History.

The need for NextGen became apparent during the summer of 2000 when air travel was impeded by severe congestion and costly delays. Two years later, the Commission on the Future of the U.S. Aerospace Industry recommended that a multi-agency task force develop an integrated plan to transform the U.S. air transportation system. In 2003, Congress enacted the Vision 100 – Century of Aviation Reauthorization Act, which established the Joint Planning and Development Office (JPDO) to create a unified vision of what the U.S. air transportation system should deliver for the next generation and beyond, to develop and coordinate long-term research plans, and to sponsor cross-agency mission research.  The result of the JPDO's efforts was the creation of the “Integrated National Plan for the Next Generation Air Transportation System” in 2004, which defined high-level goals, objectives, and requirements to transform the air transportation system. In addition to the Department of Transportation and FAA, the plan involved other government agencies with responsibilities in air transportation services, including the National Aeronautics and Space Administration (NASA), National Weather Service, Department of Defense, and Transportation Security Administration.  The JPDO released the “Concept of Operations for the Next Generation Air Transportation System” to the aviation stakeholder community in 2007. The concept of operations provided the overview of NextGen goals for 2025. Growth of the NextGen concept was an evolutionary, step-by-step process, and the JPDO document continued to be updated through 2011. The same year, the FAA published the first version of its expanded Operational Evolution Partnership, which outlined the agency's path to NextGen through 2025.  The original integrated national plan included airport surface and passenger terminal operations and was known as a “curb-to-curb” solution. The concept of operations was intended to drive cross-agency research to validate the concepts and to eliminate ideas and alternatives that were not operationally feasible or beneficial. The FAA focused on the pieces of the air transportation system for which it was responsible – the “gate-to-gate” components. In 2011, the FAA published the report “NextGen Mid-Term Concept of Operations for the National Airspace System”. The FAA concept of operations was consistent with the JPDO's broad set of objectives, including maintaining safety and security, increasing capacity and efficiency, ensuring access to airspace and airports, and mitigating environmental impacts. The report identified several key transformational concepts as necessary to achieve NextGen goals and objectives, such as precision navigation and network-enabled information access, and the FAA has made progress on them.  Changes were underway in 2008 when the FAA started to move key parts of NextGen, such as Automatic Dependent Surveillance–Broadcast (ADS-B), from design to delivery. NextGen progress involved expanded research and development capability, participation by the aviation industry and international partners, and support by the White House and Congress (which are highlighted in this section).

Justification.

A Department of Transportation 30-year outlook report published in 2016, “Beyond Traffic: Trends and Choices 2045,” estimated flight delays and congestion cost the U.S. economy more than $20 billion each year. In addition, the report predicts the total number of people flying on U.S. airlines will increase by 50 percent over the next two decades. If capacity is to keep pace with increased demand for services, changes are needed in the way services are provided.  Civil air transportation contributes $1.8 trillion to the U.S. economy, supports nearly 11 million jobs, and makes up more than 5 percent of the U.S. gross domestic product. NextGen is delivering benefits to continue to

Implementation.

As the NextGen concept formed, the FAA planned for implementation. The agency worked with industry to identify capabilities taking advantage of existing aircraft equipage. This strategy enabled airspace users to realize early benefits while keeping NextGen on course to achieve its long-term goal of time-based air traffic management.  Next, the FAA started replacing its foundational infrastructure. Based on previous lessons learned, the agency determined the best way to upgrade its services was to begin with a new infrastructure that could accommodate state-of-the-art enabling technologies and advanced capabilities rather than adding one-off improvements to an aging infrastructure that couldn't accommodate broader transformation.  FAA modernization programs, such as En Route Automation Modernization (ERAM) and Terminal Automation Modernization and Replacement (TAMR), are foundational pieces upon which the FAA could build the NextGen vision. These programs support NextGen objectives with modern software architectures that serve as the platform for new capabilities for air traffic controllers and managers.  The FAA uses a widely accepted model for building large-scale automation systems. Program lifecycles are continuous with a planned schedule of technology refreshes. For example, the FAA finished installing the original hardware for ERAM in 2008, and completed software and program acceptance in 2015. In 2016, the agency updated the technology of all major system components that were becoming obsolete. This is a common approach to maintain the latest level of technology.  On top of the foundational systems, the FAA then identified key enabling systems that improve communication, information sharing, navigation, surveillance, traffic flow optimization, and weather systems.  Changes to the national airspace necessary to implement these individual concepts yield additional benefits. Integrating these systems is anticipated to transform the air traffic management system in an effort to keep pace with the growing needs of an increasingly diverse mix of air transportation system users without sacrificing safety.  Integration is necessary

Elements.

NextGen is generally described as a shift from a ground-based system of air traffic control to a satellite-based system of air traffic management. It is not one technology, product, or goal. Rather, it encompasses many technologies, policies, and procedures, and changes are implemented after thorough safety testing. It is composed of many elements that provide benefits individually and collectively to transform the air transportation system.

Communication.

Controller Pilot Data Link Communications, also known as Data Communications or just Data Comm, uses typed digital messages to supplement voice communications between air traffic controllers and pilots. The first part of the program for 55 airports, tower departure clearance services, finished in 2016 more than two years ahead of schedule. It is helping equipped aircraft take off sooner through messages quickly exchanged and clearly understood.  Unlike voice messages, Data Comm messages sent by controllers are delivered only to the intended aircraft, which eliminates the chance of another pilot acting on instructions for another aircraft with a similar call sign. It avoids the chance of misunderstood messages because of busy radio chatter or variations in the way people speak, and it can be a backup if a microphone malfunctions. It also preserves radio bandwidth when voice communication is necessary or preferred.  Using Data Comm, tower air traffic controllers can send pilots of equipped aircraft departure clearance instructions to read, accept, and load into their flight management system with the push of a button. Messages also are

Navigation.

Performance Based Navigation (PBN) is an instrument flight rules way of moving through airspace that varies depending equipage, navigational aids, and pilot training. Performance standards for certain airspace are conveyed to pilots through navigation specifications published by the FAA that identify the aircraft avionics and choice of ground- or satellite-based navigation aids that may be used to meet performance requirements.  PBN comprises area navigation (RNAV) and required navigation performance (RNP). With RNAV, equipped aircraft fly any desired path within the coverage of ground- or space-based navigation aids, within the capability of aircraft equipage, or both. RNP is an advanced form of RNAV. Aircraft must be equipped to

Surveillance.

Automatic Dependent Surveillance–Broadcast (ADS-B) is a technology that represents a major change in flight tracking. Aircraft flying in most controlled airspace are required to be equipped for ADS-B Out by January 1, 2020. Instead of using ground-based radar to receive aircraft position, speed, and direction every five to 12 seconds, aircraft equipped with newer GPS transponders determine this information and then automatically send it out every second to air traffic control. ADS-B is always on and requires no operator intervention. It depends on an accurate satellite signal for position data, enhances surveillance services, and continuously broadcasts aircraft position and other data to ground stations

ADS-B Out.

With ADS-B Out, surveillance coverage increases because ground stations can be provided in locations where obstructions or physical limitations don't allow radar. Future intended time and position of aircraft will be more accurate for optimal flight and traffic flow. Airlines that fly routes over the Gulf of Mexico or offshore routes without radar coverage can use ADS-B to follow more-efficient routes and be diverted less often due to weather.  At the nation's busiest airports, ADS-B Out is part of Airport

ADS-B In.

Operators who choose to equip their aircraft to receive ADS-B signals for ADS-B In can gain many other benefits.  ADS-B In brings several services at no cost to pilots, such as a display showing nearby aircraft and weather information. For general aviation aircraft, ADS-B Traffic Awareness System offers a low-cost alerting capability to prevent aircraft collisions. The more advanced Airborne Collision Avoidance System X will support access to closely spaced runways in almost all weather conditions, flight deck interval management, and separation similar to traditional visual operations with fewer nuisance alerts. The FAA expects ACAS X will be available in 2020 to replace the Traffic Alert and Collision Avoidance System.  In-Trail Procedures (ITP), reduces separation between aircraft during oceanic flights. ADS-B-equipped aircraft with ITP software can fly more often at more fuel-efficient or less-turbulent flight levels. The FAA is developing interval management applications that use ADS-B In to sequence and space aircraft pairs. Interval management's precise spacing enables more-efficient flight paths in congested airspace and maximizes

Automation.

Air Traffic Control Computer Stations.

En route automation drives display screens used by air traffic controllers to safely manage and separate aircraft at cruising altitudes. Terminal automation is for controllers to manage air traffic immediately around major airports. It is used for separating and sequencing of aircraft, conflict and terrain avoidance alerts, weather advisories, and radar vectoring for departing and arriving traffic.  NextGen's En Route Automation Modernization (ERAM) platform replaced the legacy Host system for en route air traffic control in 2015. En route controllers can now track as many as 1,900 aircraft at a time, up from the previous 1,100 limit. Coverage extends beyond facility boundaries, enabling controllers to handle traffic more efficiently. This coverage is possible because ERAM can process data from 64 radars versus 24.  For pilots, ERAM increases flexible routing around congestion, weather, and other restrictions. Real-time air traffic management and information sharing

Traffic Flow Decision Support Systems.

These FAA Decision Support Systems (DSS) are used by air traffic controllers to optimize traffic flow across the NAS and are central to the FAA's goal of trajectory-based operations:  TFMS is the primary automation system used by the Air Traffic Control System Command Center and nationwide traffic management units to regulate air traffic flow, manage throughput, and plan for future air traffic demand. TFMS's 31 tools exchange information and support other DSS through System Wide Information Management (SWIM). The FAA deployed a TFMS software refresh to 82 sites in 2016 and plans a hardware refresh at those sites scheduled for completion in 2018. The FAA continues to develop future concepts for TFMS modeling and predicting capabilities.  TBFM is a system that allows traffic management units to schedule and optimize the arrival load for major airports. It is operational at 20 en

Advanced Technologies and Oceanic Procedures.

Advanced Technologies and Oceanic Procedures (ATOP) replace existing oceanic air traffic control systems and procedures. It fully integrates flight and radar data processing, detects conflicts between aircraft, provides satellite data link communication and surveillance, eliminates paper flight strips, and automates manual processes.  ATOP fully modernizes oceanic air traffic control automation and allows flight operators to take further advantage of investments in cockpit digital communications. The FAA reduces intensive manual processes that limit controllers’ ability to safely handle airline requests for more efficient tracks or altitudes over long oceanic routes. The FAA can meet international commitments of reducing aircraft separation standards, which increase flight capacity and efficiency. ATOP is used at all three oceanic en route traffic control centers, which are in Anchorage, New York, and Oakland.

