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27334151_2_2 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Wartime
Early in the conflict, the Viet Minh's sabotage attempts failed to seriously damage the French railways, and most trains circulated without much protection. Beginning in 1947, however, the Viet Minh began to use mines, with circulation slowing to a crawl as they became more and more powerful. In response, the French began using the armed armoured train La Rafale as both a cargo-carrier and a mobile surveillance unit. In February 1951 the first Rafale was in service on the Saigon-Nha Trang section of the North–South line, manned by the 2nd Foreign Infantry Regiment (French Foreign Legion). Use of the Rafale failed to deter the Viet Minh, however, who continued sabotaging the line, making off with its rails under cover of night and using them to create a -long clandestine rail network between Ninh Hoa and Da Nang, in a Viet Minh-controlled area. In 1954, following the signature of the Geneva Accords and the end of the First Indochina War, Vietnam—along with its railway system—was divided along the Bến Hải River in Quảng Trị Province. |
27334151_2_3 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Wartime
Throughout the Vietnam War, the Vietnamese railway network—especially the North–South Railway—was a target of bombardments and sabotage by both North Vietnamese and South Vietnamese forces. In the South, American aid allowed the South Vietnamese government to reconstruct the main line between Saigon and Huế, and several branch lines were also completed. As reconstruction efforts advanced, however, bombardments and sabotage of the railways by the Viet Cong and the North Vietnamese intensified, reducing the transportation capacity and effectiveness of the railway, and eventually forcing the abandonment of many large sections of the track. In 1964, Typhoons Joan and Iris, the worst to strike Vietnam in sixty-five years, damaged the railway system even further, restricting operations to five separated segments. A second reconstruction effort, assisted again by the U.S. government, began in December 1966, and progressed in those areas where security was re-established. The system reopened 340 kilometers of main line in areas where security was restored. |
27334151_2_4 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Wartime
In North Vietnam, American bombing of railways was concentrated on key targets such as bridges, both along the North–South Railway and along the lines north of Hanoi, such as the Hanoi–Lào Cai and Hanoi–Dong Dang lines. At several points during the war, American bombing severely hindered transport along both lines, on which the North Vietnamese depended for shipments from their Chinese allies. Operation Rolling Thunder was the first large-scale bombing campaign carried out by the U.S. Air Force, taking place from March 2, 1965, until November 1, 1968, when US President Lyndon B. Johnson temporarily called off air raids. Large-scale air raids resumed from May 9 to October 23, 1972, for Operation Linebacker, and again from December 18–29, 1972, for Operation Linebacker II, with fewer target restrictions than Rolling Thunder. |
27334151_2_5 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Wartime
Railway engineering troops from the People's Republic of China, deployed in late June 1965, were tasked with repairing the damage caused by the bombing. By late December of that year, reconstruction was complete on 363 kilometers of both the Hanoi–Lào Cai and Hanoi–Dong Dang lines, significantly increasing shipping capacity. A third rail was added to the existing lines, using standard gauge spacing, effectively converting them to mixed gauge lines. This allowed Chinese trains to connect directly with the Vietnamese railway network, without the need for a break-of-gauge. Many new stations, bridges and tunnels were also built, and an entirely new rail line, the Thái Nguyên–Kép line, was built as a strategic connection between the Hanoi–Dong Dang and Hanoi–Thái Nguyên lines. |
27334151_2_6 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Wartime
A particularly difficult target for U.S. Air Force bombers was the Thanh Hóa Bridge, a well-defended combined road/rail bridge along the main line in Thanh Hóa Province. The bridge was attacked several times from 1965 to 1972. Several times, traffic over the bridge was interrupted, but every time, the North Vietnamese were able to repair the damage. The bridge was eventually destroyed by laser-guided smart bombs during separate raids on April 27 and May 13, 1972, as part of Operation Linebacker. |
27334151_2_7 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Wartime
After the Fall of Saigon on 30 April 1975, the Communist government of the newly unified Vietnam took control of the former South Vietnamese railway. The heavily damaged, war-torn North–South line was restored and returned to service on 31 December 1976, promoted as a symbol of Vietnamese unity. In the short time between the surrender of the South and the reopening of the line, 1334 bridges, 27 tunnels, 158 stations and 1370 switches had been repaired. Other railway lines that once existed, such as the Da Lat–Thap Cham line, were dismantled during this period to provide materials for the repair of the main line. The outbreak of the Sino–Vietnamese War in 1979 resulted in the closing of borders, including railways; particularly, the railway bridge that connected Lào Cai and Hekou on the Yunnan–Vietnam line was destroyed by sabotage during the conflict. Rail traffic between the two countries would eventually resume in 1992. |
27334151_3_0 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Network
The Vietnamese railway network has a total length of , dominated by the north–south line running between Hanoi and Ho Chi Minh City; as of 2007, 85% of the network's passenger volume and 60% of its cargo volume was transported along this line. There were 278 stations on the Vietnamese railway network as of 2005, 191 of which were located along the north–south line. |
27334151_3_1 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Operational realities
The north–south line goes through some congested urban areas, with very little clearance (less than 1 meter on each side), instead they rely on blazing horns. Though the line is single track, speed does pick up outside urban areas, and the rails themselves are of quality to easily outpace any highway traffic, nevertheless this does not allow for schedule flexibility and frequency nor much safety as grade separation is almost nonexistent and level crossings the norm. |
27334151_3_2 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Proposals
Several railway lines have been proposed for construction in Vietnam in recent years. The largest such project is the high-speed North–South Express Railway connecting Hanoi and Ho Chi Minh City, (see High-speed rail, below) valued at approximately US$56 billion. Due to its cost, plans for the line are currently on hold pending further study of the project. Other projects involve the restoration of previously existing lines, such as the Da Lat–Tháp Chàm and Ho Chi Minh City–Loc Ninh lines, both of which were originally built in the 1930s, but fell into disuse after decades of war. The proposed Ho Chi Minh City–Moc Bai and Mụ Giạ–Vung Ang lines (both of which had either existed or been considered before World War II) would establish Vietnam's first international railway links to Cambodia and Laos, respectively. |
27334151_4_0 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. International railway links
China
