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9803_13 | It is currently known that loss in successional vegetation is leading to the decline of the New Holland mice, but it is also possible loss of plant species diversity is also a factor. Populations that became extinct did so very rapidly, between one and three years, however, colonisation were also very quick, average of .9 to 2 years. This suggests that there are many suitable habitats that can house these mice. In 1990, after many studies of small mammals in Victoria have been conducted, Deakin University received $10,000 from the National Estate Grants Program to review the populations and distributions of the New Holland mouse, and to identify the processes of habitat modification which threatens the species. This research found that there are multiple populations in different areas that have already become extinct, there are still mice in some areas that are considered uninhabitable and those populations are decreasing, and that a lot of heath has been burnt leading to the |
9803_14 | extinction of certain populations. |
9803_15 | Long-term persistence of this species will probably require well-planned fire management regimes within its habitat, throughout its range. Prescribed burning is currently conducted for a variety of reasons, including protection of human life and property, and habitat management. Management for the New Holland mouse should be incorporated into appropriate NRE fire protection plans. The New Holland mouse occurs in association with other native mammals, including the brown antechinus (Antechinus stuartii), white-footed dunnart (Sminthopsis leucopus), southern brown bandicoot (Isoodon obesulus), bush rat (Rattus fuscipes), swamp rat (Rattus lutreolus) and Eastern pygmy possum (Cercartetus nanus). Activities such as prescribed burning may not always benefit these species, nor the many other vertebrates, invertebrates, plants and other organisms present. Nevertheless, regimes could be formulated to adequately cater for some specific requirements, given that there is sufficient area of |
9803_16 | habitat. Small-scale mosaic burns should not endanger other vertebrate species at a local level, and may benefit native plants. |
9803_17 | The 2021 survey and conservation assessment in north-eastern Tasmania, funded by the Commonwealth Government, will inform a national recovery plan for the mouse.
Conservation efforts to combat feral cats
Threat Abatement Plan for Predation by Feral Cats (DEWHA, 2008)
Conservation efforts to combat red fox
Threat Abatement Plan for Predation by European red fox (DEWHA 2008)
Conservation efforts to combat habitat loss
Living with Fire – Victoria's Bushfire Strategy (DSE, 2008)
Threat Abatement Plan for Disease in Natural Ecosystems caused by Phytophthora cinnamomi (DEWHA, 2009)
Other conservation efforts
Draft Flora and Fauna Guarantee Action Statement - New Holland Mouse Pseudomys novaehollandiae (DSE, 2009)
Flora and Fauna Guarantee Action Statement No. 74, New Holland Mouse Pseudomys novaehollandiae (DNRE, 1996) |
9803_18 | Conservation status
The New Holland mouse is classified as vulnerable by the IUCN. It is listed as a threatened (vulnerable) species on the Commonwealth Environment Protection and Biodiversity Conservation Act 1999, and as threatened on the Victorian Flora and Fauna Guarantee Act 1988. An Action Statement has also been prepared for the New Holland mouse under this Act.
It is also listed as endangered in Victoria on the Department of Sustainability and Environment 2003 advisory list of threatened vertebrate fauna.
References
Further reading
Flora and Fauna Guarantee Action Statement No. 74, New Holland Mouse Pseudomys novaehollandiae State of Victoria Department of Sustainability and the Environment
Musser, G. G. and M. D. Carleton. 2005. Superfamily Muroidea. pp. 894–1531 in Mammal Species of the World a Taxonomic and Geographic Reference. D. E. Wilson and D. M. Reeder eds. Johns Hopkins University Press, Baltimore. |
9803_19 | Pseudomys
Mammals of Tasmania
Mammals of New South Wales
Mammals of Queensland
Mammals of Victoria (Australia)
Rodents of Australia
Mammals described in 1843
Taxonomy articles created by Polbot |
9804_0 | Naturally occurring lutetium (71Lu) is composed of one stable isotope 175Lu (97.41% natural abundance) and one long-lived radioisotope, 176Lu with a half-life of 3.78 × 1010 years (2.59% natural abundance). Thirty-four radioisotopes have been characterized, with the most stable, besides 176Lu, being 174Lu with a half-life of 3.31 years, and 173Lu with a half-life of 1.37 years. All of the remaining radioactive isotopes have half-lives that are less than 9 days, and the majority of these have half-lives that are less than half an hour. This element also has 18 meta states, with the most stable being 177mLu (t1/2 160.4 days), 174mLu (t1/2 142 days) and 178mLu (t1/2 23.1 minutes). |
9804_1 | The isotopes of lutetium range in atomic weight from 149.973 (150Lu) to 183.961 (184Lu). The primary decay mode before the most abundant stable isotope, 175Lu, is electron capture (with some alpha and positron emission), and the primary mode after is beta emission. The primary decay products before 175Lu are isotopes of ytterbium and the primary products after are isotopes of hafnium. All isotopes of lutetium are either radioactive or, in the case of 175Lu, observationally stable, meaning that 175Lu is predicted to be radioactive but no actual decay has been observed.
List of isotopes |
9804_2 | |-
| rowspan=2|150Lu
| rowspan=2 style="text-align:right" | 71
| rowspan=2 style="text-align:right" | 79
| rowspan=2|149.97323(54)#
| rowspan=2 data-sort-value='3(ms) 043.5' | 43(5) ms
| p (80%)
| 149Yb
| rowspan=2|(2+)
| rowspan=2|
|-
| β+ (20%)
| 150Yb
|-
| style="text-indent:1em" | 150mLu
| colspan="3" style="text-indent:2em" | 34(15) keV
| data-sort-value='2(μs) 080' | 80(60) μs[30(+95−15) μs]
| [proton emission|p
| 149Yb
| (1, 2)
|
|-
| rowspan=2|151Lu
| rowspan=2 style="text-align:right" | 71
| rowspan=2 style="text-align:right" | 80
| rowspan=2|150.96757682
| rowspan=2 data-sort-value='3(ms) 080.6' | 80.6(5) ms |
9804_3 | | p (63.4%)
| 150Yb
| rowspan=2|(11/2−)
| rowspan=2|
|-
| β+ (36.6%)
| 151Yb
|-
| style="text-indent:1em" | 151mLu
| colspan="3" style="text-indent:2em" | 77(5) keV
| data-sort-value='2(μs) 016' | 16(1) μs
| p
| 150Yb
| (3/2+)
|
|-
| rowspan=2|152Lu
| rowspan=2 style="text-align:right" | 71
| rowspan=2 style="text-align:right" | 81
| rowspan=2|151.96412(21)#
| rowspan=2 data-sort-value='3(ms) 650' | 650(70) ms
| β+ (85%)
| 152Yb
| rowspan=2|(5−, 6−)
| rowspan=2|
|-
| β+, p (15%)
| 151Tm
|-
| rowspan=2|153Lu
| rowspan=2 style="text-align:right" | 71
| rowspan=2 style="text-align:right" | 82
| rowspan=2|152.95877(22)
| rowspan=2 data-sort-value='4(s) 000.9' | 0.9(2) s
| α (70%)
| 149Tm
| rowspan=2|11/2−
| rowspan=2|
|-
| β+ (30%)
| 153Yb
|-
| style="text-indent:1em" | 153m1Lu
| colspan="3" style="text-indent:2em" | 80(5) keV
| data-sort-value='4(s) 001' | 1# s
| IT
| 153Lu
| 1/2+
|
|-
