RMS Lusitania (named after the Roman province in Western Europe corresponding to modern Portugal) was an ocean liner that was launched by the Cunard Line in 1906 and held the Blue Riband appellation for the fastest Atlantic crossing in 1908. It was briefly the world's largest passenger ship until the completion of the  three months later. She was sunk on her 202nd trans-Atlantic crossing, on 7 May 1915, by a German U-boat  off the southern coast of Ireland, killing 1,199 passengers and crew.

The sinking occurred about two years before the United States declaration of war on Germany. Although the Lusitanias sinking was a major factor in building American support for a war, war was eventually declared only after the Imperial German Government resumed the use of unrestricted submarine warfare against American shipping in an attempt to break the Transatlantic supply chain from the US to Britain, as well as after the Zimmermann Telegram.

German shipping lines were Cunard's main competitors for the custom of Transatlantic passengers in the early 20th century, and Cunard responded by building two new 'ocean greyhounds': the Lusitania and the Mauretania. Cunard used assistance from the British Admiralty to build both new ships, on the understanding that the ship would be available for military duty in time of war. During construction gun mounts for deck cannons were installed but no guns were ever fitted. Both the Lusitania and Mauretania were fitted with turbine engines that enabled them to maintain a service speed of . They were equipped with lifts, wireless telegraph, and electric light, and provided 50 percent more passenger space than any other ship; the first-class decks were known for their sumptuous furnishings.

The Royal Navy had blockaded Germany at the start of the First World War; the UK had declared the North Sea a war zone in the autumn of 1914 and mined the approaches. In the spring of 1915, all food imports for Germany were declared contraband. In response Germany had declared the seas around the United Kingdom a war zone too, and German submarine warfare was intensifying in the Atlantic. When RMS Lusitania left New York for Britain on 1 May 1915 the German embassy in the United States placed fifty newspaper advertisements warning people of the dangers of sailing on Lusitania. Objections were made by the British that threatening to torpedo all ships indiscriminately was wrong, whether it was announced in advance or not.

On the afternoon of 7 May, a German U-boat torpedoed Lusitania  off the southern coast of Ireland inside the declared war zone. A second internal explosion caused her to sink in 18 minutes, killing 1,199 passengers and crew. The German government justified treating Lusitania as a naval vessel because she was carrying 173 tons of war munitions and ammunition, making her a legitimate military target, and they argued that British merchant ships had violated the cruiser rules from the very beginning of the war. The internationally recognised cruiser rules were obsolete by 1915; it had become more dangerous for submarines to surface and give warning with the introduction of Q-ships in 1915 by the Royal Navy, which were armed with concealed deck guns. The Germans argued that Lusitania was regularly transporting "war munitions"; she operated under the control of the Admiralty; she could be converted into an armed auxiliary cruiser to join the war; her identity had been disguised; and she flew no flags. They claimed that she was a non-neutral vessel in a declared war zone, with orders to evade capture and ram challenging submarines.

However, the ship was not armed for battle and was carrying hundreds of civilian passengers, and the British government accused the Germans of breaching the cruiser rules. The sinking caused a storm of protest in the United States because 128 American citizens were among the dead. The sinking shifted public opinion in the United States against Germany and was one of the factors in the declaration of war nearly two years later. After the First World War, successive British governments maintained that there were no "munitions" (apart from small arms ammunition) on board Lusitania, and the Germans were not justified in treating the ship as a naval vessel.

Development and construction

Lusitania and  were commissioned by Cunard, responding to increasing competition from rival transatlantic passenger companies, particularly the German Norddeutscher Lloyd (NDL) and Hamburg America Line (HAPAG). They had larger, faster, more modern and more luxurious ships than Cunard, and were better placed, starting from German ports, to capture the lucrative trade in emigrants leaving Europe for North America. The NDL liner  captured the Blue Riband from Cunard's  in 1897, before the prize was taken in 1900 by the HAPAG ship . NDL soon wrested the prize back in 1903 with the new  and . Cunard saw its passenger numbers affected as a result of the so-called "s".

American millionaire businessman J. P. Morgan had decided to invest in transatlantic shipping by creating a new company, International Mercantile Marine (IMM), and, in 1901, purchased the British freight shipper Frederick Leyland & Co. and a controlling interest in the British passenger White Star Line and folded them into IMM. In 1902, IMM, NDL and HAPAG entered into a "Community of Interest" to fix prices and divide among them the transatlantic trade. The partners also acquired a 51% stake in the Dutch Holland America Line. IMM made offers to purchase Cunard which, along with the French Compagnie Générale Transatlantique (CGT), was now its principal rival.

Cunard chairman Lord Inverclyde thus approached the British government for assistance. Faced with the impending collapse of the British liner fleet and the consequent loss of national prestige, as well as the reserve of shipping for war purposes which it represented, they agreed to help. By an agreement signed in June 1903, Cunard was given a loan of £2.6 million to finance two ships, repayable over 20 years at a favourable interest rate of 2.75%. The ships would receive an annual operating subsidy of £75,000 each plus a mail contract worth £68,000. In return, the ships would be built to Admiralty specifications so that they could be used as auxiliary cruisers in wartime.

Design

Cunard established a committee to decide upon the design for the new ships, of which James Bain, Cunard's Marine Superintendent was the chairman. Other members included Rear Admiral H. J. Oram, who had been involved in designs for steam turbine-powered ships for the Royal Navy, and Charles Parsons, whose company Parsons Marine was now producing turbine engines.

Parsons maintained that he could design engines capable of maintaining a speed of , which would require . The largest turbine sets built so far had been of  for the  battleship, and  for -class battlecruisers, which meant the engines would be of a new, untested design. Turbines offered the advantages of generating less vibration than the reciprocating engines and greater reliability in operation at high speeds, combined with lower fuel consumption. Having initially turned down the use of this relatively untried type of engine, Cunard was persuaded by the Admiralty to set up a committee of marine professionals to look at its possible use on the new liners. The relative merits of turbines and reciprocating engines were investigated in a series of trials between Newhaven and Dieppe using the turbine-driven cross-Channel ferry Brighton and the similarity-designed Arundel, which had reciprocating engines. The Turbine Committee was convinced by these and other tests that turbines were the way forward and recommended on 24 March 1904 that they should be used on the new express liners. In order to gain some experience of these new engines, Cunard asked John Brown to fit turbines on , the second of a pair of 19,500g-intermediate liners under construction at the yard. Carmania was completed in 1905 and this gave Cunard almost two years of experience before the introduction of their new super liners in 1907.

The ship was designed by Leonard Peskett and built by John Brown and Company of Clydebank, Scotland. The ship's name was taken from Lusitania, an ancient Roman province on the west of the Iberian Peninsula—the region that is now southern Portugal and Extremadura (Spain). The name had also been used by a previous ship built in 1871 and wrecked in 1901, making the name available from Lloyd's for Cunard's giant.

Peskett had built a large model of the proposed ship in 1902 showing a three-funnel design. A fourth funnel was implemented into the design in 1904 as it was necessary to vent the exhaust from additional boilers fitted after steam turbines had been settled on as the power plant. The original plan called for three propellers, but this was altered to four because it was felt the necessary power could not be transmitted through just three. Four turbines would drive four separate propellers, with additional reversing turbines to drive the two inboard shafts only. To improve efficiency, the two inboard propellers rotated inward, while those outboard rotated outward. The outboard turbines operated at high pressure; the exhaust steam then passing to those inboard at relatively low pressure.

The propellers were driven directly by the turbines, for sufficiently robust gearboxes had not yet been developed, and became available in only 1916. Instead, the turbines had to be designed to run at a much lower speed than those normally accepted as being optimum. Thus, the efficiency of the turbines installed was less at low speeds than a conventional reciprocating steam engine, but significantly better when the engines were run at high speed, as was usually the case for an express liner. The ship was fitted with 23 double-ended and two single-ended boilers (which fitted the forward space where the ship narrowed), operating at a maximum  and containing 192 individual furnaces.

Work to refine the hull shape was conducted in the Admiralty experimental tank at Haslar, Gosport. As a result of experiments, the beam of the ship was increased by  over that initially intended to improve stability. The hull immediately in front of the rudder and the balanced rudder itself followed naval design practice to improve the vessel's turning response. The Admiralty contract required that all machinery be below the waterline, where it was considered to be better protected from gunfire, and the aft third of the ship below water was used to house the turbines, the steering motors and four  steam-driven turbo-generators. The central half contained four boiler rooms, with the remaining space at the forward end of the ship being reserved for cargo and other storage.

Coal bunkers were placed along the length of the ship outboard of the boiler rooms, with a large transverse bunker immediately in front of that most forward (number 1) boiler room. Apart from convenience ready for use, the coal was considered to provide added protection for the central spaces against attack. At the very front were the chain lockers for the huge anchor chains and ballast tanks to adjust the ship's trim.

The hull space was divided into thirteen watertight compartments, any two of which could be flooded without risk of the ship sinking, connected by 35 hydraulically operated watertight doors. A critical flaw in the arrangement of the watertight compartments was that sliding doors to the coal bunkers needed to be open to provide a constant feed of coal whilst the ship was operating, and closing these in emergency conditions could be problematic. The ship had a double bottom with the space between divided into separate watertight cells. The ship's exceptional height was due to the six decks of passenger accommodation above the waterline, compared to the customary four decks in existing liners.

High-tensile steel was used for the ship's plating, as opposed to the more conventional mild steel. This allowed a reduction in plate thickness, reducing weight but still providing 26 per cent greater strength than otherwise. Plates were held together by triple rows of rivets. The ship was heated and cooled throughout by a thermo-tank ventilation system, which used steam-driven heat exchangers to warm air to a constant , while steam was injected into the airflow to maintain steady humidity.

Forty-nine separate units driven by electric fans provided seven complete changes of air per hour throughout the ship, through an interconnected system, so that individual units could be switched off for maintenance. A separate system of exhaust fans removed air from galleys and bathrooms. As built, the ship conformed fully with Board of Trade safety regulations which required sixteen lifeboats with a capacity of approximately 1,000 people.

At the time of her completion, Lusitania was briefly the largest ship ever built, but was soon eclipsed by the slightly larger Mauretania which entered service shortly afterwards. She was  longer, a full  faster, and had a capacity of 10,000 gross register tons over and above that of the most modern German liner, . Passenger accommodation was 50% larger than any of her competitors, providing for 552 saloon class, 460 cabin class and 1,186 in third class. Her crew comprised 69 on deck, 369 operating engines and boilers and 389 to attend to passengers. Both she and Mauretania had a wireless telegraph, electric lighting, electric lifts, sumptuous interiors and an early form of air-conditioning.

Interiors

At the time of their introduction onto the North Atlantic, both Lusitania and Mauretania possessed among the most luxurious, spacious and comfortable interiors afloat. The Scottish architect James Miller was chosen to design Lusitanias interiors, while Harold Peto was chosen to design Mauretania. Miller chose to use plasterwork to create interiors whereas Peto made extensive use of wooden panelling, with the result that the overall impression given by Lusitania was brighter than Mauretania.

The ship's passenger accommodation was spread across six decks; from the top deck down to the waterline they were Boat Deck (A Deck), the Promenade Deck (B Deck), the Shelter Deck (C Deck), the Upper Deck (D Deck), the Main Deck (E Deck) and the Lower Deck (F Deck), with each of the three passenger classes being allotted their own space on the ship. As seen aboard all passenger liners of the era, first-, second- and third-class passengers were strictly segregated from one another. According to her original configuration in 1907, she was designed to carry 2,198 passengers and 827 crew members. The Cunard Line prided itself with a record for passenger satisfaction.