The railway link from Haiphong to the Chinese city of Kunming was originally built by the French administration of Indochina in the early 20th century. The section within Vietnam is 389 km long (237 km between Hanoi and the border at Lào Cai). The railway used gauge due to the mountainous terrain along the route. Currently, the line is the only main line in China using metre gauge, (or dual gauge, since it can also be converted to standard gauge). Railway service along the Chinese portion of the route is currently suspended. Cross-border service was available until 2002, when floods and landslides, which frequently caused delays along the route, caused serious damage to the tracks on the Chinese side. The railway will form the Chinese part of the Kunming–Singapore Railway, which has been proposed many times, and which at some point was expected to be completed in 2015. |
27334151_4_1 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. International railway links
China
Railway access to Nanning is done through the border at Đồng Đăng, in Lạng Sơn Province. Regular service generally entails stopping at the border, changing from a Vietnamese metre-gauge train to a Chinese standard-gauge train, and continuing on to Nanning. Since 2009, a daily overnight service is available; the train departs from Hanoi's Gia Lâm Railway Station, and runs on standard-gauge tracks all the way to Nanning. |
27334151_4_2 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Cambodia
There is currently no railway connection between Vietnam and Cambodia. The French administration of Indochina originally built a railway from Saigon to Lộc Ninh in the 1930s, with the intent of extending it further into Cambodia. It was abandoned in 1945, at the start of the First Indochina War. A new line connecting Ho Chi Minh City to Phnom Penh, Cambodia, was proposed as part of the Kunming–Singapore Railway project, overseen by the ASEAN–Mekong Basin Development Cooperation (AMBDC). The Vietnamese portion of the line would begin with a junction of the North–South Railway at Dĩ An Railway Station, and would end in Lộc Ninh, Bình Phước Province, close to the Cambodian border. According to the plan established by ASEAN, this stretch is scheduled for completion by 2020. |
27334151_4_3 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Laos
There is currently no railway connection between Vietnam and Laos. In 2007, the Laotian Ministry of Transportation entered into discussion with Vietnam to discuss the possibility of opening a new railway line from Thakhek in Laos through the Mụ Giạ Pass to Tân Ấp Railway Station in Quảng Bình Province, connecting to the national railway at Vung Ang, a port in Hà Tĩnh Province which the Vietnamese Government plans to expand. This would revive, in part, an earlier but aborted scheme, the Thakhek - Tân Ấp railway. According to plans established by ASEAN, the line may be extended via Thakhek all the way to the Laotian capital Vientiane. Both Laos and Thailand have expressed interest in the project as a shorter export gateway to the Pacific Ocean. |
27334151_5_0 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. High-speed rail
National railway company Vietnam Railways has proposed a high-speed rail link between Hanoi and Ho Chi Minh City, capable of running at speeds of . Funding for the line would come mainly from the Vietnamese government, with Japanese aid in the form of official development assistance (ODA). Current technology allows trains travelling on the current, single-track Hanoi to Ho Chi Minh City line to complete the journey in approximately thirty hours. Once completed, the high-speed rail line—using Japanese Shinkansen technology—would allow trains to complete the Hanoi–Ho Chi Minh City journey in less than six hours. |
27334151_5_1 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. High-speed rail
Vietnamese prime minister Nguyen Tan Dung had originally set an ambitious target, approving a line to be completed by 2013, with 70 percent of funding (initially estimated at US$33 billion) coming from Japanese ODA, and the remaining 30 percent raised through loans. Later reports raised estimated costs to US$56 billion (almost 60 percent of Vietnam's GDP in 2009) for a completion date in the mid-2030s. On June 19, 2010, after a month of deliberation, Vietnam's National Assembly rejected the high speed rail proposal due to its high cost; National Assembly deputies had asked for further study of the project. |
27334151_5_2 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. High-speed rail
However, the project North-South Express Railway now remains in works, with expectations to begin constructions by 2028-2029. Furthermore, the proposed Ho Chi Minh City–Cần Thơ express railway is also a project underway. |
27334151_6_0 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Ho Chi Minh City Metro
A rapid transit network to serve Ho Chi Minh City was first proposed in 2001 as part of a comprehensive public transport network plan including Ho Chi Minh City and neighbouring provinces. The project is managed by the city's Management Authority for Urban Railways (MAUR), a government unit working directly under the Chairman of the People's Committee of Ho Chi Minh City. The city's plan envisages developing three monorail or light rail lines with a total length of and six underground metro routes with a total length of . The network's first line, connecting Bến Thành Market and Suoi Tien Park in District 9, is scheduled for completion in 2015, and a second line between Bến Thành Market and Tham Luong in District 12 is due to begin construction in August 2010, scheduled for completion in 2016. Other proposed lines include: a Bến Thành Market–Bình Tân line via Cholon; a line running from Lang Cha Ca in Tân Bình District to Van Thanh Park in Bình Thạnh District; a line connecting Thu Thiem in District 2 with Can Giuoc in District 8; and a line stretching from Ba Queo in Tân Bình District to Phu Lam in District 6. |
27334151_6_1 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Hanoi Metro
In July 2008, the then-Vietnamese Prime Minister Nguyễn Tấn Dũng approved an overall transport development plan for Hanoi, which, among other projects, proposed a rapid transit system with five routes. The project is being carried out by the Hanoi Metropolitan Rail Transport Project Board (HRB). As of spring 2009, projects for four lines were under consideration: the Nho–Hanoi Railway Station (the "pilot" line), the Nam Thang Long–Tran Hung Dao line, the Cat Linh–Hà Đông line, and the Yen Vien–Ngoc Hoi line. The Nho–Hanoi Railway Station, Cat Linh–Hà Đông and Yen Vien–Ngoc Hoi lines are currently in the research phase. Technical studies of the system were expected to be completed in 2009. The Japan International Cooperation Agency (JICA) has confirmed that the Nam Thang Long–Tran Hung Dao line would begin construction in mid-2011, to be completed in 2014 for full operation by 2016. |
27334151_6_2 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Infrastructure
Most of Vietnam's railway infrastructure—including bridges, rail trucks, track beds, rolling
stocks, signals and communication equipment, and maintenance facilities—has suffered severe deterioration, mainly due to damage inflicted during the Vietnam War and a subsequent lack of capital investment and maintenance. More recently, rehabilitation projects sustained by official development assistance have allowed the most critical pieces of infrastructure along the line to be replaced, although much work still remains to be done. |
27334151_7_0 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Tracks
Most existing Vietnamese railway lines use metre gauge, although standard gauge and mixed gauge are used northeast of Hanoi. As of 2005, approximately of track was in use throughout Vietnam: |
27334151_7_1 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. metre gauge ();
standard gauge (); and
mixed gauge ( and ). |
27334151_7_2 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Tracks
Besides active tracks, around of tracks are in use as siding, bringing the total to of track laid nationwide. |
27334151_7_3 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Bridges