| style="text-indent:1em" | 153m2Lu
| colspan="3" style="text-indent:2em" | 2502.5(4) keV |
9804_4 | | data-sort-value='2(μs) 000.1' | >0.1 μs
| IT
| 153Lu
| 23/2−
|
|-
| style="text-indent:1em" | 153m3Lu
| colspan="3" style="text-indent:2em" | 2632.9(5) keV
| data-sort-value='2(μs) 015' | 15(3) μs
| IT
| 153m2Lu
| 27/2−
|
|-
| 154Lu
| style="text-align:right" | 71
| style="text-align:right" | 83
| 153.95752(22)#
| data-sort-value='4(s) 001' | 1# s
| β+
| 154Yb
| (2−)
|
|-
| style="text-indent:1em" | 154m1Lu
| colspan="3" style="text-indent:2em" | 58(13) keV
| data-sort-value='4(s) 001.12' | 1.12(8) s
|
|
| (9+)
|
|-
| style="text-indent:1em" | 154m2Lu
| colspan="3" style="text-indent:2em" | >2562 keV
| data-sort-value='2(μs) 035' | 35(3) μs
|
|
| (17+)
|
|-
| rowspan=2|155Lu
| rowspan=2 style="text-align:right" | 71
| rowspan=2 style="text-align:right" | 84
| rowspan=2|154.954316(22)
| rowspan=2 data-sort-value='3(ms) 068.6' | 68.6(16) ms
| α (76%)
| 151Tm
| rowspan=2|(11/2−)
| rowspan=2|
|-
| β+ (24%)
| 155Yb
|-
| rowspan=2 style="text-indent:1em" | 155m1Lu |
9804_5 | | rowspan=2 colspan="3" style="text-indent:2em" | 20(6) keV
| rowspan=2 data-sort-value='3(ms) 138' | 138(8) ms
| α (88%)
| 151Tm
| rowspan=2|(1/2+)
| rowspan=2|
|-
| β+ (12%)
| 155Yb
|-
| style="text-indent:1em" | 155m2Lu
| colspan="3" style="text-indent:2em" | 1781.0(20) keV
| data-sort-value='3(ms) 002.7' | 2.70(3) ms
|
|
| (25/2−)
|
|-
| rowspan=2|156Lu
| rowspan=2 style="text-align:right" | 71
| rowspan=2 style="text-align:right" | 85
| rowspan=2|155.95303(8)
| rowspan=2 data-sort-value='3(ms) 494' | 494(12) ms
| α (95%)
| 152Tm
| rowspan=2|(2)−
| rowspan=2|
|-
| β+ (5%)
| 156Yb
|-
| rowspan=2 style="text-indent:1em" | 156mLu
| rowspan=2 colspan="3" style="text-indent:2em" | 220(80)# keV
| rowspan=2 data-sort-value='3(ms) 198' | 198(2) ms
| α (94%)
| 152Tm
| rowspan=2|(9)+
| rowspan=2|
|-
| β+ (6%)
| 156Yb
|-
| rowspan=2|157Lu
| rowspan=2 style="text-align:right" | 71
| rowspan=2 style="text-align:right" | 86
| rowspan=2|156.950098(20) |
9804_6 | | rowspan=2 data-sort-value='4(s) 006.8'| 6.8(18) s
| β+
| 157Yb
| rowspan=2|(1/2+, 3/2+)
| rowspan=2|
|-
| α
| 153Tm
|-
| rowspan=2 style="text-indent:1em" | 157mLu
| rowspan=2 colspan="3" style="text-indent:2em" | 21.0(20) keV
| rowspan=2 data-sort-value='4(s) 004.79' | 4.79(12) s
| β+ (94%)
| 157Yb
| rowspan=2|(11/2−)
| rowspan=2|
|-
| α (6%)
| 153Tm
|-
| rowspan=2|158Lu
| rowspan=2 style="text-align:right" | 71
| rowspan=2 style="text-align:right" | 87
| rowspan=2|157.949313(16)
| rowspan=2 data-sort-value='4(s) 010.6' | 10.6(3) s
| β+ (99.09%)
| 158Yb
| rowspan=2|2−
| rowspan=2|
|-
| α (.91%)
| 154Tm
|-
| rowspan=2|159Lu
| rowspan=2 style="text-align:right" | 71
| rowspan=2 style="text-align:right" | 88
| rowspan=2|158.94663(4)
| rowspan=2 data-sort-value='4(s) 012' | 12.1(10) s
| β+ (99.96%)
| 159Yb
| rowspan=2|1/2+#
| rowspan=2|
|-
| α (.04%)
| 155Tm
|-
| style="text-indent:1em" | 159mLu
| colspan="3" style="text-indent:2em" | 100(80)# keV
| data-sort-value='4(s) 010' | 10# s
| |
9804_7 | |
| 11/2−#
|
|-
| rowspan=2|160Lu
| rowspan=2 style="text-align:right" | 71
| rowspan=2 style="text-align:right" | 89
| rowspan=2|159.94603(6)
| rowspan=2 data-sort-value='4(s) 036' | 36.1(3) s
| β+
| 160Yb
| rowspan=2|2−#
| rowspan=2|
|-
| α (10−4%)
| 156Tm
|-
| style="text-indent:1em" | 160mLu
| colspan="3" style="text-indent:2em" | 0(100)# keV
| data-sort-value='4(s) 040' | 40(1) s
|
|
|
|
|-
| 161Lu
| style="text-align:right" | 71
| style="text-align:right" | 90
| 160.94357(3)
| data-sort-value='4(s) 077' | 77(2) s
| β+
| 161Yb
| 1/2+
|
|-
| style="text-indent:1em" | 161mLu
| colspan="3" style="text-indent:2em" | 166(18) keV
| data-sort-value='3(ms) 007.3' | 7.3(4) ms
| IT
| 161Lu
| (9/2−)
|
|-
| 162Lu
| style="text-align:right" | 71
| style="text-align:right" | 91
| 161.94328(8)
| data-sort-value='5(min) 01.37' | 1.37(2) min
| β+
| 162Yb
| (1−)
|
|-
| rowspan=2 style="text-indent:1em" | 162m1Lu
| rowspan=2 colspan="3" style="text-indent:2em" | 120(200)# keV |
9804_8 | | rowspan=2 data-sort-value='5(min) 01.5' | 1.5 min
| β+
| 162Yb
| rowspan=2|4−#
| rowspan=2|
|-
| IT (rare)
| 162Lu
|-
| style="text-indent:1em" | 162m2Lu
| colspan="3" style="text-indent:2em" | 300(200)# keV
| data-sort-value='5(min) 01.9' | 1.9 min
|
|
|
|
|-
| 163Lu
| style="text-align:right" | 71
| style="text-align:right" | 92
| 162.94118(3)
| data-sort-value='5(min) 03.97' | 3.97(13) min
| β+
| 163Yb
| 1/2(+)
|
|-
| 164Lu
| style="text-align:right" | 71
| style="text-align:right" | 93
| 163.94134(3)
| data-sort-value='5(min) 03.14' | 3.14(3) min
| β+
| 164Yb
| 1(−)
|
|-
| 165Lu
| style="text-align:right" | 71
| style="text-align:right" | 94
| 164.939407(28)
| data-sort-value='5(min) 10.74' | 10.74(10) min
| β+
| 165Yb
| 1/2+
|
|-
| 166Lu
| style="text-align:right" | 71
| style="text-align:right" | 95
| 165.93986(3)
| data-sort-value='5(min) 02.65' | 2.65(10) min
| β+
| 166Yb
| (6−)
|
|-
| rowspan=2 style="text-indent:1em" | 166m1Lu |
9804_9 | | rowspan=2 colspan="3" style="text-indent:2em" | 34.37(5) keV
| rowspan=2 data-sort-value='5(min) 01.41' | 1.41(10) min
| EC (58%)
| 166Yb
| rowspan=2|3(−)
| rowspan=2|
|-
| IT (42%)
| 166Lu
|-
| style="text-indent:1em" | 166m2Lu
| colspan="3" style="text-indent:2em" | 42.9(5) keV
| data-sort-value='5(min) 02.12' | 2.12(10) min
|
|
| 0(−)
|
|-
| 167Lu
| style="text-align:right" | 71
| style="text-align:right" | 96
| 166.93827(3)
| data-sort-value='5(min) 51.5' | 51.5(10) min
| β+
| 167Yb
| 7/2+
|
|-
| style="text-indent:1em" | 167mLu
| colspan="3" style="text-indent:2em" | 0(30)# keV
| data-sort-value='5(min) 01' | >1 min
|
|
| 1/2(−#)
|
|-
| 168Lu
| style="text-align:right" | 71
| style="text-align:right" | 97
| 167.93874(5)
| data-sort-value='5(min) 05.5' | 5.5(1) min
| β+
| 168Yb
| (6−)
|
|-
| rowspan=2 style="text-indent:1em" | 168mLu
| rowspan=2 colspan="3" style="text-indent:2em" | 180(110) keV
| rowspan=2 data-sort-value='5(min) 06.7' | 6.7(4) min
| β+ (95%)
| 168Yb |
9804_10 | | rowspan=2|3+
| rowspan=2|
|-
| IT (5%)
| 168Lu
|-
| 169Lu
| style="text-align:right" | 71
| style="text-align:right" | 98
| 168.937651(6)
| data-sort-value='6(h) 34.06' | 34.06(5) h
| β+
| 169Yb
| 7/2+
|
|-
| style="text-indent:1em" | 169mLu
| colspan="3" style="text-indent:2em" | 29.0(5) keV
| data-sort-value='4(s) 160' | 160(10) s
| IT
| 169Lu
| 1/2−
|
|-
| 170Lu
| style="text-align:right" | 71
| style="text-align:right" | 99
| 169.938475(18)
| data-sort-value='7(d) 002.012' | 2.012(20) d
| β+
| 170Yb
| 0+
|
|-
| style="text-indent:1em" | 170mLu
| colspan="3" style="text-indent:2em" | 92.91(9) keV
| data-sort-value='3(ms) 670' | 670(100) ms
| IT
| 170Lu
| (4)−
|
|-
| 171Lu
| style="text-align:right" | 71
| style="text-align:right" | 100
| 170.9379131(30)
| data-sort-value='7(d) 008.24' | 8.24(3) d
| β+
| 171Yb
| 7/2+
|
|-
| style="text-indent:1em" | 171mLu
| colspan="3" style="text-indent:2em" | 71.13(8) keV
| data-sort-value='4(s) 079' | 79(2) s
| IT
| 171Lu
| 1/2−
|
|-
| 172Lu |
9804_11 | | style="text-align:right" | 71
| style="text-align:right" | 101
| 171.939086(3)