Lusitanias first-class accommodation was in the centre section of the ship on the five uppermost decks, mostly concentrated between the first and fourth funnels. When fully booked, Lusitania could cater to 552 first-class passengers. In common with all major liners of the period, Lusitanias first-class interiors were decorated with a mélange of historical styles. The first-class dining saloon was the grandest of the ship's public rooms; arranged over two decks with an open circular well at its centre and crowned by an elaborate dome measuring , decorated with frescos in the style of François Boucher, it was elegantly realised throughout in the neoclassical Louis XVI style. The lower floor measuring  could seat 323, with a further 147 on the  upper floor. The walls were finished with white and gilt carved mahogany panels, with Corinthian decorated columns which were required to support the floor above. The one concession to seaborne life was that furniture was bolted to the floor, meaning passengers could not rearrange their seating for their personal convenience.

All other first-class public rooms were situated on the boat deck and comprised a lounge, reading and writing room, smoking room and veranda café. The last was an innovation on a Cunard liner and, in warm weather, one side of the café could be opened up to give the impression of sitting outdoors. This would have been a rarely used feature given the often inclement weather of the North Atlantic.

The first-class lounge was decorated in Georgian style with inlaid mahogany panels surrounding a jade green carpet with a yellow floral pattern, measuring overall . It had a barrel vaulted skylight rising to  with stained glass windows each representing one month of the year.

Each end of the lounge had a  high green marble fireplace incorporating enamelled panels by Alexander Fisher. The design was linked overall with decorative plasterwork. The library walls were decorated with carved pilasters and mouldings marking out panels of grey and cream silk brocade. The carpet was rose, with Rose du Barry silk curtains and upholstery. The chairs and writing desks were mahogany, and the windows featured etched glass. The smoking room was Queen Anne style, with Italian walnut panelling and Italian red furnishings. The grand stairway linked all six decks of the passenger accommodation with wide hallways on each level and two lifts. First-class cabins ranged from one shared room through various ensuite arrangements in a choice of decorative styles culminating in the two regal suites which each had two bedrooms, dining room, parlour and bathroom. The port suite decoration was modelled on the Petit Trianon.

Lusitanias second-class accommodation was confined to the stern, behind the aft mast, where quarters for 460 second-class passengers were located. The second-class public rooms were situated on partitioned sections of boat and promenade decks housed in a separate section of the superstructure aft of the first-class passenger quarters. Design work was deputised to Robert Whyte, who was the architect employed by John Brown. Although smaller and plainer, the design of the dining room reflected that of first class, with just one floor of diners under a ceiling with a smaller dome and balcony. Walls were panelled and carved with decorated pillars, all in white. As seen in first class, the dining room was situated lower down in the ship on the saloon deck. The smoking and ladies' rooms occupied the accommodation space of the second-class promenade deck, with the lounge on the boat deck.

Cunard had not previously provided a separate lounge for second class; the  room had mahogany tables, chairs and settees set on a rose carpet. The smoking room was  with mahogany panelling, white plaster work ceiling and dome. One wall had a mosaic of a river scene in Brittany, while the sliding windows were blue-tinted. Second-class passengers were allotted shared, yet comfortable two- and four-berth cabins arranged on the shelter, upper and main decks.

Noted as being the prime breadwinner for trans-Atlantic shipping lines, third class aboard Lusitania was praised for the improvement in travel conditions it provided to emigrant passengers; Lusitania proved to be a quite popular ship for immigrants. In the days before Lusitania and even still during the years in which Lusitania was in service, third-class accommodation consisted of large open spaces where hundreds of people would share open berths and hastily constructed public spaces, often consisting of no more than a small portion of open deck space and a few tables constructed within their sleeping quarters. In an attempt to break that mould, the Cunard Line began designing ships such as Lusitania with more comfortable third-class accommodation.

As on all Cunard passenger liners, third-class accommodation aboard Lusitania was located at the forward end of the ship on the shelter, upper, main and lower decks, and in comparison to other ships of the period, it was comfortable and spacious. The  dining room was at the bow of the ship on the saloon deck, finished in polished pine as were the other two third-class public rooms, being the smoke room and ladies room on the shelter deck.

When Lusitania was fully booked in third class, the smoking and ladies room could easily be converted into overflow dining rooms for added convenience. Meals were eaten at long tables with swivel chairs and there were two sittings for meals. A piano was provided for passenger use. What greatly appealed to immigrants and lower class travellers was that instead of being confined to open berth dormitories, aboard Lusitania was a honeycomb of two, four, six and eight berth cabins allotted to third-class passengers on the main and lower decks.

The Bromsgrove Guild had designed and constructed most of the trim on Lusitania. Waring and Gillow tendered for the contract to furnish the whole ship, but failing to obtain this still supplied a number of the furnishings.

Construction and trials

Lusitanias keel was laid at John Brown on Clydebank as yard no. 367 on 17 August 1904, Lord Inverclyde hammering home the first rivet. Cunard nicknamed her 'the Scottish ship' in contrast to Mauretania whose contract went to Swan Hunter in England and who started building three months later. Final details of the two ships were left to designers at the two yards so that the ships differed in details of hull design and finished structure. The ships may most readily be distinguished in photographs through the flat-topped ventilators used on Lusitania, whereas those on Mauretania used a more conventional rounded top.

The shipyard at John Brown had to be reorganised because of her size so that she could be launched diagonally across the widest available part of the river Clyde where it met a tributary, the ordinary width of the river being only  compared to the  long ship. The new slipway took up the space of two existing ones and was built on reinforcing piles driven deeply into the ground to ensure it could take the temporary concentrated weight of the whole ship as it slid into the water. In addition, the company spent £8,000 to dredge the Clyde, £6,500 on new gas plant, £6,500 on a new electrical plant, £18,000 to extend the dock and £19,000 for a new crane capable of lifting 150 tons as well as £20,000 on additional machinery and equipment.
Construction commenced at the bow working backwards, rather than the traditional approach of building both ends towards the middle. This was because designs for the stern and engine layout were not finalised when construction commenced. Railway tracks were laid alongside the ship and across deck plating to bring materials as required. The hull, completed to the level of the main deck but not fitted with equipment weighed approximately 16,000 tons.

The ship's stockless bower anchors weighed 10 tons, attached to 125 ton, 330 fathom chains all manufactured by N. Hingley & Sons Ltd. The steam capstans to raise them were constructed by Napier Brothers Ltd, of Glasgow. The turbines were  long with  diameter rotors, the large diameter necessary because of the relatively low speeds at which they operated. The rotors were constructed on site, while the casings and shafting were constructed in John Brown's Atlas works in Sheffield. The machinery to drive the 56-ton rudder was constructed by Brown Brothers of Edinburgh. A main steering engine drove the rudder through worm gear and clutch operating on a toothed quadrant rack, with a reserve engine operating separately on the rack via a chain drive for emergency use. The  three-bladed propellers were fitted and then cased in wood to protect them during the launch.

The ship was launched on 7 June 1906, eight weeks later than planned due to labour strikes and eight months after Lord Inverclyde's death. Princess Louise was invited to name the ship but could not attend, so the honour fell to Inverclyde's widow Mary. The launch was attended by 600 invited guests and thousands of spectators. One thousand tons of drag chains were attached to the hull by temporary rings to slow it once it entered the water. The wooden supporting structure was held back by cables so that once the ship entered the water it would slip forward out of its support. Six tugs were on hand to capture the hull and move it to the fitting out berth.
Testing of the ship's engines took place in June 1907 prior to full trials scheduled for July. A preliminary cruise, or Builder's Trial, was arranged for 27 July with representatives of Cunard, the Admiralty, the Board of Trade, and John Brown aboard. The ship achieved speeds of  over a measured  at Skelmorlie with turbines running at 194 revolutions per minute producing 76,000 shp. At high speeds the ship was found to suffer such vibration at the stern as to render the second-class accommodation uninhabitable. VIP invited guests now came on board for a two-day shakedown cruise during which the ship was tested under continuous running at speeds of 15, 18 and 21 knots but not her maximum speed. On 29 July, the guests departed and three days of full trials commenced. The ship travelled four times between the Corsewall Light off Scotland to the Longship Light off Cornwall at 23 and 25 knots, between the Corsewall Light and the Isle of Man, and the Isle of Arran and Ailsa Craig. Over  an average speed of 25.4 knots was achieved, comfortably greater than the 24 knots required under the Admiralty contract. The ship could stop in 4 minutes in 3/4 of a mile starting from 23 knots at 166 rpm and then applying full reverse. She achieved a speed of 26 knots over a measured mile loaded to a draught of , and managed 26.5 knots over a  course drawing . At 180 revolutions a turning test was conducted and the ship performed a complete circle of diameter 1000 yards in 50 seconds. The rudder required 20 seconds to be turned hard to 35 degrees.

The vibration was determined to be caused by interference between the wake of the outer propellers and inner and became worse when turning. At high speeds the vibration frequency resonated with the ship's stern making the matter worse. The solution was to add internal stiffening to the stern of the ship but this necessitated gutting the second-class areas and then rebuilding them. This required the addition of a number of pillars and arches to the decorative scheme. The ship was finally delivered to Cunard on 26 August although the problem of vibration was never entirely solved and further remedial work went on throughout her life.

Comparison with the Olympic class
The White Star Line's  vessels were almost  longer and slightly wider than Lusitania and Mauretania. This made the White Star vessels about 15,000 tons larger than the Cunard vessels. Both Lusitania and Mauretania were launched and had been in service for several years before Olympic,  and Britannic were ready for the North Atlantic run. Although significantly faster than the Olympic class would be, the speed of Cunard's vessels was not sufficient to allow the line to run a weekly two-ship transatlantic service from each side of the Atlantic. A third ship was needed for a weekly service, and in response to White Star's announced plan to build the three Olympic-class ships, Cunard ordered a third ship: . Like , Cunard's Aquitania had a lower service speed, but was a larger and more luxurious vessel.

Due to their increased size the Olympic-class liners could offer many more amenities than Lusitania and Mauretania. Both Olympic and Titanic offered swimming pools, Turkish baths, a gymnasium, a squash court, large reception rooms, À la Carte restaurants separate from the dining saloons, and many more staterooms with private bathroom facilities than their two Cunard rivals.

Heavy vibrations as a by-product of the four steam turbines on Lusitania and Mauretania would plague both ships throughout their voyages. When Lusitania sailed at top speed the resultant vibrations were so severe that second- and third-class sections of the ship could become uninhabitable. In contrast, the Olympic-class liners used two traditional reciprocating engines and only one turbine for the central propeller, which greatly reduced vibration. Because of their greater tonnage and wider beam, the Olympic-class liners were also more stable at sea and less prone to rolling. Lusitania and Mauretania both featured straight prows in contrast to the angled prows of the Olympic class. Designed so that the ships could plunge through a wave rather than crest it, the unforeseen consequence was that the Cunard liners would pitch forward alarmingly, even in calm weather, allowing huge waves to splash the bow and forward part of the superstructure. This would be a major factor in damage that Lusitania suffered at the hands of a rogue wave in January 1910.

The vessels of the Olympic class also differed from Lusitania and Mauretania in the way in which they were compartmented below the waterline. The White Star vessels were divided by transverse watertight bulkheads. While Lusitania also had transverse bulkheads, it also had longitudinal bulkheads running along the ship on each side, between the boiler and engine rooms and the coal bunkers on the outside of the vessel. The British commission that had investigated the sinking of Titanic in 1912 heard testimony on the flooding of coal bunkers lying outside longitudinal bulkheads. Being of considerable length, when flooded, these could increase the ship's list and "make the lowering of the boats on the other side impracticable"—and this was precisely what later happened with Lusitania. The ship's stability was insufficient for the bulkhead arrangement used: flooding of only three coal bunkers on one side could result in negative metacentric height. On the other hand, Titanic was given ample stability and sank with only a few degrees list, the design being such that there was very little risk of unequal flooding and possible capsize.