Vietnam Railways reports the number of railway bridges along the North–South line to be 1,300, totalling about , or about 63% of the national total. Considering both standard rail bridges and combined bridges, the total length along the North–South line is about . Many of the railway bridges were severely worn from age and sport damage dating from the Vietnam War, despite their restoration following the war. As of 2007, 278 bridges requiring major rehabilitation remain along the North–South Railway line. Throughout the entire Vietnamese rail network, Vietnam Railways reports a total of 1,790 railway bridges, with a total length of . |
27334151_8_0 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Tunnels
There are 27 railway tunnels along the North–South line, amounting to a total length of . Throughout the entire Vietnamese rail network, Vietnam Railways report a total of 39 tunnels with a combined length of . Certain tunnels are inadequately drained and suffer from deterioration in the tunnel lining, causing water leaks that necessitate reductions in speed. |
27334151_8_1 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Signalling
The North–South Railway line uses a semi-automatic block system, which allows individual signals to work either as automatic signals or manual signals. These replace the token method used in earlier years. According to a joint Japanese-Vietnamese evaluation team, the recent installation of additional auto-signal systems at key crossings along the line has contributed to a decline in railway accidents. Semaphore signals were once used throughout the Vietnamese rail network, but these are gradually being replaced with colour light signals; most of the railway lines in northern Vietnam have been converted. |
27334151_8_2 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Tunnels
According to Vietnam Railways, automatic warning systems have been installed at 230 level crossings throughout the country. |
27334151_8_3 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Communications
Since 1998, microband Asynchronous Transfer Mode technology has been used along the North–South Railway line to send television signals; 64 kbit/s transmission lines are leased from the Vietnam Post and Telecommunications Corporation (VPTC). Along some sections of the line—for example, from Hanoi to Vinh and from Nha Trang to Ho Chi Minh City—a fiber optic cable network has been deployed; Vietnam Railways intends to extend the network along the remaining distance from Vinh to Nha Trang. A switching system featuring digital exchanges is in place, connected via the existing transmission system and the public telephone network. As the modernization of the telecommunication system progresses, manual exchanges are gradually being replaced with digital exchanges. |
27334151_8_4 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Sewers
The Vietnamese rail network includes 4,860 sewers, with a total length of . |
27334151_9_0 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Safety
The overall condition of railway infrastructure in Vietnam varies from poor to fair; most of the network remains in need of rehabilitation and upgrading, having received only temporary repair from damages suffered during decades of war. A joint Japanese-Vietnamese evaluation team found that the poor state of railway infrastructure was the fundamental cause for most railway accidents, of which the most common types are train crashes against vehicles and persons, especially at illegal level crossings; derailments caused by failure to decrease speed were also noted as a common cause of accidents. |
27334151_9_1 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Safety
The Vietnamese railway network is crossed by many roads in several crowded areas; as a result, accidents involving vehicles and pedestrians have occurred. In the first 10 months of 2009, 431 railway accidents reportedly took place throughout Vietnam, causing 166 casualties and injuring 319 people. A researcher from Villanova University noted "There are numerous safety issues with level crossings...usually, an accident occurs every day." Many rail bridges and tunnels have suffered deterioration since the 1970s, requiring trains passing over or through them to reduce speeds as low as . In addition, the center of the country is subject to violent annual flooding and bridges are often swept away, causing lengthy closures. |
27334151_9_2 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Safety
Along with recent efforts aimed at infrastructure rehabilitation, the recent adoption of safety measures by Vietnam Railways has led to a decline in railway accidents. These measures include: public awareness campaigns on railway safety in the media; construction of fences and safety barriers at critical level crossings in major cities; mobilization of volunteers for traffic control at train stations and level crossings, especially during holiday seasons; the installation of additional auto-signal systems; and the construction of flyovers and underpasses to redirect traffic. |
27334151_10_0 | 27334151 | https://en.wikipedia.org/wiki/Rail%20transport%20in%20Vietnam | Rail transport in Vietnam | Rail transport in Vietnam. Railway management
The Vietnamese railway network is owned and operated by the state-owned enterprise Vietnam Railways (VNR), which operates a number of different subsidiaries involved in construction, communications, training, and other activities connected to railway maintenance. Following the end of the Vietnam War in 1975, the newly reunified Vietnamese railway network was centrally managed by the precursor of VNR, the government's Department of Railways. Initially, low rail tariffs and the poor state of infrastructure used in other modes of transport led to high usage, but revenue proved to be insufficient to cover the railway's operating costs. In 1986, the Government's implementation of Doi Moi economic reforms led to the deregulation of the transport sector and the shift towards a market-led economy, forcing the railways to change in order to maintain a competitive edge. The Department of Railways was reorganized into Vietnam Railways () in 1989; since that time, railway reform has passed through a number of stages. Responsibility for rail infrastructure and operations were separated by government decree in 1994. The government of Germany began providing assistance with the restructuring of the railway sector in 2000, allowing VNR to improve the efficiency and effectiveness of its operations, thus increasing its competitiveness. In 2003, VNR was re-organized as a state corporation, the Vietnam Railway Corporation, operating in railway transport and related services; railway administration and infrastructure management were given to the Vietnam Railway Administration, under the authority of the Ministry of Transport. A Railway Law was passed by the National Assembly on 19 May 2005; although regulations for the law's implementation have yet to be issued, it does provide a strong basis for further sector development; among other things, it proposed that foreign investors be invited to invest in Vietnam Railways. |
27334157_0_0 | 27334157 | https://en.wikipedia.org/wiki/Greely%20S.%20Curtis | Greely S. Curtis | Greely S. Curtis.
Greely Stevenson Curtis (November 21, 1830 – February 12, 1897) was a volunteer officer in the Union Army during the American Civil War. |
27334157_0_1 | 27334157 | https://en.wikipedia.org/wiki/Greely%20S.%20Curtis | Greely S. Curtis | Greely S. Curtis. Early life and education
Greely Stevenson Curtis was born November 21, 1830 at Boston, Massachusetts. His brother was James F. Curtis who was Colonel of the 4th California Volunteer Infantry Regiment and also was awarded the honorary grade of brevet brigadier general for faithful and meritorious services during the war. |
27334157_0_2 | 27334157 | https://en.wikipedia.org/wiki/Greely%20S.%20Curtis | Greely S. Curtis | Greely S. Curtis. Civil War service
Curtis was a captain in the 2nd Massachusetts Volunteer Infantry Regiment. He became lieutenant colonel and commander of the 1st Massachusetts Volunteer Cavalry. |
27334157_0_3 | 27334157 | https://en.wikipedia.org/wiki/Greely%20S.%20Curtis | Greely S. Curtis | Greely S. Curtis.
