preference shares in the NSR.  These preference shares paid a guaranteed annual dividend of 5% once the entire railway was open.  The total purchase cost of the T&M to the NSR £1,170,000.

On 25 November 1845 the Derby and Crewe Railway was absorbed into the NSR Scheme. This was a line that was being supported by the Grand Junction Railway (GJR) running between Derby and Crewe via Uttoxeter and Stoke. It was to eliminate the opposition of the Grand Junction company to the other NSR proposals that the NSR agreed to absorb the Derby and Crewe. However part of the deal was that the proposed line from Harecastle to Liverpool was abandoned. Despite having arranged to purchase the T&M canal for a considerable sum, to obtain support for the Liverpool extension the NSR agreed to the GJR demand. All that survived of the NSR Liverpool plan was the short branch to Sandbach from Harecastle.

Parliamentary approval and construction
On 26 June 1846, the three NSR acts were passed with the total of £2,900,000 in share capital being shared amongst the three lines, with seven years allowed for the completion of each line. The North Staffordshire Railway (Pottery Line) Act provided for the construction of the line from Macclesfield to Colwich with branches to Norton Bridge, Newcastle, Silverdale and Crewe. Parliamentary approval for building railways was needed to allow for compulsory purchase of the land needed for construction.  This act also vested the Trent & Mersey Canal in the NSR. Allocated capital for this work was £1,500,000. The second act, the North Staffordshire Railway (Harecastle and Sandbach) Act provided for the construction of the line from Harecastle to Sandbach, allocated capital for these works was £200,000. Finally the North Staffordshire Railway (Churnet Valley Line) Act authorised the construction of the line from North Rode to Burton, a branch from Tutbury to Willington Junction near Derby, and the line between Uttoxeter and Stoke;  £1,200,000 of capital was allocated to this.

To start the construction work, there was an official sod-cutting ceremony. This took place in September 1846 The site chosen for the ceremony was a field in Etruria. A roped off enclosure for directors was created and the remainder of the field was reserved for invited guests. A mile-long procession headed by John Lewis Ricardo, Member of Parliament for Stoke-on-Trent and chairman of the NSR Company, formed. On Ricardo's arrival, the crowds broke through the roped off area and Ricardo was pushed and shoved. During the actual cutting he buckled the silver spade and had difficulty removing the sod. Finally, his hat blew away.

Construction work went ahead under the supervision of the consulting engineer, George Parker Bidder. By February 1847 there were 1,318 men and 60 horses working between Macclesfield and Colwich and they had removed  of earth, driven  of tunnel heading and erected  yards of fencing.

On 2 July 1847 the North Staffordshire Railway Act was passed. This act was necessary was because of problems encountered with the construction of the Crewe branch. The opportunity was taken to authorise several other deviations and small branches. It also consolidated the previous acts and importantly, forced the NSR to ensure that all lines were completed by specifying that ordinary dividends were not to exceed 5% until the Churnet Valley and Willington lines had been opened.

Work continued apace and by 3 April 1848 the first freight trains were run. Passenger services started on 17 April 1848 and the first passenger train left the temporary station at Wheildon Road, Stoke, hauled by locomotive No. 1 Dragon, heading for a temporary station at Norton Bridge on the London and North Western Railway (LNWR).  The opening of the line gave the Potteries a railway link with Birmingham and London which made it an instant success with the public. Profits for the first two months were £1,668, "exceeding expectations".

The remaining lines under the original Acts were opened in stages but all were completed and open by the end of 1852 when the Stoke to Newcastle and Newcastle to Knutton sections opened. A few months after the opening of the first line, the imposing permanent station in Winton Square, Stoke was opened on 9 October 1848. Stoke station then became the headquarters of the NSR.

Later lines

Later branches constructed in the nineteenth century included lines from Stoke-on-Trent to Congleton via Smallthorne and Biddulph; Stoke-on-Trent to Leek; Newcastle to Silverdale, Keele and Market Drayton (junction with the Great Western Railway); Alsager to Audley, Leycett and Keele, and Rocester to Ashbourne.

Also opened in the 19th century was the only NSR line to achieve any degree of fame, the Potteries Loop Line from Etruria via Hanley, Cobridge, Burslem, Tunstall, Pitts Hill, Newchapel and Goldenhill to Kidsgrove Liverpool Road. Authorised in stages in 1864–65, it opened to traffic in 1873.  Its fame came from several mentions and a description of a journey on a Burslem to Hanley train in Arnold Bennett's The Old Wives' Tale.