Lusitania did not carry enough lifeboats for all her passengers, officers and crew on board at the time of her maiden voyage (carrying four lifeboats fewer than Titanic would carry in 1912). This was a common practice for large passenger ships at the time, since the belief was that in busy shipping lanes help would always be nearby and the few boats available would be adequate to ferry all aboard to rescue ships before a sinking. After the Titanic sank, Lusitania and Mauretania were equipped with an additional six clinker-built wooden boats under davits, making for a total of 22 boats rigged in davits. The rest of their lifeboat accommodations were supplemented with 26 collapsible lifeboats, 18 stored directly beneath the regular lifeboats and eight on the after deck. The collapsibles were built with hollow wooden bottoms and canvas sides, and needed assembly in the event they had to be used.

This contrasted with Olympic and  which received a full complement of lifeboats all rigged under davits. This difference would have been a major contributor to the high loss of life involved with Lusitanias sinking, since there was not sufficient time to assemble collapsible boats or life-rafts, had it not been for the fact that the ship's severe listing made it impossible for lifeboats on the port side of the vessel to be lowered, and the rapidity of the sinking did not allow the remaining lifeboats that could be directly lowered (as these were rigged under davits) to be filled and launched with passengers. When Britannic, working as a hospital ship during World War I, sank in 1916 after hitting a mine in the Kea Channel the already davited boats were swiftly lowered saving nearly all on board, but the ship took nearly three times as long to sink as Lusitania and thus the crew had more time to evacuate passengers.

Career

Lusitania, commanded by Commodore James Watt, moored at the Liverpool landing stage for her maiden voyage at 4:30 pm on Saturday 7 September 1907 as the onetime Blue Riband holder  vacated the pier. At the time Lusitania was the largest ocean liner in service and would continue to be until the introduction of Mauretania in November that year. A crowd of 200,000 people gathered to see her departure at 9:00 pm for Queenstown, where she was to take on more passengers. She anchored again at Roche's Point, off Queenstown, at 9:20 am the following morning, where she was shortly joined by Lucania, which she had passed in the night, and 120 passengers were brought out to the ship by tender bringing her total of passengers to 2,320.

At 12:10 pm on Sunday Lusitania was again under way and passing the Daunt Rock Lightship. In the first 24 hours she achieved , with further daily totals of 575, 570, 593 and  before arriving at Sandy Hook at 9:05 am Friday 13 September, taking in total 5 days and 54 minutes, 30 minutes outside the record time held by  of the North German Lloyd line. Fog had delayed the ship on two days, and her engines were not yet run in. In New York hundreds of thousands of people gathered on the bank of the Hudson River from Battery Park to pier 56. All New York's police had been called out to control the crowd. From the start of the day, 100 horse-drawn cabs had been queuing, ready to take away passengers. During the week's stay the ship was made available for guided tours. At 3 pm on Saturday 21 September, the ship departed on the return journey, arriving Queenstown 4 am 27 September and Liverpool 12 hours later. The return journey was 5 days 4 hours and 19 minutes, again delayed by fog.

On her second voyage in better weather, Lusitania arrived at Sandy Hook on 11 October 1907 in the Blue Riband record time of 4 days, 19 hours and 53 minutes. She had to wait for the tide to enter harbour where news had preceded her and she was met by a fleet of small craft, whistles blaring. Lusitania averaged  westbound and  eastbound. In December 1907, Mauretania entered service and took the record for the fastest eastbound crossing. Lusitania made her fastest westbound crossing in 1909 after her propellers were changed, averaging . She briefly recovered the record in July of that year, but Mauretania recaptured the Blue Riband the same month, retaining it until 1929, when it was taken by . During her eight-year service, she made a total of 201 crossings on the Cunard Line's Liverpool-New York Route, carrying a total of 155,795 passengers westbound and another 106,180 eastbound.

Hudson Fulton Celebration

Lusitania and other ships participated in the Hudson-Fulton Celebration in New York City from the end of September to early October 1909. The celebration was also a display of the different modes of transportation then in existence, Lusitania representing the newest advancement in steamship technology. A newer mode of travel was the aeroplane. Wilbur Wright had brought a Flyer to Governors Island and made demonstration flights before millions of New Yorkers who had never seen an aircraft. Some of Wright's trips were directly over Lusitania; several photographs of Lusitania from that week still exist.

Rogue wave crash
On 10 January 1910, Lusitania was on a voyage from Liverpool to New York, when, two days into the trip, she encountered a rogue wave that was  high. The design of the ship's bow allowed for her to break through waves instead of riding on top of them. This, however, came with a cost, as the wave rolled over the bow and slammed into the bridge. As a result, the forecastle deck was damaged, the bridge windows were smashed, the bridge was shifted a couple of inches aft, and both the deck and the bridge were given a permanent depression of a few inches. No one was injured, and the Lusitania continued on as normal, albeit arriving a few hours late in New York with some shaken-up passengers.

Outbreak of the First World War
When Lusitania was built, her construction and operating expenses were subsidised by the British government, with the proviso that she could be converted to an armed merchant cruiser (AMC) if need be. A secret compartment was designed in for the purpose of carrying arms and ammunition. When war was declared she was requisitioned by the British Admiralty as an armed merchant cruiser, and she was put on the official list of AMCs. Lusitania remained on the official AMC list and was listed as an auxiliary cruiser in the 1914 edition of Jane's All the World's Fighting Ships, along with Mauretania.

The 1856 Declaration of Paris codified the rules for naval engagements involving civilian vessels. The so-called Cruiser Rules required that the crew and passengers of civilian ships be safeguarded in the event that the ship is to be confiscated or sunk. These rules also placed some onus on the ship itself, in that the merchant ship had to be flying its own flag, and not pretending to be of a different nationality. Also, it had to stop when confronted and allow itself to be boarded and searched, and it was not allowed to be armed or to take any hostile or evasive actions. When war was declared, British merchant ships were given orders to ram submarines that surfaced to issue the warnings required by the Cruiser Rules.

At the outbreak of hostilities, fears for the safety of Lusitania and other great liners ran high. During the ship's first east-bound crossing after the war started, she was painted in a grey colour scheme in an attempt to mask her identity and make her more difficult to detect visually.

Many of the large liners were laid up in 1914–1915, in part due to falling demand for passenger travel across the Atlantic, and in part to protect them from damage due to mines or other dangers. Among the most recognisable of these liners, some were eventually used as troop transports, while others became hospital ships. Lusitania remained in commercial service; although bookings aboard her were by no means strong during that autumn and winter, demand was strong enough to keep her in civilian service. Economising measures were taken. One of these was the shutting down of her No. 4 boiler room to conserve coal and crew costs; this reduced her maximum speed from over  to . With apparent dangers evaporating, the ship's disguised paint scheme was also dropped and she was returned to civilian colours. Her name was picked out in gilt, her funnels were repainted in their normal Cunard livery, and her superstructure was painted white again. One alteration was the addition of a bronze/gold-coloured band around the base of the superstructure just above the black paint.

1915

By early 1915, a new threat began to materialise: submarines. At first, they were used by the Germans only to attack naval vessels, something they achieved only occasionally but sometimes with spectacular success. Then the U-boats began to attack merchant vessels at times, although almost always in accordance with the old Cruiser Rules. Desperate to gain an advantage on the Atlantic, the German government decided to step up their submarine campaign, as a result of the British declaring the North Sea a war zone in November 1914. On 4 February 1915, Germany declared the seas around Great Britain and Ireland a war zone: from 18 February Allied ships in the area would be sunk without warning. This was not wholly unrestricted submarine warfare as efforts would be taken to avoid sinking neutral ships.

Lusitania was scheduled to arrive in Liverpool on 6 March 1915. The Admiralty issued her specific instructions on how to avoid submarines. Admiral Henry Oliver ordered HMS Louis and HMS Laverock to escort Lusitania, and took the further precaution of sending the Q-ship HMS Lyons to patrol Liverpool Bay. The destroyer commander attempted to discover the whereabouts of Lusitania by telephoning Cunard, who refused to give out any information and referred him to the Admiralty. At sea, the ships contacted Lusitania by radio but did not have the codes used to communicate with merchant ships. Captain Dow of Lusitania refused to give his own position except in code, and since he was, in any case, some distance from the positions they gave, continued to Liverpool unescorted.

In response to this new submarine threat, some alterations were made to the ship's protocols. In contravention to the Cruiser Rules she was ordered not to fly any flags in the war zone. Some messages were sent to the ship's commander to help him decide how to best protect his ship against the new threat, and it also seems that her funnels were most likely painted dark grey to help make her less visible to enemy submarines. Clearly, there was no hope of disguising her identity, as her profile was so well known, and no attempt was made to paint out the ship's name at the bow.

Captain Dow, apparently suffering from stress from operating his ship in the war zone, and after a significant "false flag" controversy, left the ship; Cunard later explained that he was "tired and really ill". He was replaced by Captain William Thomas Turner, who had previously commanded Lusitania, Mauretania, and Aquitania in the years before the war.

On 17 April 1915, Lusitania left Liverpool on her 201st transatlantic voyage, arriving in New York on 24 April. A group of German-Americans, hoping to avoid controversy if Lusitania was attacked by a U-boat, discussed their concerns with a representative of the German Embassy. The embassy decided to warn passengers before her next crossing not to sail aboard Lusitania. The Imperial German Embassy placed a warning advertisement in 50 American newspapers, including those in New York:

This warning was printed adjacent to an advertisement for Lusitanias return voyage which led to many interpreting this as a direct message to the Lusitania. The ship departed Pier 54 in New York, on 1 May 1915 at 12:20 pm, on what would be her final voyage. A few hours after the vessel's departure, the Saturday evening edition of The Washington Times published two articles on its front page, both referring to those warnings.

Sinking

On 7 May 1915, Lusitania was nearing the end of her 202nd crossing, bound for Liverpool from New York, and was scheduled to dock at the Prince's Landing Stage later that afternoon. Aboard her were 1,266 passengers and a crew of 696, which combined totalled 1,962 people. She was running parallel to the south coast of Ireland, and was roughly  off the Old Head of Kinsale when the liner crossed in front of  at 2:10 pm. Due to the liner's great speed, some believe the intersection of the German U-boat and the liner to be coincidence, as U-20 could hardly have caught the fast vessel otherwise. There are discrepancies concerning the speed of Lusitania, as it had been reported travelling not near its full speed. Walther Schwieger, the commanding officer of the U-boat, gave the order to fire one torpedo, which struck Lusitania on the starboard bow, just beneath the wheelhouse. Moments later, a second explosion erupted from within Lusitanias hull where the torpedo had struck, and the ship began to founder much more rapidly, with a prominent list to starboard.

Almost immediately, the crew scrambled to launch the lifeboats but the conditions of the sinking made their usage extremely difficult, and in some cases impossible due to the ship's severe list. In all, only 6 out of 48 lifeboats were launched successfully, with several more overturning and breaking apart. Eighteen minutes after the torpedo struck, the ship's trim levelled out and she went under, with the funnels and masts the last to disappear. Of the 1,962 passengers and crew aboard Lusitania at the time of the sinking, 1,199 lost their lives. In the hours after the sinking, acts of heroism amongst both the survivors of the sinking and the Irish rescuers who had heard word of Lusitanias distress signals brought the survivor count to 764, three of whom later died from injuries sustained during the sinking.

A British cruiser , which had heard of the sinking only a short time after Lusitania was struck, left her anchorage in Cork Harbour to render assistance. Just south of Roche's Point at the mouth of the harbour only an hour from the site of the sinking she turned and returned to her mooring as a result, it is believed, of orders issued from Admiralty House in Cobh (HQ Haulbowline naval base) by Admiral Charles Henry Coke. By the following morning, news of the disaster had spread around the world. While most of those lost in the sinking were British or Canadians, the loss of 128 Americans in the disaster, including writer and publisher Elbert Hubbard, theatrical producer Charles Frohman, multi-millionaire businessman Alfred Gwynne Vanderbilt, and the president of Newport News Shipbuilding, Albert L. Hopkins, outraged many in the United States.

In 1921, Cunard replaced the Lusitania with the RMS Berengaria, which served until 1938.

