Products.

Electroputere are currently manufactures of:  They also have divisions specialising in:

Electric and diesel-electric locomotives.

Export orders.

A total of 1,105 locomotives were delivered between 1972—1991 to railway companies in the following countries: One of its more notable foreign orders was for the Class 56 locomotives for British Rail. The 30 locomotives were outsourced to Electroputere because Brush Traction could not build them at its own plant; however, upon their arrival in the UK, the machines were deemed to be unsuitable for use, as they suffered from poor construction standards, and had to be withdrawn and extensively rebuilt. (However, they were seen as being perfectly reasonable for use in Romania by the Romanian crews who tested them).  In 1955-1959, Electroputere produced the V54 tram, which was delivered to the cities of Bucharest, Timișoara and Oradea. Unmodified examples ran up to 1989, whilst the largest number of examples ran in Bucharest, serving as the backbone of the city's network in the 1960s (they were later modernized in 1976-1982, and ran up to June 2000). Aside from this, Electroputere modernized multiple V3A trams between 1997 and 2002, with the first three of them receiving Holec (Holland Electric) equipment. Between 1994 and 1996, Electroputere and FAUR modernized multiple Astra IVA sets for operation on the M2 line of the Bucharest Metro, the project eventually failed and the blue IVA sets never entered service.  The most important railway locomotives, as classed by the Romanian railway factory nomenclature were the LDE 2100, LE 5100 and LDE 3000/4000, which were mainly delivered to the Romanian Railways, and a few foreign customers. Apart from the latter, which were withdrawn in the mid-1990s and early-2000s due to their ineconomical nature and increased fuel consumption, the LDE 2100 and LE 5100 form the backbone of the Romanian Railways network.

Electroputere S.A. (which translates as "Electropower" in English) was a company based in Craiova, Romania. Founded in 1949, it was one of the largest industrial companies in Romania. Electroputere had produced more than 2,400 diesel locomotives, and 1,050 electric locomotives for the Romanian, Bulgarian, Chinese, and Polish railways, additionally producing other urban vehicles and complex equipment.

克拉约瓦电力机车设备股份公司(),罗马尼亚铁路列车制造商,也是罗马尼亚规模最大的工厂之一,位于罗马尼亚多尔日县克拉约瓦。


Background, precursors and development.

Low-speed, fixed wing Allied aircraft like the Soviet Polikarpov Po-2 training and utility biplane had been used as early as 1942 to provide night harassment attack capability against the "Wehrmacht Heer" on the Eastern Front, most effectively in the Battle of the Caucasus as exemplified by the Night Witches all-female Soviet air unit. Following Operation Overlord in 1944, the military version of the similarly slow-flying Piper J-3 Cub high-wing civilian monoplane, the L-4 Grasshopper, begun to be used in a light anti-armor role by a few U.S. Army artillery spotter units over France; these aircraft were field-outfitted with either two or four bazooka rocket launchers attached to the lift struts, against German armored fighting vehicles. During the summer of 1944, U.S. Army Major Charles Carpenter managed to successfully take on an anti-armor role with his rocket-armed Piper L-4. His L-4, bearing US Army serial number 43-30426 and named "Rosie the Rocketer", armed with six bazookas, had a notable anti-armor success during an engagement during the Battle of Arracourt on September 20, 1944, employing top attack tactics in knocking out at least four German armored vehicles, as a pioneering example of taking on heavy enemy armor from a slow-flying aircraft. The Germans themselves were also engaged in such ad-hoc, low-speed "light aircraft" platforms for ground attack very late in the war, with one subtype of the Bücker "Bestmann" trainer—the Bü 181C-3—armed with four "Panzerfaust" 100 anti-tank grenade launchers, two under each of the low-winged monoplane's wing panels, for the concluding two months of the war in Europe. This sort of role, being undertaken by low-speed fixed-wing light aircraft was something that was also likely to be achievable after World War II, from the increasing numbers of post-war military helicopter designs. The only American helicopter in use during the war years, the Sikorsky R-4, was only being used for rescue and were still very much experimental in nature. In the early 1950s, various countries around the world started to make increased use of helicopters in their operations in transport and liaison roles. Later on it was realised that these helicopters, successors to the World War II-era Sikorsky R-4, could be armed with weapons in order to provide them with limited combat capability. Early examples include armed Sikorsky H-34s in service with the US Air Force and armed Mil Mi-4 in service with the Soviet Air Forces. In the opening months of the Korean War era, in August 1950 a joint US Navy and Marine Corps test used a newly acquired Bell HTL-4 helicopter to test if a bazooka could be fired from a helicopter in flight. One of the larger 3.5 inch (90mm calibre) models of the bazooka was chosen, and was mounted ahead and to the right of the helicopter to allow the door to remain clear. The bazooka was successfully tested, although it was discovered that it would require shielding for the engine compartment, which was exposed in the model 47 and other early helicopters. The helicopter itself belonged to HMX-1, a Marine experimental helicopter squadron. This "experimental" trend towards the development of dedicated attack helicopters continued into the 1960s with the deployment of armed Bell UH-1s and Mil Mi-8s during the Vietnam War, to this day the pair of most produced helicopter designs in aviation history. These helicopters proved to be moderately successful in these configurations, but due to a lack of armor protection and speed, they were ultimately ineffective platforms for mounting weapons in higher-threat ground combat environments.  Since the 1960s, various countries around the world started to design and develop various types of helicopters with the purpose of providing a heavily armed and protected aerial vehicle that can perform a variety of combat roles, from reconnaissance to aerial assault missions.  By the 1990s, the missile-armed attack helicopter evolved into a primary anti-tank weapon. Able to quickly move about the battlefield and launch fleeting "pop-up attacks", helicopters presented a major threat even with the presence of organic air defenses. The helicopter gunship became a major tool against tank warfare, and most attack helicopters became more and more optimized for the antitank mission.

United States.

In the mid-1960s, the U.S. Army concluded that a purpose-built attack helicopter with more speed and firepower than current armed helicopters was required in the face of increasingly intense ground fire (often using heavy machine guns and anti-tank rockets) from Viet Cong and NVA troops. Based on this realization, and with the growing involvement in Vietnam, the U.S. Army developed the requirements for a dedicated attack helicopter, the Advanced Aerial Fire Support System (AAFSS). The aircraft design selected for this program in 1965, was Lockheed's AH-56 Cheyenne. As the Army began its acquisition of a dedicated attack helicopter, it sought options to improve performance over the continued use of improvised interim aircraft (such as the UH-1B/C). In late 1965, a panel of high-level officers was selected to evaluate several prototype versions of armed and attack helicopters to determine which provided the most significant increase in capability to the UH-1B. The three highest-ranked aircraft, the Sikorsky S-61, Kaman H-2 "Tomahawk", and the Bell AH-1 Cobra, were selected to compete in flight trials conducted by the Army's Aviation Test Activity. Upon completion of the flight evaluations, the Test Activity recommended Bell's Huey Cobra to be an interim armed helicopter until the Cheyenne was fielded. On 13 April 1966, the U.S. Army awarded Bell Helicopter Company a production contract for 110 AH-1G Cobras. The Cobra had a tandem cockpit seating arrangement (vs UH-1 side-by-side) to make the aircraft a smaller frontal target, increased armor protection, and greater speed.  In 1967, the first AH-1Gs were deployed to Vietnam, around the same time that the Cheyenne successfully completed its first flight and initial flight evaluations. And while the Cheyenne program suffered setbacks over the next few years due to technical problems, the Cobra was establishing itself as an effective aerial weapons platform, despite its performance shortcomings compared to the AH-56 and design issues of its own. By 1972, when the Cheyenne program was eventually cancelled to make way for the Advanced Attack Helicopter (AAH), the "interim" AH-1 "Snake" had built a solid reputation as an attack helicopter. In June 1972 the USMC began deploying AH-1J SeaCobra Attack Helicopters for combat operations in South Vietnam.  During the late 1970s, the U.S. Army saw the need of more sophistication within the attack helicopter corps, allowing them to operate in all weather conditions. With that the Advanced Attack Helicopter program was started. From this program the Hughes YAH-64 came out as the winner. The prototype YAH-64 was first flown on 30 September 1975. The U.S. Army selected the YAH-64 over the Bell YAH-63 in 1976, and later approved full production in 1982. After purchasing Hughes Helicopters in 1984, McDonnell Douglas continued AH-64 production and development. The helicopter was introduced to U.S. Army service in April 1986.  Today, the US attack helicopter has been further refined, and the AH-64D Apache Longbow demonstrates many of the advanced technologies being considered for deployment on future gunships. The US Marine Corps also continued to employ attack helicopters in the direct fire support role, in the form of the AH-1 Super Cobra. While helicopters were effective tank-killers in the Middle East, attack helicopters are being seen more in a multipurpose role. Tactics, such as tank plinking, showed that fixed-wing aircraft could be effective against tanks, but helicopters retained a unique low-altitude, low-speed capability for close air support. Other purpose-built helicopters were developed for special operations missions, including the MH-6 for extremely close support.

