The Green Line is a semi-metro system (form of light rail) run by the Massachusetts Bay Transportation Authority (MBTA) in the Boston, Massachusetts, metropolitan area. It is the oldest MBTA subway line, and with tunnel sections dating from 1897, the oldest subway in North America. It runs underground through downtown Boston, and on the surface into inner suburbs via six branches on radial boulevards and grade-separated alignments. With an average daily weekday ridership of 137,700 in 2019, it is the third most heavily used light rail system in the country. The line was assigned the green color in 1967 during a systemwide rebranding because several branches pass through sections of the Emerald Necklace of Boston.

The four branches are the remnants of a large streetcar system, which began in 1856 with the Cambridge Horse Railroad and was consolidated into the Boston Elevated Railway several decades later. The branches all travel downtown through the Tremont Street subway, the oldest subway tunnel in North America. The Tremont Street subway opened its first section on September 1, 1897, to take streetcars off overcrowded downtown streets; it was extended five times  over the next five decades. The streetcar system peaked in size around 1930 and was gradually replaced with trackless trolleys and buses, with cuts as late as 1985. The new D branch opened on a converted commuter rail line in 1959. The Green Line Extension project extended two branches into Somerville and Medford in 2022.

Route description

The Green Line's core is the central subway, a group of tunnels which run through downtown Boston. The Tremont Street subway runs roughly north–south through downtown, with stations at , , , , and  – all with connections to other lines of the MBTA subway system. The Boylston Street subway runs roughly east–west through the Back Bay neighborhood, with stations at , , , and ; it connects to the Tremont Street subway at Boylston. The Huntington Avenue subway diverges from the Boylston Street subway at a flat junction west of Copley, running southwest with stations at  and . A branch of the Tremont Street subway, disused since 1962, runs south from Boylston to the former Pleasant Street incline.

The Green Line has four western surface branches, each with a letter designation:
The B branch runs west in a tunnel from Kenmore, surfacing in the median of Commonwealth Avenue at . It runs  on Commonwealth Avenue through Boston University, Allston, and Brighton to Boston College station.
The C branch runs southwest in a tunnel from Kenmore, surfacing in the median of Beacon Street at . It runs  on Beacon Street through Brookline to Cleveland Circle station.
The D branch diverges from the C branch tunnel southwest of Kenmore, surfacing at Fenway station. It runs  though Brookline and Newton along the grade-separated Highland branch (a former Boston and Albany Railroad commuter rail line) to Riverside station.
The E branch runs southwest through the Huntington Avenue subway from Copley, surfacing in the median of Huntington Avenue at Northeastern University station. It runs  along Huntington Avenue and South Huntington Avenue to , with the outer  (west of ) in mixed traffic rather than a dedicated median. Until 1985, the line continued south through Jamaica Plain to .

B and C branch service terminates at Government Center, while D and E branch service continues north from downtown Boston. North of North Station, the line inclines up to the Lechmere Viaduct, which crosses the Charles River with an elevated station at . The elevated Lechmere station is located on the Green Line Extension viaduct, which continues north to a flying junction with two branches:
The Union Square Branch runs  west to Union Square station via the Fitchburg Line right-of-way. It is operated as part of the D branch.
The Medford Branch runs  northwest to Medford/Tufts station via the Lowell Line right-of-way. It is operated as part of the E branch.

Former branches

The Green Line A branch was the northernmost of the branches, running from the Blandford Street portal (still used by the B branch), west to Watertown, mostly street-running. The  bus replaced the streetcar line in 1969. The A branch diverged from Commonwealth Avenue west of Boston University and ran to a terminus in Watertown, across the Charles River from Watertown Square, until 1969. Although the route-letter scheme had been introduced two years prior to its closure, the "A" designation was never signed on streetcars to Watertown. It was, however, included in the destination signs on the Boeing-Vertol LRVs ordered in the mid-1970s, when reopening service to Watertown was under consideration. The "A" line tracks remained in non-revenue service to access maintenance facilities at Watertown until 1994.

The Pleasant Street portal hosted two services in its final days. The  to City Point ended in 1953, and the  to Egleston was cut back to Lenox Street in 1956, cut back to the portal in 1961, and ended operation in 1962. Prior to that, the  ran out Tremont Street to Dover Street and Washington Street, ending at , and last running in 1938.

The last two routes to continue beyond the Canal Street portal both ran to Sullivan. The  ran via Main Street, last running in 1948, and the  via Bunker Hill Street last ran in 1949. Until 1997 trains continued to use the portal and its North Station surface station as a terminal.

In addition to the lines that later became the E branch, the predecessors to the  and  split in Brookline, one branch running into the current "E" tracks and into the Boylston Street portal, and the other running up Brookline Street to end at Massachusetts Avenue station. These were truncated in 1932 into a shorter route from Brookline Village to the subway via the Boylston Street portal, which itself stopped running in 1938 (being cut back to Brigham Circle short-turn trips), three years before the closure of that portal.

The last "foreign" cars to operate in the subway were those of the Eastern Massachusetts Street Railway, running from the Canal Street portal to the Brattle Loop at Scollay Square until 1935. It was then that the old Mystic River Bridge to Chelsea was closed to streetcars and the lines were replaced by bus service; the next year the BERy bought the Eastern Mass Chelsea Division and through-routed it with its lines connecting to the East Boston Tunnel at Maverick.

Rolling stock
Like the three other MBTA subway lines, the line uses standard gauge tracks. However, instead of heavy rail metro rolling stock, the Green Line uses modern streetcars (light rail vehicles) as heavy rail stock would be inappropriate for the surface branches with their numerous grade crossings.

Listing

Active fleet
Rolling stock :

Retired fleet
Only MBTA operated vehicles are included here, not cars from the Boston Elevated Railway (BERy) era.

History

Early rolling stock

When it opened at the end of the 19th century, the Tremont Street subway was not intended as a full-scale rapid transit line (though it was built to pre-metro standards), but to allow ordinary streetcars to bypass the worst street congestion in downtown Boston. Operations by several different companies were eventually consolidated into the Boston Elevated Railway, which ran a mixture of car types. After receiving a test unit in 1937, the BERy began to standardize on PCC streetcars, acquiring 320 units between 1941 and 1951 plus an additional 25 in 1959 to phase out the last older cars. Beginning in 1923, all streetcars on the system were painted orange for maximum visibility in traffic. In 1971, the MBTA began painting Green Line streetcars in a green and white scheme to match the new line name.

Two older streetcars are on display on the unused outer inbound track at Boylston station, which formerly carried cars coming from the Pleasant Street portal. Car #5734, a Type 5 A-1 car built in 1924 and retired in 1959, is owned by the Seashore Trolley Museum, but resides semipermanently in Boston. PCC #3295, built in 1951 and retired in 1986, is owned by the MBTA. The cars were formerly used for fantrips, the most recent one being in 1998.

Boeing LRV

In the early 1970s, light rail—which had largely disappeared from North America after the slow decline of streetcar systems from the 1920s to the 1950s—was reintroduced as a method of urban renewal less expensive than conventional metro systems. In 1971, as part of a program to supply further work to defense contractors as the Vietnam War wound down, the Urban Mass Transit Administration selected Boeing Vertol as systems manager for a project to design a new generic light rail vehicle. The UMTA hoped that this "US Standard Light Rail Vehicle" would jumpstart the development of transit lines just as the standardized PCC streetcars had done decades prior.

Boston (with its older streetcar tunnel systems) and San Francisco (with a new Muni Metro streetcar tunnel being built as part of BART construction) were chosen as the testbeds for this new rolling stock. The vehicle was designed as the largest rolling stock that would fit through the Tremont Street tunnel, the Muni Metro's Twin Peaks Tunnel, and SEPTA's subway–surface lines tunnel. The new cars were faster—a top speed of  versus the PCC's —and had an articulated middle section for higher capacity.

Boeing began construction of 175 cars for the MBTA in May 1973. The first LRVs entered service on the D branch in December 1976 but were immediately beset with problems. Certain cars frequently derailed on tight turns in the Riverside, Boston College and Lechmere yards. Battery trays, air conditioners—mounted under the cars, continually drawing in dirt and debris from under the car when in the tunnels—and air compressors all suffered numerous failures; the plug-style doors had trouble sealing properly; and traction motors failed sooner than expected.

Desperate for reliable rolling stock, in 1977 MBTA launched an overhaul program to extend the availability of its older PCC cars. A total of 34 cars, primarily out-of-service wrecks and parts cars, were rebuilt to as-new condition. , some of these rebuilt PCC cars still run on the Ashmont–Mattapan High Speed Line.

After years of fighting between the MBTA and Boeing-Vertol, both sides reached a settlement in 1979. MBTA was allowed to reject the final 40 SLRVs, and Boeing would return $40 million to MBTA for the cost of repairs and modifications to several cars.

Modern fleet

In the early 1980s, with a final settlement with Boeing in place, MBTA started looking for new equipment to supplement and replace the problematic LRVs.

In 1980, the MBTA tested Canadian Light Rail Vehicles for three months to determine whether they could be used on the Green Line. The MBTA ultimately found them unsuitable.

Ultimately, the MBTA purchased LRVs from the Japanese firm Kinki Sharyo. These Type 7 were designed with the best features of the US SLRV, the Canadian LRV, and the PCC cars. A total of 120 Type 7 vehicles were purchased, 100 were delivered between 1986 and 1988, and an additional 20 cars ordered and delivered in 1997.

Low-floor LRVs were added starting in 1998, allowing for accessible boarding directly from slightly raised platforms. MBTA ordered 100 of these Type 8 cars from Italian company AnsaldoBreda. The first Type 8s entered revenue service in March 1999, and quickly proved problematic and difficult to maintain: the first cars failed every , far short of the  specified by the MBTA, and were prone to derailment at higher speeds as well as brake problems, echoing the problems with the Boeing stock. In December 2004, the MBTA canceled orders for the cars still to be delivered as part of the authority's nine-year, US$225 million deal with Breda. One year later, in December 2005 the MBTA announced that it had entered into a restructuring of the deal, reducing the order to 85 cars (with spare parts to be provided in lieu of the 15 remaining cars), and providing for the remaining payment under the original deal only if the cars met performance requirements. Construction of the last car under the order was completed on December 14, 2006. Ultimately, 10 additional cars would be assembled and delivered in late 2007, with five spare shells retained (95 cars in service). The MBTA was criticized for their failure to assess Bredas' reliability before entering into the deal, and during delivery. The agency was also forced to spend an additional  to modify tracks to prevent derailments and the Type 8 fleet was unable to be used on the D branch (where cars reach full speed) after those modifications were complete in 2008.

As the final Type 8s were delivered, the last of the Boeing-Vertol cars were retired in March 2007 and all except ten of the cars were scrapped. Of the remaining cars, six were sold to the US Government and are now in Pueblo, Colorado for testing purposes, one was given to the Seashore Trolley Museum, and three were retained by the MBTA for work service.

In 2006, as part of a legal settlement, the MBTA committed to always operate at least one low-floor car in each train, with no trains consisting only of Type 7 cars.

Of the 120 Type 7 cars, 103 were overhauled by Alstom in Hornell, New York. The work includes new propulsion systems, climate control systems and interiors as well as exterior work. The pilot car for the program left in October 2012 and was returned in November 2014, with the last car overhauled in April 2019.

Twenty-four new Type 9 Green Line cars were delivered between 2017 and 2020. Revenue service began in late 2018 and all 24 cars were planned to enter service by the fall of 2019, although actual acceptance continued through 2021. The Type 9 cars will provide additional rolling stock to allow for Green Line Extension operations, and will not replace any of the existing fleet. The cars were made by CAF USA, Inc., with the shells and frames made in Spain, and final assembly and testing done at their plant in Elmira, New York. , the first unit had been expected to enter passenger service in Spring 2018, with all 24 cars in service by the end of the year. The first Type 9 car, #3900, began revenue service on December 21, 2018.

Future fleet

Planning for a Type 10 fleet—which would replace all Type 7 and Type 8 cars in the mid-2020s—began in 2018 with plans for a fully low floor fleet. At  long, Type 10 cars would be significantly longer than the existing fleet, and carry twice as many passengers as existing cars. The MBTA released a request for proposals in December 2019, with notice to proceed expected to be given in 2021. In June 2021, the MBTA indicated that the initial order would be for 102 LRVs operating as single-car trains, with two-car trains deferred for a later project with federal funding. Manufacturer bids were due in July 2021.

