Overview.

The title was inspired by Orbison's wife, Claudette, interrupting a conversation to announce she was going out. When Orbison asked if she had enough cash, his co-writer Bill Dees interjected, "A pretty woman never needs any money."  Orbison's recording of the song was produced by Fred Foster on August 1, 1964. There were four guitar players at the session: Roy Orbison, Billy Sanford, Jerry Kennedy, and Wayne Moss. Sanford, who later played on sessions for Elvis Presley, Don Williams and many others, played the intro guitar. Other musicians on the record included Floyd Cramer on piano, Henry Strzelecki on upright bass, Boots Randolph and Charlie McCoy on saxophones, Buddy Harman on drums, and Paul Garrison on percussion. Bill Porter served as recording engineer.  Orbison posthumously won the 1991 Grammy Award for Best Male Pop Vocal Performance for his live recording of "Oh Pretty Woman" on his HBO television special "Roy Orbison and Friends, A Black and White Night". In 1999, the song was honored with a Grammy Hall of Fame Award and was named one of the Rock and Roll Hall of Fame's 500 Songs that Shaped Rock and Roll. In 2004, "Rolling Stone" magazine ranked it number 224 on their list of the "500 Greatest Songs of All Time." On May 14, 2008, The Library of Congress selected the song for preservation in the National Recording Registry.

Copyright issue.

In 1989, rap group 2 Live Crew recorded a parody of the Orbison song, using the alternate title "Pretty Woman", for their album "As Clean As They Wanna Be". 2 Live Crew sampled the distinctive bassline from the Orbison song, but replaced the original lyrics with talk about a hairy woman and her bald-headed friend and their appeal to the singer, as well as denunciation of a "two-timing woman."  Orbison's publisher, Acuff-Rose Music sued 2 Live Crew on the basis that the fair use doctrine did not permit reuse of their copyrighted material for profit. The case, "Campbell v. Acuff-Rose Music, Inc." went all the way to the United States Supreme Court. The Supreme Court decided in 2 Live Crew's favor, greatly expanding the doctrine of fair use and extending its protections to parodies created for profit. It is considered a seminal fair use decision.

Sales performance.

Weekly charts Year-end charts  Certifications

Van Halen version.

Van Halen recorded the song for their 1982 album, "Diver Down". It was preceded by a synth-driven intro titled "Intruder". For the video of the single, the two songs were joined, giving a running-time of 4:34. This was done to lengthen the song in order to fit the video's running time.  In the music video, the band members dress as a samurai (bassist Michael Anthony), Tarzan (drummer Alex Van Halen), a cowboy (guitarist Eddie Van Halen), and Napoleon (frontman David Lee Roth). Per a hunchbacked onlooker's request, they rescue a captive girl (played by transgender entertainer International Chrysis). It was one of the first videos banned by MTV, due to its opening sequence, where the captive girl is tied up and fondled against her will by a pair of little people. The ban was eventually lifted, as MTV sister network VH1 Classic would later air the video.  This was the band's second Top 20 hit, peaking at number 12 on the "Billboard" Hot 100, and also peaking at number one on the "Billboard" Mainstream Rock chart.

Chart history.

Weekly charts Year-end charts

Hindi version.

The Indian musical trio Shankar–Ehsaan–Loy composed the Hindi song "Pretty Woman", which samples "Oh, Pretty Woman", for the Bollywood film "Kal Ho Naa Ho" (2003).

"Oh, Pretty Woman" or "Pretty Woman" is a song recorded by Roy Orbison, written by Orbison and Bill Dees. It was released as a single in August 1964 on Monument Records and spent three weeks at number one on the "Billboard" Hot 100 from September 26, 1964, the second single by Orbison to top the US charts. It was also Orbison's third single to top the UK Singles Chart (for a total of three weeks).

Oh, Pretty Woman (ursprünglich veröffentlicht als Pretty Woman) ist der Titel eines der weltweit erfolgreichsten Hits des Jahres 1964 von Roy Orbison, der in vielen Ländern den ersten Rang der Hitparade einnahm.


History.

The first high-speed rail line in Spain was opened in 1992 when Madrid–Seville high-speed rail line was inaugurated as a part of the NAFA project (Nuevo Acceso Ferroviario a Andalucía, New Rail Access to Andalusia). In January 1993 the Talgo 200 Madrid–Málaga service began, using AVE lines as far as Córdoba and then Spanish-gauge conventional track to reach Málaga. The new high-speed section from Córdoba to Málaga, which is considered as a part of the New Rail Access to Andalusia, was projected in 1999 and integrated into the PEIT (Strategic Infrastructure Plan of the Ministry of Development, 2005-2020) with an estimated investment of €2.1 billion. Construction and operation were entrusted to Adif. The first 100 km of the new section between Córdoba and Antequera-Santa Ana was put in service on 16 December 2006. The line was completed on 23 December 2007 reaching the city of Málaga and the new station Málaga María Zambrano.

Line.

The line is built to standard gauge supporting compatibility with neighbouring countries' rail systems and is designed for speeds of. It connects the cities of Madrid, Córdoba and Málaga, and also includes stops at Puente Genil and Antequera in Andalusia, Spain that are served by the AVANT service. For the part between Madrid and Córdoba the line shares a common section with the Madrid–Seville high-speed rail line inaugurated in 1992. Outside Córdoba a 155 km spur railway branches off towards Málaga (the total distance between Córdoba and Málaga on the line is 170 km).

Route.

The stations along the line are Madrid Atocha railway station, Córdoba Central, Puente Genil-Herrera, Antequera-Santa Ana and Málaga María Zambrano. The 122 km high-speed line towards Granada starting at Antaquera was inaugurated in june 2019.  The line runs along a double track section in the few kilometres after Córdoba Central and later becomes quadruple track. Eventually, just outside a town called Los Mochos (a few kilometres east-north-east of Almodóvar del Río), the Seville and Málaga branches become separate. The line takes a different route to the existing slower single-track line, but starts to run parallel to it between the towns of Doñana and Santa Rosalia Maqueda, running alongside it for the rest of the journey to Málaga-María Zambrano station.  The section between Córdoba and Málaga runs through precipitous terrain in the Sierra Nevada and several viaducts and tunnels were necessary to complete the connections, including the Guadalhorce viaduct (574m), the Abdalajís Tunnel (the 3rd longest in Spain after the Guadarrama and Pajares tunnels at 8970m in the Cordillera Bética), the Arroyo de las Piedras viaduct (1208m long and 93.4m high, making it the highest viaduct along the line), the Arroyo del Espinazo and Jévar viaducts (the longest viaduct along the line when the two are considered together) and the Álora, Espartal, Tevilla, Gibralmora and Cártama tunnels that exist in a long chain. The precipitous terrain is one possible reason why the Córdoba–Seville section was opened in 1992, but the Córdoba–Málaga section wasn't opened until December 2007.

Services.

The AVE service (using the AVE Class 102) offers Madrid–Málaga journey times of 2 hours and 20 minutes with direct services. The average speed of 220 km/h for this journey is not particularly high (the fastest Madrid–Barcelona journey is 2 hours and 30 minutes over 621 km, giving an average speed of 257 km/h): - trains are restricted to 200 km/h in the Sierra Morena (here, the curvature drops as low as 2300m, meaning the maximum safe speed without tilting technology is approximately 226 km/h, as a curvature of at least 1800m is needed for 200 km/h and 7200m for 400 km/h ). The trains also slow down to 160 km/h for the Abdalajís and Gobantes tunnels, even though the tunnel radii are high enough to support 300 km/h.  Direct Barcelona–Málaga AVE services are also offered by combining the Madrid-Málaga line and Madrid–Barcelona high-speed rail line on the same route. S-112 (Pato, max speed 330 km/h or 205 mph) trains are used for these services and cover the distance between Barcelona and Málaga in 5 hours and 50 minutes without making a stop in Madrid but with additional intermediate stops at Camp de Tarragona, Lleida Pirineus and Zaragoza-Delicias.  The AVANT services transport passengers directly from Seville to Málaga and vice versa, with intermediate stops at Puente Genil-Herrera and Antequera-Santa Ana stations between Córdoba and Málaga.

The Madrid–Málaga high-speed rail line is a standard gauge High-speed rail line of 512 km in length that links the city of Madrid with the city of Málaga in Spain. The line was inaugurated on 24 December 2007. At the time the service opened, Renfe Operadora was running 22 trains daily between Madrid and Málaga.

Die Schnellfahrstrecke Córdoba–Málaga ist eine 155 km lange spanische Eisenbahn-Schnellfahrstrecke für Hochgeschwindigkeitsverkehr zwischen Córdoba und Málaga und komplettiert mit ihrer Fertigstellung die 560 km lange Verbindung in Normalspur zwischen Madrid und Málaga. Seit dem 23. Dezember 2007 ist sie komplett in Betrieb.


Capacity extended.

It was given an extensive refurbishment after Bursaspor's Championship winning season 2009–10 to make it fit for UEFA regulations and participation for the 2010-11 UEFA Champions League. The capacity, which was originally 18,517 was increased to 25,213 as well as exterior upgrades taking place.  It was one of the nine candidate host stadiums of Turkish bid for UEFA Euro 2016, after reconstruction.

New stadium plans.

The New Bursa Atatürk Stadium, also known as the Timsah Arena (), is a reconstruction project by Bursa City Council. The stadium's project was introduced to the Turkish press on July 10, 2009. It will have a seating capacity for 45,000 spectators and will be totally covered. Construction works are scheduled to be completed in 24–30 months.

Architectural form.

Hexagonal figures found in the green mosque of Bursa as part of the historical Islamic art deduced the structure of the roof structure. The transformation into a significant architectural frame is the basic idea for the New Bursa Stadium. The smooth transition from the stadium roof into a tree roof makes the stadium naturally situated. The arena is not only a stadium – is marks a new meeting point for the locals in the heart of the city.  The VIP, Sponsor hospitality and media areas are situated in the west stand at the park side of the stadium. A multifunctional use is designated and contains different events in the stadium bowl as well as the permanent use of the restaurants, cafeterias and kiosks around.  The compact design of the main stand building, the shadowing of internal areas by the extended roof (reduced air condition/passive ventilation) joined by natural daylight due to the translucent roof cover, use of grey water (water conservation/rainwater; 50%+ reduction of potable water use), permanent local gas cogeneration (usually 30% higher energy efficiency than general power grid) and roof integrated solar panels not only reduce the energy necessity of the stadium but contain also the chance for the stadium operator to supply the neighbourhood with excessive power. Furthermore, according to the building sustainability long-life recyclable materials produced with a minimized energy input are applied as far as possible.