Aftermath

The sinking caused an international outcry, especially in Britain and across the British Empire, as well as in the United States, since 128 out of 139 U.S. citizens aboard the ship lost their lives. On 8 May, Bernhard Dernburg, a German spokesman and a former German Colonial Secretary, published a statement in which he said that because Lusitania "carried contraband of war" and also because she "was classed as an auxiliary cruiser," Germany had a right to destroy her regardless of any passengers aboard. Dernburg claimed warnings given by the German Embassy before the sailing plus the 18 February note declaring the existence of "war zones" relieved Germany of any responsibility for the deaths of American citizens aboard. He referred to the ammunition and military goods declared on Lusitanias manifest and said that "vessels of that kind" could be seized and destroyed under the Hague Rules.

Grand Admiral Alfred von Tirpitz stated it was sad that many Americans "in wanton recklessness, and in spite of the warnings of our Ambassador, had embarked in this armed cruiser, heavily laden with munitions" and had died, but that Germany had been within her rights to sink the ship.

Lusitania was indeed officially listed as an auxiliary war ship, though contrary to Tirpitz's assertion she was not armed, and her cargo had included an estimated 4,200,000 rounds of rifle cartridges, 1,250 empty shell cases, and 18 cases of non-explosive fuzes, which was openly listed as such in her cargo manifest. The day after the sinking, The New York Times published full details of the ship's military cargo. Assistant Manager of the Cunard Line, Herman Winter, denied the charge that she carried munitions, but admitted that she was carrying small-arms ammunition, and that she had been carrying such ammunition for years. The fact that Lusitania had been carrying shells and cartridges was not made known to the British public at the time.

In the 27-page additional manifest, delivered to U.S. customs 4–5 days after Lusitania sailed from New York, and in the Bethlehem Steels papers, it is stated that the "empty shells" were in fact 1,248 boxes of filled (with metal shrapnel) 3" shell, 4 shells to the box, totalling 103,000 pounds or 50 tonnes.

In the United States, public opinion was outraged; war talk was rife and pro-German elements kept quiet. The key issue was the savagery in the German failure to allow passengers to escape on life boats as required by international law. President Woodrow Wilson refused to immediately declare war—his main goal was to negotiate an end to the war. During the weeks after the sinking, the issue was hotly debated within the U.S. government, and correspondence was exchanged between the U.S. and German governments. German Foreign Minister Von Jagow continued to argue that Lusitania was a legitimate military target, as she was listed as an armed merchant cruiser, she was using neutral flags and she had been ordered to ram submarines—in blatant contravention of the Cruiser Rules.

Von Jagow further argued that Lusitania had on previous voyages carried munitions and Allied troops. Wilson continued to insist the German government apologise for the sinking, compensate U.S. victims, and promise to avoid any similar occurrence in the future. The British were disappointed with Wilson over his failure to pursue more drastic actions. Secretary of State William Jennings Bryan advised President Wilson that "ships carrying contraband should be prohibited from carrying passengers ... [I]t would be like putting women and children in front of an army." Bryan later resigned because he felt the Wilson administration was being biased in ignoring British contraventions of international law, and that Wilson was leading the U.S. into the war.

A German decision on 9 September 1915 stated that attacks were only allowed on ships that were definitely British, while neutral ships were to be treated under the Prize Law rules, and no attacks on passenger liners were to be permitted at all. A fabricated story was circulated that in some regions of Germany, schoolchildren were given a holiday to celebrate the sinking of Lusitania. This claim was so effective that James W. Gerard, the U.S. ambassador to Germany, recounted it in his memoir of his time in Germany, Face to Face with Kaiserism (1918), though without substantiating its validity.

Almost two years later, in January 1917, the German Government announced it would again conduct full unrestricted submarine warfare. This together with the Zimmermann Telegram pushed U.S. public opinion over the tipping point, and on 6 April 1917 the United States Congress followed President Wilson's request to declare war on Germany.

In 2014 a release of papers revealed that in 1982 the British government warned salvage divers of the possible presence of explosives on board. Senior diplomat Noel Marshall wrote in a memo that "Successive British governments have always maintained that there was no munitions on board the Lusitania (and that the Germans were therefore in the wrong to claim to the contrary as an excuse for sinking the ship) ... The facts are that there is a large amount of ammunition in the wreck, some of which is highly dangerous." After a search of records, the Ministry of Defence said they could find no evidence to substantiate the rumours of a secret munitions store, and the internal inquiry concluded that the Lusitania was not carrying any explosives or any "special ammunition". But it was still felt to be prudent to warn the salvage company of the "obvious but real danger inherent if explosives did happen to be present", accepting that "always been public knowledge that the Lusitania's cargo included some 5,000 cases of small arms ammunition." No explosives were found by the salvage company.

100th commemoration

On 3 May 2015, a flotilla set sail from the Isle of Man to mark the commemoration. Seven Manx fishermen in The Wanderer had rescued 150 people from the sinking ship. Two of the bravery medals awarded to the crew members are held at the Leece Museum in Peel.

The 100th commemoration of the sinking of the Lusitania was on 7 May 2015. To commemorate the occasion, Cunard's  undertook a voyage to Cork, Ireland.

Controversies
There are a number of controversies and conspiracy theories relating to the last days of Lusitania. These should be considered with the sinking of The SS Arabic just 3 months later.

British Government deliberately putting Lusitania at risk
There has long been a theory, expressed by historian and former British naval intelligence officer Patrick Beesly and authors Colin Simpson and Donald E. Schmidt among others, that Lusitania was deliberately placed in danger by the British authorities, so as to entice a U-boat attack and thereby drag the US into the war on the side of Britain. A week before the sinking of Lusitania, Winston Churchill wrote to Walter Runciman, the President of the Board of Trade, stating that it is "most important to attract neutral shipping to our shores, in the hope especially of embroiling the United States with Germany."

Beesly concludes: "unless and until fresh information comes to light, I am reluctantly driven to the conclusion that there was a conspiracy deliberately to put Lusitania at risk in the hope that even an abortive attack on her would bring the United States into the war. Such a conspiracy could not have been put into effect without Winston Churchill's express permission and approval."

At the post-sinking inquiry, Captain Turner refused to answer certain questions on the grounds of war-time secrecy imperatives. The British government continues to keep secret certain documents relating to the final days of the voyage, including certain of the signals passed between the Admiralty and Lusitania. The records that are available are often missing critical pages, and lingering questions include the following:
 Were the British authorities aware (thanks to the secret decryption activities of Room 40) that a German submarine was in the path of Lusitania, but failed to divert the ship to a safer route?
 Did they also fail to provide a destroyer escort, although destroyers were available in a nearby port?
 Was the ship ordered to reduce speed in the war zone, for reasons that have been kept secret ever since?
 How did such a big ship sink so quickly from a single torpedo strike?

War munitions
Lusitania was officially carrying among her cargo 4200 cases of rifle/machine-gun ammunition, 1,250 cases of empty shrapnel artillery shells, and the artillery fuzes for those shells stored separately. This comprised a total of 173 tons. In September 2008, .303 cartridges were recovered from the wreck by diver Eoin McGarry.

Additional declared material could be used for military purposes. Beesly has stated that the cargo also included 46 tons of aluminium powder, which was used in the manufacture of explosives and which was being shipped to the Woolwich Arsenal, while Erik Larson has stated that the cargo included 50 barrels and 94 cases of aluminium powder, as well as 50 cases of bronze powder. Furthermore, there 90 tons of butter and lard destined for the Royal Navy Weapons Testing Establishment in Essex. Although it was May, this lard and butter was not refrigerated; it was insured by the special government rate but the insurance was never claimed.

Overall, these supplies represented around a third of the declared financial value of the cargo aboard the ship, but a relatively small volume of cargo on the ship. The passenger ship was also not an efficient cargo carrier, as much smaller dedicated vessels could carry far more cargo. For example, the SS Mont-Blanc involved in the Halifax explosion could carry almost 3000 tons of materials despite being a tenth the size. It also may be noted that the British War Office considered the majority of US manufactured ammunition in this period to be of poor quality and so "suitable for emergency use only", and in any case incapable of supplying consumption of over 5 million rounds per day. American ammunition contracts were cancelled in 1916.

Some authors speculate on the presence of undeclared munitions. Author Steven L. Danver alleges that Lusitania was also secretly carrying a large quantity of nitrocellulose (gun cotton). Additional speculation centered on a consignment of furs, sent from Dupont de Nemours, a company that also manufactured explosives, though such furs were reported to have washed ashore in Ireland. Other authors have suggested that the shells were in fact live, which would mean that around 5 tonnes of cordite was on board. No evidence of additional secret explosives have so far been found.

Bombardment / destruction of the wreck
The wreck was depth-charged or attacked with Hedgehog mortars by the Royal Navy during World War II. A Dublin-based technical diver, Des Quigley, who dived on the wreck in the 1990s, reported that the wreck is "like Swiss cheese" and the seabed around her "is littered with unexploded hedgehog mines". These attacks may have been accidental as the wreck would have registered on World War Two active sonar (then known as ASDIC) as a possible U-boat. WW2 systems were not as discriminating as modern sonar. The wreck would have presented a good return signal and, thus, a tempting target. U-boats were so active in the Southern Irish Sea in WW2 that Britain eventually placed several deep minefields in the area—at depths where only submarines would have been liable to detonate them.

In February 2009, the Discovery Channel television series Treasure Quest aired an episode titled "Lusitania Revealed", in which Gregg Bemis, a retired venture capitalist who owns the rights to the wreck, and a team of shipwreck experts explore the wreck via a remote control unmanned submersible. At one point in the documentary an unexploded depth charge was found in the wreckage.

Professor William Kingston of Trinity College, Dublin claimed, "There's no doubt at all about it that the Royal Navy and the British government have taken very considerable steps over the years to try to prevent whatever can be found out about the Lusitania".

Wreck

The wreck of Lusitania was located on 6 October 1935,  south of the lighthouse at Kinsale. It lies on its starboard side at an approximately 30-degree angle, in roughly  of water. The wreck is badly collapsed onto its starboard side, due to the force with which it struck the bottom coupled with the forces of winter tides and corrosion in the decades since the sinking. The keel has an "unusual curvature" which may be related to a lack of strength from the loss of its superstructure. The beam is reduced with the funnels missing—presumably due to deterioration.

The bow is the most prominent portion of the wreck with the stern damaged by depth charges. Three of the four propellers were removed by Oceaneering International in 1982 for display though one was melted down. Expeditions to Lusitania have shown that the ship has deteriorated much faster than Titanic has, being in a depth of  of water. When contrasted with her contemporary, Titanic (resting at a depth of ), Lusitania appears in a much more deteriorated state due to the presence of fishing nets lying on the wreckage, the blasting of the wreck with depth charges and multiple salvage operations. As a result, the wreck is unstable and may at some point completely collapse. There has been recent academic commentary exploring the possibility of listing the wreck site as a World Heritage Site under the World Heritage Convention, although challenges remain in terms of ownership and preventing further deterioration of the wreck.

Simon Lake's attempt to salvage in the 1930s
Between 1931 and 1935, an American syndicate comprising Simon Lake, an important submarine inventor, and a US Navy officer, Captain H.H. Railey, negotiated a contract with the British Admiralty and other British authorities to partially salvage Lusitania. The means of salvage was unique in that a  steel tube, five feet in diameter, which enclosed stairs, and a dive chamber at the bottom would be floated out over the Lusitania wreck and then sunk upright, with the dive chamber resting on the main deck of Lusitania. Divers would then take the stairs down to the dive chamber and then go out of the chamber to the deck of Lusitania. Lake's primary business goals were to salvage the purser's safe and any items of historical value. It was not to be though, and in Simon Lake's own words, "... but my hands were too full"—i.e. Lake's company was having financial difficulties at the time—and the contract with British authorities expired 31 December 1935 without any salvage work being done, even though his unique salvage tunnel had been built and tested.