Twentieth century construction included the Waterhouses branch line from Leekbrook Junction to Caldon Low quarries and Waterhouses from where the  narrow gauge Leek and Manifold Valley Light Railway (L&MV) was constructed through the Hamps and Manifold river valleys to Hulme End near Hartington. Although the L&MV was nominally independent the NSR both worked and operated the line.

Finally in 1910, the short Trentham Park branch line was built from Stoke-on-Trent to Trentham Park. It was authorised as part of an alternative line to Newcastle-under-Lyme but construction work beyond Trentham was quickly abandoned owing to rising costs.  The same act of parliament also transferred the Cheadle Railway to the NSR. The Cheadle Railway was a small local company constructed with NSR's backing, built at great cost over a period of twelve years. It was a short line from Cresswell to Cheadle, this line, only  long, included a very difficult tunnel. The line was opened from Cresswell to Totmonslow on 7 November 1892 and to Cheadle on 1 January 1901.

A full list of authorisation and opening dates for sections of the NSR is given below.

Macclesfield, Bollington and Marple Railway

The Macclesfield, Bollington and Marple Railway (MB&M) was a joint line which the NSR participated in.  A short line of just under  it was opened with the Manchester, Sheffield and Lincolnshire Railway (MS&L) in 1869 to give the NSR access to Manchester independently of the LNWR. As relationships between the NSR and the LNWR grew better the reason for the line lessened as the MB&M route to Manchester was  longer than the LNWR route. Both passenger and freight traffic was handled by the MS&L (or, as it later became, the Great Central Railway) with the buildings maintained by the NSR.

Running powers with other companies
As a company with only a small route mileage the NSR made extensive use of running powers and in exchange granted running powers to other companies.

The earliest agreements were reached with the LNWR. In 1849 an agreement was reached where LNWR traffic could work over the NSR system but in exchange a certain amount of the LNWR London trains had to be routed via Stoke. These Manchester to London Euston restaurant car expresses were unique in often being hauled by NSR tank engines from Manchester to Stoke-on-Trent where the LNWR express engines took over for the run via Stone, Sandon, Colwich, and the main line to London Euston. The NSR received a payment for every through passenger on these trains and employed a small army of ticket inspectors to examine and clip (with its distinctive 'P' clip) every ticket during the Stoke-on-Trent station stop. The agreement did give the NSR access to destinations such as Llandudno, Manchester, Stafford, Wolverhampton and Buxton. NSR goods trains were able to run to places such as Liverpool and Rugby.  The LNWR also used running rights over the Uttoxeter–Ashbourne line to run through coaches from Buxton to London via Nuneaton. As well as the running power agreements with the LNWR there was a very short joint line of  at Middlewood and three jointly owned stations; Ashbourne, Colwich and Macclesfield Goods.

Equally important in terms of traffic but not as extensive in terms of route were the running power agreements with the Midland Railway (MR). For the NSR passenger traffic into Derby and Burton was authorised and good traffic as far afield as Wellingborough. The arrangements with these two companies allowed the NSR to run its longest passenger service, between Derby and Llandudno. These trains only ran  on NSR rails, with  over MR but with the majority,  over the LNWR.

In 1867, an independent local company built the Stafford and Uttoxeter Railway, later incorporated into the Great Northern Railway (GNR).  The GNR built its GNR Derbyshire and Staffordshire Extension from Nottingham and Derby Friargate via Mickleover to Egginton Junction with running powers over the NSR from Etwall, through Uttoxeter, to Bromshall Junction. The GNR granted the NSR running rights to Nottingham, Colwick, Leicester and Peterborough. Apart from excursion trains to Nottingham and goods trains to Colwick, the NSR did not take advantage of these powers.

Although the NSR had joint ownership of the MB&M with the MS&L the NSR did not have running powers over the rest of the MS&L and was content to let the MS&L handle all traffic north of Middlewood. Finally with both the NSR and the Great Western Railway (GWR) expanding into Shropshire running rights were agreed for NSR trains to run to Hodnet and Wellington and in return GWR goods trains could run to Stoke.