Soviet Union and its successor states.

During the early 1960s, Soviet engineers started experimenting with various designs aimed at producing an aerial vehicle that could provide battlefield mobility for infantry and provide fire support to army forces on the ground. The first of these concepts was a mock-up unveiled in 1966 in the experimental shop of the Ministry of Aircraft's factory number 329, where Mikhail Leont'yevich Mil was head designer. The mock-up, which was designated V-24, was based on another project, the V-22 utility helicopter, which itself never entered production. The V-24 had an infantry transport compartment that could hold eight troops sitting back to back, and a set of small wings positioned to the top rear of the passenger cabin, capable of holding up to six missiles or rocket pods, along with a twin-barrel GSh-23L cannon fixed to the landing skid.  These designs were proposed by Mil to the Soviet armed forces, and while he had the support of a number of strategists, he was opposed by several more senior members of the armed forces who believed that conventional weapons were a better use of resources. Despite the opposition, Mil managed to persuade the defence minister's first deputy, Marshal Andrey A. Grechko, to convene an expert panel to look into the matter. While the panel's opinions were mixed, supporters of the project eventually held sway and a request for design proposals for a battlefield support helicopter was issued.  The development of gunships and attack helicopters by the US Army during the Vietnam War convinced the Soviets of the advantages of armed helicopter ground support doctrine, which had a positive influence on moving forward with the development of the Mil Mi-24. After several mock-ups were produced, a directive was issued on 6 May 1968 to proceed with development of a twin-engine design of the helicopter. Work proceeded under Mil until his death in 1970. Detailed design work began in August 1968 under the codename Yellow 24. A full-scale mock-up of the design was reviewed and approved in February 1969. Flight tests with a prototype began on 15 September 1969 with a tethered hover, and four days later the first free flight was conducted. A second prototype was built, followed by a test batch of ten helicopters. A number of other design changes were made until the production version Mi-24A entered production in 1970, obtaining its initial operating capability in 1971 and was officially accepted into the state arsenal in 1972. Numerous versions have been developed to this day.  In 1972, following completion of the Mi-24, development began on a unique attack helicopter with transport capability. The new design had a reduced transport capability (3 troops instead of 8) and was called the Mil Mi-28. Also developed was the Ka-50 attack helicopter, which is smaller and more maneuverable and does not have a cabin for carrying troops. In 1977, a preliminary design of the Mil Mi-28 was chosen, in a classic single-rotor layout. Its transport capability was removed and it lost its similarity to the Mi-24. Design work on the Mi-28 began under Marat Tishchenko in 1980. In 1981, a design and a mock-up were accepted. The prototype (no. 012) was first flown on 10 November 1982. In this same time frame, Kamov was also attempting to submit its own designs for a new helicopter to the military, which they had designed throughout the early and mid 1980s. In 1984, the Mi-28 completed the first stage of state trials, but in October 1984 the Soviet Air Force chose the more advanced Kamov Ka-50 as the new. The Mi-28 development was continued, but given lower priority. In December 1987 Mi-28 production in Rosvertol in Rostov-on-Don was approved. After several prototypes were built, production ceased in 1993 with additional development continuing into the 21st century. Changes in the military situation after the Cold War made specialized anti-tank helicopters less useful. The advantages of the Mi-28N, like all-weather action ability, lower cost, and similarity to the Mi-24, have become more important. In 2003, the head of Russian Air Force stated that the Mi-28N and Ka-50 attack helicopters will become the standard Russian attack helicopter. The first serial Mi-28N was delivered to the Army on 5 June 2006.

People's Republic of China.

In 1979, the Chinese military studied the problem of countering large armor formations. It concluded that the best conventional solution was to use attack helicopters. Eight Aérospatiale Gazelle armed with Euromissile HOT were procured for evaluation. By the mid-1980s, the Chinese decided a dedicated attack helicopter was required. At the time, they used civilian helicopters converted for the military; these were no longer adequate in the attack role, and suitable only as scouts. Following this, China evaluated the Agusta A129 Mangusta, and in 1988 secured an agreement with the US to purchase AH-1 Cobras and a license to produce BGM-71 TOW missiles; the latter was cancelled following the Tiananmen Square protests of 1989 and the resulting arms embargo. The color revolutions prevented the purchase of attack helicopters from Eastern Europe in 1990 and 1991; Bulgaria and Russia rejected Chinese offers to purchase the Mil Mi-24.  While attempting to import foreign designs failed, war games determined that attack helicopters had to be commanded by the army, rather than the air force. This led to the formation of the People's Liberation Army Ground Force Aircraft (PLAGFAF), with an initial strength of 9 Harbin Z-9s. The PLAGFAF conducted tactical experiments that would help define the future Z-10's requirements. Research also decided that anti-tank missiles like the BGM-71 TOW were inadequate, and favored an analogue to the AGM-114 Hellfire.  The Gulf War highlighted the urgent need for attack helicopters, and revalidated the assessment that a purpose-built design was needed. (At the time, the Chinese military depended on armed utility helicopters such as the Changhe Z-11 and Harbin Z-9.) Also, it demonstrated that the new attack helicopter would need to be able to defend itself against other helicopters and aircraft. The military perceived that once the new attack helicopter entered service, the existing helicopters would be used as scouts.  The Armed Helicopter Developmental Work Team () was formed to develop a new medium helicopter design, as opposed to basing the new design on the light helicopters then in service. The 602nd and 608th Research Institutes started development of the 6-ton class China Medium Helicopter (CHM) program in 1994. The program was promoted as a civilian project, and was able to secure significant Western technical assistance, such as from Eurocopter (rotor installation design consultancy), Pratt & Whitney Canada (PT6C turboshaft engine) and Agusta Westland (transmission). The Chinese concentrated on areas where it could not obtain foreign help. The 602nd Research Institute's called its proposed armed helicopter design the WZ-10 (-10).  The 602nd Research Institute was assigned as the chief designer, while Harbin Aircraft Manufacturing Corporation (HAMC) of China Aviation Industry Corporation II (AVIC II) was assigned as the primary manufacturer. Nearly four dozen other establishments participated in the program. According to Chinese sources, the initial test flights were concluded on December 17, 2003, whereas according to other sources they were completed nine months earlier in March 2003. According to Jane's Information Group, a total of 3 prototypes had completed over 400 hours of test flights by this time. By 2004, 3 more prototypes were built, for a total of 6, and a second stage of test flights were concluded on December 15, 2004. In one of the test flights the future commander-in-chief of the People's Liberation Army Ground Force Air Force (PLAGAF), Song Xiangsheng (), was on board the prototype. A third stage of intensive test flights followed, taking place during both day and night. By January 2006 weaponry and sensor tests, including firing of live ammunition, had taken place. The helicopter was introduced to the general public in December 2010 and subsequently entered service with the People's Liberation Army.