| data-sort-value='7(d) 006.7' | 6.70(3) d
| β+
| 172Yb
| 4−
|
|-
| style="text-indent:1em" | 172m1Lu
| colspan="3" style="text-indent:2em" | 41.86(4) keV
| data-sort-value='5(min) 03.7' | 3.7(5) min
| IT
| 172Lu
| 1−
|
|-
| style="text-indent:1em" | 172m2Lu
| colspan="3" style="text-indent:2em" | 65.79(4) keV
| data-sort-value='2(μs) 000.332' | 0.332(20) μs
|
|
| (1)+
|
|-
| style="text-indent:1em" | 172m3Lu
| colspan="3" style="text-indent:2em" | 109.41(10) keV
| data-sort-value='2(μs) 440' | 440(12) μs
|
|
| (1)+
|
|-
| style="text-indent:1em" | 172m4Lu
| colspan="3" style="text-indent:2em" | 213.57(17) keV
| data-sort-value='1(ns) 150' | 150 ns
|
|
| (6−)
|
|-
| 173Lu
| style="text-align:right" | 71
| style="text-align:right" | 102
| 172.9389306(26)
| data-sort-value='8(a) 1.37' | 1.37(1) y
| EC
| 173Yb
| 7/2+
|
|-
| style="text-indent:1em" | 173mLu |
9804_12 | | colspan="3" style="text-indent:2em" | 123.672(13) keV
| data-sort-value='2(μs) 074.2' | 74.2(10) μs
|
|
| 5/2−
|
|-
| 174Lu
| style="text-align:right" | 71
| style="text-align:right" | 103
| 173.9403375(26)
| data-sort-value='8(a) 3.31' | 3.31(5) y
| β+
| 174Yb
| (1)−
|
|-
| rowspan=2 style="text-indent:1em" | 174m1Lu
| rowspan=2 colspan="3" style="text-indent:2em" | 170.83(5) keV
| rowspan=2 data-sort-value='7(d) 142' | 142(2) d
| IT (99.38%)
| 174Lu
| rowspan=2|6−
| rowspan=2|
|-
| EC (.62%)
| 174Yb
|-
| style="text-indent:1em" | 174m2Lu
| colspan="3" style="text-indent:2em" | 240.818(4) keV
| data-sort-value='1(ns) 395' | 395(15) ns
|
|
| (3+)
|
|-
| style="text-indent:1em" | 174m3Lu
| colspan="3" style="text-indent:2em" | 365.183(6) keV
| data-sort-value='1(ns) 145' | 145(3) ns
|
|
| (4−)
|
|-
| 175Lu
| style="text-align:right" | 71
| style="text-align:right" | 104
| 174.9407718(23)
| colspan=3 align=center data-sort-value='9' |Observationally stable
| 7/2+
| 0.9741(2)
|- |
9804_13 | | style="text-indent:1em" | 175m1Lu
| colspan="3" style="text-indent:2em" | 1392.2(6) keV
| data-sort-value='2(μs) 984' | 984(30) μs
|
|
| (19/2+)
|
|-
| style="text-indent:1em" | 175m2Lu
| colspan="3" style="text-indent:2em" | 353.48(13) keV
| data-sort-value='2(μs) 001.49' | 1.49(7) μs
|
|
| 5/2−
|
|-
| 176Lu
| style="text-align:right" | 71
| style="text-align:right" | 105
| 175.9426863(23)
| 38.5(7)×109 y
| β−
| 176Hf
| 7−
| 0.0259(2)
|-
| rowspan=2 style="text-indent:1em" | 176mLu
| rowspan=2 colspan="3" style="text-indent:2em" | 122.855(6) keV
| rowspan=2 data-sort-value='6(h) 03.66' | 3.664(19) h
| β− (99.9%)
| 176Hf
| rowspan=2|1−
| rowspan=2|
|-
| EC (.095%)
| 176Yb
|-
| 177Lu
| style="text-align:right" | 71
| style="text-align:right" | 106
| 176.9437581(23)
| 6.6475(20) d
| β−
| 177Hf
| 7/2+
|
|-
| style="text-indent:1em" | 177m1Lu
| colspan="3" style="text-indent:2em" | 150.3967(10) keV
| 130(3) ns
|
|
| 9/2−
|
|-
| style="text-indent:1em" | 177m2Lu |
9804_14 | | colspan="3" style="text-indent:2em" | 569.7068(16) keV
| 155(7) μs
|
|
| 1/2+
|
|-
| rowspan=2 style="text-indent:1em" | 177m3Lu
| rowspan=2 colspan="3" style="text-indent:2em" | 970.1750(24) keV
| rowspan=2 data-sort-value='7(d) 160.44' | 160.44(6) d
| β− (78.3%)
| 177Hf
| rowspan=2|23/2−
| rowspan=2|
|-
| IT (21.7%)
| 177Lu
|-
| style="text-indent:1em" | 177m4Lu
| colspan="3" style="text-indent:2em" | 3900(10) keV
| 7(2) min[6(+3−2) min]
|
|
| 39/2−
|
|-
| 178Lu
| style="text-align:right" | 71
| style="text-align:right" | 107
| 177.945955(3)
| 28.4(2) min
| β−
| 178Hf
| 1(+)
|
|-
| style="text-indent:1em" | 178mLu
| colspan="3" style="text-indent:2em" | 123.8(26) keV
| 23.1(3) min
| β−
| 178Hf
| 9(−)
|
|-
| 179Lu
| style="text-align:right" | 71
| style="text-align:right" | 108
| 178.947327(6)
| 4.59(6) h
| β−
| 179Hf
| 7/2(+)
|
|-
| style="text-indent:1em" | 179mLu
| colspan="3" style="text-indent:2em" | 592.4(4) keV
| 3.1(9) ms
| IT
| 179Lu
| 1/2(+)
|
|-
| 180Lu |
9804_15 | | style="text-align:right" | 71
| style="text-align:right" | 109
| 179.94988(8)
| 5.7(1) min
| β−
| 180Hf
| 5+
|
|-
| style="text-indent:1em" | 180m1Lu
| colspan="3" style="text-indent:2em" | 13.9(3) keV
| ~1 s
| IT
| 180Lu
| 3−
|
|-
| style="text-indent:1em" | 180m2Lu
| colspan="3" style="text-indent:2em" | 624.0(5) keV
| >=1 ms
|
|
| (9−)
|
|-
| 181Lu
| style="text-align:right" | 71
| style="text-align:right" | 110
| 180.95197(32)#
| 3.5(3) min
| β−
| 181Hf
| (7/2+)
|
|-
| 182Lu
| style="text-align:right" | 71
| style="text-align:right" | 111
| 181.95504(21)#
| 2.0(2) min
| β−
| 182Hf
| (0,1,2)
|
|-
| 183Lu
| style="text-align:right" | 71
| style="text-align:right" | 112
| 182.95757(32)#
| 58(4) s
| β−
| 183Hf
| (7/2+)
|
|-
| 184Lu
| style="text-align:right" | 71
| style="text-align:right" | 113
| 183.96091(43)#
| 20(3) s
| β−
| 184Hf
| (3+)
| |
9804_16 | Lutetium-177
Lutetium (177Lu) chloride, sold under the brand name Lumark among others, is used for radiolabeling other medicines, either as an anti-cancer therapy or for scintigraphy (medical radio-imaging). Its most common side effects are anaemia (low red blood cell counts), thrombocytopenia (low blood platelet counts), leucopenia (low white blood cell counts), lymphopenia (low levels of lymphocytes, a particular type of white blood cell), nausea (feeling sick), vomiting and mild and temporary hair loss.
References
Isotope masses from:
Isotopic compositions and standard atomic masses from:
Half-life, spin, and isomer data selected from the following sources.
Lutetium
Lutetium |
9805_0 | This article lists important figures and events in Malaysian public affairs during the year 2001, as well as births and deaths of notable Malaysians.
Incumbent political figures
Federal level
Yang di-Pertuan Agong:
Sultan Salahuddin Abdul Aziz Shah (until 21 November)
Tuanku Syed Sirajuddin (from 27 November)
Raja Permaisuri Agong:
Tuanku Siti Aishah (until 21 November)
Tuanku Fauziah (from 27 November)
Prime Minister: Dato' Sri Dr Mahathir Mohamad
Deputy Prime Minister: Dato' Sri Abdullah Ahmad Badawi
Chief Justice: Mohamed Dzaiddin Abdullah |
9805_1 | State level
Sultan of Johor: Sultan Iskandar
Sultan of Kedah: Sultan Abdul Halim Muadzam Shah
Sultan of Kelantan: Sultan Ismail Petra
Raja of Perlis: Tuanku Syed Faizuddin (Regent from 27 November)
Sultan of Perak: Sultan Azlan Shah
Sultan of Pahang: Sultan Ahmad Shah
Sultan of Selangor:
Tengku Idris Shah (Regent until 21 November)
Sultan Sharafuddin Idris Shah (from 21 November)
Sultan of Terengganu: Sultan Mizan Zainal Abidin (Deputy Yang di-Pertuan Agong)
Yang di-Pertuan Besar of Negeri Sembilan: Tuanku Jaafar
Yang di-Pertua Negeri (Governor) of Penang:
Tun Dr Hamdan Sheikh Tahir (until May)
Tun Abdul Rahman Abbas (from May)
Yang di-Pertua Negeri (Governor) of Malacca: Tun Syed Ahmad Al-Haj bin Syed Mahmud Shahabuddin
Yang di-Pertua Negeri (Governor) of Sarawak: Tun Abang Muhammad Salahuddin
Yang di-Pertua Negeri (Governor) of Sabah: Tun Sakaran Dandai |
9805_2 | Events
15 January – Nine people are killed and five are seriously injured when an express bus and a trailer lorry collide head-on at the 24th kilometre of the Sarikei-Sibu road (Pan Borneo Highway) during heavy rain.