Getting there.

The stadium and the surrounding park are well connected with the public transport system with a metro, a tram and a bus station aside. Also the city centre is just a minutes-walk away.

Bursa Atatürk Stadium () was a multi-purpose stadium in Bursa, Turkey. It was currently used mostly for football matches and was the home ground of Bursaspor. The stadium holds 25,213 and was built in 1979. A stadium has existed on this site since 1930 when a stand with a capacity of 300 was built for an amateur football club. The stadium was demolished in 2016.

Das Bursa Atatürk Stadı (auch "Bursa Atatürk Stadyumu", ) ist ein Fußballstadion mit Leichtathletikanlage in der türkischen Stadt Bursa. Es war von 1979 bis 2016 die Heimstätte des Fußballvereins Bursaspor. Das Stadion hat eine Kapazität für 25.661 Zuschauer. Die türkische Fußballnationalmannschaft schaffte es in diesem Stadion, Nationalmannschaften wie Deutschland, die Niederlande und Irland zu besiegen.


Early life.

Rye was born in Benton County, Tennessee, the son of Wayne Rye, a merchant, and Elizabeth (Atchison) Rye. He was educated at local schools, and read law under his uncle, Colonel Tom Morris, in nearby Charlotte, Tennessee. In 1884, after his admission to the bar, he moved to Camden, Tennessee, to practice law. During the 1890s, he served as circuit master of Camden's chancery court, and worked for several years as a pension agent in Washington, D. C. In 1902, Rye moved to Paris, Tennessee, where he established a law partnership with W.W. Farquard.  Rye served as District Attorney for the Thirteenth Judicial District from 1910 to 1914. He quickly gained a reputation as the state's most "stringent" law enforcement agent, and was described as a "terror to the bootleggers and dispensers of whisky."

Governor.

In the early 1910s, the state Democratic Party was divided over the issue of prohibition. One faction, known as the "Independent Democrats," wanted the state's Four Mile Law (which banned the sale of liquor within four miles of any school) to apply statewide, while the other faction, known as the "Regular Democrats," wanted the state's larger cities to be exempt from the law. In 1910, the Independent Democrats fled the party and formed a coalition, known as the "Fusionists," with Republicans, helping to elect Governor Ben W. Hooper.  At its May convention in 1914, the Democratic Party added statewide prohibition to the party's platform, all but ending the rift between Regular and Independent Democratics. Rye, well known among supporters of prohibition, received the endorsements of Senator Luke Lea and former Governor Malcolm R. Patterson, and was nominated as the party's candidate. With the party once again unified, Rye defeated Hooper 137,656 votes to 116,667. Hooper accused Memphis political boss E.H. Crump of fixing the vote in Shelby County, but no investigation was launched.  During his first term, Rye enacted the so-called "Ouster Law," which allowed for the removal of public officials for incompetence or unwillingness to enforce the law. This law was aimed primarily at Crump, who as Mayor of Memphis had refused to enforce prohibition in the city. The state attorney general filed a suit removing Crump in October 1915. When the Tennessee Supreme Court upheld the action, the Rye administration proceeded to purge any official who refused to enforce prohibition, among them District Attorney Newton Estes and Judge Jesse Edgington of Memphis, as well as several officials in Nashville (including Mayor Hilary Howse) and Knoxville.  Rye's administration created the State Highway Department (the modern Tennessee Department of Transportation) in 1915. He signed legislation requiring automobile registration, and implemented a state highway tax to match federal funding. In April 1915, Rye attended a meeting of the Dixie Highway Association, where he helped set the route of the Dixie Highway, an early tourist road connecting the Midwestern states with Florida.  In March 1915, Rye signed legislation chartering Tennessee Polytechnic Institute (modern Tennessee Technological University) in Cookeville. During his tenure, he expanded the state's Board of Education, and implemented a tax to support schools.  In the governor's race of 1916, Republicans nominated John W. Overall, a U.S. marshal from Liberty, Tennessee. Rye defeated Overall by a vote of 146,758 to 117,817.  During Rye's second term, the United States entered World War I. Over 80,000 Tennesseans entered the United States Armed Forces, and more of them were deployed overseas than ever before in Tennessee history. The number of Tennesseans was the most ever serving actively in the military up to that time except for the number serving in Confederate forces during the Civil War.  In 1917, Rye enacted legislation that implemented a primary for selecting candidates for state offices from the Democratic and Republican parties (candidates were previously selected by delegates at party conventions). The debate over primaries had divided the Democratic Party since the 1910 elections.

Later life.

At the end of his second term, Rye did not seek reelection. He instead ran for the U.S. Senate seat held by John K. Shields. Shields, who had been elected to the seat by the state legislature prior to the passage of the 17th Amendment (which established direct election of senators), had angered President Woodrow Wilson by opposing the League of Nations, and Wilson threatened to endorse Rye. Senator Kenneth McKellar convinced the president to withhold his endorsement in return for Shields' support for the League, however, and Shields defeated Rye for the nomination.  After losing the Senate nomination, Rye returned to Paris to practice law. In 1922, he was appointed chancellor (judge) of the state's Eighth Judicial District. He remained in this position for nearly two decades.  Rye died in Paris on September 12, 1953, and was buried in the city's Maplewood Cemetery. At the time of his death, he became the second longest-lived governor in Tennessee history at the age of 90 years and 3 months. Governor John I. Cox was the longest at 90 years, 9 months. In April 2018, Winfield Dunn (b. July 1927) broke Cox's longevity record and as of July 2019, has surpassed his 92nd birthday, and now Rye is the third longest-lived governor in state history.

Family.

Rye was descended from Irish immigrants. He married Bettie Arnold in 1887. They had a daughter, Nell, and a son, Paul.

Thomas Clarke Rye (June 2, 1863September 12, 1953) was an American politician who served as Governor of Tennessee from 1915 to 1919. An ardent supporter of prohibition of alcoholic beverages, he helped reunify the state's Democratic Party, which had been divided over the issue for nearly a decade. Rye is perhaps best remembered for enacting the "Ouster Law," which was aimed at curbing the power of political boss E. H. Crump.

Thomas Clarke Rye (* 2. Juni 1863 in Camden, Tennessee; † 12. September 1953) war ein US-amerikanischer Politiker und 36. Gouverneur von Tennessee.


Education and early career.

Martin Rapaport began his work in diamonds as a cleaver and rough sorter in Antwerp, Belgium. He began brokering rough and polished diamonds in New York City in 1975. In 1978, he created the Rapaport Price List, which some say is not reflective of true prices. He has since created many businesses relating to the diamond industry that eponymously bear his name. He launched the electronic trading network for called RapNet in 1980 and several diamond-related news sources in print and web formats.  He is a member of several non-profit and diamond-industry-related organizations, including the Jewelers for Children Charity Fund, the Diamond Manufacturers and Importers Association of America and the Jewelers Vigilance Committee. Following personal visits to Sierra Leone in the early 2000s, Rapaport advocated more for a Kimberley Process and launched Rapaport Fair Trade.

The price list.

He is considered controversial by many within the diamond industry for publishing the Rapaport Diamond Report in the late 1970s, which has become the "de facto" standard baseline for pricing wholesale polished diamonds. His guide is cited as being the chief reason diamonds cost significantly less than what they used to during the commodities boom of that time.

Activities.

Martin Rapaport's impact within the industry is largely controversial because his commercial price guides have made manipulation of prices much more difficult for the diamond industry, and are considered a step toward commoditizing diamonds. This is an affront to all the industry represents, with efforts to sell diamonds as something as unique as a snowflake, and of eternal value, hence the De Beers' sales pitch "A Diamond Is Forever". It is no coincidence either, that Rapaport has largely played a maverick role in issues such as conflict diamonds, synthetic diamonds, diamond treatments, and Fair-Trade diamond issues, or has often been an unlikely ally to NGOs.  The Rapaport Diamond Corporation has been criticized for publishing wholesale price guides for diamonds whilst allegedly simultaneously trading in diamonds directly to consumers (thereby possibly cutting out the wholesalers who subscribe to the Rapaport Diamond Corporation's services).

Pricing.

Diamonds as a commodity.

Rapaport originally tried in 1982 by filing out a contract proposal to the New York Mercantile Exchange to create a diamond commodity market. The effort failed, he claimed, because the "diamond industry didn't want price transparency."  He is currently writing a new proposal and believes it will only be a matter of time before the idea succeeds, as long as a sufficient criteria of standardization is created. Rapaport says diamonds are "definitely a commodity."  You buy and sell them for cash. They're a natural resource with limited supply; they're well defined; they're certified; they're analyzed, graded, tradable around the world.  Neil D. Reiff writes that Rapaport is "destroying" the diamond industry with trying to commoditize diamonds, and his price guide no longer reflects the wholesale value of diamonds as they are sold, but influences what those prices are before they go to market. Rapaport counters that diamonds are not unique, as De Beers marketing claims, and are subject to the same laws of supply and demand as anything else. A New York Times report in 2012 cited Rapaport among a list of other major industry players like Edahn Golan and companies like IDEX who are countering the argument that diamonds have too many characteristic differences to be traded in a standardized commodity market.

Price manipulation.

Dating back to the genesis of his price guide, Rapaport has been an outspoken critic of De Beers, and what he believes is an effort to manipulate diamond prices. He recently made a reference to the negative unintended consequences of the corporation's practice of trying to control supply of diamonds in the market:  The diamond pipeline is stuffed like a goose and there's some indigestion.  In reference to the possibility large companies might dictate prices in the future, Mr. Rapaport stated:  There are powerful companies involved in diamonds and real concerns about price manipulation, but it is supply and demand that will determine price. If I think the prices on the exchange are not fair, I will walk away from this project.

Diamonds as an investment.

Rapaport has spoken at length about diamonds as an investment. In 2008 while speaking to the Guardian, he cited diamonds' durability even during the 2008 financial crisis because "there is so much new wealth around the globe and wives want in on the action - and if they can't get their hands on big stones, then the price will only go up." As recently as Summer 2012, he has referred to the investment market as very good because of low prices for the stones and high, rising demand out of emerging markets in China and India.  Rapaport argues that diamonds are indeed a commodity, against detractors who would say each stone has to be evaluated individually based on a list of different factors.

