History.

On 10 August 1904 the Bavarian state government authorised the construction of a 26.9 kilometre long branch from Waldkirchen to the Czech border beyond Haidmühle. It was not expected that the line itself would make a profit; it was built to form a junction with the Bohemian railway network. It was opened on 15 November 1910. As a result of the state treaty agreed with Austria on 22 November 1904 this branch line was given a junction with Bohemia at Haidmühle to the United Bohemian Forest Branch Line company to their branch line from Haidmühle to Schwarzes Kreuz (Czech: Černý Kříž) with junctions to Winterberg (Bohemia) (Vimperk), Prachatitz (Prachatice) and Krummau (Český Krumlov). The station building and goods shed at Haidmühle were used jointly by both railway companies and the customs authorities.  The route ran from Waldkirchen initially in an easterly direction to Neureichenau and then northeast towards the border station, gaining 346 m in height. In its early years and after the forced annexation of the Sudetenland through trains ran from Passau to Haidmühle, whilst the Freyung line was given at junction at Waldkirchen.  Plans from the Czech side to extend the route again to Haidmühle, in order to build a better connexion there to Bavarian bus services, were scrapped. However, there are currently plans to reactivate the "Ilztalbahn", and reinstate a bus link between Waldkirchen and Nove Udoli.

Museum railway.

Between Nové Údolí (German: Neuthal) station and the end of the border bridge in Germany there is a railway museum, housed in three old goods wagons and which recounts the history of the line, as well as museum railway, the "Pošumavská jižní dráha" (PJD), which is described as the shortest international railway in the world. The line is 105 metres long and links Czech and German national territory. It can only be joined in the Czech Republic and the line is not joined to the Czech (ČD) national railway network. A journey down the line takes 24 seconds.

Traffic.

Due to the low axle load permitted on branch lines, special Bavarian "Lokalbahn" (branch line) locomotives ran on the line. In particular, for goods trains the Bavarian BB II (later DRG Class 98.7) Mallet locomotives from Bw Passau were used. From the early 1930s to the start of the Second World War four-wheeled diesel railbuses of DRG Class 135 and 137, together with their corresponding trailer cars, also ran to Freyung and Haidmühle. In addition the employment of Bavarian Pt 2/3 (later DRG Class 70.0) locomotives was reported.  After the line was refurbished and the track and ballast strengthened, DRG Class 64 locomotives took over the passenger services and DRG Class 81s the goods traffic. Later diesel engines were also used as were Uerdingen railbuses for passenger duties.

Closoure and Dismantling.

On the imposition of the Iron Curtain a section of the line on the Czech side of the border was remove and the importance of the Waldkirchen – Haidmühle line rapidly waned. Only shuttle services continued and all trains ran from Passau to Freyung. On 26 May 1963 passenger services to Haidmühle were withdrawn. Between Haidmühle and Jandelsbrunn goods traffic ceased on 31 December 1975 and between Jandelsbrunn and Waldkirchen on 1 October 1994. After the tracks were lifted the trackbed was used for the Adalbert Stifter cycle path.

The Waldkirchen–Haidmühle railway was a branch line in Bavaria, in southern Germany. It ran from Waldkirchen to Haidmühle in the Bohemian Forest and had a junction there to the line from Haidmühle to Wallern, run by the former United Bohemian Forest Branch Line company ("Vereinigte Böhmerwald-Lokalbahnen"). It branched at Waldkirchen from the Passau – Freyung branch line ("Ilztalbahn"). The line was finally closed in 1994.

Die Bahnstrecke Waldkirchen–Haidmühle war eine Nebenbahn in Bayern. Sie verlief von Waldkirchen nach Haidmühle im Böhmerwald und hatte dort Anschluss an die Strecke Haidmühle–Volary (Wallern im Böhmerwald) der einstigen Vereinigten Böhmerwald-Lokalbahnen. Sie zweigte in Waldkirchen von der Nebenbahn Passau–Freyung (Ilztalbahn) ab. Die letzte Teilstrecke Waldkirchen–Jandelsbrunn wurde am 1. Oktober 1995 endgültig stillgelegt und später komplett abgebaut.


