Le Manaro Voui (aussi appelé Lombenben ou Aoba) est un volcan situé sur l'île d'Ambae, au Vanuatu.

S'élevant à  d'altitude, le Manaro Voui compte trois lacs à son sommet. L'un des deux principaux, le lac Voui, comporte en son centre un cratère à l'origine de plusieurs éruptions depuis 1995. Ainsi en 2017-2018, une éruption majeure contraint l'ensemble des habitants d'Ambae à évacuer l'île pendant plusieurs mois.

Toponymie
À Ambae, le volcan est appelé Manaro ou Lombenben. Dans la communauté scientifique, il est parfois appelé Aoba, un des anciens noms de l'île.

Géographie

Le Manaro Voui est un volcan bouclier situé au centre d'Ambae, île du Vanuatu. Il s'agit du volcan le plus volumineux de l'archipel. Sa base est à 3000 mètres sous le niveau de la mer, et il s'élève à 1496 mètres au-dessus. Son sommet comporte deux caldeiras, dont la plus grande mesure 6 kilomètres de diamètre. La plus petite contient trois lacs de cratère : Voui (ou Vui) et Lakua (ou Lakwa), les deux principaux, et Ngoru, plus réduit. Les deux principaux lacs n'ont pas la même couleur : l'eau de Voui est bleu clair, celle de Lakua bleu foncé. Au cours d'une éruption en 2005, une île se forme au centre du lac Voui.

Histoire éruptive

Risques
Le Manaro Voui est un des volcans les plus dangereux du Vanuatu, à cause de ses longues périodes de dormance qui aboutissent à des explosions violentes, et la présence de villages à quelques kilomètres du cratère.

Éruptions de 1995 et 2005

Le Manaro Voui serait entré en éruption vers 1530, 1670 et 1870, puis entre dans une longue période de dormance. Des bulles de plusieurs mètres de diamètre sont observées dans le lac Voui en 1991, puis le volcan entre brutalement en éruption en mars 1995, émettant un panache de vapeur de 2 à 3 kilomètres de haut. La population à proximité du cratère est alors évacuée vers des zones moins à risques de l'île.

Lors d'une éruption phréatique fin 2005, un cône pyroclastique de près de 500 mètres de diamètre se forme au centre du lac Voui, à l'emplacement du cratère. L'éruption se poursuit tout au long de l'année 2006, produisant un panache de vapeur de plusieurs kilomètres de haut, mais n'occasionne pas de pluies de cendres. Pendant plusieurs mois, l'eau du lac devient rouge sous l'effet d'oxyde de fer. Une activité mineure est détectée en 2010, 2011, 2012 et 2016.

Éruption de 2017-2018
Une éruption majeure commence en septembre 2017, dégageant un important nuages de cendres. Des éruptions de lave ont lieu au centre du lac Voui, et toute la population d'Ambae est temporairement évacuée, jusqu'en novembre. Après une accalmie en novembre-décembre, l'éruption reprend fortement de mars à juillet 2018, avec des panaches de fumée de 9 à 12 kilomètres de haut, recouvrant l'île de cendres, et atteignant partiellement les îles voisines de Pentecôte et Espiritu Santo. Plusieurs zones habitées sont détruites par les lahars (coulées de boue). Le lac Ngoru est complètement asséché, tandis que le lac Voui est presque entièrement comblé par le cône pyroclastique en son centre, d'où provient l'éruption.

La population d'Ambae est complètement évacuée en juillet 2018 vers les îles voisines de Maewo, Pentecôte et Espiritu Santo. L'est de l'île est moins sévèrement touché par l'éruption, mais près de 1000 personnes déclarent avoir perdu leur maison et tout moyen de subsistance. Les habitants reviennent peu à peu sur l'île au cours de 2019, et en février 2020, 80 % sont retournés vivre sur Ambae.

Références

Bibliographie
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 .
 .
 .
 .

Volcan au Vanuatu
Volcan bouclier
Sommet au Vanuatu
Point culminant d'une île

Manaro Voui


Coasta de Fildeș a participat la Jocurile Olimpice de vară din 2016 de la Rio de Janeiro în perioada 5 – 21 august 2016, cu o delegație de 12 sportivi, care a concurat în șase sporturi. Cu un total de două medalii, inclusiv una de aur, Coasta de Fildeș s-a aflat pe locul 51 în clasamentul final.

Participanți
Delegația din Coasta de Fildeș a cuprins 12 de sportivi: cinci bărbați și șapte femei. Cel mai tânăr atlet din delegația a fost înotătoarea Talita Marie Te Flan (21 de ani), cel mai vechi a fost arcașul Rene Philippe Kouassi (36 de ani).

Medaliați

Referințe
 Coasta de Fildeș la Jocurile Olimpice de vară din 2016  pe Rio2016.com

Coasta de Fildeș la Jocurile Olimpice
Țări la Jocurile Olimpice de vară din 2016


Muriel Scuderi, née le , est une joueuse de pétanque française.

Biographie

Clubs
 ?-2004 : Boule Florian Marseille (Bouches-du-Rhône)
 2005-2007 : Boule Tamaris Alès (Gard)
 2008-2018 : Association Sportive Salindroise (Gard)
 2019- : Amicale Club Bouliste Barjacoise (Gard)

Palmarès

Séniors

Championnats de France
 Championne de France
 Triplette 2009 (avec Nancy Cailotto et Fabienne Chapus) : Association Sportive Salindroise
 Triplette 2016 (avec Léa Escoda et Fabienne Chapus) : Association Sportive Salindroise
 Triplette 2017 (avec Léa Escoda et Fabienne Chapus) : Association Sportive Salindroise
 Finaliste
 Triplette 2003 (avec Sylvette Innocenti et Séverine Roche) : Boule Florian Marseille
 Triplette 2004 (avec Sylvette Innocenti et Séverine Roche) : Boule Florian Marseille

Mondial La Marseillaise
 Vainqueur
 2002 (avec Sylvette Innocenti et Eliane Perez)
 2006 (avec Virginie Lauer et Martine Sarda)
 2007 (avec Fabienne Chapus et Virginie Lauer)
 2009 (avec Fabienne Chapus et Patricia Foyot)

Millau

Mondial de Millau (1993-2002)
 Finaliste
 Tête à tête 2000

Mondial à pétanque de Millau (2003-2015)
 Vainqueur
 Doublette 2006 (avec Martine Sarda)
 Finaliste
 Doublette 2004 (avec Danielle Gros)
 Triplette 2005 (avec Danielle Gros et Magalie Vierne)
 Doublette 2007 (avec Fabienne Chapus)

Références

Liens externes

Joueuse française de pétanque
Championne de France de pétanque
Naissance en janvier 1970
Lieu de naissance inconnu
Article à illustrer Pétanque

Muriel Scuderi


La Paz es una población del estado Zulia (Venezuela), ubicada en el municipio Jesús Enrique Lossada, es la capital de la Parroquia José Ramón Yépez. La Paz se encuentra a 32 km al oeste de Maracaibo.

Historia

El hato los Teques fue fundado en 1780 y constituyó la fundación inicial de La Paz. En 1922 con la perforación del pozo petrolero Las Flores 1, fue descubierta la riqueza petrolífera y gasifera de La Paz, con lo que se inició el auge económico de la localidad. Al marcharse los trabajadores de la empresa Shell dejando así las casas solas, los habitantes de los alrededores de los campos petroleros decidieron invadir las casas las cuales tenían una arquitectura norteamericana y vivir en ellas, personajes que hoy son baluarte para la comunidad fueron los primeros que le dieron vida a lo que hoy conocemos como el pueblo de la paz.

Geografía

La Parroquia José Ramón yepez en su mayoría es parte de la planicie de Maracaibo pero del lado oeste del municipio se encuentra la sierra de perija, la cual parte de la cordillera de los Andes. Otro levantamiento geológico importante que se encuentra en la parroquia son los cerros de santa rosa este es producto de la ejecución de la falla tectónica que se encuentra en el terreno llamada falla la paz, cadena montañosa que se extiende hasta el municipio mara donde se conoce como cerró cochino.

La vegetación es variada, al noreste es xerófila, al sur es tropical de sabana y oeste es vegetación montañosa, se presenta de forma escalonada en pisos: a medida que se asciende, las formaciones boscosas se sustituyen por arbustos, hierba (praderas) y, en las zonas de mayor altura, musgo, teniendo así variedad de climas que caracterizan al sector, la posición geográfica de Venezuela sólo permite tener dos períodos en el año; lluvioso y seco, esto se divide en 6 meses de lluvia y 6 meses de sequías. Algo extraordinariamente maravilloso ocurre cada vez qué él periodo lluvioso inicia, para ser exactos en el mes de abril,  gran parte del territorio de La Paz está constituido por un árbol muy particular; muchos lo conocen como el araguaney o Cañaguate, dejando todo el terreno con una alfombra de color amarillo con la caída de sus flores, pierde sus hojas en enero y florece entre febrero y mayo casi simultáneamente todos los árboles del mismo sector, las flores duran de tres a cinco, al caer cubren todo el suelo de la Paz, por eso cada habitante de este Pueblo disfruta esta belleza que solo una vez al año les regala la naturaleza.

La represa el diluvio se encuentra ubicada en el parque Nacional sierra de perija esta represa en su mayor parte de territorio le pertenece a la Parroquia José Ramón yepez, su función principal es distribuir y abastecer de agua a gran parte del Estado Zulia. La Paz tiene a sus alrededores grandes extensiones de suelos fértiles los cuales son utilizados para la producción ganadera y la siembra de cultivos. Estos suelos son ricos en minerales los cuales permiten desarrollar actividades agrícolas como la siembra de yuca, maíz, sorgo, plátano, pasto para la ganadería, entre otros productos necesarios para el consumo. En una investigación realizada por estudiantes de la Universidad del Zulia para la creación de su tesis de grado llamado: "Atlas Geográfico de la parroquia José Ramón Yépez, Material didáctico para el fortalecimiento de la identidad local, llegaron a la conclusión que las riquezas minerales y la variedad de recursos que existen en el sector de La Paz son dignas de admirar, explotar y sobre todo resaltar en toda Venezuela.

Sectores

Entre los sectores de La Paz se encuentran:

 Campo Boyacá.
 Campo Coquivacoa.
 Campo Caliza.
 Campo Yocoima.
 Barrio 5 de Enero.
 Barrio Simón Bolívar.
 Barrio Mario Urdaneta
 Barrio Mario Urdaneta II
 Barrio San Benito.
 Barrio Caucaguita.
 Roberto Fuenmayor
 El Pueblo.
 La Conquista.
 La Gran Parada.
 Las Minas.
 Los Pantalla.
 El Laberinto.
 Sector La Planta.
 La nuevecita
 Sector Villa Salas
 Sector Las Marias

Zona Residencial

La Paz está formada por campos petroleros o conjuntos habitacionales establecidos por la compañía petrolera Shell como residencia para sus trabajadores en terrenos del antiguo hato los Teques, posteriormente se añadieron algunos sectores e infraestructura urbana. La Paz es la segunda localidad más poblada del municipio.

Vialidad y Transporte

La vía principal que conduce a La Paz es la llamada vía a la Concepción que comienza en la Av. La Limpia en Maracaibo en el sector Curva de Molina y que llega hasta La Paz. Otra vía importante es la que lleva a Las Cuatro Bocas Municipio Mara. Los campos petroleros al ser planificados, poseen todos los servicios y sus calles son rectas.

Entre las líneas de transporte que funcionan en La Paz están:

 Buses La Concepción - Maracaibo. Ruta La Paz
 Colectivo de transporte Cuatro Bocas - La Paz
 Carros por puesto Concepción - La Paz
 Colectivo de transporte La Paz - El Laberinto

Sitios de Referencia

 Carnicería El Novillo de oro F.CH.
 Estadio de Fútbol de La Paz
 Estadio de softball Víctor Vílchez
 Cancha de usos múltiples Abraham Salazar
 Escuela Básica Nacional Adrián Fernández Morán
 U.E.N La Paz
 C.E.I.B Menca de Leoni
 Área Comercial La Esquina
 Comercial Milagros
 Plaza José Ramón Yépez
 Plaza Bolívar
 Plaza El Hongo
 Pastelitos Ortiz

Sitios Turísticos

 Río Palmarito
 Caño Seco
 Caño Colorado

Localidades del estado Zulia
 Historiador Deyner D. Avendaño L. (2010)
 Cronista Kelvys K. Fuenmayor S. (2010)
 Historiador Leonel A. Pérez R. (2012)
 Lcdo. GLEN L. VILLALOBOS M. (2014)
 Lcdo. JESÚS JOSE BERRUETA VILCHEZ (2023)

La Paz (Zulia)


Sahih (Ar. , İng. , otantik), doğru, gerçek anlamında sıfat.