1 February – Putrajaya is transferred to the federal government and comes the third Federal Territory after Kuala Lumpur and Labuan.
April – Malaysia Airlines becomes the first airline in the world to pilot a twin-engine commercial jet through the newly opened polar routes, passing through the inhospitable regions of Russia and North Alaska.
12 April – Twelve women and a boy are killed when a bus skids and crashes into a ditch off the Pengkalan Hulu-Baling road near Baling, Kedah.
17 April – Tuanku Syed Sirajuddin is installed as Raja of Perlis.
14 May – Cuban President, Fidel Castro makes an official visit to Malaysia. Malaysia establishes diplomatic relations with Cuba. |
9805_3 | 13 June – KL Sentral, the biggest transportation station in Kuala Lumpur as well in Malaysia is opened, replacing the old Kuala Lumpur Railway Station.
29 June – Dewan Tunku Canselor at the University of Malaya, Kuala Lumpur is destroyed by fire.
12 August – A 'fireball' UFO is spotted at the Second Link that joins Malaysia and Singapore.
5 September – MyKad, the Malaysian Government Multipurpose Card is launched.
8–17 September – 2001 Southeast Asian Games:
The 2001 Southeast Asian Games opening ceremony is held in the National Stadium at the National Sports Complex. The games are opened by the Yang di-Pertuan Agong, Sultan Salahuddin Abdul Aziz Shah.
This 21st edition games are the fifth time Malaysia hosted the games, and the first time since 1989.
Around 4,165 athletes from ten Southeast Asian nations participate in the games, which feature 391 events in 32 sports. |
9805_4 | The closing ceremony is held on 17 September in the National Stadium at National Sports Complex. The games are closed by Prime Minister, Tun Dr. Mahathir Mohamad.
Malaysia won 111 gold medals, 75 silver medals and 85 bronze medals, emerging overall champion in first place.
11 September – The September 11 attacks in New York City, USA. More than 2,602 people were killed, including three Malaysians.
19-21 October – 2001 Malaysian motorcycle Grand Prix
26–29 October – 2001 ASEAN Para Games:
This first edition of these games for athletes with physical disabilities is held in Kuala Lumpur. Ten Southeast Asian nations participated at the games. Malaysia won 143 gold medals, 136 silver medals and 92 bronze medals in this edition and emerges overall champion in first place. |
9805_5 | 2 November – Maznah Ismail (aka Mona Fandey), Mohd Affendi Abdul Rahman and Juraimi Hussin, three infamous criminals who killed Dato' Mazlan Idris, a Batu Talam DUN assemblyman of Pahang state, are executed in Kajang Prison, Kajang, Selangor.
21 November – The 11th Yang di-Pertuan Agong, Sultan Salahuddin Abdul Aziz Shah of Selangor dies at the age of 75. His body is brought back to Selangor and laid to rest at the royal mausoleum near Sultan Sulaiman Mosque, Klang. The Raja Muda of Selangor Tengku Idris Shah becomes the 9th Sultan of Selangor with the title Sultan Sharafuddin Idris Shah.
13 December – Tuanku Syed Sirajuddin of Perlis becomes the 12th Yang di-Pertuan Agong.
26 December – Tropical Storm Vamei hits Johor. |
9805_6 | Births
6 March — Aidil Nazmi Norazman — Footballer
29 March - Noor Nadira Kamal - Chef
20 April — Muhammad Ikhmal Jamil — E-sports player
7 May - Nishan Velupillay - Footballer
11 June - Muhammad Haikal Adnan Shaharudin - Footballer
28 June - Kobe Chong - Footballer
16 August - Mohammad Afiq Haikal Haruddin - Footballer
7 November – Mukhairi Ajmal – Footballer
1 December — Muhammad Ariff Azhan Kamaludin — E-sports player
Deaths
2 November
Mona Fandey – Murderer executed in Kajang Prison, Kajang, Selangor
21 November – Sultan Salahuddin Abdul Aziz Shah of Selangor — 11th Yang di-Pertuan Agong
29 November – Usman Awang – National Laureate
See also
2001
2000 in Malaysia | 2002 in Malaysia
History of Malaysia
List of Malaysian films of 2001
References
Malaysia
Years of the 21st century in Malaysia
2000s in Malaysia
Malaysia |
9806_0 | Nawab Muhammad Hayat Khan Khattar (1833–1901) was an Indian Muslim who served the Government of British India and rose to considerable distinction.
Early life
Muhammad Hayat Khan was born a son of Sardar Karam Khan, a Khattar chieftain, in the village of Wah, Punjab during the Sikh Empire
At the end of the First Anglo-Sikh War, his father Karam Khan, cultivated a favourable relationship with officers of the East India Company, appointed to administer the Punjab under Sir Henry Lawrence.
In June–July 1848, he accompanied John Nicholson to the Margalla pass in a mission to capture a strategic tower near Taxila following an uprising of Sikh soldiers. During the course of the fight, he gained recognition for daringly rescuing Nicholson when he became trapped in a hazardous situation. Thereafter, Nicholson and Karam Khan became close friends. |
9806_1 | In late 1848, Karam Khan was killed whilst asleep, by his half-brother Fatteh Khan. His wife and children fled their ancestral village and sought refuge in the nearby Hazara region where they met James Abbott, the then Deputy Commissioner of Hazara. Abbott in turn sent them to Nicholson, whom affected the restitution of the family to their estate and secured the education of Karam Khan's orphaned children.
Career
After attaining some basic education, especially a fluency in the Persian language, young Muhammad Hayat was appointed by Nicholson as his orderly and Persian interpreter, since he felt a responsibility towards the son of his late friend. Thereafter, Hayat Khan served as a close companion and aide to Nicholson throughout his campaigns and expeditions in Punjab and the 'Punjab Frontier' (areas that would later become part of the North West Frontier Province) and until his death in Delhi, during the Indian War of Independence (or Indian Mutiny) in September 1857. |
9806_2 | In 1857, after Nicholson was mortally wounded in the assault on the Kashmir Gate, Delhi, Hyat Khan tended to him though his last 8–9 days of life, and according to tradition, Nicholson on his death-bed recommended the young man's services to Sir John Lawrence, then Chief Commissioner of the Punjab, asking him to reward and assist him in his future career. This proved to be the beginning of Khan's distinguished career spread out over many decades. |
9806_3 | Soon after the Mutiny/Rebellion, he was appointed a Thanedar (police officer) at Talagang in Punjab, and was soon transferred to the civil side of administration, as a Tehsildar (junior revenue officer). In 1862, he was then promoted an Extra Assistant Commissioner and sent out to Bannu, and served in that station and nearby Kohat under Sir Louis Cavagnari, then Assistant Commissioner there. In 1864, he was sent on a mission to Afghanistan and in that same year, wrote his famous Hyat i Afghan (Afghanistan and its Inhabitants) in Urdu and also translated it himself into Persian, which was published in 1864 (later translated into English by H. Priestley, ICS, published 1875): probably still one of the best works on the subject. |
9806_4 | In 1872, Khan was promoted an Assistant Commissioner and due to his sterling work, given the award of the Companion of the Order of the Star of India (CSI) on 31 May in the Birthday Honours; and later, appointed Assistant Political Agent in the Kurram tribal agency. During the Second Anglo-Afghan War, when General Sir Frederick Roberts (later Field Marshal, Lord Roberts of Kandahar) was sent in command of the Kurram Valley Field Force, Khan was made one of his main native aides.
After the conclusion of the war, Khan returned to civil administrative service in the Punjab, and in due course was moved to the judicial service. Between 1880 and 1888, he remained a District and Sessions Judge in various places. In 1888–89, he became a member of the Punjab Board of Revenue and remained in this position for quite some time, finally being chosen to represent the Muslim zamindars (landowners) as a member of the Punjab Legislative Council in 1897. |
9806_5 | In 1899, he was granted the personal title of Nawab in recognition of his long and particularly distinguished services and, in the words of an Englishman, '...a previously well-established Wah family [now] achieved new heights in the annals of British India'.
Nawab Muhammad Hayat Khan died in his ancestral village, Wah, in 1901. |
9806_6 | Contributions to Muslim education
Muhammad Hyat Khan was a very close friend and confidant of the senior Muslim thinker, scholar, writer and educational reformer Sir Syed Ahmad Khan and remained very active under his guidance in the establishment of the Muhammadan Anglo-Oriental College at Aligarh (later Aligarh Muslim University) and indeed presided over the 1888, 1889 and 1890 annual sessions of the 'Muhammadan Educational Conference' initiated by Sir Syed. He also played an active role in promoting Muslim socio-cultural uplift in his home province of Punjab, and was one of the first twenty or so Punjabi princes and nobles to donate funds for the establishment of the new University College, Punjab (later to develop in the University of the Punjab) in 1870 |
9806_7 | Successors
Nawab Muhammad Hyat had many offspring, and two of them, from his senior wife Zainab Khatun, daughter of S. Ghulam Jilani (a Minister in Kapurthala State), were to achieve particular distinction and fame in years to come: Nawab Sir Liaqat Hyat Khan (born 1887), Sir Sikandar Hyat Khan (born 1892).