Argonaut expedition, 1935

In 1935 a Glasgow-based expedition was launched to try to find the wreck of Lusitania. The Argonaut Corporation Ltd was founded and the salvage ship Orphir used to search for the ship. After three months of searching the wreck was discovered on 6 October 1935. Diver Jim Jarrett wore a Tritonia diving suit to explore the wreck at a depth of 93 metres.

Gregg Bemis's salvage efforts
In 1967, the wreck of Lusitania was sold by the Liverpool & London War Risks Insurance Association to former US Navy diver John Light (1932–1992) for £1,000. Gregg Bemis (1928–2020) became a co-owner of the wreck in 1968, and by 1982 had bought out his partners to become sole owner. He subsequently went to court in Britain in 1986, the US in 1995 and Ireland in 1996 to ensure that his ownership was legally in force.

None of the jurisdictions involved objected to his ownership of the vessel but in 1995 the Irish Government declared it a heritage site under the National Monuments Act, which prohibited him from in any way interfering with her or her contents. After a protracted legal wrangle, the Supreme Court in Dublin overturned the Arts and Heritage Ministry's previous refusal to issue Bemis with a five-year exploration licence in 2007, ruling that the then minister for Arts and Heritage had misconstrued the law when he refused Bemis's 2001 application. Bemis planned to dive and recover and analyse whatever artefacts and evidence could help piece together the story of what happened to the ship. He said that any items found would be given to museums following analysis. Any fine art recovered, such as the paintings by Rubens, Rembrandt and Monet among other artists believed to have been in the possession of Sir Hugh Lane, who was believed to be carrying them in lead tubes, would remain in the ownership of the Irish Government.

In late July 2008, Bemis was granted an "imaging" licence by the Department of the Environment, which allowed him to photograph and film the entire wreck, and was to allow him to produce the first high-resolution pictures of her. Bemis planned to use the data gathered to assess how fast the wreck was deteriorating and to plan a strategy for a forensic examination of the ship, which he estimated would cost $5m. Florida-based Odyssey Marine Exploration (OME) was contracted by Bemis to conduct the survey. The Department of the Environment's Underwater Archaeology Unit was to join the survey team to ensure that research would be carried out in a non-invasive manner, and a film crew from the Discovery Channel was also to be on hand.

A dive team from Cork Sub Aqua Club, diving under licence, discovered 15,000 rounds of the .303 (7.7×56mmR) calibre rifle ammunition transported on Lusitania in boxes in the bow section of the ship. The find was photographed but left in situ under the terms of the licence.

A salvage dive in July 2016 recovered, then lost, a telegraph machine from the ship. This caused controversy, because the dive was unsupervised by anyone with archaeological expertise and because the telegraph was thought to have clues to the ship's sinking.

The joint American-German TV production, Sinking of the Lusitania: Terror at Sea premiered on the Discovery Channel on 13 May 2007, and on BBC One in the UK on 27 May 2007. In November 2018, Bemis was interviewed for one hour on live radio about the Lusitania, revealing previously unknown information about her sinking, including inter alia that many depth charges have been found at the wreckage site, that at least one has been brought to the surface, that some of the original art presumed to be lost in wreckage may not have been, and that additional evidence Churchill may have acted to provoke Germany into attacking the Lusitania has been overlooked. He also talked about some of the logistical complications in conducting a maritime archaeological expedition to penetrate the hull.

Diving accidents
A number of technical divers attempting to dive at the Lusitania wreckage site have been seriously injured. Mixed gases must be used to reach the wreckage which purportedly is littered with British depth charges and hedgehog mines, covered in fishing nets, stocked with WWI munitions, and where sediment limits visibility.

1984 British legal action
In 1982, various items were recovered from the wreck and brought ashore in the United Kingdom from the cargo of Lusitania. Complex litigation ensued, with all parties settling their differences apart from the salvors and the British Government, which asserted "droits of admiralty" over the recovered items. The judge eventually ruled in The Lusitania, [1986] QB 384, [1986] 1 All ER 1011, that the Crown has no rights over wrecks outside British territorial waters, even if the recovered items are subsequently brought into the United Kingdom. As of 1998, the case remained the leading authority on this point of law today.

Cultural significance

See also

Avis Dolphin, a survivor
Ian Holbourn, a survivor
Rita Jolivet, a survivor
Charles T. Jeffery, a survivor
Theodate Pope Riddle, a survivor
List of ships sunk by submarines by death toll
The Carpet from Bagdad, a mostly lost 1915 film, one reel was recovered from the wreck in 1982

Notes

References

Bibliography

Books

Newspapers, journals and other media

Online

Further reading

Trommler, Frank. "The Lusitania Effect: America's Mobilization against Germany in World War I" German Studies Review 32#2 (2009), pp. 241–266 online

External links

Lest We Forget: The Lusitania – from Encyclopedia Titanica
RMS Lusitania, Public Broadcasting Service (PBS)
Sinking of the Lusitania (1918)

1906 ships
Blue Riband holders
Conflicts in 1915
Conspiracy theories
Four funnel liners
Maritime incidents in 1915
Maritime incidents in Ireland
Passenger ships of the United Kingdom
Ships built on the River Clyde
Ships of Scotland
Ships of the Cunard Line
Ships sunk by German submarines in World War I
Shipwrecks of Ireland
World War I shipwrecks in the Atlantic Ocean

RMS Lusitania


الشدة قد تُشير إلى:

 الشّٙدّٙة: هي إحدى الحركات في اللغة العربية، غالباً ما يُرز إليها بالرسم " ّ ".
 الشدة (التجويد).
 قوة.
 مستوى.
 وصف عِظم الشيء.
 وصف سعة الشيء
 الشدة: مُسمّى آخر لورق اللعب.

في الفيزياء:
 شدة (فيزياء)، القدرة في واحدة المساحة (W/m2).
 قوة الحقل في الحقول الكهربائية والمغناطيسية والكهرومغناطيسية.
 مطال شدة اتساع الموجة Amplitude

في البصريات:
 شدة إشعاعية (Radiant intensity)، القدرة في واحدة الزاوية الصلبة (W/sr).
 شدة ضوئية (Luminous intensity)، القدرة في واحدة المساحة (lm/sr or cd).
 تشعيع، القدرة في وحدة المساحة W/m2.

في انتقال الحرارة:
 شدة (انتقال الحرارة)، تدفق الإشعاع الحراري في واحدة المساحة في واحدة الزاوية الصلبة (W·m−2·sr−1).

في علم الفلك:
 إشعاعية، القدرة في واحدة الزاوية الصلبة في واحدة مساحة المنبع المشع (W·sr−1·m−2).

انظر أيضًا
 مقدار

شدة (توضيح)


The BBC World Sport Star of the Year (formerly known as the BBC Overseas Sports Personality of the Year) is an award presented at the annual BBC Sports Personality of the Year award ceremony. The award is presented to a non-British sportsperson considered to have made the most substantial contribution to a sport in that year. The award was decided by a panel of over 30 sporting journalists. Each panellist voted for their top two choices; their first preference was awarded two points, and their second preference was awarded one point. The winning sportsperson had the most total points. In the case of a points tie, the sportsperson chosen as first preference by the most panellists is the winner. If this is also a tie the award is shared. In 2015 the public voted for this award.

The Overseas Personality award was first presented in 1960, six years after the BBC Sports Personality of the Year award was introduced. The first recipient of the award was Australian middle distance runner Herb Elliott. Since then, the award has been presented to 51 sportspersons. Swiss tennis player Roger Federer has won the award four times. American boxer Muhammad Ali and Jamaican sprinter Usain Bolt have both won the award three times. The award has been shared on three occasions—by Ron Clarke and Gary Player in 1965, Eusébio and Garfield Sobers in 1966, and Evander Holyfield and Michael Johnson in 1996. The husband-and-wife skating duo of Oleg Protopopov and Ludmila Belousova are the only pair to have won the award, doing so in 1968. Belousova was the first woman to become Overseas Personality—she was also the oldest, aged 33. George Moore is the oldest recipient of the award, winning in 1967 aged 44. The youngest recipient of the award is Nadia Comăneci, who won in 1976 at age 15. Boris Becker, who was 18 when he won in 1985, is the youngest male to have won.

Twenty-six different countries have been represented by the award winners as of 2022. United States sportspersons have won the award the most times, having had nineteen recipients, two of whom shared the award. Three cricketers have received the award -- Garfield Sobers of Barbados, Brian Lara of Trinidad and Tobago (both of whom played for the West Indies cricket team), and Shane Warne of Australia. Fourteen sporting disciplines have been represented; tennis has the highest representation, with fifteen recipients.

Only one winner has ever been stripped of the award – U.S. cyclist Lance Armstrong, whose 2003 award was rescinded following the UCI's 2012 decision to strip him of his titles and ban him for life from the sport.

In 2018, the award was renamed BBC World Sport Star of the Year. Along with the change of name, votes could be cast from outside of the UK for the first time.

Winners

By year

By nationality
This table lists the total number of awards won by place of birth.

By sport
This table lists the total number of awards won by recipient's sporting profession.

By gender
This table lists the total number of awards won by gender.

Note
 The fractions refer to occasions on which the awarded was shared between more than one person.

See also
Athlete of the Year
Laureus World Sports Award for Sportsman of the Year (Laureus World Sports Academy)
Laureus World Sports Award for Sportswoman of the Year
L'Équipe Champion of Champions

References
General

Specific

World Sport Star
Awards established in 1962

BBC Sports Personality World Sport Star of the Year


Biserica de lemn din Roșia de Jos, comuna Roșia de Amaradia, județul Gorj, a fost construită în anul 1782. Are hramul "Cuvioasa Paraschiva". Biserica se află pe lista monumentelor istorice sub codul LMI: .

Istoric și trăsături
Conform tradiției, biserica a fost strămutată de pe deal, din partea de sus a satului, probabil la sfârșitul secolului al XVIII-lea. Deasupra intrării a fost încastrată o lespede de piatră cu inscripție, greu lizibilă, pentru că asupra literelor s-a revenit cu cărbune. Ea face referire la ctitorul "Jupân Mihail sin (fiul lui) Gheorghe Burduhariu". În spatele acestei lespezi se află însă o inscripție, săpată pe bârne, de la leat 7290 (1782),  anul ridicării bisericii sau al unei refaceri.

Planul inițial a fost dreptunghiular, cu absida altarului decroșată, poligonală, cu cinci laturi. Ulterior spațiul de nord al altarului a fost lărgit, peretele respectiv fiind dispus în prelungirea navei și legat printr-un decroș teșit cu cel de nord-est. Acoperiș de tablă, care a înlocuit recent șindrila, cu pante mari, pe traseul pereților. Elevația interioară: tavan drept peste pronaos,  boltă în leagăn peste naos, susținută de un arc pe console, în timp ce altarul este acoperit cu o boltă asemănătoare și trei fâșii curbe.

Tâmpla prezintă trei registre, cu toruri între ele: Răstignirea și moleniile, apostolii cu Iisus, icoane prăznicar. Există doar două intrări în altar, cea împărătească și una diaconească, cu pragul de sus în arcadă trilobată.

Icoanele împărătești au fost pictate de Gheorghe zugravul de la Costești: "Deisis", cu Maria și Ioan în spatele tronului, datată 1799 iulie 13 (pe cartea lui Hs.), "Maria cu Pruncul" și arhangheli în spatele tronului, cu aceeași dată pe filacteră, "Sfântul Nicolae și Sfântul Dimitrie", redați în întregime și icoana de hram, reprezentând-o pe "Sf.Parascheva", dar și pe arhanghelul Mihail, călcând omul păcătos.

Bibliografie
Studii regionale

Vezi și
 Roșia de Amaradia, Gorj

Note

Legături externe
Monumente istorice din România Fișă de monument

Galerie de imagini

Roșia de Amaradia
Monumente istorice din județul Gorj
Biserici din secolul al XVIII-lea din România
Biserici cu hramul Sfânta Parascheva

Biserica de lemn din Roșia de Amaradia


{| class="infobox vcard" style="font-size:90%; width:21em; text-align:left;"
Islahijjet

Islahijjetov dom u Brčkom
|-
!
!Osnovano1907.
!Ukinuto1942.
SjedišteBrčko
DržavaBosna i Hercegovina
|}

Društvo Islahijjet, nekadašnje bošnjačko prosvjetno i potporno društvo iz Brčkog.