On March 28, 1867, President Andrew Johnson nominated Curtis for the award of the honorary grade of brevet brigadier general, United States Volunteers, to rank from March 13, 1865, for gallant and meritorious services during the war, and the U.S. Senate confirmed the award on March 30, 1867. |
27334157_0_4 | 27334157 | https://en.wikipedia.org/wiki/Greely%20S.%20Curtis | Greely S. Curtis | Greely S. Curtis. Post-war life
After the war, Curtis was a civil engineer, architect and fire commissioner of Boston between 1876 and 1878. Greely S. Curtis died February 12, 1897 at Boston, Massachusetts. He is buried at Mount Auburn Cemetery, Cambridge, Massachusetts. |
27334159_0_0 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda.
Koh Gabriel Kameda (Japanese: 亀田 光; born January 14, 1975) is a German and Japanese concert violinist and violin teacher. |
27334159_0_1 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda. Early life
Koh Gabriel Kameda was born in Freiburg im Breisgau, Germany, the son of a German woman, Margarita and a Japanese father. He began playing the violin at the age of five and started participating in competitions from the age of eight, winning mostly first prizes. Shortly after that, he was taken under the wing of Josef Rissin in Karlsruhe. |
27334159_0_2 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda. Career
Kameda, who was the first prize winner of the Henryk Szeryng International Violin Competition in Mexico in 1997, enjoyed great recognition by both international audiences and colleagues. After hearing him play, Yehudi Menuhin stated enthusiastically that he “was extremely impressed” with Kameda's performance and Sir James Galway proclaimed that “he is one of the most remarkable players of his generation”. |
27334159_0_3 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda.
At the age of twelve, Kameda enrolled in the University of Music in Karlsruhe, Germany, and was mentored by professor Josef Rissin. In 1993 violinist and conductor Pinchas Zukerman invited him to come to New York and work with him at the Manhattan School of Music. |
27334159_0_4 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda.
Kameda received numerous prizes from national and international competitions. He won first prize at the National German Competition for young musicians, first prize at the International Violin Competition Kloster Schöntal, and first prize at the International Violin Competition “Henryk Szeryng”. In addition to that, he was also a prizewinner at the Eurovision Contest in Vienna, which was broadcast live on TV throughout Europe. |
27334159_0_5 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda.
During his career Kameda has received various awards, including the Music Award of the European Industry, the Jürgen-Ponto Foundation award, the Deutsche Stiftung Musikleben award, the Baden-Württemberg Art Foundation award, a scholarship from the international Richard Wagner Society, the Dora Zaslavsky-Koch Scholarship Award and others. |
27334159_0_6 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda.
Kameda debuted in 1988 at the age of thirteen in Baden-Baden, Germany, performing the Violin Concerto no.5 by Henri Vieuxtemps with the Baden-Baden Philharmonic Orchestra. Since then he has performed all throughout Europe, Asia, as well as in North and South America. He has appeared as a soloist with leading orchestras around the world including the Staatskapelle Dresden, Berliner Symphoniker, Hamburger Symphoniker, Israel Philharmonic Orchestra, Japan Philharmonic Orchestra, Athens State Orchestra, and Mexico City Philharmonic Orchestra among many others. |
27334159_0_7 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda.
An outstanding moment in Kameda's early career was the collaboration with the late Witold Lutoslawski in 1993, in a series of concerts, a year before the death of the Polish composer. He performed “Chain II” under the baton of the composer himself, and from those concerts the last live CD of the composer was produced, receiving acclaim by the press: “outstanding”, according to Neue Musik Zeitung; “superb technique and expressive maturity”, wrote Frankfurter Allgemeine Zeitung. |
27334159_0_8 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda. Time in Japan
Kameda has received praise for his extensive artistic activities in Japan, where he has become a figure in the classical music scene. In 2000 he performed at the Suntory Hall five times, and each time the tickets were sold out completely. Ten years earlier in 1990, he made his stage debut in Japan performing various violin concertos during the same concert in Tokyo (Suntory Hall) and Osaka (The Symphony Hall). However, his career in Japan did not commence with these concerts, but rather on the primetime TV documentary program “NHK special: Einstein Roman” by the Japan Broadcasting Corporation NHK. He worked together with author Michael Ende and fashion designer Hanae Mori, starring in the lead role and recording the soundtrack. At the same time he recorded a laser disc of the program, the first classical music laser disc produced in Japan. |
27334159_0_9 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda.
His ongoing project, “Music Heals”, a series of concerts in hospitals where for many years Kameda has been actively volunteering to bring music to patients, was featured by TV Tokyo in a 60-minute television documentary broadcast in 1999. |
27334159_0_10 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda.
In April 2002, Kameda performed at the Violin Concerto by Louis Gruenberg in Japan, with the New Japan Philharmonic under the direction of Gerard Schwarz. This work was commissioned by Jascha Heifetz in 1945. After Jascha Heifetz had performed and recorded the concerto with the San Francisco Symphony Orchestra under Pierre Monteux it has not been presented by anyone until Kameda played it as the first violinist besides Heifetz. Gruenberg's daughter, Joan commented on Kameda's performance “I was delighted to discover your brilliant performance of my father's violin concerto. You have perfected this difficult piece and played it beautifully.” German journalist and author Harald Eggebrecht also reviewed Kameda's performance of the Gruenberg concerto in his book "Große Geiger. Kreisler, Heifetz, Oistrach, Mutter, Hahn und Co". |
27334159_0_11 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda. Reviews
A review in the German Scala magazine stated: Kameda “sounds like Heifetz”, and Frankfurter Allgemeine Zeitung exclaiming that he is “miraculous”. In Japan, the music journal Ongaku no Tomo wrote that he has an “amazing sound”; in the United States, the Salt Lake City Deseret News “mesmerizing performance”. He is “one of the best in this orbit”, El Dia of Mexico, in Brasil Zero Hora “his Stradivarius turned into a Magic Violin”, in Israel “..even among the brilliant and promising, there is one outstanding” and “genius violinist” the Yedhiot Ahronot newspaper wrote after his performance with the Israel Philharmonic Orchestra. |
27334159_0_12 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda. Teaching
Kameda held a teaching position at the Zurich University of the Arts between 2004 and 2009. In 2010 he was appointed at his present position as professor of violin at the University of Music Detmold. |
27334159_0_13 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda. Instrument
Kameda has played on notable instruments such as David Tecchler 1715, Antonius Stradivari 1715 ex Joachim, most recently he plays the "Holroyd" Antonius Stradivari of 1727. |
27334159_0_14 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda. Ensemble
In 2006, Kameda founded The Tokyo Chamber Philharmonic. A project orchestra based in the metropolitan area of Tokyo. In the same year, Kameda lead the orchestra on its first tour of Japan, conducting, as well as soloing with the newly founded orchestra; the first program was "The 8 seasons" a combined performance of the Four Seasons by Antonio Vivaldi and the Estaciones Porteñas from Astor Piazzolla arranged by pianist and composer Peter von Wienhardt. |
27334159_0_15 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda.