European Commission.

Martin Rapaport submitted papers in 2002 and in 2005 criticizing the European Commission's handling of investigations of collusion between De Beers and Russia's state owned diamond cartel, ALROSA. He alleged the European body ignored evidence that ALROSA was selling diamonds to De Beers at prices 8 to 20 percent below market value, and was aiding and abetting unethical and illegal business practices.

Synthetics.

This view of diamonds also carries over to the discussion of synthetic diamonds. While he does not believe they will be as valuable as diamonds mined from the earth, he believes that synthetics are yet another commodity that jewelers can sell for whatever value the marketplace deems their worth, but that consumers are always going to want full disclosure that a diamond they are buying is coming from a lab, rather than mined from the ground The concern in the industry today is what if, just what if there is a way to synthesise diamonds that are non-detectable from natural diamonds? What if technology uses the ability to make this synthetic diamond and no one knows this is synthetic?"

Conflict diamonds.

Rapaport has traveled extensively to Sierra Leone, since 2000, long before mainstream media, Hollywood or the diamond industry took an interest in the civil war there, or the role diamonds played in it. NGO Global Witness made Rapaport aware of the situation and invited him to visit. This early trip is featured in the 3 hour Canadian documentary "Diamond Road" directed by Nisha Pahuja, produced by Kensington Communications (Canada). After returning, he wrote and published "Guilt Trip" which was quoted in the United States Congressional Record:  Hundreds of millions of dollars of Sierra Leone diamonds are being traded on the world markets without any benefit going to the government or people of Sierra Leone. The real problem facing Sierra Leone is not merely how to share diamond resources among warring factions, but how to stop the illegal diamond industry from stealing the country's resources. But it goes beyond that. The bastards are not just stealing Sierra Leone's diamonds, they are trading them for guns. Guns which are used to kill people to keep the war going... The real challenge facing Sierra Leone and the world diamond trade, is how to stop this horrific murderous cycle of illegal diamond activity.

Kimberley Process Certification Scheme.

Martin is a key member of the Kimberley Process Plenary, the cooperative United Nations / diamond industry partnership to self-regulate the end to conflict diamonds.  Martin has been cited as a technical asset to the process by the South African government, and has advocated the need for better price transparency as a means of keeping the industry honest.

Fair Trade Diamonds.

He has long since been an advocate of finding an equitable solution to exploitation of West African labor, and has tried to build mining collectives in Sierra Leone and create a place in the market for what he calls "Fair Trade Diamonds" that would be certified as guilt and exploitation-free.

International Diamond Conference.

Rapaport annually addresses ethical dilemmas within the industry at the Rapaport International Diamond Conference, where he invites Non-Governmental organizations such as Global Witness and Amnesty International to meet with diamond industry leaders.

Artisanal diggers.

Under his plan, diggers in West Africa will register and be invited to bring diamonds to a public auction. Rapaport says he will pay 5% more than the gems' market value. After independent monitors ensure that diggers are paid about a third of the purchase price, a "development diamond" label will be applied before gems are shipped to jewelers.  Rapaport, in cooperation with the U.S. Agency for International Development and Global Witness invested $60,000 of his own money to create four alluvial mining cooperatives in Sierra Leone, but ultimately sees "Fair-Trade" diamonds as the solutions to West Africa's woes.

Critics.

African People's Solidarity Committee.

Groups such as the African People's Solidarity Committee, who protested at the 2007 Rapaport International Diamond Conference in New York, say that "all diamonds are blood diamonds" and that Rapaport's efforts to help artisanal miners is nothing more than a public relations ploy: The African People's Solidarity Committee rejects this public relations ploy. They are calling for nothing less than all of Africa's resources under the control of the African working class itself. Africa is the richest continent on earth. Africans don't need charity; they need control over their own land.

Charles Wyndham.

Charles Wyndham, owner of PolishedPrices, Rapaport's main competitor in diamond pricing, is often very critical of Martin Rapaport's prices and personality, often referring to him as "Boney", a comparison to Napoleon Bonaparte. Wyndham refers to Martin Rapaport nearly weekly, and criticizes his diamond prices as being too low, having a flawed or arbitrary methodology or too much like Wyndham's own prices. He has also accused Rapaport of having a monopoly on diamond grading with GIA.

Chaim Even-Zohar.

Chaim Even-Zohar, an (now retired) analyst for diamondintelligence.com, a diamond industry news rival to Rapaport's own Rapaport News, is also a frequent critic of Martin Rapaport. Even-Zohar singled Martin out in his editorial about a corruption scandal within the Gemological Institute of America (GIA), where graders were caught giving a pair of diamond earrings intended for a Saudi royal a higher grade than they warranted.  Even-Zohar made note of Rapaport's silence in the case, noting the close relationship Rapaport has with the laboratory, and the exclusive access his customers (diamond traders who use Rapaport's RAPNET trading platform) enjoy with the lab as a consequence. Chaim Even-Zohar even went so far as to say that Martin Rapaport's silence about the case was hypocritical, and undermined the credibility of his trade publications, especially in light of him being an outspoken proponent of transparency.

References.

Pricescope should not be mentioned as a references-They are biased  Correction regarding "Reference #7" and our article entitled The Rap Trap. Our article is not "critical" of Martin Rapaport's Diamond Price Report, but rather of the manner in which some retail jewelers use the contents of the report to mislead consumers.

Martin Rapaport is chairman of the Rapaport Group, founder of the Rapaport Diamond Report and the RapNet online diamond trading network. Rapaport has been called a "maverick" within the diamond industry, and is often recognized for his signature bow tie. Rapoport was an early proponent of the Kimberley Process aimed at limiting the number of "conflict diamonds" in worldwide circulation.

Martin Rapaport (* 1952) ist ein amerikanischer Unternehmer und Gründer sowie Herausgeber des Rapaport Diamond Report, dem Standardwerk zur Preisfindung bei Diamanten. Rapaport gilt als ein angesehener Fachmann im internationalen Diamantenhandel und Verfechter des Kimberley-Prozesses.


Overview.

Flexity trams and LRVs usually belong to one of six standard models. Manufactured from corrosion-resistant carbon steel and featuring driver's cabs made with glass-reinforced plastic, they have a modular design that is customizable to meet specific operators' demands, including a variety of track gauges and voltages. The modules can also be replaced easily in case of damage.  Flexity trams can be built for both bi-directional and uni-directional systems. A low-floor design with multi-purpose areas is standard on most models, allowing easy access to the vehicles for wheelchair users. There are also high-floor configurations for Flexity LRVs, and can be designed for tram-train operations.

Flexity 2.

As Bombardier's premium tram model, the Flexity 2 tram is a 100% low-floor vehicle with improved corrosion resistance, impact protection, energy efficiency, and a more spacious interior resulting from the reduction of its sidewall widths. It is also compatible with Bombardier's PRIMOVE conductive battery charging system. These vehicles are currently used in Blackpool,, Basel, and Antwerp, among others.

Flexity Classic.

Being of a traditional appearance but with the same design features and technology as other vehicles, the 70% low floor Flexity Classic requires comparatively less maintenance compared to other Flexity tram models. They are primarily focused on providing high-capacity public transport in densely spaced urban areas. These vehicles are currently used in Adelaide, Dresden, Essen, Frankfurt and Kassel, among others.

Flexity Outlook.

With a 100% low floor, the Flexity Outlook range encompasses two different designs: the Eurotram and Cityrunner. Eurotram was originally conceived by Socimi of Italy as a distinctive, train-like tramcar with large windows and modules with both powered and unpowered bogies. Cityrunner has a more conventional appearance, but highly customizable and is future proof with its easily repairable modules. These vehicles are currently used in Strasbourg, Porto, Brussels, and Marseille, among others.

Flexity Swift.

Designed as a bi-directional low or high-floor light rail vehicle, the Flexity Swift was conceived for use on high-speed interurban railways and light metros, with different body lengths and the ability to form multiple unit sets and be constructed to meet high crashworthiness standards. These vehicles are currently used in Cologne, Minneapolis, London, and Manchester, among others.

Flexity Link.

The Flexity Link tram-train has dual voltage capabilities and is compatible with mainline railway regulations (e.g. BOStrab) that permit operation on both urban tram networks and mainline railways, reducing transport infrastructure costs. Although this particular model is only used in Saarbrücken, a recent order has been made for dual-voltage Flexity Swift vehicles in Karlsruhe, where the tram-train concept was pioneered.

Flexity Freedom.

The Flexity Freedom is targeted at the North American market. Like the rest of Bombardier's Flexity models, it is locally made out of 100% low-floor modules, and features the same multiple unit capability as the Flexity Swift, with air conditioning and an easily configurable interior layout. Designed for the Transit City network in Toronto, Kitchener-Waterloo and other LRT projects in Ontario, the model has been selected for Edmonton's Valley Line and is being marketed by Bombardier for future orders within North America.

Customized solutions.

Variants of Bombardier's Flexity trams and streetcars have been specially designed for use in certain cities, such as Berlin, Vienna, and Toronto.

Berlin.

The Flexity Berlin was developed for the Berlin tram network, and is based on the older Incentro model developed by Adtranz. With a full 100% low floor interior, both uni-directional and bi-directional versions are used with either five or seven sections.

Vienna.

The Flexity Wien was developed for the Vienna tram network. Derived from the Flexity Berlin with elements of the Flexity 2 line, it is a five-section, 100% low-floor, uni-directional tram with a floor height of 215 millimeters, permitting sidewalk-level boarding in line with the Siemens ULF.

Toronto.

A derivative of the Flexity Outlook was created for the Toronto streetcar system to replace the aging CLRVs and ALRVs built by UTDC. It is five-section, air-conditioned, built to the TTC's unique track gauge of TTC gauge, and fully compatible with the existing network.

Other models.

Bombardier has also manufactured other models of tram which they do not place in the Flexity family, including the Cobra for Zürich and the Incentro for Nantes and Nottingham. These models are no longer in production and have been succeeded by Flexity vehicles.

Bombardier Flexity is a family of modern trams, streetcars and light rail vehicles manufactured by Bombardier Transportation. As of 2015, more than 3,500 Flexity vehicles are in operation around the world in Europe, Asia, Oceania, and North America in 100 cities among 20 countries internationally. Production of the vehicles is done at Bombardier's global production plants and by local manufacturers worldwide through technology transfer agreements.