Sahih hadis
Bir veya iki rivayet zinciri ile nakledilen, hadisçilerin değerlendirmeleri çerçevesinde, kendi kriter ölçülerine göre hadise verdikleri bir değerlendirme sözüdür. Bununla birlikte bu söz diğer hadisçileri de bağlayan bir ifade olmadığı gibi, bir hadisçinin sahih, hatta mütevatir kabul ettiği bir rivayet başka hadisçiler tarafından zayıf veya uydurma olarak değerlendirilebilir. Örneğin Cibril hadisi, Ay'ın ikiye ayrılması hadisi gibi.

Rivayetçi geleneksel mezhepler tarafından kendisiyle amel edilmesini gerektiren, (Müslümanlar tarafından uygulanması gereken), vacib kabul edilen hadislerdir. Peygamberin kendisi veya sahabeden adalet ve zabt sahibi kimseler vasıtasıyla, yine adalet ve zabt sahibi kimseler aracılığıyla rivayet edilen hadislerdir. Bazı hadis yazarları kendi külliyatlarına sahih ismini vermişlerdir. Sahih hadisler, eleştirel düşünmeyen, geleneksel İslâm âlimlerinin çoğuna göre gerçek kabul edilirler.

Kaynakça

Hadis ilmi

Sahih hadis


The East Coast Main Line (ECML) is a  electrified railway between its southern terminus at London King's Cross station and  via , , , ,  and Newcastle. The line is a key transport artery on the eastern side of Great Britain running broadly parallel to the A1 road. The main line acts as a 'spine' for several diverging branches, serving destinations such as Cambridge, , ,  and , all with direct services to London. In addition, a few ECML services extend beyond Edinburgh to serve , although the principal London-Glasgow route is the West Coast Main Line (WCML).

The line was built during the 1840s by three railway companies, the North British Railway, the North Eastern Railway, and the Great Northern Railway. In 1923, the Railway Act of 1921 led to their amalgamation to form the London and North Eastern Railway (LNER) and the line became its primary route. The LNER competed with the London, Midland and Scottish Railway (LMS) for long-distance passenger traffic between London and Scotland. The LNER's chief mechanical engineer Nigel Gresley designed iconic Pacific steam locomotives including Flying Scotsman and Mallard, the latter of which achieved a world record speed for a steam locomotive,  on the Grantham-to-Peterborough section.

In 1948, the railways were nationalised and operated by British Railways. In the early 1960s, steam was replaced by diesel-electric traction, including the Deltics, and sections of the line were upgraded so that trains could run at speeds of up to . With the demand for higher speed, British Rail introduced InterCity 125 high-speed trains between 1976 and 1981. In 1973, a Class 41 (an HST prototype) achieved a top speed of  in a test run. In the 1980s, the line was electrified and InterCity 225 trains introduced. These have in turn been largely replaced by Class 800 and Class 801 units. The November 2021 Integrated Rail Plan for the North and Midlands stated that the linespeed would be upgraded to .

The line links London, South East England, East Anglia and the East Midlands, with Yorkshire, the North East and Scotland, and is important to their local economies. It carries commuter traffic in north London as well as cross-country, commuter and local passenger services, and freight. There is currently no electrification north of Edinburgh to Aberdeen or Inverness. In 1997, operations were privatised. The primary long-distance operator is London North Eastern Railway, but open-access competition on services to Northern England and Scotland is provided by Hull Trains, Grand Central and Lumo.

Route definition and description
The ECML is part of Network Rail's Strategic Route G, which comprises five separate lines:

 The main line between  and  stations, via , , , , , , , , , , , , ,  and . The line crosses the Anglo-Scottish border at Marshall Meadows Bay;
 The Wakefield Line, between Doncaster and , via ;
 The Northern City Line from  to ; and
 The Hertford Loop Line from  to Stevenage.
 The branch line to

The core route is the main line between King's Cross and Edinburgh, the Hertford Loop is used for local and freight services, and the Northern City Line provides an inner-suburban service to the city. The line has engineers line references (ELR) ECM1 to ECM9.

History

Origins and early operations
The ECML was constructed by three independent railway companies. During the 1830s and 1840s, each company built part of the route to serve its own area, but also intending to link with other railways to form the through route that would become the East Coast Main Line. From north to south, the companies were:

 the North British Railway (NBR), from Edinburgh to Berwick-upon-Tweed, completed in 1846.
 the North Eastern Railway (NER) from Berwick-upon-Tweed to Shaftholme just north of Doncaster.
 the Great Northern Railway (GNR) from Shaftholme to King's Cross, completed in 1850.

The GNR established an end-on connection with the NER at Askern, famously described by the GNR's chairman as in "a ploughed field four miles north of Doncaster". Askern was connected to the Lancashire and Yorkshire Railway, a short section of which was used to reach the NER at Knottingley. In 1871, the line was shortened when the NER opened a direct line from an end-on junction, with the GNR, at Shaftholme, just south of Askern to Selby and over Selby Bridge on the Leeds-Hull line direct to York.

Through journeys were important and lucrative for the companies and in 1860 they built special rolling stock for the line. Services were operated using  "East Coast Joint Stock" until 1922. The trains were hauled by GNR locomotives between King's Cross and York, which entailed utilisation of GNR running powers over the NER between Shaftholme Junction and York (which had been agreed in 1849 and exercised from the opening of the GNR in 1850); and by NER locomotives between York and Edinburgh, using NER running powers over the NBR between Berwick and Edinburgh (agreed in 1862 but not exercised until 1869).

LNER era
The entire ECML came under control of the London and North Eastern Railway (LNER) in 1923, under the Railway Act of 1921 which 'grouped' many small railway companies into four large ones. The LNER was the second largest railway company in Britain, its routes were located to the north and east of London.

The LNER appointed Nigel Gresley (who was knighted in 1937) as its Chief Mechanical Engineer, and under his tenure, Pacific steam locomotives were developed as the standard express locomotive to work the line, several of which became famous, these included the Class A3, including 4472 Flying Scotsman, and the later Class A4, including 4468 Mallard. During this time Mallard set a new world-record speed for a steam locomotive (see ).

Races to the North

The East Coast Main Line was engaged in long running rivalry with the West Coast Main Line (WCML), the other main trunk route between London and Scotland. At various points in the late 19th century, highly publicised but unofficial races occurred between express trains on the two routes, most notably in 1888 and 1895. These races were ended over concerns over safety, but later the rivalry resumed in the 1920s and 1930s as both the LNER and its West Coast competitor, the London, Midland and Scottish Railway (LMS), produced ever-more-powerful express locomotives. This reached its crescendo in the late 1930s, when the LNER introduced the famous streamlined Class A4 locomotives and the LMS countered with its own streamlined Coronation Classboth of which were capable of reaching speeds in excess of . The competition was curtailed soon thereafter by the coming of World War II.

British Rail era
In the aftermath of the war, Clement Attlee's Labour Government nationalised the LNER and the other three major railway companies in Great Britain with the passage of the Transport Act 1947, and with effect from 1 January 1948 merged them into British Railways (BR). The ECML came under the control of three of BR's regions; the Eastern Region, the North Eastern Region, and the Scottish Region (the former two were merged together in 1967).

Diesel era

In the early 1960s, steam locomotives were replaced by diesel-electrics, amongst them the Deltic, a powerful high-speed locomotive developed and built by English Electric. The prototype was successful and a fleet of 22 locomotives were built and put into BR service for express traffic. Designated , they were powered by a pair of Napier Deltic engines that had been developed for fast torpedo boats. The Class 55 'Deltics' were for a time the fastest and most powerful diesel locomotives in service in Britain, capable of reaching  and providing up to . When introduced into service in 1961, the Class 55's ability to rapidly accelerate and maintain high speed with a heavy train over long distances, immediately cut over one hour from the standard London to Edinburgh journey time, from seven hours to under six. Further improvements to the infrastructure meant that by the mid-1970s, another half-hour had been cut from the journey time.

In the years following the introduction of the Deltics, sections of the ECML were upgraded for trains running at speeds of up to . On 15 June 1965, the first length of high-speed line, a  stretch between Peterborough and Grantham, was completed. The next section was  of line between Grantham and Newark and more sections were upgraded to enable high speeds along much of the line.

Continuing demand for reduced journey times led British Rail to introduce a successor to the Deltics, the InterCity 125 High Speed Train (HST) between 1978 and 1979. These could reach speeds up to  on existing infrastructure, bringing the fastest London–Edinburgh timing down by another hour, to  hours. They operated most express passenger services on the line until electrification was completed in 1991, after which they continued in use on services that run off the ECML and onto non-electrified lines. Generally popular with the public, and considered by some to be iconic, they ran on the ECML for 41 years, before being withdrawn in 2019.

In 1973, the prototype HST British Rail Class 41 recorded a top speed of  in a test run on the line.

Electrification
There had been proposals to electrify all or parts of the ECML as far back as the early 1900s, but no significant scheme was implemented until the 1970s and 1980s, with the entire line being electrified in two stages between 1976 and 1991.

Early proposed schemes included a 1904 proposal by the Great Northern Railway to electrify its suburban services from London. A short stretch of the ECML in the Newcastle area was electrified with a third rail in 1904, as part of the North Eastern Railway's suburban Tyneside Electrics scheme. Following the success of this scheme, in 1919 the North Eastern Railway, planned to electrify  of the main line between York and Newcastle; the scheme progressed as far as a prototype locomotive, however it was cancelled on financial grounds after 1923 when the NER was grouped into the LNER, and the new management had no interest in pursuing the scheme. In the early-1930s, studies were conducted into electrifying sections or all of the ECML.

British Rail's 1955 modernisation plan placed equal importance on electrification of both the West Coast Main Line (WCML) and ECML; a detailed plan drawn up in 1957 gave a completion date of 1970 for ECML electrification. However, the East Coast authorities decided that they could not wait over a decade for service improvements, and instead decided to invest in high-speed diesel traction, the Deltic and High Speed Train, as an interim measure to implement improved services, whilst West Coast electrification proceeded, and was largely complete by 1974. During the period when Richard Beeching was chairman of British Rail, WCML electrification with a spur from Carstairs to Edinburgh was seen as possible justification for the truncation of the ECML at Newcastle.

British Rail carried out electrification of the southern part of the ECML with  overhead lines from London King's Cross to  between 1976 and 1977. This was authorised in 1971 for the benefit of London suburban services as part of the Great Northern Suburban Electrification Project, using Mk.3A equipment. The scheme electrified , including the Hertford Loop Line, part of the Cambridge Line from Hitchin to , and incorporated the Northern City Line to .

In the late 1970s, a working group of British Rail and Department for Transport officials convened and determined that, of all options for further electrification, the ECML represented the best value by far. Its in-house forecasts determined that increases in revenue and considerable reductions in energy and maintenance costs would occur by electrifying the line. In 1984, the decision was made to commence the electrification of the rest of the ECML to Edinburgh and Leeds. The Secretary of State for Transport Nicholas Ridley and Minister for Railways David Mitchell played a large role in the decision to proceed.

Construction began on the second phase in 1985. In 1986 the section to Huntingdon was completed; Leeds was reached in 1988, then York in 1989 and Edinburgh in 1991. Electric services on the full length of the line began on 8 July 1991, eight weeks later than scheduled. Significant traffic increases occurred in the two years after completion; one station recorded a 58 per cent increase in passengers. The programme also electrified the Edinburgh-Carstairs branch of the WCML, to allow InterCity 225 sets to access Glasgow Central, with the added benefit of creating an electrified path to/from Edinburgh on the WCML from the south.

In total the electrification programme covered roughly  and required major infrastructure changes, including resignalling of the line from Temple Hirst Junction (near Selby in Yorkshire) to the Scottish border; the construction of new signalling centres at Niddrie, York, and Newcastle; the commissioning of ten new connections to the national electricity grid; and structure clearance and electrical immunisation works along the length of the line. Included in the structure clearance works were the 127 overbridges that crossed the ECML. Where the existing bridge clearance was insufficient, project managers favoured wherever possible the rebuilding of the bridge rather than the lowering of the track, as the latter requires considerable civil works and can create long-term drainage problems.

Where listed buildings were to be affected by the programme, BR sought approval for its plans from the Royal Fine Art Commission. Through this process a special design of overhead wiring was developed for use on the visually-sensitive Royal Border Bridge, as well as the Croxdale and Durham City viaducts. Elsewhere the standard Mk.3B equipment was deployed.