Amalgamation proposals and financial strength
There were several proposals made either to the NSR or by it, to merge or lease or sell the company to other railway companies. The first was in 1849 when the LNWR, using its financial strength, made suggestions about a merger. To avoid this the NSR had to agree to the running powers outlined above. A further attempt in 1851 got as far as a parliamentary bill being submitted for amalgamation until the select committee appointed to look at the bill reported against the idea.  The LNWR made a further attempt in 1855 which failed because of concerted opposition by the MR, MS&L and GWR.  Less than twenty years later, in 1870, these four companies all combined to look at taking over the NSR following a decision by the NSR board to sell or lease the company. The four rival companies were unable to agree on who would take what share of the NSR and the proposal floundered.

In 1875, the MS&L proposed an amalgamation which initially found favour with the NSR board and shareholders but eventually fell through when the MS&L finances were investigated and it was found that the MS&L was no stronger financially than the NSR. Only two years later some NSR shareholders proposed a merger with the MR, the board dismissed the proposal with the chairman reminding shareholders that

The NSR had a small mileage and had to collect traffic for the large companies which surrounded it. They made profits from good mileages while the NSR had to do a great deal for comparatively little return.

The quote about little return was accurate. In 1877 the NSR dividend was only 2% compared with the dividend of 6% paid by the LNWR to its shareholders. A year later the dividend fell to its lowest ever point of only 1.625%.  However it recovered and after 1881 never fell below 3%.  In 1891 the NSR paid a 5% dividend for the first time, a level not to be reached again until 1913.

In 1913 the NSR ranked as the eighteenth largest company by route mileage with . Passenger numbers stood at 7,200,000 and goods traffic handled by the NSR consisted of  of goods, nearly  of coal and coke and over  of other minerals.  Among the  of goods was  of pottery, over five-sixths of the entire production in Britain.

Grouping

Under the Railways Act 1921, the NSR was one of the eight major companies designated to form the North Western, Midland and West Scottish Group. This group became the London, Midland and Scottish Railway (LMS).  The act came into force on 1 January 1923 but along with the Caledonian Railway, the NSR amalgamation into the LMS was delayed until 1 July 1923 due to certain legal requirements not being completed by the due date.

Accidents and incidents
In January 1885, a London and North Western Railway express passenger train collided with a freight train near Stoke-on-Trent. One person was killed.
On 27 December 1864 there was a collision between a London and North Western Railway goods engine and van and a North Staffordshire Railway passenger train at Congleton junction where the Biddulph Valley line joined the Stafford-Manchester line.
On 17 February 1899 there was a collision at Congleton railway station.

Other interests
In common with most other British railway companies, the NSR decided early on that it was advantageous to carry out its own maintenance work in all departments and also to undertake much of its own new construction work. Stoke railway works were opened in 1849, capable of producing carriages, wagons and other equipment.  Construction of locomotives followed later, commencing in 1864.

Ownership of the Trent & Mersey canal made the NSR the biggest canal owning railway with  of waterways owned. The T&M owned Rudyard Lake which the NSR made use of as a leisure complex, building a golf course, in 1905, on land adjoining the lake.  A further area of interest, again via ownership of the T&M, was the lease on Caldon Low quarries.  Associated with the quarry was the  tramway that ran from the quarries to Froghall making the NSR the operator of lines of three different gauges.

Although the NSR principally served the urban areas of the Potteries, it did promote the area for tourism, especially the Churnet Valley which local hoteliers had labelled as "Staffordshire's little Switzerland".  The company issued a 150-page guide called Picturesque Staffordshire to support this promotion and dispel the widespread held idea that the county was dull and bleak In addition to the tourist traffic generated the NSR owned three hotels; the North Stafford in Stoke (opposite Stoke station), the Churnet Valley in Leek and the Hotel Rudyard at Rudyard.