The MBTA awarded a $811 million contract to CAF USA on August 31, 2022, to manufacture 102 seven-segment Type 10 "Supercar" LRVs. Four pilot vehicles are to be delivered in spring 2026, with deliveries of two LRVs per month from spring 2027 to spring 2031. The contract included options for additional LRVs. As a separately-funded project, Lake Street Yard will be fully reconstructed to support Type 10 vehicles, with Riverside Yard and the GLX Vehicle Maintenance Facility also modified. When the Type 10 cars are delivered, the Type 9 fleet is expected to be transferred over to the Ashmont–Mattapan High-Speed Line, replacing the PCC streetcars.

Accessibility

The Red Line, Blue Line, and Orange Line run rapid transit cars and use stations with high platforms level with the car floor providing easy access for the disabled. The Green Line originated as a streetcar line, and used a variety of streetcars before converting to light rail vehicles.

Originally all the Green Line stations had platforms at track level, and passengers had to ascend several steps up into the vehicles. This limited accessibility for persons with disabilities. To address this issue and comply with changing federal and state laws, additional facilities have been added:

 Wheelchair lifts have been provided at some stops. They are rolled up to the car door and the lift mechanism is operated using a hand crank. They are quite time-consuming to operate, causing significant delays when used during peak periods.
 Short platforms level with car floors, accessed by ramps, were installed just before or after selected stations. Because the car door arrangement required a large gap between the platform and the car, a bridge plate attached to the raised platform had to be positioned after the train stopped with a door at that platform.
 The MBTA has followed the worldwide trend of operating low-floor streetcars. Platforms are being raised slightly to about the height of a street curb. Low-floor cars have remotely controlled bridge plates at the center doors to allow wheelchairs and strollers to reach the car floor a few inches higher. , the D branch will be the first branch to be completely retrofitted with raised platforms as part of this program.

History

Beginning in the 1850s, Boston sprouted a large network of horsecar lines, the first public transit in the city. The West End Street Railway was created by the state legislature in 1887 to build a single line, but soon consolidated many of the existing lines into a single privately owned system with consistent fares and route designations. The Allston – Park Square line (which served the general area of the A branch) was the first section to be converted to electric traction in 1889. It used modified existing horsecars outfitted with Frank J. Sprague's revolutionary electrical equipment, which had first been demonstrated the previous year in Richmond, Virginia. In 1897, the West End Street Railway property was handed over to the Boston Elevated Railway (BERy) in the form of a 24-year lease, and the companies were ultimately combined.

By the early 1890s, the sheer quantity of streetcars during peak periods was clogging the streets of downtown Boston. The Tremont Street subway, the first passenger subway in North America, was opened in stages in 1897 and 1898, with underground stations at Boylston, Park Street, Scollay Square, Adams Square, and Haymarket. The Main Line Elevated was run through the tunnel from 1901, displacing through-running streetcars, until it was rerouted to its own Washington Street Tunnel in 1908, and the streetcars were returned to the Tremont tunnel.

Though initially intended merely to clear streetcars from the busiest sections of downtown streets, the Tremont Street subway became useful as a rapid transit service in its own right. The 1912 completion of the Causeway Street Elevated and Lechmere Viaduct extended grade-separated service to Lechmere Square in Cambridge, and in 1922 the Lechmere transfer station was built.  In 1914, the Boylston Street subway opened as a westward extension to just short of Kenmore Square, and in 1933 Kenmore station and short tunnel extensions towards two surface lines were added. In 1941, the Huntington Avenue subway and its two additional underground stations removed the last surface streetcars from downtown Boston.

Beginning in the 1930s, the massive surface streetcar system was "bustituted" with buses and trackless trolleys which had lower operating costs and more flexible routes. As the 1950s closed out, the only remaining streetcar lines were the Watertown Line, Commonwealth Avenue Line, Beacon Street Line, Arborway Line, and the Lenox Street Line plus several short turn services. In 1959, the Boston and Albany Railroad's Highland Branch was converted to the Riverside Line, a fully grade-separated suburban service.  In 1961, the last through service to Lenox Street via the Pleasant Street portal ended, though a Pleasant Street – Boylston shuttle continued for one more year. In 1963, part of the original subway was rebuilt under Government Center, abandoning and partially demolishing Adams Square station.

In 1947, the now-bankrupt BERy was replaced by the public Metropolitan Transit Authority (M.T.A.). The new agency was unpopular, even spawning a popular protest song; in 1964, it was replaced with the Massachusetts Bay Transportation Authority which had an expanded funding area to preserve suburban commuter rail lines. In 1967, as part of a systemwide rebranding that included new station names and color names for the transit lines, the remaining streetcar services were designated the "Green Line" because several of them traveled near the Emerald Necklace park system. The streetcar lines were given letter designations: "A" to the Watertown Line, "B" to the Commonwealth Avenue Line, "C" to the Beacon Street Line, "D" to the Riverside Line, and "E" to the Arborway Line.

The Watertown Line ran mostly in mixed traffic after diverging from Commonwealth Avenue; it was permanently replaced with buses in 1969. The section of the Arborway Line past Heath Street was "temporarily" – ultimately permanently – bustituted in 1985. In 2001, with new low-floor streetcars entering service, the MBTA began retrofitting underground stations and major surface stops with low raised platforms for accessibility for all. In 2004, the Causeway Street Elevated was replaced with a new tunnel under the Boston Garden, which consolidated the Orange Line and Green Line at a new North Station "superstation", while continuing to connect to Commuter Rail service north of Boston.

The name "Green Line" was assigned in 1967 as part of a major reorganization of the MBTA system's branding. In the 1970s, the Green Line and all other MBTA lines were re-evaluated by the Boston Transportation Planning Review for region-wide efficacy and future modernization alternatives initiated as far as physical plant and operating measures.

Operations and signaling

, each of the four branches operate on 7 to 9-minute headways during weekday peak hours, and 8 to 12 minute headways at other times. Vehicle usage ranges from 45 trains (90 cars) to 62 trains (124 cars).

Unlike the MBTA heavy rail subway lines, the Green Line has only limited central control and monitoring. This also means that it has lagged behind the other three rail lines in the availability of countdown signs and "next train" arrival information. The line is signalled with advisory wayside signals, except on surface portions in street medians or in-street running. Wayside signal territory stretches from Lechmere to the surface portals at Kenmore, and along the entire length of the D–Riverside branch. There are no automatic protection devices, but the cars have track brakes, giving the ability to stop quickly under control of the operator. Interlockings are controlled through a wayside Automatic Vehicle Identification (AVI) system that relies on the operator properly entering the destination manually on a roto-wheel in the train cab at the beginning of a run.

The line is monitored from the Operations Control Center (OCC). Responsibility for controlling service is shared by the control room and field personnel along the right of way. Track circuit and signal indications are not transmitted to the operational personnel sites. In lieu of track circuit indications, the AVI system is displayed in the control room to provide a periodic update to train position wherever AVI detectors exist. The AVI system user interface was solely text based until the current control room was opened, in which a new schematic display based on AVI data was instituted. Track circuit indications are available digitally in signal houses at the Park Street interlocking, at the new North Station interlocking, and at the new Kenmore interlocking, but are not transmitted to OCC. In January 2013, the MBTA announced plans to add full vehicle location tracking on the Green Line for countdown signs and smartphone applications, including using AVI data in the tunnels and GPS receivers on the surface lines. The first real-time data—location data on the surface lines—became available in October 2014. Full tracking was expected by early 2015.

The MBTA typically runs two-car trains at all times. The last scheduled use of one-car trains on weekdays was in March 2007. Three-car trains were added on the B and D branches in 2010 – their first use since 2005 – and a four-car train was tested in April 2011. In March 2011, the number of three-car trains was substantially increased, including use on the E branch. However, three-car trains suffered from reliability problems and slow boarding. The use of three-car trains ended in March 2016.

The MBTA approved a $82.6 million contract in May 2019 for a train protection system for the Green Line. The system will enforce red signals and automatically stop a train if it approaches another train too closely. The project was 28% complete by December 2021; installation of in-vehicle electronics was scheduled to be complete by September 2023, with wayside installation complete in June 2024 and full operation that December. A reallocation of funds in January 2022 shortened the project timeline, with completion expected in 2023. However, in January 2023, an NTSB report found that the project had been delayed to June 2025.

Turnarounds

Aside from the terminal stations, several locations have turnaround loops or crossover switches where trains can reverse direction for short turns. Two of these, where northbound trains can turn southbound, are regularly used as the downtown terminals for the branches:

 At , a pair of pocket tracks allow reversing. , no trains use this turnaround except in a delay.
 At , a loop under City Hall Plaza. , this is the terminal of the B and C branches.

Several other loops and crossovers are not used in regular revenue service, but may be used during construction work or service disruptions, or for non-revenue trains:
 At Government Center, the Brattle Loop allows southbound trains to turn northbound.
 At , a loop connects the inner tracks. The MBTA plans to add a crossover to allow through movements from the terminating (inner) northbound platform at Park Street are expected to increase capacity and reliability.
 At , a loop allows eastbound (inbound) C and D branch trains to turn westbound.
 On the B branch, a pocket track at  allows trains to reverse in either direction. It is sometimes used to reverse westbound trains to provide extra service in the subway. Occasionally-used crossovers are located at , , and east of .
 On the C branch, occasionally-used crossovers are located at  and .
 On the D branch, occasionally-used crossovers are located west of , , , , , and . At Reservoir, the spur tracks to Reservoir Carhouse have platforms for short turn trains.
 On the E branch, crossovers are located at , , and , along with a siding at Northeastern. The Brigham Circle crossover is frequently used for short turns during traffic congestion on the street-running section of the line.

Location tracking

The Red, Orange, and Blue lines have block signalling systems that make tracking the location of trains easier. Signs in most station on those lines began to display real-time train information in late 2012 and early 2013, while data feeds have been available for smartphone applications since 2010. However, the wayside signalling system used in the Green Line's tunnels and the D branch does not provide for that level of tracking, nor do the basic stop/go signals used on the street-level branch lines. In January 2013, the MBTA announced plans to provide full tracking data for the Green Line by 2015, allowing use of smartphone applications and in-station countdown signs. The $13.4 million system is funded by MassDOT; it uses existing Automatic Vehicle Identification (AVI) systems plus additional sensors in the tunnels, and GPS receivers on the surface sections.

In September 2013, the MBTA announced that "Next Train" signs would be unveiled at Kenmore that month. On October 23, 2014, location tracking data became available for Green Line trains above ground. Arrival predictions for surface stations – including the activation of countdown signs along the D branch – and underground tracking and predictions were to be rolled out in two phases by early 2015. In March 2015, the MBTA announced that enough AVI equipment had been installed to allow the release of some underground data by April. Most underground data was live by August, but trains near Park Street and Boylston waited until September.

The first predictive countdown signs on the Green Line were activated at Newton Centre and Newton Highlands on April 24, 2015, followed shortly by other D branch stations. Countdown signs at Kenmore and Hynes were activated in August 2015. Signs at Copley and Arlington plus eastbound-only signs from Boylston through Science Park were activated in October 2015. The final set of signs – those on the westbound platforms of Science Park through Boylston – were activated in January 2016. Because holding and short-turning trains at the downtown terminals makes time-based predictions unreliable, the signs instead show how many stops away a train is.

Projects

Somerville/Medford extension

The Green Line Extension (GLX) project added two new branches into the northern suburbs of Somerville and Medford. The project opened in two phases in 2022 at a total cost of $2.28 billion. The rebuilt Lechmere station and the Union Square Branch to  opened on March 21, 2022, as an extension of the D branch (briefly the E branch). The Medford Branch opened to  on December 12, 2022 as an extension of the E branch, with intermediate stations at , , , and . The total project cost is estimated to be $2.28 billion: $0.996 billion from the federal government and $1.28 billion from the state. Daily ridership on the extension is projected to be 45,000 by 2030.

The GLX begins at the north end of the Lechmere Viaduct, with a new elevated line continuing north for about  parallel to the O'Brien Highway. The former surface-level Lechmere station was replaced by an elevated station on the new alignment. The two branches split with an aerial flying junction on the Red Bridge viaduct in the Inner Belt area. The Union Square Branch runs  west from Red Bridge, sharing the Fitchburg Line right of way. The Medford Branch runs  northwest from Red Bridge, sharing the Lowell Line right of way. Like the existing D branch, the new branches are fully grade-separated, with no level crossings. A new vehicle storage yard and maintenance facility is located in the Inner Belt area, with leads from both branches at Red Bridge. An extension of the Somerville Community Path runs along the Medford Branch south of Lowell Street, with a high bridge carrying it above the Red Bridge viaduct.