Information Management.

System Wide Information Management.

The FAA traditionally shared critical information using a variety of technologies, including radio, telephone, Internet, and dedicated connections. However, the agency leveraged new information management technologies to improve information delivery and content. In 2007, the FAA established the SWIM program to implement a set of information technology principles in the National Airspace System (NAS) and provide users with relevant and commonly understandable information. SWIM facilitates NextGen's data-sharing requirements, serving as the digital data-sharing backbone. This platform offers a single point of access for more than 100 products, categorized into aeronautical, flight and traffic flow, and weather data. Producers can publish data once, and approved consumers can access needed information through a single connection, an improvement over the legacy way of connecting two systems with fixed network connections and custom point-to-point application-level data interfaces. The new format supports collaboration within domestic and international aviation communities.  In 2015, the SWIM program completed its first segment, which established a common infrastructure and connection points at all en route

Aeronautical Mobile Airport Communication System.

Transmission of information necessary to conduct efficient airport surface operations in the years ahead will be possible with the Aeronautical Mobile Airport Communication System (AeroMACS). The system uses wireless broadband technology that supports the increasing need for data communications and information sharing

Weather.

The FAA's NextGen Weather program provides aviation weather products that support air traffic management during weather events, helping improve aviation safety as well as minimizing passenger delays. The largest cause of NAS air traffic delays is weather, which was responsible for 69 percent of system-impacting delays of more than 15 minutes from 2008–2013. With more accurate and timely weather predictions, airports and airlines could prevent as many as two-thirds of weather-related delays and cancellations.  NextGen weather systems consist of the NextGen Weather Processor (NWP) and Common Support Services– Weather (CSS-Wx), both scheduled to be operational across the NAS in 2022. The NWP program will establish a common weather processing platform to replace the legacy FAA weather processor systems and supply new capabilities. The fully automated NWP will identify safety hazards around airports and in cruising altitude airspace. It will support strategic traffic flow management, including the translated weather information needed to predict route blockage and airspace capacity constraints

Multiple Runway Operations and Separation Management.

Efficiency of multiple runway operations (MRO), particularly those that are closely spaced, has been limited by safety risks, including collisions and wake turbulence with nearby aircraft. MRO advancements improve access to closely spaced parallel runways to enable more departure and arrival operations during instrument meteorological conditions, which increase efficiency and capacity while reducing flight delays. MRO enables the use of simultaneous approaches in low-visibility conditions, decreases separation for approaches to runways with stricter spacing requirements, and reduces the effects of wake turbulence that leads to increased separation.  Revised wake separation standards, known as wake

Improved Approaches and Low-Visibility Operations.

The FAA supports several optional capabilities for operators who need to access an airport when the cloud ceiling is less than 200 feet above the runway or visibility is less than a half mile. They help to achieve NextGen goals of safely increasing access, efficiency, and throughput at many airports when low visibility is the limiting factor. Head-up displays (HUD) were approved to use on a precision approach to lower minimum decision heights to land. Use of a qualified HUD when flying to a suitable Instrument Landing System facility will reduce the required runway visual range visibility for approach.  The FAA allows the use of an enhanced flight vision system (EFVS) instead of natural vision to conduct an instrument landing procedure in low-visibility conditions. EFVS uses sensor technologies to provide a clear, real-time virtual image to the pilot of the view outside the aircraft, regardless of the cloud cover and visibility conditions. Pilots can identify required visual references that would be impossible

Airport Mapping.

The FAA Office of Airports Geographic Information System (GIS) program provides data to manage aeronautical information and NextGen implementation. GIS identifies the geographic location and characteristics of natural or constructed

Energy and Environment.

The FAA's environmental vision is to develop and operate a system that protects the environment while allowing for sustained aviation growth. The FAA Office of Environment and Energy Research and Development is working to reduce air and water pollution, carbon dioxide emissions that may affect climate, and noise that can disturb residents near airports. Aircraft airframe and engine technology, alternative fuels, air traffic management modernization and operational improvements, improved scientific knowledge and integrated modeling, and policies, environmental standards, and market-based measures will contribute toward meeting almost all of these goals. Noise and emissions will be the main environmental problems on National Airspace System capacity and flexibility unless they are effectively

Safety.

The FAA's safety program is guided by its Safety Management System — an agency-wide approach that directs the management of NextGen initiatives. NextGen capabilities’ benefits must maintain safe operations in the National Airspace System (NAS), and the FAA has many processes to ensure that flying remains safe.  The interconnected nature of NextGen presents complicated safety challenges that call for an integrated approach to safety risk management. Integrated safety risk management explores safety risk from a NAS enterprise framework to identify potential safety gaps inherent in NextGen capabilities. It identifies safety issues by assessing risk across organizational, system, and program boundaries, and relies on FAA-wide collaboration to capture the most relevant safety information to assist in decision-making.  Aviation watchdogs once measured safety by the number of accidents. Commercial aviation accidents eventually became so rare that the FAA began to measure potential precursors to accidents. Loss of a safe margin of separation between aircraft became the risk measure that the FAA tracked and reported. Proximity is a

Stakeholder Collaboration.

NextGen modernization is a team effort that involves the FAA workforce and industry, interagency, and international partnerships. The FAA continues to strengthen relationships with its workforce and labor union partners to ensure that everyone has the skills necessary to run the future National Airspace System (NAS). Training will evolve to make sure that the NAS workforce understands — and takes ownership of — the changing operational concepts and their effects on how services are provided. Recurrent air traffic control training will need to evolve from a focus on automation manipulation to one that ensures all participants in the

Challenges.

While NextGen programs have demonstrated improvements, several ongoing and potential issues will affect implementation. In many cases, foundational systems are installed on aircraft as well as on the ground. The interoperability of air and ground systems, along with the need to synchronize equipage and other industry investments with FAA programs, has been a primary challenge to date. Standards, regulations, and procedures have to be developed. Program execution planning has to look at cost, schedule, and technical performance. Stakeholder buy-in in areas such as equipage and using new capabilities must be ongoing, and all involved — industry, federal agencies, government partners, and Congress — must be on the same path ahead.

Funding.

Industry and the FAA need to invest to make progress, and the FAA needs adequate and stable funding. Government shutdowns, furloughs, sequestration, and the lack of a long-term reauthorization make planning and executing modernization efforts more difficult. The stop-and-go approach of the annual appropriations process hurts long-term planning. A large, complex federal government agency and an unpredictable appropriations process will, at best, only deliver sporadic and incremental change. The FAA is on or ahead of schedule with some of the most critical programs, including Data Communications, System Wide Information Management and the ground portion of Automatic Dependent Surveillance–Broadcast, but to remain on schedule, future NextGen budgets need support through the appropriations process.  NextGen total cost estimates have not increased markedly since Fiscal Year 2004. The FAA's 2016 business case estimate projected the agency's estimated cost through

Equipage.

To encourage equipage, the FAA uses a combination of rules where needed, such as with Automatic Dependent Surveillance–Broadcast (ADS-B), and incentives where beneficial, for example with Data Communications (Data Comm), to achieve equipage levels that support the business case for the system under acquisition. Fewer than 26,000 general aviation aircraft were equipped with ADS-B in July 2017, but as many as 160,000 will need it installed by January 1, 2020, to fly in certain airspace. Repair stations across the country are already getting booked up with installation appointments,

Training.

Implementing trajectory-based operations will require cultural changes among air traffic controllers and industry. Training and other human factors changes will be necessary for air traffic controllers, pilots, traffic flow managers, and dispatchers. Industry will need to work closely with the FAA as

Operational integration.

Operational integration of all air-ground capabilities is needed to achieve the full benefits of NextGen. Due to the integrated nature of NextGen, many of its component systems are mutually dependent on one

New entrants.

The demand for access to airspace by unmanned aircraft systems (UAS) and commercial spacecraft is evolving, and the FAA must accommodate changing needs. The FAA is pursuing ways to safely and efficiently integrate these new entrants

Environmental impacts.

Communities around airports are concerned about increased environmental problems, particularly noise. Nextgen has created a "rail" of flights, or a concentrated path of flights, in cities across the United States, and residents living under the "rail" are hearing more aircraft noise. Congress set up a coalition to study the noise issues. A Government Accountability Office report on environmental impacts at airports indicated that the changes in flight paths that will accompany NextGen efforts would affect some communities that were previously unaffected or minimally affected by aircraft noise and expose them to increased noise levels. These levels could trigger the need for environmental reviews, as well as raise community concerns. The report found that addressing environmental impacts can delay the implementation of operational changes, and indicated that a systematic approach to addressing these impacts and the resulting community concerns may help reduce such delays.  Through its environment and energy strategy,

Cybersecurity.

As the agency transitions to NextGen, the FAA faces cybersecurity challenges in at least three areas: protecting air traffic control information systems, protecting aircraft avionics that operate and guide aircraft, and clarifying cybersecurity roles and responsibilities among multiple FAA offices. The FAA's Interagency Planning Office (IPO) is involved in the Interagency Core Cyber Team (ICCT) led jointly by the FAA, Department of Defense, and Department

Criticism.

Progress.

In May 2017, U.S. Department of Transportation Inspector General Calvin Scovel told Congress that although NextGen has made progress, full implementation of all capabilities and the realization of benefits remains years away. Of the 156 milestones FAA reported as completed through March 2017, most were attributed to the implementation of wake recategorization and Data Communications (Data Comm) at airport towers. Significant work remains to deploy new Performance Based Navigation (PBN) procedures

Communication.

Another concern is that the FAA's business case does not communicate the range of uncertainty or complex factors associated with NextGen implementation to Congress, aviation stakeholders, or the traveling public, which limits the agency's ability to set realistic expectations for NextGen

Performance.

In a report from Lou E. Dixon, principal assistant inspector general for auditing and evaluation, the FAA's major acquisitions since the creation of the Air Traffic Organization continue to experience performance issues. Six programs experienced cost increases totaling $692 million and schedule delays averaging 25 months. The FAA's implementation of this approach has led to unclear and inconsistent reporting on overall program costs, schedules, and benefits. Notwithstanding reforms, several underlying and systemic issues —

System architecture.