Italy.

In 1972, the Italian Army began forming a requirement for a light observation and anti-tank helicopter. Agusta had initially studied the development of a combat-orientated derivative of their existing A109 helicopter, however they decided to proceed with the development of a more ambitious helicopter design. In 1978, Agusta formally began the design process on what would become the Agusta A129 Mangusta. On 11 September 1983, the first of five A129 prototypes made the type's maiden flight; the fifth prototype would first fly in March 1986. The Italian Army placed an order for 60 A129s.

France, Germany and Spain.

In 1984, the French and West German governments issued a requirement for an advanced multirole battlefield helicopter. A joint venture consisting of Aérospatiale and MBB was subsequently chosen as the preferred supplier. According to statements by the French Defence Minister André Giraud in April 1986, the collaborative effort had become more expensive than an individual national programme and was forecast to take longer to complete as well. In July 1986, a government report into the project alleged that the development had become distanced from the requirements and preferences of the military customers the Tiger was being developed for.  Both France and Germany reorganised the programme. Thomson-CSF also took over the majority of the Tiger's electronic development work, such as the visual systems and sensors. Despite the early development problems and the political uncertainty between 1984 and 1986, the program was formally relaunched in November 1987; it was at this point that a greater emphasis on the attack helicopter's anti-tank capabilities came about. Much of the project's organisational framework was rapidly redeveloped between 1987 and 1989; such as the installation of a Franco-German Helicopter Office to act as a program executive agency in May 1989. Due to the end of the Cold War and subsequent defence budgets decreases in the 1990s, financial pressures led to further questions regarding the necessity for the entire program. In 1992, Aérospatiale and MBB, among other companies, merged to form the Eurocopter Group; this led to considerable consolidation of the aerospace industry and the Tiger project itself. A major agreement was struck in December 1996 between France and Germany that cemented the Tiger's prospects and committed the development of supporting elements, such as a series of new generation missile designs for use by the new combat helicopter.  On 18 June 1999, both Germany and France publicly placed orders for an initial batch of 160 Tiger helicopters, 80 for each nation, valued at €3.3 billion. On 22 March 2002, the first production Tiger was rolled out in a large ceremony held at Eurocopter's Donauworth factory; although production models began initial acceptance trials in 2003, the first official delivery to the French Army took place on 18 March 2005; the first official Tiger delivery to the Germany followed on 6 April 2005. Germany reduced its order to 57 in March 2013. In 2008 OCCAR estimated the project cost at. France's FY2012 budget put their share of the project at €6.3bn (~US$8.5bn), implying a programme cost of €14.5bn (~US$19.5bn) to the three main partners. At FY2012 prices, their 40 HAP cost €27m/unit (~US$36m) and their 40 HAD €35.6m/unit (~US$48m), including development costs the French Tigers cost €78.8m (~US$106m) each.

South Africa.

The Rooivalk project began in early 1984 under the auspices of the Atlas Aircraft Corporation, a predecessor of Denel Aviation. Faced with the increasingly conventional nature of the South African Border War, the South African Defence Force recognised the need for a dedicated attack helicopter and accordingly set along the process of developing a suitable aircraft.  The Atlas XH-1 Alpha was the first prototype to emerge from the program. It was developed from an Aérospatiale Alouette III airframe, retaining that helicopter's engine and dynamic components, but replacing the original cockpit with a stepped tandem one, adding a 20 mm cannon on the nose and converting the undercarriage to tail-dragger configuration. The XH-1 first flew on 3 February 1985. The results were ultimately good enough to convince Atlas and the SAAF that the concept was feasible, opening the door for the development of the Rooivalk.  During the Rooivalk's development, it was decided to base the aircraft on the dynamic components of the Aérospatiale Super Puma, a larger and more powerful helicopter. These components were already used on the Atlas Oryx, a local upgrade and modification of the Aérospatiale Puma.  Unfortunately, the development of the Rooivalk continued until after the conclusion of the South African Border War and defence budgets were slashed due to parliamentary changes to the requirements of the national air force. This resulted in an extensive development and production period beginning in 1990 until 2007, during which 12 aircraft were produced for use by the South African Air Force. These aircraft were subsequently upgraded to the Block 1F standard by 2011. The upgrade involves improved targeting systems and other avionics which enable the helicopter to use guided missiles for the first time. The Mokopa ATGM was qualified as part of the upgrade process. Gearbox components were improved and cooling problems with the F2 20 mm cannon were also addressed.  On 1 April 2011, the South African Air Force received the first five of eleven (one of the twelve aircraft originally delivered to the SAAF was written off after an accident) Block 1F upgraded Rooivalk. The ninth and tenth Rooivalk attack helicopters were delivered in September 2012 following their upgrade to the Block 1F initial operating standard. The eleventh and final Rooivalk was delivered on 13 March 2013.

India.

The Indian Army deploys the Mil Mi-35 (export variant of Mi-24V) and HAL Rudra as of 2014. During the Kargil War in 1999, the Indian Air Force and the Indian Army found that there was a need for helicopters that can operate at such high-altitude conditions with ease. Limitations from operating with high payloads and restricted maneuverability of Mil Mi-35 led India to develop the HAL Light Combat Helicopter and HAL Rudra for multi-role high-altitude combat operations. These helicopters will be used by the Indian Air Force and the Indian Army's Aviation Corps.

In action.

Although usually ignored by observers, the Iran–Iraq War of the 1980s saw "the most intensive use of the helicopters" in a conventional war ever, as well as the only confirmed helicopter dogfights in history; in particular, AH-1J SeaCobras of Iranian Army Aviation engaging with Mi-24 Hind and Mi-8 Hip helicopters of the Iraqi Army Air Corps.  The 1990s could be seen as the coming-of-age for the U.S. attack helicopter. The AH-64 Apache was used extensively during Operation Desert Storm with great success. Apaches fired the first shots of the latter war, destroying Iraqi early warning radar and SAM sites with their Hellfire missiles. They were later used successfully in both of their operational roles, to direct attack against enemy armor and as aerial artillery in support of ground troops. Hellfire missile and cannon attacks by Apache helicopters destroyed many enemy tanks and armored cars.  The "deep attack" role of independently operating attack helicopters came into question after a failed mission, during the 2003 Gulf War attack on the Karbala Gap. A second mission in the same area, four days later, but coordinated with artillery and fixed-wing aircraft, was far more successful with minimal losses. In 2011, France and Britain sent Eurocopter Tiger and AgustaWestland Apache attack helicopters to Libya. The primary objective of the 2011 military intervention was to protect civilians in accordance with UN Security Council Resolution 1973. Within days of the Apaches deployment, it had completed a variety of tasks such as destroying tanks, checkpoints held by pro-Gaddafi forces and vehicles carrying ammunitions loyal to Muammar Gaddafi. The attack helicopters were reported to be far more effective than the fighter jets which had previously been assigned these tasks.  In 2013, the South African National Defence Force announced that it would deploy Denel Rooivalk attack helicopters to the Democratic Republic of the Congo to support the United Nations Organization Stabilization Mission in the Democratic Republic of the Congo. This was the first combat deployment for the helicopter. Three helicopters from 16 Squadron SAAF were deployed to the region and since November 2013 it was involved in heavy fighting alongside the United Nations Force Intervention Brigade, against rebels operating in North Kivu, in particular the M23 militia, which consisted of hardened former government troops equipped with relatively heavy weaponry such as main battle tanks and anti-aircraft weaponry. During its first ever combat mission it proved to be instrumental in routing the rebels from their hilltop strongholds during an offensive by the United Nations Force Intervention Brigade and the Military of the Democratic Republic of the Congo.