An extension north from Lechmere was first proposed in the 1920s, and again several times during the 20th century. To settle a lawsuit with the Conservation Law Foundation to mitigate increased automobile emissions from the Big Dig, the Commonwealth of Massachusetts agreed in 1990 to extend the Green Line from Lechmere to Medford Hillside through Somerville and Medford, two suburbs underserved by the MBTA relative to their population densities, commercial importance, and proximity to Boston. After delays in planning, the state agreed in 2006 to complete the project by 2014. The preferred alternative from the 2009  Draft Environmental Impact Report added the Union Square Branch; the Medford Branch terminus was set as College Avenue, with a potential future extension to .

The planned completion was delayed to 2018 in 2011, and to 2020 in 2014. A groundbreaking ceremony was held in December 2012. The project was expected to cost about $2.2 billion, with half of that paid by the Federal Transit Administration (FTA). However, in 2015 it became clear that the project would cost $3 billion, putting its future in doubt. The project was value engineered to reduce its cost: station designs were simplified, several bridge reconstructions eliminated, the Community Path extension shortened, and the maintenance facility reduced in size. The FTA approved the modified $2.3 billion plan on April 4, 2017. The contact was rebid with a provision for the optional restoration of six of the elements deleted in the 2016 plan. The winning bid, selected in November 2017, included six optional elements, including canopies and additional elevators at stations, public art, a full-size vehicle maintenance facility, and the full extension of the Community Path to East Cambridge. Construction reached 20% completion in November 2019; it was over 50% completed by October 2020, and 80% by June 2021.

Accessibility renovations

The majority of the Green Line opened by 1959, long before the 1990 Americans with Disabilities Act mandated that new construction be fully accessible. The MBTA began modifying Red, Orange, and Blue Line stations for accessibility in the late 1980s; however, Green Line stations were not modified until the late 1990s, when the Type 8 vehicles were under construction. The MBTA began the Light Rail Accessibility Program in 1996. Because modifying the numerous stations all at once would be prohibitively expensive, the MBTA designated "key stations" – largely those with high ridership or bus connections – for prioritization.

Riverside station was completely rebuilt with raised accessible platforms around 1998.  and  (both of which already had elevators from previous projects) were outfitted with portable lifts for temporary accessibility around 2000, as were  and ten surface stations. Between 2001 and 2003, 16 surface stations (4 on the B branch, 4 on the C branch, 3 on the D branch, and 5 on the E branch) were retrofitted with raised platforms. The 13 B, C, and E branch stations collectively cost $32 million. Construction of raised platforms was completed at Park Street and Haymarket around 2003; Prudential was also reconstructed that year by the developer of 111 Huntington Avenue. The fully accessible underground "superstation" at North Station opened in 2004. Wooden mini-high platforms, allowing level boarding on older Type 7 LRVs, were installed at eight Green Line stations in 2006–07 as part of the settlement of Joanne Daniels-Finegold, et al. v. MBTA.

Renovations for accessibility were completed at  in 2009,  and  in 2010, and  in 2011. A two-year closure of  ended in 2016 with the opening of the accessible transfer station. This left only  and  (both with renovations planned for the mid-2020s) and  as inaccessible stations in the central subway. As part of the Green Line Extension, Lechmere was replaced by a fully accessible elevated station in 2022.

Other projects have moved towards full accessibility of the surface branches.  was made accessible in 2006. Renovations completed in 2009 made  accessible for the first time, and replaced the lifts at  and . A reconstruction of  (replacing lifts) was completed in 2022.  Construction of two accessible stations ( and ) on the B branch to replace four non-accessible stations took place in 2021. Temporary work to make  accessible was done in 2019; a full reconstruction will begin in 2022. Renovations for the four remaining non-accessible D branch stations are planned to begin in mid-2023. Construction of additional accessibility modifications on the B and C branches is expected to take place in 2023–24. In 2021, the MBTA indicated plans to modify the Heath Street–Brigham Circle section of the E branch with accessible platforms to replace the existing non-accessible stopping locations.

Station listing
This listing includes only the Green Line section between  and , which are served by multiple branches. For stops served by only one branch, see , , , and . All stations in the central subway have prepaid fare areas (fare control).

Incidents and accidents

On May 28, 2008, two D branch trains collided in Newton. The operator of one of the trains was killed and numerous riders were taken to area hospitals with injuries of varying degrees of seriousness. While it was originally thought that cell phone use was responsible for the accident, the cause was officially determined to be an episode of micro-sleep caused by the driver's sleep apnea.

On May 8, 2009, two trolleys rear-end collided underground between Park Street and Government Center when the driver of one of the trolleys, 24-year-old Aiden Quinn, was text messaging his girlfriend while driving. Quinn had run through a red light before the crash, which injured 46 people. MBTA officials estimated that the cost of the crash was $9.6 million. A strict ban on cell phone usage by MBTA operators was later enacted.

On October 8, 2012, two E branch trolleys collided in the 700 block of Huntington Avenue near Brigham Circle when one derailed into the other, injuring three people including a train operator.  The next month on November 29, two trolleys collided at low speed at Boylston, injuring several dozen passengers.

On March 10, 2014, a D branch trolley with passengers aboard derailed in the tunnel just west of Kenmore Station, near the flat junction between the "D" and "C" branches.  A second train had to brake suddenly to avoid hitting the derailed train. Ten people were treated for moderate injuries.

In October 2016, The Boston Globe reported that the Green Line had the highest number of derailments and accidents on light rail lines in the United States in 2015. The number of incidents had been increasing for several years due to deferred maintenance on tracks and wheels, which resulted in more low-speed derailments of Type 8 cars.

On July 30, 2021, two B branch trains collided at , causing 25 injuries.

As part of its crash investigations, the National Transportation Safety Board recommended in 2009 that the Green Line be outfitted with positive train control to prevent collisions. The MBTA decided in 2012 not to implement PTC, estimating the cost at $645 million to $721 million. In 2015, as crashes continued to happen, the NTSB complained the agency was moving too slowly identifying a feasible alternative. In 2019, the MBTA awarded a contract to implement a similar safety system by 2024, at a cost of $170 million. A train would automatically brake if a driver violates a traffic signal, or if cameras or radar detect an obstacle.

References

External links

MBTA – Green Line
MBTA – Green Line Extension

Standard gauge railways in the United States
Railway lines opened in 1897
1897 establishments in Massachusetts
600 V DC railway electrification

Green Line (MBTA)


Alexandrov () is a town and the administrative center of Alexandrovsky District in Vladimir Oblast, Russia. It is located  northeast of Moscow and has a population of  It was previously known as Alexandrovskaya Sloboda. It operates on the EEST time zone, with the same time zone as Vladimir.

History
It was established in the mid-14th century and was known as Alexandrovskaya Sloboda (). It served as the capital of Russia for three months (from December 1564 to February 1565) under Tsar Ivan the Terrible until he agreed to return his court and the relics of Moscow which he had taken with him. Ivan agreed to return after the church gave him permission to found the Oprichnina.

It was granted town status in 1778.

Administrative and municipal status
Within the framework of administrative divisions, Alexandrov serves as the administrative center of Alexandrovsky District, to which it is directly subordinated. As a municipal division, the town of Alexandrov is incorporated within Alexandrovsky Municipal District as Alexandrov Urban Settlement.

Sister city
 Česká Lípa, Czech Republic
 Compton, California, United States

References

Notes

Sources

External links

Official website of Alexandrov
Unofficial website of Alexandrov
Directory of organizations in Alexandrov

Alexandrovsky Uyezd (Vladimir Governorate)
Golden Ring of Russia

Alexandrov, Vladimir Oblast


RBS TV Santa Maria es una estación de televisión brasileña con ubicación en Santa Maria, RS. Retransmite la programación de la Rede Globo y genera programas locales de buena audiencia, como el Jornal do Almoço y RBS Notícias. Es una red regional de transmisión de la RBS TV, que tiene su ubicación en Porto Alegre.

Historia

TV Imembuí, canal 12 de Santa Maria, fue fundado el 13 de diciembre de 1969. La estación es una de las pioneras en el interior de Río Grande del Sur junto con la TV Caxias, de Caxias do Sul.En sus primeros años, la TV Imembuí, instalada en la parte trasera de las instalaciones de Radio Imembuí, fue marcada por el amateurismo y el carácter artesanal. La estación estaba equipada con dos cámaras Maxwell, una mesa de control de sonido, una mesa de corte y telecine. Además de los programas locales producidos en Santa Maria, la TV Imembuí también transmitía la programación de TV Gaúcha en la tarde.En el año 1973, debido a la falta de recursos publicitarios para continuar las producciones locales de la estación, el control accionario de TV Imembuí pasó a ser de TV Gaúcha,lo que marcó el inicio de una nueva etapa en la estación. El 9 de septiembre de 1973, pasó a integrar el Grupo RBS. Al unirse a RBS, se ha convertido en afiliada de Rede Globo, transmitindo la programación local de TV Gaúcha, producida en Porto Alegre, y la programación de TV Globo producida en Río de Janeiro.

RBS TV Santa Maria en la TV digital

El diario Zero Hora anunció en la edición del 10 de noviembre de 2011 que la estación va a transmitir su señal digital por canal 33, todavía no hay fecha definida para el inicio de las transmisiones.

Consignas

 A imagem do coração do Rio Grande (La imagen del corazón de Río Grande) - 1969
 Uma emissora a serviço da comunidade (Una estación a servicio de la comunidad) - 1991
 Aqui o Rio Grande se vê - 1993
 Cada vez mais perto de você (Cada vez más cerca de ti) - 1994
 Tudo por você - 1996
 Sempre o melhor pra você (Siempre lo mejor para usted) - 2001
 A gente mostra, você vê(Nosotros mostramos, usted ve) - 2002
 Sua vida na TV (Su vida en la TV) - 2003
 A gente faz pra você (Nosotros lo hacemos por usted) - 2008

Véase también

 Grupo RBS

Enlaces externos

 Portal ClicRBS (en portugués)
 Página de RBS TV (en portugués)

RBS TV

RBS TV Santa Maria


An Kionophyton seminuda in uska species han Liliopsida nga syahan ginhulagway ni Schltr., ngan ginhatag han pagkayana nga asya nga ngaran ni Leslie Andrew Garay. An Kionophyton seminuda in nahilalakip ha genus nga Kionophyton, ngan familia nga Orchidaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Kionophyton

Kionophyton seminuda


سيرجيو غونزاليز  (مواليد 10 نوفمبر 1976 في هوسبيتالت دي يوبريغات - إسبانيا) لاعب كرة قدم إسباني يلعب حاليا لصالح نادي الدرجة الأولى نادي ليفانتي. غونزاليز يجيد اللعب في مركز الوسط المدافع. قد انتقل غونزاليز لناديه الحالي في 2010 قادما من ديبورتيفو لاكورونيا الإسباني الذي لعب له 2001.

روابط خارجية

مراجع

لاعبو كرة قدم رجالية إسبان
لاعبو وسط كرة قدم رجالية
أشخاص على قيد الحياة
أشخاص من لوسبيتاليت دي يوبريغات
لاعبو الدوري الإسباني
لاعبو الدوري الإسباني الدرجة الثانية ب
لاعبو إسبانيول
لاعبو إسبانيول بي
لاعبو ديبورتيفو لاكورونيا
لاعبو كأس العالم 2002
لاعبو كرة قدم إسبان
لاعبو كرة قدم كتلونيون
لاعبو كرة قدم من هوسبيتالت دي يوبريغات
لاعبو منتخب إسبانيا لكرة القدم
لاعبو منتخب كتالونيا لكرة القدم
لاعبو نادي أوسبيتاليت
لاعبو نادي ليفانتي
مدربو الدوري الإسباني
مدربو الدوري الإسباني الدرجة الثانية
مدربو الدوري الإسباني الدرجة الثانية ب
مدربو إسبانيول
مدربو ريال بلد الوليد
مدربو كرة قدم إسبان
مدربو نادي قادش
مواليد 1976
مواليد في هوسبيتالت دي يوبريغات

سيرجيو (لاعب كرة قدم، مواليد 1976)


Michael Klein (Amnaş, Rumanía, 10 de octubre de 1959 - Krefeld, Alemania, 2 de febrero de 1993), fue un futbolista rumano de ascendencia alemana.

Michael Klein falleció en febrero de 1993 debido a un ataque al corazón durante una sesión de entrenamiento con su club, tenía 33 años.