Od društva Islahijjet, danas je ostala samo graditeljska cjelina u tom gradu, koja danas predstavlja Nacionalni spomenik Bosne i Hercegovine.

Povijest
Godine 1907., u Brčkom osnovano je i bošnjačko prosvjetno i potporno društvo Islahijjet (Vaspitanje). Društvo su osnovali najugledniji Bošnjaci u Brčkom u to vrijeme na čelu s tadašnjim gradonačelnikom Mujagom Mula Mehmedovićem, u svrhu kulturnog i gospodarskog podizanja bošnjačke omladine grada i kotara. Društvo je u šest sela imalo svoje pododbore s čitaonicama. Islahijjet je davao materijalnu pomoć u školovanju na sveučilištima, za osposobljavanje mladih na raznim zanatima, u gospodarstvu, i bilo je aktivno u suzbijanju poroka razne vrste.

Godine 1922.  za potrebe Islahijjeta, kupljena je i adaptirana zgrada u brčanskom naselju Kolobara. Kupljena zgrada, koja je sagrađena 1912. godine postala je Islahijjetov dom, gdje su se nalazile prostorije za čitanje novina, knjižnica, te prostor za javna predavanja. Ista zgrada je proširena 1935. godine društvenom salom s kazališnom scenom koja je mogla da primi preko 400 gostiju. Kroz aktivnosti Islahijjeta opismenjeno je preko tisuću mladih, a isto toliko osposobljeno za suvremene zanate. U Islahijjetu su pripremane prve kazališne predstave koje su režirali putujući redatelji, održana prva konferencija radnika 1918, godine, a bio je i mjesto okupljanja mladih brčanskih antifašista.

U toku rata u Bosni i Hercegovini, Islahijetov dom i prateći objekti oko njega su znatno stradali, ali je objekt Islahijjetovog doma rehabilitiran 2009. godine. Realizirana je prva faza rekonstrukcije objekta (radovi na vanjskoj fasadi objekta, stolarski radovi i veći dio radova u enterijeru), dok su ostali objekti graditeljske cjeline su i dalje u lošem građevinskom stanju.

Danas
Svrhu djelovanja društva Islahijjet u Brčkom naslijedio je današnji BZK Preporod Brčko, koji je ujedno naslijedio to društvo. U Islahijjetovom domu je danas smještena knjižnica, galerija, amfiteatar i klub Preporoda. Godine 2007. BZK Preporod Brčko je organizirao manifestaciju "100 godina Islahijjeta".

Izvori

Vanjske poveznice
 Islahijjet u Brčkom

Bošnjaci
Građevine u Brčkom
Nacionalni spomenici Bosne i Hercegovine

Islahijjet


Piazzi Smyth steht für:

 Piazzi Smyth (Mondkrater), einen Einschlagkrater auf dem Mond

Siehe auch:
 Charles Piazzi Smyth (1819–1900), schottischer Astronom, Ägyptologe und Esoteriker

Piazzi Smyth


Angelica je žensko ime.

Osobe s imenom Angelica
 Angelica Kauffmann (1741. – 1807.), slikarica
 Angélica Rivera (rođena 1969.), meksička glumica

Izmišljeni likovi
 Angelica (Pirati s Kariba), kćer Crnobrada i prava ljubav Jacka Sparrowa

Imena

Angelica (ime)


දුර්ලභ කෙසෙල් ප්‍රභේදයකි. ව්‍යාජ කඳ කොළ පැහැතිය.එහි රතු පාටට හුරු දම් පාට පැල්ලම් ඇත. ව්‍යාජ කඳ මීටර් 3-4.5 උස් වන අතර පත්‍ර කඳ මීටර් 0.3-1 උස්ව වැඩේ. පත්‍ර නටුවේ දම් පාට දාරයක් ඇත. එය පිටතට වක්වී නොමැත. පත්‍රයේ මැද නාරටිය කොළ පැහැතිය. පත්‍ර තලයේ උඩ පෘෂ්ඨය දම් පාටට හුරු තද කොළ පාටය, යටි පෘෂ්ඨය දම් පාටට හුරු ලා කොළ පාටය. කෙසෙල් මුහය රතුපාටට හුරු දම් පාටය. මෙම කෙසෙල් ප්‍රභේදය ඉදුණු විට කහ පැහැයට හැරේ. කැනේ මැද නාරටිය කොළ පැහැතිය. කැනක බර කි.ග්‍රෑම් 14 ක් පමණ වේ. පිසීම සඳහා පමණක් යොදා ගනී. මෙම කෙසෙල් ප්‍රභේදයට වෙළඳපොලෙහි සාමාන්‍ය වටිනාකමක් පවතී. මෙම කෙසෙල් ප්‍රභේදයට වෙළඳපොලෙහි සොයාගත නොහැක. මෙම කෙසෙල් ප්‍රභේදය තොරතුරු අල්පය.

මැටි කිතල


Bjuljbjulja ili Bjuljbjuli (azerski: Bülbülə, ruski: Бюльбюля, Бюльбюли) je jezero u Sahuranskome rajonu, Baku,  Azerbajdžan. Nalazi se između Bakinahova i Amirdžanjija na nadmorskoj visini od 8 metara.

Po nastanku Bjuljbjulja je tektonsko jezero. Prosječna koncentracija ukupnog dušika u donjim sedimentima jezera iznosi 0,18 mg/100 g.

Površina jezera iznosi 0,7 km2, najveća širina 360 m, najveća dubina 1,5 m, prosječna dubina 1,1 m, duljina obalne linije 6 km.

Izvori

Vidi još
 Bjuljbjulja

Jezera u azijskom dijelu Azerbajdžana
Zemljopis Bakua

Bjuljbjulja (jezero)


La maison Henri IV est située au 5 de la rue Chantault dans la ville de Chartres, préfecture du département français d'Eure-et-Loir, en région Centre-Val de Loire.

Description

Elle fait l'objet d'une inscription au titre des monuments historiques depuis le .

Références

Voir aussi

Articles connexes
 Liste des monuments historiques de Chartres

Liens externes

Monument historique à Chartres
Monument historique inscrit en 1924
Patrimoine du XVIe siècle
Maison monument historique (France)

Maison Henri IV (Chartres)


Black Army may refer to several different groups and affiliations:

 Black Army of Hungary, the royal army of Matthias Corvinus, a 15th-century king of Hungary
 Black Flag Army (1857–1895), a splinter remnant of the Taiping rebels
 Black Guards (1917–1919), several anarchist factions of the Russian Civil War
 Armata Neagră (1949–1950), an anti-Soviet group in Bessarabia
 Crna Legija or Black Legion (1941–1945), Ustaše Brigades during World War II
 Revolutionary Insurgent Army of Ukraine (1918–1921), led by Nestor Makhno
 Black Army, the biggest supporter group of AIK

See also
 Blackguard (disambiguation)
 Black Legion (disambiguation)

Black Army


San Martín del Valledor (asturisch Samartín) ist eine Parroquia und ein Ort in der Gemeinde Allande der Autonomen Gemeinschaft Asturien im Norden Spaniens.Die 83 Einwohner (2011) leben auf einer Fläche von 54,40 km². Pola de Allande, der Verwaltungssitz der Gemeinde, liegt 87,80 km entfernt.

Sehenswürdigkeiten
 Pfarrkirche San Martín del Valledor
 Torre del Valledor aus dem 17. Jahrhundert

Dörfer und Weiler

Quellen

 Bevölkerungszahlen siehe
 Koordinaten und Höhenangaben siehe Google Earth

Weblinks
 Torre del Valledor
 Infoseite im Tourismusportal vivirasturias en, es
 Karte von Asturien (PDF; 12,52 MB)

Ort in Asturien
Allande

San Martín del Valledor


Jezerce Kencel površine ukupno oko 0,5 hektara nalazi se u Koprivničko-križevačkoj županiji na sjevernom dijelu općine Drnje s lijeve obale rijeke Drave udaljene od nje oko 400 m.

Opis
Jezero se opskrbljuje vodom podzemno iz rijeke Drave. Jezerom i okolinom gospodari ŠRK "Šaran" Gotalovo i ovdje ima svoj ribički dom. Na jezeru se odvijaju klupska takmičenja. Dno jezera je šljunkovito i muljevito, većim dijelom pokriveno vodenom travom krocanj. Obala je pristupačna i uređena s više desetaka ribičkih mjesta, većim dijelom okružena s niskim i visokim raslinjem, trskom, rogozom, šašom i drugom vegetacijom.

Ribolov
Jezero se redovito poribljava plemenitom ribom (šaran, amur, štuka i dr.) i bogato je sitnijim ribljim vrstama koje obitavaju na ovom području. Zabranjena je uporaba čamaca.

Galerija

Izvori
Popis ribolovnih voda  Ribolovne vode podravsko-prigorskog kraja

Porječje Drave

Kencel


Andrija Habulin (Bedekovčina, 28. kolovoza 1937.  Dubrovnik, 20. lipnja 2017.), hrvatski džudaš, pionir džuda u Dubrovniku, nositelj majstorskih pojasa u više borilačkih športova (džudo, karate, jiu jitsu), trener mnogih reprezentacija, uspješni sudionik raznih međunarodnih natjecanja, visoki lokalni športski dužnosnik, džudaški trener, sudac, športski pedagog. Razvijatelj borilačkih vještina u Dubrovniku, te osim džuda razvijao vještine poput karatea, jiu-jitsua, aiki-da, hrvanja. Bio je trenerom reprezentacije Jugoslavije te Republike Hrvatske.

Životopis
Rodio se je 1937. godine u Bedekovčini. Od 14. godine bavi se džudom. Odsluživši obvezni vojni rok, godine 1959./60. došao je u Dubrovnik. Iste godine po dolasku u Dubrovnik, u Cavtatu je sa skupinom dubrovačkih športskih zanesenjaka održao prvu prezentaciju džuda te desetodnevni seminar s gostima predavačima iz Nizozemske. Cijeli svoj radni vijek bio je u športu. Osnivač je džuda u Dubrovniku. Osnovao i pokrenuo prvi dubrovački judo klub Nacui 16. travnja 1966. godine. Klub je poslije ponio ime Dubrovnik, Dubrovačka banka i Dubrovnik 1966..U preko 50 godina rada U judo klubu "Dubrovnik 1966" radio preko pola stoljeća. Odgojio mnoge naraštaje vrhunskih natjecatelja. Najzaslužniji za najveće uspjehe dubrovačkog juda. Neizmjerno afirmirao Dubrovnik kao jednog od najznačajnijih džudaških središta na džudaškim zemljovidima u Europi i na svijetu.  Do kraja života bio aktivan u džudu. Travnja 2017., dva mjeseca prije nego što je umro, aktivno sudjelovao u organiziranju europskog seniorskog kupa, najvećeg dotadašnjeg ikad održanog džudaškog turnira u Dubrovniku.

Ponio je majstorske pojase u džudu (8. dan), karateu (5. dan), džiu džicu (5. dan). Trenirao je brojna predstavništva. Uspješno sudjelovao na mnogim međunarodnim natjecanjima. Ponio dužnost počasnog predsjednika Judo kluba "Dubrovnik 1966". Visoki lokalni športski dužnosnik. Predsjedavao Judo savezom Dubrovačko-neretvanske županije.

Umro je 2017. godine. Pokopan je na dubrovačkom groblju Boninovu.

Nagrade
Dobio brojna društvena i športska priznanja. Ističe se nagrada za životno djelo Dubrovačko-neretvanske županije 2004. godine. Od Udruge dragovoljaca Hrvatske ratne mornarice dobio Spomen medalju i Spomen povelju sa zlatnim pleterom za zasluge u obrani Dubrovnika od velikosrpsko-crnogorske agresije, posebno u osposobljavanju dragovoljaca u postrojbama za posebne namjene.