Types.

Modern examples include:

An attack helicopter is an armed helicopter with the primary role of an attack aircraft, with the capability of engaging targets on the ground, such as enemy infantry and armored fighting vehicles. Due to their heavy armament they are sometimes called helicopter gunships.

攻击直升机(attack helicopter)是武装直升机的一种,是一种装备进攻性武器的军用直升机,专门用于攻击地面目标如步兵、装甲车辆和建筑,其主要武器为机炮和机枪、火箭以及精密制导导弹。很多攻击直升机也可以装备对空导弹,但主要用于自卫。当今的攻击直升机在功能上与固定翼攻击机类似,主要有两个用途:充当低空炮艇机为地面部队提供直接和精确的近距离空中支援;实施战术空袭主动摧毁敌军集结的装甲目标。攻击直升机有时也会作为轻型直升机之补充,用以执行侦察任务。


History.

First State House.

When Indiana became a state in 1816, the capital was located in Corydon. The first capitol building was a humble, two-story limestone building constructed in 1813 to house the legislature of the Indiana Territory. The building was constructed by a company owned by Dennis Pennington, a member of the early territorial legislature. Construction cost $1,500, paid for by the citizens of Harrison County, and was completed in three years. It measured forty-feet square with walls two-feet-thick and ten-foot ceilings. The building was made of limestone cut from a nearby quarry and, at the time of its completion, was one of the largest buildings in the state.  The capitol contained three rooms and quickly became too small for the state government, which had to erect additional office buildings across the street for the state's administration. The lower floor of the statehouse was used by the Indiana House of Representatives. The upper floor was split into two rooms, one for the Indiana State Senate and another for the Indiana Supreme Court, with a narrow hall between them. The building was abandoned as the capitol in 1824 and was given to Harrison County to use as a courthouse. The old capitol building is still preserved and is now a state historic site.

Second State House.

When the state government relocated to Indianapolis in December 1824, the government was housed in the Marion County Courthouse. The courthouse had been constructed with state funds in 1822 after Indianapolis was chosen as the site for the new capitol. The courthouse served as the state capitol building for twelve years. At the time Indianapolis was a frontier site, nearly from the nearest settlement of significance, making large scale construction impractical.  The relocation to Indianapolis was an arduous task. At the time it was an eleven-day journey by horseback from Corydon to the new capital. To complicate matters, no road existed and a path for the wagons had to be cut through the dense forests during the winter transit as the long caravan moved north. The caravan was large because it contained the state treasury, state library, state records, the furniture of the General Assembly, Supreme Court, and Executive Offices, along with a whole host of other implements to aid the caravan on its long journey. Colonel Samuel Merrill, the state treasurer, was authorized by the General Assembly to oversee the move. Ultimately, it took more than a month to relocate the government to Indianapolis. The first session of the General Assembly convened there in January 1825.

Third State House.

In 1831, the Indiana General Assembly approved construction of a new State House. The building was to be funded by the sale of lots of land in Indianapolis. A commission was established and Commissioner James Blake offered a $150 prize to the architect who could design the best state house. The firm of Ithiel Town and Alexander Jackson Davis created the winning design. Their plans were for a structure that was inspired by the ancient Greek Parthenon. The building looked very much like the Parthenon except for a large central dome. Town and Davis was awarded the contract to construct the building, and completed it ahead of schedule in 1835.  The State House was built of blue limestone, two stories high. The governor and the Supreme Court occupied the lower floor, and the legislature occupied the upper floor, with each house in its own wing. The building was the site of many great events in its history, including a bier for Abraham Lincoln. The building was popular after its construction but by the 1860s Greek Revival architecture had fallen out of style, and the building was beginning to become decrepit. The building's limestone foundation began to fail, and many feared a general structural collapse of the building. In 1867 the ceiling in the chambers of the Indiana House of Representative collapsed. A debate was held in 1873 about how to preserve the building but no solution was found. By the time that Governor James Williams was elected to office, the building was about to be condemned. It was finally demolished in 1877.

Fourth State House.

When the third State House was condemned in 1876 the government abandoned the building. The General Assembly relocated to a large office building that had been built in 1865 and was already housing the Supreme Court. The Governor and the executive staff relocated to another office building. The office building was used as the state house during the interim period that the new state house was being built. In 1887, before the new state house had been completed, enough of the lower floors were usable for the government to move out of the cramped office space and begin holding sessions in the new structure.

Current State House.

Construction.

With Indiana's rapid increase of population during the middle of the 19th century, the state's government increased in size, causing the previous capitol building to become crowded. In 1865, a state office building had to be constructed to house some of the burgeoning government, and the Supreme Court and several bureaus were relocated into the new building. When the state house was condemned in 1877, the state was without a real capitol building, and the administration of Governor James D. Williams proposed the construction of the current state capitol building. The plan was approved by the Indiana General Assembly during the legislative session of 1878. After the third state capitol building had been razed, the new building was constructed on the same site. Two million dollars (USD) were appropriated for construction of the new building, and it was completed in 1888. Governor Williams, who was famed for his frugality, was able to complete the project for $1.8 million and returned the extra $200,000 to the general fund.  A team of commissioners, including former Civil War general and civil engineer Thomas A. Morris, planned and oversaw the project. The structure was designed by Edwin May, an Indianapolis architect. Not wanting to repeat the mistakes made in the construction of the previous statehouse, the legislature required the new capitol to be built on a solid foundation so that it would last for many decades. Construction began in 1880 and the cornerstone was laid on September 28. Edwin May died in February of that year, and Adolph Sherrer supervised the project for the entire construction period. The interior was modeled in the Italian Renaissance style. Wherever possible, materials native to Indiana were used. Doors were made of Indiana oak, and Indiana limestone was used throughout the structure. The building's cornerstone is a ten-ton block of limestone quarried in Spencer, Indiana. The central dome was completed in 1883. The building was also wired for electricity, even though Indianapolis did not yet have an electrical power grid. In 1887, the new capitol was sufficiently finished for the first legislative session to be held there. Construction ultimately endured eight years, and the building was finally completed in October 1888. With the pinnacle of the building reaching high, it was the second-tallest building in the state at the time of its completion.  A hole was bored in the cornerstone, and a time capsule was placed inside containing forty-two items. The items included annual reports from all the government agencies, a Bible, samples of several varieties of crops grown in Indiana, several new coins, local maps and newspapers, a book on the history of Indianapolis, and pamphlets from many of the city's institutions.  The building is designed in the shape of a cross. A large central rotunda with a glass domed ceiling connects the four wings. The structure is four stories high. The first floor houses the executive offices of the administration. Offices for the Indiana House of Representatives are on the second floor's east side, while those for the Indiana State Senate are on the second floor's west side. Offices of the Indiana Supreme Court are on the north end of the second floor. The seventy-thousand volume Supreme Court Law Library is located on third floor. The third floor also holds the House, Senate, and Supreme Court chambers, and the fourth floor holds the Indiana Court of Appeals courtroom and the offices of nine of the fifteen judges on the Court. Additional executive office and storage space. The building was constructed for the purpose of holding the entire government of the state. For several decades, all the government bureaus were housed within the building, until the government again outgrew the structure; most of the state's bureaus have gradually been moved out of the building. In front of the State House stands a statue of Oliver Morton, governor of Indiana during the Civil War.

Renovation.