References
Notes
Citations
1833 births
1901 deaths
Punjabi people
Indian Muslims
People of British India
Companions of the Order of the Star of India
History of Punjab
Muhammad
People from Attock District
All articles with a promotional tone
Articles with unsourced statements from January 2020 |
9807_0 | Braathens ASA, until 1997 Braathens South American & Far East Airtransport A/S and trading as Braathens SAFE, was a Norwegian airline which operated from 1946 until it merged with Scandinavian Airlines (SAS) in 2004 to become SAS Braathens. For most of its history, Braathens was the largest domestic airline in Norway, but did not operate an international network for many years. Its main hubs were Oslo Airport, Fornebu and later Oslo Airport, Gardermoen, and briefly Stockholm-Arlanda Airport. The airline operated 118 aircraft of 15 models, the majority of which having been variations of the Boeing 737. Braathens served 53 airports and 50 cities with scheduled services through its history. |
9807_1 | The airline was founded in 1946 by Ludvig G. Braathen and originally used a fleet of Douglas DC-4 aircraft on routes to the Far East and South Africa. From 1954 the airline was forced to operate all its scheduled flights domestically, where it used de Havilland Herons. Braathens SAFE retained an international charter service using the DC-3 and DC-6. As new domestic airports were built, Braathens SAFE and SAS were awarded each their share of monopoly route concessions. The Fokker F-27 was introduced in 1958, but was phased out with the delivery of the Fokker F-28 and Boeing 737-200 jets from 1969. The last F-27 was phased out in 1975. After a two-year use of Boeing 767 aircraft, Braathens operated an all-Boeing 737 fleet from 1986. |
9807_2 | Increased domestic competition on routes started from 1987, along with Braathens SAFE again starting international routes. By 1994 the fleet had been replaced with Boeing 737-400 and -500 and domestic deregulation of the airline market was introduced. Braathens followed up by listing itself on the Oslo Stock Exchange, joining an alliance with Dutch airline KLM and expanding its operations to Sweden through purchasing Transwede and Malmö Aviation. The 1998 opening of Gardermoen resulted in an intense price war with SAS and Color Air, from which Braathens never recovered financially. Braathens was controlled by Braganza until 2001, when it was sold to the SAS Group. Braathens merged with SAS Norway on 1 May 2004.
History |
9807_3 | Far East
Braathens South American & Far East Airtransport A/S was founded on 26 March 1946 by Ludvig G. Braathen through his shipping company Ludvig G. Braathens Rederi and its holding company Braganza. Braathens had made good money during World War II with the participation in the Norwegian Shipping and Trade Mission. His initial intentions were to fly crew and supplies to his and others ships throughout the world—primarily in the Far East. Braathen traveled to the United States, where he bought several used 44-passenger Douglas C-54 (DC-4) aircraft from the United States Air Force. Twenty pilots were recruited and sent to Fort Worth for certification. The first plane, LN-HAV Norse Explorer, landed at Oslo Airport, Gardermoen on 26 December 1946. |
9807_4 | The first service run from Oslo to Cairo via Copenhagen and Paris on 30 January 1947. Various charter services were provided, such as evacuating French and British personnel prior to the creation of Israel. The first Braathens SAFE flight was to the Far East started on 24 February from Oslo, with landings at Amsterdam, Marseille, Cairo, Basra, Karachi, Calcutta and Bangkok before Hong Kong, where Norske Skyfarer landed on 8 March. Total flight time was 46 hours. The only other services to the Far East from Europe were operated by KLM and British Overseas Airways Corporation. The regular services could be done with a round trip time of nine to ten days, including overnighting in Cairo, Karachi and Bangkok, and with technical revision of the plane in Hong Kong. In 1947, Braathens SAFE flew twenty-five trips to Hong Kong, five to New York City and one to Johannesburg. Douglas DC-3 aircraft were introduced the same year for shorter charters. The following year, Braathens SAFE started the |
9807_5 | first trial flights to South America. By 1948 the airline had weekly trips to the Far East. |
9807_6 | The partially state-owned Norwegian Air Lines (DNL) was granted a monopoly on all domestic and international flights during the late 1940s. They started the Scandinavian Airlines System (SAS) cooperation and stated that they would start a route to the Far East. Braathens SAFE's charters were by 1948 so regular that a concession would be needed. SAS demanded preferential treatment, but Braathens SAFE threatened to flag out and the government gave them a concession that lasted until 1954, on condition they establish a technical base at Stavanger Airport, Sola. The airline chose at the same time to move its main base from Gardermoen to Oslo Airport, Fornebu. |
9807_7 | The SAS cooperation resulted in a full merger from 1951, after a merger proposal from Braathens SAFE had been rejected. Braathens SAFE made proposals to expand its routes to New York and Tokyo, but both were rejected by the government. The SAS merger bound the government to issue the Far East concession to SAS, and Braathens lost their international service rights then. Braathens SAFE started cooperating with Icelandic Loftleidir, who held the rights to fly to North America via Iceland. This involved Braathens leasing personnel and aircraft to Loftleidir and profit sharing on the route, in an agreement which lasted until 1961.
Domestic operations with Herons and Fellowships |
9807_8 | Charter flights to Europe using Douglas DC-6 aircraft started in 1950. The airline applied for and was granted permission to fly from Oslo via Tønsberg Airport, Jarlsberg to Stavanger. Braathens acquired de Havilland Heron aircraft to operate the route. Permission to fly from Oslo to Trondheim Airport, Lade was granted in 1953, a route also served by SAS. Termination of Far East routes led to a 90% drop in revenue and the airline made several unsuccessful applications for new routes. They were successful in obtaining permission include stopovers on Oslo–Stavanger services at Kristiansand Airport, Kjevik and Farsund Airport, Lista. From 1956 stopovers took place at Hamar Airport, Stafsberg and Notodden Airport, Tuven, but these only lasted until 1959. By then it had added Røros Airport to its destinations. Following the bankruptcy of West Norway Airlines in 1957 and the opening of Ålesund Airport, Vigra the following year, concessions were reshuffled, and Braathens was granted a |
9807_9 | monopoly on services to Ålesund and between Trondheim and Bergen, while it and SAS would compete on services between Oslo and Stavanger, Kristiansand and Trondheim. |
9807_10 | Braathens SAFE was the second airline to take delivery of the Fokker F-27 Friendship. The Friendships, which replaced the DC-3 and Herons were turboprops with pressurized cabins. The first aircraft was delivered in 1958 and the model was put into service on the main routes. Service to Hamar, Farsund and Tønsberg stopped because their runways were too short. Braathens started charter flights to Longyearbyen in 1959, landing on an improvised snow runway. Scheduled service between Oslo via Sandefjord Airport, Torp to Aalborg Airport in Denmark was introduced in 1960. In 1967 Braathens SAFE was granted permission to continue their service between Bergen, Ålesund and Trondheim northwards to Bodø Airport and Tromsø Airport. |
9807_11 | Saga Tours started selling Mediterranean charter trips in 1959 and Braathens SAFE operated the flights. At first the DC-4 was used, but from 1961 the airline used the 96-seat Douglas DC-6, reaching seven aircraft in 1967. Braathens bought strategic stakes in both Saga Tours and Sweden's Atlas Resor to secure their share of the charter market. Multilateral agreements allowed any Scandinavian airline to fly charter services from any of the three Scandinavian countries to Spain; while this allowed Braathens SAFE to enter the Swedish and Danish charter market, it increased competition on their home turf.
Entering the Jet Age |
9807_12 | Braathens SAFE ordered three Boeing 737-200 jets in 1965, which were intended to rationalize charter operations. The shorter -100 model was rejected in favor of becoming the launch customer of the Fokker F-28 Fellowship, which was planned as the new domestic workhorse. The move would see all the F-27 replaced with F-28. Both jet aircraft were delivered in 1969. This period also saw the gradual retirement of the DC-4 and DC-6. |
9807_13 | Kristiansund Airport, Kvernberget opened in 1970 and Molde Airport, Årø in 1972, with Braathens SAFE granted permission to operate the routes. The airline also received permission to operate from Bergen via either Ålesund, Molde or Kristiansund to Bodø and Tromsø. Between 1975 and 1977, the last three F-27 were sold to sister airline Busy Bee, which took over some of the smallest services. "Green Routes" were introduced from 1976, which offered discounts on certain flights with strict conditions. Founder Ludvig G. Braathen died on 27 December 1976, while still acting as chief executive officer (CEO). He was replaced by his son Bjørn G. Braathen. During the 1970s, Braathens SAFE took delivery of eleven 737s, including one with a cargo door, and three with extended range which allowed for non-stop flights to the Canary Islands. Discounted "summer tickets" were introduced from the early 1980s which increased load factor. |
9807_14 | Braathens SAFE bought 15 percent of DNL in 1982 and applied for concessions for helicopter services from Stavanger to offshore oil platforms. This resulted in the incumbent, Helikopter Service, applying for all of Braathens SAFE's western Norway routes. Neither application was successful. Busy Bee was contracted in 1984 to connect Farsund, Haugesund Airport, Karmøy, Bergen and Stavanger, as well as operate from Sandefjord Airport, Torp. |
9807_15 | In an attempt to remain competitive in the charter market from Oslo, Gothenburg and Stockholm, the airline ordered two Boeing 767-200 in 1980. They were configured with 242 seats, fewer than for most charter airlines, which typically had 273. The aircraft were delivered in 1984.