Kameda was also the founding member of the piano trio Trio Frankfurt with pianist Nami Ejiri and cellist Isang Enders. |
27334159_0_16 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda. Partial list of Concert Halls
Berliner Philharmonie
Konzerthaus Berlin
Festspielhaus Baden-Baden
Alte Oper Frankfurt
Konzerthaus Dortmund
Sala São Paulo
Wigmore Hall, London
Carnegie Hall, New York
Suntory Hall, Tokyo
Symphony Hall, Osaka
Orchard Hall, Tokyo
Tokyo Metropolitan Art Space
Sala Cecilia Mireiles, Rio de Janeiro
Palacio de Bellas Artes, Mexico City
Sala Nezahualcóyotl, Mexico City
Merkin Hall Kaufmann Center, New York City
92Y Hall, New York City
Musikvereinssaal Wien
Palau de la Musica, Valencia
Auditoria Nacional, Madrid
Teatro Teresa Carreño, Caracas
Sala de Giganti, Padova
Athens Concert Hall Megaron, Athen
National Concert Hall Dublin, Ireland |
27334159_0_17 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda. Partial discography
Romances, kameda-music, King Record
The World of Koh Gabriel Kameda, BMG Funhouse
Soundtrack NHK Special: Einstein Roman
Lutoslawski dirigiert Lutoslawski, Antes Edition |
27334159_0_18 | 27334159 | https://en.wikipedia.org/wiki/Koh%20Gabriel%20Kameda | Koh Gabriel Kameda | Koh Gabriel Kameda. Filmography
The Extraordinary Life & Music of Sonia Eckhardt-Gramatté
NHK Special: Einstein Roman |
27334179_0_0 | 27334179 | https://en.wikipedia.org/wiki/Holiday%20Inn%20Express%20Riverwalk%20Area | Holiday Inn Express Riverwalk Area | Holiday Inn Express Riverwalk Area.
The Holiday Inn Express San Antonio N-Riverwalk Area (formerly the Comfort Inn Alamo/Riverwalk) is a hotel in downtown San Antonio, Texas, USA. |
27334179_0_1 | 27334179 | https://en.wikipedia.org/wiki/Holiday%20Inn%20Express%20Riverwalk%20Area | Holiday Inn Express Riverwalk Area | Holiday Inn Express Riverwalk Area.
Built in 1878, the five-story building is rich in history and served as the San Antonio Bexar County Jail until 1962. In recent years, before becoming a hotel, the building was a records depot for both the city and county and is currently listed on the National Register of Historic Places. |
27334179_0_2 | 27334179 | https://en.wikipedia.org/wiki/Holiday%20Inn%20Express%20Riverwalk%20Area | Holiday Inn Express Riverwalk Area | Holiday Inn Express Riverwalk Area.
The five-story stone and brick structure was originally designed by prominent architect Alfred Giles as a two-story limestone facility containing twenty jail cells. Because of a rapid increase in the city's population, Henry T. Phelps designed a third-floor addition and remodeled the building in 1912, transforming it to the Mission Revival style. |
27334179_0_3 | 27334179 | https://en.wikipedia.org/wiki/Holiday%20Inn%20Express%20Riverwalk%20Area | Holiday Inn Express Riverwalk Area | Holiday Inn Express Riverwalk Area.
In 1926, a second expansion was designed by Atlee and Robert Ayres, a father-and-son team and
leading architects of their time. The entire appearance of the building was changed, with the addition of two floors, a reconfiguration of window openings, and a projecting entry with an arched entrance porch. The present façade's appearance dates to that design, when the structure was faced in brick. |
27334179_0_4 | 27334179 | https://en.wikipedia.org/wiki/Holiday%20Inn%20Express%20Riverwalk%20Area | Holiday Inn Express Riverwalk Area | Holiday Inn Express Riverwalk Area.
A new jail was constructed in 1962; the old jail became the County Election Center and Archives Building. In 1983, it was used as a private records storage facility and later a city records storage facility, until 2000. In a 2002 rehabilitation, the building was repainted to emphasize the façade's brick detail. |
27334179_0_5 | 27334179 | https://en.wikipedia.org/wiki/Holiday%20Inn%20Express%20Riverwalk%20Area | Holiday Inn Express Riverwalk Area | Holiday Inn Express Riverwalk Area.
The jail was once known as the Shrimp Hotel. The double entendre came about because the jail was located on Camaron Street (Calle del Camarón), named using the Spanish word for shrimp — which the locals applied to the crawfish in nearby San Pedro Creek — plentiful during the Spanish colonial period. |
27334190_0_0 | 27334190 | https://en.wikipedia.org/wiki/Avro%20Canada%20CF-103 | Avro Canada CF-103 | Avro Canada CF-103.
The Avro Canada CF-103 was a proposed Canadian interceptor, designed by Avro Canada in the early 1950s as a development, and possible replacement of the company's CF-100 Canuck, that was entering service at the time with the Royal Canadian Air Force (RCAF). Although intended to be capable of flying at transonic speeds, the CF-103 only offered a moderate increase in performance and capability over the CF-100; subsequently, the aircraft never progressed beyond the mock-up stage. |
27334190_0_1 | 27334190 | https://en.wikipedia.org/wiki/Avro%20Canada%20CF-103 | Avro Canada CF-103 | Avro Canada CF-103. Design and development
Even before the prototype of the CF-100 had flown, Avro Canada was conducting studies of potential advanced variations of the aircraft, as the RCAF was seeking an interceptor with greater high-speed performance. Due to the perceived limitations of the CF-100's original "thick", straight wing, Chief Designer John Frost proposed a series of refinements that included a thinner swept wing. In December 1950, the Avro Aircraft Design Office decided to proceed with a redesign, primarily incorporating the early series CF-100 fuselage structure with a new swept wing and tail surfaces as part of the C-100S design study. |
27334190_0_2 | 27334190 | https://en.wikipedia.org/wiki/Avro%20Canada%20CF-103 | Avro Canada CF-103 | Avro Canada CF-103.
Frost considered the new design as an interim aircraft between the CF-100 and the more advanced C-104 project. The salient changes to the basic wing planform were in decreasing its chord and thickness, and adding a 42° sweep to the leading edge, creating a near-delta wing configuration. The tail surfaces were also swept back. One version that was considered featured two streamlined fuel tanks blended into the leading edge of the wings near the three/quarter position. |
27334190_0_3 | 27334190 | https://en.wikipedia.org/wiki/Avro%20Canada%20CF-103 | Avro Canada CF-103 | Avro Canada CF-103.