Unter der Bezeichnung Flexity vermarktet die Firma Bombardier Transportation ihre Schienenfahrzeuge für den städtischen Nahverkehr. Im Moment werden unter dieser Bezeichnung verschiedene Straßen- und Stadtbahntypen subsumiert, die sich nicht nur äußerlich, sondern auch technisch stark unterscheiden.


History.

Edgar de Picciotto established the Compagnie de Banque et d’Investissements (CBI) in Geneva on 11 November 1969. CBI acquired TDB-American Express Bank in 1990, which led to the creation of the current entity, Union Bancaire Privée. UBP developed further with the takeover of the Discount Bank and Trust Company in 2002.  In 2011, UBP acquired the Swiss arm of Dutch state-owned ABN Amro Bank, a pure Swiss private bank. The same year, UBP also broadened its operations in Asia by establishing two joint ventures in Hong Kong and Taiwan with TransGlobe.  In 2012, UBP acquired Paris-based fund of hedge funds Nexar Capital Group, which has offices in London, Jersey and New York.  In May 2013, UBP announced the acquisition of Lloyds Banking Group’s International Private Banking business.  On 26 March 2015, UBP signed an agreement with the Royal Bank of Scotland Group (RBS) to buy the international private banking activities of RBS's subsidiary, Coutts & Co International. These assets meant that UBP assumed control of their entities in Switzerland, Monaco and the Middle East.  In May 2016 UBP announced it signed an agreement with SEB, a Nordic financial services group, enabling UBP to distribute SEB's Luxembourg fund range to institutional clients and third-party distributors.  In January 2017, UBP announced a partnership with Partners Group, the global private markets investment manager.  In May 2018, UBP announced it was acquiring Banque Carnegie Luxembourg.  In July 2018, UBP expanded its activities in the UK with the acquisition of ACPI.  In January 2019 the rating agency Moody's assigned UBP a long-term deposit rating of Aa2 with a stable outlook.

Corporate affairs.

Private banking.

Union Bancaire Privée has over 300 private wealth managers in different countries and offers various management mandates and types of advice.

Wealth planning.

UBP has built a team of experts that are specialized geographically in order to offer a global approach to wealth structuring. The team supports and steers clients towards appropriate wealth structuring strategies. As no structures are sold in-house, the team co-operates with an international network of specialists.  With the services of FOSS Family Office Advisory (FOSS), UBP offers a single-family office advisory and multi-family office intermediary service. FOSS supports wealthy families from around the globe with the establishment of their own single-family office or helps them with the selection of a multi-family office.

Asset management.

UBP is a full-scale asset manager, providing a large range of investments specifically geared towards its institutional clients' needs. The bank offers a wide range of capabilities in asset allocation, equities, bonds, diversification strategies and alternative fund of funds.

Alternative investments.

UBP has been active in the alternative investment industry since the 1970s. Over the years, it has built up a strong hedge fund advisory service and runs several pooled funds and personalized mandates. With the acquisition of Nexar in 2012, UBP demonstrated its "ongoing commitment" to the alternative industry.  In April 2013, UBP announced a partnership with Guggenheim Fund Solutions (GFS), which is specialized in managed accounts within the full spectrum of hedge fund strategies. Together, they launched a new hedge fund platform.

Sales and trading.

UBP services include: advisory, structured products, equity trading and brokerage, equity arbitrage, currency and precious metal trading, forwards and derivatives, treasury management and bond trading. UBP has over 40 specialist traders working with private wealth managers.

Investment philosophy.

Every year, UBP publishes an annual outlook with an overview of macroeconomic events that occurred during the past year and its investment convictions for the year to come.

Financials.

As of the end of December 2019, UBP's balance sheet total reached CHF 32.8 billion. By pursuing a conservative approach to risk-management, UBP has maintained a solid financial base and a strong balance sheet with a high level of liquidity. With a Tier 1 capital ratio of 25.6 percent (as of 31 December 2019), UBP is one of the best-capitalized banks in Switzerland.

Settlement with Investment Securities Trustee.

Despite being a victim of the Madoff investment scandal, the bank offered, in March 2009, to compensate eligible investors 50 percent of the money they had initially invested with Madoff.  On 6 December 2010, UBP announced it had reached a settlement with the trustee when it agreed to pay $500 million. UBP was the first bank to settle the trustee's claim in the Bernie Madoff case. With this settlement, the trustee has agreed to discharge his "clawback" claims against UBP, its affiliates and clients.

Union Bancaire Privée (UBP SA) is a private bank and wealth management firm headquartered in Geneva. UBP is one of the largest private banks in Switzerland, and serves private and institutional clients. The bank was founded in 1969 by Edgar de Picciotto, and is one of the best-capitalized banks in Switzerland, with CHF 140.3 billion of assets under management.

Union Bancaire Privée (UBP SA) wurde 1969 von Edgar de Picciotto gegründet. Die Privatbank verwaltet Kundenvermögen in Höhe von 140.3 Milliarden Schweizer Franken.


Early life.

McLaughlin was born in White Plains, New York, where her father was mayor. She was educated at Middlebury College and after studying drama began performing in Broadway and Off-Broadway productions.

Career.

McLaughlin made her television debut in 1959, with regular role of Eileen Seaton on the NBC daytime soap opera, "Young Doctor Malone". In 1961, she moved to Hollywood and began appearing with guest starring roles on anthology dramas "The Twilight Zone", "Studio One" and "Kraft Television Theatre".

"General Hospital".

From 1963-91, McLaughlin starred in the soap opera "General Hospital" as Nurse Jessie Brewer. She was cast as one of the original leading actresses on the series. Registered nurse Jessie Brewer spoke the opening line of the premiere episode, "Seventh floor, nurses station", a phrase that became a staple in the show's early years. The series' original premise centered around the drama of Brewer and Dr. Steve Hardy's personal lives and experiences at General Hospital.

Awards.

In 1974, McLaughlin earned a nomination for a Golden Globe Award for Best Actress – Television Series Drama for her role. She became the first and only actress nominated for a Golden Globe Award for a role on the daytime soap.  Her character in "General Hospital" was seen less and less during the 1980s. Although she wanted the steady work and to keep her job, her failing health made it difficult. She was eventually demoted to day-player status, but still retained her billing at the top of the cast crawl, behind only John Beradino as Dr. Steve Hardy. Towards the end of her life, she was only shown on the serial a few times a year, with her last appearance on the show aired on February 13, 1991 when Jessie attended the funeral of a character named Dawn Winthrop. On April 26, 1991, McLaughlin died of cancer, aged 62. She is interred next to Jeffrey Hunter in the Glen Haven Memorial Park cemetery in Sylmar, California.  After her death, co-star John Beradino announced at the end of a "General Hospital" episode that McLaughlin had died. However, the character Jessie Brewer was never written out of or referred to; she simply disappeared without explanation. Not until years later, during an anniversary episode, did Dr. Steve Hardy mention that Jessie had died.

Personal life.

McLaughlin was married to actor Robert Lansing from 1956–68, with whom she had a son. After their divorce, she married actor Jeffrey Hunter in February 1969. Three months after the marriage, Hunter died of a cerebral hemorrhage on May 27, aged 42.  McLaughlin's daughter Mary Ann Anderson wrote and published "Portrait of a Soap Star: The Emily McLaughlin Story."

Emily McLaughlin (December 1, 1928 – April 26, 1991) was an American actress known for her long-standing role as original character Nurse Jessie Brewer on the ABC daytime soap opera "General Hospital", from 1963 until 1991.

Emily McLaughlin (* 1. Dezember 1928 in White Plains, New York; † 26. April 1991 in Los Angeles, Kalifornien) war eine US-amerikanische Schauspielerin.


Operations.

"Louis S. St-Laurent" is based at CCG Base St. John's in St. John's, Newfoundland. The vessel's current operation tempo consists of summer voyages to Canada's Arctic where she supports the annual Arctic sealift to various coastal communities and carries out multi-disciplinary scientific expeditions. During the winter months, "Louis S. St-Laurent" sometimes operates in the Gulf of St. Lawrence to aid ships in transiting to Montreal, Quebec, although she usually only serves this assignment during particularly heavy ice years.

History.

"Louis S. St. Laurent" was launched 3 December 1966 by Canadian Vickers Limited at Montreal, Quebec and commissioned in October 1969.  From 8–22 September 1969 "Louis S. St-Laurent" sailed on the expedition in the Northwest Passage. She was assisted by and the United States Coast Guard vessels and.  During 1976 "Louis S. St-Laurent", Captain Paul M. Fournier in command, made a partial transit of the Northwest Passage traveling from east to west, through Lancaster Sound, Peel Sound, and Victoria Strait.  In 1979 "Louis S. St-Laurent", Captain George Burdock in command, made a full east to west transit of the Northwest Passage. She assisted CCGS "Franklin", and circumnavigated North America.  "Louis S. St-Laurent" underwent an extensive and costly modernization at Halifax Shipyard Ltd. in Halifax, Nova Scotia between 1988–1993 which saw her hull lengthened as well as new propulsion and navigation equipment installed.  The modernization program was controversial as the government of Prime Minister Brian Mulroney had initially proposed building a class of mega icebreakers (the Polar 8 Project) for promoting Canadian sovereignty in territorial waters claimed by Canada; had made an unauthorized transit of Canada's Northwest Passage in 1985 early in Mulroney's administration, provoking a strong nationalist out-cry across the country. However, budget cuts in the late 1980s saw proposed expansions of the coast guard and armed forces scrapped. In compensation to the coast guard, the government opted to modernize the largest icebreaker in its fleet, "Louis S. St-Laurent".  On 22 August 1994 "Louis S. St-Laurent" and USCGC "Polar Sea" became the first North American surface vessels to reach the North Pole.  In the summer of 2006, CBC TV's "" broadcast from "Louis S. St-Laurent" in a special series focused on climate change.  The vessel was originally scheduled to be decommissioned in 2000 however a refit extended the decommissioning date to 2017. In the 26 February 2008 federal budget, the Government of Canada announced it was funding a $721 million "Polar Class Icebreaker" (named ) as a replacement vessel for "Louis S. St-Laurent". However, this mooted replacement vessel has been continually delayed compelling the life of "Louis St. Laurent" to be significantly extended.  In 2014, with, "Louis S. St-Laurent" performed a cruise to the Arctic to map the undersea continental shelf. The two vessels were slowed by thick ice conditions.  At 1:30 a.m. on 2 April 2015, "Louis S. St-Laurent", arrived near Burgeo, Newfoundland and Labrador to take the damaged Canadian Coast Guard vessel under tow. "Ann Harvey", which had run aground near Burgeo, was already being towed by the lifeboat CCGS "W.G. George" when the icebreaker arrived. "Louis S. St-Laurent" took over the tow and brought "Ann Harvey" into Connoire Bay where Royal Canadian Navy divers could inspect the ship.  In 2016 "Louis S. St-Laurent" was deployed to the Arctic carrying an international team of scientists mapping the sea floor. The first leg of the mission was a voyage to Norway mapping the Atlantic. This was to be followed by a 47-day leg to the North Pole. Travelling with the Swedish icebreaker "Oden", "Louis S. St-Laurent"s mission to the Arctic was the last of three performed in order to define Canada's claim to the Arctic continental shelf. While mapping during transit to the north, the scientists aboard the ship discovered a chain of 25–30 undersea volcanoes off the coast of Greenland.  On 22 March 2019, and "Louis S. St-Laurent" were dispatched to aid the tanker which had damaged a rudder in heavy ice and lost steering southwest of Port-aux-Basques, Newfoundland. "Captain Molly Kool" towed the vessel further out to sea to await the arrival of a tugboat, which would take the tanker to Sydney, Nova Scotia for repairs.