Launched as "First Business Class" to charter travelers, the business model was unsuccessful as new customer groups had little willingness to pay. The company was faced with not being able to charter out the plane because of the lower number of seats, but could not put in the extra seats because the aircraft were also used for scheduled flights. As a result, the two aircraft were sold in 1986, and the airline's Swedish charter operations closed in 1988. |
9807_16 | The four remaining F-28s were also sold in 1986, giving Braathens SAFE a unified 737-200 fleet, reducing operating costs. Six more 737-200 were delivered in 1986. On 1 June 1989, Erik G. Braathen, son of Bjørn G., took over as CEO at the age of 34. With the launch of the Boeing 737 Classic range, Braathens took delivery of the 156-seat 737-400 and the 124-seat 737-500, both featuring glass cockpits. The larger model was mostly used for charter services, while the smaller was mostly used in the domestic market. The first -400 was delivered in 1989 and the first -500 the following year. By 1994 all -200 had been retired.
Deregulation |
9807_17 | The first stages towards deregulation started in 1987 with Braathens SAFE being permitted to compete with SAS on the Oslo–Bergen and Western Norway–Trondheim–Bodø–Tromsø route, plus once daily Oslo–Trondheim–Bodø, as well as Tromsø–Longyearbyen, in an attempt to increase domestic competition. From 1988, Braathens SAFE was granted a series of international route concessions. The first, to Billund, Denmark, started in 1989, and the second, to Newcastle, started the following year. A route to Malmö, Sweden, started in 1991 and on a week's notice in 1992, Braathens SAFE started flying to London Gatwick Airport, after the bankruptcies of Norway Airlines and Dan-Air. Busy Bee went bankrupt in 1993 and their regional services were instead subcontracted to Norwegian Air Shuttle. |
9807_18 | Braathens Helikopter was established by Braganza in 1989 after negotiating agreements with Norsk Hydro, Phillips Petroleum and Statoil to provide helicopter transport for their crews to their offshore oil installations Ekofisk, Oseberg, Gullfaks, Veslefrikk. This was the first time the incumbent Helikopter Service had received competition on their offshore helicopter services. Four 19-seet Aérospatiale Super Puma helicopters were ordered. Services started on 1 September 1990. In 1992 the helicopter airline signed an agreement to fly for British Petroleum to Ula and Gyda. Braathens Helikopter and Helikopter Service announced on 1 October 1993 that the two companies would merge from 1 January 1994. |
9807_19 | The deregulation process, which would eliminate the need for concessions for routes, was driven by Norway's application for membership of the European Union. Since the airline's conception, Braathens SAFE had been a staunch opponent to the concession system and an avid proponent of free competition in the airline industry. With a deregulation around the corner, the airline changed stance and warned against the consequences of a free market. In contrast, SAS embraced the new system. Braathens SAFE's main concern was that their high debt incurred after the purchase of the new aircraft would make them illiquid in a price war.
The airline started negotiating airline alliance with larger haulers, but turned both those and a merger proposal with SAS down. The Norwegian airline market was deregulated on 1 April 1994, as the third country in Europe. |
9807_20 | Both Braathens SAFE and SAS had been cross-subsidizing their routes as part of the concession agreements, and Braathens SAFE was losing money on the Haugesund–Bergen route and flights to Røros. A three-year wage agreement was reached with the trade unions to keep costs down, and the company raised additional capital in an initial public offering and subsequent listing on the Oslo Stock Exchange on 10 January 1994. After the listing, Braganza retained 69% of the company. On 1 April, service frequencies increased on the Oslo–Bergen route and the airline introduced direct flights from Oslo to Tromsø and Harstad/Narvik Airport, Evenes, later supplemented with direct services to Bodø. The following two years, Braathens SAFE also introduced scheduled international flights to Rome, as well as summer routes to Jersey and Nice. However, Braathens SAFE terminated their routes from Bergen to Bodø, Harstad/Narvik and Tromsø, making the passengers switch planes in Trondheim. Braathens signed |
9807_21 | agreements with many of Norway's large companies in 1995 in exchange for large discounts. |
9807_22 | SAFE goes Back
The airline bought Transwede Airways in 1996, the second-largest domestic airline in Sweden. The goal was to integrate the networks, starting on 18 June with a new service between the two capital cities, one of SAS' most profitable. Braathens announced in 1997 the order of six 134-seat Boeing 737-700, while Transwede started replacing its Fokker 100s with 737s. Transwede changed its name to Braathens Sverige later that year.
From 1998 Braathens SAFE started a strategic partnership with Dutch airline KLM, with KLM purchasing thirty percent of Braathens SAFE and Braathens SAFE taking over most of KLM's routes between Norway and Amsterdam. London services were moved to London Stansted Airport. The KLM agreement came as a response to SAS founding the Star Alliance along with among others Lufthansa. |
9807_23 | On 23 March 1998, Braathens SAFE changed its name and corporate identity to Braathens. It introduced a new livery with a blue bottom, and replaced the Norwegian flag on the tail with an abstract, silver wing, that became the company's new logo. At the same time, a two-class configuration was introduced—Best and Back—with the latter being offered to discounted ticket-holders. SAS did not follow the same policy, and offered its discounted customers to travel in the same class as Braathens', including complimentary service. Braathens bought Malmö Aviation on 17 August 1998, which operated eleven British Aerospace 146 jets between Stockholm-Bromma Airport, Göteborg Landvetter Airport, Malmö Airport and London City Airport. |
9807_24 | Color Air was established as a domestic low-cost airline by Olav Nils Sunde in January 1998. That year also saw the closing of Fornebu and the opening of Gardermoen as the new main airport, with the move taking place on 8 October. Color Air started flights from Gardermoen on 1 August. As Gardermoen did not have the landing slot limitations as the single-runway Fornebu, the three airline set off in a craze to establish new routes. In total, the three companies increased their daily round trip from 138 to 200, and the daily seat capacity from 18,000 to 26,000. Braathens introduced a new route to Haugesund, but saw competition from SAS to Kristiansand and from two airlines to Ålesund. |
9807_25 | By the end of 1998, it became clear that Braathens had increased capacity with 20 percent, but only achieved a 5.2 percent ridership increase after the opening of Gardermoen. Similar numbers were applicable for SAS. In particular, the routes from Oslo to Ålesund and Kristiansand had a very low seat utilization; to Ålesund there were 1.2 million flown seats annually between the three airlines, but only 345,000 passengers. Color Air terminated all flights and ceased operations on 27 September 1999. Immediately following the bankruptcy, the two airlines increased their prices. In November, Braathens started to remove routes, and announced they would increase prices by 20 percent. They also reintroduced the Flag of Norway on the tail. Both Braathens and SAS lost more than 1 billion Norwegian krone (NOK) in 1999, totaling the cost of the price war between the three airlines to exceed NOK 3 billion. |
9807_26 | Fall and merger with SAS
Arne A. Jensen took over as CEO on 23 July 1999. In February 1999, Braathens merged the Swedish division with Malmö Aviation, to create Braathens Malmö Aviation. At the same time, the airline removed the 'Best' and 'Back' scheme on domestic Swedish flights. In November, Braathens terminated all services in Sweden that were inherited from Transwede. The following two years saw a large increase in ticket prices and a decrease of flights. Several domestic and international routes were cut in 2001, but introduced new international services to leisure destinations. |
9807_27 | The SAS Group and Braathens announced on 21 May 2001 that KLM and Braganza had agreed to sell their 69 percent stake in Braathens for NOK 800 million to SAS— putting Braathens' value at NOK 1.1 billion. Because the two would hold a near-monopoly on domestic services, the merger was investigated by the Norwegian Competition Authority. They initially disapproved of the merger, With bankruptcy imminent and no other purchasers interested, the authority gave the green light on 23 October. As a condition, the authority decided to regulate a ban on frequent flyer programs, and stated that it would ban cross-subsidization aimed at underbidding or operating at a loss to force new entrants out of the market. |
9807_28 | SAS and Braathens split all the routes between them on 2 April 2002. Braathens withdrew from the Oslo to Trondheim, Bergen and Stavanger routes, but took over most flights to Northern Norway. On 24 April 2002, SAS announced that all handling services operated by Braathens would be taken over by SAS Ground Services. All SAS employees would be prioritized in the rationalization process, and 800 Braathens employees were laid off. Three hundred Braathens' employees were offered jobs with SAS Ground Services, but these lost their seniority. No employees in SAS lost their jobs. The issue ended in the courts, with the Supreme Court reinstating seniority in 2006. SAS announced on 10 March 2004 that SAS and Braathens would in May be merged into a single company, SAS Braathens. The company took over the operating licence of Braathens, including the IATA and ICAO code, and callsign. From 1 June 2007, SAS Braathens was rebranded to Scandinavian Airlines, making it identical to the branding in |
9807_29 | Sweden and Denmark, although it remains a separate limited company named SAS Norge AS. |
9807_30 | Fleet
The airline operated 118 aircraft of 15 different models. The airline has operated at least three models each from Douglas, Fokker and Boeing, in addition to the de Havilland Heron and British Aerospace 146. The airline's most-operated aircraft is the Boeing 737-200, of which it had 20. Braathens has operated five variants of the 737, totaling 64 aircraft. |
9807_31 | From the establishment, Braathens SAFE's aircraft livery had a thick red and thinner white and blue cheatline, with the Flag of Norway on the vertical stabilizer. With only slight modifications, this general design was continued to and including the 737-400 and -500 aircraft. A new livery with a stylized grey wing as logo on the vertical stabilizer and a blue belly was introduced in 1998 with the delivery of the 737-700. The logo was replaced with the Flag of Norway in 1999. Only some of the early Douglas aircraft were named, and those that were started with "Norse". The Heron were given common Norwegian male names. The three last F-27 and newer aircraft were all named for kings of Norway.