Clubes

Enlaces externos

Futbolistas de Rumania
Futbolistas de la selección de fútbol de Rumania en los años 1980
Futbolistas de Rumania en la Copa Mundial de 1990
Futbolistas nacionalizados en Alemania
Futbolistas del Dinamo de Bucarest
Futbolistas fallecidos en competición
Fallecidos por infarto agudo de miocardio

Michael Klein


Afslutningsceremonien for sommer-OL 2016  blev afholdt den 21. august 2016 20:00 til 22:50 BST på Maracanã, Rio de Janeiro, Brasilien.

For at følge den traditionelle olympiske protokol, fremhævede ceremonien kulturelle præsentationer fra både den nuværende værtsland (Brasilien) og den følgende værtsland (Japan), samt afsluttende bemærkninger af Internationale Olympiske Komités (IOC) præsident Thomas Bach og lederen af legenes organisationskomité Carlos Arthur Nuzman, den officielle overdragelse af det olympiske flag fra Rio de Janeiros borgmester Eduardo Paes til Tokyos guvernør Yuriko Koike, fordi Tokyo skal være vært for Sommer-OL 2020, og slukning af den olympiske flamme.

Ceremoni

Parade af idrætsudøvere

Den kreative instruktør for ceremonien var Rosa Magalhães. Midt i kraftig regn, begyndte ceremonien med dansere, der fortolkede forskellige vartegn i værtsbyen. Martinho da Vila udført derefter en gengivelse af den klassiske sang "Carinhoso (pt)" af Pixinguinha. Flagparaden fulgte kort tid efter med et kor på 27 børn, som repræsenterer staterne i Brasilien, som sang den brasilianske nationalsang.

Referencer

2016
Sommer-OL 2016


المؤتمر الإسلامي لسريلانكا هو حزب سياسي في سريلانكا تأسس في عام 1981. الزعيم الوطني للحزب هو رؤوف حكيم. في الانتخابات التشريعية السابقة عام 2004 أحرز الحزب 2% من التصويت الشعبي (حيث حصل على حوالي 187 ألف صوت) وانتهى به الأمر للفوز بخمسة مقاعد من أصل 225 في البرلمان السريلانكي.

مراجع

وصلات خارجية
 الموقع الرسمي للحزب

أحزاب إسلامية سياسية
أحزاب سياسية أسست في 1981
أحزاب سريلانكا
أحزاب سياسية إسلامية في سريلانكا
تأسيسات سنة 1981 في سريلانكا

المؤتمر الإسلامي لسريلانكا


Hosein Jarrazí (en persa: حسین خرازی tr. Hoseyne Xarrâzi, n. en 1957 en Isfahán, Irán – m. el 27 de febrero de 1986 en la región de Shalamche, Juzestán, Irán) fue un militar iraní que commandó la 14a División del Imán Hosein durante la Guerra Irán-Irak (1980-1988). Se destacó en operaciones durante la contienda, sobre todo la Operación Amanecer 8 en la que capturó a tropas de la Guardia Republicana Iraquí en la península de Al-Faw, y en la Operación Karbala 5, en la que siendo comandante de las fuerzas de vanguardia murió por un charnel de una bomba de mortero.

Vida
Durante su adolescencia se interesó en publicaciones religiosas. Jarrazí participó en congregaciones religiosas y cuestiones teológicas. Esto se incrementó durante las campañas contra el Sha Mohammad Reza Pahlevi y se interesó por las circunstancias políticas contemporáneas. Prestando su servicio militar fue a Dofar, desertó del ejército en 1978, según la dirección del Ayatolá Jomeini y se unió a los revolucionarios de la Revolución iraní de 1979.

La Guerra Irán-Irak
Su primer mando considerable fue en la región de Darjovin para cerrar la carretera Abadán-Ahwaz, conocida como el León fronterizo. En la batalla las tropas iraníes resistieron al Ejército de Irak por 9 meses. Durante la Operación Tariq al Qods la Brigada del Imán Hosein se reorganizó como una división con Jarrazí como general de división.  Sus tropas participaron en las operaciones Fath ol Mobin y Beit ol-Moqaddas por la Segunda Batalla de Jorramchar. Como comandante se involucró en las operaciones Ramadán, Amanecer 4 y Khaybar (de la que formó parte la Batalla de las Marismas) en la que perdió un brazo; en la Operación Amanecer 8 sus tropas vencieron a los iraquíes. Durante la Operación Karbala 5 su división fue la punta de lanza iraní.

Karbala 5 fue su última operación. Bajo el fuego de la artillería pesada iraquí se hizo crítico el abastecimiento de comida. Él tomó la responsabilidad directa de proveer comida y durante esto una bomba de mortero explotó y lo mató.

Véase también
Basij

Referencias
En.wikipedia.org
 (en persa)

Enlaces externos

Jarrazí, Hosein
Jarrazí, Hosein
Jarrazi, Hosein
Iraníes del siglo XX
Nacidos en Isfahán

Hosein Jarrazí


An Poa maniototo in uska species han Liliopsida nga ginhulagway ni Donald Petrie. An Poa maniototo in nahilalakip ha genus nga Poa, ngan familia nga Poaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Mga sumpay ha gawas

Poa

Poa maniototo


L'édifice Decelles est un pavillon de HEC Montréal situé au 5255, avenue Decelles et conçu par l'architecte Roland Dumais.

Histoire
Il est inauguré le . Bien que Québec soit au centre de la crise d'octobre, l'importance de l'édifice est telle que le premier ministre du Québec, Robert Bourassa, assiste à l'inauguration.

C'est le deuxième bâtiment à abriter le HEC depuis la création de l'école de commerce en 1907, après l'édifice Gilles-Hocquart. C'est la seule adresse de HEC Montréal pendant plus de  jusqu'à ce qu'une nouvelle succursale soit ajoutée en 1996 sur le chemin de la Côte-Sainte-Catherine.

L'édifice Decelles est déclaré « modèle canadien remarquable » d'architecture brutaliste peu après sa construction par l'Association des architectes, et gagne un prix de Design Canada en 1971.

Malgré ces distinctions, l'austérité des façades de béton massives aux percements minimes lui a valu le surnom de « Bunker ». Pour aider à résoudre ce problème, l'édifice est rénové en 2013, et remporte un prix d'excellence en architecture pour la rénovation conduite par le cabinet d'architectes .

Références

Voir aussi

Article connexe
 HEC Montréal

Lien externe
 .

Bâtiment de l'Université de Montréal
HEC Montréal
Édifice construit en 1970
Architecture brutaliste au Canada
Côte-des-Neiges–Notre-Dame-de-Grâce
Bâtiment de Provencher Roy

Édifice Decelles


نادي الاتحاد الرياضي للفقيه بن صالح هو نادٍ رياضي مغربي من مدينة الفقيه بن صالح. ممارس بالدوري المغربي - القسم الأول هواة .

فكرة تأسيس الاتحاد الرياضي للفقيه بن صالح وسنة التأسيس

كانت مدينة الفقيه بن صالح بعد استقلال المغرب سنة 1956 تتوفر على فريقين لكرة القدم وهما فريق العلم Al Alam وفريق كوموني Comoni إنقسما معهما الجمهور المحلي بين مؤيد لهدا الفريق وداك.
وفي سنة 1962 قرر أعضاء الفريقين توحيد جهدهما في فريق واحد قادر على تحدي الصعاب وتحقيق طموح الجماهير الغفيرة وإرضائها. وبالفعل تم إدماج الفريقين معا في فريق واحد أختر له اسم الاتحاد الرياضي للفقيه بن صالح لما يدل عليه هدا الاسم من تلاحم واتحاد في سنة 1962.

أهم مشاركات الفريق في القسم الوطني الثاني المغربي
 سنة 1970 : صعد الفريق للقسم الوطني الثاني وتزامن صعود الاتحاد مع تأهل المنتخب الوطني لكرة القدم لمونديال مكسيكوا 1970.
 سنة 1980 : بعد عشرة سنوات في القسم الوطني الثاني لكرة القدم صعد اتحاد الفقيه بن صالح للقسم الوطني الأول وبالضبط في سنة 1980 بعد أن قدموا أداء مثاليا في القسم الوطني الثاني توج بالصعود لقسم الأضواء تحت قيادة المدرب الكفئ بالعيد.
 سنة 1984/1983 : كان بمثابة أخر موسم لفريق اتحاد الفقيه بن صالح بالقسم الأول للبطولة الوطنية
 سنة 1987/1986 : عودة فريق اتحاد الفقيه بن صالح للقسم الثاني (أ) رفقة المدرب الكبير والكفئ بالعيد
 سنة 1990/1989 : عاد مرة أخرى فريق اتحاد الفقيه بن صالح للقسم الثاني (ب) النظام القديم للمجموعة الوطنية سابقا.
 سنة 1995/1994 : يعود مرة أخرى فريق الاتحاد للواجهة للقسم الوطني الثاني (أ) أنداك بالنظام القديم سابقا للجامعة بعد الفوز في مقابلة السد على فريق نجم مراكش بمدينة سطات وقد كان الفريق أنداك تحت قيادة إشراف المدرب الكفئ رضى وتحت رئاسة السيد حفيظي محمد. إلا أنه بعد مضي سنتين في القسم الوطني الثاني (أ) يعود الفريق مرة أخرى القسم الوطني الثاني (ب) لستقر به قبل يتم تغيير اسم المجموعة إلى هواة القسم الأول.
 سنة 2007/2008 : يخطف فريق الفقيه بن صالح الأضواء من قسم الهواة من شطره الوسط باحتلاله الصف الأول متقدما على رجاء بني ملال ليصبح حاليا في القسم الوطني الثاني النخبة.
 سنة 2008/2009 : عودة فريق اتحاد الفقيه بن صالح للقسم الثاني رفقة المدرب أنيس.

أهم مشاركات الفريق في كأس العرش المغربي
 موسم 1980/1979 : أقصي الفريق من دور ربع النهاية أمام فريق شباب المحمدية بهدف يتيم لصفر بملعب البشير بالمحمدية.
 موسم 1980/1981 : أقصي الفريق من دور نصف النهاية أمام فريق الوداد البيضاوي بحصة أربعة أهداف لواحد وقد غاب الحارس المرموق هشام وعوض بعلباب.
 موسم 1984/1983 : أقصي الفريق من دور السدس أمام فريق الرجاء البيضاوي بهدفين لواحد وقد حضر آنداك رئيس الاتحاد الدولي لكرة القدم جوزيف لوهانس المبارة وأخدت له صورة تدكارية مع الفريقين.

وصلات خارجية
   موقع أنصار نادي اتحاد الفقيه بن صالح
  / منتدى الكرة المغربية في موقع ستار إسلام.
  موقع البطولة كوم المختص بأخبار الدوري المغربي.
  موقع جريدة المنتخب المغربية المتخصصة في أخبار الرياضة المغربية
  الموقع الرسمي للقناة الرياضية المغربية

أندية رياضية في المغرب
أندية كرة قدم أسست في 1962
أندية كرة قدم في المغرب
الفقيه بن صالح
تأسيسات سنة 1962 في المغرب
الرياضة في الفقيه بن صالح

نادي الفقيه بنصالح


Daday (Hititçe: 𒁉𒌑𒆷 Kaşula/Gaşula), Türkiye Cumhuriyeti'nin Karadeniz Bölgesi'nde yer alan Kastamonu ilinin bir ilçesidir.

Kastamonu il merkezine 34 km uzaklıktaki Daday'ın 60 köyü bulunmaktadır. 973 km²  yüzölçümüne sahip ilçenin toplam nüfusu 8.217'dir. Fatih Sultan Mehmet devrinde Osmanlı topraklarına katılan İlçede 1891'de inşa edilmiş tarihi bir hükûmet konağı vardır. Halkın büyük çoğunluğunu geçimini tarım ve hayvancılıktan sağlar.