Nevertheless, modernization is critical, requiring ongoing support. The National Research Council's 2015 “Review of the Next Generation Air Transportation System” report explains that NextGen needs an explicit system architecture — in addition to its existing enterprise architecture — to guide its development, manage risk, and cope

Noise.

More precise PBN can reduce fuel burn, emissions, and noise exposure for a majority of communities, but the concentration of flight tracks also can increase noise exposure for people who live directly under those flight paths. A feature of the NextGen program is GPS-based waypoints, which result in consolidated flight paths for planes. The result of this change is that many localities experience increases in air traffic over previously quiet areas. Complaints have risen with the added traffic and multiple municipalities already have filed suit, with more considering such a move. Many metropolitan airports have been affected, such

Privatization.

A May 2017 letter from staff of the U.S. House of Representatives Committee on Transportation and Infrastructure to members of the same committee sent before a meeting to discuss air traffic control privatization noted a 35-year legacy of failed air traffic control modernization management, including NextGen. The letter said the FAA initially described NextGen as fundamentally transforming how air traffic would be managed. In 2015, however, the National Research Council noted that NextGen, as

The Next Generation Air Transportation System (NextGen) is an ongoing modernization project of the United States National Airspace System (NAS). The US Federal Aviation Administration (FAA) began work on NextGen improvements in 2007 and plans to have all major components in place by 2025.

Next Generation Air Transportation System (NextGen) ist in der Luftfahrt der Vereinigten Staaten eine Initiative der JPDO (Joint Planning and Development Office) zur Modernisierung des Flugverkehrsmanagements (engl. "Air Traffic Management", ATM) durch den Einsatz von satellitenbasierenden Systemen. Dabei sollen zukünftige Verfahren im Einklang mit Sicherheitsaspekten und ökologischen Anforderungen stehen. Sowohl das Leitbild als auch die Anforderungen an ein verbessertes ATM-System weisen große Ähnlichkeiten mit dem europäischen Luftfahrtprojekt SESAR auf.


Textual history.

The book cannot be shown to predate the 13th century, but may in parts date back to late antiquity. Like other obscure ancient texts such as the Bahir and Sefer Yetzirah, the work has been extant in a number of versions.  The tradition around the book attributes it to have been revealed to Adam by the angel Raziel. The title itself is mentioned in another magical work of late antiquity, "The Sword of Moses". Critical historians regard it as a medieval work, most probably originating among the Ashkenazi Hasidim, as citations from it begin to appear only in the 13th century. Sections of it are no doubt older. The likely compiler of the medieval version is Eleazar of Worms, as "Sefer Galei Razia", which developed to what we have now as "Sefer Raziel HaMalakh", including more writings written by people of various theological opinions.

Contents.

It draws heavily on "Sefer Yetzirah" and "Sefer HaRazim" "Book of Secrets". There are multiple manuscript versions, containing up to seven tractates. The printed version of "Sefer Raziel" is divided into five books, some of it in the form of a mystical midrash on Creation. It features an elaborate angelology, magical uses of the zodiac, gematria, names of God, protective spells, and a method of writing magical healing amulets.  Book six of the "Liber Razielis" is based on the "Sefer haRazim", with various additions including the "Prayer of Adam" of "Sefer Adam".  The book becomes notorious in German Renaissance magic, named together with "Picatrix" as among the most abominable works of necromancy by Johannes Hartlieb. The prayer of Adam is paraphrased by Nicholas of Cusa in two sermons (Sermo I, 4, 16.25; Sermo XX, 8, 10-13) and further made use of by Johann Reuchlin in his "De Arte Cabbalistica". Konrad Bollstatter in the 15th century also shows awareness of the Latin version of the "Prayer of Adam" an interpolation in Cgm 252, although he replaces Raziel with Raphael and Seth with Sem.

"Tree of Knowledge".

Adam, in his prayer to God, apologized for listening to his wife Eve חוה, who was deceived by the snake into eating from the Tree of Knowledge - the עץ הדעת, according to the "Book of Raziel", God sent the highest of the angels, Raziel, to teach Adam the spiritual laws of nature and life on earth, including the knowledge of the planets, stars and the spiritual laws of creation.  The angel Raziel also taught Adam the knowledge of the power of speech, the power of thoughts and the power of a person's soul within the confines of the physical body and this physical world, basically teaching the knowledge with which one can harmonize physical and spiritual existence in this physical world.  The angel Raziel teaches the power of speech, the energy contained within the 22 letters of the Hebrew alphabet, their combinations and meanings of names.

Adam and Abraham.

According to Jewish traditions, the angel Raziel was sent to earth to teach Adam, and due to the elevated soul of Abraham, Raziel returned to teach Abraham all the spiritual knowledge and spiritual laws. Raziel was sent to earth with specific purpose to teach Adam and Abraham the ways of Nature. The "Book of Raziel" explains everything from astrology of the planets in our solar system, and explains how the creative life energy starts with a thought from the spiritual realms, transcending into speech and action in this physical world. The eternal divine creative life energy of this earth is love, the book explains the spiritual laws of birth, death, reincarnation of the soul, and many spiritual laws of "change".

"Heptameron".

The "Heptameron," ascribed to Petrus de Apono, is based on the "Book of Raziel".

Sefer Raziel HaMalakh, (Hebrew, "the book of Raziel the angel"""), is a grimoire of Practical Kabbalah from the Middle Ages written primarily in Hebrew and Aramaic. The "Liber Razielis Archangeli", its 13th-century Latin translation produced under Alfonso X, survives.

Das Sepher Raziel HaMalach (Hebräisch: ספר רזיאל המלאך ‚Buch Raziels des Engels‘) ist ein Grimoire aus dem 13. Jahrhundert, das auch unter den Namen "Sepher Raziel" und "Buch des Raziel" bekannt ist.


Life.

Richard Mudge was the son of the teacher and cleric Zachariah Mudge (1694–1769), and his wife Mary Fox (died c.1762). The third of five children, he was educated at Pembroke College, Oxford from 1735, graduating BA in 1738 and MA in 1741. Initially the private chaplain to Heneage Finch, Lord Guernsey (later 3rd Earl of Aylesford), Mudge became curate of the villages of Great and Little Packington in 1741. Between 1745 and 1757 he was Rector at Little Packington, and from 1750 he was also Curate of St. Bartholomew's Chapel in Birmingham. He married Mary Hopkins on 27 March 1747 at St Cross Church, Oxford, with whom he had one daughter, Mary (bap. 1752). After 1756 Lord Guernsey established Mudge in the independent living of Bedworth, where he lived until his death.

Work.

In 1749 he published a set of six, string concertos ("6 Concertos in Seven Parts"). The last five of these are written for two solo violins and string orchestra, and No.1 also has a trumpet part. They are all in the form of a French Overture, with a concluding Minuet, and follow the conventional slow-fast-slow-fast pattern of movements common to the form. All these works show the influence of Handel and Francesco Geminiani, and they were staples of the provincial music society repertoire. The collection also contains an eight-part "Non Nobis Domine".  The first recording of Mudge's concerto set was made in 1957 with Maurice André performing the trumpet concerto. A modern edition of Concertos 1, 4 and 6 had already been edited by Gerald Finzi, but a facsimile edition of the complete set was published in 1993 by King's Music. As late as the 1990s, two portfolios were rediscovered containing other manuscripts of Richard Mudge's music.

Richard Mudge (born 1718 in Bideford; died April 1763 in Bedworth) was an English clergyman and composer of the late baroque period.

Richard Mudge (* 26. Dezember 1718 in Bideford (Devon); † 4. April 1763 in Bedworth) war ein englischer Pfarrer und Komponist.


Biography.

The son of Richard Caton Woodville Sr., who was also a talented artist, Woodville studied at the Düsseldorf school of painting under the Prussian military artist Wilhelm Camphausen, and then Eduard von Gebhardt, before briefly studying in Russia and then Paris under Jean-Léon Gérôme. Woodville spent most of his career working for the "Illustrated London News", where he quickly developed a reputation as a talented reporter and writer, but was also published in "Cornhill Magazine", "Strand Magazine", and "The Tatler".  Richard Caton Woodville first experienced battle first-hand when he was sent by the "Illustrated London News" to report upon the Russo-Turkish War (1877–1878), and then again in the 1882 Anglo-Egyptian War, where he made numerous sketches in December 1882, and also obtained photographs of the trenches at Tel-e-Kebir for his friend and co-artist Alphonse-Marie-Adolphe de Neuville, who had been commissioned to paint a scene of the battle.  In 1879, Woodville's "Before Leuthen, 3 December 1757" was exhibited in the Royal Academy. It proved popular, and afterwards he began to regularly be exhibited in Burlington House, where 21 of his battle paintings were eventually shown. His most popular works there were ones that dealt with contemporary wars, such as the Second Anglo-Afghan War, "Candahar" [sic], and "Maiwand: Saving the Guns", (Walker Art Gallery), the Zulu War, and the First Boer War. His works from Egypt were exhibited at the Fine Art Society in 1883, where his painting "The Moonlight Charge at Kassassin" proved very popular. The following year he exhibited by Royal Command another painting he had done of the war in Egypt, entitled "The Guards at Tel-e-Kebir" (Royal Collection). In 1896 he designed the reverse of the British South Africa Company Medal.  He continued to paint scenes of battle, and few battles or wars that Great Britain fought during his life were not touched upon by him, including the Second Boer War, and World War I. Despite his precocious talent for capturing the dramatic moments of contemporary battles, Woodville also enjoyed recreating historical scenes in both oil and watercolour. The "Illustrated London News" commissioned him to complete a commemorative special series recreating the most famous British battles of history. He depicted "The Charge of the Light Brigade" (Palacio Real de Madrid) and "The Charge of the 21st Lancers at Omdurman" (Walker Art Gallery), "Battle of Blenheim", "Battle of Badajos" and several "Battle of Waterloo" pictures.  During World War I, Woodville was compelled to return to the depiction of current events, and three of his Great War works were displayed in the Royal Academy. These were "The 2nd Batt. Manchester Regiment taking six guns at dawn near St. Quentin", "Entry of the 5th Lancers into Mons", and "Halloween, 1914: Stand of the London Scottish on Messines Ridge" (London Scottish Regiment Museum Trust) exhibited in the year of his death, 1927.  During his lifetime, Woodville enjoyed great popularity and was probably considered the best artist of his genre. He wrote as well as painted, and was often the subject of magazine and journal articles. He had a deep passion for the British Army and had even joined the Berkshire Yeomanry in 1879, staying with them until 1914 when he joined the National Reserve as a Captain.  He married Annie Elizabeth Hill in 1877 and had twin sons, actor Anthony Caton Woodville and painter William Passenham Caton Woodville, in 1884. His wife sued him for divorce in 1892. In spite of his success, Caton Woodville suffered financial problems, and was declared bankrupt in 1905.