The electrification was completed at a cost of £344.4million (at 1983 prices, equivalent to £million in ), a minor overrun against its authorised expenditure of £331.9million. Of the total cost, 60 per cent was for the electrification process itself, while the remaining 40 per cent covered rolling stock, including the new InterCity 225 trains procured specially for the route. These were introduced in 1989 to operate express services. They were developed by the General Electric Company (GEC), as the winners of a competitive tender process. The InterCity 225 sets were used alongside other rolling stock, including  locomotives and  electric multiple units. The displaced diesel trains were reallocated predominantly to the Midland Main Line.

The infrastructure supported speeds of up to 140mph, allowing a non-stop run of three hours and 29 minutes between London and Edinburgh on 26 September 1991. As part of testing done to support safe operation the increased maximum speed, BR experimented in 1988 with using a fifth signalling aspectflashing greenon the fast lines between Peterborough and Stoke Tunnel. The flashing green aspect appeared at signals preceding one displaying an ordinary steady green aspect, and authorised running at up to 140mph. Upon encountering a steady green aspect the driver would reduce speed to no greater than 125mph, and thus be ready to react to subsequent signals in the same manner as when driving a lower-speed train. The testing found, however, that drivers couldn't be expected to consistently and accurately interpret and respond to lineside signals when driving at the higher speed, and regulations were later changed throughout Britain to require the use of in-cab signalling whenever running service trains at speeds above 125mph. Nevertheless, , and the relevant track Sectional Appendix continued to list the capability to run special test trains in excess of 125mph as recently as 2008.

Privatisation and renationalisation
As part of the privatisation of British Rail in the mid-1990s, passenger operations on the ECML were offered to bidders as the InterCity East Coast franchise. It was held by Great North Eastern Railway from 1996 until 2007, when the company experienced financial difficulties; the franchise then passed to National Express East Coast until in 2009, when it too encountered financial problems and the government was forced to run the franchise itself as 'East Coast'. Another attempt at returning the franchise to private-sector operation was made by Virgin Trains East Coast in 2015, but this failed in 2018, and thus since then it has been run by the public sector through the government's operator of last resort procedure under the London North Eastern Railway brand.

Route alterations
The route of the ECML has been altered or diverted several times, beginning with the opening of the King Edward VII Bridge in Newcastle upon Tyne in 1906. Later, the Penmanshiel tunnel collapse in the Scottish Borders in 1979 necessitated urgent works to divert the line around the irreparably-damaged tunnel; ultimately the line was closed for five months and around  of the original alignment had to be abandoned.

In the late 1970s in the north of England, the development of the Selby Coalfieldand the anticipated subsidence that might result from its workingsled the National Coal Board to pay for the construction of the  Selby Diversion. Construction commenced in 1980, and was completed in late 1983 at a cost of £63million (equivalent to £million in ). The new section diverged from the original alignment at Temple Hirst Junction, north of Doncaster, bypassed Selby station and the area to be undermined by coal workings, and then joined the Leeds–York line of the former York and North Midland Railway at Colton Junction, south-west of York. The old line between Selby and York was dismantled and is now a public cycleway.

Mining subsidence discovered in 2001 also necessitated the realignment of  of line at Dolphinstone in East Lothian, between Prestonpans and Wallyford stations. The new alignment takes the form of a gentle curve of up to  towards the south, supported by concrete slabs and other ground stabilisation and reinforcement techniques, and is designed to avoid the need for a permanent speed restriction. It came into use in the last week of April 2003, at a cost of £56million (equivalent to £million in ).

Speed records

World speed records for both steam and diesel traction have been set on the ECML. LNER's 4468 Mallard set the record for a steam locomotive at  whilst descending Stoke Bank on 3 July 1938. The record remains standing today, and a trackside sign was erected in July 1998 at the  milepost to commemorate the achievement.

The world record for diesel-powered trains was set at  on 1 November 1987, by a shortened InterCity 125 train of two Class 43 power cars and three coaches during a southbound run from Darlington to York. At least two other trains have subsequently recorded higher speeds, but  the InterCity 125 record remains the highest to have been officially verified.

Additionally, a British speed record for electric locomotives of  was achieved on 17 September 1989, also at Stoke Bank, by  locomotive number 91010.

Future
In November 2021, as part of the Integrated Rail Plan, the DfT announced a major upgrade of the line. The upgrade is set to include major track improvements and digital signalling, leading to higher speeds, reduced journey times and increases in seat capacity. The power supply will also be upgraded to allow longer and more frequent trains.

East Coast Digital Programme
The last refresh of the lineside signalling system on the southern ECML between London King's Cross and the Stoke Tunnel was commissioned in 1977 and as such was up for renewal between 2020 and 2029. Instead of renewing the current lineside signalling, it was decided to upgrade this section of the ECML to ERTMS in-cab signalling. This will not be the first instance of ERTMS on the UK rail network; it is in use on the Cambrian Line (where it was first piloted), on the Thameslink core Widened Lines route (with an ATO overlay), and on the Heathrow branch of the Great Western Main Line. However, it is the most complex application yet; never before in the UK has ERTMS been used on such a busy, mixed-traffic line, with freight, commuter, regional and InterCity services sharing as little as two tracks in the tightest sections.

Unlike the Widened Lines route and the GWML, where ERTMS complements traditional lineside signals, the southern ECML will have its signals removed once the transition period to ERTMS is complete. This means that all trains running on the route will be required to be fitted with the appropriate onboard equipment.

The Class 800 series (LNER Azuma Classes 800 and 801, Hull Trains Paragon Class 802, Lumo Class 803), Thameslink Class 700 and Great Northern Class 717 fleets are fitted with ERTMS equipment from manufacture. The Great Northern Class 387 fleet are undergoing retrofit, with the first train sent to Worksop Depot in October 2022. Following its return to service in July 2023, the remaining trains will be retrofitted in Hornsey Depot. The introduction of in-cab signaling will allow the ECML line speed to be increased to 140mph in some places. The Class 800 series trains were designed to reach this speed, but minor modifications will be required to remove the equipment that is currently limiting speeds to 125mph. There are currently no plans to retrofit ERTMS equipment to the InterCity 225 fleet, as they are expected to be withdrawn before the removal of the lineside signals; this means they will never reach their design speed of 140mph (225km/h) in service.

Infrastructure

The line is mainly quadruple track from London to Stoke Tunnel, south of Grantham, with two double track sections: one between Digswell Jn & Woolmer Green Jn, where the line passes over the Digswell Viaduct, Welwyn North station and the two Welwyn tunnels; and one between Fletton Junction (south of Peterborough) and Holme Junction, south of Holme Fen. The route between Holme Junction and Huntingdon is mostly triple track, with the exception of a southbound loop between Conington and Woodwalton. North of Grantham the line is double track except for quadruple-track sections at Retford, around Doncaster, between Colton Junction (south of York), Thirsk and Northallerton, and Newcastle.

The line is carried along its route by a number of bridges and viaducts which are recognised as architecturally significant listed structures; the longest of which is the  Royal Border Bridge at Berwick-upon-Tweed. Others include Digswell Viaduct, near Welwyn Garden City, at , the Ouseburn Viaduct in Newcastle at , Durham Viaduct at , and Chester Burn Viaduct in Chester-le-Street at . The  King Edward VII Bridge in Newcastle was opened in 1906, replacing the older High Level Bridge as the main railway crossing of the River Tyne.

Newark flat crossing, where the ECML crosses the Nottingham–Lincoln line on the same level just north of  station, is one of only two remaining flat crossings in Britain, the other being on the Cambrian Line where it intersections with the Welsh Highland Railway. Plans for grade separating the crossing with a flyover or tunnel, which would increase capacity on both lines, have been proposed on several occasions but are complicated by costs and spatial constraints at the site.

With most of the line rated for  operation, the ECML was the fastest main line in the UK until the opening of High Speed 1. The high speeds are possible because much of the line is on fairly straight track on the flatter, eastern side of England, through Lincolnshire and Cambridgeshire, though there are significant speed restrictions because of the line's curvature particularly north of Darlington and between Doncaster and Leeds. By contrast, the West Coast Main Line crosses the Trent Valley and the mountains of Cumbria, with more curvature and a lower speed limit of . Speeds on the West Coast Main Line (WCML) were increased with the introduction of tilting Pendolino trains and now match the 125mph speeds on the ECML.

Rolling stock

Commuter trains

High-speed trains

Operators

The line's current principal operator is London North Eastern Railway (LNER), whose services include regular long-distance expresses between King's Cross, the East Midlands, Yorkshire, the North East of England and Scotland. LNER is operated on behalf of the Department for Transport by a consortium of Arup Group, Ernst & Young and SNC-Lavalin Rail & Transit, which took over from Virgin Trains East Coast on 24 June 2018.

Other operators of passenger trains on the line are:
 Great Northern: medium-distance services between King's Cross, Peterborough, Cambridge and King's Lynn and commuter services between Moorgate and Stevenage via either Welwyn Garden City or the Hertford Loop.
 Hull Trains: operates five trains per day between King's Cross and Hull and two per day between King's Cross and Beverley on weekdays, while at weekends there are five trains per day between King's Cross and Hull.
 East Midlands Railway: local services between Grantham and Peterborough, part of the service that runs between Liverpool Lime Street and Norwich.
 CrossCountry: cross-country services north of Sheffield are routed via either Leeds or Doncaster. Leeds trains use the ECML between Wakefield Westgate and Leeds and then again north of York. Doncaster trains use the ECML north of Doncaster. Services run to and beyond Edinburgh. Occasional services run from Doncaster to Leeds before rejoining the ECML at York.
 TransPennine Express: between Liverpool Lime Street and Newcastle, also between Manchester Airport and Saltburn before they divert off the ECML to Saltburn via Yarm and Middlesbrough.
 Northern Trains: suburban services from Doncaster to Leeds and Chathill to Newcastle via Morpeth railway station and infrequent services between Newcastle and Darlington that continue to Middlesbrough and Saltburn. Services between  and  also use the line from Hambleton Junction to York.
 ScotRail: services from  to  and .
 Grand Central: operates five daily services between King's Cross and Sunderland, branching off the main line at Northallerton; and four daily services between King's Cross and Bradford, branching off at Doncaster.
 Lumo: operates five daily services between King's Cross and Edinburgh, calling at Newcastle and Morpeth.

Eurostar previously held the rights to run five trains a day on the line for services from mainland Europe to cities north of London, as part of the Regional Eurostar plan, which never came to fruition.

The overnight Caledonian Sleeper operated by Serco occasionally uses the ECML when engineering works prevent it from using its normal train path on the WCML.

DB Cargo UK, Direct Rail Services, Freightliner and GB Railfreight operate freight services.

Development

Capacity problems
The ECML is one of the busiest lines on the British rail network and there is insufficient capacity on parts of the line to satisfy all the requirements of both passenger and freight operators.

There are bottlenecks at the following locations:
 The section of twin track within a four-line section at Welwyn North over the Digswell Viaduct and through the Welwyn tunnels
 The twin and triple-track sections located between Huntingdon and Peterborough.
 Just north of Newark station at a flat crossing with the Nottingham to Lincoln Line.
 The section of double track between Stoke Tunnel and Doncaster.
 The north throat of York station including Skelton Bridge Junction
 South of Newcastle to Northallerton (which is also predominately double track), leading to proposals to reopen the Leamside line to passenger and freight traffic.

Railway operations are vulnerable during high winds and there have been several de-wirements over the years due to the unusually wide spacing (up to 75 m) between the supporting masts of the overhead lines.  The other cost-reduction measure was the use of headspan catenary support systems over the quadruple track sections – as employed in the Weaver Junction to Glasgow Electrification on the WCML during the 1970s.  Headspans do not have mechanically independent registration (MIR) of each electrified road and thus are more complex to set up, compared to TTC (twin-track cantilever) and portal style support structures, during installation. In the event of a de-wirement of a given road, headspans result in the need to correctly set up the OLE of adjacent roads before the line can reopen to electric traction. This was a result of extreme pressure from the Department for Transport to reduce avoidable costs when the line was originally electrified between 1985 and 1990.