In 1988, the administration of Governor Robert D. Orr proposed that the Indiana General Assembly renovate the state house as part of "Hoosier Celebration '88", the year of the building's 100th anniversary. The General Assembly approved, and the building had an extensive, $11 million renovation that continued until 1995.  During the renovation process, all of the state house's stonework, consisting of marble, granite, and limestone columns and blocks, was cleaned and polished. All of the building's woodwork was repaired or replaced. Broken glass in the central dome skylight was replaced. The building's lighting was updated with new chandeliers based on the original designs, and most interior walls were repainted. The building was wired for a new data network to make the building ready for 21st-century technology.  In 1984, the Indiana State House was added to the National Register of Historic Places, and it remains a protected building. The state house is open for public tours during the work week and with limited tours during weekend mornings.

Public artworks.

Located inside and around the State House property are more than 40 works of public art that depict many important individuals and events related to the state of Indiana. The collection spans more than 130 years of artistic activity in a variety of mediums.

The Indiana Statehouse is the state capitol building of the U.S. state of Indiana. Housing the Indiana General Assembly, the office of the Governor of Indiana, the Indiana Supreme Court, and other state officials, it is located in the state capital of Indianapolis at 200 West Washington Street. Built in 1888, it is the fifth building to house the state government.

印第安纳州议会大楼(Indiana Statehouse)位于美国印第安纳州,楼里的政府机构包括州议会、州政府、最高法院等。大楼位于印第安纳波利斯西华盛顿路200号,建造于1888年,是州政府的第五座大楼。


Early life.

Born in Hitchin, Hertfordshire, Kitson spent his early career in non-League football with Hitchin Town and Arlesey Town. His day job was working at national supermarket chain Sainsbury's as a frozen food stacker.

Club career.

Cambridge United.

Kitson joined Cambridge United, then in Division Two, in 2001 after being recommended by agent Barry Silkman to U's manager John Beck. He made his debut in 3–2 victory away over Stoke City on 17 March 2001. On the final day of the same season, Kitson notched his first goal for the club in a 1–1 draw at Swansea City. The following season saw the club relegated from League One but Kitson scored 10 goals, finishing as the club's second-top goalscorer, one behind Tom Youngs. It was in the 2002–03 campaign that Kitson really found his feet. He scored 25 goals in a prolific campaign which saw him hot on the heels of David Crown's club record of 27 goals in a season. After 11 goals in 19 appearances at the start of the 2003–04 season, Kitson left Cambridge to join second-tier outfit Reading. His return of 47 goals in 123 appearances in all competitions ensured Kitson's place among the club's all-time legends.

Reading.

Kitson was sold to Reading on 26 December 2003, for a fee of £150,000. At Reading, he scored five goals in 10 starts in his first season. In the 2005–06 season, despite injury he went on to record an impressive goals-to-game ratio, and continued to do so as Reading won the Championship title.  Following promotion with Reading, Kitson scored the club's first Premier League goal in their 3–2 home win against Middlesbrough on the opening day of the 2006–07 season, but was then badly injured later in the same match. The injury kept him out of the game until Reading's FA Cup victory over Birmingham City on 27 January 2007. On 27 March, he committed his future to Reading, signing a new deal that would expire in June 2010.  At the start of 2007–08, he was sent off less than a minute after coming on as a substitute for Reading against Manchester United, for a late challenge on Patrice Evra. In January 2008 he made some controversial comments regarding the FA Cup, saying "We are not going to win the FA Cup and I do not care less about it, to be honest."

Stoke City.

On 18 July 2008, Kitson moved in a £5.5m move from Reading to Stoke City, breaking Stoke's record transfer fee.  Having failed to score any goals in any of the 18 competitive games he played for Stoke City in the 2008–09 season, speculation arose as to whether Kitson was settled there or not. Chairman Peter Coates and manager Tony Pulis both denied any rumour that he might be leaving the Britannia Stadium. The Stoke City board reacted to this growing disquiet, and he rejoined Reading on loan until the end of the 2008–09 season on 10 March 2009.  Kitson later revealed that he made the "wrong decision" in joining Stoke, adding that he and his family were happy at Reading and that "I threw all of that away for what I thought was going to be a new challenge... I hold my hands up – it was my fault. I made the decision to go to Stoke, I didn't have to, no-one forced me to go, and it was a bad decision." With regards to his failure to score for Stoke, he said "I'd been bought for a lot of money but I wasn't sure I was being utilised in the way I thought I was going to be... You do have some days at training when you go back in and wonder what you're doing there."  However, Reading failed to gain promotion, meaning that Kitson returned to Stoke. Kitson stated that he would "start his Stoke career again". His first competitive goal for Stoke came in a 1–0 League Cup win at Leyton Orient on 26 August 2009. He scored his first league goal for Stoke on 29 August 2009, which proved to be the winning goal against Sunderland and then scored again with a goal against Bolton Wanderers. However Kitson lost his place to James Beattie and joined Middlesbrough on a two-month loan. He scored his first goals for Middlesbrough when he scored a brace against Peterborough United on 28 November 2009. He returned to Stoke on 1 January 2010. He scored in the FA Cup against Manchester City and against Bolton. However, after a poor performance against Chelsea he never played for Stoke again and was branded as 'petulant' by manager Tony Pulis.

Portsmouth.

Kitson was announced as a Portsmouth player alongside Liam Lawrence on deadline day as part of a deal which took Marc Wilson to Stoke City. Kitson made his Portsmouth debut on 11 September 2010 in a 0–0 draw with Ipswich at Fratton Park. He scored his first goal for the club in a 4–1 defeat at Crystal Palace on 14 September 2010 and a further 2 goals in a 6–1 win over Leicester at Fratton Park on 24 September 2010. In his first season, Kitson made 39 appearance and scored 8 goals.  In his second season, along with Rocha, Kitson was frequently omitted from the squad before manager Steve Cotterill left to become manager of Nottingham Forest. Kitson claimed "the team are more united" after Cotterill's departure. Kitson experienced a dip in form and was dropped to the bench by Cotterill's successor, Michael Appleton. After some criticism by the fans and media Kitson scored his first Pompey goal since October 2011 when he scored away at Doncaster Rovers in the 90th minute with his hands to equalise; Márkó Futács scored minutes later to win the game for Pompey 4–3. This defeat kept Portsmouth in the division for another week at least and sent Doncaster down. Kitson agreed to leave the club in August 2012.

Sheffield United.

On 31 August 2012, Kitson joined Sheffield United on a short-term deal, due to run until the end of December. He made his debut on 15 September 2012, coming on as a second-half substitute in the 1–1 draw with Bury. His first goal for the Blades came in a 1–1 draw against Notts County at Bramall Lane on 29 September 2012. On 16 November 2012 Kitson extended his contract until the end of the season, stating that "It wouldn't have sat comfortably with me to leave a job half done after integrating myself into a great squad... I still would like to go to America but we will revisit that at a later date because the aim is to have a good crack at winning promotion here." Kitson played regularly for the remainder of the season, making 37 appearances in total and scoring eleven goals, but with the Blades failing to gain promotion he was released when his contract expired in June 2013.

Oxford United.

On 27 June 2013, Kitson joined League Two club Oxford United, signing a two-year contract. He scored four league goals in his only season at the club. On 22 July 2014 Kitson announced his decision to retire from playing professional football.

Return to Arlesey Town.

On 15 December 2014, Kitson was appointed player-assistant manager to new boss Nick Ironton at Arlesey Town, the club he played for between 2000 and 2001. However, Kitson departed the club in February 2015, after the departure of Ironton.

Personal life.

On 9 January 2008, Kitson was stopped by police whilst driving late at night near his home in Shinfield, Berkshire and was charged with failing to provide a breath sample. He appeared at Reading Magistrates' Court on 18 January 2008, and received an 18-month driving ban, a £1000 fine and was ordered to pay £60 costs. In December 2018 Kitson caused controversy for comments he made on Talksport radio, where he claimed that the reason Raheem Sterling had been subjected to racial abuse was because he had incited "jealousy" with his "luxury lifestyle". Dave received widespread criticism for these views, including live on air from the show's host, and Bournemouth defender Tyrone Mings who was due to go on air pulled out as a result.