Etymology.

The word "buerg" or "burg" originates from the Latin "burere" to burn. In the south of Belgium, the day is still known as "dimanche des Bures".

History.

The burning of fires apparently originated with pagan feasts in connection with the spring equinox on 21 March. The current tradition of holding it on the first Sunday of Lent is therefore probably an approximation based on the Christian calendar. While the tradition is waning in Belgium, France and Germany, since the 1930s Luxembourg has revived the Buergbrennen festivities with some 75% of villages celebrating the occasion. Originally the bonfire seems simply to have consisted of a heap of wood and straw but as time went by, a central pillar of tree branches was introduced. A crosspiece was later attached near the top of the pillar, giving it the appearance of a cross.  The buergbrennen was once celebrated only by the men in the village, women only being admitted under exceptional circumstances. The most recently married men played a special role, the honour of lighting the fire falling on the last man to have wed. But the newly-weds also had the responsibility of collecting wood for the fire or paying others to assist in the work. At the end of the festivities, they were expected to entertain those taking part, either at home or in local inns. The tradition began to die out in the 19th century because of the high costs involved, but in the 20th century local authorities revived the tradition, taking over responsibility for the arrangements and the costs involved.

Buergbrennen today.

The local authorities or youth organisations usually make the arrangements for the Buergbrennen. They collect wood, often old Christmas trees, from the inhabitants and make the "buerg" or bonfire, usually on the top of a neighbouring hill and clad with hay to ensure rapid burning. There is often a cross rising high above the centre of the fire. Torchlight processions to the bonfire sometimes take place and there are usually stands for food and drink. The firemen are present to ensure against accidents. In some areas, the most recently married couple have the honour of lighting the fire.

Buergbrennen is a celebration centred on a huge bonfire which takes place on the first Sunday in Lent in Luxembourg and surrounding areas. In Germany it is called "Burgbrennen", in France and Belgium it is known as the "dimanche des Brandons". It is based on old traditions representing the end of winter and the coming of spring.

Das Burgbrennen (luxemburgisch Buergbrennen) ist eine Tradition in Luxemburg, Ostbelgien und dem angrenzenden deutschen Grenzgebiet, am ersten Sonntag nach Fastnacht (erster Fasten- bzw. „Funkensonntag“) ein großes Feuer zu machen. Es stellt symbolisch die Verbrennung des Winters dar.


History.

The first radio station in the Balkans and South-East Europe was established in Montenegro with the opening of a transmitter situated on the hill of Volujica near Bar by Knjaz Nikola I Petrović-Njegoš on 3 August 1904. Radio Cetinje commenced broadcasts on 27 November 1944 and in 1949, Radio Titograd was formed. In 1990 it changed its name to Radio Crna Gora.  In 1957, the first TV antenna was placed on Mount Lovćen. It was able to receive pictures from Italy. RTV Titograd was established in 1963 to produce original television programmes. RTV Titograd later became RTCG. The first broadcast by TVCG in Belgrade was a news program in 1964.  Since October 2002, RTCG has been a member of the EGTA, European Group of Television Advertising. The station also broadcasts to Australia and New Zealand through the Optus D2 Satellite via UBI World TV

Management.

RTCG is regulated by the Law on Public Radio-Diffusion Services, requiring it to serve the interests of all Montenegro citizen, regardless of their political, religious, culture, racial or gender affiliation.  RTCG is managed by a Council of 9 members, who are experts proposed by civil society organisations and appointed by the Parliament by simple majority. The RTCG Council appoints the Director General of the RTCG and advocates in the public interest. Although its nomination procedure should ensure the independence of the Council, the fact that some of the nominating organisations receive state funding has led the OSCE and the Council of Europe to express concern about their lack of independence from the government coalition.  RTCG is widely seen as dependent from the Government, particularly after allegedly politically motivated dismissals of journalists in 2011. RTCG does not pay a broadcasting licence fee and is financed directly from the State budget (1,2% of the budget) as well as from advertising revenues (for a limited airtime) and sales revenues. Its finances have been in trouble lately, and it edged bankruptcy in 2012, further endangering its independence credentials. RTCG's financial viability is often at risk and relies heavily on the government as its primary source of funding. RTCG's debt stock (€2.4 million) was covered by the state budget in 2014.