Recent developments

 The Allington Chord was constructed near Grantham in 2006, allowing services between Nottingham and Skegness to call at Grantham without having to use the ECML, trains now passing under the line. This provided sufficient extra capacity for 12 additional services between Leeds and London each day.
 Connection of the ECML to Thameslink at Belle Isle Jnc. via the Canal Tunnels as part of the Thameslink Programme (for Thameslink and Great Northern commuter services to extend to Brighton, Horsham and Maidstone East).
 At the southern end of York station a short length of fourth track was installed in early 2011 at Holgate Junction with accompanying OLE and signalling systems. This work helped to remove one of the bottlenecks on the East Coast Main Line. Previously, trains from Leeds would sometimes have to wait before entering the station. The improvement allows for better flow of trains in and out of the station.
 Provision of a £47million grade-separated junction to the north of  (the Hitchin flyover) enabling down Cambridge trains to cross the main line. The work was completed by 26 June 2013
 Major remodelling of  station was completed during early 2014 providing three platform faces for services in the up direction towards London and two for ECML services travelling north on the down lines. An additional two platform faces are also available for Cross Country services to and from stations to the east of Peterborough.
 A new flying junction just south of Joan Croft level crossing in South Yorkshire to allow freight trains from Immingham to pass over the line on their way to Eggborough and Drax power stations, was completed in very early 2014. The project, known as the North Doncaster Chord, also replaced the level crossing on a minor road with a new overbridge just to the north of the original crossing point.
 Renewal and gauge enhancement of the Great Northern and Great Eastern Line which runs parallel to the ECML between Peterborough and Doncaster. This removes freight traffic from a heavily congested section of the ECML.
 A new Rail operating centre (ROC), with training facilities, opened in early 2014 at the "Engineer's Triangle" in York. The ROC will enable signalling and day-to-day operations of the route to be undertaken in a single location. Signalling control/traffic management using ERTMS is scheduled to be introduced from 2020 on the ECML between London King's Cross and Doncaster – managed from the York ROC.
 An £8.6million redevelopment of Newcastle station was completed in 2014 enhancing the existing station and provide a state-of-the-art station for thousands of passengers.
 Platform extensions at Stevenage, Grantham, Newark North Gate, Northallerton, Durham and Edinburgh Waverley stations for the InterCity Express Programme.
 Linespeed enhancement on the down slow line in the Fletton area (part of the ECML Connectivity programme) completed in March 2019.
 Additional 130-metre terminal platform on the down side for Hertford Loop trains at Stevenage, with an extra track from Langley Junction, was started in early 2019 and opened for use on 2 August 2020.
 Werrington Grade Separation was a £200million scheme to increase capacity north of Peterborough station by constructing a dive under to route rail traffic between the Stamford Lines and the GNGE line, thereby avoiding at-grade conflicts on the ECML. The project was approved in summer 2018. It was officially opened by the Rail Minister Chris Heaton-Harris on 14 December 2021.

Planned or proposed developments

The European Union Directive 96/48/EC, Annex 1 defines high-speed rail's minimum Speed Limit as  on existing lines which have been specially upgraded.

Over the years successive infrastructure managers have developed schemes for route improvements. The most recent of which is the £247million "ECML Connectivity Fund" included in the 2012 HLOS with the objective of increasing capacity and reducing journey times. Current plans include the following specific schemes:

 King's Cross throat remodelling to improve capacity and introduce higher speed turnouts reducing journey times.
 Power supply enhancement on the diversionary Hertford Loop route
 Additional turnback facility at Gordon Hill (part of the ECML Connectivity programme).
 Re-quadrupling of the route between Huntingdon and Woodwalton (HW4T) which was rationalised in the 1980s during electrification (part of the ECML Connectivity programme). This also involves the closure and diversion of a level crossing at Abbots Ripton which was approved in November 2017.
 Enhanced passenger access to the platforms at Peterborough and Stevenage.
 Replacement of the Flat Crossing at Newark with a flyover (scheme developed to GRIP Stage 2 by Jacobs)
 Upgrading of the Down Fast line at Shaftholme Junction from 100mph to 125mph and higher speed associated crossovers (part of the ECML Connectivity programme).
 Modified north throat at York Station to reduce congestion for services calling at Platforms 9 – 11 (part of the ECML Connectivity programme)
 Freight loops between York and Darlington (part of the ECML Connectivity programme).
 Darlington station up fast line platform and future station remodelling as part of HS2.
 Fitment of TASS Balises and Gauging/Structure works proposed by the open operator GNER (Alliance Rail) to enable tilt operation of Pendolino trains north of Darlington station, supporting its aspirations for express 3hr43min London to Edinburgh Services.

And on a more route wide basis the following projects:

 Power supply upgrades (PSU) between Wood Green and Bawtry (Phase 1 – completed in September 2017) and Bawtry to Edinburgh (Phase 2), including some overhead lines (OLE) support improvements, rewiring of the contact and catenary wires, and headspan to portal conversions (HS2P) which were installed at Conington in January 2018. This will include installation of static frequency converter (Frequency changer) technology at Hambleton Junction and Marshall Meadows Bay area.
 The line between  and Bawtry, on the approach to , will be signalled with Level 2 ERTMS. The target date for operational ERTMS services is December 2018 with completion in 2020
 Level crossing closures between King's Cross and Doncaster: As of July 2015 this will no longer be conducted as a single closure of 73 level crossings but will be conducted on a case-by case basis (for example, Abbots Ripton Level Crossing will close as part of the HW4T scheme).
 Increasing maximum speeds on the fast lines between Woolmer Green and Dalton-on-Tees up to 140mph (225km/h) in conjunction with the introduction of the InterCity Express Programme, level crossing closures, ERTMS fitments, OLE rewiring and the OLE PSU – est. to cost £1.3billion (2014). This project is referred to as "L2E4" or London to Edinburgh (in) 4 Hours. L2E4 examined the operation of the IEP at 140mph on the ECML and the sections of track which can be upgraded to permit this, together with the engineering and operational costs.
 In June 2020 it was reported that the UK government would provide £350million to fund the UK's first digital signalling system on a long-distance rail route. The signalling is to be fitted on a 100-mile (161km) section of the East Coast Main Line between King's Cross, London, and Lincolnshire, which will allow trains to run closer together and increase service frequency, speed and reliability. No date for when the new technology, already in use on the Thameslink lines at London Bridge and some London Underground lines, has been given.

Accidents
The ECML has been witness to a number of incidents resulting in death and serious injury:

Popular culture

The cuttings and tunnel entrances just north of King's Cross appear in the 1955 Ealing comedy film The Ladykillers. Also during the 1950s, the line featured in the 1954 documentary short Elizabethan Express. Later, the 1971 British gangster film Get Carter features a journey from London King's Cross to Newcastle in the opening credits. During 2009, the motoring show Top Gear featured a long-distance race, in which LNER A1 60163 Tornado, a Jaguar XK120 and a Vincent Black Shadow competed to be the fastest vehicle to travel the full length of the line from London to Edinburgh.

The route has been featured in several train simulator games. Trainz Simulator 2010 features the route between London and York, Trainz Simulator 12 extends the route to Newcastle, and Trainz: A New Era brings it all the way to Edinburgh, allowing the entire 393-mile route to be driven.

King's Cross Station is also depicted as the starting point of the Hogwarts Express in the books and films of the Harry Potter franchise. This connection is marked by a tourist attraction within the station concourse, featuring the Platform  sign and a luggage trolley partially embedded in the station wall with an owl cage and suitcases on it.

See also
West Coast Main Line
Midland Main Line
Highland Main Line
Great Western Main Line

References

Rail transport in Hertfordshire
Rail transport in Bedfordshire
Rail transport in Cambridgeshire
Rail transport in Lincolnshire
Rail transport in Yorkshire
Rail transport in Northumberland
Rail transport in Nottinghamshire
Transport in the London Borough of Barnet
Transport in the London Borough of Camden
Transport in the London Borough of Haringey
Transport in the London Borough of Islington
Electric railways in the United Kingdom
Railway lines in the United Kingdom
Railway lines opened in 1871
Railway lines in the East of England
Railway lines in the East Midlands
Railway lines in London
Railway lines in North East England
Railway lines in Yorkshire and the Humber
Main inter-regional railway lines in Great Britain
Standard gauge railways in England
Standard gauge railways in Scotland
Railway lines in Scotland

East Coast Main Line


كراون بلازا : هي سلسلة فنادق تابعة لمجموعة الفنادق القارية
و يوجد 272 فندق كراون بلازا في العالم.

المميزات
فندق كراون بلازا كوبنهاغن هو أول فندق في الدنمارك يولد كل طاقته من مصادر الطاقة المتجددة، بما في ذلك الألواح الشمسية و التدفئة الحرارية الأرضية ومضخات التبريد. على الدراجات الثابتة ترتبط المولدات، والتي توفر الكهرباء إلى الفندق.
يعد فندق كراون بلازا بلغراد، الذي تم تجديده في الفترة 2012-2013، أكبر فندق كراون بلازا في أوروبا.

الرعاية
فنادق ومنتجعات كراون بلازا هي الراعي الرئيسي لـ Crowne Plaza Invitational at Colonial - وهي دورة جولف لجولات (بيه جي ايه) تُقام سنويًا في فورت وورث، تكساس. ابتداء من عام 2012.

كانت فنادق ومنتجعات كراون بلازا هي الراعي للسائق البريطاني آندي برياولكس، سائق بطولة السيارات السياحية العالمية التابعة للاتحاد الدولي للسيارات، منذ عام 2006. وهم يواصلون الآن دعمه في سيارة دويتشه تورنفاغن ماسترز (دي تي إم)، وهي سيارة سياحية أوروبية شهيرة البطولة، بصفتها الراعي الرسمي لسيارة BMW Motorsport جنبًا إلى جنب مع سلسلة LeMans الأمريكية (ALMS) حيث يمثل Joey Hand في كاليفورنيا العلامة التجارية لكلا السلسلتين.

معرض صور

الموقع الرسمي
الموقع الرسمي

مراجع

تأسيسات سنة 1983 في ماريلند
سلاسل فنادق
شركات أسست في 1983
فنادق أسست في 1983

كراون بلازا


روجيه لومير، فرنسي من مواليد عام 1941. قضى أغلب حياته الرياضية ضمن الإدارة الفنية للاتحاد الفرنسي لكرة القدم. قاد المنتخب العسكري الفرنسي إلى إحراز بطولة العالم عدة مرات..
درب منتخبين عربيين، حيث احرز مع منتخب تونس لكرة القدم على كأس أمم أفريقيا وذلك في تونس سنة 2004 وتأهل معه لنهائيات كأس العالم الا انه تعرض إلى انتقادات كبيرة في آخر مشواره خاصة بعد نهائيات كاس العالم ألمانيا 2006. كما درب المنتخب المغربي لكرة القدم وعرف معه نتائج سلبية في مباريات التصفيات للترشح لكأس أفريقيا بغانا والعالم بجنوب أفريقيا سنة 2010 ما أدّى إلى اقالته.
درب فريق تركي من 2009 ألى 2010 ثم أقيل بسبب مشاكل صحية .
فاز بكأس العالم 1998 مع فرنسا في خطة مساعد مدرب وعند توليه تدريب المنتخب الفرنسي فاز بيورو 2000 بهولندا وبلجيكا وبكأس القارات 2001 بفرنسا وهو الآن مدرب لنادي النجم الرياضي الساحلي منذ ديسمبر 2013.

روابط خارجية

المراجع

لاعبو كرة قدم رجالية فرنسيون
مدافعو كرة قدم رجالية
مدربو الدوري التركي الممتاز
أشخاص على قيد الحياة
حائزون على وسام الاستحقاق الوطني الفرنسي من رتبة فارس
رياضيون فرنسيون مغتربون في تركيا
فارس وسام جوقة الشرف
لاعبو الدوري الفرنسي
لاعبو سيدان
لاعبو كرة قدم فرنسيون
لاعبو لنس
لاعبو منتخب فرنسا لكرة القدم
لاعبو نانت
لاعبو نانسي
مدربو الترجي الرياضي التونسي
مدربو نادي النجم الأحمر
مدربو النجم الرياضي الساحلي
مدربو بطولة أمم أوروبا 2000
مدربو ستراسبورغ
مدربو شباب قسنطينة
مدربو كأس الأمم الإفريقية 2004
مدربو كأس الأمم الإفريقية 2006
مدربو كأس الأمم الإفريقية 2008
مدربو كأس العالم 2002
مدربو كأس العالم 2006
مدربو كأس القارات 2001
مدربو كأس القارات 2005
مدربو كرة قدم فرنسيون
مدربو كرة قدم فرنسيون مغتربون
مدربو كرة قدم مغتربون في الجزائر
مدربو كرة قدم مغتربون في تركيا
مدربو كرة قدم مغتربون في تونس
مدربو منتخب المغرب لكرة القدم
مدربو منتخب تونس لكرة القدم
مدربو منتخب فرنسا لكرة القدم
مدربو نادي باريس
مدربو نادي لانس
مدربون فائزون ببطولة أمم أوروبا
مواليد 1941
رياضيون من المانش
لاعبو كرة قدم من نورمندي

روجيه لومير


El Hospital Regional de Alta Especialidad de la Península de Yucatán es una institución de asistencia pública perteneciente a la Secretaría de Salud de México, forma parte de la red de hospitales de alta especialidad que prestan salud pública en el territorio nacional, se encuentra ubicado en la Calle 7 Núm. 433 por 20 y 22 Fraccionamiento Altabrisa en Mérida, Yucatán, en las coordenadas .