Honours.

Reading

David Barry Kitson (born 21 January 1980) is an English former footballer who played as a forward. He has made 420 appearances in the Premier League and Football League, including 135 for Reading.

大卫·巴利·"戴夫"·杰臣(英语:David Barry "Dave" Kitson,1980年-1月21日)是一名英格兰职业足球员,担任前锋,身材高大兼有一头红发,在场上非常容易辨认,于2014年宣布退出职业球员行列。


Education and early career.

Davies was born in Rhiwbina, Cardiff, Wales. He attended Whitchurch Grammar School in Cardiff and then University College, London, where he received a BA in English in 1957. He took a teaching position at St. Clement Danes Grammar School in London, where he was on the teaching staff from 1958–61. He held a similar post at Woodberry Down Comprehensive School in Hackney, London from 1961–63. Following that, he was a lecturer in English at Coventry College of Education (which later merged with the University of Warwick to become the Faculty of Educational Studies and later the Warwick Institute of Education), and then at the University of Warwick.  In 1960, Davies contributed material to the BBC Home Service's "Monday Night at Home" strand, alongside Harold Pinter and Ivor Cutler. He wrote his first play for radio in 1964 and many more were to follow. In 1960, he married Diana Huntley; the couple have a son and daughter. He is resident in Kenilworth, Warwickshire.

Writer.

Davies' first television play, "Who's Going to Take Me On?", was broadcast in 1967 as part of BBC1's "The Wednesday Play" strand. His early plays were written as a sideline to his work in education, many of them appearing in anthology series such as "Thirty Minute Theatre", "Play for Today" and "Centre Stage". His first serial adaptation of a work of fiction was of "To Serve Them All My Days" (1980), from the novel by R. F. Delderfield. "A Very Peculiar Practice" (1986–88) is a campus based comedy-drama series that drew upon his career in education.  He is now best known for his adaptations of classic works of literature for television including "Pride and Prejudice" (1995) starring Colin Firth and Jennifer Ehle, "Vanity Fair" (1998), "Bleak House" (2005) and "Sense and Sensibility" (2008). He is the writer of the screenplays for the BBC production "Middlemarch" (1994) and a planned film of the same name once announced for 2011 release.  Davies also co-devised with Bernadette Davis the sitcom "Game On" for BBC2 and co-wrote the first two series broadcast in 1995 and 1996. The popularity of his adaptation of Michael Dobbs's political thriller "House of Cards" was a significant influence in Dobbs's decision to write two sequels, which Davies also adapted for television. In film, he has collaborated on the screenplays for the first two "Bridget Jones" films, based on Helen Fielding novels.  He is a prolific writer for children. The first of his novels was "Conrad's War", published by Blackie in 1978. Davies won the annual Guardian Children's Fiction Prize, which is judged by a panel of British children's writers and recognises the best book by an author who has not yet won it. He has written "Alfonso Bonzo" (book and television series) and the adventures of Marmalade Atkins (television series and numerous books). He also wrote the stories "Dark Towers" and "Badger Girl" for BBC TV's "Look and Read" programmes for schools audiences.  2008 saw the release of his adaptations of the 1999 novel "Affinity" by Sarah Waters, Evelyn Waugh's "Brideshead Revisited" (a film), Charles Dickens' "Little Dorrit" (a BBC series). "Little Dorrit" won seven of eleven Emmy nominations and earned Davies an Emmy for Outstanding Writing for a Miniseries.  Adaptations of "Dombey and Son", one of Dickens' lesser-read works and Anthony Trollope's Palliser novels were scrapped by the BBC in late 2009, following a move away from "bonnet dramas".  ITV was looking to recreate its period drama success with "Downton Abbey" with a new series "Mr Selfridge", written by Davies and starring Jeremy Piven. An initial ten-part series first aired on 6 January 2013 and it has run for 4 series by 2016.  Davies' six-part adaptation of Leo Tolstoy's "War & Peace" was broadcast on BBC One in January and February 2016. Following its success, the BBC announced in July 2016 that it would be followed up with a six-part adaptation of Victor Hugo's "Les Misérables" to be scripted by Davies. In May 2017, it was announced that BBC will adapt Vikram Seth's magnum opus "A Suitable Boy" into an eight-part series to be scripted by Davies.  In May 2018, he announced at the Hay Festival that he is adapting John Updike's "Rabbit, Run" for television.

Picture books.

Andrew and Diana Davies have written at least two children's picture books.

Andrew Wynford Davies (; born 20 September 1936) is a Welsh writer of screenplays and novels, best known for "House of Cards" and "A Very Peculiar Practice", and his adaptations of "Vanity Fair", "Pride and Prejudice", "Middlemarch", "Bleak House" and "War & Peace". He was made a BAFTA Fellow in 2002.

安德鲁·韦恩弗德·戴维斯(Andrew Wynford Davies)是一位英国作家及影视编剧。


List of highest-grossing films in the United States and Canada

Not adjusted for inflation.

This is a list of the highest-grossing films in the U.S. and Canada, a market known in the film industry as the North American box office, or as the domestic box office within the U.S. itself. The chart is ranked by lifetime gross, and for comparison, the figures adjusted for the effects of inflation are also listed, using the U.S. consumer price index; a film's earnings from its initial release are also included to provide a basis for comparison between films released around the same time.

Adjusted for ticket-price inflation.

This chart ranks films by gross adjusted for ticket price inflation to 2019 levels, based on data from Box Office Mojo. It was compiled by multiplying the average ticket price in the current year by an estimate of the total number of admissions. Where the number of admissions in unknown, they are estimated by dividing the nominal gross by the average ticket price in the year of release to provide an estimate (taking re-releases into account). Admissions better reflect the popularity of older films, since they are less susceptible to the effects of inflation.  Many of the films on this list were released prior to the availability of home video and have had multiple releases.

Factors in determining "adjusted gross".

No one yet has calculated a truly precise and definite referential adjusted gross for a film, since doing so would have to take into account most (or all) of the following:  Further explanation of issues with calculating an adjusted gross can be found in the article for List of highest-grossing films.

Franchises and film series not adjusted for inflation.

This is a list of highest-grossing franchises and film series in the U.S. and Canada.

Franchises and film series adjusted for inflation.

This chart was compiled based on data from Box Office Mojo, by dividing the gross by the average ticket price to calculate an estimate of the total number of admissions.

The following is a list of the highest-grossing films in the United States and Canada, a market known in the film industry as the "North American box office" and the "domestic box office", and where "gross" is defined in US dollars.

以下为美国和加拿大的最高票房电影列表,电影行业称其为北美票房或美国国内票房,其中总票房单位为美元。


Etymology.

With the Bulgarian conquest in the 7th century AD, the name "Karvuna" replaced the similarly-sounding ancient Greek "Krounoi" as the then name of the neighboring modern town of Balchik; the names "Karvunska Hora" and "Principality of Karvuna" were related to that town, which was also mentioned on 14th-century Italian portolan charts with the Italianized form "Carbona".  The name "Kavarna" as referring to this city was first mentioned in the 15th century; perhaps it was a new name influenced phonetically by the preexisting names of Karvuna (which town was already known as Balchik) and Varna.

Geography.

The lay of the land is flat and the seacoast of Kavarna is long. Along it there are small beaches, including an artificial one. Gore Chirakman with its almost sheer slopes towers above the seacoast. Remains of stronghold walls, moats, buildings, churches and necropolises can be found on the flat plateau. The region is rich in mineral waters.  The area around Kavarna offers opportunities for developing ecotourism and specialized tourism — examination and photography of plants, dolphins and various kinds of fish in the coastal waters. The variety of birds attracts tourists from all parts of the world and contributes to Kaliakra and Yaylata becoming one of the most preferred places in Bulgaria for the development of ornithological tourism.