Channels.

RTCG has three TV Channels: two Terrestrial, one International; it also has a radio station.

Radio and Television of Montenegro (Montenegrin and Serbian: Radio i televizija Crne Gore / Радио и телевизија Црне Горе or RTCG, РТЦГ) is the public service broadcaster of Montenegro. A state-owned company with its headquarters in Podgorica, it is made up of Radio Montenegro (RCG - ) and Montenegro Television (TVCG - ). In July 2001, RTCG became a joint member of the European Broadcasting Union (EBU), and became a full member of the EBU upon the declaration of Montenegrin independence in 2006.

Radio Televizija Crne Gore (RTCG; deutsch: "Montenegrinischer Rundfunk") ist die öffentlich-rechtliche Rundfunkgesellschaft von Montenegro mit Hauptsitz in Podgorica. Die Gesellschaft besteht aus den Teilen "Radio Crne Gore / RCG" (Hörfunk) und "Televizija Crne Gore / TVCG" (Fernsehen). RTCG-Generaldirektor ist Rade Vojvodic. Das jährliche Budget beläuft sich auf etwa 9 Millionen Euro (1,6 Mio. Werbung/7,4 Mio. staatlicher Finanzierung).


Establishment.

Origin, 1891–1893.

In November 1891, notice was given of a private bill that would be presented to Parliament for the construction of the Hampstead, St Pancras & Charing Cross Railway (HStP&CCR). The railway was planned to run entirely underground from Heath Street in Hampstead to Strand in Charing Cross. The route was to run beneath Hampstead High Street, Rosslyn Hill, Haverstock Hill and Chalk Farm Road to Camden Town and then under Camden High Street and Hampstead Road to Euston Road. The route then continued south, following Tottenham Court Road, Charing Cross Road and King William Street (now William IV Street) to Agar Street adjacent to Strand. North of Euston Road, a branch was to run eastwards from the main alignment under Drummond Street to serve the main line stations at Euston, St Pancras and King's Cross. Stations were planned at Hampstead, Belsize Park, Chalk Farm, Camden Town, Seymour Street (now part of Eversholt Street), Euston Road, Tottenham Court Road, Oxford Street, Agar Street, Euston and King's Cross. Although a decision had not been made between the use of cable haulage or electric traction as the means of pulling the trains, a power station was planned on Chalk Farm Road close to the London and North Western Railway's Chalk Farm station (later renamed Primrose Hill) which had a coal depot for deliveries.  The promoters of the HStP&CCR were inspired by the recent success of the City and South London Railway (C&SLR), the world's first deep-tube railway. This had opened in November 1890 and had seen large passenger numbers in its first year of operation. Bills for three similarly inspired new underground railways were also submitted to Parliament for the 1892 legislative session, and, to ensure a consistent approach, a Joint Select Committee was established to review the proposals. The committee took evidence on various matters regarding the construction and operation of deep-tube railways, and made recommendations on the diameter of tube tunnels, method of traction, and the granting of wayleaves. After preventing the construction of the branch beyond Euston, the Committee allowed the HStP&CCR bill to proceed for normal parliamentary consideration. The rest of the route was approved and, following a change of the company name, the bill received royal assent on 24 August 1893 as the "Charing Cross, Euston, and Hampstead Railway Act, 1893".

Search for financing, 1893–1903.