Death and legacy.

On 17 August 1927, Woodville was found shot at his studio at St John's Wood; a revolver was also found. An inquest determined that he was of unsound mind when he committed suicide. Caton Woodville died effectively destitute and his grave (No 10112 in the old section of St Mary's Catholic Cemetery, Kensal Green) was not marked at the time of his death. In September 2013 a headstone, commissioned by his great-grandson, was placed on the grave.  Richard Caton Woodville is still exhibited in the National Army Museum, the Tate, Walker Art Gallery, and the Royal Academy.

Richard Caton Woodville Jr. (7 January 1856 – 17 August 1927) was an English artist and illustrator, who is best known for being one of the most prolific and effective painters of battle scenes in the late 19th and early 20th centuries.

Richard Caton Woodville junior (* 7. Januar 1856 in London; † 17. August 1927 ebenda) war ein Maler der Düsseldorfer Malerschule, der sich vor allem auf militärische und historische Themen spezialisierte.


History.

Tower Air was co-founded, majority owned, and managed by Morris K. Nachtomi, an Israeli citizen who had emigrated to the United States. After a 30-year career with El Al, he moved to New York to start a passenger operation for Flying Tiger Line, Metro International Airways. After this airline shut down, Nachtomi acquired the "Tower" brand from a packaged tour agency called Tower Travel Corporation. Tower Air began charter service in 1983 and served a number of international destinations, with a focus on charter flights to Israel. Nachtomi eventually bought out his partners to control about three-quarters of the stock.  Arthur Fondlier, son of Sam Fondlier and the former Chief Financial Officer of Tower Air, was a passenger in first class section of Pan Am flight 103. His untimely death gave Morris Nachtomi much more freedom in management and cost-cutting.  The company won many contracts from the United States Department of Defense to transport armed forces personnel to overseas locations, and from the United Nations to transport troops to their peacekeeping missions all over the world. Tower often flew charters for groups of Muslim pilgrims to Mecca.  Tower Air's main base of scheduled operations was John F. Kennedy International Airport in New York. In the mid-1980s, the airline operated from the British Airways terminal at JFK (now Terminal 7). In the early 1990s, it operated from the former Eastern terminal. In 1993, Tower Air renovated and expanded Building 213, a former Pan Am hangar, to serve as its dedicated JFK terminal, adding three finger gates in 1995.  During the 1990-91 Gulf War, Tower Air evacuated US citizens from Tel Aviv using the otherwise empty return legs of military charter flights to the region. It eventually became the only US carrier providing scheduled service to Israel in 1991, using special war risk insurance provided by the Federal Aviation Administration. It opened a special departure terminal at Ben Gurion Airport in 1997.  The airline began running into financial and operational difficulties in the late 1990s. The airline lost $20 million in 1996. The 1997 Zagat Survey ranked Tower Air 59th out of 61 ranked carriers in terms of maintenance, ahead of only Valujet and Aeroflot, and in February 1998, the Federal Aviation Administration proposed two civil penalties totaling $276,000 for continuing to fly aircraft that required maintenance. The airline had attempted to cut costs by cannibalizing its own engines for spare parts, but was forced to borrow money to acquire new engines in 1998.  In January, 1998 the FAA successfully sought to have the airline remove Guy Nachtomi, son of the Chairman and CEO, 24 years old at that time, from the position of Vice President-Operations. This was done in part because of the airline's maintenance problems, as well as his lack of airline experience (he worked at Twentieth Century Fox until 1994). The junior Mr. Nachtomi continued service with the company in a capacity unrelated to maintenance as Vice President-Office of the Chairman.  The Department of Defense Commercial Airlift Review Board suspended Tower Air military charters from January 27 to February 12, 1999, pending an on-site review of its operations. At the same time the airline lost an arbitration brought by the Association of Flight Attendants, claiming that Tower Air was lodging their flight attendants in dirty Tel Aviv hotels with poor security and bed bugs.  By 2000, a majority of Tower Air's fleet (11 out of 19 aircraft) was out of service. Tower Air filed for protection under Chapter 11 bankruptcy on February 29, 2000, ceased all scheduled service on May 1, 2000 and surrendered their FAA air operator's certificate on November 28, 2000. The airline's bankruptcy trustee, Charles Stanziale, subsequently sued the airline's directors and officers for "driving the company into insolvency by indifference and egregious decision-making."  In 1997, a Boeing 747-200 US registration N618FF operated by Tower Air appeared in the movie "Liar Liar". Its aircraft also appeared in the movie "Turbulence" the same year in their own livery and as the fictional Trans-Continental Airlines.

Destinations.

Destinations before closure.

According to the Official Airline Guide (OAG), in early 1989 Tower Air was operating transatlantic flights from both New York John F. Kennedy International Airport (JFK) and Miami (MIA) with nonstops between New York and Brussels, Copenhagen and Oslo with direct one stop service to and from Tel Aviv, and nonstops between Miami and Copenhagen, Oslo and Stockholm.

Aircraft.

Tower Air's fleet consisted of Boeing 747s in both the −100 and −200 series, including both passenger and cargo aircraft. The airline operated a total of thirty 747s (fifteen −100 and fifteen −200 series) over its history. Several were converted to freighters following Tower's bankruptcy. One former Tower Air 747-200 was converted to a hotel, the Jumbohostel at Arlanda Airport near Stockholm.

Incidents and accidents.

On December 20, 1995, Tower Air flight 41 from New York Kennedy to Miami veered off the runway during takeoff in a snowstorm resulting in one flight attendant receiving serious injuries and 24 passengers receiving minor injuries. The aircraft sustained heavy damage and had to be written off. The National Transportation Safety Board (NTSB) determined that the probable cause of this accident was the captain's failure to reject the takeoff in a timely manner when excessive nosewheel steering tiller inputs resulted in a loss of directional control on a slippery runway.

Tower Air was a certificated FAR 121 U.S. charter airline that also operated scheduled passenger service from 1983 until 2000, when the company declared bankruptcy and was liquidated. Scheduled flights were initially offered over a New York – Brussels – Tel Aviv route in addition to charter flights to Athens, Frankfurt, Rome, and Zurich. Short-lived New York – Los Angeles flights were introduced with the addition of an ex-Avianca Boeing 747-100 in 1984. The airline was headquartered in Building 178 and later in Hangar 17 Linthicum. at John F. Kennedy International Airport in Jamaica, Queens, New York City.

Tower Air war eine US-amerikanische Fluggesellschaft mit Sitz in New York City und Basis am dortigen John F. Kennedy International Airport. Das Unternehmen führte neben touristischen und militärischen Charterflügen auch Linienflüge durch. Zudem betrieb die Gesellschaft ihre Flugzeuge im Wet-Lease für andere Fluglinien.


Early life.

William Henry Vanderbilt III was born in New York City on November 24, 1901. He was the son of Alfred Gwynne Vanderbilt and Ellen "Elsie" French. Vanderbilt's father was a great-grandson of Cornelius Vanderbilt, who founded the family fortune in railroads and shipping. William Vanderbilt's parents divorced in 1908, and through his father's second marriage he had two half-brothers, Alfred Gwynne Vanderbilt Jr., and George Washington Vanderbilt III. In 1915, his father perished in the sinking of the RMS "Lusitania". In 1934, his cousin on his mother's side, Ellen Tuck French, married John Jacob Astor VI, bringing together two of America's most famous and wealthy families.

Education.

Vanderbilt was educated at St. George's School in Middletown, Rhode Island (Class of 1919) and the Evans School in Mesa, Arizona, he attended Princeton University but dropped out during his first year. In 1940, Vanderbilt received an honorary LL.D. from Bates College.

Inheritance.

When he turned 21, the then legal age of majority, in 1922, Vanderbilt inherited a $5 million trust fund plus the 450 acre (1.8 km2) Oakland Farm in Portsmouth, Rhode Island, one of his father's estates that included a number of thoroughbred horses. He made the farm his permanent home until the end of the Second World War.

Career.

First World War.

Shortly before the United States declared war on Germany during the First World War, Vanderbilt dropped out of St. George's School upon his appointment as a midshipman in the U.S. Naval Coast Defense Reserve to rank from March 20, 1917. As he was only 15 at the time, he was one of the youngest Americans to have served in the war. (It is unclear how he was able to join the service at such a young age but, probably, his family connections were a factor. Another curiosity is that he was the only person to hold the rank of midshipman in the Naval Reserve.)  During his service in the Navy, Vanderbilt served on the torpedo test ship from April 17 to May 31, 1917, the Naval Torpedo Station in Newport from June 1, 1917 to March 7, 1918, aide for information Second Naval District from March 7 to July 15, 1918, in Norfolk, Virginia from July 23 to September 16, 1918, New London, Connecticut from September 19 to November 14, 1918 and as a plank owner of the newly commissioned destroyer from November 11, 1918 to August 30, 1919. While serving on the "Evans", Vanderbilt went on a cruise to Europe from June to August 1919. He was discharged from the Navy shortly after the end of the cruise.

The Short Line.

In 1925, Vanderbilt started a coach bus company, called The Short Line, carrying passengers between Newport and Providence. Within a few years he expanded the business to serve points throughout New England and New York. The Short Line was purchased by George Sage in 1955 and, in 1970, was renamed Bonanza Bus Lines. Bonanza eventually merged with the Coach USA bus line in 1998 and was sold to Peter Pan Bus Lines in 2003. The Short Line's original terminal building in Newport still stands and is located near the intersection of Spring and Touro streets.  As a state senator and successful business leader, Vanderbilt was also a champion of the Mount Hope Bridge which connects Aquidneck Island with the mainland on the road north to Providence, Rhode Island from Newport. He was named the Chairman of the Mount Hope Bridge Commission and gave the opening address at the bridge's dedication on October 24, 1929.

Political career.