Servicios médicos

Especialidades y subespecialidades
El Hospital Regional de Alta Especialidad de la Península de Yucatán cuenta con más de 28 especialidades, subespecialidades y servicios.

 Algología
 Angiología
 Cardiología Adultos
 Cardiología Pediátrica
 Cirugía Bariátrica y Endocrina
 Cirugía Cardiovascular y Torárica
 Coloproctología
 Gastrocirugía
 Hematología
 Medicina interna
 Neurocirugía
 Oncología Quirúrgica
 Psiquiatría
 Urología

 Cirugía Plástica y reconstructiva
 Endocrinología
 Gastroenterología
 Hemodiálisis (Previa valoración médica)
 Hemodinamia
 Hospitalización
 Nefrología
 Neumología
 Neurología
 Oftalmología
 Otorrinolaringología
 Quimioterapia (Previa valoración médica)
 Quirófanos
 Terapia intensiva

Galería

Véase también

 Salud en México

Referencias

Enlaces externos
 hraeyucatan.salud.gob.mx - Sitio web oficial.
 salud.gob.mx - Sitio web de la Secretaría de Salud de México.

Península de Yucatán
Hospitales en Yucatán


An Anthurium luxurians in uska species han Liliopsida nga ginhulagway ni Thomas Bernard Croat ngan R.N.Cirino. An Anthurium luxurians in nahilalakip ha genus nga Anthurium, ngan familia nga Araceae.

Mabibilngan ini ha Colombia. Waray hini subspecies nga nakalista.

Mga kasarigan

Anthurium

Anthurium luxurians


() est un film sud-coréen réalisé par Kim Hyeong-joo, dont la sortie est prévue en 2023.

Il s'agit de l'histoire vraie des joueurs de go professionnels sud-coréens Cho Heon-hyeon et Lee Chang-ho dans les années 1980.

Synopsis
En 1984, Cho Heon-hyeon, meilleur joueur de go professionnel sud-coréen, rencontre et enseigne le go à son unique jeune apprenti Lee Chang-ho. Malgré ses doutes initiaux, son élève montre un talent atypique et s'impose rapidement comme un des meilleurs joueurs du monde.

Fiche technique

 Titre original :
 Titre international :
 Réalisation : Kim Hyeong-joo
 Scénario : Kim Hyeong-joo et Yoon Jong-bin

 Décors : Kim Byeong-han

 Production : Yoon Jong-bin
 Sociétés de production :  et
 Société de distribution :
 Budget :
 Pays de production :
 Langue originale : coréen
 Format : couleur
 Genre : biographie, drame, sport

 Date de sortie : 2023

Distribution
 Lee Byung-hun : Cho Heon-hyeon
 Yoo Ah-in : Lee Chang-ho
 Kim Kang-hoon : Lee Chang-ho, jeune
 Moon Jeong-hee : la femme de Cho Hoen-Hyeon
 Ko Chang-seok : le père de Lee Chang-ho
 Jeong Seok-yong
 Hyeon Bong-sik

Production

Genèse et développement
Le film s'inspire de l'histoire vraie sur les joueurs de go professionnel Cho Heon-hyeon et Lee Chang-ho, écrit et réalisé par Kim Hyeong-joo et produit par Yoon Jong-bin avec sa société . , explique le réalisateur.

Distribution des rôles

Fin , Lee Byung-hun envisage de participer au projet du film de Kim Hyeong-joo, pour qui il incarne Cho Heon-hyeon, après la fin du tournage Défense d'atterrir () de Han Jae-rim. Début octobre, le responsable d' révèle que Yoo Ah-in a . Il y tient le rôle de Lee Chang-ho. Début novembre, Moon Jeong-hee rejoint ces deux derniers pour le rôle d'une femme ayant la plus grande influence sur la vie de Jo Hoon-hyeon.

Début , l'apparition de Hyun Bong-sik est révélée.

Tournage
Le tournage commence le . Il a lieu à Dangjin (Chungcheong du Sud), à Pusan, dans le district d'Ulju pour l'ancien bâtiment du bureau (Yeongnam). Il s'achève le  à Ulsan (Yeongnam).

Accueil
Le film est vendue à des distributions internationales et est projetée au marché du film asiatique du Festival international du film de Busan, en . En ,  annonce sa possibilité de diffuser le film. En décembre,  confirme sa diffusion mondiale en 2023.

En , sa diffusion est prévue au deuxième semestre en ce même année, puis s'avère compliquée à la suite du scandale de Yoo Ah-in lié aux drogues.

Notes et références

Annexes

Articles connexes
 Cho Heon-hyeon
 Jeu de go
 Joueur de go professionnel
 Lee Chang-ho
 Sport dans le cinéma

Liens externes

Film sud-coréen dont la sortie est prévue en 2023
Film biographique sud-coréen
Film biographique sur une personnalité du sport
Film dramatique sud-coréen
Film se déroulant dans les années 1980
Film se déroulant en Corée du Sud
Film tourné à Pusan
Film tourné en Corée du Sud
Film sud-coréen inspiré de faits réels
Film sur le jeu
Film sur le sport
Film en coréen

The Match


අවුකන බුද්ධ ප්‍රතිමාව
මෙම ඡායාරූපය සත්‍ය වශයෙන් ම පොලොන්නරුවේ පිහිටා ඇති අහස් උසට ඇති අවුකන ප්‍රතිමාවම ය. එහි ප්‍රධාන නිර්මාණකරුවන්නේ ධාතුසේන රජතුමා ය.

Avukana Buddha Statue


U.S. Route 83 (US 83) is a major north–south United States Numbered Highway that extends  in the central United States. Only four other north–south routes are longer: US 1, US 41, US 59, and US 87, while US 83 follows a straighter north-south path than all of these. Nearly half of its mileage is in the state of Texas. The highway's northern terminus is north of Westhope, North Dakota, at the Canadian border, where it continues as Manitoba Highway 83 (PTH 83). The southern terminus is at the Veterans International Bridge in Brownsville, Texas.  Together, US 83 and PTH 83 form a continuously numbered north-south highway with a combined distance of 3,450 kilometres (2,140 mi).

Despite its length it has very few concurrencies with interstate highways. Due to the sparse population and primarily rural routing, no segments have been decommissioned. If the road were ever upgraded to interstate status, no numbers in the proper sequence would be available as the route is between I-27 and I-29.

Route description

Texas

US 83 is a largely north–south highway,  in length, in Texas except for a segment parallel to the Rio Grande, where it takes an east–west course, much of which runs concurrently with Interstate 2 (I-2). It enters the United States and Texas near Brownsville concurrent with US 77 and then splits from US 77 at Harlingen. Passing Weslaco with I-2, it begins to veer northward and passes the current western terminus of I-2 at Peñitas, follows the Rio Grande to Laredo where it meets I-35 in a  concurrency before heading northwestward. It meets I-10 at Junction, where it has a  concurrency with I-10, before heading almost due-north to Abilene, meeting I-20 on an expressway before heading north again on mostly undivided surface roads. It again heads slightly west of due north to meet US 287 in Childress and I-40 in Shamrock. About  north of Perryton it leaves Texas and enters Oklahoma. Except for Abilene, Laredo, and some cities in the lower Rio Grande Valley it is largely rural in nature.

Oklahoma

US 83 traverses the Oklahoma panhandle along the western border of Beaver County, but in this brief  stretch it encounters no fewer than three other federal highways. Approximately  from the Texas line, US 83 intersects US 412 in the hamlet of Bryan's Corner. Continuing its journey northward, the highway crosses the Beaver River, then intersects US 64 in Turpin. US 83 north and US 64 east are co-signed for three northbound miles, where US 64 turns eastward. At this intersection, US 270 west joins the highway, and together with US 83 proceeds northbound for the final  to the Kansas line.

Kansas

US 83 enters the Sunflower State in Seward County, approximately  south of Liberal, where it intersects US 54 and US-270 ends. North of Liberal, US 83 begins a concurrency with US 160, and the highways remain joined until reaching Sublette, the seat of Haskell County. US 83 and US 160 split north of Sublette; US 160 heads west toward Ulysses, and US 83 continues north toward Garden City.

At Garden City, US 50 and US 400 join US 83 for a brief concurrency on a bypass around the east and north sides of the city while US 83 Business follows the former routing through downtown. All three routes cross K-156, also known as Kansas Avenue, in the northwest portion of the city. At the north end of the US 50/US 83 Business route, US 83 splits and heads north toward Scott City, while US 50 and US 400 remain joined through the rest of the state. The highway passes through largely unpopulated areas of Finney County and Scott County before reaching a junction with K-96 in downtown Scott City.

In northern Scott County, K-4 has its origins at US-83, heading east toward Healy, and US-83 traverses through rolling farmlands until reaching Oakley, the seat of Logan County. US-83 reaches US-40 less than a mile west of I-70, and the two highways jog west for a brief multiplex before US-83 splits and crosses I-70.

North of I-70, US-83 intersects US-24 then curves northeast, east of Gem in Thomas County. US-83 continues its northeasterly track through Rexford and Selden. After passing through Selden, US-83 intersects the southern terminus of K-383 and the northern terminus of K-23. From here, US-83 turns north, crosses into Decatur County then continues north and intersects US-36 in Oberlin. Oberlin is the last area of significant population the highway passes in Kansas; the next city is McCook, Nebraska.

Nebraska

US 83 enters Nebraska south of McCook, where it meets US 6 and US 34. It continues northward to North Platte, where it intersects I-80 and US 30. After leaving North Platte in a northeasterly direction, it turns north near Thedford and goes north through the Sand Hills to Valentine. For  before Valentine, it runs concurrently with US 20. After passing through Valentine, it continues north to enter South Dakota.

South Dakota

US 83 enters South Dakota south of Olsonville on a segment of highway which passes through the Rosebud Indian Reservation. After a brief overlap with US 18 in Mission, the route turns north and meets I-90 at Murdo. The two routes overlap as US 83 goes east with I-90 until Vivian, where US 83 turns north. At Fort Pierre, US 83 meets US 14 and South Dakota Highway 34. The three highways overlap as they cross the Missouri River and enter Pierre. At Pierre, SD 34 separates and US 83 turns northeast with US 14. They separate near Blunt and US 83 turns northward. US 83 briefly overlaps with US 212 near Gettysburg and with US 12 through the Selby area. US 83 leaves South Dakota north of Herreid.

The South Dakota section of US 83, with the exception of concurrencies with US 18, I-90, US 14, US 212, and US 12, is defined at South Dakota Codified Laws § 31-4-180.

North Dakota

US 83 enters North Dakota at the South Dakota state line, near the town of Hague, and runs northward for approximately , serving the small cities of Strasburg and Linton before reaching I-94. It follows I-94 west to Bismarck, where it resumes a generally northward course as a four-lane highway.

Headed toward Minot US 83 traverses mostly agricultural land, passing through the some small cities such as Wilton, Washburn and Underwood north to Max. Leaving Underwood, US 83 encounters a large strip-mining coal (lignite) operation which can be seen from the roadway in the vicinity of Falkirk. North of Coleharbor, US 83 briefly merges both roadways and shares land with an adjacent railroad line in order to cross a viaduct that separates Lake Sakakawea from Lake Audubon. North of the lakes, the surroundings return to cropland and grazing land, though a wind farm is located south of Minot.

US 83 passes directly through Minot, where it is known as Broadway, although the Minot Bypass to the west is an alternate route. From Minot, the northbound route passes Minot Air Force Base where it returns to a two-lane highway, and shares a roadway with eastbound North Dakota Highway 5 about  north of the base for about . The highway then diverges from ND 5 to head north through Westhope to the Canadian border.