Although the company had permission to construct the railway, it still had to raise the capital for the construction works. The CCE&HR was not alone; four other new tube railway companies were looking for investors – the Baker Street & Waterloo Railway (BS&WR), the Waterloo & City Railway (W&CR) and the Great Northern & City Railway (GN&CR) (the three other companies that put forward bills in 1892) and the Central London Railway (CLR, which had received assent in 1891). Only the W&CR, which was the shortest line and was backed by the London and South Western Railway with a guaranteed dividend, was able to raise its funds without difficulty. For the CCE&HR and the rest, much of the remainder of the decade saw a struggle to find investors in an uninterested market. A share offer in April 1894 had been unsuccessful and in December 1899 only 451 out of the company's 177,600 £10 shares had been part sold to eight investors. Like most legislation of its kind, the act of 1893 imposed a time limit for the compulsory purchase of land and the raising of capital. To keep the powers granted by the act alive, the CCE&HR submitted a series of further bills to Parliament for extensions of time. Extensions were granted by the "Charing Cross Euston and Hampstead Railway Acts, 1897", "1898", "1900", and "1902".  A contractor was appointed in 1897, but funds were not available and no work was started. In 1900, foreign investors came to the rescue of the CCE&HR: American financier Charles Yerkes, who had been lucratively involved in the development of Chicago's tramway system in the 1880s and 1890s, saw the opportunity to make similar investments in London. Starting with the purchase of the CCE&HR in September 1900 for £100,000, he and his backers purchased a number of the unbuilt tube railways, and the operational but struggling Metropolitan District Railway (MDR).  With the CCE&HR and the other companies under his control, Yerkes established the UERL to raise funds to build the tube railways and to electrify the steam-operated MDR. The UERL was capitalised at £5 million with the majority of shares sold to overseas investors. Further share issues followed, which raised a total of £18 million (equivalent to approximately £ today) to be used across all of the UERL's projects.

Deciding the route, 1893–1903.

While the CCE&HR raised money, it continued to develop the plans for its route. On 24 November 1894, a bill was announced to purchase additional land for stations at Charing Cross, Oxford Street, Euston and Camden Town. This was approved as the "Charing Cross, Euston and Hampstead Railway Act, 1894" on 20 July 1895. On 23 November 1897, a bill was announced to change the route of the line at its southern end to terminate under Craven Street on the south side of Strand. This was enacted as the "Charing Cross, Euston and Hampstead Railway Act, 1898" on 25 July 1898.  On 22 November 1898, the CCE&HR published another bill to add an extension and to modify part of the route. The extension was a branch from Camden Town to Kentish Town where a new terminus was planned as an interchange with the Midland Railway's Kentish Town station. Beyond the terminus, the CCE&HR line was to come to the surface for a depot on vacant land to the east of Highgate Road (occupied today by the Ingestre Road Estate). The modification changed the Euston branch by extending it northwards from Euston to connect to the main route at the south end of Camden High Street. The section of the main route between the two ends of the loop was omitted. Included in the bill were powers to purchase a site in Cranbourn Street for an additional station (Leicester Square). It received royal assent as the "Charing Cross, Euston and Hampstead Railway Act, 1899" on 9 August 1899.  On 23 November 1900, the CCE&HR announced its most wide-ranging modifications to the route. Two bills were submitted to Parliament, referred to as No. 1 and No. 2. Bill No. 1 proposed the continuation of the railway north from Hampstead to Golders Green, the purchase of land and properties for stations and the construction of a depot at Golders Green. Also proposed were minor adjustments to route alignments previously approved. Bill No. 2 proposed two extensions: from Kentish Town to Brecknock Road, Archway Tavern, Archway Road and Highgate in the north and from Charing Cross to Parliament Square, Artillery Row and Victoria station in the south.  The extension to Golders Green would take the railway out of the urban and suburban areas and into open farmland. While this provided a convenient site for the CCE&HR's depot it is believed that underlying the decision was Yerkes' plan to profit from the sale of development land previously purchased in the area that would rise in value when the railway opened.  The CCE&HR's two bills were submitted to Parliament at the same time as a large number of other bills for underground railways in the capital. As it had done in 1892, Parliament established a joint committee under Lord Windsor to review the bills. By the time the committee had produced its report, the parliamentary session was almost over and the promoters of the bills were asked to resubmit them for the following 1902 session. Bills No. 1 and No. 2 were resubmitted in November 1901 together with a new bill – bill No. 3. The new bill modified the route of the proposed extension to Golders Green and added a short extension running beneath Charing Cross main line station to the Victoria Embankment where it would provide an interchange with the existing MDR station (then called Charing Cross). The bills were again examined by a joint committee, this time under Lord Ribblesdale. The sections which dealt with the proposed north-eastern extension from Archway Tavern to Highgate and the southern extension from Charing Cross to Victoria were deemed to not comply with parliamentary standing orders and were struck-out.