Vanderbilt was a member of the Republican Party. In 1928 he was a delegate to the Republican National Convention from Rhode Island and that year was elected to the Rhode Island State Senate. Vanderbilt served in the State Senate for six years (1929–1935) and then took time off to be with his ailing wife, Anne Gordon Colby. On her recovery, he re-entered political life and successfully ran for Governor of Rhode Island in 1938. He served one two year term from January 1939 to January 1941. His refusal to dole out patronage to fellow Republicans, however, weakened his power base and a scandal over wire-tapping by a private detective firm he had hired to investigate election fraud, cost him re-election in 1940.

Navy service during World War II.

In May 1941 Vanderbilt, an officer in the Naval Reserve, was called to active duty in June 1941 with the rank of lieutenant commander and initially assigned to the Panama Canal Zone. He was promoted to commander on August 15, 1942. In 1942 Vanderbilt was assigned as executive officer of the Special Operations Branch of the Office of Strategic Services (OSS) under General William J. Donovan. In May 1944 he was assigned to the staff of Admiral Chester W. Nimitz, commander in chief of the Pacific Fleet, in Pearl Harbor, Hawaii. He was promoted to the rank of captain prior to the end of the war.

Later life.

After his discharge from the Navy at the end of the war, Vanderbilt left Rhode Island and retired to a farm in South Williamstown, Massachusetts. Oakland Farm and its 150 acres in Portsmouth, Rhode Island was sold and divided into housing lots by the end of the 1940s.  Vanderbilt died of cancer on April 14, 1981, at the age of 79. He was buried in the Southlawn Cemetery in Williamstown, Massachusetts. He is one of the few descendants of William Henry Vanderbilt not to be buried in the family tomb on Staten Island.

Personal life.

Vanderbilt married Emily O'Neill Davies (1903–1935), granddaughter of Daniel O'Neill, owner of the Pittsburgh Dispatch newspaper, and daughter of Frederick Martin Davies on November 1, 1923 at Grace Church, New York. Emily was the grandniece of Frederick Townsend Martin, a prominent writer of the 1920s. The couple gave birth to a daughter:  The couple's marriage was troubled and Emily sued for divorce in Paris in the summer of 1926, but reconciled. She again sued for divorce in Newport, Rhode Island which was granted in June 1928. She later married Sigourney Thayer (1896–1944), for less than a year, and then Raoul Whitfield (1896–1945), shortly before her death in 1935.  On December 27, 1929, Vanderbilt married for the second time to Anne Gordon Colby (1909–1974) of West Orange, New Jersey. Together, they had three children:  This marriage also ended in divorce in 1969 after 40 years of marriage, and Vanderbilt promptly re-married the following year to Helen Cummings Cook (d. 1997), who was previously married to John R. Cook, founder of Warren Cable Co., who survived him in death.

Awards.

For his service in the Navy, Vanderbilt was entitled to the following medals –

William Henry Vanderbilt III (November 24, 1901April 14, 1981) was Governor of Rhode Island and a member of the wealthy and socially prominent Vanderbilt family.

William Henry Vanderbilt III (* 24. November 1901 in New York City; † 14. April 1981 in Williamstown, Massachusetts) war ein US-amerikanischer Politiker und von 1939 bis 1941 Gouverneur des Bundesstaates Rhode Island.


Early life.

Ó hAilpín was born on the island of Rotuma, 646 kilometres north of the main Fiji islands to Seán Ó hAilpín, an oil-rig worker and a native of Fermanagh in Northern Ireland, and his wife Emilie, a hotel worker and a Rotuman. The eldest of six children, he was the only Ó hAilpín to be born on his mother's native island.  When Ó hAilpín was three years-old the family emigrated to Sydney in Australia. It was here that he first gained an interest in various sports, particularly rugby league. His years in Australia also saw the birth of Ó hAilpín's siblings – Teu, Sarote, Setanta and Aisake. Both Setanta and Aisake would later play for the Carlton Football Club in the Australian Football League. Teu subsequently played both hurling and football in Ireland and Britain.  The Ó hAilpín family moved from Australia to Ireland in 1988 and settled in Cork. They rented a house in Knocknaheeny before moving permanently to Blarney, just a short few miles outside the city. Ó hAilpín adapted well to life in his new surroundings and openly accepted all aspects of Irish culture. He was educated locally in the Gaelcholáiste section of the famous North Monastery secondary school. Here, all of Ó hAilpín's classes were taught in Irish, a language that was alien to him, however, he quickly became fluent. It was in the "North Mon" that he was also first introduced to Gaelic games, and he quickly became a key component of the school's senior hurling team.  Ó hAilpín subsequently attended Dublin City University. In 1999 he was conferred with a BSc in Finance Computing and Entrepreneurship "(Airgeadas, Ríomhairíocht agus Fiontraíocht)". He currently works as an official with the Ulster Bank group in Cork.

Playing career.

Colleges.

Ó hAilpín first enjoyed hurling success as a member of the North Monastery senior hurling team. He won a provincial Dr. Harty Cup medal in 1994, before later lining out in the All-Ireland colleges' final. St. Mary's school from Galway provided the opposition, however, victory went to the Cork school. The 1–10 to 1–6 score line resulted in Ó hAilpín picking up an All-Ireland medal.

Club.

While Ó hAilpín first came into contact with Gaelic games during his secondary schooling, he also linked up with the Na Piarsaigh club on the north side of Cork city. Here he played both hurling and Gaelic football and enjoyed much success. In 1995 Ó hAilpín won a championship medal at minor level as the club triumphed in the under-18 grade. He subsequently joined the Na Piarsaigh under-21 team, however, he enjoyed little success in this grade, losing two finals in three seasons.  Ó hAilpín was just out of the minor grade when he joined the club's senior team in 1995. That year he lined out in his first senior county final. Ballyhea were the opponents on that occasion; however, victory went to city-side Na Piarsaigh on a score line of 1–12 to 3–1. It was Ó hAilpín's first senior county championship medal.  It took Na Piarsaigh almost a decade to qualify for their next county final at senior level, as 2004 saw the club take on east Cork stalwarts Cloyne. An intriguing contest ensued and, at the full-time whistle, victory went to Na Piarsaigh on a score line of 0–17 to 0–10. It was Ó hAilpín's second championship medal.

Minor and under-21.

Ó hAilpín first came to prominence on the inter-county scene as a member of the Cork minor hurling team in 1994. In his first season on the team he won a Munster winners' medal following an emphatic 2–15 to 0–9 trouncing of Waterford. Ó hAilpín later lined out in the All-Ireland final with Galway providing the opposition. Unfortunately for Ó hAilpín victory narrowly went to the team from the west by 2–10 to 1–11.  In 1995 Ó hAilpín was a key member of the Cork minor team again. That year he collected a second consecutive Munster title following a second consecutive trouncing of Waterford. Cork subsequently qualified for the All-Ireland final again, this time with arch-rivals Kilkenny providing the opposition. At the second time of asking Cork triumphed and Ó hAilpín collected an All-Ireland Minor Hurling Championship medal. He was also captain of the minor football team this year but lost out in the Munster final to Tipperary.  By 1996 Ó hAilpín was ineligible for the minor team, however, he was an automatic choice for the Cork under-21 team. In his first season on the panel he won a Munster title following a 3–16 to 2–7 trouncing of Clare in the provincial decider. Cork were later defeated by eventual champions Galway in the All-Ireland semi-final.  In 1997 Ó hAilpín lined out in a second consecutive Munster decider. Arch provincial rivals Tipperary were the opponents on that occasion. After a close game Cork emerged victorious by a single point and Ó hAilpín collected a second Munster under-21 medal. 'The Rebels' later qualified for the All-Ireland final with Galway providing the opposition. After a defeat at the hands of the men from the west the previous year, Cork gained revenge in 1997 with a 3–11 to 0–13 win in the championship decider. It was Ó hAilpín's first All-Ireland medal. The victory was all the more spectacular as it was Cork's one hundredth All-Ireland title across all grades.  In 1998 Ó hAilpín was in his final year on the under-21 team. Once again Cork qualified for the provincial decider and, once again, Tipperary provided the opposition. On this occasion Cork's victory over their old enemy was much more comprehensive and Ó hAilpín added a third consecutive Munster under-21 medal to his collection. The subsequent All-Ireland final saw Cork take on Galway at that stage of the competition for the second year in-a-row. An interesting game developed; however, victory went to Cork by 2–15 to 2–10. It was Ó hAilpín's second and final All-Ireland medal in the under-21 grade.

Senior.