Destinations |
9807_32 | During its operations, the airline has served 53 airports serving 50 cities. Of these, 25 airports serving 23 cities were in Norway and 6 destinations and cities in Sweden. Braathens had provided international services to 24 airports serving 22 cities in 17 countries. Seven of these cities are in Asia, the rest in Europe. In addition, Braathens has served numerous destinations as both regular and ad-hoc charter. Braathens SAFE's main base was Oslo Airport, Gardermoen from 1946 to 1949, and then moved its main base to Oslo Airport, Fornebu. From the closing of Fornebu in 1998, it moved back to Gardermoen and established it as a hub. From 1997 to 1999, Stockholm-Arlanda Airport acted as a hub for Sweden. The main technical base was at Stavanger Airport, Sola. |
9807_33 | Prior to 1987 the Norwegian aviation market was split between Braathens SAFE and SAS. The two only competed head-on on the routes from Oslo to Stavanger and Trondheim. Braathens held a monopoly on the routes from Oslo to Kristiansand, Ålesund, Molde and Kristiansund, as well as the West Coast route between Bergen, Ålesund, Molde, Kristiansund and Trondheim, as well as from Western Norway to Northern Norway. |
9807_34 | With the opening of Gardermoen in 1998, Braathens had expanded its network to direct services from Oslo to Kristiansand, Stavanger, Haugesund, Bergen, Ålesund, Molde, Kristiansund, Trondheim, Bodø, Harstad/Narvik and Tromsø, in addition to a network of direct routes connected many of these airports with each other. In Sweden, Braahtens operated flights from Stockholm to Luleå, Umeå, Sundsvall, Jönköping and Halmstad. From Oslo, international services were provided to Malmö, Stockholm, Billund, Newcastle, London, Jersey, Nice and Rome, and from 2000 to Barcelona, Alicante and Málaga. Service were flown from several Norwegian cities to Amsterdam. |
9807_35 | Service
Prior to 1998, Braathens had a one-class service; the service included a complimentary in-flight meal and discounted tickets were available with restrictions. Starting 23 March 1998, the airline changed its corporate identity to 'Braathens' and introduced a two-class system onboard its planes. Passengers paying full price were seated in the 'Best' category at the front of the plane, making up about 70 percent of the capacity. Best customers received complimentary coffee and meals with non-disposable cutlery, free newspapers and a better seat pitch. Behind the curtain was the 'Back' category, which had no in-flight meals or newspapers and a smaller pitch. However, a meal with coffee and soft drink could be purchased for NOK 45. Back tickets were sold with a discount, but had to be bought at least seven days before travel, and the traveller had to be away over a weekend. There were also some discounted Best tickets, but these never cost as little as the Back tickets. |
9807_36 | The 'Best' and 'Back' service was highly criticized by analysts and customers. Braathens SAFE had a strong image as the people's airline, in contrast to SAS' business image. Braathens also drew goodwill from being Norwegian-owned and that it displayed the Flag of Norway on the tailplane. Prior to the rebranding, no airline in Norway had ever operated a two-class service on domestic flights. Professor of Sociology Per Morten Schiefloe commented that the segregation offended passengers: Customers who previously had been paying full price, became more aware of the savings on using 'Back' tickets, while people who wanted to travel with discounted tickets felt they received better service and were not treated as second-rate customers with SAS. The effect was that Braathens lost customers at both ends. The rebranding itself not only cost money to initiate, but also increased operating expenses, because cabin crew needed to move the curtain depending on the number of passengers on each |
9807_37 | class. Planes were sometimes delayed for hours, particularly in the beginning of the service, due to the increased work load on the handling and cabin crew. |
9807_38 | Braathens launched its frequent-flyer program as Bracard in 1985, and rebranded it as Wings in 1999. The membership had three tiers: gold, silver and blue. Until 1997, Braathens had agreements with Finnair and British Airways, where Bracard members received miles on the partners flights. After the partnership with KLM was introduced, Wings-members received miles with KLM, Northwest Airlines, Continental Airlines and Alitalia.
Accidents and incidents
On 7 November 1956, the Heron LN-SUR Lars crashed at Hummelfjell after the aircraft had experienced icing problems. The Hummelfjell Accident killed the pilot and one passenger, but the remaining ten people on board survived. Among them was the famous television actor Rolf Kirkvaag, who, despite injury, succeeded at walking to civilization to inform about the accident. |
9807_39 | On 23 December 1972 at 16:30, the company's most fatal accident occurred. F-28 LN-SUY Sverre Sigurdson on Flight 239 from Ålesund to Oslo crashed at Asker, killing 40 of the 45 people on board, including the crew of three. The cause of the accident was never discovered, although a possibility could have been faults with the instrument landing system.
On 21 June 1985, the 737-200 LN-SUG Harald Gille Flight 139, with 121 passengers en route from Trondheim to Oslo, was hijacked by the 24-year-old Stein Arvid Huseby. He had threatened a flight attendant with an air gun. He demanded to talk to Prime Minister Kåre Willoch and Minister of Justice Mona Røkke and a press conference to make a political statement. Those demands were not met, and he surrendered after 4.5 hours after he demanded and got a few beers. This was the first hijacking in Norway.
References
Bibliography
Notes
External links
Official site at the Wayback Machine |
9807_40 | Defunct airlines of Norway
Airlines established in 1946
Airlines disestablished in 2004
Air France–KLM
SAS Group members
Companies formerly listed on the Oslo Stock Exchange
Norwegian companies established in 1946
2004 disestablishments in Norway |
9808_0 | The Men's League, made up of groups known variously as the Men's Equal Suffrage League, Men's League for Woman Suffrage, or National Men's League for Woman Suffrage, was an American men's women's suffrage organization formed by several suffragists in New York. The group was based on the idea of the British Men's League for Woman Suffrage. In the early 1900s, Oswald Garrison Villard and Anna Howard Shaw were in contact with one another regarding the creation of a group of prominent men to support women's suffrage efforts.. Villard recruited Max Eastman and Stephen S. Wise to help with the project. Later, James Lees Laidlaw became the president and helped spread the concept of the group around the United States. Some colleges, like Harvard University and Swarthmore College, also had their own Men's League groups.
History |
9808_1 | Fanny Garrison Villard had heard about the British group, the Men's League for Women's Suffrage, which was formed in 1907. The next year, she persuaded her son, Oswald Garrison Villard, to contact Anna Howard Shaw about creating a similar group in the United States. The men's leagues in Europe were starting to "gain ground." In 1908, the was formed in the Netherlands. There was also a Hungarian Men's League for Women's suffrage.
Shaw invited Villard to the New York state suffrage convention being held in Buffalo in October 1908. She felt that recruiting prominent men to the cause would add influence to the movement, though she didn't envision the men being involved in activism. By 1908, the idea for a men's equal suffrage group was being discussed by both Villard and Shaw. |
9808_2 | Oswald Villard shared the idea with Stephen S. Wise and Max Eastman. Eastman, who had already discussed forming such a group was interested. Eastman began recruiting members for the group in 1909. He started with a list of 12 men "of civic importance," and once he'd secured these members, it was easier to recruit others. The club remained secret, with Eastman wanting to keep things quiet until he had 100 members. The New York League was made public in November 1910. Eastman served as secretary for a year, and then the group in New York was taken over by Robert Cameron Beadle. George Foster Peabody was elected the first president in 1910. James Lees Laidlaw took over after Peabody and stayed on until 1916, when the national group was formed. Laidlaw was president of the national group until women's suffrage was passed. |
9808_3 | Many of the new members of the League were influential men in their fields. Later, members such as George Creel and Dudley Field Malone, had access to President Woodrow Wilson who suffragists were pressing to support women's suffrage. Malone resigned from his Wilson-appointed post over the issue of women's suffrage. |
9808_4 | Other groups quickly began to form around the country. In Chicago, the first chapter of the Men's League for Woman Suffrage (also called the Chicago Men's Equal Suffrage League) was created in 1909. The New York Woman Suffrage Party officially recognized the New York Men's League in 1910 at their second annual convention. The NJ Men's League for Equal Suffrage was formed in 1910. The Men's Equal Suffrage League was founded in Cleveland in 1911. In California, the group was known as the California Political Equality League and headed by John Hyde Braly. All of the groups were affiliated with the National American Woman Suffrage Association (NAWSA). By 1912, the organization was estimated to have 20,000 members nationwide. |
9808_5 | Members of the League went around the country as speakers and were involved in fundraising. League groups organized meetings and also helped by working in voting booths. They also wrote editorials for women's suffrage. Men had access to political spheres that many of the women could not access. Laidlaw advocated that members wear blue buttons of courtesy, which were intended to show members of the public that suffrage and courtesy to women were compatible. The prominent names of the men helped to counter the idea that men who supported women's suffrage were un-masculine. Men in the League were able to steer the conversation about suffrage to equal justice, rather than focusing on gender roles. |
9808_6 | Men marching in parades with the League at first had to deal with various types of abuse from bystanders. The first parade the New York League took part in was 1910. Laidlaw, George Foster Peabody and Villard led the parade of 87 men that year. At the 1912 suffrage parade in New York, female suffragists were inspired by the men marching. Some felt that it took more strength of character for the men to show public support of a women's issue. Others felt encouraged by seeing the men march with them. Francis Perkins said of Laidlaw marching with them, "I can never be thankful enough for the courage he gave to many of us--young and doubtful--when he took up the suffrage movement on his own." Laidlaw himself said that he marched to give "political support to the women and moral support to the men." |
9808_7 | More groups were forming. Swarthmore College founded a Men's Equal Suffrage League. The Men's Equal Suffrage League of Virginia organized in 1912. Kansas also organized their League in 1912. In Portland, Oregon, the Men's Equal Suffrage Club was created in 1912. Pennsylvania started a Men's League for Women's Suffrage in March 1912. Laidlaw helped establish a Men's League for Woman Suffrage in Georgia in 1913. Orlando, Florida created a League in 1914 and the mayor, E. Frank Sperry served as the president. Another group was formed in Maine in 1914 with Robert Treat Whitehouse as president. Laidlaw went to Nevada and Montana to help set up Leagues in 1914. Massachusetts had Men's Leagues by 1910, including one at Harvard University. The Iowa Men's League for Equal Suffrage was formed in Des Moines in January 1916. Chapters formed in Cedar Rapids and Linn County, Iowa.