CCGS "Louis S. St-Laurent" is a Canadian Coast Guard Heavy Arctic Icebreaker. "Louis S. St-Laurent"s home port is St. John's, Newfoundland and Labrador and is stationed there with other vessels of the coast guard.

Der Eisbrecher Louis S. St-Laurent ist ein Schiff der kanadischen Küstenwache (Canadian Coast Guard; CCG). Es wurde nach dem zwölften Premierminister Kanadas Louis Saint-Laurent benannt. Nach der Finanzplanung der kanadischen Regierung soll das Schiff noch bis zum Jahr 2017 in Betrieb bleiben, um dann durch einen 720 Mio. C$ Neubau, die "John G. Diefenbaker", ersetzt zu werden. Da zwischenzeitlich jedoch die "John G. Diefenbaker" voraussichtlich erst 2021–2022 in Dienst gestellt wird, wird die "Louis S. St-Laurent" bis dahin in Fahrt bleiben.


History.

The facility opened in June 1942 as Lockbourne Army Airfield (named after the nearby village of Lockbourne). It was then named the Northeastern Training Center of the Army Air Corps, and provided basic pilot training and military support. In addition, the training center provided B-17 flight training to the Women Airforce Service Pilots (WASPs), and training for glider pilots in the CG-4A Waco glider. After the war, flight-training activities were halted and the airfield was used as a development and testing facility for all-weather military flight operations. The primary unit at the base was the all-Black 447th Composite Group, also known as the Tuskegee Airmen.  During the Cold War the facility was Lockbourne Air Force Base and was assigned to the USAF Strategic Air Command. Lockbourne AFB was redesignated Rickenbacker Air Force Base on May 18, 1974, by Department of the Air Force Special Order GA-11 of March 6, 1974, to honor Columbus native Eddie Rickenbacker, the leading American fighter pilot of World War I.  The base was transferred from the Strategic Air Command (SAC) to the Air National Guard and redesignated Rickenbacker Air National Guard Base on April 1, 1980. The base was recommended for closure by the 1991 Base Realignment and Closure Commission, but as a result of a proposal by the State of Ohio, the 1993 Commission recommended that Rickenbacker ANGB be realigned rather than closed. The Commission decided to retain the 121st Air Refueling Wing and the 160th Air Refueling Group of the Ohio Air National Guard in a military cantonment area at Rickenbacker ANGB instead of realigning to Wright-Patterson AFB. The Air National Guard would continue to operate as tenants of the Rickenbacker Port Authority (RPA) on the RPA's airport and the military facilities were realigned as Rickenbacker Air National Guard Station on September 30, 1994 by the 1991 Congressional Base Realignment and Closure Commission.  In August 2001 construction started on a new, consolidated Navy and Marine Corps Air Reserve Center at Rickenbacker International Airport. The $10 million center, scheduled for completion in early 2003, will be located at the intersection of 2nd Avenue and Club Street adjacent to the Air National Guard facility at Rickenbacker. Being developed by the Navy Reserve, the project will consolidate the Naval Air Reserve Center at Rickenbacker with the Navy and Marine Corps Reserve Center currently located on Yearling Road in Columbus. When completed, the nearly 1,000 Navy and Marine Corps reservists currently located at the two existing reserve centers will shift their activities to this new facility. Once the new center opens, the site of the existing Naval Air Reserve Center at Rickenbacker will be redeveloped by the Columbus Regional Airport Authority, which operates the airport.

Operations.

Rickenbacker was run by the Rickenbacker Port Authority, until merging in 2003 with Port Columbus and Bolton field creating the Columbus Regional Airport Authority. As of July 2006, Rickenbacker is the world's 126th busiest cargo airport according to Air Cargo World. Rickenbacker ranks as one of the worlds top 20 fastest growing cargo airports in July 2006 with 112,888 tons, a 15.3% increase from the previous year. This is mainly due to the transfer of AirNet Systems operations from Port Columbus International Airport to Rickenbacker. This number is expected to increase with the introduction of the new intermodal facility that is under construction. As of now it has scheduled service from FedEx Express along with FedEx Feeder contractors, Mountain Air Cargo and CSA Air and UPS Airlines along with contractors Air Cargo Carriers. Multi-weekly 747 freighter service is operated by Atlas Air and Kalitta Air. Another airline based at Rickenbacker is Snow Aviation.  Rickenbacker International Airport was also the site for filming all aircraft exterior shots in the movie "Air Force One" starring Harrison Ford while also acting as Ramstein Air Base in the film. In 2007, Rickenbacker hosted the Gathering of Mustangs and Legends air show, one of the largest-ever gatherings of operable classic warbirds, especially the P-51 Mustang.

Facilities and aircraft.

Rickenbacker International Airport covers and has two runways:  In the year ending December 31, 2017 the airport had 26,661 aircraft operations, average 73 per day: 54% air carrier, 29% military and 17% general aviation. 28 aircraft at the time were based at the airport: 3 single engine, 3 multi-engine, 3 jet aircraft, and 19 military aircraft.  In December 2006 PlanetSpace entered negotiations with the Ohio government to build a spaceport at Rickenbacker.  Also in 2006, the Columbus Regional Airport Authority completed a Noise Compatibility Study for the airport. This program helps to guide suggested flight paths and targets soundproofing of buildings exposed to high levels of aircraft noise.  AirNet Express headquarters is on the airport.  In 2008, Norfolk Southern opened the Rickenbacker Intermodal Terminal adjacent to the airport. This facility allows the handling of approximately 250,000 Intermodal containers annually and anchors Norfolk Southern's Heartland Corridor. The project allows easy access to and from the deep water port at Norfolk, Virginia via the use of double stack containers as well as improved access to rail hubs in the Chicago area.

Airlines and destinations.

Since the completion of the current passenger terminal in 2003, Rickenbacker has acted as a secondary airport for Columbus and the airport has seen a number of carriers come and go, including Southeast Airlines, Boston-Maine Airways, Hooters Air, Direct Air, USA3000 Airlines, Fly Mission Air and Vision Airlines. In 2012, low-cost carrier Allegiant Air launched service to Sanford and St. Petersburg, FL and has since been successful in expanding service to ten additional leisure destinations in the southern United States.

Motor racing.

In 1953 and 1954 the airport was used for two meetings organised by the Sports Car Club of America.

Rickenbacker International Airport is a civil-military public airport south of downtown Columbus, near Lockbourne in southern Franklin County, Ohio, United States. The south end of the airport extends into Pickaway County. The base was named for flying ace and Columbus native Eddie Rickenbacker. It is managed by the Columbus Regional Airport Authority, which also operates John Glenn Columbus International Airport and Bolton Field. Rickenbacker International is primarily a cargo airport for the city of Columbus, although since 2012 it has served an increasing number of passenger flights as well as charter carriers.

Der Rickenbacker International Airport (IATA-Code: LCK, ICAO-Code: KLCK) ist ein internationaler Verkehrsflughafen der amerikanischen Großstadt Columbus im US-Bundesstaat Ohio. Er ist nach dem Port Columbus International Airport der zweitgrößte Flughafen der Stadt. Der größte Teil des Luftverkehrs wird durch die Allgemeine Luftfahrt und Militärflüge verursacht. Zudem ist der Flughafen bedeutend für den Frachtflugverkehr der Region um Columbus.


In Douai, Rome and Rheims.

Born in Staffordshire in 1560, Gifford was the son of a recusant Catholic landowner and former Member of Parliament, John Giffard of Chillington Hall. In 1577, he entered Cardinal Allen's English College at Douai, hoping to become a missionary priest. Two years later, he transferred to the English College at Rome. He was expelled from there, but was offered a second chance by Allen, and in 1582, he returned to Allen's college, which was now based at Rheims. He left again, returned to England, and went back to France, and from there to Rome. In October 1583, he returned to Rheims, and Allen, despite some doubts, readmitted him to the college. Gifford was ordained as a deacon in 1585.

Double agent.

It was around this time that Gifford became friendly with John Savage, a student and former soldier who was involved in a plot to assassinate Queen Elizabeth and put Mary, Queen of Scots, on the throne. According to Savage's confession in English State Papers, Savage had agreed in the presence of Gilbert Gifford, William Gifford (Gilbert's cousin) and Christopher Hodgson (Gilbert's close friend) to carry out this assassination. In October 1585 Gifford left Rheims again and went to Paris, where he met Thomas Morgan, an agent of Mary, and Charles Paget, another conspirator in the plot to assassinate the Queen. In December he crossed over to the port of Rye in England, where he was arrested and brought to London for questioning by Sir Francis Walsingham, head of the Queen's security forces.  In the course of the interrogation, or beforehand, Gifford agreed to act as double agent. Walsingham gave him the code name No. 4. He used several aliases, such as Colerdin, Pietro and Cornelys. He visited Mary, Queen of Scots, during her imprisonment in Chartley Hall in Staffordshire. He quickly gained her trust and took the role of smuggling encrypted letters to and from her, concealing them in beer barrels. The letters were secretly handed to Walsingham and decoded, and led to the arrest and execution of Anthony Babington and the other conspirators, as well as to the execution of Queen Mary.