By this stage Ó hAilpín was also a member of the Cork senior hurling team. He made his debut in a Munster championship game against Limerick in 1996. He came on as a substitute for Mark Mullins and assumed the captaincy of the team as the only Na Piarsaigh player on the field of play. Cork were trounced on that occasion by 3–18 to 1–8.  Two years later in 1998 Ó hAilpín first tasted success at senior level. Cork defeated Waterford by 2–14 to 0–13 to take the National Hurling League title. Cork failed to repeat this success in the championship, however, the capturing of the league title was a victory which kick-started Cork's return to the big time.  In 1999 Ó hAilpín became a dual star with Cork, a player of both hurling and Gaelic football at senior level. He began the year by winning a National Football League medal following a 0–12 to 1–7 victory over Dublin.  Later that year the Cork senior hurlers were back in the Munster final for the first time in seven years. Clare, the provincial stars of the last few years, provided the opposition on that occasion and were the firm favourites to secure a fourth title in five years. A Joe Deane goal proved the key for Cork and, at the full-time whistle, 'the Rebels' were the victors by 1–15 to 0–14. It was Ó hAilpín's first Munster medal at senior level. Shortly after this victory Ó hAilpín lined out with the Cork senior footballers in the Munster football decider against arch-rivals Kerry. In atrocious weather conditions Cork emerged victorious by 2–10 to 2–4. It was Ó hAilpín's first Munster football title and acted as a springboard for further success. Back with the hurlers Cork subsequently qualified for the All-Ireland final against Kilkenny. Once again the wet conditions severely hampered what many people expected to be a classic game. Both teams shot seventeen wides over the seventy minutes, however, the Jimmy Barry-Murphy-managed Cork team, with an average age of twenty-two, sealed a 0–13 to 0–12 victory. It was Ó hAilpín's first All-Ireland medal. Two weeks after this victory he lined out for the Cork footballers in the All-Ireland final against Meath. In an exciting game that saw the lead switch hands on several occasions Cork's hopes of doing the double were dashed as Meath won by 1–11 to 1–8.  In 2000 Cork's hurlers were the favourites to retain their All-Ireland title. The team got off to a good start by retaining their Munster title, however, Tipperary put up a good fight in the final but were ultimately defeated by 0–23 to 3–12. Cork's next game was an All-Ireland semi-final meeting with Offaly. While Cork were expected to win the game without breaking a sweat Offaly caught Ó hAilpín's side on the hop and secured a 0–19 to 0–15 win.  A car crash in 2001 almost ended Ó hAilpín's career as his kneecap was severed; however, he overcame this difficulty and fought his way back to fitness in a short period of time.  While the Cork hurling team should have gone from strength to strength as a result of a solid foundation at minor and under-21 levels the opposite happened. Embarrassing defeats in 2001 and 2002 saw the Cork hurling team reach rock bottom and call a players strike just before Christmas in 2002. Ó hAilpín played a huge role as one of the main spokesmen in representing the welfare of his fellow players. Had the strike failed it could have meant the end of his inter-county career, however, in the end the Cork county board relented and met the demands. Although still amateur sportsmen the Cork senior hurling team were treated to all the trappings of professional athletes.  In 2003 Cork's players were vindicated in taking a stand as the team reached the Munster final for the first time in three years. Waterford provided the opposition on that occasion and one of hurling's modern rivalries began in earnest. An exciting game resulted between the two teams; however, victory went to Cork by 3–16 to 3–12. It was Ó hAilpín's third Munster medal. Cork subsequently qualified for an All-Ireland final meeting with Kilkenny. In another thrilling game of hurling both teams were level for much of the game, exchanging tit-for-tat scores. A Martin Comerford goal five minutes from the end settled the game as Kilkenny went on to win by 1–14 to 1–11. In spite of losing that day Seán Óg and his brother Setanta were both subsequently honoured with All-Star awards.  2004 saw Cork reach the Munster final once again and, for the second consecutive year, Waterford provided the opposition. In what many consider to be the greatest provincial championship decider of them all, both sides fought tooth-and-nail for the full seventy minutes. Unfortunately for Ó hAilpín Cork lost the game by just a single point on a score line of 3–16 to 1–21. Although Cork surrendered their provincial crown they were still in with a chance of landing the All-Ireland title. After maneuvering through the qualifiers Cork reached a second consecutive All-Ireland final and, once again, Kilkenny provided the opposition. This game took on a life of its own for a number of reasons. Chief among these was the fact that Kilkenny were attempting to capture a third All-Ireland in-a-row and go one ahead of Cork in the All-Ireland roll of honour. The game was expected to be another classic; however, a damp day put an end to this. The first half was a low-scoring affair and provided little excitement for fans. The second-half saw Cork completely take over. For the last twenty-three minutes Cork scored nine unanswered points and went on to win the game by 0–17 to 0–9. It was Ó hAilpín's second All-Ireland medal and a second consecutive All-Star soon followed.  In 2005 Cork were on form again while Ó hAilpín was honoured by being appointed captain of the team. That year Cork won back the provincial crown with a 1–21 to 1–16 victory over fierce provincial rivals Tipperary. It was Ó hAilpín's fourth Munster medal as Cork went on the march for glory once again. While it was expected that Cork and Kilkenny would do battle again in a third consecutive All-Ireland final Galway were the surprise winners of the second semi-final. It was the first meeting of Cork and Galway in an All-Ireland final since 1990 and even more daunting was the fact that men from the west had never beaten Cork in a championship decider. Once again neither side broke away into a considerable lead, however, Galway failed to score for the last ten minutes and at the final whistle Cork were ahead by 1–21 to 1–16. For the second year in-a-row Cork were the All-Ireland champions and Ó hAilpín had the great honour of collecting the Liam MacCarthy Cup. Despite being born in Fiji, Ó hAilpín is a fluent speaker of the Irish Language and was lauded for his acceptance speech following the final as it was delivered exclusively in Irish. A third consecutive All-Star award soon followed. Following the conclusion of the championship Seán Óg joined his brother, Setanta, a former hurler and currently a player in the Australian Football League with Carlton, for some off-season training. It was thought that he may join his brother at the Australian club, however, unlike his younger brother; his age was a factor against this.  2006 saw Cork turn their attentions to a first three-in-a-row of All-Ireland titles since 1978. The provincial decider saw Cork take on Tipperary for the second consecutive year. Once again Cork's stalwarts stood up and contributed greatly to Cork's 2–11 to 1–11 victory over their old rivals. Subsequent one-point victories over Limerick and Waterford saw Cork qualify for their fourth consecutive All-Ireland final and for the third time Kilkenny were the opponents. Like previous encounters neither side took a considerable lead, however, Kilkenny had a vital goal from Aidan Fogarty. Cork were in arrears coming into the final few minutes, however, Ben O'Connor scored a goal for Cork. It was too little too late as 'the Cats' denied 'the Rebels' the three-in-a-row on a score line of 1–16 to 1–13.  In 2007 Ó hAilpín's side were set out to atone for their All-Ireland defeat the previous year, however, Cork's championship ambitions were hampered from the beginning. Although defeating Clare in the opening round the so-called Semplegate affair resulted in Ó hAilpín, goalkeeper Donal Óg Cusack and full-back Diarmuid O'Sullivan being suspended for a crucial Munster semi-final clash with Waterford. Cork exited the championship after an All-Ireland quarter-final replay defeat by Waterford.  On 18 October 2010 O hAilpín announced that he had met with senior hurling manager Denis Walsh over the previous weekend and that he had informed him that he was not in his plans for the Cork hurling panel. In a statement released by the Gaelic Players’ Association he said “I would love to continue to play for Cork, but I must respect the manager's decision in this regard".  One year later it was announced on the Cork GAA website that Ó hAilpín would be included in the training squad for the 2012 hurling season. Cork's championship season ended at the All-Ireland semi-final stage with a defeat by Galway.  On 2 November 2012 Ó hAilpín announced his retirement from inter-county hurling.

Inter-provincial.

Ó hAilpín also enjoyed success as a dual player with the Munster inter-provincial teams.  He first lined out for his province in 1999. While the Munster hurlers were defeated Ó hAilpín won a Railway Cup medal as the Munster footballers defeated Connacht by 0–10 to 0–7.  It was 2007 before he finally collected a Railway Cup hurling medal after Munster defeated Connacht by three points in controversial circumstances.

International.

In 2004 Ó hAilpín received his first call up to the Irish International Rules squad. Ó hAilpín started both tests getting on the score sheet with a behind in the first test as Ireland ran out series winners. In 2005 Ó hAilpín was again selected as part of the squad to travel to Australia. He was selected to play in both tests as Ireland were defeated.  In 2008 Ó hAilpín was selected for Ireland against Scotland in the Hurling/Shinty Compromise International Rules. He is the first man to be selected for both the Irish International Rules and Hurling-Shinty International Rules teams.

Seán Óg Ó hAilpín (Irish pronunciation:, born 22 May 1977) is a Fijian-Irish hurler and Gaelic footballer. In an inter-county playing career that spanned three decades, Ó hAilpín played for the Cork senior hurling and football teams, winning major honours with both. He also enjoyed much success with club side Na Piarsaigh and represented Munster in the inter-provincial championships.

Seán Óg Ó hAilpín (* 22. Mai 1977 auf Rotuma Island, Fidschi), oft zu Sean Og abgekürzt, ist ein irisch-fidschianischer Hurling- und Gaelic-Football-Spieler. Ó hAilpín gilt als einer der besten Hurling-Spieler der Welt und wurde 2005 zu Irlands Sportler des Jahres gewählt.


Early life.

Goldner was born to a Jewish family in 1918 to a mother Rose originally from Poland and father Adolph from Austria. He and his two sisters grew up in the Turtle Bay neighborhood of the east side of New York City, and he attended Peter Stuyvesant High School. While still in school he worked weekends as a waiter at the Shelton Hotel, where his father also worked while acquiring furnished brownstones. Goldner later worked in the garment business, before opening a chain of dance halls in New York and New Jersey.

Latin music and Tico Records.

Goldner's dance clubs thrived in the late 1940s during the craze for Latin music, a style that Goldner loved. In 1948, he established his first record label, Tico Records, named after the song "Tico-Tico". The company recorded and distributed music by such artists as Tito Puente, Joe Loco and Machito, becoming the most important Latin music label and helping to integrate the music into mainstream pop, especially through mambo music.

R&B and rock 'n' roll.

Finding that increasing numbers of African-American patrons were visiting his clubs, Goldner decided in 1953 to start a new label, Rama, to record jazz, vocal group and R&B music. One of his earliest records on the label was "Gee" by The Crows. The record soon rose to the top of the R&B chart, but - to the surprise of Goldner and others - was also bought by white teenagers, who were increasingly listening to hitherto "black" radio stations, and rose to #14 on the pop chart as well. This crossover success, as "the first R&B single to get a significant part of its sales and chart success from purchases by white teenagers", has led to some describing it as "the first rock and roll record".  Because radio stations would play only a few records from each label, Goldner also set up Gee Records, and found some success immediately with the Cleftones. He also recruited Richard Barrett, lead singer of another doo-wop group, the Valentines, as his production assistant. They mostly worked at the Bell recording studios in Manhattan. Although Goldner could not read music, he had an ear for rock and roll, and acted as the producer of most recordings on his labels. Jerry Leiber said that he had the taste of a fourteen-year-old girl, and that, as far as sales and promotion went, Goldner was a master. In promoting his records, he sometimes gave gratuities or paid DJs at radio stations, to give consideration to his companies' records. This practice, which came to be known as payola, was widespread.  According to one source:"In the studio, Goldner and his right-hand man Richard Barrett... had multi-faceted jobs: find the right key and "groove" for a song; collaborate with the musicians to create a "head" arrangement; encourage and control the young, often inexperienced singers during their maiden visits to the recording studio; oversee the vocal balance by placing the singers at the proper distance from the microphone; keep an eagle eye on the clock (sessions were traditionally three hours in length, after which overtime kicked in); and, most importantly, recognize the magical "best take" that would ultimately click with the record-buying teenagers."  Goldner signed and recorded Frankie Lymon and the Teenagers, whose song "Why Do Fools Fall in Love" also became a crossover hit in early 1956, this time also becoming an international success. By then, Goldner - who was an inveterate gambler and frequently needed to pay off his debts - had sold half of his share of the Tico, Rama and Gee labels to Joe Kolsky, an associate of club owner and juke box distributor Morris Levy, who reportedly had links to the Mafia. Goldner also started the Luniverse label with Bill Buchanan and Dickie Goodman, to release novelty records. In 1956 its first release, "The Flying Saucer", pioneered the idea of "break-in" or "mashup" records, featuring segments of popular songs intertwined with spoken "news" commentary, and sold over a million copies.  In January 1957, Goldner, Kolsky and Levy formed Roulette Records, but shortly afterwards Goldner sold his interest in the company, as well as his remaining interests in Tico, Rama, and Gee, to Levy. In their place, he started two more new labels, End and Gone, both distributed by Morris Levy's Roulette organization. Both labels provided hits for doo-wop groups. The End label saw success with "He's Gone" and "Maybe" by the Chantels; "Tears on My Pillow" by Little Anthony and the Imperials; and, in 1959, "I Only Have Eyes For You" by the Flamingos. The first release on Gone, "Don't Ask Me To Be Lonely" by the Dubs, was also a hit, and the label had further hits with Ral Donner. Goldner also recorded the Isley Brothers, the Four Seasons and Johnny Rivers on Gone.  In 1958, Goldner hired a young Artie Ripp, (who went on establish his own record labels and was the first to sign and produce Billy Joel as a solo act), as his "gofer". Goldner taught Ripp his practices regarding how to create and distribute music, including how to structure a record contract, how to work a studio, and how to get a record on the radio.  By the early 1960s, Goldner had sold his End and Gone labels to Levy, and worked for a time as a record producer at Roulette.