Officers of the company

{| class="wikitable" border="1"
! Name
! Period of tenure
|-
|align="center" colspan="2"|Chairmen
|-
|John Lewis Ricardo
|align="center"|1845–1855
|-
|Thomas Broderick
|align="center"|1855
|-
|John Lewis Ricardo
|align="center"|1855–1862
|-
|Thomas Broderick
|align="center"|1862–1865
|-
|Charles Pearson
|align="center"|1865–1874
|-
|Colin Minton Campbell
|align="center"|1874–1883
|-
|Sir Thomas Salt
|align="center"|1883–1904
|-
|Tonman Mosley (later Lord Anslow)
|align="center"|1904–1923
|-
|align="center" colspan="2"|General managers
|-
|Samuel Bidder
|align="center"|1847–1853
|-
|James Forsyth
|align="center"|1853–1863
|-
|Percy Morris
|align="center"|1863–1876
|-
|Martin Smith
|align="center"|1876–1882
|-
|William Phillipps
|align="center"|1882–1919
|-
|Frederick Arthur Lowry Barnwell
|align="center"|1919–1923
|-
|align="center" colspan="2"|Resident Engineers
|-
|Samuel Bidder
|align="center"|1845–1848
|-
|James Forsyth
|align="center"|1848–1865
|-
|James Johnson
|align="center"|1865–1870
|-
|Thomas Dodds
|align="center"|1870–1874
|-
|align="center" colspan="2"|Locomotive superintendents
|-
|Thomas Angus
|align="center"|1874–1875
|-
|Charles Clare
|align="center"|1875–1882
|-
|Luke Longbottom
|align="center"|1882–1902
|-
|John Adams
|align="center"|1902–1915
|-
|John Hookham
|align="center"|1915–1923
|-
|}

Motive power and rolling stock

Locomotives

NSR motive power came from a mixture of sources. Before the establishment of Stoke works there was a complete reliance on outside contractors. The first locomotives were either purchased from contractors building the line or firms such as Sharp Brothers and Company, B. Hick and Son, Kitson, Thompson and Hewitson, the Vulcan Foundry or Jones and Potts.

Originally the resident engineers were responsible for the locomotive stock and the first four holders of this post were all primarily civil engineers.  In 1863 the new general manager, Morris, commissioned an outside report on the NSR locomotive fleet which recommended the rebuilding of 50 engines.  By the time this report was produced a new engineer, Johnson, had been appointed.  He undertook the improvements but the results were unsatisfactory and Johnson left in 1870 after only five years in post. The only significant event of Johnson's tenure was the building of the first engines at Stoke works when three 0-6-0T engines were built in 1868.  Johnson's successor, Dodds, fared no better as his patented wedge motion, a type of valve gear, was unsuccessful. Dodds was dismissed in 1875 and a new post of locomotive superintendent created with a locomotive engineer, Angus, in charge.  Although only in post for two years Angus replaced all the wedge motions with Stephenson valve gear.

There followed a long period of locomotive construction internally with all locomotives between 1875 and 1900 coming from the company works.  The vast majority of these being tank engines although a small number of tender engines were constructed.  Most engines, whether tank or tender locomotives were built with either 2-4-0 or 0-6-0 wheel arrangements. An urgent need for heavier goods engines prompted the company to go to contractors and a small number of 0-6-0 designs were purchased from Nasmyth, Wilson and Company.  In 1903 five 0-6-2T engines were purchased from Vulcan Foundry and with the exception of two locomotives for shunting purchased from Kerr Stuart in 1919 these were the last engines not to be built by the company at Stoke.

Apart from engine No 1 of 1848 being named Dragon only two other NSR engines were ever named, in 1882 Class C 2-4-0 No. 55 was named Colin Minton Campbell and Class C No. 54 John Bramley Moore after the chairman and deputy chairman of the company, respectively.

The NSR also used a small number of railmotors with three being purchased in 1905 from Beyer, Peacock and Company.  They were used on routes such as the Stoke–Newcastle service but were not a success. The vehicles did survive until grouping but had been taken out of service for some time some years earlier. In addition to the NSR locomotives were the two engines of the Leek & Manifold and the three engines that worked the Caldon Low quarries. The former were purchased from Kitson and Company and the latter from Henry Hughes and W. G. Bagnall.

At grouping 196 steam locomotives including the L&MV and Caldon Low engines were absorbed into the LMS along with the three railmotors and one battery electric locomotive. This last engine was built at Stoke in 1917 for shunting the copper works at Oakamoor. Four engines under construction at Stoke in 1923 were completed and also added to the LMS stock. Although many of the locomotives were not old, due to the LMS policy of standardisation all NSR engines had been withdrawn from service by 1939.  The one exception was the battery electric shunting locomotive which remained in service until 1963.