History.

The town was founded in the 5th century BC by Ancient Greek colonists who settled on the Chirakman Plateau in the colony Byzone (or "Bizone") (). During the 3rd and 2nd century BC, the town played an important mediating role between the local Thracian settlements and the Greeks. Despite being unsuitable for wharfing because of its rugged cliffs, this part of the Bulgarian Black Sea Coast was an attractive centre due to the fact that the local people produced and traded with high quality grain.  During the second part of the 1st century BC the ancient town fell in the sea because of a disastrous earthquake. The frontal part of the Chirakman broke off and together with the richest citizens fell into the Black Sea's waters. According to the leader of the finished first part of the underwater archaeological expedition Kavarna 2005, Asen Salkin, the Roman town of Bizone has sunk two times in the sea. For that evidence the located form skin-divers borders of a sunk residential district of the town of Bizone in Kavarna's coast. For the presence of residential buildings the archaeologists judge by the found ashlars and parts of brick walls. The finds date from the 2nd century AD. According to the leader of the expedition this residential district has nothing in common with the disastrous earthquake from the 1st century BC. The underwater finds evidence for other phenomenon, for which the scientists express only suppositions, such as transgression and regression of the strata. It has started to transgress during the 1st century AD and this has continued to the 2nd century. It is possible that during this period the coast had risen by four metres and one day it suddenly fallen through.  During Roman times the town was restored under the same name and quickly flourished, the settlement revived and the port brightened up.  In the 7th century AD the Slavs and Asparuh's Bulgars destroyed the Byzantine town and later founded a new settlement, which entered the First Bulgarian Empire. In the late Middle Ages the settlement grew and was subject to Tatar raids; in the 14th century it became part of the Principality of Karvuna, which de facto broke away from the Second Bulgarian Empire under the rule of the despots Balik and Dobrotitsa of the Bulgarian royal Terter dynasty. In 1397, the Ottoman Turks nearly destroyed the city, which was abandoned but resettled again and rebuilt by the early 17th century. Its present name was documented for the first time in the early 15th century.  The town was considered an economical and cultural centre during Antiquity and the Middle Ages with rich and various remains – stronghold walls, early-Christian basilica, medieval churches, and public buildings.  Notable works of art, such as coins from different historical epochs, golden adornments, a golden Thracian treasure of applications, have been found in the area. Between the 15th and 19th century the town becomes popular under the name Kavarna, as a Christian settlement and port for grain export. From that time remain a Turkish bath, a medieval necropolis, a bridge, fountains, Christian churches and many inscriptions.  During the Russo-Turkish War of 1877–1878 Kavarna's Christian inhabitants, Bulgarians and Gagauz alike, rebelled against the bashi-bazouks and Circassian hordes. After the liberation the town became part of the Principality of Bulgaria.  From the beginning of 20th century Kavarna achieved a rapid progress as an economical and cultural centre. The town renamed "Cavarna" came under Romanian rule after the Second Balkan War in 1913 and again after the First World War in 1919. This however, was met with resistance by the local Bulgarian population and its Internal Dobrujan Revolutionary Organisation. In 1940 the town was ceded back to Bulgaria by the Treaty of Craiova.

Monuments and museums.

Dobruja and the Sea Display.

The Dobruja and the Sea Display is a small maritime museum. It is situated in an approximately restored Turkish bath, the Hamam. It was built in the beginning of the 15th century and represents a massive beehive bath from stone, situated in the beginning of the valley leading to the port, and half a kilometre apart from the town centre. Many stone anchors, amphorae and ceramics found during the underwater archaeological expeditions are exposed there. Coins from different epochs and a golden Thracian treasure can be seen in the Treasure House Hall The ancient and mediaeval colour painting expend our concepts for the ancient navigation around Dobruja's coasts.

Town Museum.

The Town Museum can be found in the building of the local library. Materials, revealing the thousand-year old history of the town are displayed in its exposition. Evidence for the life of the people in the region since ancient times are represented here. A model of prehistoric cave-dwellings, many tools, guns, rifles and pistols from the War of Liberation, as well as ethnographic materials — clothing, finery, folk-style cloth, are also exhibited

Ethnographic Museum.

The Ethnographic Museum represents an old house from the end of the 19th century that belonged to a rich family. Its interior reveals the customs and culture of the people inhabiting that part of the country; premises typical for Dobruja houses, tools from the culture and the daily round of the people. The building is surrounded by a garden full of mulberry trees, peonies and tulips.

Churches.

There are two churches in the town both located in the town centre. The Church of Saint George was built in 1836 and the Dormition of the Theotokos Church in 1860. Both churches played an important role during the Ottoman rule and after the Liberation as educational and cultural centers.

The old fountains.

These were 12 spring fountains situated along the valley to the port. Some of them were destroyed and the rest were restored recently. The great amount of spring water forms a small river.

Culture.

Since 2004 the town has turned in one of the centres of musical life in Bulgaria. Kavarna has been the host to several rock and roll concerts. In 2005 the most popular band to play in the town's stadium was Deep Purple. The other notable performers were mostly legends of German rock and heavy metal music, such as Scorpions, Axel Rudi Pell, Gamma Ray, Masterplan and Destruction. On 27 August 2005 Accept, another German band, played here its last show with original lead vocalist Udo Dirkschneider. There is also a mural of Whitesnake singer David Coverdale.  2006 saw the start of the Kaliakra Rock Fest - A Metal festival (renamed to Kavarna Rock Fest in 2010) including many metal bands. The same year followed the tradition with concerts of more metal bands as well as some pop and dance musicians. For example, Russian pop star Filipp Kirkorov sang there in September.  In 2007, performers included Heaven and Hell, John Lawton Band, Manowar, Motörhead, Robert Plant, and Ronnie James Dio. The next year saw the return of Manowar within Kaliakra Rock Fest with a 5-hour attempt to set a world record for the longest heavy metal concert. The next two days Alice Cooper, Slayer and In Flames held concerts. In July 2009, Mötley Crüe headlined the rock-fest, with Scorpions, Blind Guardian and Dream Theater also participating. Sonata Arctica also performed in 2008 and 2011.  The 2013 Volvo World Match Play Championship was held at the Thracian Cliffs Golf Course.

International relations.

Twin towns and sister cities.

Kavarna is twinned with:

Honour.

Kavarna Cove in Livingston Island in the South Shetland Islands, Antarctica is named after Kavarna.

Kavarna (, is a Black Sea coastal town and seaside resort in the Dobruja region of northeastern Bulgaria. It lies northeast of Varna, from Dobrich on the international road E87 and south of the border with Romania. It is the principal town of Kavarna Municipality, part of Dobrich Province. As of December 2009, the town has a population of 11,397 inhabitants. A little yacht port, a fishing base, a spacious beach and a resort complex exist in the town. The landmark Cape Kaliakra is located a few kilometers to the east, as is the tiny beachfront resort of Rusalka. Three 18-hole golf courses with villa communities and marinas are being developed nearby, two of the courses are designed by Gary Player and one by Ian Woosnam.

卡瓦尔纳(保加利亚语: / "Kavarna",罗马尼亚语:)是位于保加利亚东北部的城市,也可以指以卡瓦尔纳为中心的行政区。属多布里奇州。位于多布罗加地区,黑海沿岸,是一座海滨度假都市。2009年12月,卡瓦尔纳有人口11,397 人。卡瓦尔纳位于欧洲高速公路E87沿线,距瓦尔纳有64公路,距多布里奇有49公里。有小型游艇港和钓鱼场、海滩和度假设施。观光景点有位于城西数公里处的卡利亚克拉海岬( / "")和卢萨卡海滩度假区。卡瓦尔纳有三处18洞的高尔夫球场,也有别墅住宅区和游船码头。高尔夫球场中有两座是由加里·普莱尔设计,一座是由伊恩·伍斯南设计。


History.