Fateful flight to France.

Knowing that the Babington Plot would fail, Gifford departed for France without Walsingham's permission. In a letter dated 2 August 1586, Walsingham wrote: "Sorry I am that Gilbert Gifford is absent. I marvel greatly how this humour of estranging himself cometh upon him." He was ordained as a priest in Rheims in March 1587. At least nominally a Catholic, Gifford opposed both the Jesuits and the proposed Spanish invasion.  In late 1587 in Paris, he was arrested in a brothel, being found in bed with a woman and a male servant of the Earl of Essex. Initially placed in the Bishop's prison, his captors considered sending him back to Walsingham. Eventually he was transferred to the Bastille to await trial. A record of his interrogation shows that he tried to implicate Morgan and Paget in double dealings. In August 1589 he was brought before the court and sentenced to twenty year's imprisonment for acting against the interests of the Catholic Church. At that time Paris was in the control of the Catholic League, which had risen against the French King. While in prison his health deteriorated. At the Battle of Ivry in March 1590 the army of the League was annihilated, and the King marched towards Paris, determined to starve the capital into submission. The siege lasted until August and caused a famine. Gifford died a few months later, in November 1590.

Assessment.

While Gifford is universally acknowledged as a double agent, his ultimate loyalties are often perceived to be in favour of Walsingham and Queen Elizabeth, rather than Mary, Queen of Scots. This supposition sits uneasily with the facts of his Catholicism, his flight from England when the Babington Plot was thwarted, and Walsingham's disapproval of his emigration. The English ambassador in Paris, Sir Edward Stafford went through Gifford's papers after his arrest in 1587 and concluded that: "He had showed himself to be the most notable double, treble villain that ever lived." One historian has suggested that in fact Gifford was working for the assassination of Elizabeth.

Gilbert Gifford (c. November 1560–November 1590) was a double agent who worked for Sir Francis Walsingham and played a role in the uncovering of the Babington Plot. Shortly before his death in Paris, he was ordained as a Catholic priest in Rheims. His true allegiances, whether to Queen Elizabeth I or to Mary, Queen of Scots, and the Catholic cause – are unclear.

Gilbert Gifford (* 1560 in Staffordshire; † November 1590 in Paris) war ein englischer Spion. Er arbeitete für Sir Francis Walsingham und war in die Babington-Verschwörung verwickelt.


Introduction.

Since the late 1980s GM had wanted a new car to rejuvenate Oldsmobile; thus the Aurora was developed, with several styling cues taken from the 1960s Oldsmobile Toronado. Stylistically, the Oldsmobile Aurora was based on the 1989 Oldsmobile Tube Car concept car and, mechanically, it adopted a version of Cadillac's Northstar 4.6-liter V-8 engine.  By the time the Aurora was released, Oldsmobile badly needed hope for a comeback of the marque (Oldsmobile sales had plummeted from 1,066,122 in 1985 to 402,936 in 1993). As a symbol of its clean break from other cars in the lineup, the Aurora bore no Oldsmobile badging or script save for the radio-CD-cassette deck and engine cover. Instead, a new emblem consisting of a stylized "A" was used, foreshadowing a similar restyling of Oldsmobile's corporate "rocket" emblem for 1997.  With the Aurora, Oldsmobile tried to ride the praise of the car by launching other models that borrowed styling cues from the Aurora such as the mid-size Intrigue and compact Alero, as well as the redesigned Eighty-Eight, Silhouette, Cutlass, and Bravada. The Oldsmobile "rocket" logo was even updated to be more in-line with the Aurora's emblem.

Conceptualization.

Early design work on what would become the Aurora began as early as the late 1980s and manifested itself with a 1989 engineering concept known as the Oldsmobile Tube Car designed by Bud Chandler. Beyond the overall similar shape, the Tube Car featured many detailed elements that were later found on the production automobile, including a full-width taillamp, wraparound rear windshield, and frameless windows. Unlike the eventual production car, the Tube Car was of a pillarless hardtop design with suicide doors. The final production design was signed off on in July 1989, originally set for a 1992 start of production.

First generation (1995–1999).

After much research and development, the Aurora went into production on January 24, 1994, and was released for the 1995 model year. It hosted a number of luxury and technologically advanced standard features including dual-zone climate control, driver and front passenger airbags, leather seating surfaces, genuine burl walnut interior accents, six-speaker sound system with in-dash cd-cassette, and eight-way power adjustable front seats with two-position memory. An onboard computer displaying the date, current gas consumption, and other information was also standard, and was mounted in the center of the dashboard, above the factory radio and climate controls. Only a few options were available on the Aurora including power sunroof, Bose Acoustimass premium amplified sound system, heated front seats, and Autobahn package. The Aurora also came standard with Oldsmobile's L47 V8 engine, a DOHC engine based on Cadillac's 4.6 L Northstar V8. The Northstar engine and 4T80-E had been exclusive to Cadillac prior to the Aurora. The L47 put out at 5600 rpm and torque at 4400 rpm. The Aurora used a four-speed automatic transmission with driver selectable "normal" and "power" shift modes. A highly modified version of this engine was used by General Motors racing division initially for Indy Racing League and IMSA competition starting in 1995 with the GM-supported Aurora GTS-1 racing program, then was later used in the Cadillac Northstar LMP program in 2000. Both engines retained the 4.0 L capacity, but the Northstar LMP version was twin-turbocharged. The Aurora had a drag coefficient of 0.32.  The Aurora was highly regarded at the time for its refined engine, excellent build quality, well-balanced ride, and structural integrity. During normal crush-to-failure tests done by automakers to evaluate body torsional rigidity, the Aurora's unibody construction broke GM's testing machine. A frame-crusher otherwise used to test stronger truck frames had to be used instead, with the car exceeding federal standards for passenger cars by two times.  All first-generation Auroras were built in Lake Orion, Michigan, along with the Buick LeSabre, Buick Park Avenue, Buick Riviera, Oldsmobile 88, Oldsmobile 98 and Pontiac Bonneville. Production for this generation ended on June 25, 1999.

Year-to-year changes.

1996 For 1996, Oldsmobile made some minor revisions to the Aurora including new rear glass which has less distortion than previous models. Further revisions include daytime running lights and OBD II compliant on-board diagnostic systems, tweaking the climate control and safety alarm, a revised keyless entry system with new features was and the short list of optional equipment was expanded to include chrome wheels and a gold trim package. The 1996-'99 models also had the passenger temperature toggle buttons on the middle right portion of the instrument panels replaced with air recirculator buttons.  1997 There were minor changes for the Aurora in 1997. A new in-dash CD player for the Bose sound system highlighted the improvements. Another new feature was a tilt-down right-outside mirror that enhances the driver's view of close objects, whenever the shifter is placed in reverse. The underside of the door handles were slightly recontoured to minimize slipping fingers when the handles are pulled. Seat belt release buttons were moved from the face of the buckle to the end for improved convenience. An electronic compass was added to the inside rear-view mirror. Larger front brakes came along with cast aluminum front control arms and steering knuckles. The rear ashtray assembly was changed from a click-lock face to a pull-up face. Finally, the spare tire cover and jack cradle assembly was changed from the jack and cover being bolted down to one where the jack sat in a plastic "bucket" inside the spare with the cover simply placed on top. On some 1997s a modest "Oldsmobile" badge returned to the right-rear corner of the car along with the Aurora name.  1998  The 1998 model had a few minor refinement changes to the brakes, suspension, steering and emissions controls. A new front control arm design with front hydraulic bushing and rear cross axis ball joint for enhanced ride smoothness and better isolation from road noise and vibration. Internal rebound springs added to front struts for improved body motion control and to minimize crash-through. Increased wheel travel (3 mm) and redesigned jounce bumpers for softer feel at full travel. Dual durometer cradle mounts for improved isolation. Premium valving and damping in the front and rear struts for a higher refinement in calibration. There were more accurate wheel sensors for improved ABS actuation. New steering calibration for more on-center feel and reduced parking effort.  GM's previously optional OnStar system, standard for this year, uses a dedicated button on the cellular telephone putting drivers in contact with an information center that can provide them with emergency assistance. The system uses no transmitters to determine the vehicle's location and provide route information to any destination.  Almost all of the changes made to the Aurora for 1998 were aimed at refining what was already a highly regarded suspension system.  1999 The last year for the first generation Aurora; changes for 1999 included additional engine mounts for improved engine stability. No 2000 models were produced.

Second generation (2001–2003).

Oldsmobile's original intention for the second generation was to move the Aurora further upmarket, retaining its V8-only drivetrain and sharing a platform with the new Buick Riviera, as the original Aurora had done. This would have created more room within the Oldsmobile lineup for a four-door Eighty-Eight successor known as the "Antares". However, Buick dropped its Riviera development plans and fiscal trouble found Oldsmobile, so Oldsmobile was forced to re-engineer the Antares into an acceptable Aurora in short time. Still using the G-body design, the re-engineered Aurora was the result, but retaining its 4.0 V8 Northstar still mounted to a 4T80-E.  Oldsmobile also offered a V6 engine in the Aurora for the first time. The V6 in question was the LX5, a cut-down relation of the DOHC Aurora V8, dubbed the "Shortstar." The V6-powered Aurora was produced for the 2001 and 2002 model years only, with production ceasing in mid-2002. This Aurora, also a competitive luxury sedan, delivered sales for the 2001 Aurora topped 53,000, thanks in part to its extra long model year which started in February 2000, the success was short-lived, most notably was that the new Aurora was accompanied by GM's announcement in December 2000 that the Oldsmobile marque was to be phased out over the next several years. Retaining its unique styling, it now shared design cues from other Oldsmobiles, as well many parts in common with other GM vehicles. The second generation Aurora was about six inches shorter than was the first generation. "Automobile" magazine wrote that "The Aurora's new look is not quite as sensuous or elegant as that of the outgoing model," but the Auto Channel review said, "it was better in every respect."  The second generation Aurora went into production on November 1, 1999, and went on sale in February 2000 as a 2001 model. The last V6-powered Auroras rolled off the assembly line on June 21, 2002. The final 500 Auroras ended production on March 28, 2003. These were all a special burgundy color (called "Dark Cherry Metallic"), had special chrome wheels, and "Final 500" badging. The Orion, Michigan plant built a total of 71,722 second-generation Auroras; 53,640 in 2001, 10,865 in 2002, and 7,217 in 2003.