Despite the use of more powerful engines, the redesign had very modest performance specifications, with a planned maximum diving speed of Mach 0.95, scarcely better than the placarded Mach 0.85 speed limit of the production CF-100 Mk 2 and Mk 3. Avro executives, recognizing that the company had already suffered due to the protracted development of the CF-100, determined that Frost's revised design would provide a "hedge" against the CF-100's failure to secure long-term contracts. |
27334190_0_4 | 27334190 | https://en.wikipedia.org/wiki/Avro%20Canada%20CF-103 | Avro Canada CF-103 | Avro Canada CF-103.
In 1951, the Canadian Department of Trade and Commerce issued an order for two prototypes and a static test airframe, under the CF-103 project designation. Jigs, tools and detailed engineering drawings were in place by June 1951, with wind tunnel testing, conducted at Cornell University, completed by November 1951. Although a wooden mock-up of the CF-103 was built, along with a separate cockpit area and engine section that was partially framed in, the mock-up did not feature an undercarriage unit nor any interior fittings. Two different tail designs were fitted with the initial effort only having a swept leading edge of the tail, while the definitive version had a much more raked appearance. The engineering and installation requirements for the CF-103's proposed Orenda 17 jet engines were not finalized, as the experimental "hybrid" using an Orenda 8 compressor unit and Orenda 11 two-stage turbine, matched to a "reheat" unit, had not been fully developed. |
27334190_0_5 | 27334190 | https://en.wikipedia.org/wiki/Avro%20Canada%20CF-103 | Avro Canada CF-103 | Avro Canada CF-103. Cancellation
During 1951, flight tests carried out by Chief Development Test Pilot S/L Janusz Żurakowski and other members of the Flight Test unit, revealed the development potential of the CF-100 had outstripped the intended performance envelope of the CF-103, while Frost and the Design Office became preoccupied with more sophisticated designs as potential replacements for the CF-100. Work on the CF-103 stalled, with the maiden flight originally scheduled for the summer of 1952, postponed to mid-1953. With Cold War pressures mounting, the Canadian government demanded that production of the latest CF-100 fighter, as well as developing more advanced variants of the Canuck should predominate, leading the Avro company to curtail the moribund CF-103 project in December 1951. |
27334190_0_6 | 27334190 | https://en.wikipedia.org/wiki/Avro%20Canada%20CF-103 | Avro Canada CF-103 | Avro Canada CF-103.
Although the mock-up languished in the experimental bay at the factory, a dramatic event served to preclude any attempt to restart the project. On 18 December 1952, from a height of 33,000 ft (10,000 m), Żurakowski dived the CF-100 Mk 4 prototype (RCAF Serial No. 18112) to Mach 1.06. His "unauthorized" test flight resulted in the final scrapping of the mock-up. |
27334190_1_0 | 27334190 | https://en.wikipedia.org/wiki/Avro%20Canada%20CF-103 | Avro Canada CF-103 | Avro Canada CF-103. Bibliography
Campagna, Palmiro. Requiem for a Giant: A.V. Roe Canada and the Avro Arrow. Toronto: Dundurn Press, 2003. .
Milberry, Larry. The Avro CF-100. Toronto: CANAV Books, 1981. .
Milberry, Larry. Sixty Years: The RCAF and CF Air Command 1924-1984. Toronto: CANAV Books, 1984. .
Page, Ron. Canuck: CF-100 All Weather Fighter. Erin, Ontario: Boston Mills Press, 1981. .
Page, Ron, Richard Organ, Don Watson and Les Wilkinson ("The Arrowheads"). Avro Arrow: The Story of the Avro Arrow from its Evolution to its Extinction. Erin, Ontario: Boston Mills Press, 1979, reprinted Stoddart, 2004. .
Stewart, Greig. Shutting Down the National Dream: A.V. Roe and the Tragedy of the Avro Arrow. Toronto: McGraw-Hill-Ryerson, 1991. .
Valiquette, Marc-Andre. Destruction of a Dream: The Tragedy of Avro Canada and the CF-105 Arrow, Volume 1. Montreal: Marc-Andre Valiquette (self-published), 2009. .
Zuk, Bill. Avrocar, Canada's Flying Saucer: The Story Of Avro Canada's Secret Projects. Erin, Ontario: Boston Mills Press, 2001. .
Zuk, Bill. Janusz Zurakowski: Legends in the Sky. St. Catharine's, Ontario: Vanwell, 2004. . |
27334218_0_0 | 27334218 | https://en.wikipedia.org/wiki/Clover%20yellow%20vein%20virus | Clover yellow vein virus | Clover yellow vein virus.
Clover yellow vein virus (ClYVV) is a plant pathogenic virus in the genus Potyvirus and the virus family Potyviridae. Like other members of the Potyvirus genus, ClYVV is a monopartite strand of positive-sense, single-stranded RNA surrounded by a capsid made for a single viral encoded protein. The virus is a filamentous particle that measures about 760 nm in length. This virus is transmitted by several species of aphids in a nonpersistent manner and by mechanical inoculation. |
27334218_1_0 | 27334218 | https://en.wikipedia.org/wiki/Clover%20yellow%20vein%20virus | Clover yellow vein virus | Clover yellow vein virus. Geographic distribution and host range
Clover yellow vein virus, first named in 1965, was isolated from white clover (Trifolium repens) in a garden in England. A survey of English pastures found it to be widespread throughout England. In 1969, a similar virus was isolated in Canada and it was speculated at the time that the virus was also common in the United States but had been misidentified as a strain of Bean yellow mosaic virus (BYMV). With time, using serological, host range studies and eventually sequence data, this proved to be true. For example, several species of Commelinaceae, reported to be infected by BYMV, were found susceptible to ClYVV instead. ClYVV and BYMV are now considered to be different potyviruses, both of which infect many members of the Fabaceae (or Leguminosae) worldwide. |
27334232_0_0 | 27334232 | https://en.wikipedia.org/wiki/Paul%20Uppal | Paul Uppal | Paul Uppal.
Paul Singh Uppal (born 14 June 1967) is a Conservative Party politician from the United Kingdom. During the parliament elected at the 2010 general election, Uppal was the Member of Parliament for Wolverhampton South West, having won the seat from the incumbent Labour Party MP Rob Marris with 16,344 votes and a majority of 691. |
27334232_0_1 | 27334232 | https://en.wikipedia.org/wiki/Paul%20Uppal | Paul Uppal | Paul Uppal.