Daday köroğlu dağ sıraları içerisinde yer alan bir grupta 980 rakımda bir ova görünümündedir. Vadiyi ortadan bölen gökırmak'ın kollarından birisi yer almaktadır. Halkın geçim kaynağı çiftçilik, ormancılık, hayvancılık ve el sanatları, ahşap ürünleri sanayi olarak belirginleşmektedir. İklimi tipik karasal iklimdir. Kış ayları genellikle kar yağışlı ilk bahar ve sonbahar ise keskin soğukları içerisinde barındırmaktadır. Yazları ise sıcak ve çoğunlukla kurak geçmektedir. Arazi yapısı açısından çok verimli topraklara sahip değildir. Ormanlarla çevrili oluşu ekilebilir arazi bakımından Dadayı sınırlamaktadır. Ayrıca İlçe engebeli bir yapıya sahiptir. Sulama imkânları sınırlıdır. Yumurtacı ve Taşçılar isminde iki gölete sahiptir. fakat bu göletler tarımsal sulama alanında yeterli rezerve sahip değildir. Tarım ve sanayi bitkileri alanında büyük boyutlara ulaşmayan bir üretim yapısı vardır. Süt üretimi belli başlı geçim kaynaklarından birisidir. Tarım bitkileri Arpa-buğday-çavdar, yonca, korunga şeklinde ekim alanı bulmaktadır. İkliminin karasal oluşu bu bitkilerin verimini olumsuz yönde etkilemektedir. Baklagiller ise ev tüketimine yönelik olarak üretilmektedir. Elma, armut ve sınırlı sayıda meyveye sahip bir bitki faunasına sahiptir. Keskin soğuklar ve ilk baharda yaşanan don olayı sebze ve meyvecilik üzerinde önemli olumsuzluklara yol açmaktadır. Hayvancılık alanında büyük baş hayvancılık köylerde yaygın olarak yapılmaktadır. Ancak yine Hayvancılıkta her köy evinde birkaç büyükbaş ile sınırlıdır. Et üretimine yönelik besicilik faaliyetleri yaygın değildir. Hayvan ırkı açısından zenginliğe sahip değildir. Küçükbaş hayvan olarak ise kümes hayvanları yine iç tüketime yönelik olarak beslenilir. Bu iki alanda da üretim endüstriyel boyutta değildir. Daha çok aile içi tüketime yönelik yetiştiricilik yapılmatadır. Çevre köylerinde sınırlı sayıda da olsa arıcılık yapılmaktadır. Bitki örtüsünün çeşitliliği ve ormanlık alanların varlığı bölgede yetiştirilen balın kalitesini olumlu yönde etkilemektedir.  Esnafın iş hacmi çok büyük olmayıp genellikle dayanıklı tüketim malları ve gıda mamulleri üzerinde ticaret hayatı şekillenmektedir.

Dadayın sosyo ekonomik yapısına bakıldığında ise; halkın büyük çoğunluğu orta sınıf gelir düzeyine girmektedir. Çok fakir ve kimsesiz kişi sayısı oldukça azdır. İlçenin Eğitim ortalaması ise Türkiye sınırının çok üzerinde yer almaktadır. Okuma yazma bilmeyen kişi sayısı yok denecek kadar azdır. İlçede  Daday Lisesi, Daday İmam-Hatip Lisesi, Yatılı Bölge İlköğretim Okulu, Atatürk İlköğretim Okulu, Miralay Halitbey İlköğretim Okulu yer almaktadır. Ayrıca yine ilçe sınırları içerisinde ve ilçeye hakim ormanlık alan içerisinde kurulmuş göğüs hastalıkların teşhis ve tedavisi için Türkiye'nin ikinci büyük senatoryumu olan Ballıdağ Göğüs hastalıkları hastanesi yer almaktadır. Hastane personel olarak yetersiz oluşu atıl vaziyette çalışmasına yol açmaktadır.

Daday Etli ekmek isminde mahalli bir yiyecek ile çevre ilçe ve illerde büyük üne sahiptir. ilçeye sırf bu lezzeti tatmaya çok sayıda ziyaretçi gelmektedir.

Dadayın vadi içerisinde düz bir zeminde teşkili ulaşımı kolay hale getirmektedir. Kastamonu, araç, azdavay ile karayolu bulunmaktadır. Daday tarihi anlamda çok eski bir yerleşke değildir. Erken roma dönemine ait bulgulara rastlanılmıştır. Asar kalesi, sorkundaki horoztepesi tümülüsü ve mağaralar şimdiye kadar bulunmuş önemli arkeolojik bulgulardır.

Osmanlı döneminde imparatorluğun üst kademelerindeki memurların sayfiye yeri olarak kullanılmıştır. Ayrıca Kuzey Anadoludaki masif alanlardan biridir.

İlçenin İstanbul Eyüp ilçesinde merkezi olan Daday ilçesi çevre köyleri sosyal yardımlaşma ve dayanışma derneği vardır. Dernek oldukça aktif olup ilçenin sıkıntılarının giderilmesi yönünde aktif rol oynamaktadır.

Nüfus

Kaynakça

Daday


Dans la mythologie grecque, Hoplée ou Hopléos (en grec ancien ) est un des fils de Poséidon et de Canacé, frère de Nirée, Épopée, Aloée et Triopas.

Sources antiques

  (I, 7, 4).

Notes et références

Progéniture de Poséidon

Hoplée


Ahmose, Sohn der Ibana (auch Ahmose, Sohn der Abana, Ahmose, Sohn der Abina oder Ahmose, Sohn der Ebana) (* 16. Jh. v. Chr. in el-Kab; † nach 1500 v. Chr.) war ein altägyptischer Marineoffizier des Neuen Reiches. Er ist vor allem durch seine Autobiografie in seinem Felsengrab von el-Kab bekannt, in der er seine Taten unter den Königen Ahmose I. bis Thutmosis I. schildert.

Leben
Ahmose verbrachte seine Jugendzeit in el-Kab, etwa 65 Kilometer südlich von Theben. Sein Vater Bibi, Sohn der Rainet, diente zur Zeit der 17. Dynastie als Offizier unter Seqenenre. Unter König Ahmose I. trat Ahmose, Sohn der Ibana, noch als junger Mann seinen Dienst als Soldat auf einem Schiff an.

Nach der Gründung eines Hausstandes wurde Ahmose auf ein neues Schiff versetzt und kämpfte als Fuß- und Marinesoldat bei der Belagerung der Hyksos-Hauptstadt Auaris mit. Der Überfall auf die Stadt erfolgte mit mehreren Überraschungsangriffen, bei denen man schnell Beute machte und sich dann blitzschnell wieder zurückzog. Ahmose tötete dabei mehrere Feinde und verdiente sich insgesamt dreimal das Ehrengold und Sklaven als Kriegsbeute.

Nach der Einnahme von Auaris nahm er an der dreijährigen Belagerung der gut befestigten Stadt Scharuhen in Südpalästina teil, bei der er erneut Sklaven erbeutete und Tapferkeitsgold erhielt.

Als die asiatischen Stämme im Norden besiegt waren, beteiligte er sich an einem Feldzug in Unternubien und an der Niederschlagung eines nubischen Aufstandes. In Mittelägypten kam es zu einem Aufstand des Kommandanten Tetian, den er ebenfalls mit besiegte.

Unter Amenophis I. und Thutmosis I. kam es zu weiteren militärischen Vorstößen in den Süden, in deren Verlauf Ahmose zum obersten Marineoffizier aufstieg. Seine letzte Beteiligung erfolgte bei einem Syrienfeldzug des Thutmosis in dessen vierten oder fünften Regierungsjahr, der bis nach Karkemiš in Nordmesopotamien führte.

Grab

Das Grab des Ahmose befindet sich am Nordostufer des Nils in der oberägyptischen Stadt el-Kab. Es wird mit EK5 bezeichnet (für el-Kab 5) und ist eines der wichtigsten Felsengräber der dortigen Nekropole, die Gräber von der Zweiten Zwischenzeit bis zur 20. Dynastie umfasst. Das Grab ist vor allem durch die autobiographische Inschrift des Inhabers bedeutend, die als wichtige historische Quelle für den Beginn der 18. Dynastie gilt und neben den Siegesberichten des Kamose zu den wichtigsten zeitgenössischen Texten über die Vertreibung der Hyksos aus Unterägypten zählt.

Siehe auch
 Ahmose Pennechbet

Literatur

Weblinks

 Ahmose I. – Grabbiographien. Grabbiographie Ahmose Sohn der Ebana.

Einzelnachweise

Altägyptischer Offizier
18. Dynastie (Ägypten)
Militärperson (Marine)
Autor
Autobiografie
Geboren im 16. Jahrhundert v. Chr.
Gestorben im 15. Jahrhundert v. Chr.
Mann

Ahmose (Sohn der Ibana)


Der Erste Prager Fenstersturz steht am Anfang der Hussitenkriege. Am 30. Juli 1419 stürmten Hussiten, Anhänger des vier Jahre zuvor beim Konzil von Konstanz auf dem Scheiterhaufen als Ketzer hingerichteten Jan Hus, das Neustädter Rathaus am Karlsplatz in Prag, um dort gefangene Glaubensgenossen zu befreien. Dabei warfen sie zehn Personen aus dem Fenster: den Bürgermeister, zwei Ratsherren, den Stellvertreter des Richters, fünf Gemeindeältere und einen Knecht. Die Gestürzten wurden anschließend mit Hiebwaffen getötet, die die wartende Menge unter der Kleidung verborgen mitgebracht hatte. Ein weiterer Ratsherr starb in der Folterkammer. Der Volksaufstand war von radikalen Reformanhängern mit dem Prediger Johann von Seelau an der Spitze vorbereitet worden.

Vor dem Rathaus befindet sich ein 1960 von Jaroslava Lukešová geschaffenes Bronzedenkmal, das an Johann von Seelau erinnert.

Literatur
 Laurentius von Březová: Die Hussiten. Die Chronik des Laurentius von Březová 1414–1421. (= Slavische Geschichtsschreiber, Band 11), Graz und andere 1988, S. 54–55.

Weblinks
 Winfried Dolderer: Fenstersturz vor 600 Jahren: Warum die Prager Ratsherren sterben mussten. In: Deutschlandfunk, 30. Juli 2019, Abruf im März 2021.

Einzelnachweise

Fenstersturz 1
Politische Affäre (Österreich)
1419
Konflikt (15. Jahrhundert)
Geschichte Böhmens im Mittelalter
Aufstand in Tschechien

Erster Prager Fenstersturz


The , abbreviated JMA, is an agency of the Ministry of Land, Infrastructure, Transport and Tourism. It is charged with gathering and providing results for the public in Japan that are obtained from data based on daily scientific observation and research into natural phenomena in the fields of meteorology, hydrology, seismology and volcanology, among other related scientific fields. Its headquarters is located in Minato, Tokyo.

JMA is responsible for gathering and reporting weather data and forecasts for the general public, as well as providing aviation and marine weather data. JMA's other responsibilities include issuing warnings for volcanic eruptions and the nationwide issuance of earthquake warnings of the Earthquake Early Warning (EEW) system. JMA is also designated one of the Regional Specialized Meteorological Centers of the World Meteorological Organization (WMO). It is responsible for forecasting, naming, and distributing warnings for tropical cyclones in the Northwestern Pacific region, including the Celebes Sea, the Sulu Sea, the South China Sea, the East China Sea, the Yellow Sea, the Sea of Japan and the Sea of Okhotsk.

History

August 26, 1872 – The first weather station in Japan was set up in Hakodate, Hokkaido. It is the precursor of the present .
June 1875 – The original  was formed within the .
January 1, 1887 – The Tokyo Meteorological Observatory was renamed as the , with the transfer of its jurisdiction to the Home Ministry.
April 1895 – The  replaced the preceding ministry as an administrator of the Observatory.
January 1, 1923 – The main office was moved to Motoe-machi, Kōjimachi-ku (later Takehira-chō 1). it is located near a moat surrounding the Imperial Palace.
November 1943 – The  took over Central Meteorological Observatory operation.
May 1945 – JMA became part of the .
July 1, 1956 – The Central Meteorological Observatory became an agency of the Ministry of Transport, and has been renamed to the .
March 1964 – The headquarters office was relocated to Ōtemachi, Chiyoda-ku.
January 6, 2001 – The JMA became an agency of the  with the Japanese government reformation.
2013 – It was announced that it would be scheduled to move the headquarters into Toranomon, Minato-ku.
November 24, 2020 - JMA moved to its new headquarters in Toranomon, Minato-ku.

Services

Overview
The JMA is responsible not only for gathering and reporting weather data and forecasts in Japan, but also for observation and warning of earthquakes, tsunamis, typhoons and volcanic eruptions.

The agency has six regional administrative offices (including five DMOs and Okinawa Meteorological Observatory), four Marine Observatories, five auxiliary facilities, four Aviation Weather Service Centers and 47 local offices composed of the LMOs. These are also used to gather data, supplemented by weather satellites such as Himawari, and other research institutes.

In 1968, the World Meteorological Organization (WMO) designated the JMA as a Regional Specialized Meteorological Centre (RSMC) for Asia. In June 1988, the WMO also assigned the JMA as a RSMC for the Northwestern Pacific under its Tropical Cyclone programme. In July 1989, the RSMC Tokyo – Typhoon Center was established within the headquarters office, which dealt with the forecasting and dissemination of active tropical cyclones, as well as preparing a summary of each year's cyclone activity.