Notable members |
9808_8 | Newton D. Baker (Ohio).
Robert Cameron Beadle (New York).
Charles Beard.
Charles Culp Burlingham (New York).
George Creel.
William A. Delano.
John Dewey.
Max Eastman (New York).
Simon Flexner.
Hamilton Holt.
William Ivins.
Howard Kelly (Maryland).
George Kirchwey.
George Kunz.
James Lees Laidlaw.
Dudley Field Malone.
George Middleton.
Herbert Parsons (New York).
George Foster Peabody.
Amos Pinchot.
Wellington D. Rankin (Montana).
John Reed.
Henry Rogers Seager.
Vladimir Simkhovitch.
E. Frank Sperry (Florida).
Lincoln Steffens.
Charles F. Thwing (Ohio).
William P. Trent.
Frank Vanderlip.
Oswald Garrison Villard (New York).
Stephen S. Wise.
Peter Witt (Ohio).
See also
Women's suffrage in the United States
References
Sources
External links
Men's League for Women's Suffrage: Constitution and Charter Members
What We Can Learn About Allyship Today From the 'Suffragents' |
9808_9 | Women's suffrage advocacy groups in the United States
1910 establishments in the United States
Men in the United States
Organizations established in 1910
Men and feminism |
9809_0 | The NBA on ABC is a presentation of National Basketball Association (NBA) games produced by ESPN, and televised on the American Broadcasting Company (ABC). The NBA on ABC name is rarely used, using NBA on ESPN branding and graphics to be integrated with its cable sister network.
ABC originally broadcast NBA games from 1965 to 1973. In 2002, NBA games returned to the network as part of a contract signed with the league, along with ESPN.
ABC televises games throughout the regular season, typically starting with a doubleheader on Christmas Day, followed by a slate of NBA Saturday Primetime games and NBA Sunday Showcase afternoon games. ABC then airs up to nine games during the first five weeks of the NBA playoffs, and is the exclusive broadcaster of the NBA Finals.
History |
9809_1 | ABC gains the NBA for the first time (1965–73)
ABC first signed a deal with the National Basketball Association to become the league's primary television partner in 1964; the network's first game telecast aired on January 3, 1965 (a game between the Boston Celtics and Cincinnati Royals). ABC's initial alliance with the NBA first came about due to ABC Sports head Roone Arledge's search for live programming that could diminish the ratings of CBS Sports Spectacular, and ABC's own analogy program, Wide World of Sports a boost with sponsors. ABC initially paid the NBA only $650,000 for the rights annually. |
9809_2 | For much of the 1960s, ABC only televised Sunday afternoon games, including during the NBA Playoffs. This meant that ABC did not have to televise a potential NBA Finals deciding game if it were played on a weeknight. In 1969, ABC did televise Game 7 of the Los Angeles Lakers–Boston Celtics series in prime time on a weeknight. The following season, ABC aired the 1970 NBA Finals in its entirety, making it the first Finals series to have all games televised nationally. |
9809_3 | Commentators for the original NBA on ABC included play-by-play announcers Keith Jackson and Chris Schenkel, and analysts Jack Twyman, Bob Cousy and Bill Russell. On April 8, 1967, a strike by the American Federation of Television and Radio Artists (AFTRA) forced ABC Sports producer Chuck Howard and director Chet Forte to call Game 4 of the Eastern Conference Finals between Boston Celtics and Philadelphia 76ers, as its regular announcing team were members of the union. Curt Gowdy also served on play-by-play for half of the 1967–68 season. |
9809_4 | The first nationally televised Christmas Day NBA broadcast occurred in , when ABC broadcast a game between the Los Angeles Lakers and San Diego Rockets from the then-San Diego Sports Arena in San Diego. Jerry Gross and Jack Twyman called that particular broadcast for the network. ABC would continue to televise Christmas games through . The remainder of these broadcasts were based from Arizona Veterans Memorial Coliseum in Phoenix. Chris Schenkel did play-by-play for ABC during this period with the exception of , when Keith Jackson held that responsibility. Jack Twyman remained as color commentator for the broadcasts up until , when the position was assumed by Bill Russell. |
9809_5 | By 1969, ABC's NBA contract worth only $3 million. To put things into proper perspective, in 1969, Major League Baseball's television contract with NBC was worth $16.5 million while the National Football League cost CBS about $22 million. What that meant is that ABC had made a bargain in purchasing the television rights to the NBA, considering the league's steady ratings. To give you a better idea, ABC's ratings for the NBA rose from a 6.0 in 1965 to an 8.2 in 1968. |
9809_6 | ABC was by this time, coming increasingly under fire for what perceived to be a less than spectacular presentation of the NBA. Sports Illustrateds Frank Deford in particular, singled ABC out for their coverage of the 1971 NBA Finals. Deford felt that ABC was making a mistake in trying to cover the NBA the same way that they covered a football game, because they were two different games. On that end, Deford wrote that neither ABC's announcers nor cameras were able to isolate the important phases of the game. He added that replays were used only to second-guess officials rather than "capture the grace and precision of the performers". Meanwhile, Deford also criticized play-by-play man Chris Schenkel in regards to his failure to appreciate the nuances of the game and their halftime shows, which Deford saw not innovative or imaginative. |
9809_7 | ABC lost the broadcast rights to the NBA to CBS after the 1972–73 season, with the network's initial tenure with the league ending with its last NBA Finals game on May 10, 1973. ABC filled the void left by losing the NBA by counterprogramming Wide World of Sports on Sundays against CBS' NBA coverage.
Regular season schedules
1960s
1970s
The dark years (1973–2002)
On December 15, 1973, ABC aired what is considered to be the first telecast of a regular season college basketball game by a major broadcast network (between UCLA and North Carolina State in St. Louis). ABC televised this game using its former NBA announcing crew of Keith Jackson and Bill Russell.
Bill Russell also provided color commentary for ABC's coverage of basketball at the Summer Olympics in 1972 and 1976. Russell worked alongside Frank Gifford, Bill Flemming (who (filled in for Gifford while he did wrestling in 1972), and Curt Gowdy. |
9809_8 | And then in the 1977–78 NCAA Division I men's season, C.D. Chesley (who controlled the rights to the Atlantic Coast Conference (ACC) at the time) wanted NBC to televise select ACC games as part of its national package as it had done the previous few years. However, NBC wanted to feature intersectional games. This action greatly upset Chesley, who wound up selling the rights to the ACC Tournament final to ABC. ABC would televise the 1978 ACC Tournament final as part of Wide World of Sports. The game, called by Jim Lampley and Bill Russell, marked the first time Duke University's Blue Devils basketball team played on national television.
For ABC's final Summer Olympics to date, which were the 1984 games from Los Angeles, Keith Jackson provided the play–by–play alongside Digger Phelps (men) and Ann Meyers (women). |
9809_9 | ABC wouldn't begin broadcasting college basketball on a more regular basis until January 18, 1987. In the early years of ABC's regular college basketball coverage, Keith Jackson and Dick Vitale were the primary announcing crew, while Gary Bender was the secondary play-by-play announcer behind Jackson. Meanwhile, Al Michaels did regional games during this period.
Also beginning in 1987 and continuing through 1989, ABC broadcast the McDonald's Open. Gary Bender and Dick Vitale provided the commentary for ABC's broadcasts. Supplemental coverage was provided by TBS.
ABC Radio's coverage (1984–90)
From the 1984–85 through 1989–90 seasons, the ABC Radio Network was the official, national radio broadcaster of NBA games, succeeding the Mutual Broadcasting System. ABC Radio was in return, supplanted by Public Interest Affiliates' (or PIA's) NBA Radio Network. |
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