Red Bird Records and later life.

Goldner's last successful label, Red Bird Records (which had a subsidiary, Blue Cat Records) was actually co-founded by Jerry Leiber and Mike Stoller. Goldner became a partner in the company, promoting Red Bird releases, while Leiber and Stoller worked on production. The company was successful, producing hits for the Dixie Cups, the Shangri-Las, and the Ad-Libs. However, the label lasted just two years, as Leiber and Stoller wanted out of the record business, either due to creative differences, or once Goldner's gambling debts again led to Morris Levy's involvement. After an abortive attempt to merge it with Atlantic Records, Leiber and Stoller sold their interest in Red Bird Records to Goldner in 1966 for $1, by which time Goldner's uncontrolled gambling habit had placed the label under the control of the Mafia.  Goldner's final venture was to form the short-lived Firebird label in early 1970.

Death.

Goldner died of a heart attack on April 15, 1970, at age 52.

Legacy.

A musical based on the life of Goldner and featuring music from his record labels premiered in Hollywood in 2012 titled "The Boy From New York City."

George Goldner (February 9, 1918 – April 15, 1970) was an American record label owner, record producer and promoter who played an important role in establishing the popularity of rock and roll in the 1950s, by recording and promoting many groups and records that appealed to young people across racial boundaries. Among the acts he discovered were the Crows, Frankie Lymon and the Teenagers, and Little Anthony and the Imperials.

George Goldner (* 1. Januar 1918 in New York; † 15. April 1970 ebenda) war ein US-amerikanischer Musikverleger und Inhaber mehrerer unabhängiger Schallplattenlabels, der sich in den 1950er Jahren auf Rhythm and Blues spezialisiert hatte.


General.

In 1806, in collaboration with the artist Jean-Gabriel Charvet, Dufour et Cie produced a twenty-panel set of scenic wallpaper entitled "Sauvages de la Mer du Pacifique" (Savages of the Pacific), which became the biggest success of the company. It was the largest panoramic wallpaper of its time, and marked the burgeoning of a French industry in panoramic wallpapers. Dufour realized almost immediate success from the sale of these papers and enjoyed a lively trade with America. The Neoclassic spirit currently in favor was accented handsomely in houses of the Federal period by the exaggerated elegance of Charvet's scenes. Like most of eighteenth century wallpapers, the panorama was designed to be hung above a dado.

History.

For many years it was believed that Joseph Dufour was born in 1752. An error in his place of birth was the source of the mistake. Indeed, another Joseph Dufour was born in Mâcon, in 1752, whilst the founder of the manufacture was born in Tramayes in 1757 as the second child of Claude Dufour and Francoise Braillon.  Joseph Dufour trained in the wallpaper industry and worked in Lyon, which was a center for both the textile and wallpaper industries. In 1797, Joseph Dufour started the company together with his brother Pierre in Macon, Rue de la Paroisse. The designer Jean-Gabriel Charvet, renowned in Lyon, worked for them. Their first few years were not very successful; in 1800 they went into liquidation and Pierre left the company. By 1801, the business was operating under the name "Joseph Dufour et Cie".  Then the company picked up rapidly. in 1805 the company employed more than 90 workers. Following the Savages' success at the Fourth Exhibition of Products of the French Industry in 1806, Joseph Dufour moved to Paris in the Faubourg Saint Antoine. His company rapidly became famous in Europe and America not only for its panoramics but also for its repeating wallpaper. The company employed the talent of famous designers such as Xavier Mader and Evarist Fragonard. Joseph Dufour died in Paris 1827. His son-in-law took on the business but sold it a few years later. The wood-blocks were scattered.

"Sauvages de la Mer Pacifique".

Captain Cook first sailed from England to the South Seas in 1769. He made three expeditions before his death in 1779, and his adventures captured the imaginations of many Europeans at a time when there was considerable interest in the "primitive" and "exotic". His discoveries lent support to the prevailing notion of the inherent moral superiority of "the noble savage", an idea expressed in the writings of Jean-Jacques Rousseau (1712–1778). In 1784, accounts of Cook's voyages were set forth in an official three-volume publication. Accompanying this was a separate folio atlas containing 61 engravings of landscapes, portraits, and indigenous artifacts.  In 1806 Joseph Dufour et Cie, in collaboration with the designer Jean-Gabriel Charvet, produced a twenty-panel set of scenic wallpaper entitled "Sauvages de la Mer du Pacifique" (Savages of the Pacific). picturing the travels of Captain Cook The wallpaper was printed in color from multiple woodblocks. Machine-made continuous paper, just invented, was not yet commercially available when Dufour undertook his project. Instead, small rectangular handmade sheets were joined at the edges to form long rolls, which were later cut to the desired length (approximately 24 by 98 inches or 61 × 249 cm). A toned, water-based ground layer was then applied by brush to the entire panel to act as an undercoat for subsequent printing. This light blue layer also served as the sky tone in unprinted areas. Designs for each color were carved on separate blocks, and as many as sixty were required to print a single panel. The design was then enhanced with stenciled hand-painted gouache.  The panels show many historical events loosely based on the reports of James Cook and La Pérouse and drawings made by members of their crews. Some of the figures of Pacific Islanders were based upon frescoes from ancient Pompei, which had been rediscovered in 1748, and others upon well-known Greek and Roman sculptures.

Panel descriptions.

A description of the individual panels follows:  The Art Gallery of New South Wales (Australia), Historic Deerfield (Deerfield, Massachusetts), the Honolulu Museum of Art and the Fine Arts Museums of San Francisco usually have Sauvages de la Mer Pacifique on display.

Joseph Dufour et Cie, founded 1797 by Joseph and Pierre Dufour, was a French "Manufacture de Papier Peints et Tissus" (French for: painted wallpaper and fabrics) manufacturer located in Mâcon, France.

Dufour et Cie war eine bedeutende Manufaktur für Tapeten in Mâcon (Frankreich), die 1797 von den Brüdern Josef und Pierre Dufour gegründet wurde.


Early life.

DiPrete was born in Cranston, Rhode Island. He graduated from the College of the Holy Cross, and received honorary degrees from Holy Cross, Providence College, Bryant College and the University of Rhode Island. From 1970 to 1974, he served on the Cranston School Committee. From 1974 to 1978, he served as an at-large member of the Cranston City Council. He served as mayor of the city from 1978 to 1985.

Governor of Rhode Island.

DiPrete served as the 70th Governor of Rhode Island from 1985 to 1991, and was defeated for reelection in a landslide by former federal attorney and millionaire businessman Bruce Sundlun in the 1990 election, who had previously lost twice to DiPrete.  In 1994, DiPrete was indicted on criminal charges relating to the awarding of state contracts during his service as governor. All charges were dismissed in March 1997 by a Rhode Island Superior Court Judge who also found the Attorney General's office guilty of 10 findings of "egregious prosecutorial misconduct."  He was subsequently charged again, and in December 1998, he pleaded guilty to state charges of bribery, extortion and racketeering, and was sentenced to a year in prison.  In a plea bargain he also admitted accepting $250,000 in exchange for state contracts during his term as governor. DiPrete agreed to this plea bargain only after assurance that pending charges against a family member would be dismissed. Those charges against his son were dismissed in their entirety prior to the Governor agreeing with the plea bargain. In addition, his state retirement pension was revoked, despite attempts to have it reinstated. DiPrete served eleven months in Adult Correctional Institutions.  Subsequently, the State Supreme Court overturned the denial of DiPrete's pension benefits to his wife and remanded the case back to Superior Court for a new hearing. Because of a degenerative neurological disease, Mrs. DiPrete, notified the court through her attorney, she wished to terminate the request, and the new hearing ordered by the Supreme Court did not proceed.

Personal life.

DiPrete was known for his "everyman" persona, serving supermarket fried chicken to guests in his Winnebago motor home. He parked the motor home outside the Rhode Island State House during a snowstorm in February 1987 so that he would be able to come to work despite heavy snowfall. DiPrete kept an arcade Pac-Man game in his home, which he demonstrated to president George H.W. Bush in 1989.  DiPrete and his wife Patricia had seven children; Patricia died in 2011. DiPrete remained in his Cranston home until October 2016, when he moved to an apartment the Garden City section of that city.

Edward Daniel DiPrete (born July 8, 1934) is an American Republican Party politician and convicted felon from Rhode Island. He served as the 70th Governor of Rhode Island for three two-year terms, serving from 1985 to 1991. Convicted of numerous corruption charges, he is the only Rhode Island governor to have gone to prison.

Edward Daniel DiPrete (* 8. Juli 1934 in Cranston, Rhode Island) ist ein ehemaliger US-amerikanischer Politiker. Er war von 1985 bis 1991 Gouverneur des Bundesstaates Rhode Island.


Background and education.