Major intersections

Texas
  at the Veterans International Bridge at Los Tomates at the Mexico–United States border in Brownsville. US 77/US 83 travels concurrently to Harlingen.
  in Brownsville. The highways travel concurrently to Harlingen.
  in Brownsville
  in Harlingen. I-2/US 83 travels concurrently to north of Abram-Perezville.
  in Pharr
  in Laredo. The highways travel concurrently to Botines.
  in Laredo
  in Carrizo Springs
  in La Pryor
  in Uvalde
  northwest of Segovia. The highways travel concurrently to Junction.
  in Junction. US 83/US 377 travels concurrently to north of Junction.
  in Menard. The highways travel concurrently to north of Menard.
  in Eden
  in Ballinger. The highways travel concurrently through Ballinger.
  east-northeast of Tuscola. The highways travel concurrently to Abilene.
  in Abilene. The highways travel concurrently to north of Anson.
  in Abilene
  in Anson
  in Aspermont. The highways travel concurrently to north-northwest of Aspermont.
  south of Guthrie
  in Paducah. US 62/US 83 travels concurrently to north of Childress.
  in Childress
  in Shamrock
  south-southwest of Canadian. The highways travel concurrently to north-northeast of Canadian.
Oklahoma
  in Bryan's Corner
  south-southeast of Turpin. The highways travel concurrently to north of Turpin.
  north of Turpin. US 83/US 270 travels concurrently to Liberal, Kansas.
Kansas
  in Liberal
  northwest of Kismet. The highways travel concurrently to north-northwest of Sublette.
  southwest of Sublette
  in Garden City. The highways travel concurrently to north-northwest of Garden City.
  in Oakley. The highways travel concurrently through Oakley.
  north-northwest of Oakley
  south-southeast of Gem
  in Oberlin
Nebraska
  in McCook. The highways travel concurrently through McCook.
  in North Platte
  in North Platte
  south-southeast of Valentine. The highways travel concurrently to Valentine.
South Dakota
  in Mission. The highways travel concurrently to west-southwest of Mission.
  southeast of Murdo. The highways travel concurrently to southwest of Vivian.
  in Fort Pierre. The highways travel concurrently to west-southwest of Blunt
  west of Gettysburg. The highways travel concurrently for approximately .
  south of Selby. The highways travel concurrently to north-northwest of Selby.
North Dakota
  in Sterling. The highways travel concurrently to Bismarck.
  in Minot
  at the Canada–United States border north of Westhope

See also

Related U.S. Routes
 U.S. Highway 183
 U.S. Highway 283
 U.S. Highway 383 (former)

Related Canadian Routes
 Manitoba Highway 83

References

Further reading

  Narrative of a journey along U.S. Route 83 from Swan River, Manitoba to Brownsville, Texas.

External links

Endpoints of U.S. Highway 83

United States Numbered Highway System
U.S. Highways in Nebraska
U.S. Highways in South Dakota

U.S. Route 83


est un film néerlandais co-écrit, co-produit et réalisé par Maria Peters, sorti en 2011.

Il s'agit de l'adaptation du roman éponyme de la Néerlandaise  (2004), basé sur une histoire à la fois vraie et reconstituée.

Synopsis
En 1928, à , Waldemar Nods (Sergio Hasselbaink), un étudiant noir, quitte Suriname, île coloniale des Néerlandais, pour joindre l'université aux Pays-Bas. Son cousin, David Millar (Rogier Komproe), l'y accueille chez lui, aux côtés de sa femme blanche (Liesbeth Groenwold), qui semble en désaccord de sa présence. Quelques jours plus tard, cette dernière demande son époux de faire sortir son hôte. Waldemar cherche alors un foyer.

Il rencontre Rika van der Lans (Ricky Koole), mère hollandaise blanche de quatre enfants qui vient de se séparer de son mari (Marcel Hensema) l'ayant trompée avec leur bonne, qui est bannie par leur famille pour avoir épousé l'homme méprisant, et qui aménage la maison louée : elle lui fait visiter une chambre libre et accepte sa présence. Le propriétaire de la maison, ayant appris cette nouvelle, accepte mal l'hébergement d'un Noir, et Rika lui fait la sourde oreille. Peu de temps après, ils tombent sous le charme l'un de l'autre. Elle se découvre enceinte, quelques mois suivant, et commence à s'inquiéter concernant l'interdiction et le racisme dans son pays. L'enfant est né. C'est un garçon baptisé Waldy, très vite surnommé « Sonny Boy » en référence de la chanson d'Al Jolson que le couple avait entendue au cinéma. Un des enfants de Rika, le plus grand, apprend cette nouvelle et, avec son petit frère, part rejoindre son père. Ce dernier rend visite à Rika, visiblement enceinte : il semble jaloux. Il ajoute qu'on lui a proposé un emploi aux Indes orientales néerlandaises et lui demande de l'accompagner. Il acceptera alors le bébé comme son propre enfant.Au moment où ils discutent, Waldemar surgit sous les yeux de l'époux : un choc. Il a compris que c'est le père de l'enfant qu'elle porte. Il change d'avis, vu que le père a la peau foncée. Il revendique également Bertha et Henk par l'intermédiaire du juge, avec succès. Il refuse le divorce pour que Rika ne puisse pas se remarier avec Waldemar. Peu de temps, le propriétaire de la maison leur demande partir.

Alors à la recherche d'un loyer, personne n'accepte de les héberger… jusqu'à ce que le vieil homme, Sam (Frits Lambrechts), leur propose de séjourner chez lui, possédant une guinguette qui compte plusieurs chambres. L'enfant y grandit.

Grâce au soutien financier de Sam, Rika et Waldemar créent une maison d'hôtes dans le quartier de Schéveningue à La Haye, assez grand pour cinq enfant, non loin de la plage. Le pays étant occupé par les Allemands. le couple est obligé d'accepter l'accueil des soldats allemands chez eux. Au bout d'un moment, le couple doit partir, car la zone est en train d'être dégagée pour le mur de l'Atlantique. Rika refuse et y reste. Un jour, alors qu'elle est en train de prier sur un banc d'une église, un prêtre lui prie de le suivre jusqu'au confessionnal où se cache un résistant : il lui demande d'abriter les Juifs chez elle. Elle a accepté. Plus tard, un déserteur SS néerlandais les rejoint. Les jours passent, et, un matin, un groupe de Nazis fait irruption chez le couple : ils arrêtent les personnes cachées sous le toit, ainsi que le SS, le couple et l'enfant.

Très vite, « Sonny Boy » est libéré et court vers la famille de Rika comme cette dernière l'avait recommandée. Les Allemands torturent le couple et emmènent d'abort Waldemar dans le camp de Neuengamme, puis Rika dans le camp de Ravensbrück. L'enfant est placé chez un fermier qui, en plein hiver, vend de la nourriture à des personnes affamées en échange de l'argent et des bijoux. Voyant cela, l'enfant désapprouve. Le fermier lui explique que tout le monde essaie d'obtenir sa part, comme ses parents ayant également été payés pour abriter les personnes en danger.

À la fin de la guerre, on apprend que « Sonny Boy » va vivre avec ses grands-parents, que Rika est morte dans le camp de Ravensbrück et que le père, transféré à bord du Cap Arcona juste après l'annonce de la mort d'Adolf Hitler, est tué par deux enfants soldats allemands après avoir fui de l'attaque des alliés, en sautant dans la mer et nageant jusqu'à la côte.

Fiche technique

 Titre original et français :
 Réalisation : Maria Peters
 Scénario : Maria Peters et Pieter Van de Waterbeemd, d'après le roman éponyme d' (2004)
 Musique :
 Direction artistique : Paula Loos
 Décors : Jan Rutgers
 Costumes : Bho Roosterman
 Photographie : Walther van den Ende
 Montage : Ot Louw
 Production : Maria Peters, Hans Pos et Dave Schram
 Société de production : Shooting Star Filmcompany
 Sociétés de distribution : A-Film Distribution (Pays-Bas) ; Netflix (monde)
 Budget :
 Pays de production :
 Langues originales : néerlandais, allemand
 Format : couleur
 Genre : Drame, biopic et guerre
 Durée :
 Dates de sortie :
 Pays-Bas :
 Monde :

Distribution

Production
Le , on annonce que la réalisatrice Maria Peters a dévoilé, quelques jours auparavant, les acteurs principaux Ricky Koole et Sergio Hasselbaink dans les rôles de Rika van der Lans et Waldemar Nods pour son prochain film.

Le tournage commence le , principalement à La Hayepour la maison d'hôtes dans le quartier de Schéveningue, en Hollande-Méridionale, au Fort Zeelandia en Suriname, à Dordrecht d'où la scène de la bataille de neige entre le couple et deux adolescents, à Vught pour le camp de concentration de Bois-le-Duc en une journée et à Brasschaat en Belgique, ainsi que dans les studios de Donauweg 21 à Amsterdam.

Notes et références

Annexes

Bibliographie
 .

Documentation

Articles connexes
 Histoire des Juifs aux Pays-Bas
 Histoire des Pays-Bas pendant la Seconde Guerre mondiale
 Suriname

Liens externes

Film néerlandais sorti en 2011
Film biographique danois
Film dramatique néerlandais
Film de guerre néerlandais
Film en allemand
Film en néerlandais
Film tourné aux Pays-Bas
Film tourné en Belgique
Film se déroulant aux Pays-Bas
Film sur la Seconde Guerre mondiale
Film sur la Shoah
Adaptation d'un roman néerlandais au cinéma

Sonny Boy (film, 2011)


Niels Frédéric Hoffmann (* 28. Juli 1943 in Hamburg) ist ein deutscher Komponist und Musikpädagoge.

Leben
Hoffmanns Vater war der Psychotherapeut Bernt Hoffmann, er schrieb das "Handbuch Autogenes Training". Seine älteren Brüder sind der Psychiater und Psychologe Sven Olaf Hoffmann und der Kunsthistoriker Detlef Hoffmann.

Niels Frédéric Hoffmann verbrachte seine Kindheit und Grundschulzeit in Neuchâtel (französische Schweiz) und besuchte anschließend ein Hamburger Gymnasium. Schon an der Schule führte er seine ersten Theatermusiken auf. Als Schüler besuchte er 1963 die Darmstädter Ferienkurse. 1970 wurde auf den "Tagen für Neue Musik Hannover" seine Funkoper "So kann es nicht weitergehen, aber so geht es weiter" aufgeführt.

1975 beendete Hoffmann sein Studium mit dem Diplom als Musiktheoretiker und dem 1. und 2. Staatsexamen als Musiklehrer. Anschließend war er mit mehreren Unterbrechungen im Schuldienst tätig. Seit 1992 ist er freier Komponist. Niels Frédéric Hoffmann hat über ca. 60 Theatermusiken, Hörspielmusiken und Operetteneinrichtungen geschrieben, davon sechs Auftragsopern. Zudem stammen über 800 Kinderkonzerte von ihm. Von 1968 bis 1980 leitete Hoffmann die "Songgruppe Hamburg" und seit 1984 den "Chor Hamburger GewerkschafterInnen", für den er über 80 Chorsätze schrieb. Hoffmann schrieb fünf Kollektivkompositionen, drei davon mit Hans Werner Henze.

Charakteristik des Werkes
Schon in seinem ersten Ballett "Affenspiele" 1966 und in seiner ersten Oper "So kann es nicht weitergehen, aber so geht es weiter" (1970) durchbricht Niels Frédéric Hoffmann die Regeln der Darmstädter Schule (der Seriellen Komposition). Er kritisiert alle Formen des absoluten Musikdenkens, indem er darauf verweist, dass unterschiedliche musikalische Genres eigenständige ästhetische Verfahrensweisen fordern. Mit dieser These gerät er in Widerspruch zum "Proletkultismus" der westdeutschen Linken und erst recht zur "Neuen Musik" und ihren Nachfolgern "Neue Einfachheit" und "Neue Subjektivität".

Am ästhetisch unbeschwertesten fühlt sich Niels Frédéric Hoffmann in dem Genre "Musik für Kinder". Zu seinen neuesten Kompositionen in diesem Bereich zählen Der kleine Prinz, Alice im Wunderland und Tom Sawyer.

2014 brachte er im Berliner Elsengold Verlag sein Berliner Liederbuch heraus. In diesem Buch erzählt Hoffmann Geschichten und Anekdoten rund um 20 klassische Berliner Lieder.