Izvori

Hrvatski džudaši
Hrvatski karatisti
Životopisi, Dubrovnik
Hrvatski športski pedagozi

Andrija Habulin


ගෞතම බුදුන්වහන්සේ පිරින්වන් පෑමේ 2500 වන ජයන්තිය 2500 බුද්ධ ජයන්තිය  නම් වේ. මෙය බු.ව. 2500දී උත්සවාකාරයෙන් සමරනලදී.
බු.ව. 2500

2500 බුද්ධ ජයන්තිය


11 වන සියවස () යනු ජුලියානු දිනදසුන අනුවවසර 1001 (MI) සිට වසර 1100 (MC) දක්වා කාලයයි. එසේම එය 2 වන සහස්‍රවර්ෂය තුළ පළමුවන සියවස වේ.

සටහන්

මූලාශ්‍ර

2 වන සහස්‍රවර්ෂය
සියවස්

11 වන සියවස


Lichtenberg kan henvise til:

 steder
 Lichtenberg – en bydel (Bezirk) i Berlin, Tyskland
 Lichtenberg, Bas-Rhin, en kommune i Alsace, Frankrig
 Lichtenberg (Oberfranken) – by i Landkreis Hof, regierungsbezirk Oberfranken, Bayern
 Lichtenberg (Lausitz) – en by og kommune i Bautzen, Sachsen
 Lichtenberg, Østrig, en kommune i Oberösterreich, Østrig

 andet
 Bahnhof Berlin-Lichtenberg – en station bydelen Lichtenberg i Berlin
 Lichtenberg (slot) – slot ved Lichtenberg, Bas-Rhin
 Lichtenberg (adelsslægt) – adelsslægt

Se også
 Lichtenberg figur

Lichtenberg (flertydig)


Um  é um ventilador montado no teto de uma sala ou espaço, geralmente alimentado eletricamente, que usa pás rotativas montadas em um eixo para circular o ar. Eles resfriam as pessoas de forma eficaz, aumentando a velocidade do ar. Os ventiladores não reduzem a temperatura do ar ou a umidade relativa, ao contrário dos equipamentos de ar condicionado, mas criam um efeito de resfriamento ao ajudar a evaporar o suor e aumentar a troca de calor por convecção. Os ventiladores podem adicionar uma pequena quantidade de calor à sala principalmente devido ao calor residual do motor, embora parcialmente devido ao atrito. Os ventiladores usam significativamente menos energia do que o ar condicionado, pois o ar de resfriamento é termodinamicamente caro. No inverno, um ventilador de teto também pode ser usado para trazer o ar quente, que naturalmente sobe, de volta aos ocupantes. Isso pode afetar as leituras do termostato e o conforto dos ocupantes, melhorando assim a eficiência energética do controle climático.

Galeria

Eletrodomésticos
Tecnologia de arrefecimento

Ventilador de teto


السيد حسن بن مهدي الحسيني الشيرازي (1937 - 1980) هو رجل دين ومفكر شيعي عراقي ولد في مدينة الأشرف في العراق سنة 1937 م، واغتيل في مايو 1980 م في بيروت على يد مجموعة مسلحة من عملاء البعثيين بينما كان متوجهاً للمشاركة في مجلس الفاتحة الذي أقامه هو بمناسبة رحيل المرجع الديني آية الله العظمى السيد محمد باقر الصدر وشقيقته بنت الهدى على يد النظام العراقي.

حياته
ينحدر من أسرة عريقة في العلم والسياسة والفضل، من نسل المجدد الشيرازي الأول السيد ميرزا محمد حسن الشيرازي، ومن ناحية الأم يكون الميرزا محمد تقي الشيرازي قائد ثورة العشرين في العراق، ووالده المرجع الديني الميرزا مهدي الشيرازي اجتهد على يد مراجع كبار واهتم بالجوانب الفكرية و الاقتصادية والسياسية إلى جانب تخصصه في الفكر الإسلامي.

مارس دوره الموجه في الحوزة العلمية في كربلاء المقدسة وغيرها، إلى جانب تبنيه لها وذلك بالتعاضد مع اخيه الأكبر الإمام الراحل المجدد الثاني اية الله العظمى السيد محمد الحسيني الشيرازي، وقد أمضى فترة طويلة من حياته بين الاعتقال والنفي.

إتخذ من لبنان مقرا له عام 1970 م، وقبل ذلك كان يتردد كثيرا على سوريا، أسس جماعة عام 1977 م إلى جانب تبنيه لها كما أسس الكثير من المؤسسات التربوية والثقافية والدينية والاجتماعية في كل من العراق وسوريا ولبنان وأوروبا وأستراليا وساحل العاج وسيراليون ونيجيريا وكينيا.

وضع أول لبنة في تأسيس الحوزة العلمية الزينبية في سوريا عام 1975 م وقد خرجت هذه الحوزة منذ تأسيسها إلى اليوم المئات من الطلاب من مختلف الجنسيات وتعتبر اليوم أكبر وأهم الحوزات في هذه البلدة الطيبة وهي ما زالت اليوم تمارس كل الصيغ للوصول إلى تحقيق الاهداف الإسلامية عامة.

وقد وضع أول لبنة فيما يتعلق بالعلاقات مع العلويين الشيعة في سوريا ولبنان واستطاع أن يزيل الأوهام التي تعلقت بمخيلات البعض عن هذه الفئة من المسلمين الشيعة، دافع وبحماس عن كافة حركات التحرير العالمية وخاصة حركات التحرير الإسلامية، وقف بثبات ضد الاحتلال الصهيوني للأراضي الفلسطينية، دافع عن قضايا لبنان وخاصة الجنوب في كل المحافل والمناسبات، وأكد على وجوب تحقيق الوفاق الوطني، كما قدم مساعدات مالية ومعنوية للجنوب اللبناني لكثير من العوائل التي شردت نتيجة الحملات الصهيونية.

قام بزيارة إلى أفريقيا(ساحل العاج، كينيا، السودان، جنوب أفريقيا)لأغراض الدعوة الاسلاميه ونشر مبادئ الدين

الخروج من العراق

علاقته مع الطائفة العلوية

وفي سوريا قضى الشيرازي فترة يتجول في المناطق التي يغلب عليها انتشار الطائفة العلويَّة لزيارة أبناء هذه الطائفة واللقاء بهم، ثم شدَّ رحاله إلى طرابلس اللبنانيَّة بأمر أخيه محمد الشيرازي الذي كان من مشاهير مراجع الشيعة الإثني عشريَّة في وقته، والتقى ، وبعد ما يقارب الثلاث أشهر من دراسة الطائفة العلويَّة والاختلاط بأبنائها أصدر الشيرازي بياناً مشهوراً بخصوص الطائفة العلويَّة مؤرخ بتاريخ الحادي والعشرين من ذي القعدة 1392 هـ قال فيه أنَّ ، ثم قال أنَّ .

المؤلفات
للشيرازي أكثر من ثمانين مؤلَّفاً كتاباً وكتيباً، منها:

 موسوعة الكلمة. موسوعة في خمسة وعشرين مجلداً.
 خواطري عن القرآن. تفسير في ثلاثة أجزاء.
 الشعائر الحسينية.
 حديث رمضان.
 الاشتقاق في الصرف.

 العمل الأدبي.
 الأدب الموجه.
 التوجيه الديني.
 الاقتصاد الإسلامي. جزئين.

اغتياله
اغتالته مخابرات النظام العراقي في بيروت عام 1980، وأصبحت تقام مجالس تأبين سنوية.

مصادر

مصادر إضافية
  فهرست کتابهای چاپی عربی. خان بابا مشار، طبع إيران، 1344 هـ.ش.
 معجم المطبوعات النجفية. محمد هادي الأميني، طبع النجف - العراق، 1385 هـ، منشورات مطبعة الآداب.

أشخاص من النجف
عراقيون من أصل إيراني عربي
علماء دين شيعة عراقيون
مفكرون إسلاميون
مواليد 1937
وفيات 1980
وفيات في بيروت

حسن الحسيني الشيرازي


Planina Song (kineski: 嵩山; pinyin: Sōngshān) je planina velikog povijesnog i kulturnog značaja za Kineze. Smještena je duž južne obale Huang Hoa u prefekturi Dengfeng u pokrajini Henan (Kina) i jedna je od "Pet svetih planina". Song Shan ima 36 vrhova koji se protežu duž 64 km, od grada Luoyanga do Zhengzhoua, a najviši vrh Junji je visok 1.512 m. Njezine strme litice su prekrivene gustim pokrivačem drveća dajući joj dojmljiv izgled.

Planina Song je sveta taoistička planina i na njoj se nalaze važni hramovi, kao što je Zhongyue, jedan od najstarijih hramova u Kini, dok je obližnja Akademija Songyang jedna od četiri velike škole stare Kine. No, planina je važna i u budizmu jer se ti nalazi slavni Šaolinski hram koji se smatra rodnim mjestom Zen budizma. Šuma pagoda u šaolinskom hramu je najveći skup pagoda u Kini, a Pagoda Songyue je najstarija, iz 523. god. Ispod vrha Yuzhua nalazi se i budistički hram Fawang (法王寺), izgrađen za dinastije Tang s do 40 m visokim pagodama. Tu je carica Wu Zetian 695. godine izvela ritual Feng Shan.

Planina Song je pretvorena u geopark koji se često zove "udžbenikom geološke prošlosti". Čine ga čine tri orogene zone nazvane po znamenitostima koje su izgrađene na njima: Songyang orogen star 2,5 milijarde godina, Zhongyue orogen star 1,85 milijarde godina i Shaolin orogen star 570 milijuna godina.

Izvori

Planine u Kini
Taoizam
Nacionalni parkovi u Kini
Geoparkovi

Song Shan


Alas Chiricanas Flight 00901, registered HP-1202AC, was an Embraer EMB 110 Bandeirante aircraft flying en route from Colón city to Panama City which exploded shortly after departing Enrique Adolfo Jiménez Airport, on the night of July 19, 1994. All 21 on board were killed in the bombing. Twelve of the victims were Jewish. Both Panamanian and American authorities consider the bombing an unsolved crime and an act of terrorism.

The wreckage of the Bandeirante was strewn about the Santa Rita Mountains near Colón. Panamanian investigators quickly determined that the explosion had been caused by a bomb, probably detonated by a suicide bomber aboard the aircraft. Only one body was not claimed by relatives; this body is believed to be that of a man named Jamal Lya. Officials suspected that the incident was an act of terrorism by Hezbollah directed against Jews in part because it took place one day after the AMIA bombing in Buenos Aires, and due to an expression of support by "Ansar Allah", a Hezbollah affiliate in South America.

In 2018, the President of Panama Juan Carlos Varela said "recent evidence" and intelligence reports "clearly show it was a terrorist attack," and that he would ask local and international authorities to reopen the investigation. The FBI have in its investigations identified the perpetrator to have been a passenger named Ali Hawa Jamal.

See also
List of unsolved murders
Air India Flight 182
Avianca Flight 203
Cubana de Aviación Flight 455
Pan Am Flight 103
UTA Flight 772

References

External links
Acquittals in Argentine terror case cast a shadow across Panama (Archive)
Argentine trials may shed light on Panama mystery, Eric Jackson, Panama News Online, 17 October 2001.
"Seeking Information" page for Jamal Lya from the U. S. Federal Bureau of Investigation

1994 in Panama
Accidents and incidents involving the Embraer EMB 110 Bandeirante
00901
Antisemitic attacks and incidents
Aviation accidents and incidents in 1994
Aviation accidents and incidents in Panama
Hezbollah attacks
Islamic terrorist incidents in 1994
July 1994 crimes
July 1994 events in North America
Mass murder in 1994
Terrorist incidents in North America in 1994
Terrorist incidents in Panama
Suicide bombings in North America
Unsolved airliner bombings

Alas Chiricanas Flight 00901


Kathryn Rosemary Bullard (born January 27, 1987), known professionally as Katy Rose, is an American singer-songwriter and producer. Rose released two studio albums, Because I Can (V2 Records) and Candy Eyed (River Jones Music). Since her last album, Rose has released eight independent singles.