Hampstead Heath controversy.

A controversial element of the CCE&HR's plans was the extension of the railway to Golders Green. The route of the tube tunnels took the line under Hampstead Heath and strong opposition was raised, concerned about the effect that the tunnels would have on the ecology of the Heath. The Hampstead Heath Protection Society claimed that the tunnels would drain the sub-soil of water and the vibration of passing trains would damage trees. Taking its lead from the Society's objections, "The Times" published an alarmist article on 25 December 1900 claiming that "a great tube laid under the heath will, of course, act as a drain; and it is quite likely that the grass and gorse and trees on the Heath will suffer from the loss of moisture... Moreover, it seems to be established beyond question that the trains passing along these deep-laid tubes shake the earth to its surface, and the constant jar and quiver will probably have a serious effect upon the trees by loosening their roots."  In fact, the tunnels were to be excavated at a depth of more than below the surface, the deepest of any on the London Underground. In his presentation to the joint committee, the CCE&HR's counsel disparagingly refuted the objections: "Just see what an absurd thing! Disturbance of the water when we are 240 feet down in the London clay – about the most impervious thing you can possibly find; almost more impervious than granite rock! And the vibration on this railway is to shake down timber trees! Could anything be more ludicrous than to waste the time of the Committee in discussing such things presented by such a body!"  A second railway company, the Edgware & Hampstead Railway (E&HR), also had a bill before Parliament which proposed tunnels beneath the Heath as part of its planned route between Edgware and Hampstead. The E&HR had planned to connect to the CCE&HR at Hampstead but, to avoid the needless duplication of tunnels between Golders Green and Hampstead, the two companies agreed that the E&HR would instead connect to the CCE&HR at Golders Green.  The Metropolitan Borough of Hampstead had initially objected to the line but gave consent on the condition that a station be constructed between Hampstead and Golders Green to provide access for visitors to the Heath. A new station was added to the plans at the northern edge of the Heath at North End where it could also serve a new residential development planned for the area. Once Parliament was satisfied that the extension would not damage the Heath, the CCE&HR bills jointly received royal assent on 18 November 1902 as the "Charing Cross, Euston and Hampstead Railway Act, 1902". On the same date, the E&HR bill received its assent as the "Edgware and Hampstead Railway Act, 1902".

Construction, 1902–1907.

With the funds available from the UERL and the route decided, the CCE&HR started site demolitions and preparatory works in July 1902. On 21 November 1902, the CCE&HR published another bill which sought compulsory purchase powers for additional buildings for its station sites, planned the take-over of the E&HR and abandoned the permitted but redundant section of the line from Kentish Town to the proposed depot site near Highgate Road. This bill was approved as the "Charing Cross, Euston and Hampstead Railway Act, 1903" on 21 July 1903.  Tunnelling began in September 1903. Stations were provided with surface buildings designed by architect Leslie Green in the UERL house-style. This consisted of two-storey steel-framed buildings faced with red glazed terracotta blocks with wide semi-circular windows on the upper floor. Each station was provided with two or four lifts and an emergency spiral staircase in a separate shaft.  While construction proceeded, the CCE&HR continued to submit bills to Parliament. The "Charing Cross, Euston and Hampstead Railway Act, 1904", which received assent on 22 July 1904, granted permission to buy additional land for the station at Tottenham Court Road, for a new station at Mornington Crescent and for changes at Charing Cross. The "Charing Cross, Euston and Hampstead Railway Act, 1905" received assent on 4 August 1905. It dealt mainly with the acquisition of the subsoil under part of the forecourt of the South Eastern Railway's Charing Cross station so that the CCE&HR's station could be excavated during the 3 months closure following the recent roof collapse.  The sale of the building land at North End to conservationists to form the Hampstead Heath extension in 1904, meant a reduction in the number of residents who might use the station there. Work continued below ground at a reduced pace, and the platform tunnels and some passenger circulation tunnels were excavated, but North End station was abandoned in 1906 before the lift and stair shafts were dug and before a surface building was constructed.  Tunnelling was completed in December 1905, after which work continued on the construction of the station buildings and the fitting-out of the tunnels with tracks and signalling equipment. As part of the UERL group, the CCE&HR obtained its electricity from the company's Lots Road Power Station, originally built for the electrification of the MDR; the proposed Chalk Farm generating station was not built. The final section of the approved route between Charing Cross and the Embankment was not constructed, and the southern terminus on opening was Charing Cross. After a period of test running, the railway was ready to open in 1907.