Wichtigste Werke

Lieder
 Bilder. Lieder für Alt und Kammerensemble. Text: Japanische Haikus verschiedener Dichter. Uraufführung: Tage für Neue Musik, Hannover 1966.
 De Profundis ex Libris Profanis. Kammeroratorium für Mezzo und kleines Orchester. Text: Collage aus Reklame, Illustrierten, Broschüren. Uraufführung: ars nova, Nürnberg 1969.
 Argumente und Kommentare. Lieder für hohe Singstimme und Kammerensemble. Text: Heine, Fuhrmann, Prutz, Laux. Uraufführung: Konzert der Bachpreisstipendiaten, Hamburg 1972.
 Different Stories. Songs aus der Oper Zweierlei Maß für Violine, Cello und Schlagzeug. Text: Original und englische Übersetzung von Bernhard Laux. Uraufführung: German Week, London 1974.
 Auskünfte über eine Lehrerin. Lied für Altstimme und Klarinette. Text: Peter Maiwald. Uraufführung: Opera stabile, Hamburg 1977.
 Liebe und Freiheit. Das Leben des romantischen Dichters Petöfi Sandor. Lieder für tiefe Singstimme und Kammerensemble. Texte: Petöfi Sandor. Erstsendung: NDR 1978.
 Heinelieder für Sopran und Tenor. Kammerensemble. Text: Heinrich Heine. Uraufführung: Fabrik, Hamburg 1981.
 Liebeserklärungen. Lieder für Bariton und Klavier. Text: Szymborska, Brecht, Atila, Goll. Uraufführung: Galerie der Sparkasse, Schleswig 1997.
 Der Darm des Elefanten. Lieder für Schauspieler nach Texten von Thomas Höpfner. Uraufführung: Theatersaal UdK 2006

Chöre
 Gelegt hat sich der starke Wind. Chorzyklus für verschiedene Chorgruppen, Klavier und Schlagwerk. Text: Heinrich Heine. Chorfest des Deutschen Sängerbundes. Uraufführung: Berlin (West) 1976.
 Deutschland. Ein Wintermärchen. Chor, Solisten und Klavier. Uraufführung: 30 Jahre Chor Hamburger Gewerkschafter, Hamburg 2009.
 Die Neunte auf der Straße zu singen. Auszug aus dem Schlusssatz der Neunten Symphonie von Beethoven für Chor und Marschkapelle (auch mit Klaviersolo aus den Chorvariationen erweiterbar). 1. Mai, Auf der Straße und dem Vorplatz des Museums der Arbeit. Hamburg 2010.

Kleine Besetzung mit gesprochenem Text
 Das Leben und Sterben des Exilkomponisten Alexander Alexandrovitsch Nußbaum-Ramovsky. Kleine Fassung für Sprecher und Klavierauszug. Große Fassung für Klavier, Tuttibratsche, großes Orchester mit vier Schlagzeugern ohne Streicher und Bläser. Text: N. F. Hoffmann. Uraufführung: Kleine Fassung im Gasthof zur Bockshaut, Darmstadt 1974.
 Große Fassung beim Allgemeinen Deutschen Musikfest, Stuttgart 1973.
 Battle. Für Sprecher und Kontrabass. Text: Hubert Wiedfeld. Uraufführung: Opera stabile, Hamburg 1996.

Kleine Besetzungen
 Divertimento. Musik für 7 Soloinstrumente. Uraufführung: Neues Werk NDR, Hamburg 1975
 Opa Schulze Suite. Musik für 3 Melodikas, Geräusche oder Schlagzeug. Uraufführung: 2. Cantiere Internationale dArte, Montepulciano 1977.
 Börse, Börse. Instrumentales Theaterstück für 5 Instrumente und 2 Darsteller. Uraufführung: Steirischer Herbst, Graz 1982.
 Buenos Aires. Tangovariationen für Bläserquintett. Uraufführung: NDR, Studio 10, Hamburg 1989.
 Klezmer. Paraphrasen für Klarinettentrio. Uraufführung: Trio DeVienne, Kultursommer Nordhessen 1999.

Musik für Soloinstrumente
 Etudes Rhétoriques oder Allgemeine Stellungnahme zu politischen Themen unter besonderer Nichtberücksichtigung der Vietnamfrage. Für Violoncello solo. Uraufführung: Brahmssaal, Hamburg 1968.
 Attitudes Brillants. Für Klavier solo. Uraufführung: Giessener Musiketage, Giessen 1968.
 Rondo d-Moll oder wo nimmt Herr Roggenkamp denn die schönen Töne her
 Für Klavier solo. Uraufführung: Amerikahaus, Hamburg 1970.

Großes Orchester
 Marsch Ouvertüre und Finale. Sinfonisches Orchester, 2 Saxophone und 2 Schlagzeuge. Uraufführung: Südwestdeutsche Philharmonie/Mito Bernd Schmid, Nagold 1979.
 Concerto Grosso. Für Streichorchester, Bläserquintett, Posaunenquartett, Rockband, Afrikanische Percussion und Saz-Ensemble. Musikalische Leitung: N. F. Hoffmann. Kompositionsauftrag des Europäischen Musikfestes der Jugend. Uraufführung: Musikhalle, Hamburg 1990.

Ballett und Pantomimen
 Affenspiele. Für einen Sänger, einen Tänzer und einen Musiker. Choreographie: Fred Eckhard. Text: N. F. Hoffmann, Collage aus Zeitung und Literatur. Uraufführung: Hochschule für Bildende Künste, Hamburg 1966.
 Das Corps de Ballett heute nummeriert. Tonbandmusik realisiert im elektron. Studio Bratislava. Choreographie: Christiane Meyer-Rogge. Uraufführung: Hochschule für Bildende Künste, Hamburg 1968.
 Kurt, Edgar und Alice oder Warum zögert Kurt Für 3 Instrumentalisten, einen Pauker und einen Sänger. Konzertfassung. Text: N. F. Hoffmann nach Sekundärliteratur über Strindberg. Uraufführung: Musikhalle, Hamburg 1969. Konzertfassung. Text: N. F. Hoffmann und Fred Eckhard nach verschiedenen Ballettkritiken. Choreographie: Fred Eckhard. Uraufführung: Staatsoper, Hamburg 1969. Ballettfassung.
 Lebende Bilder. Für Violoncello und Klavier. Pantomime: Elmar Gehlen. Uraufführung: Kunsthalle, Hamburg 1971.

Opern
 So kann es nicht weitergehen, aber so geht es weiter. Für 4 Sänger, 4 Schauspieler, 4 Instrumentalisten, 4 Schlagzeuger und 4 Lautsprecher. Text: N. F. Hoffmann, Collage aus Zeitungen und Groschenromanen. Uraufführung: Hauptarbeitstagung des Deutschen Musikrates, Bremen 1970.
 Zweierlei Maß oder warum es so schwierig ist die Menschenrechte zu verwirklichen. Für 6 Schauspieler, 6 Sänger, 12 Instrumentalisten. Text: Bernhard Laux. Regie: Johannes Scharschmidt. Uraufführung: Kongreß der FIJM, Augsburg 1972.
 Das große Schlachten. Studiooper für 8 Sänger und 8 Instrumente. Text: Bernhard Laux nach einer Novelle von Mark Twain. Regie: Elmar Gehlen. Uraufführung: Bühnen der Hansestadt Lübeck, 1980.
 Der Wert des Scheins. Studiooper für 5 Sänger und 7 Instrumente. Text: Bernhard Laux. Uraufführung: Bühnen der Hansestadt Lübeck, 1982.
 Die Piratinnen. Historische Oper in einer Gerichtsverhandlung und 13 Retrospektiven. Für 10 Solisten, Chor und großes Orchester. Text: Bernhard Laux. Bühnen der Hansestadt Lübeck, 1985.
 Die Verwandlung. Oper nach der gleichnamigen Erzählung von Franz Kafka. Text: Bernhard Laux. Regie: Sven Severin. Uraufführung: Pfalztheater, Kaiserslautern 1993.

Theater- und Hörspielmusiken
 Kasimir und Karoline von Ödön von Horváth. Musik für Violine, Violoncello, Posaune, Saxophon, Schlagzeug und Orgel. Regie: Ulrich Heising. Uraufführung: Ruhrfestspiele, Recklinghausen 1978.
 Claus Störtebeker. Musik und Songs für verschiedene Instrumentengruppen zu einem Stück für Schüler. Text: Wolfram Moser. Regie: Kollektiv. Uraufführung: Gesamtschule Steilshoop, Hamburg 1978.
 Kater Lampe von Emil Rosenow. Neufassung: Bernd Schroeder und Ulrich Heising. Songs und Bühnenmusiken für 3 Instrumentalisten. Regie: Ulrich Heising. Uraufführung: Freie Volksbühne, Berlin (West), 1979.
 Oh, wie wollen wir schwatzen. Theaterstück mit Texten von Heine und Lessing. Zusammenstellung: W. Beck, H. Clasen, W. Jansen, B. Laux und M. Schlicht. Regie: Bernhard Laux. Uraufführung: Malersaal des Deutschen Schauspielhauses, Hamburg 1980.
 Der lange Blick auf Hagen. Musik zu einem Hörspiel von Hubert Wiedfeld. Regie: Hans Gerd Krogmann. Erstsendung: WDR/NDR/SFB/RB, 1981.
 Die Affäre Offenbach. Schauspiel von Andreas Rosgony und Dorothea Dahlen. Musikalische Einrichtung und Paraphrasierung verschiedener Vorlagen von Jacques Offenbach. Songtexte: Charly Nissen. Regie und szenische Einrichtung: Karl Paryla. Uraufführung: Ernst-Deutsch-Theater, Hamburg 1981.
 Abendstern. Musik zu einem Hörspiel von Hilmar Sonderberg. Sechsstimmiger Männerchor mit Klavierbegleitung. Regie und Funkeinrichtung: Hans Gerd Krogmann. Erstsendung: NDR/HR, 1981.
 Das Entenhausener Welttheater. Theatermusik und Chansons zu einem Stück von Bernhard Laux, Wolfgang Beck und Wolfgang Jansen. Klavier und Tonband. Regie: Bernhard Laux. Uraufführung: Kampnagel, Hamburg, 1982.
 Das tote Herz. Musik zu einem Hörspiel von Hubert Wiedfeld. Posaunenenquartett und kleines Orchester. Regie: H.G. Krogmann. Erstsendung: WDR/NDR/BR, 1982.
 Die Überwindung des subherzymen Beckens. Musik zu einem Hörspiel von Hubert Wiedfeld. Chanson und Kurkonzert für morbiden Alt und kleine Salonbesetzung. Regie: H.G. Krogmann. Erstsendung: WDR/SR, 1983.
 Der lange Augenblick des Todes. Musik zu einem Kriminalhörspiel von Hubert Wiedfeld für drei Knopfakkordeon und Schlagzeug. Regie: H.G. Krogmann. Erstsendung: NDR/SR, 1983.
 Gasparone. Operette in drei Akten von Carl Millîker. Neubearbeitung: E. Gehlen. Liedtexte: H. Deeken. Musikalische Bearbeitung und Instrumentation für Pariser Salonorchester: N. F. Hoffmann. Uraufführung: Bühnen der Stadt Dortmund, 1984.
 Fata Morgana. Musik zu einem Hörspiel von William Kotzwinkle und Jörg Laederach. Regie: Rosenbauer. Erstsendung: NDR 1985.
 Das Ende des Schlittenbaus. Radiostück in fünf Teilen nebst einer Opera sinistre. Text: Hubert Wiedfeld. Regie: Norbert Schaeffer. Erstsendung: RB, WDR, NDR 1986.
 Demokratie. Musik und Songs zu einem Schauspiel von V. Bronsky. Regie: Ulrich Heising. Uraufführung: Schauspielhaus, Hamburg 1991.
 Eigensinn und Ehrlichkeit. Chansons zu einem Lustspiel von Johann Carl Wezel. Regie: Peter Siefert. Uraufführung: Staatstheater, Kassel 1992.
 Die KTown Story. Musical. Text: Jürgen Hofmann. Regie: Pavel Fieber. Uraufführung: Pfalztheater, Kaiserslautern 1993.
 Berlin Bertie. Musik und Chansons zu einem Schauspiel von Howard Brenton. Regie: Dieter Reible. Uraufführung: Staatstheater, Kassel 1993. Kinderfassung von Humperdincks Hänsel und Gretel. Regie: Andreas Franz. Uraufführung: Staatstheater, Kassel 1993.
 Ich habe den englischen König bedient. Musical nach einer Vorlage von Bohumil Hrabal. Text: u. a. Jürgen Hofmann. Uraufführung: HdK, Berlin 1996.
 Battle. Hörspiel für Sprecher und Kontrabass. Text: Hubert Wiedfeld. Regie: Norbert Schaeffer. Erstsendung: NDR 1997.
 Wiener Blut. Neueinrichtungen für großes Pariser Salonorchester. Uraufführung: Badisches Staatstheater, Karlsruhe 2000.
 Reise in ein dunkles Herz. Musical nach Peter Hoeg. Text: Studierende 7. Jhg. Szenisches Schreiben. Uraufführung Theatersaal UdK Berlin, 2005.

Filmmusiken
 MS Otto Hahn. Produktion: Rhythmoton, Decker & Co. Regie: Decker. Hamburg, 1969.
 Impressionen in E. Produktion: Rhythmoton. Regie: Decker. Hamburg, 1970.
 Wirtschaftsschauplan Hamburg. Produktion: Cinoki im Auftrag der Hansestadt Hamburg. Regie: Michael Engler. Hamburg, 1971.
 Das entscheidende erste Jahr. Produktion: Rhythmoton. Regie: Decker. Hamburg, 1971.
 Opa Schulze. Produktion: Südwestfunk Baden-Baden. Regie und Buch: Erika Runge. Erstsendung: ARD, 1975.
 Der Tag an dem Onkel Herbert kam. Fernsehspiel in der Reihe Bettkantengeschichten. Buch und Regie: Gerburg Rohde-Dahl, Erstsendung: ARD 1986.