Two NSR locomotives are preserved. NSR No. 2, an 0-6-2T New L class (one of the four constructed in 1923) and the battery electric locomotive.  Both formed part of the national collection at the National Railway Museum but in 2016 ownership of the New L class locomotive was transferred to the Foxfield Railway where the locomotive is now on display.

Locomotive depots
The largest locomotive depot was at Stoke, with 125 engines at grouping.  The next largest was Alsager with an allocation of 15 engines. Other NSR depots existed at Macclesfield, Derby, Uttoxeter, Burton and Crewe.  Stoke also had sub-sheds at Market Drayton, Leekbrook and Ashbourne.  NSR engines were also sub-shedded at other companies depots, with arrangements existing at the LNWR sheds at Stafford, Liverpool Edge Hill and Manchester Longsight and the GNR shed at Nottingham Colwick.

Locomotive liveries
Up to 1882 locomotives were a bright green with black and white lining with a Staffordshire knot emblem on the tank or tender sides.  Longbottom introduced a new livery of a red brown with black, yellow and vermilion lining.  Longbottom was succeeded by Adams who changed the livery once more to a crimson shade called Madder Lakewith yellow and vermilion lining. The knot emblem was replaced by the company coat of arms and the words North Stafford.

Coaching stock
The NSR coaching stock was, even until grouping, predominantly four and six wheeled vehicles. Four-wheeled carriages were the norm from the start and the last were constructed in the 1880s, although by then they had progressed from the unbraked coaches of the 1840s with the introduction of the communication cord in 1869 and the simple vacuum brake in 1883. The first bogie coaches were introduced in 1906 for use on the Derby–Llandudno service and these were followed by further examples until 1923. By 1919 all carriages, except 13 four-wheelers used on miners' trains, had been fitted with steam heating and a number of vehicles had been fitted with through pipes to allow use in trains equipped with Westinghouse brakes. Most carriages were constructed at Stoke but some were purchased from companies such as the Metropolitan Carriage, Wagon and Finance Company.

One area where the NSR was a pioneer was in the use of electrical lighting being the largest of only three British railway companies to switch from oil to electric lighting and not use any form of gas lighting.  The first coach was fitted in 1897 and new stock constructed from 1899 had electric lighting as standard.  Conversion of the remaining stock was slow and in 1910 there were still some oil-lit carriages in service.

Coaching liveries
Coaching stock was originally claret but in 1875 was changed to Victoria Brown and white (except for branch line trains which carried an all over Victoria Brown livery) with gold and blue lining.  Victoria Brown was the same red brown colour as Longbottom had introduced for NSR locomotives.  In 1882 waist panels were additionally painted white.  This colour scheme lasted until 1896 when it was changed to an overall Victoria Lake (brown) colour with gold and blue lining. Adams changed the livery to Madder Lake in 1903 to match the locomotives, the lining became yellow and red.  A final minor change was to paint the waist panels of first class compartments cream to distinguish them. A constant presence was the company coat of arms being displayed on the coach sides.

Goods stock
Over its life the NSR built or bought many thousands of goods wagons.  Early wagons had dumb buffers with spring buffers being introduced from 1870.  Early wagons were not of high capacity, for example typical open wagons were only of  capacity. but capacities grew to  on average by 1923.

The NSR handed over to the LMS 6,612 goods wagons of which over 5,000 were open wagons for the transport of coal and other minerals.  This number was dwarfed by the number of wagons owned by the pits, ironworks, other industrial operations and traders in the Stoke area.  An unusual set of wagons to be seen were the bright yellow with red lettering vans owned by the Barnum and Bailey circus who had their main English depot in Stoke.

Goods liveries
Goods vehicles were painted red oxide with white lettering and a white Staffordshire knot. The letters N.S.R with only two full stops were carried in small letters.  From 1912 the letters were increased in size but changed to just N S with a central knot and no full stops.

The Knotty

The NSR is one of the few railways to become the subject of a play. In 1966, Peter Cheeseman, artistic director of The Victoria Theatre, Stoke wrote a musical documentary about the NSR called The Knotty. Featured in the play were the voices of several NSR staff who had been interviewed especially for the play. The script with introductory notes by Cheeseman was published in 1970. Sound recordings of the production, The Knotty – a musical documentary, was released on LP by Argo Transacord in 1970 and as a digital version in 2014.