Uppal was narrowly defeated at the 2015 general election, when Rob Marris regained the seat with a majority of 801. Uppal attempted to win his seat back at the 2017 snap general election, but despite increasing his vote share, he was defeated by a bigger margin of 2,185 votes. |
27334232_0_2 | 27334232 | https://en.wikipedia.org/wiki/Paul%20Uppal | Paul Uppal | Paul Uppal.
On 20 December 2017, the government announced that he was to be the first Small Business Commissioner. |
27334232_0_3 | 27334232 | https://en.wikipedia.org/wiki/Paul%20Uppal | Paul Uppal | Paul Uppal. Early life
Uppal was born in Birmingham, to Surjit Singh Uppal, a magistrate, and Balbir Kaur on 14 June 1967. His parents are Sikhs of East African descent. He attended Harborne Hill Comprehensive School and then studied three A-levels in Politics, History and Sociology at Matthew Boulton College. He studied Politics and Sociology at the University of Warwick. |
27334232_0_4 | 27334232 | https://en.wikipedia.org/wiki/Paul%20Uppal | Paul Uppal | Paul Uppal.
He married his wife Kashmir, a lawyer, on 17 November 1991 in Derby. They have three children together. He holds a season ticket for Wolverhampton Wanderers Football Club, and is a trustee of the second largest Gurudwara (Sikh Temple) in Wolverhampton. |
27334232_0_5 | 27334232 | https://en.wikipedia.org/wiki/Paul%20Uppal | Paul Uppal | Paul Uppal. Political career
Uppal was selected as Conservative Party candidate for Birmingham Yardley less than three months before the 2005 general election. The seat was traditionally a Conservative-Labour marginal, but became a three-way marginal at the 1992 general election and a Labour-Liberal Democrat marginal since the 1997 general election, with the Conservatives pushed into an increasingly distant third place. Uppal came third in 2005, winning 2,970 votes, with Liberal Democrat John Hemming replacing the retiring Labour MP Estelle Morris. |
27334232_0_6 | 27334232 | https://en.wikipedia.org/wiki/Paul%20Uppal | Paul Uppal | Paul Uppal.
In February 2007, Uppal was selected as the Wolverhampton South West Conservative candidate in an open primary held at Molineux Stadium, in which all constituents were entitled to vote. The seat had once been a safe Conservative seat, held first by Enoch Powell from 1950 to 1974 and then by Nicholas Budgen, but became a Labour marginal, held by Jenny Jones in 1997. Rob Marris held it from 2001 onwards, though the Labour majorities gradually reduced at each election, and Uppal won the seat for the Conservatives in 2010. |
27334232_0_7 | 27334232 | https://en.wikipedia.org/wiki/Paul%20Uppal | Paul Uppal | Paul Uppal.
In July 2010, he was elected Chairman of the All Party Urban Development Group. In October 2011, he voted against a referendum on the UK's membership of European Union. In September 2012, he was appointed PPS to David Willetts at the Department for Business, Innovation and Skills. |
27334232_0_8 | 27334232 | https://en.wikipedia.org/wiki/Paul%20Uppal | Paul Uppal | Paul Uppal.
In the run up to the 2015 general election, both Uppal, his main opponent Marris, and even UKIP agreed that immigration was no longer a key issue in the seat which was once held by the controversial MP Enoch Powell. Uppal highlighted the improvement in community relations whilst Marris expressed concern about zero-hour contracts, foodbanks and workers earning less than a living wage. |
27334232_0_9 | 27334232 | https://en.wikipedia.org/wiki/Paul%20Uppal | Paul Uppal | Paul Uppal.
At the 2015 election, Uppal lost his seat to Marris. Uppal stood as a candidate in the same seat at the 2017 snap election, and despite increasing his party's vote share by 3%, the Labour vote increased by 6.1%, and Uppal consequently lost by 2,185 votes. |
27334233_0_0 | 27334233 | https://en.wikipedia.org/wiki/All%20European%20Academies | All European Academies | All European Academies.
All European Academies (ALLEA) is the European Federation of Academies of Sciences and Humanities. It was founded in 1994 and brings together more than 50 Academies of Sciences and Learned Societies from over 40 member countries of the Council of Europe. Since May 2018 the President of ALLEA is Antonio Loprieno. ALLEA is financed by annual dues from its member academies and remains fully independent from political, religious, commercial or ideological interests. The ALLEA secretariat is based on the premises of the Berlin-Brandenburg Academy of Sciences and Humanities in Berlin. |
27334233_0_1 | 27334233 | https://en.wikipedia.org/wiki/All%20European%20Academies | All European Academies | All European Academies. Mission
ALLEA's mission includes facilitating the collaboration between Academies, fostering excellence and high ethical standards in the conduct of research, promoting the autonomy of science and research, representing the European Academies' positions to the European authorities, and contributing to the improvement of the framework conditions for science and research. Jointly with its Member Academies, ALLEA is in a position to address the full range of structural and policy issues facing Europe in science, research and innovation. In doing so, it is guided by a common understanding of Europe, bound together by historical, social and political factors as well as for scientific and economic reasons. |
27334233_0_2 | 27334233 | https://en.wikipedia.org/wiki/All%20European%20Academies | All European Academies | All European Academies. Member Academies
ALLEA Member Academies operate as learned societies, think tanks, or research performing organisations. They are self-governing communities of leaders of scholarly enquiry across all fields of the natural sciences, the social sciences and the humanities. ALLEA therefore provides access to an unparalleled human resource of intellectual excellence, experience and expertise. Furthermore, its integrative membership structure comprises Academies from both European Union (EU) and non–EU member states in Europe. |
27334233_0_4 | 27334233 | https://en.wikipedia.org/wiki/All%20European%20Academies | All European Academies | All European Academies. Working Groups
The core of the scientific work of ALLEA is performed by its Working Groups. ALLEA Working Groups are advisory bodies concerned with specific issues and providing advice and guidance on matters related to science, science management and science policy on the European level. Their activities and services may vary from advising decision-makers and the general public to producing memoranda, statements, position papers or reports published under the auspices of ALLEA. |
27334233_0_5 | 27334233 | https://en.wikipedia.org/wiki/All%20European%20Academies | All European Academies | All European Academies. SAPEA
ALLEA, jointly with four other European academy networks, forms part of the EU-funded SAPEA (Science Advice for Policy by European Academies) project, bringing together knowledge and expertise of Fellows from over 100 Academies across Europe. SAPEA provides interdisciplinary, independent and evidence based-scientific advice on policy issues to the European Commission and the European public in the context of the European Commission's Scientific Advice Mechanism. |
27334234_0_0 | 27334234 | https://en.wikipedia.org/wiki/Allchar%20deposit | Allchar deposit | Allchar deposit.