Shows, Happenings und Revuen
 Aktionsvortrag. Texte: N. F. Hoffmann, Collagen. Choreographie: Christiane Meyer-Rogge. Objekte: Thomas Peitner. Uraufführung: Hochschule für Bildende Künste, Hamburg 1968.
 25, Ein Künstler feiert Geburtstag. Texte: N. F. Hoffmann. Choreographie: Christiane Meyer-Rogge. Objekte: Jörg Mîller. Uraufführung: Hochschule für Bildende Künste, Hamburg 1968.
 Kunst und Kippen. Pantomime und Film: Elmar Gehlen. Uraufführung: Kunsthaus, Bielefeld 1969.
 Über das Geschichtsbewußtsein der neuesten Musiker. Texte: u. a. Bernhard Laux, N. F. Hoffmann. Uraufführung:. Justus-Liebig-Haus, Darmstadt 1974.
 Das Leben und Sterben des Exilkomponisten Alexander Alexandrovitsch Nußbaum-Ramowsky. Einmannshow. Uraufführung: Darmstadt 1975.
 Musik im Alltag. Öffentliche Vorführung eines Seminarergebnisses. Hauptarbeitstagung des Instituts für Neue Musik und Musikerziehung. Uraufführung: Justus-Liebig-Haus, Darmstadt 1981.
 110 Jahre NGG. Solistin: Gisela May. CCH Hamburg. 1990
 Vereinigungskongress der DPG. Solist: Jochen Baumert. ICC Berlin. 1991
 100 Jahre IGM. Solist: Konstantin Wecker. Kampnagelfabrik, Hamburg. 1991
 Kongress DPG. Solist: Jochen Baumert, Kuppelsaal, Hannover. 1993
 Museum der Arbeit. Eröffnung des neuen Hauses mit musikalischen Aktionen in allen Räumen. 1999
 Geld oder Leben. Musikalische Revue. Text nach Karl Marx. Sprecher: Rolf Becker 2002
 Vier Völker Konzert. Rotes Rathaus Berlin. Die Neunte von Beethoven für Klaviersolo, Sängerin, Sazensemble, Chor und Blasorchester 2005
 Mehr geht nicht. Musikalische Revue. PI Hörsaal der Uni Hamburg 2006
 Die Belebende Wirkung des Geldes. Kabarettistische Revue, Politbüro Hamburg 2008

Songs
 Nach Texten von Bernhard Laux, Joachim Fuhrmann, Richert Limpert, Bertolt Brecht, Peter Maiwald u. a. Arrangements und Umschreibung von Songs, Volksliedern und Liedern der Arbeiterbewegung.

Kollektivkompositionen
 Streik bei Mannesmann. Szenische Kantate für Schauspieler und kleines Orchester. Text: Erika Runge. Musik: Boekle, Henze, Hoffmann, Jahn, Lombardi, Steinbrenner. Uraufführung: Berliner Ensemble, Berlin (Ost), 1972.
 Der Ofen. Komische Oper in 5 Akten und 3 Zwischenakten für 12 Sänger, Chor und Blasorchester mit Schlagzeug. Neufassung von W. Florey unter Verwendung einer Vorlage von F. Hintzer und K. Konjetzky mit Texten von Jahn, Hoffmann und Süverkrüp. Musik: Blackford, Brauel, Denhoff, Henze, Hoffmann, Jahn, King, Maxwell-Davies, Pinto, McQueen, Zobel. Uraufführung: Staatstheater Kassel, 1991.
 Hommage a Weill. Liederzyklus für Mezzo und kleines Ensemble. Text: Zeitgenössische Lyrik. Musik: Blackford, Brauel, Henze, Hoffmann, Jahn, Lombardi, Vacci, Zobel. Uraufführung: London Sinfoniette, Berlin (West) 1976.
 Mongomo in Lapislazuli. Singspiel für 6 Darsteller und kleines Ensemble. Musik und Text: Gruppe Hinz & Kunst (Asche, H. Florey, W. Florey, Hoffmann, Jahn, Wulfert). Uraufführung: Cantiere Internationale d'Arte, Montepulciano, 1978. 1. Preis Künstlerhaus Boswil 1978.
 Komm Colli, wir gehen ins Öl. Musikalisches Lustspiel nach einer Vorlage von Traven. Text und Musik: Gruppe Hinz & Kunst (B. Asche, W. Florey, H. Florey, N. F. Hoffmann, T. Jahn, H. Schneider). Uraufführung: Steirischer Herbst, Graz 1981.

Musik für Kinder

Bühnenmusiken / Opern
 Schönheit, Schnelligkeit und Fleiß. Demonstration für Klavier und Schlagzeug. Uraufführung: Brahmssaal, Hamburg, 1968.
 Die Geschichte von den Musikern. Klaviertrio und Sprecher. Text: Niels Frédéric Hoffmann. Uraufführung: Giessener Musiktage, 1971.
 Elegischer Rückblick oder das Leben einer Privatmusikerzieherin in Distichen. Klavieretüden für ein oder zwei Spieler und Sprecher. Text: Bernhard Laux. Uraufführung: Institut für Neue Musik und Musikerziehung. Darmstadt, 1972.
 Die Schneekönigin. Theatermusik für Kammerensemble. Text: Elmar Gehlen nach einer Novelle von Christian Andersen. Uraufführung: Theater der Stadt Düsseldorf, 1981.
 Die Geschichte vom Feuer. Für kleines Ensemble und Sprecher. Text: Niels Frédéric Hoffmann nach Indianermythen. Marionetten: Irene Nestler. Uraufführung: Kampnagelfabrik, Hamburg, 1989.
 Bona notte, liebe Lotte. Ein Mozartprogramm für Grundschüler. Zeichnungen: Stefan Siegert. Uraufführung: Staatsoper Hamburg, 1992.
 Hänsel und Gretel. Kinderfassung von Humperdincks Oper. Regie: Andreas Franz. Uraufführung: Staatstheater Kassel, 1993.
 Hau auf die Pauke Elise. Eine Beethovenprogramm für Grundschüler. Zeichnungen: Stefan Siegert. Uraufführung: Staatsoper Hamburg, 1994.
 Wagnerlaweia. Ein Wagnerprogramm für Kinder. Zeichnungen: Stefan Siegert. Uraufführung: Staatsoper Hamburg, 1998.
 Bach, Krach, Kaffeeklatsch. Bachprogramm für Kinder. Zeichnungen: Stefan Siegert. Uraufführung: Staatsoper Hamburg, 2003
 Götter, Zwerge und der Schatz im Rhein. Kinderoper nach "Der Ring des Nibelungen" von Richard Wagner. Uraufführung: Staatsoper Hamburg, 2009.
 Der kleine Prinz. Musik für Sprecher und Sinfonieorchester. Text: Niels Frédéric Hoffmann nach Antoine de Saint-Exupéry. Uraufführung: Hamburger Symphoniker, Musikhalle Hamburg, 2009
 Alice im Wunderland. Musik für Sprecher(in) und Symphonieorchester. Text: Niels Frédéric Hoffmann nach Lewis Carroll. Uraufführung: Theater Trier, Leitung: Valtteri Rauhahammi, 5. Februar 2012
 Tom Sawyer. Musik für Sprecher(in) und kleines Symphonieorchester. Text: Niels Frédéric Hoffmann nach Mark Twain. Uraufführung: Kammerorchester unter den Linden, Leitung: Andreas Peer Kähler, Inszenierung und Sprecher: Niels Frédéric Hoffmann, Berliner Philharmonie, 21. Oktober 2012

Schulmusicals
 Claus Störtebeker. Musik und Songs für verschiedene Instrumentengruppen zu einem Stück für Schüler. Text: Wolfram Moser. Regie: Kollektiv. Uraufführung: Gesamtschule Steilshoop, Hamburg, 1978.
 Die Eulenspiegelbande. Theaterstück mit Musik für Schüler. Projekt "Künstler und Schule" des Bundesministeriums für Bildung und Wissenschaft. Text: Goesen, Högele, Huller. Uraufführung: Gesamtschule Steilshoop, Hamburg, 1978.
 Das Haus in Montevideo. Musik zu einem Schauspiel von Kurt Goetz in einer Neufassung für Schüler. Regie: Teamwork. Uraufführung: Gesamtschule Steilshoop, Hamburg, 1980.
 Die Konferenz der Tiere. Musical für Schülerchor und Schlagzeug. Stabspiel und Flötenorchester. Text: Schüler und Lehrer der GS Fritz-Schumacher-Schule nach einer Vorlage von Erich Kästner. Uraufführung: Fritz-Schumacher-Schule, Hamburg, 1983

Weblinks
 Homepage Niels Frédéric Hoffmann

Einzelnachweise

Komponist (Deutschland)
Musikpädagoge
Deutscher
Geboren 1943
Mann
Musiker (Hamburg)

Niels Frédéric Hoffmann


Grorudbanen er en af de fire østlige baner på T-banen i Oslo, der ligger mellem Tøyen og Vestli.

Banen betjenes af T-banens linje 4 og 5. Linje 4 går fra Bergkrystallen på den østlige Lambertseterbanen via Fellestunnelen, Sognsvannsbanen, T-baneringen, Lørenbanen og Grorudbanen til Vestli. Linje 5 slår knude på sig selv, idet den går fra Vestli ad Grorudbanen, Fellestunnelen, Sognsvannsbanen og T-baneringen, før den endnu en gang går gennem Fellestunnelen til Sognsvannsbanen men nu til endestationen Sognsvann.

Historie
Den første del af banen blev åbnet mellem Tøyen og Grorud 16. oktober 1966. Den blev efterfølgende forlænget til Rommen 3. maj 1974, Stovner 18. august 1974 og Vestli 21. december 1975. Der har været planer om yderligere forlængelser nordpå til Nittedal og Akershus fylke, med stationer ved Skillebekk og Gjelleråsen, men de er for tiden lagt på is.

Midt i 1990'erne blev de vestlige og østlige T-baner forbundet gennem centrum af Fellestunnelen, hvorefter Grorudbanen blev drevet sammen med den vestlige Sognsvannsbanen, men senere blev det Røabanen. Det har altid været linje 5, der har betjent Grorudbanen. I 2013 viste beregninger at linje 5 havde ca. 42.000 påstigende hver dag på strækningen mellem Hasle og Vestli,, mest af alle linjer.

Grorudbanen er den længste af de østlige baner og den første, der forlader Fellestunnelen gennem centrum. Siden 18. august 2008 køres der to gange hvert kvarter (7/8 minutters drift) kl. 7.00 - 19.00. På hverdage til ca. kl. 20.00 og på lørdage til ca. kl. 18.00 består togene af to MX3000-togsæt, mens der resten af driftiden køres med enkelte togsæt.

Eksterne henvisninger

Noter

T-banen i Oslo
Etableret i 1966

Grorudbanen


Óscar Federico Herrera Hosking (Pachuca de Soto, Hidalgo; 5 de marzo de 1943) es un ingeniero y político mexicano que fue alcalde de la ciudad de Monterrey en el período 1983-85.

Nació en la Pachuca, Hidalgo, el 5 de marzo de 1943, siendo hijo Óscar Herrera y de Martha Hosking; fue bautizado en la parroquia de la Asunción el 12 de junio de ese mismo año. Es ingeniero civil por la UANL, y tiene un posgrado en Administración de Obras por la Universidad de Colorado. Fue director de Obras Públicas del gobierno de Nuevo León (1978-80) y secretario de Asentamientos Urbanos y Obras Públicas del Municipio de Guadalupe en 1982. Fue subdirector de Aeropuertos y Servicios en el Distrito Federal y director de Promotora de Desarrollo Urbano, empresa que proyectó y construyó la Gran Plaza (Macroplaza) de Monterrey. Fue alcalde de la ciudad de Monterrey entre 1983 y 1985, y coordinador de Desarrollo Municipal durante el gobierno de Jorge Treviño Martínez. En 1995 fue elegido presidente del PRI en Nuevo León.

Referencias

Véase también
 Elecciones estatales de Nuevo León de 1982
 Política y gobierno de Nuevo León

Bibliografía

Nacidos en Ciudad de México
Diputados de la LV Legislatura de México
Ingenieros de Hidalgo
Políticos de Nuevo León
Alumnado de la Universidad Autónoma de Nuevo León
Miembros del PRI de Nuevo León
Presidentes municipales de Monterrey

Óscar Herrera Hosking