NSR main lines and branch lines—opening dates
John Lewis Ricardo, chairman of the North Staffordshire Railway, described the network as being like "a small octopus"; but not one NSR station was more than  from Stoke-on-Trent. Dates of authorisation and opening are given in the following table.

{| class="wikitable"
! Section of line
! Date construction authorised
! Passenger service started
! Goods service started
|-
| Stoke-on-Trent – Norton Bridge
| 26 June 1846
| 17 April 1848
| 3 April 1848
|-
| Stoke-on-Trent – Uttoxeter
| 26 June 1846
| 7 August 1848
| 7 August 1848
|-
| Uttoxeter – Burton-on-Trent
| 26 June 1846
| 11 September 1848
| 11 September 1848
|-
| Stoke-on-Trent – Crewe and Congleton
| 26 June 1846
| 9 October 1848
| 9 October 1848
|-
| Stone–Colwich
| 26 June 1846
| 1 May 1849
| 1 May 1849
|-
| Congleton–Macclesfield
| 26 June 1846
| 18 June 1849
| 18 June 1849
|-
| Churnet Valley Line
| 26 June 1846
| 13 July 1849
| 13 July 1849
|-
| Tutbury–Derby
| 26 June 1846
| 13 July 1849
| 13 July 1849
|-
| Harecastle–Sandbach
| 26 June 1846
| 3 July 1893
| 21 January 1852
|-
| Stoke-on-Trent – Newcastle-under-Lyme
| 26 June 1846
| 6 September 1852
| 6 September 1852
|-
| Newcastle-under-Lyme – Knutton
| 2 July 1847
| May 1863
| 6 September 1852
|-
| Knutton–Silverdale
| 13 August 1859
| May 1863
| 1850
|-
| Silverdale – Market Drayton
| 29 July 1864
| 1 February 1870
| 1 February 1870
|-
| Etruria–Shelton
| 2 July 1847
| January 1862
| 1850
|-
| Shelton–Hanley
| 13 August 1859
| 13 July 1864
| 20 December 1861
|-
| Hanley–Burslem
| 5 July 1865
| 1 November 1873
| 1 November 1873
|-
| Burslem–Tunstall
| 5 July 1865
| 1 December 1873
| 1 December 1873
|-
| Tunstall–Goldenhill
| 5 July 1865
| 1 October 1874
| 1 October 1874
|-
| Goldenhill–Kidsgrove
| 5 July 1865
| 15 November 1875
| 15 November 1875
|-
| Rocester–Ashbourne
| 22 July 1848
| 31 May 1852
| 31 May 1852
|-
| Biddulph Valley Line
| 24 July 1854
| 1 June 1864
| 28 August 1860
|-
| Milton Junction - Leek Brook Junction
| 13 July 1863
| 1 November 1867
| 1 November 1867
|-
| Audley Line
| 29 July 1864
| 28 June 1880
| 24 July 1870
|-
| Cresswell–Tean
| 7 August 1888
| 7 November 1892
| 7 November 1892
|-
| Tean–Cheadle
| 7 August 1888
| 1 January 1901
| 1 January 1901
|-
| Waterhouses – Hulme End (L&MVLR)

| 6 March 1899
| 27 June 1904
| 29 June 1904
|-
| Leek Brook – Ipstones

| 6 March 1899
| 5 June 1905
| 5 June 1905
|-
| Ipstones – Waterhouses
| 6 March 1899
| 1 July 1905
| 1 July 1905
|-
| Trentham Park Branch
| 21 August 1907
| 1 April 1910
| 1 April 1910
|-
|}

See also
 Leek and Manifold Valley Light Railway

Notes

Explanatory notes

References

Sources

External links
The North Staffordshire Railway Study Group
Churnet Valley Railway
North Staffordshire Railway Photographs
Historic photographs of the NSR from Stoke-on-Trent Museums Service

Companies based in Stoke-on-Trent
Railway companies established in 1845
Railway lines opened in 1848
Railway companies disestablished in 1923
History of Staffordshire
London, Midland and Scottish Railway constituents
Pre-grouping British railway companies
Rail transport in Staffordshire
Rail transport in Stoke-on-Trent
1845 establishments in England
1923 disestablishments in England
British companies established in 1845
British companies disestablished in 1923

North Staffordshire Railway


Podmorska arheološka zona akvatorija otoka Visa, Biševa, Brusnika i Svecta je arheološka zona u podmorju pomorja otoka Visa, Biševa, Brusnika i Sveca.