Standard and optional equipment.

The second-generation (2001-2003) Oldsmobile Aurora was very well equipped from the factory, as was expected of a luxury vehicle. Standard features on the Aurora were as follows: keyless entry, a security alarm, luxury leather-trimmed seating surfaces with power adjustments for the driver's seat, an AM-FM stereo with radio data system (RDS) and cassette and single-disc CD players, a six-speaker sound system, leather door panel inserts, wood interior trim, automatic climate control, OnStar in-vehicle telematics system (later introduction), steering wheel-mounted climate and radio controls, a leather-wrapped steering wheel, power trunk release from the keyless entry remote, a multi-function driver's information center mounted above the factory radio and climate controls, a rear bench seat with fold-down center armrest, luxury-styled alloy wheels, a spare tire and wheel, automatic front head and fog lamps, a 3.5L V6 engine, a 4-speed automatic transmission, front-wheel-drive (FWD), front and side SRS airbags.  Most equipment was standard on the Aurora, with a few additional options that included a driver's memory package with memory front driver's seat and memory for radio presets, heated dual front bucket seats, a premium audio system with external amplifier by Bose, a power tilt-and-sliding sunroof, chrome-finished alloy wheels, a gold emblem package for the front and rear Oldsmobile emblems, Aurora emblem, and 3.5 or 4.0 emblems, and the 4.0L Northstar V8 engine (this engine became standard equipment in 2003 for the Aurora's final year of production). Starting in 2002, a voice-activated, CD-ROM based navigation system was available.

Production numbers.

Production numbers for both generations of the Aurora:

Pace car.

Aurora was the official pace car of the 1997 and 2000 Indianapolis 500. At the beginning of the race in 1997, the pace car was driven by three-time Indy 500 winner Johnny Rutherford. At the beginning of the 2000 race, the pace car was driven by actor Anthony Edwards. These cars marked the ninth and tenth time an Oldsmobile had paced the Indianapolis 500 race.

The Oldsmobile Aurora was a flagship sedan made by Oldsmobile from 1994 to 2003. It was produced in two generations: It was a luxury sports sedan which, along with the two-door Buick Riviera, originated the Cadillac-derived G platform.

Der Oldsmobile Aurora war ein Auto, das von Anfang 1994 bis Sommer 2003 von Oldsmobile, einer Marke des General-Motors-Konzerns gebaut wurde, und das letzte Oberklassemodell von Oldsmobile.


Biography.

Early life.

De Winter was born in Kampen and entered naval service at a young age. He distinguished himself by his zeal and courage, and by the time of the "Patriottentijd" in 1787 had reached the rank of lieutenant. The overthrow of the Patriot party forced him to fly for his safety to France.

Naval career.

Here he threw himself heart and soul into the cause of the French Revolution, and took part under Charles François Dumouriez and Charles Pichegru in the campaigns of 1792 and 1793, and was soon promoted to the rank of "brigadier-general".  In 1795, when Pichegru overran the Dutch Republic, De Winter returned with the French army to his native country. The new regime now utilized the experience he had gained as a naval officer by giving him the post of adjunct-general for the reorganization of the Batavian Navy. In 1796 he was appointed vice-admiral and commander-in-chief of the fleet. He spared no efforts to strengthen it and improve its condition, and on 11 October 1797 he ventured upon an encounter off Camperdown with the British fleet under Admiral Adam Duncan.  After an obstinate struggle the Dutch were defeated, and De Winter himself was taken prisoner. He remained in England until December, when he gave his parole and was released. His conduct in the Battle of Camperdown was declared by a court-martial to have nobly maintained the honour of the Dutch flag.

Ambassador.

From 1798 to 1802 De Winter filled the post of ambassador to the French Republic, and was then once more appointed commander of the fleet. He was sent with a strong squadron to the Mediterranean to repress the Tripoli pirates, and negotiated a treaty of peace with the Tripolitan government. He enjoyed the confidence of Louis Bonaparte, then King of Holland, and, after the incorporation of the Netherlands in the French empire, in an equal degree of the emperor Napoleon. By the former he was created Marshal of Holland and Count of Huessen, and given the command of the armed forces both by sea and land.

Later life.

Napoleon gave him the grand cross of the Legion of Honour and appointed him inspector general of the northern coasts, and in 1811 he placed him at the head of the fleet he had collected at Texel. Soon afterwards De Winter was taken ill and compelled to go to Paris, where he died on 2 June 1812. He had a splendid public funeral and was buried in the Panthéon. His heart was enclosed in an urn and placed in the Bovenkerk Church in Kampen.

Jan Willem de Winter (French: Jean Guillaume De Winter, 23 March 1761 – 2 June 1812) was a Dutch admiral during the Napoleonic Wars.

Jan Willem de Winter (* 23. März 1761 in Kampen; † 2. Juni 1812 in Paris) war ein niederländischer Admiral und Marschall sowie Oberbefehlshaber der niederländischen Streitkräfte während der Koalitionskriege.


Early years.

Van Imhoff was born into an East Frisian aristocratic family. His father, Wilhelm Heinrich Freiherr von Imhoff, came from the town of Leer in northwestern Germany, a few kilometers from the Dutch border.  In 1725 Van Imhoff entered into the service of the Dutch East India Company in Batavia (modern-day Jakarta), then colonial capital of the Dutch East Indies. Van Imhoff was promoted several times within the company before being appointed colonial governor in Ceylon (Modern-day Sri Lanka) on 23 July 1736.

Ceylon.

Van Imhoff's tenure as governor of Ceylon put an end to the chaos that had pervaded the previous administration. He established constructive relations with Vira Narendra Sinha, King of Kandy.  King Narendra was married to a Tamil princess of Madurai (Tamil Nadu, India), and their child, Sri Vijaya Rajasinha who succeeded him after Narendra's death on 24 May 1739, was seen to be more of a Tamil than Sinhalese (the majority ethnic group in Ceylon). Van Imhoff was concerned about this royal succession as closer contacts between the Tamils of Ceylon (under King Sri Vijaya Rajasinha) and the Tamils of south India was seen as a threat to the Dutch East India Company's commercial monopoly.  In his letters, Van Imhoff expressed his surprise that the Sinhalese people had accepted such a king, considering their haughty attitude towards the Tamils of India. However, Van Imhoff saw an interesting opportunity in this turn of events and proposed to the Lords Seventeen ("Heeren XVII", the directors of the VOC) that the Kingdom of Ceylon be divided in two. They rejected the proposition as war was deemed as too costly.  Despite the profitable production of spices, the colony was always in a state of deficit because its profits were allotted to the VOC in general, not to the colony itself. This practice prevented the Governors from becoming too extravagant in their habits, as was the case in other colonies.

Travancore–Dutch War.

In January 1739, Imhoff travelled to the port of Cochin on the south west coast of India with a view to authoring a report on the state of Dutch Malabar for the VOC's governors in Batavia. He found that the expansionist aims of Maharajah Marthanda Varma of Travancore threatened the VOC's power in the region and decided to use force to ensure that the local Malabar rulers fulfilled their trade contracts with the VOC. Imhoff demanded that Marthanda Varma restore the annexed kingdom of Kayamkulam to its former ruling princess, threatening to invade Travancore should the Maharajah refuse. Marthanda Varma countered that he would overcome any Dutch forces that were sent to his kingdom, going on to say that he was considering an invasion of Europe.  The situation on the Malabar Coast triggered the Travancore–Dutch War, a conflict unauthorised by the Dutch government in Batavia. At the subsequent 1741 Battle of Colachel, the Dutch were routed, triggering a series of events that eventually led to the Treaty of Mavelikkara in 1753, under which both parties agreed to live in peace.

Batavia.

On 12 March 1740, Willem Maurits Bruyninck replaced Van Imhoff as governor of Ceylon and Imhoff returned to Batavia, which he found in a precarious situation. Former Governor-General Adriaan Valckenier believed that the Chinese population in the area around Batavia had grown too large. His plan to relocate the unemployed population to Ceylon and the Cape Colony in South Africa failed when a rumour alleging that the Dutch were planning to throw Chinese people overboard on the high seas led to an insurrection against the VOC in which 50 Dutch soldiers were killed. Valckenier had then responded with a counter-attack on 9 October 1740 that was meant to put insurgents under control. This quickly got out of hand, and – despite an amnesty proclaimed on 11 October – led to the 1740 Batavia massacre which went on for several days and which killed anywhere between 5,000 and 10,000 mostly Chinese inhabitants.  Van Imhoff voiced opposition to this brutal policy, which led to his arrest and deportation back to the Dutch Republic. However, upon his arrival, the Lords Seventeen decided to name him Governor-general of the Dutch East Indies and sent him back to Batavia.  En route to Batavia, Van Imhoff visited the Dutch colony in Cape Town, in the Cape Colony, where he discovered that Dutch settlers were penetrating increasingly further into the interior, and were losing contact with the VOC. Van Imhoff proposed improving education efforts and the work of the Protestant Church in the colony.  In May 1743, Van Imhoff began his tenure in Batavia, which was in the midst of a war. The Javanese princes took advantage of the chaotic situation following Valckenier's actions to begin a war against the VOC. Van Imhoff succeeded in reestablishing peace and began several reforms. He founded a Latin school, opened the first post offices in the Dutch East Indies, built a hospital and launched a newspaper. He also founded the city of Buitenzorg and suppressed opium trade. In 1746, Imhoff embarked on a tour of Java to inspect the company's holdings and decided on several institutional reforms.  Van Imhoff's tenure was also marked by catastrophe. A ship, the "Hofwegen", was struck by lightning and exploded in the port of Batavia along with six tons of silver, totalling around 600,000 Dutch florins. Ultimately, Van Imhoff's progressive policies made him many enemies. Van Imhoff's want of diplomacy and his lack of respect for local customs caused the colony to become embroiled in the third war of Javanese succession.  Put in an untenable position by his enemies, Van Imhoff wanted to resign from his post, but the VOC would not allow it. Van Imhoff was forced to remain in office until his death in 1750, having come to believe that most of his work had been done in vain. During his stay in Batavia, Van Imhoff stayed in a historic governor's residence. The original 18th century building is restored as Toko Merah.