Opening.

The CCE&HR was the last of the UERL's three tube railways to open and was advertised as the "Last Link". The official opening on 22 June 1907 was made by David Lloyd George, President of the Board of Trade, after which the public travelled free for the rest of the day. From its opening, the CCE&HR was generally known by the abbreviated names "Hampstead Tube" or "Hampstead Railway" and the names appeared on the station buildings and on contemporary maps of the tube lines.  The railway had stations at: Golders Green branch Highgate branch  The service was provided by a fleet of carriages manufactured for the UERL by the American Car and Foundry Company and assembled at Trafford Park in Manchester. These carriages were built to the same design used for the BS&WR and the GNP&BR and operated as electric multiple unit trains without the need for separate locomotives. Passengers boarded the trains via folding lattice gates at each end of cars which were operated by Gate-men who rode on the outside platform and announced station names as trains arrived. The design became known on the Underground as the 1906 stock or Gate stock.

Co-operation and consolidation, 1907–1910.

Despite the UERL's success in financing and constructing the Hampstead Railway in only seven years, its opening was not the financial success that had been expected. In the Hampstead Tube's first twelve months of operation it carried 25 million passengers, just half of the 50 million that had been predicted during the planning of the line. The UERL's pre-opening predictions of passenger numbers for its other new lines proved to be greatly over-optimistic, as did the improvement in passenger numbers expected on the newly electrified MDR – in each case achieving only around fifty per cent of their targets.  The lower than expected passenger numbers were partly due to competition between the tube and sub-surface railway companies, but the introduction of electric trams and motor buses, replacing slower, horse-drawn road transport, took a large number of passengers away from the trains. The problem was not limited to the UERL; all of London's seven tube lines and the sub-surface MDR and Metropolitan Railway were affected to a degree and the reduced revenues generated from the lower numbers of passengers made it difficult for the UERL and the other railways to pay back the capital borrowed and pay dividends to shareholders.  In an effort to improve the financial situation, the UERL together with the C&SLR, the CLR and the GN&CR began, from 1907, to introduce fare agreements. From 1908, they began to present themselves through common branding as the "Underground". The W&CR was the only tube railway that did not participate in the arrangement as it was owned by the mainline London and South Western Railway.  The UERL's three tube railway companies were still legally separate entities with their own management and shareholder and dividend structures. There was duplicated administration between the three companies and, to streamline the management and reduce expenditure, the UERL announced a bill in November 1909 that would merge the Hampstead Tube, the Piccadilly Tube and the Bakerloo Tube into a single entity, the London Electric Railway (LER), although the lines retained their own individual branding. The bill received assent on 26 July 1910 as the "London Electric Railway Amalgamation Act, 1910".

Extensions.

Embankment, 1910–1914.

In November 1910, the LER published notice of a bill to revive the unused 1902 permission to continue the line from Charing Cross to Embankment. The extension was planned as a single tunnel, running in a loop under the Thames, connecting the ends of the two existing tunnels. Trains were to run in one direction around the loop stopping at a single-platform station constructed to provide an interchange with the BS&WR and MDR at Embankment station. The bill received assent as the "London Electric Railway Act, 1911" on 2 June 1911. The loop was constructed from a large excavation north-west of the MDR station and was connected to the sub-surface line with escalators. The station opened on 6 April 1914 as:

Hendon and Edgware, 1902–1924.