Rose received recognition for her songs "Overdrive" and "Lemon", which were featured in the films Mean Girls and Thirteen, respectively.

Early life
Rose was born in Los Angeles, California, in 1987 to two musicians: her father was session musician Kim Bullard, and her mother performed backing vocals. Growing up, Rose recalls spending time in the recording studio, meeting Alanis Morissette, Weird Al Yankovic, the Goo Goo Dolls and Tori Amos. Rose began creating musical works of her own at the age of 13, which gained the attention of several record labels. She signed to V2 Records, and released her debut album Because I Can.

Music career

2004–2007: Because I Can and commercial success
Rose's debut album, Because I Can, was released on 27 January 2004, on her 17th birthday. The album was preceded by the single "Overdrive", which gained Top 10 airplay in France, Switzerland and South Africa, in addition to becoming a US Adult Top 40 hit. The song was also featured in the 2004 film Mean Girls, in addition to prominently being featured on the film's soundtrack. Other songs on the album were featured in Agent Cody Banks, Dawson's Creek and Grey's Anatomy.

Rose toured for two years with the Cardigans, Liz Phair and the Calling. While touring, she also performed alongside N.E.R.D. and Avril Lavigne. "Overdrive" reached number 1 in Japan's airplay chart, and made MTV's Top 20 video countdown.

2008–present: Candy Eyed and further releases
Since Because I Can, Rose has worked as a songwriter in Los Angeles, Stockholm, Paris, Nashville, ATL, NY, and London. Her songs have been featured in The Sims 3 by Electronic Arts, and her most recent collaborations have been with 2Cellos and goth rapper Kobenz. She is currently playing shows with her band in Paris, and released Candy Eyed in 2007 and has since frequently released independent singles starting from 2014.

Discography

Albums

Singles

Guest appearances

Other appearances

References

External links

 Katy Rose on Facebook

1987 births
Living people
21st-century American singer-songwriters
21st-century American women singers
American child singers
American women pop singers
American women singer-songwriters
Actors from Redondo Beach, California
Musicians from Redondo Beach, California
Singers from Los Angeles
Singer-songwriters from California

Katy Rose


الإمبراطور أنكو  هو الإمبراطور العشرون في اليابان حسب قائمة أباطرة اليابان. لا يوجد أي تواريخ محددة عن فترة حياته أو حكمه. ولكن يعتقد أن فترة حكمه كانت في منتصف القرن الخامس الميلادي.

انظر أيضًا
 إمبراطور اليابان
 قائمة أباطرة اليابان

مصادر

أباطرة اليابان
أشخاص في القرن 5
سنة الولادة غير معروفة
وفيات 456
ملكيون في آسيا في القرن 5
ملكيون يابانيون في القرن 5
ملكيون قتلوا في القرن 5

الإمبراطور أنكو


Balder Danmark A/S er datterselskab af Fastighets AB Balder, som er et svensk børsnoteret selskab. Balder ejer, forvalter og udvikler boliger, erhvervsejendomme og hoteller i Sverige, Danmark, Norge, Finland, Tyskland og England.

Balder blev i 2006 noteret på Stockholmsbørsen O-liste.

Balder ejer ca. 1.700 lejeboliger fordelt på 8 ejendomme på henholdsvis Østerbro, Havneholmen, ved Amager Strandpark og i Ørestaden.

Navnet Balder stammer fra den nordiske guddom, Balder.

Andre ejendomme i Danmark

Udover deres lejeboliger, ejer Balder en række bygninger og hoteller i Danmark, herunder:

 Cirkusbygningen
 Nobis Hotel
 Richmond Hotel
 Mercur Hotel
 Star Hotel
 Copenhagen Plaza
 Hotel Østerport

Referencer

Ejendomsselskaber i Danmark

Balder (ejendomsselskab)


خوسيه لويس أراغونيس سواريز مارتينيز ، (28 يوليو 1938 - 1 فبراير 2014) في مدريد في إسبانيا، لاعب كرة قدم ومدرب إسباني سابق.

مسيرته كلاعب

بدأ مسيرته الكروية مع نادي خيتافي في موسم 1957/1958، وفي عام 1958 انتقل إلى نادي ريال مدريد، ولعب معهم حتى عام 1961، وفي موسم 1958/1959 أعير إلى نادي ريكرياتيفو هويلفا، وفي موسم 1959/1960 أعير إلى نادي هيركولس، وفي عام 1960 أعير إلى نادي بلوس ألترا، وفي موسم 1960/1961 انتقل إلى نادي ريال أوفيدو، ولعب معهم 13 مباراة وسجل 4 أهداف، وفي عام 1961 انتقل إلى نادي ريال بيتيس، ولعب معهم حتى عام 1964، وشارك معهم في 86 مباراة وسجل 33 هدف، وفي عام 1964 انتقل إلى نادي أتلتيكو مدريد، ولعب معهم حتى عام 1974، وشارك معهم في 265 مباراة وسجل 123 هدف.

لعب مع منتخب إسبانيا لكرة القدم منذ عام 1965 وحتى عام 1972، وشارك معهم في 11 مباراة وسجل 3 أهداف.

مسيرته كمدرب

بدأ مسيرته التدريبية مع نادي أتلتيكو مدريد في عام 1974، ودربهم حتى عام 1980، وفي موسم 1981/1982 درب نادي ريال بيتيس، وفي عام 1982 انتقل إلى تدريب نادي أتلتيكو مدريد، ودربهم حتى عام 1987، وفي موسم 1987/1988 درب نادي برشلونة، وفي موسم 1990/1991 درب نادي إسبانيول، وفي عام 1991 انتقل إلى تدريب نادي أتلتيكو مدريد، ودربهم حتى عام 1993، وفي عام 1993 انتقل إلى تدريب نادي إشبيلية، ودربهم حتى عام 1995، وفي عام 1995 انتقل إلى تدريب نادي فالنسيا، ودربهم حتى عام 1997، وفي موسم 1997/1998 درب نادي ريال بيتيس، وفي موسم 1999/2000 درب نادي ريال أوفيدو، وفي موسم 2000/2001 درب نادي مايوركا، وفي موسم 2002/2003 درب نادي أتلتيكو مدريد، وفي موسم 2003/2004 درب نادي مايوركا، ومنذ عام 2004 إلى عام 2008 وهو يدرب منتخب إسبانيا لكرة القدم، وقد قادهم إلى الفوز بكأس الأمم الأوروبية لكرة القدم 2008. ثم انتقل في يوليو 2008 إلى تدريب نادي فنربخشه التركي قبل ان يعلن انتهاء مسيرته في 2009.

إنجازاته

إنجازاته كلاعب
 الدوري الإسباني
 (1966/1965)
 (1970/1969)
 (1973/1972)
 كأس ملك إسبانيا
 (1965/1964)
 (1972/1971)

إنجازاته كمدرب
 بطولة أمم أوروبا
 2008
 الدوري الإسباني
 (1977/1976)
 كأس ملك إسبانيا
 (1976/1975)
 (1985/1984)
 (1992/1991)
 كأس السوبر الإسباني
 1985

وفاته
توفي في الأول من فبراير 2014 عن عمر يناهز 75 عاماً في مستشفى في العاصمة الإسبانية مدريد، بعد أن عانى من مرض خلال الفترة السابقة.

روابط خارجية

مراجع

لاعبو كرة قدم رجالية إسبان
لاعبو وسط كرة قدم رجالية
مهاجمو كرة قدم رجالية
أشخاص من مدريد
رياضيون إسبان مغتربون في تركيا
رياضيون من مدريد
لاعبو أتلتيكو مدريد
لاعبو الدوري الإسباني الدرجة الثالثة
لاعبو الدوري الإسباني الدرجة الثانية
لاعبو الدوري الإسباني
لاعبو ريال أوفييدو
لاعبو ريال بيتيس
لاعبو ريال مدريد كاستيا
لاعبو ريكرياتيفو
أراغونيس
لاعبو كرة قدم من مدريد
لاعبو كرة قدم من منطقة مدريد
لاعبو منتخب إسبانيا لكرة القدم
لاعبو نادي إيركوليس
لاعبو نادي خيتافي
مدربو أتلتيكو مدريد
مدربو إسبانيول
مدربو الدوري الإسباني الدرجة الثانية
مدربو الدوري الإسباني
مدربو الدوري التركي الممتاز
مدربو بطولة أمم أوروبا 2008
مدربو ريال أوفييدو
مدربو ريال بيتيس
مدربو ريال مايوركا
مدربو كأس العالم 2006
مدربو كرة قدم إسبان مغتربون
أراغونيس
مدربو كرة قدم مغتربون في تركيا
مدربو منتخب إسبانيا لكرة القدم
مدربو نادي إشبيلية
مدربو نادي برشلونة
مدربو نادي فالنسيا
مدربون فائزون ببطولة أمم أوروبا
أراغونيس
وفيات 1435 هـ
وفيات 2014
وفيات السرطان في إسبانيا
وفيات بسبب سرطان الدم
مدربو نادي فنار باغجة لكرة القدم

لويس أراغونيس


Dominik Schmidt (Berlín, Alemania, 1 de julio de 1987) es un exfutbolista alemán que jugaba como defensa.

Clubes

Referencias

Enlaces externos
 Perfil en Transfermarkt.de (en alemán)
 Career stats at Fussballdaten.de (en alemán)

Futbolistas de Alemania
Futbolistas del Werder Bremen II
Futbolistas del Werder Bremen en los años 2000
Futbolistas del Werder Bremen en los años 2010
Futbolistas del Eintracht Fráncfort en los años 2010
Futbolistas del SC Preußen Münster
Futbolistas del Holstein Kiel
Futbolistas del MSV Duisburgo en los años 2020
Defensas de fútbol
Nacidos en Berlín

Dominik Schmidt


Biserica de lemn din Cărbunești-Sat, oraș Târgu Cărbunești, datează din anul 1902. Are hramul "Nașterea Maicii Domnului". Biserica nu se află pe lista monumentelor istorice.

Istoric și trăsături
Biserica este clădită din bârne de lemn, tencuită; are formă de navă, de mari dimensiuni, cu turn deasupra pronaosului, pridvor pe stâlpi pe latura vestică și absida altarului nedecroșată, poligonală, cu trei laturi. Anul construcției este 1902, biserica fiind construită prin contribuția enoriașilor, cu binecuvântarea episcopului Râmnicului, Atanasie Mironescu. Veșmântul iconografic a fost realizat de pictorul Gheorghe Niculescu. Lucrări importante de renovare au avut loc în anul 2002.

Bibliografie
Studii regionale

Vezi și
 Cărbunești-Sat, Gorj

Note

Galerie de imagini

Cărbunești Sat
Biserici din secolul al XX-lea din România

Biserica de lemn din Cărbunești Sat


Liga Nogometnog saveza područja Bjelovar je bila liga petog stupnja nogometnog prvenstva Jugoslavije u sezoni 1971./72.
Sudjelovalo je 12 klubova, a prvak je bio "Radnik" iz Velikog Grđevca.

Ljestvica

 ljestvica bez rezultata 4 utakmice

Rezultatska križaljka

 Izvori:

Unutrašnje poveznice
 Međupodručna liga Bjelovar – Daruvar – Virovitica 1971./72.

Izvori

 library.foi.hr, "Bjelovarski list"
 library.foi.hr, "Bjelovarski list", br. 23, god. XXVI, izdano 15 lipnja 1972., str. 9, preuzeto 17. kolovoza 2019.

1971-72
Bjelovar
1971-72 Bjelovar

Liga Nogometnog saveza područja Bjelovar 1971./72.