Railway construction began in Angola in 1887, while the country was a colony of Portugal. The Luanda Railway opened in 1889, the Moçâmedes Railway opened in 1910, and the Benguela Railway opened in 1912. The railways continued to be extended inland until 1961, when the Moçâmedes Railway reached Menongue. After Angola attained its independence from Portugal in 1975, the Angolan Civil War broke out and lasted until 2002. The prolonged fighting resulted in the destruction of most of Angola's railway infrastructure. The rebels blew up bridges, tore up track, and sabotaged the right of way with land mines to prevent the railway from being restored.  When the fighting ended, the Angolan government sought to restore service on the railways. Contracts were awarded to the state-owned China Railway Construction Corporation Limited to rebuild the Luanda Railway and the Benguela Railway. A privately owned Chinese mining company rebuilt the Moçâmedes Railway. All three colonial-era Cape gauge lines had been rebuilt by 2015.

Links with neighbouring countries.

The Benguela Railway connects to the Katanga Railway at the border with the Democratic Republic of the Congo. The first train reached the border town of Luau in August 2013. However, the Congolese railways are in a deteriorated state and no through services are available as of 2015. Passengers and freight must use buses and trucks to reach destinations in Congo.

Railways rehabilitation and modernization programme.

After the end of the civil war, the government could start to plan both the rehabilitation of the "network" inherited from the colonial power and largely destroyed by the civil war, and its extension by building new lines, interconnecting the existing lines and connecting with all neighbouring countries. If and when completed, this would result in a grid of three east-west lines and three north-south lines, linking all 18 provinces to the railway network. This plan is known also by the name "Ango-Ferro".

New institutional framework.

Related to the program to rehabilitate the network inherited from colonial times and the project to build new lines, the institutional framework of railway operations was changed in a series of presidential decrees in 2010.  As public administration to oversee, regulate, certify, and licence railway companies, infrastructure and rolling stock, the Instituto Nacional dos Caminhos de Ferro de Angola (INCFA – National Institute for Railways in Angola) was created out of the Directorate of Terrestrial Transport within the transport ministry.  All railway infrastructure, lines, tracks, stations, maintenance facilities etc. were declared to be in the public domain controlled by the state. The three railway companies became Empresa publica (E.P.), government operated enterprises reporting to the transport ministry. The infrastructure was separated from the operation of the trains, opening up the possibility that private companies could run trains in the future.

Technical integration with SADC countries.

Most railways in the SADC (Southern African Development Community) countries run on Cape gauge, which facilitates the planned integration of the Angolan railway network with neighboring countries without forcing trans-shipment at border crossings. This also involved the technical interoperability of rolling stock, which led to the adoption of the AAR coupler, which is used in South Africa.  The Southern African Railways Association (SARA) is the body for this standardisation. The three Angolan railway companies are members of SARA.

Planned new lines.

The plan involves eight new lines:

"Caminho de Ferro do Congo".

This line would start at downtown Luanda and reach the Congo mouth at Soyo and then Cabinda via a wide Eastward curve passing via Caxito, Ucua, Quibaxe, Dange, Uíge, Songo, Lucunga, Madimba, Zaire, M'banza-Kongo, Quiende, Lufico to Soyo. The line then shall cross the Congo river between Soyo and Munanda, cross for about 40 km the RDC to enter Angolan territory again in Cabinda province at Imã to reach Cabinda city, and continue from there via Landana, Buco Zau, Belize, Cabinda to Miconje, where it is to connect with the rail network of Congo Brazzaville. This line would total about 950 kilometers. A feasibility study is being undertaken now. This line was already discussed in 2008. In an earlier document from the transport ministry, there was a border crossing to RDC planned further up-stream, where the Congo river is not so wide and where the RDC/Angola border moves away from the river bank, i.e. at Noqui (Angola) and Matadi (RDC).

Link with Zambia.

This would branch off the Benguela railway at Luacano and go south-east via Lago Dilolo, Sapito, Moxico, Samucal, Cazombo, Camanga, and Calunda to Macongo, where it would link to the line serving a new mine at Lumwana in Zambia. This line would be about 306 km long. A feasibility study is pending.

Western link to Namibia.

This link of probably 343 km would start from the CFM at Cuvango and to south via Cassai, Xamutete, Cuvelai, Mupa, Evale, Ondjiva to Namacunde, where it would connect with the Namibian line Tsumeb to Oshikango. This link had also been discussed during a state visit of the Angolan president in Windhoek in October 2007. A feasibility study is pending.

Extension of the Luanda railway to Saurimo.

The Luanda railway shall be extended beyond Malanje by 527 km via Caculama, Xá Muteba, Capenda, Camulemba, Cacolo, to Saurimo in Lunda Sul province. There it would link with the Eastern north-south line, specified in the next section. A feasibility study is pending.

"Transversal do Leste" (Eastern transversal).

This new line would extend 1353 km from North to South, beginning at the border with R.D. Congo at Chitato, then via Luachimo, Dundo, Camissombo, Lucapa to Saurimo where it connects with the planned new endpoint of the Luanda railway, further via Camanogue to Luena where it connects to the Benguela railway, further via Lucusse, Cassamba, Cangombe, and Lupire to Cuito Cuanavale where it connects with the planned new endpoint of the Moçâmedes railway (CFM), and then via Mavinga to Mucusso on the Okavango river, where it connects to the Tsumeb – Caprivi line in Namibia. A feasibility study is pending.

Extension of the Moçamedes railway to Cuito Cuanavale.

This would extend the existing line by about 180 km beyond the current end point Menongue via Longa to Cuito Cuanavale where it connects with the "Transversal do Leste". A feasibility study is pending.

"Transversal Norte-Sul" (North-South transversal).

This central north-south line of planned 896 km starts at Uíge, from the planned Congo railway going south from there via Negage, Camabatela, Luinga, and Calandula to Malanje, the current end point of the Luanda railway, from there further south via Cangandala, Mussende, Calussinga, Andulo, and Cuhinga to Kuito, where it connects to the existing Benguela railway, and from there via Chitambo and Cuvango, where it connects with the existing Moçâmedes railway and the planned new line to Oshikango in Namibia. A feasibility study is pending.

Interconnection of the three historic lines.

This new line of 589 km would start as an extension of the existing Dondo branch of the Luanda railway, and go south via Quibala and Waco Kungo to Huambo, connecting there to the existing Benguala railway, continuing further south via Cuima to Cuvango, where it connects — like the "Transversal Norte-Sul" to the existing Moçâmedes railway and the planned new line to Oshikango in Namibia. A feasibility study is pending.  This line creates a direct rail link from the capital Luanda to Angola's second city Huambo and to Namibia.

Implementation.

Speaking to the press in July 2012, on the occasion of the coming opening of the reconstructed CFB line to Luena, the director of the INCFA, Júlio Bango Joaquim, said that the construction of new lines would begin as soon as the three historic lines are operational in their full length. He placed the direct link to Zambia, bypassing the DR Congo, on top of the priority list, the link to Namibia coming next.

Rail transport in Angola consists of three separate Cape gauge lines that do not connect: the northern Luanda Railway, the central Benguela Railway, and the southern Moçâmedes Railway (southern). The lines each connect the Atlantic coast to the interior of the country. A fourth system once linked Gunza and Gabala but is no longer operational.

安哥拉铁路由3条独立的互不连通的1067毫米轨距的铁路组成:北部的罗安达铁路、中部的本格拉铁路、南部的纳米贝铁路。第四条连接安博因港与加贝拉的铁路已经废弃。这些铁路都是从大西洋港口到安哥拉内地。