Gustaaf Willem, Baron van Imhoff (8 August 1705 – 1 November 1750) was a Dutch colonial administrator for the Dutch East India Company (VOC). He served as Governor of Ceylon from 1736 to 1740 and as Governor-General of the Dutch East Indies from 1743 until his death in 1750 at Istana Cipanas.

Gustaaf Willem Baron van Imhoff (dt. "Gustav Wilhelm Freiherr von Imhoff"; * 8. August 1705 in Leer (Ostfriesland); † 1. November 1750 in Batavia) war Generalgouverneur von Niederländisch-Indien.


Early life.

Henoch was Jewish, and was born in Königsberg, East Prussia (Germany). Her father, a businessman, died in 1912. She and her family moved to Berlin, and her mother subsequently remarried.

Track and field career.

Henoch set world records in the discus, shot put, and—with her teammates—4 × 100 meters relay events.  Between 1922 and 1926, she won 10 German national championships: in shot put, 1922–25; discus, 1923 and 1924; long jump, 1924; and 4 × 100 meters relay, 1924–26.  After World War I, Henoch joined the Berlin Sports Club (BSC), which was approximately one quarter Jewish. She missed a chance to compete in the 1924 Summer Olympics, because Germany was not allowed to participate in the Games after World War I. In 1924, she trained the women's section in Bar Kochba Berlin. She was a member of the BSC hockey team, which won the Berlin Hockey Championship in 1925.

Discus.

She set a world record in discus on 1 October 1922, with a distance of 24.90 meters. She bettered this on 8 July 1923, with a throw of 26.62 meters. She won the German national championship in discus in 1923 and 1924, and won the silver medal in 1925.

Long jump.

In 1924, Henoch won the German Long Jump Championship, having won the bronze medal in the event the prior year.

Shot put.

On 16 August 1925 Henoch set a world shot put record with a throw of 11.57 meters. She won the German national championship in shot put in 1922–25, and won the silver medal in 1921 and 1926.

4 × 100 meters relay.

In 1926, she ran the first leg on a 4 × 100 meters relay world record—50.40 seconds—in Cologne, breaking the prior record that had stood for 1,421 days by a full second. She won the German national championship in the 4 × 100 meters relay in 1924–26.

100 meter dash.

In 1924, she won the silver medal at 100 meters in the German national championships.

Post-Nazi-rise disruption of career.

After Adolf Hitler came to power in 1933, Henoch and all other Jews were forced to leave the membership of the BSC, by the Nazi's new race laws. She then joined the Jüdischer Turn-und Sportclub 1905 (Jewish Gymnastics and Sports Club 1905), which was limited to Jews, for which she played team handball and was a trainer. She also became a gymnastics teacher at a Jewish elementary school.  Because she was Jewish, the German government did not allow her to participate in the 1936 Summer Olympics.

Killing.

The Nazi German government deported Henoch, her 66-year-old mother, and her brother to the Riga Ghetto in Nazi Germany-occupied Latvia on 5 September 1942, during World War II. She and her mother were taken from the ghetto and machine-gunned to death by an "Einsatzgruppen" mobile killing unit in September 1942, along with a large number of other Jews taken from the ghetto. They were all buried in a mass grave near Riga, Latvia. Her brother disappeared, without a trace.

Hall of Fame and commemoration.

Henoch was inducted into the International Jewish Sports Hall of Fame in 1990.  In 2008, a "Stolperstein" was installed in her honor in front of her former residence in Berlin.

Lilli Henoch (26 October 1899 – September 1942) was a German track and field athlete who set four world records and won 10 German national championships, in four different disciplines.

Lilli Margarethe Rahel Henoch (* 26. Oktober 1899 in Königsberg i. Pr.; ermordet vermutlich am 8. September 1942 in Riga, Reichskommissariat Ostland) war eine deutsche Leichtathletin und Turnlehrerin.


Geology.

Ku-ring-gai Chase is part of the Hornsby Plateau, a massive block of sandstone tilting upwards to the north. The park comprises a plateau with an elevation of generally 150–200 m above sea level. The plateau is divided into separate sections by the steep valleys of Cowan Creek, Coal and Candle Creek, and Smiths Creek. These "flooded" or "drowned" valleys, knowns as rias, were eroded into the sandstone much deeper than the current sea level during the glacial phases of the Pleistocene ice age. When the ice caps melted about 10,000 years ago, the sea levels rose and flooded the valleys of the park.  The dominant rock type is Hawkesbury Sandstone which determines the topography and the vegetation in the sandy soils. Sandstone cliffs, rocky and outcrops, and worn caves are common throughout the park. Indigenous people engraved the flat sandstone outcrops (see Sydney rock engravings). Tessellated pavements are found in the park whereby regular chequered patterns in the stone form along fault lines and lines of weakness.  Other rock types in the park are less common. Soils derived from the Narrabeen group of shales are around the eastern shore of the Lambert Peninsula, particularly around Elvina Bay and Lovett Bay. These richer soils provide for a vegetation type different from that of the sandy ridge top soils, providing for forests of spotted gums ("Corymbia maculata") with forest oaks as a secondary layer. Eroded remnants of volcanic dykes occur including at Resolution Picnic Area at West Head and Campbells Crater near Cowan, which provide for forests of Sydney blue gum ("Eucalyptus saligna").  The park's highest point is 246 m at Willunga Trig near West Head Road which runs along the ridge of the Lambert Peninsula.

History.

Pre-European history.

The first inhabitants of the area were the indigenous Guringai people, after whom the park is named. Little about the Guringai was recorded by Europeans at contact and their communities were soon destroyed through disease and conflict with European settlers.  The national park contains extensive evidence of Aboriginal occupation of the area prior to European contact, across more than 800 sites in the park. These include rock engravings, cave drawings, occupation sites, paintings and stencils, axe grinding grooves and middens providing significant evidence of the way of life of the Guringai people.

Park history.

It was previously underdeveloped by early settlers due to poor accessibility and low soil fertility, except for some of the more fertile ridgetops. Sawmills were established in the 1830s, including at the upper reaches of Cowan Creek where Duffy's Wharf was built to transport logs.  The Pacific Highway and railway built along the ridgetop forming the park's current western border provided access to Cowan Creek along which pioneers settled. 40 hectares at Gerard Point, now Church Point, were granted to James Terry of Gordon.  Following pressure from a local citizen, Eccleston Du Faur, to establish a "National Park for North Sydney", approximately 13,500 hectares, including not only land areas but also most of Cowan Water, was set aside in 1894 as Ku-ring-gai Chase and placed under the care, control and management of trustees. The park was named after its original inhabitants, an Aboriginal group called the Kuring-gai or Guringai, and called a "chase" to indicate it was an area of natural bush which was not enclosed by fences.  Ku-ring-gai Chase became a national park with the proclamation of the National Parks and Wildlife Act in 1967. Additions to the park have made it 14,882 hectares in size.  The television series, "Skippy the Bush Kangaroo" was shot in northern Sydney at Ku-ring-gai Chase National Park and the adjacent Waratah Park. Bushfires ravaged the park in January 1994.

Locations, access and facilities.

Many of the park's attractions are accessible only by walking track. Many kilometres of park front the southern shoreline of Broken Bay making it a good place to explore by boat.  Rail access is provided at Mount Colah, Mount Kuring-gai, Berowra and Cowan railway stations. All roads in the area are sealed and all have collection gates where a daily fee is payable.

Bobbin Head.

Bobbin Head is located on Cowan Creek and facilities include a marina, picnic areas, a small store, and a lunch-time restaurant in what used to be the Bobbin Head Inn, which also contains an information centre. The area contains many fire trails and a walk through mangroves. Aboriginal engravings can be seen in the area.

The Basin.

A popular camping and picnic site with a small beach is located at the Basin on Pittwater. This is the only place in the entire national park where camping is allowed. Access is either by West Head Road via The Basin Track or on a ferry from Palm Beach Wharf.

West Head.

West Head is a headland at the north eastern tip of the National Park. A lookout, with views of Barrenjoey, Palm Beach and Broken Bay, has been built on West Head. The Flint & Steel Guesthouse was one of the first buildings on West Head.

Barrenjoey.

Barrenjoey is a locality of Palm Beach. It is a headland and unusual amongst the National Park's features as it is not joined to the rest of the Park by land but separated by 1 kilometer of water, the Pittwater.

The Sphinx.

This is a walk going by the Sphinx Memorial, which is a sandstone monument commemorating the fallen A.I.F comrades of Pte. William T. Shirley during World War I and was created by the returned soldier in the 1920s. The Sphinx took about one and a half years to complete.  The top inscription reads: To my glorious comrades of the A.I.F by the late W. Shirley No 5756 Pte. 13th Battalion Died 27th August 1928 The lower plaque's inscription reads: This memorial, following restoration, was rededicated on the 9th November 1995, in recognition of the selflessness and sacrifices of the members of the A.I.F.

Cottage Point.

Cottage Point is Sydney's smallest locality and is listed as a heritage conservation area. Cottage Point Kiosk and Boat Hire, built around 1918, is situated at Cottage Point at the entrance to Coal and Candle Creek.

Jerusalem Bay.

Jerusalem Bay is accessible by a track which is part of the Great North Walk from Cowan railway station next to the Pacific Highway. The track passes through a creek gorge lined with temperate rainforest and large turpentines before opening to the bay. At the bay is an old abandoned habitation site. It opens out to Cowan Water and Broken Bay making it popular with boating and fishing enthusiasts. After the bay the track proceeds up a steep climb past Campbell's Crater and along the ridge all the way to Brooklyn. Campbell's Crater is a volcanic diatreme containing subtropical rainforest species such as Red Cedars and Cabbage Palms with a floor of ferns.  A plane accident occurred in the area on 31 December 2017, killing the pilot and five passengers.

Ku-ring-gai Chase National Park is a national park on the northern side of Sydney in New South Wales, Australia. The park is north of the Sydney Central Business District and generally comprises the land east of the Sydney-Newcastle Expressway, south of the Hawkesbury River, west of Pittwater and north of Mona Vale Road. It includes Barrenjoey Headland on the eastern side of Pittwater.

Die Herzogtümer in Schlesien sind durch zahlreiche Erbteilungen aus dem ursprünglichen Herzogtum Schlesien entstanden, das zum polnischen Staatsverband der Piasten gehörte und anschließend mit der Aufhebung des Senioratsprinzips unter den schlesischen Piasten die politische und dynastische Unabhängigkeit erlangte.