Allchar deposit (alternative spellings Alsar deposit, Alšar deposit or Alshar deposit) is a low-temperature hydrothermal gold–arsenic–antimony–thallium deposit in Kavadarci Municipality of North Macedonia. For some time, the thallium-rich part of the deposit was mined. The Crven Dol mine yielded thallium and the ore body still holds estimated amount of 500 t of thallium. The mineral lorandite from this ore deposit can be used to determine the solar neutrino flux. |
27334234_0_1 | 27334234 | https://en.wikipedia.org/wiki/Allchar%20deposit | Allchar deposit | Allchar deposit.
"Mineral collecting at Allchar is only allowed with permission from the University of Skopje. The area will be declared a protected site. In about 2010, several collectors without this permit were arrested by police." |
27334234_0_2 | 27334234 | https://en.wikipedia.org/wiki/Allchar%20deposit | Allchar deposit | Allchar deposit. Geology
The deposit is a Carlin–type gold deposit, similar to those found in the Carlin Unconformity, Nevada. |
27334234_0_3 | 27334234 | https://en.wikipedia.org/wiki/Allchar%20deposit | Allchar deposit | Allchar deposit. Mining
Mining of Arsenic started in the 15th century when the Ottoman Empire ruled this land. |
27334234_0_4 | 27334234 | https://en.wikipedia.org/wiki/Allchar%20deposit | Allchar deposit | Allchar deposit.
Crven Dol mine operated in the antimony-poor and arsenic- and thallium-rich layer of the orebody. The minerals making most of the orebody are realgar, orpiment, As-bearing pyrite and marcasite. The deposit was mined extensively between 1880 and 1908. Antimony, arsenic and thallium were produced during that period. |
27334234_0_5 | 27334234 | https://en.wikipedia.org/wiki/Allchar%20deposit | Allchar deposit | Allchar deposit. Minerals
Pyrite, stibnite, orpiment and realgar are the main minerals forming the ore. Lorandite – a thallium arsenic sulfosalt mineral with formula TlAsS2 – is the main thallium mineral in the deposit. Several other thallium minerals have been discovered in the mine over the years, for example, jankovićite (Tl5Sb9(As,Sb)4S22, fangite (Tl3AsS4) and bernardite (TI(Sb,As)5S5). |
27334234_0_6 | 27334234 | https://en.wikipedia.org/wiki/Allchar%20deposit | Allchar deposit | Allchar deposit. LOREX
LORandite EXperiment (LOREX) is using lorandite from the ore deposit to determine the solar neutrino flux. This mineral contains large amounts of thallium-205 which undergoes a neutrino capturing reaction and yields lead-205 in the process. The 205Tl(νe,e−)205Pb process has a relatively low threshold energy of 52 keV and thus relatively high efficiency. With the age of the deposit of 4.5 to 4.2 million years, the solar neutrino flux can be estimated over the last 4 million years provided it is possible to determine the amount of lead-205 in a lorandite sample. This reaction can be induced not only by neutrino but other high energy cosmic particles, which all have different penetration depth in the crust. Therefore, a large volume of data is being accumulated during 2008–2010 from different depths of the deposit to produce reliable data. |
27334244_0_0 | 27334244 | https://en.wikipedia.org/wiki/Mathias%20Clement%20Lenihan | Mathias Clement Lenihan | Mathias Clement Lenihan.
Mathias Clement Lenihan, (October 6, 1854 – August 19, 1943) was a 20th-century archbishop in the Catholic Church in the United States. He served as bishop of the Diocese of Great Falls in the state of Montana from 1904-30. |
27334244_1_0 | 27334244 | https://en.wikipedia.org/wiki/Mathias%20Clement%20Lenihan | Mathias Clement Lenihan | Mathias Clement Lenihan. Early life & ministry
Born in Dubuque, Iowa, Lenihan was educated at St. Joseph College in Dubuque, St. John's College in Prairie du Chien, Wisconsin and the Grand séminaire de Montréal in Canada. He was ordained a Catholic priest on December 20, 1879 by Bishop John Hennessy for the Diocese of Dubuque. He was the first native born Iowan to be ordained a priest. From the time of his ordination until 1904 he was involved in parish ministry in the diocese, and later archdiocese, of Dubuque. His first assignment was at Vail and his second was at Marshalltown. In Marshallton he founded St. Thomas Hospital in memory of his brother, the Rt. Rev. Thomas Mathias Lenihan, who had served as bishop of the Diocese of Cheyenne. |
27334244_1_1 | 27334244 | https://en.wikipedia.org/wiki/Mathias%20Clement%20Lenihan | Mathias Clement Lenihan | Mathias Clement Lenihan. Bishop of Great Falls
On August 26, 1904 Pope Pius X named him to be the first bishop of Great Falls. He was consecrated a bishop on September 21, 1904 by Archbishop John Joseph Keane of Dubuque. The co-consecrators were Bishops James John Keane of Cheyenne and Joseph Bernard Cotter, of Winona. He was installed on November 5, 1904 at St. Ann Cathedral in Great Falls. |
27334244_1_2 | 27334244 | https://en.wikipedia.org/wiki/Mathias%20Clement%20Lenihan | Mathias Clement Lenihan | Mathias Clement Lenihan. Biography
Bishop Lenihan served the diocese for 26 years. He was involved in temperance reform, building the parochial school system in the diocese, and constructing a new cathedral. The new St. Ann Cathedral in Great Falls was dedicated on December 15, 1907. He was instrumental in establishing an orphanage staffed by the Sisters of Charity of Providence. The diocese also established several new parishes during his episcopate.
Pope Pius XI accepted his resignation as bishop of Great Falls on January 18, 1930. He was named Titular Archbishop of Preslavus on February 14, 1930. He retired to Dubuque and died there on August 19, 1943. |
27334281_0_0 | 27334281 | https://en.wikipedia.org/wiki/Miss%20USA%201978 | Miss USA 1978 | Miss USA 1978.
Miss USA 1978 was the 27th Miss USA pageant, televised live by CBS from the Gillard Municipal Auditorium in Charleston, South Carolina on April 29, 1978. |
27334281_0_1 | 27334281 | https://en.wikipedia.org/wiki/Miss%20USA%201978 | Miss USA 1978 | Miss USA 1978.
The pageant was won by Judi Andersen of Hawaii, who was crowned by outgoing titleholder Kimberly Tomes of Texas. Andersen was the third woman from Hawaii to win the Miss USA title, and went on to place as 1st runner-up to Margaret Gardiner of South Africa at Miss Universe 1978. |
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