Observation and forecast

Weather

Land weather
Each DMO and LMO issues weather forecasts and warnings or advisories to the general public live in its own area. Weather data used to these forecasts are acquired from the Surface Observation (represented by the AMeDAS), the Radar Observation, the Observation and the Satellite Observation mainly using the Himawari series of satellites.

Marine weather

The Marine Observatories are seated in Hakodate, Maizuru, Kobe, Nagasaki. These stations observe ocean waves, tide levels, sea surface temperatures and ocean currents etc. in the Northwestern Pacific basin, as well as the Sea of Japan, the Sea of Okhotsk, and provide marine meteorological forecasts in cooperation with the Hydrographic and Oceanographic Department, Japan Coast Guard.

Aviation weather

In 2005, in accordance with the ICAO's new CNS/ATM system, the Civil Aviation Bureau of the Ministry of Land, Infrastructure, Transport and Tourism set up the Air Traffic Management Center (ATMC) in Fukuoka, where the FIR is fixed. Along with this establishment, JMA placed the Air Traffic Mateorology Center (ATMetC) inside the ATMC.

The agency forecasts SIGMET for aircraft in flight within the Fukuoka FIR airspace, while VOLMET is broadcast by each Aviation Weather Service Center at the airports of Haneda, Narita, Centrair and Kansai.

Tropical cyclones

In the Northwestern Pacific area, the typhoon season ordinarily comes almost from May to November. The JMA forecasts and warns or advises on tropical cyclones to the public in Japan and its surrounding countries as the RSMC Tokyo – Typhoon Center.

Earthquakes

The JMA has 624 observation stations across Japan which are set up at intervals of 20 km approximately in order to measure the seismic intensity of earthquakes precisely. The agency also utilizes about 2,900 seismographs owned by the  (NIED) and local governments. A 24-hour office is housed within the JMA headquarters in Tokyo for monitoring and tracking seismic events in the vicinity of Japan to collect and process their data, which distributes observed earthquake information on its hypocenter, magnitude, seismic intensity and possibility of tsunami occurrence after quakes quickly to the public through the Earthquake Phenomena Observation System (EPOS). The Earthquake Early Warning (EEW) system began to work fully for the general public on October 1, 2007.

The agency is one of the representatives of the national Coordinating Committee for Earthquake Prediction.

Tsunamis

In case of a possibility of tsunami after an earthquake, JMA issues Tsunami Warning or Advisory for each region in Japan with information of estimated tsunami heights and arrival times within 2 to 3 minutes of the quake.

Volcanoes

The agency four Volcanic Observations and Information Centers within DMOs in Sapporo, Sendai, Tokyo and Fukuoka. These centers monitor volcanic events on 110 active volcanos in Japan. 47 of these volcanos selected by the Coordinating Committee for Prediction of Volcanic Eruption are under 24-hour observation with seismographs, accelerometers, GPS, air-shock recorders, fixed point observation cameras and other equipment. If it is predicted that a volcanic eruption will affect inhabited areas or around a crater, Volcanic Warnings are issued and supplemented by Volcanic Alert Levels.

Organization

Headquarters

Local offices

6 Regional Headquarters

6
1
1

5
1

16
3

13
1

7
1
1

3
1

Auxiliary organs

Directors-General and Chief Executives

Chief Executives of Central Meteorological Observatory
: 1890–1891
: 1891–1895
: 1895–1923
: 1923–1941
: 1941–1947
: 1947–1956

Directors-General of JMA
: 1956–1963
: 1963–1965
: 1965–1969
: 1969–1971
: 1971–1974
: 1974–1976
: 1976–1978
: 1978–1980
: 1980–1983
: 1983–1985
: 1985–1987
: 1987–1990
: 1990–1992
: 1992–1993
: 1993–1996
: 1996–1998
: 1998–2000
: 2000–2003
: 2003–2004
: 2004–2006
: 2006–2009
: 2009–2011
: 2011–2014
: 2014–2016
: 2016–2019
: 2019–2021
: 2021-present

See also
 Pacific typhoon season
Severe weather terminology (Japan)

References

External links

Northwest Pacific Tsunami Advisory Center (NWPTAC)

Regional Specialized Meteorological Centres
1956 establishments in Japan
Government agencies established in 1956

Japan Meteorological Agency


Lúčnica nad Žitavou este o comună slovacă, aflată în districtul Nitra din regiunea Nitra, pe malul râului . Localitatea se află la , se întinde pe o suprafață de  și în 2017 număra 914 locuitori.

Istoric
Localitatea Lúčnica nad Žitavou este atestată documentar din 1113.

Note

Legături externe

Localități din Slovacia

Lúčnica nad Žitavou


Nigel Graham Pearson (Nottingham, Inglaterra, 21 de agosto de 1963) es un exfutbolista y entrenador inglés. Actualmente está sin club.

Clubes

Como jugador

Como entrenador

Palmarés

Como jugador

Títulos nacionales

Como entrenador

Títulos nacionales

Referencias

Enlaces externos

Futbolistas de Inglaterra
Futbolistas del Shrewsbury Town Football Club
Futbolistas del Sheffield Wednesday Football Club
Futbolistas del Middlesbrough Football Club
Entrenadores de fútbol de Inglaterra
Entrenadores del Carlisle United Football Club
Entrenadores del Southampton Football Club
Entrenadores del Leicester City Football Club
Entrenadores del Hull City Association Football Club
Entrenadores del Derby County Football Club
Entrenadores del Watford Football Club
Entrenadores del Bristol City Football Club
Nacidos en Nottingham

Nigel Pearson


Un compuesto de organopaladio es un compuesto químico orgánico que contiene átomos de carbono y de paladio, unidos por enlaces químicos. La química Organopaladio es una rama de la química organometálica que se ocupa de los compuestos orgánicos de paladio y sus reacciones. El paladio se utiliza a menudo como un catalizador en la reducción de alquenos y alquinos con hidrógeno. Este proceso implica la formación de un enlace covalente paladio-carbono. El paladio es también importante en las reacciones de acoplamiento carbono-carbono, como se muestra en la reacciones en cascada Historia
 1873 - A. M. Záitsev realiza la reducción de la benzofenona con hidrógeno sobre paladio.
 1894 - Phillips señala que el cloruro de paladio (II) reduce al metal paladio en contacto con etileno.
 1907 - La tecnología del autoclave, introducida por V. Ipatieff, hace que sea posible llevar a cabo la hidrogenación de alta presión.
 1956 - En el proceso Wacker, el etileno y el oxígeno reaccionan para dar acetaldehído usando el catalizador PdCl2/CuCl2.
 1972 - La reacción de Heck es una reacción de acoplamiento de haluros con una olefina usando Pd (0) como catalizador.
 1973 - Se descubre la alquilación alílica asimétrica de Trost, que es una sustitución nucleófila.
 1975 - Se reportó el acoplamiento de Sonogashira, una reacción de acoplamiento de alquinos terminales con haluros de arilo o vinilo.
 1994 - Se descubre la aminación de Buchwald-Hartwig catalizada por Pd para reacciones de formación de enlaces C-N.
 2010 - Premio Nobel a Richard Heck, Eiichi Negishi y Akira Suzuki por las reacciones descubiertas de acoplamiento cruzado catalizadas por paladio en síntesis orgánica.

 Introducción
En contraste con sus vecinos de la tabla periódica, los otros elementos del grupo 11, la presencia del elemento paladio en química orgánica no implica la existencia de compuestos de organopaladio estables, sino más bien la formación de compuestos de organopaladio como intermediarios de reacción. Además de eso, en muchas reacciones solamente se utilizan cantidades mínimas del metal que actúa como catalizador. Cuando se estabiliza el compuesto organopaladado en forma de anillo de 5 o 6 miembros, el complejo es estable, y se puede manipular sin ningún problema. Estos compuestos, llamados paladaciclos, tienen unas propiedades muy interesantes que se desarrollan más adelante.

 Complejos de Pd con alquenos
El paladio reacciona con los alquenos para formar un complejo pi, que puede reaccionar con una gran cantidad de nucleófilos en reacciones similares a la reacción de oximercuración. El enlace C-Pd es luego eliminado por reducción o eliminación. En el proceso Wacker, de gran importancia industrial, el etileno se convierte en acetaldehído con cloruro de paladio.

 Complejos de alilpaladio
Los compuestos de alilo con un grupo saliente adecuado reaccionan con sales de paladio (II) para formar complejos de pi-alilo con hapticidad 3, como el cloruro de alilpaladio dímero. Estos intermediarios también reaccionan con nucleófilos, por ejemplo, carbaniones derivados de malonatos o con aminas en aminaciones alílicas, como se muestra a continuación.

Los compuestos intermedios de alilpaladio también aparecen en la alquilación alílica asimétrica de Trost, el reordenamiento de Carroll y en una variación oxo de la oxidación de Saegusa.

Un estudio de 2007 informa sobre la reacción de aminación del grupo CH alílico catalizada por el catalizador White que da lugar a un complejo de alilpaladio a través de la división del CH alílico en vez de por el desplazamiento de un grupo saliente alílico.

 Complejos con enlace sigma Pd-C
Varios grupos orgánicos pueden enlazarse al paladio y formar complejos estables unidos por enlace sigma. En la actualidad, se conocen complejos con grupos alquilo, vinilo, arilo, y alquinilo con enlaces Pd-C(sp3), Pd-C(sp2), Pd-C(sp). La estabilidad de los enlaces en términos de la energía de disociación de enlace sigue la tendencia: Pd-alquinilo > Pd-vinilo ≈ Pd-arilo > Pd-alquilo y los cambios en la longitud del enlace carbono-metal van en dirección opuesta: Pd-alquinilo < Pd-vinilo ≈ Pd-arilo < Pd-alquilo.

 Compuestos de inserción de Pd
Los compuestos de paladio con valencia cero Pd (0) como el tris(dibencilidenacetona)dipaladio (0) y el tetraquis(trifenilfosfina)paladio (0) reaccionan con haluros de carbono R-X en una adición oxidativa para dar intermedios R-Pd-X con enlace covalente Pd-C. Este proceso químico es la base de una gran clase de reacciones orgánicas llamadas reacciones de acoplamiento (ver reacciones de acoplamiento catalizadas por paladio). Un ejemplo es la reacción de Sonogashira

El trifluoroacetato de paladio (II) ha demostrado ser eficaz en la descarboxilación aromática:

En el mecanismo de reacción propuesto, el Pd (II) sustituye al protón del ácido carboxílico, mientras se pierde el grupo TFA (trifluoroacético), se pierde dióxido de carbono en una reacción de primer orden y el TFA destruye el complejo formado Ar-Pd-TFA sin que el Pd cambie su estado de oxidación.

 Paladaciclos

Desde su descubrimiento a mediados de los años sesenta, los paladaciclos han representado un tema de investigación muy interesante. Al principio se identificaron como intermedios importantes en la síntesis orgánica mediada por paladio y más recientemente debido a sus propiedades únicas, estos compuestos han experimentado un renacimiento que ha sido fundamental en el desarrollo reciente de sustancias para su uso en catálisis homogénea. Esto es destacable en las reacciones de acoplamiento cruzado C-C. En general, estos compuestos pueden sintetizarse de una manera muy fácil, lo que hace posible modular sus propiedades estéricas y electrónicas o incluso incluir motivos quirales en sus estructuras para permitirles aplicaciones potenciales en transformaciones enantioselectivas como auxiliares quirales. Otras áreas importantes donde las paladaciclos han encontrado aplicaciones recientes incluyen su uso como agentes mesogénicos y fotoluminiscentes, así como aplicaciones biológicas para el tratamiento del cáncer (química bioorganometálica).

 Complejos de organopaladio (IV)
El primer complejo de organopaladio (IV) fue descrito en 1986, obtenido por reacción de yoduro de metilo con Me2Pd(II)bpy (Me = metilo). Era el complejo Me2Pd(IV)Ibpy donde bpy'' es el ligando bidentado 2,2'-bipiridina.

Los compuestos de paladio deben su reactividad a la facilidad de intercambio entre los intermediarios de reacción de Pd (0) y Pd (II). No hay pruebas concluyentes de que haya conversiones de Pd (II) a Pd (IV) en las de reacciones mediadas por compuestos organometálicos de paladio. Un reacción que muestra tal mecanismo fue descrita en el año 2000 y se refería a una  reacción de Heck, que estaba acompañada por un desplazamiento o migración [1,5] de hidrógeno en presencia de aminas:

La migración del hidruro se llevaba a cabo como si interviniera un metalociclo de Pd (IV).