Povijest
Podmorska arheološka zona otoka Visa, Biševa, Brusnika i Svetca područje je s najvećom koncentracijom povijesno-arheoloških nalaza na Jadranu. Zbog iznimno povoljnog zemljopisnog položaja otoka Visa, a time i izuzetne povijesne važnosti koju je otok imao, područje viškog akvatorija bilo je sjecište povijesnih plovnih putova i vojnih operacija od razdoblja pretpovijesti pa do završetka Drugoga svjetskog rata. Unutar predmetne podmorske zone nalazi se više podmorskih arheoloških nalazišta upisanih u Registar kulturnih dobara Republike Hrvatske, ali, uzimajući u obzir izuzetno veliku koncentraciju nalaza, podatke prikupljene od ronilaca i ribara te značaj ovoga prostora u razdoblju antike, srednjega i novoga vijeka, unutar predmetnoga područja izvjesno je postojanje brojnih, još za sada nepoznatih podmorskih nalazišta, pojedinačnih arheoloških nalaza ili manje skupine nalaza.

Zaštita
Pod oznakom Z-6496 zavedeno je kao nepokretno kulturno dobro - kulturno-povijesna cjelina, pravna statusa zaštićena kulturnog dobra, klasificirano kao "arheološka baština ".

Izvori

Vis
Biševo
Svetac (otok)
Zaštićene podvodne arheološke zone i nalazišta u Splitsko-dalmatinskoj županiji

Podmorska arheološka zona akvatorija otoka Visa, Biševa, Brusnika i Sveca


La saison 1945-1946 de deuxième division est organisée par la fédération d'Italie du Nord après deux années sans compétition à cause de la guerre. Après la Seconde Guerre mondiale le pays est en ruine, certains clubs n'existent plus. Pour recommencer le football on décide en Italie du Nord de fusionner les clubs de Serie B et Serie C, le championnat non reconnu comme un championnat de Serie B mais néanmoins officiel est réparti sur trois zones géographiques.

Les clubs de l'Italie du Sud étant moins nombreux sont conviés à disputer le championnat de première division dans le Groupe Sud (Divisione Nazionale).

Déroulement de la saison
Lors de la dernière saison avant la guerre, l'Italie du Nord comptait 12 clubs en Serie B, plus trois clubs promus. Varèse Calcio fait partie des promus mais la ville connaît de grands dommages de guerre, le club reçoit un report de promotion et intègrera la Serie B pour la saison 1946-1947. Vingt-cinq clubs de Serie C sont conviés à participer au championnat.

Le championnat est réparti en trois poules de 12 équipes qui s'affrontent deux fois, après cette première phase les deux premiers de poule se retrouvent dans un championnat pour jouer le titre, le vainqueur est promu en Serie A.

Les derniers de poule sont relégués en Serie C.

Poule A
Deux clubs de Serie B et deux clubs réadmis en Serie B sont rejoints par huit clubs de Serie C dans cette poule de l'Italie du Nord-Ouest. Spezia Calcio avait fait une demande pour intégrer la Serie A, après le refus de la fédération le club joue en ligue régionale, c'est Ausonia La Spezia qui prend sa place cette saison, Spezia Calcio reviendra en Serie B la prochaine saison.

Classement

|}

Note :
 P  Clubs de Serie C admis dans le championnat
 Victoire à 2 points

Poule B
Trois clubs de Serie B et neuf clubs de Serie C forment cette poule.

Classement

|}

Note :
 P  Clubs de Serie C admis dans le championnat
 Victoire à 2 points

Poule C
Un club de Serie B et un club réadmis en Serie B sont rejoints par dix clubs de Serie C dans cette poule du Nord-Est de l'Italie.

Classement

|}

Note :
 P  Clubs de Serie C admis dans le championnat
 Victoire à 2 points

Phase finale

|}

Note :
 P  Clubs de Serie C admis dans le championnat
 Victoire à 2 points

Notes et références
 Almanacco Illustrato del Calcio - La Storia 1898-2004, Panini Edizioni, Modena, septembre 2005

1945-1946
Championnat Italie Football 1945-1946 Serie B
Championnat Italie Football 1945-1946 Serie B
Italie
Italie

Championnat d'Italie de football de deuxième division 1945-1946