Cooper was the son of John Cooper, of Edinburgh, a civil engineer, and Margaret, daughter of John Mackay, of Dunnet, Caithness. In 1915 he applied to George Watson's College, Edinburgh, and the University of Edinburgh where he completed an MA in 1912 and a Law LLB.

Political, legal and judicial career.

Cooper was admitted a member of the Faculty of Advocates in 1915 and created a King's Counsel in 1927. He was the Unionist Member of Parliament (MP) for Edinburgh West from a by-election in 1935 to 1941. In 1935 he was appointed Solicitor General for Scotland and later that year he was appointed as Lord Advocate. He also became a Privy Counsellor in 1935. In 1941 he became Lord Justice Clerk with the judicial title of Lord Cooper and in 1947 Lord Justice General and Lord President of the Court of Session.  He resigned in 1954 and was made a peer as Baron Cooper of Culross, of Dunnet in the County of Caithness.

Personal life.

Cooper was married to Margaret Mackay.  He was elected a Fellow of the Royal Society of Edinburgh in 1936, his proposers being John Alexander Inglis, Thomas Henry Holland, Thomas Hudson Beare and Ernest Wedderburn. He served as the Society's Vice President from 1945 to 1948.

Death.

Lord Cooper of Culross died in July 1956, aged 62, at which point the barony became extinct. He is buried with his parents near the centre of the SW section of the original Grange Cemetery in south Edinburgh.

Thomas Mackay Cooper, 1st Baron Cooper of Culross (24 September 1892 – 15 July 1956) was a Scottish Unionist Party politician, a judge and a historian, who had been appointed Lord Advocate of Scotland.

Die Piazza del Duomo (deutsch "Domplatz") ist der zentrale Hauptplatz von Mailand und im Wesentlichen ein Produkt des 19. Jahrhunderts.


Career.

Youth and college.

Richards was a member of the youth system of Jamaican National Premier League side Seba United while attending Cornwall College in Montego Bay, where he won the DaCosta Cup and Oliver Shield. He moved to the United States to play college soccer in 2003.  Richards played two years at San Jacinto College in Houston, where he scored a record 45 goals in two years, including a school-record 25 as a sophomore. He then moved on to Clemson University, where he led the team in scoring as a junior with 12 goals and nine assists. Richards scored the game-winning goal in three NCAA Tournament matches and scored in Clemson's 2-1 loss to New Mexico in the College Cup semifinals. One summer, he led the youth soccer camp at Clemson University where he coached the likes of Emmett Lunceford, Robert Sullivan, and John Birnie. As a senior in 2006, Richards had 11 goals and nine assists in 19 games, as Clemson lost in the second round of the NCAA Tournament. Richards was named a second-team all-American.

Professional.

New York Red Bulls.

Richards was drafted in the second round of the 2007 MLS SuperDraft by New York Red Bulls, establishing himself as the first team right winger for the club. On 5 May 2007, Richards scored his first MLS regular season goal in a 3–3 tie at Real Salt Lake. He concluded his first MLS season appearing in 28 matches, including 27 starts, in which he managed two goals and six assists. His assist total was second on the club and led all league rookies. At the conclusion of the season Richards was selected as one of three nominees for league rookie of the year honours.  Richards appeared in 23 MLS regular season matches in 2008, scoring 3 goals and recording 6 assists. In the 2008 MLS Cup Playoffs, Richards helped the Red Bulls to an upset over defending Champion Houston Dynamo (4-1 on aggregate). Richards tallied the club's first goal in a 3-0 rout in the second leg of the series in Robertson Stadium in Houston. He also drew a penalty and assisted on the third goal. In 2009, Richards appeared in 27 league matches scoring 3 goals.  On 20 March 2010, Richards scored the third goal for Red Bulls in a 3-1 victory against Santos FC, which was the first match played at the new Red Bull Arena. On 25 July 2010, Richards scored a goal in helping lead New York to a 2-1 victory against Manchester City in a friendly match. On 24 September 2010, Richards appeared in his 100th league match for New York and helped lead the club to a 2-0 victory in The Home Depot Center over Los Angeles Galaxy scoring his team's first goal and drawing the penalty that led to New York's second goal. Richards concluded his 2010 campaign scoring five goals in his last seven matches helping New York to capture the Eastern Conference regular season title. In 2011, Richards enjoyed his most productive season to date, netting seven goals and providing seven assists in 27 matches.

Vancouver Whitecaps FC.

Richards was traded to Vancouver Whitecaps FC on 13 July 2012 for Sébastien Le Toux and allocation money. At the time of the trade Richards stood second on New York's MLS league career list for games played, games started, and minutes played while placing third in assists. He scored his first goal for Vancouver against the San Jose Earthquakes on 20 July to put the Whitecaps up 1-0.

Burnley.

On 26 August 2012 it was confirmed that Richards would join English Championship side Burnley on 1 January 2013 after the end of the MLS season and in the European transfer window. After initially appearing as a substitute in an FA Cup game, Richards appeared to struggle with his positioning on the field. He was given a second chance, this time in a Championship league game against Huddersfield, coming on after 15 minutes for the injured Dean Marney. Richards again struggled to acclimatise to the pace of the game, and was himself substituted after an hour. This would be his last appearance in a Burnley shirt, and he was sent out on loan shortly after.  Upon his return from his loan spell, Richards was released from his Burnley contract so that he could permanently join Norwegian side FK Bodø/Glimt.

Bodø/Glimt.

After struggling to earn a starting place with Burnley, Richards was sent on loan to Adeccoligaen club Bodø/Glimt on 4 April 2013. He played in 14 league games and scored 2 goals before his loan period ended, and he returned to his parent club. In July 2013 Richards signed a permanent contract to finish out the season. He helped the club in capturing the 2013 Adeccoligaen and gain promotion to the top flight. On 13 April 2014 Richards helped Bodø/Glimt record their first victory of the Tippeligaen season, scoring the equalizer in a 4-2 come from behind win over Sogndal. He made a total of 55 official appearances for Bodø/Glimt, scoring ten goals.

Return to New York Red Bulls.

On 7 March 2015 it was announced that Richards would be rejoining New York Red Bulls after spending the preseason as a trialist with the club. It was reported on 30 November 2015, that the Red Bulls would not be picking up Richards' option, ending his second stint with the club.

Indy Eleven.

On 10 July 2015, the Red Bulls announced that Richards would be loaned out to NASL side Indy Eleven for the remainder of the season.

Miami FC.

On December 10, 2015, it was announced that Richards had become the first ever signing for new North American Soccer League side Miami FC. He was released by Miami in December 2016.

Coaching.

Richards became an assistant coach of the Austin Texans Soccer Club in March 2017.

International.

Richards debuted with the Jamaican national team in 2002 at the age of 18, and while he was still at Clemson returned to the Jamaican national team, playing in a 1-1 friendly tie against the United States.  His play during the 2007 season did not go unnoticed by the Jamaica Football Federation as he was rewarded by being called up to the national team for friendlies against El Salvador and Guatemala in Kingston. He played in both matches which ended in victory for Jamaica. Richards has also participated in 2010 World Cup qualifying matches and was selected for the 2008 Caribbean Championship. He appeared in all five matches for Jamaica, in helping Jamaica to capture the 2008 Caribbean Championship. Richards also featured in the 2009 CONCACAF Gold Cup. In 2010, Richards became a mainstay with the national team and started to consistently demonstrate outstanding attacking prowess. On 11 August 2010 Richards recorded his first goal for Jamaica in a 3-1 victory against Caribbean rivals Trinidad and Tobago. On 10 October 2010 Richards recorded his second international goal, scoring with a 19th-minute penalty to help Jamaica to a 1-0 victory over Trinidad and Tobago. Richards scored three(3) goals for Jamaica in December 2010, leading them to another Caribbean Cup title, while also winning the Golden Boot.

Personal.

Richards holds a U.S. green card which qualifies him as a domestic player for MLS roster purposes.

Dane O'Brian Richards (born 14 December 1983) is a Jamaican footballer, who played as a wing midfielder. He spent the majority of his career with the New York Red Bulls of Major League Soccer.

Dane O’Brian Richards (* 14. Dezember 1983 in Montego Bay) ist ein jamaikanischer Fußballspieler auf der Position eines Flügel- und Angriffsspielers. Zurzeit spielt er für den Miami FC.


History and profile.

The title was published by a joint venture between Hamburg based "Manager Magazin Verlagsgesellschaft mbH" (Spiegel group) and Warsaw publishing house "Infor SA". "Wydawnictwo Infor Manager Sp. z o.o." published its first issue of the Polish "Manager Magazin" in November 2004 (issue 12/2004). In 2007 Spiegel group purchased Infor's shares and rebranded the publishing house into "Manager Media Sp.z o.o.".  The magazine focussed on upper managers in Polish business. The title had a print run of 50,000 copies, copy price at 9.80 Złoty and sold around 30,000 copies at outlets and via subscription. The magazine was registered at the Polish auditing association ZKDP. The Editor-in-chief for the launch was business journalist Jan Bazyl Lipsczyc. In 2006 Dorota Goliszewska became editor-in-chief. Deputy editors were Dorota Kornacka and Piotr Lemberg. The CEO was Philipp Busch, and later Nikolaus von Nathusius.  Beside the main title "Manager Magazin", the company published special issues on specifically focused topics. With the brand "Manager Eventy" several kinds of events were organized also: gala events for proprietary-award ceremonies, seminars and workshops. In October 2008 a conference with nobelist Joseph Stiglitz was organized in Warsaw.  A change in the Spiegel-group management in 2008 resulted in a change of their foreign investments strategy. Based on the decision to generally withdraw from foreign countries activities, and due to an expected major decrease of advertising revenues following the economic contraction resulting from the world financial crisis, the title and company were closed down at the end of 2008.

Special issues.

Other publications of the company were also closed down:

The Polish business title Manager Magazin - Edycja Polska ("manager magazin EDYCJA POLSKA") was published under license by the German title "Manager Magazin" from 2004 to 2008 and was one of two major business magazines in Poland at that time.

Die polnischsprachige, monatlich erscheinende Zeitschrift Manager Magazin – Edycja Polska (Eigenschreibweise: "manager magazin EDYCJA POLSKA") war eine Lizenzausgabe des deutschen Titels "Manager Magazin". Sie wurde von 2004 bis 2008 verlegt und war in dieser Zeit eine der beiden wichtigsten Wirtschaftszeitschriften des Landes.