En un trabajo relacionado, el compuesto intermedio asociado con la migración de hidruro permanece como Pd (II).:

y en otros trabajos (una síntesis novedosa de indoles con dos migraciones de Pd), se postula la existencia de equilibrios entre ciclos de paladio.:

y en ciertos acoplamientos intramoleculares se ha demostrado valor sintético independientemente de su estado de oxidación:

Véase también
 Compuestos de carbono con otros elementos de la tabla periódica:

Referencias

Compuestos organometálicos

Compuesto de organopaladio


La Nikon D800 es una cámara fotográfica réflex digital, con sensor "Full Frame", introducida el 7 de febrero de 2012 por Nikon. Su comercialización se inició en marzo del mismo año, con un precio estimado de 2999 dólares americanos.

La cámara tiene un sensor de 36 megapíxeles y la capacidad de realizar disparos en tamaño completo a una velocidad de cuatro fotogramas por segundo. Dispone de valores nominales de ISO que varían entre los 100 y los 6400, aunque puede forzarse hasta 25.600. Admite tarjetas de memoria CompactFlash y SDXC. Incluye un nuevo sistema para realizar Timelapse; éste temporiza la toma de fotografías para más tarde obtener un vídeo.

D800E
La D800E es una variación de la D800 que no dispone de filtro paso bajo, para obtener imágenes más nítidas. Esta versión no estuvo disponible en el mercado hasta abril de 2012 e incluía el programa Capture NX2 de Nikon.

Referencias

Cámaras DSLR Nikon
D800

Nikon D800


Amy Buchwald (* 24. Juli 1961 in Minneapolis, Minnesota) ist eine US-amerikanische Schauspielerin, Autorin und Komikerin.

Leben
Amy Buchwald begann ihr Schauspieltraining im Alter von elf Jahren bei der berühmten Minneapolis Children's Theater Company. Mit sechzehn war sie dann professionelle Schauspielerin und Mitglied des Cricket and Guthrie Theaters.

Buchwald ist mit dem Schauspielkollegen Danny Woodburn verheiratet.

Filmografie
 1989–1990: General Hospital
 1992: Baby Talk
 1998: Conan, der Abenteurer
 2011: Love, Gloria
 2013: All American Christmas Carol

Weblinks

 Amy Buchwald auf Filmreporter.de

Filmschauspieler
Theaterschauspieler
US-Amerikaner
Geboren 1961
Frau

Amy Buchwald


João Salaviza Manso Feldman da Silva (* 19. Februar 1984 in Lissabon) ist ein portugiesischer Schauspieler und Filmregisseur.

Werdegang
Er studierte Film an der ESTC – Escola Superior de Teatro e Cinema in Lissabon, machte seinen Abschluss aber an der Universidad del Cine in Buenos Aires. Sein erster Kurzfilm Two People (orig.: Duas Pessoas) 2004 gewann einen Preis beim Kurzfilmfestival Curtas Vila do Conde.

Mit seinem Kurzfilm Arena gewann er die Goldene Palme (Kurzfilm) des Filmfestivals von Cannes, und den Jury-Preis des Lissabonner IndieLisboa-Filmfestivals für den besten Kurzfilm. Salaviza konnte mit dem Preis in Portugal auf die Möglichkeiten des Kurzfilms aufmerksam machen, und setzte sich weiter für das Format ein. So war auch sein nächster Film mit Hotel Müller 2010 ein Kurzfilm, eine Hommage an die 2009 verstorbene Tänzerin und Ballettdirektorin Pina Bausch. Er wurde im Lissabonner Teatro São Luiz uraufgeführt, an dem Ort, wo Pina Bausch zuletzt 2008 ihre bekannte Choreografie Café Müller tanzte. Zuvor hatte Salaviza dem Altmeister Manoel de Oliveira beim Schnitt seines Films Eigenheiten einer jungen Blondine assistiert.

Nachdem er unter anderem Spots für den Europawahlkampf des Bloco de Esquerda drehte, gewann er mit seinem nächsten Kurzfilm Rafa den Goldenen Bären bei der Berlinale 2012.

Als Schauspieler war er in verschiedenen kleineren Rollen zu sehen, etwa im Film Querença seines Vaters José Edgar Feldmann, aber auch in internationalen Produktionen. Sein Hauptaugenmerk liegt jedoch auf der Regiearbeit.

Filmografie

Regisseur
 2004: Duas Pessoas
 2009: Arena (auch Drehbuch und Schnitt)
 2010: Hotel Müller (auch Schnitt)
 2011: Strokkur (auch Drehbuch, Schnitt, Kamera und Produzent)
 2012: Rafa (auch Drehbuch und Schnitt)

Schauspieler
 1992: Belle Epoque; R: Fernando Trueba
 1993: Coitado do Jorge; R: Jorge Silva Melo
 1994: Sozinhos em Casa (Fernsehserie, eine Folge)
 1995: Je voudrais descendre (Fernsehfilm); R: Jean-Daniel Verhaeghe
 1996: L'enfant du secret (Fernsehfilm); R: Josée Dayan
 1996: La leyenda de Balthasar el Castrado; R: Juan Miñón
 1999: …Quando Troveja; R: Manuel Mozos
 2004: Querença; R: José Edgar Feldmann

Literatur
 A. Murtinheira, I. Metzeltin: Geschichte des portugiesischen Kinos, Praesens Verlag, Wien 2010, ISBN 978-3-7069-0590-9

Weblinks

Siehe auch
 Portugiesischer Film

Einzelnachweise

Filmregisseur
Filmeditor
Drehbuchautor
Filmschauspieler
Kinderdarsteller
Person (Lissabon)
Portugiese
Geboren 1984
Mann

João Salaviza


O Voo Turkish Airlines 452 foi um voo doméstico regular de passageiros do Aeroporto de Istambul Atatürk para o Aeroporto de Antália, Turquia. Em 19 de setembro de 1976, o Boeing 727-200 que operava o voo atingiu uma encosta de uma colina em Caratepe, na província de Isparta, 60 mi (97 km) ao norte do aeroporto de destino devido a um erro do piloto na aproximação, resultando na morte de todos os 154 ocupantes a bordo. Até o momento, o acidente é o acidente de aviação mais mortal a ocorrer na Turquia.

Aeronave e tripulação
O Boeing 727-200 foi construído em 1974 com número de série 20982 e estava equipado com três motores turbofan Pratt & Whitney JT8D-15. O voo 452 transportava 146 passageiros e 8 tripulantes. O capitão era Celal Topçuoğlu, o primeiro oficial era Sacit Soğangöz e o engenheiro de voo era Ahmet Bursali.

Acidente
O voo 452 partiu do Aeroporto de Istambul Atatürk às 22h45min (EET) (20h45min UTC) para o voo de uma hora para o aeroporto de Antália, no sul da Turquia. Às 23h11min EET, o primeiro oficial ligou para a torre de controle do Aeroporto de Antália para informar que eles tinham as luzes da pista à vista, embora a aeronave ainda estivesse sobrevoando Isparta, bem ao norte de Antália. Ele solicitou uma aproximação diretamente para a pista 36, voltada para o norte, e imediatamente começou a descer para aproximação final sob as regras de voo visual em vez de regras de voo por instrumentos sem aguardar a autorização do controlador de tráfego aéreo (ATC). O ATC perguntou à aeronave onde ia pousar e avisou que ainda não estava na região e não podia ser visto na tela do radar nem a olho nu. Vendo as luzes de uma estrada reta de 4 000 metros (13 000 pés) ao norte da cidade de Isparta, o primeiro oficial respondeu que acreditava em seus próprios olhos, mas confundiu com a pista.

Como a aeronave estava a 150 metros (490 pés), o capitão retornou ao cockpit e percebeu que a aeronave estava descendo em uma rodovia com tráfego de caminhões. Ele iniciou uma subida repentina com força total. No entanto, a aeronave fortemente carregada atingiu a encosta de uma colina em Caratepe com a asa direita e caiu.

Ver também

 Lista de acidentes aéreos

Ligações externas

Acidentes e incidentes aéreos de 1976
Acidentes e incidentes aéreos na Turquia
1976 na Turquia
Acidentes e incidentes da Turkish Airlines
Acidentes e incidentes envolvendo o Boeing 727
Acidentes e incidentes aéreos causados por colisão com o solo em voo controlado
Acidentes e incidentes aéreos causados por erro do piloto

Voo Turkish Airlines 452


Wilhelm Emmanuel von Ketteler (Münster, 25. prosinca 1811. – Burghausen, 13. srpnja 1877.) bio je njemački biskup, teolog i političar.

Bio je reformator Katoličke Crkve u Njemačkoj, delegat biskupa Wroclawa, Brandenburga i Pomeranije (1848. – 1850.)

Zaređen je za svećenika 1. srpnja 1844. godine. Godine 1848. postao je zamjenik prve Narodne skupštine. Dana 25. srpnja 1850. papa Pio IX. imenovao ga je biskupom Mainza, čime je postao najmlađi njemački biskup (39 godina). Protivio se autoritetu Pruske države nad Crkvom i kritizirao Kulturkampf, a tijekom Prvog vatikanskog koncila pokušao je spriječiti dogmu o papinskoj nezabludivosti, ali se s vremenom predao odlukama tog vijeća.

Inzistirao je na radnom vremenu radnika i minimalnoj plaći, podupirao nastanak kršćanskih sindikata. Utjecao je na papu Lava XIII. i njegovu encikliku Rerum novarum o socijalnom nauku Crkve.

Njemački rimokatolički teolozi
Biskupi u Njemačkoj
Njemački biskupi

Wilhelm Emmanuel Freiherr von Ketteler


Webber est une ville américaine située dans le comté de Jewell, au Kansas. Selon le recensement de 2020, sa population est de .

Notes et références

Liens externes

Ville au Kansas
Comté de Jewell

Webber (Kansas)


Elson Ferreira de Souza (født 30. oktober 1989) er en brasiliansk fodboldspiller.

Referencer

Eksterne henvisninger

Fodboldspillere fra Brasilien

Elson Ferreira de Souza


Alþjóðlega kvikmyndahátíðin í Berlín (Internationale Filfestspiele Berlin), kallast oft Berlinale eða Berlínarhátíðin í daglegu tali, er kvikmyndahátíð sem haldin er árlega í Berlín í Þýskalandi. Hátíðin var stofnuð árið 1951 og hefur verið haldin ár hvert í febrúar síðan 1978.

Tilvísanir

Tenglar
 Opinber heimasíða hátíðarinnar

Kvikmyndahátíðir
Berlín

Alþjóðlega kvikmyndahátíðin í Berlín


María Eva Duarte de Perón (7 Mayıs 1919 - 26 Temmuz 1952), Arjantin Başkanı Juan Domingo Perón'un ikinci eşidir. Arjantin halkının çok sevdiği Perón, İspanyolca "Küçük Eva" anlamına gelen Evita lakabıyla tanınırdı.

Arjantin'in Los Toldos kentinde, beş çocuklu fakir bir ailenin en küçük çocuğu olarak dünyaya geldi. Babasını yedi yaşındayken kaybetti ve 14 yaşında aktris olmak için Buenos Aires'e gitti. Buenos Aires'te bir süre işsiz ve parasız kaldıktan sonra radyolarda çalışmaya başladı. Radyoda şovlar yaparak ve tiyatroda küçük rollerde oynayarak hayatını devam ettiren Evita, 1944 yılında Juan Domingo Peron ile tanıştı. Genç bir subay olan Juan Peron, 1943 yılında ülke yönetiminde önemli bir görev üstlendi. "Teniente Coronel" yani albay unvanlı Juan Domingo Peron, 1943 yılındaki askerî darbede rol oynayarak siyasete girdi. Çalışma Bakanı olarak hükûmette yer aldı ve 'emekçi babası' olarak tanındı.

Düşük gelirli işçilerin durumlarını düzeltmeye yönelik çalışan Juan Domingo Peron, 1944 yılındaki darbenin ardından tutuklansa da Eva Peron ve arkadaşlarının işçileri yanlarına alarak başlattıkları grevler neticesinde serbest bırakıldı. Bundan çok kısa bir süre sonra da Eva ile Juan Peron evlendi. Juan Peron, 1946 tarihinde de Başbakan oldu, iki defa seçildi ve 1955 yılında yine bir askerî darbe ile ayrıldı. Birkaç darbe daha geçtikten sonra 1973 yılında Peron bir kere daha seçimle başa geldi, 1974 yılında ise öldü. Bu sefer Evita'nın ölümünden sonra evlendiği yeni eşi Isabel Peron başa geçti. 1976 yılında ise Isabel de hükûmetle beraber düştü.

Evita, kocasının diktatörlüğü döneminde kadın hakları için çalıştı ve aktif anlamda siyasetin içinde yer almamasına karşılık, her zaman siyasetle ve halkla iç içe oldu. İşçi sendikalarının örgütlenmesinde önemli rol üstlendi ve 1947 yılında kadınların oy verme hakkı elde etmesini sağladı. Fakir halka yiyecek, para ve ilaç yardımında bulundu, çocuklar için de yardım kampanyaları düzenledi.

Juan Peron'un ikinci kez başkan seçilmesinden birkaç gün sonra Eva Peron, bir devlet töreni ile, "ulusun ruhani lideri" olarak adlandırıldı. Tedavisi için gittiği Amerika'da kemoterapi gördü. O dönemde çok yaygın olmayan bu tedavi şekli ilk defa bir Arjantin vatandaşına uygulanmaktaydı. Evita Peron, 26 Temmuz 1952'de 33 yaşında kanserden öldü. Peron'un iktidardan düşmesinden sonra gömüldüğü yerden çıkartılan cesedi 16 yıl saklandıktan sonra önce eşinin yanına, sonra da aile mezarlığına defnedildi. Hayatını anlatan "Evita müzikali yıllar sonra sahnelendi. Madonna daha sonra bu müzikalin beyaz perde uyarlamasında rol aldı. Eserin en önemli parçası "Don't Cry for Me Argentina"dır. (Benim için Ağlama Arjantin.)

Kaynakça

1919 doğumlular
Buenos Aires eyaleti doğumlular
1952 yılında ölenler
Arjantinli siyasetçiler
Kadın siyasetçiler
Lider eşleri
Mumyalar
Rahim ağzı kanserinden ölenler
20. yüzyılda Arjantinli kadın oyuncular
Arjantinli Roma Katolikleri
Arjantinli kadın sinema oyuncuları
Bask asıllı Arjantinliler
İspanyol asıllı Arjantinliler
Arjantinli hayırseverler
Arjantinli devrimciler
Arjantinli kadın tiyatro oyuncuları
La Recoleta Mezarlığı'na defnedilenler
Arjantin'de kanserden ölenler
Feminizmin kadın eleştirmenleri
Juan Perón
Adalet Partisi (Arjantin) mensubu siyasetçiler

Eva Perón


Die Liste der denkmalgeschützten Objekte in Hontianske Nemce enthält die zwölf nach slowakischen Denkmalschutzvorschriften geschützten Objekte in der Gemeinde Hontianske Nemce im Okres Krupina.

Denkmäler

Legende

Einzelnachweise

!
Hontianske Nemce


المدة الزمنية للنشاط  هي الزمن مقاسا بوحدة التقويم الزمني بين بداية ونهاية نشاط ما بالبرنامج الزمني.

انظر أيضا
 نشاط (إدارة مشروعات)
 نهج الإطار المنطقي

مصادر

- دليل للدليل المعرفي لإدارة المشروعات - الطبعة الثالثة
Project Management Body of Knowledge

جدولة المشروع

المدة الزمنية للنشاط


The year 1811 in architecture involved some significant events.

Buildings

 Argyll House, London, designed by William Wilkins is completed
 The House wing of the United States Capitol, designed by William Thornton and Benjamin Latrobe is completed.

Events
 March – The Commissioners' Plan of 1811 determines the grid plan of Manhattan.
 John Nash prepares his plan of the Regent Street and Regent's Park areas of London.

Awards
 Grand Prix de Rome, architecture: Jean-Louis Provost.

Births
 c. May – Thomas Larkins Walker, British architect (died 1860)
 July 13 – George Gilbert Scott, English architect (died 1878)

Deaths
 May 5 – Robert Mylne, British architect (born 1734)
 August 22 – Juan de Villanueva, Spanish architect (born 1739)

References

Architecture
Years in architecture
19th-century architecture

1811 in architecture


ඔබට අවැසි ලිපිය තෝරාගන්න
 ගයන්ත කරුණාතිලක
 ෂෙහාන් කරුණාතිලක
 සාගර කරුණාතිලක

වක්‍රෝත්තිහරණ පිටු

කරුණාතිලක


An Eleocharis setulosa in uska species han Liliopsida nga ginhulagway ni Pei Chun Qiong Li. An Eleocharis setulosa in nahilalakip ha genus nga Eleocharis, ngan familia nga Cyperaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Eleocharis

Eleocharis setulosa


Mr. Iglesias este un serial de televiziune american, de comedie, care a avut premiera pe Netflix pe . Rolul principal este interpretat de Gabriel Iglesias, care este și producător executiv al serialului alături de Kevin Hench, Joe Meloche și Ron DeBlasio.

Distribuție
 Gabriel "Fluffy" Iglesias ca Gabe Iglesias
 Sherri Shepherd ca Paula Madison
 Jacob Vargas ca Tony Ochoa
 Maggie Geha ca Abigail "Abby" Spencer
 Richard Gant ca Ray Hayward
 Cree Cicchino ca Marisol Fuentes
 Fabrizio Guido ca Mikey Gutierrez
 Tucker Albrizzi ca Walter "Walt" Dobbs
 Oscar Nunez ca Carlos Hernandez
 Coy Stewart ca Lorenzo Webber
 Gloria Aung ca Grace Li
 Bentley Green ca Rakeem Rozier (sezonul 1)
 Kathryn Feeney ca Katie
 Christopher McDonald ca Coach Dixon
 Chris Garcia ca  Mr. Gomez
 Jesus Trejo ca Mr. Trujillo
 Brooke Sorenson ca Whitney (sezonul 2)
 Elora Casados ca Jackie (sezonul 2)
 Megyn Price ca Jessica Dobbs
 Ron Pearson ca Janitor Jim
 Joel McHale ca Danny
 Maria Quezada ca Rita Perez
 Jo Koy ca Bob
 Franco Escamilla ca Joaquin Fuentes (sezonul 2)

Note

Legături externe

Seriale de televiziune americane
Seriale de televiziune din 2019

Mr. Iglesias


George Woodbridge (October 3, 1930 – January 20, 2004) was an American illustrator known for his exhaustive research and historical accuracy, and for his 44-year run as a contributor to MAD Magazine. He was sometimes referred to as "America's Dean of Uniform Illustration" because of his expertise in drawing military uniforms.

Born in Flushing, Queens, Woodbridge studied illustration at Manhattan's School of Visual Arts. In later years, he lived on Staten Island, where he created his detailed drawings of military uniforms, insignia and equipment.

Military history
He illustrated many military history books, including the Time/Life Civil War history, George Neumann's Collector's Illustrated Encyclopedia of the American Revolution and Frederick P. Todd's three-volume American Military Equipage, 1851–1872: A Description by Word and Picture of What the American Soldier, Sailor and Marine of These Years Wore and Carried. He was named a fellow of the Company of Military Historians in 1961.

Woodbridge was an early advocate for and participant in the hobby of historical reenacting, particularly that of the American Revolution which was always a special interest of his. During the American Revolution Bicentennial of 1975 - 1981, he served as commander of the association of reenactors known as the Brigade of the American Revolution which participated in many events during the period. Woodbridge also was credited as historical technical adviser to the 1986 Alan Alda film Sweet Liberty.

Mad
In March 1957, Woodbridge began as a freelancer to Mad when Al Feldstein was the editor. Feldstein observed, "George's strong points were many. He was especially adept at delineating amusing street scenes with crowds and signs and outlandish going-ons, as well as depicting humorous interpretations of just plain people in comedic human situations. The articles he was assigned to illustrate were chosen with those superb talents in mind." Woodbridge remained with Mad for five decades. Later Mad editor John Ficarra noted, "He had a tremendous eye for detail that showed up in his drawings. We especially played to his history knowledge. When we gave him a piece on World War I, he would draw the exact gun and belt buckle they were using then."

Woodbridge illustrated several Mad books, such as Dick DeBartolo's A Mad Guide to Leisure Time and Mad's Cradle to Grave Primer (Warner Books, 1973), written by Larry Siegel and edited by Nick Meglin. When Bhob Stewart edited the Mad Style Guide in 1994, he gave Woodbridge the assignment of drawing the Mad Zeppelin from three different angles as a detailed guide for any company that might one day market a miniature model of the airship.

Woodbridge was color blind, yet he worked in color, as noted by cartoonist Sergio Aragonés, "He was such a good friend. He knew everything about history and he knew everything about artwork. When I was starting out and they gave me assignments that had to be in color, George was the one who helped me. Even though he was color blind, he did the most remarkable work in color. He was a wonderful man, and I will miss him very much."

Woodbridge told Mark Evanier (Mad Art): "I regard myself as an illustrator of historical subjects. When I'm not working for Mad, that's the field in which I work, though I'm damned proud to be part of Mad. I don't consider one field superior to the other and, in fact, the challenges are altogether different. In historical illustration, the goal is to be accurate. In Mad, the goal is to be funny." This included Woodbridge's brief stint as the artist for "Spy vs. Spy," the long-running Mad feature originally created and drawn by Cuban artist Antonio Prohias. Woodbridge illustrated just two installments, signing them as "Jorge Puente de Madera."

Woodbridge admitted, however, that his least-favorite subject was sports.  This was Jack Davis' specialty; but during the time Davis wasn't available, that work went to Woodbridge and he struggled.  "That subject seemed to come so naturally to Jack," Woodbridge said.  "But I really had to sweat those jobs."  However, Woodbridge's most famous article for Mad was about sports, albeit a stupid, fictitious one.  [See below.]

43-Man Squamish
For Mad No. 95 (June 1965), he drew the sports satire  "43-Man Squamish", prompting Ficarra to comment, "It's arguably our most requested piece to reprint. It struck a chord. Colleges all over formed teams and played this crazy game, with these ridiculous-looking helmets. George captured that lunacy."  Written by Tom Koch, the absurdist article detailed the convoluted rules of an imaginary sport, and made enough of an impression to be mentioned in both men's New York Times obituaries, including the first sentence of Koch's.

In the article, new terminology is introduced with no explanation; much of the humor derives from the reader's half-successful attempts at gleaning a meaning from context. Exactly what everyone on the team is supposed to do, exactly what penalties apply, and exactly when or why the "yellow caution flag" is to be flown remains far from clear, even after repeated readings.

Although writer Koch intended the game to be completely unplayable, some colleges even attempted to form teams and play the game. The letters column to MAD #97 included several "team photos" and accounts from new acolytes of the sport. A student from Rensselaer Polytechnic Institute issued a public challenge to Harvard, while athletes from the University of Alberta exulted that "we happen to be the only undefeated Squamish team in Western Canada, mainly because we are the only team in Western Canada, and we haven't played a game. We can't understand why we have no opposition." A letter from the Athletic Committee of Marquette University reported that three of its Squamish players had been suspended for "sportsmanlike conduct."

Death

Woodbridge died of emphysema at age 73, on January 19, 2004, in a Staten Island hospital. He was survived by his second wife, Deborah, and by his first wife Ines and their sons, George, Curtis (also a professional illustrator), and Christopher Woodbridge.

References

External links
 Complete list of Woodbridge's MAD work
 Mark Evanier on George Woodbridge
 43-man Squamish at madcoversite.com
 Frank Meyer on George Woodbridge animation
 Curtis Woodbridge

1930 births
2004 deaths
American magazine illustrators
Mad (magazine) cartoonists
Artists from Queens, New York
Artists from Staten Island
School of Visual Arts alumni
People_educated_at_Exeter_School

George Woodbridge (illustrator)


Rettbergsaue (, lit. vega de Rettberg) es una isla natural en el río Rin en Wiesbaden, Alemania. Está situada entre el canal principal del Rin en el norte y un canal más pequeño, el Wachsbleicharm, en el sur. El Wachsbleicharm forma la frontera entre los estados federados de Hesse (del cual Wiesbaden es la capital) y Renania-Palatinado (cuya capital es Maguncia).

La isla tiene unos 3100 metros de largo y hasta 400 m de ancho. Cubre aproximadamente 68 hectáreas (170 acres), siendo una de las mayores islas del Rin. La isla está en su mayor parte cubierta de árboles y tiene una rica fauna de aves y flora diversa. Aproximadamente el 90% de la isla está protegido y el resto se usa para fines agrícolas y recreativos.

Véase también
 Geografía de Alemania
 Geografía de Europa

Referencias

Islas del río Rin
Islas fluviales de Alemania
Archipiélagos e islas de Hesse
Wiesbaden

Rettbergsaue