In the decade after the E&HR received royal assent for its route from Edgware to Hampstead, the company continued to search for finance and revised its plans in conjunction both with the CCE&HR and a third railway company, the Watford & Edgware Railway (W&ER) which had plans to build a line linking the E&HR to Watford.  Following the enactment of the "Watford and Edgware Railway Act, 1906", the W&ER briefly took over the powers of the E&HR to construct the line from Golders Green to Edgware. Struggling to find funds, the W&ER attempted a formal merger with the E&HR through a bill submitted to Parliament in 1906, with the intention of constructing and operating the whole of the route from Golders Green to Watford as a light railway but the bill was rejected by Parliament and, when the W&ER's powers lapsed, control returned to the CCE&HR.  The E&HR company had remained in existence and had obtained a series of acts to preserve and develop its plans. The "Edgware and Hampstead Railway Acts, 1905", "1909" and "1912" granted extensions of time, approved changes to the route, gave permissions for viaducts and a tunnel and allowed the closure and re-routeing of roads to be crossed by the railway's tracks. It was intended that the CCE&HR would provide and operate the trains and this was formalised by the "London Electric Railway Act, 1912", which approved the LER's take over of the E&HR.  No immediate effort was made to start the works and they were postponed indefinitely when World War I started. With wartime restrictions in place, construction work for the railway was prevented. Yearly extensions to the earlier E&HR acts were granted under special wartime powers each year from 1916 until 1922, giving a final date by which compulsory purchases had to be made of 7 August 1924. Although the permissions had been maintained, the UERL could not raise the money needed for the works. Construction costs had increased considerably during the war years and the returns produced by the company could not cover the cost of repaying loans. The project was made possible when the government introduced the Trade Facilities Act 1921 by which the Treasury underwrote loans for public works as a means of alleviating unemployment. With this support, the UERL raised the funds and work began on extending the Hampstead tube to Edgware. The UERL group's Managing Director/Chairman, Lord Ashfield, ceremonially cut the first sod to begin the works at Golders Green on 12 June 1922.  The extension crossed farmland, meaning it could be constructed on the surface more easily and cheaply than a deep tube line below the surface. A viaduct was constructed across the Brent valley and a short section of tunnel was required at The Hyde, Hendon. Stations were designed in a suburban pavilion style by the UERL's architect Stanley Heaps. The first section opened on 19 November 1923 with stations at:  The remainder of the extension opened on 18 August 1924 with stations at:

Kennington, 1922–1926.

On 21 November 1922, the LER announced a bill for the 1923 parliamentary session. It included the proposal to extend the line from its southern terminus to the C&SLR's station at Kennington where an interchange would be provided. The bill received royal assent as the "London Electric Railway Act, 1923" on 2 August 1923.  The work involved the rebuilding of the below ground parts of the CCE&HR's former terminus station to enable through running and the loop tunnel was abandoned. Tunnels were extended under the Thames to Waterloo station and then to Kennington where two additional platforms were constructed to provide the interchange to the C&SLR. Immediately south of Kennington station, the CCE&HR tunnels connected to those of the C&SLR. The new service was opened on 13 September 1926 to coincide with the opening of the extension of the C&SLR to Morden. The Charing Cross to Kennington link had stations at:  The C&SLR had been under the control of the UERL since its purchase by the group in 1913. An earlier connection between the CCE&HR and the C&SLR had been opened in 1924 linking the C&SLR's station at Euston with the CCE&HR's at Camden Town. With the opening of the Kennington extension, the two railways began to operate as an integrated service using the newly built Standard Stock trains. On tube maps the combined lines were shown in a single colour although the separate names continued in use into the 1930s.

Move to public ownership, 1923–1933.

Despite improvements made to other parts of the network, the Underground railways were still struggling to make a profit. The UERL's ownership of the highly profitable London General Omnibus Company (LGOC) since 1912 had enabled the UERL group, through the pooling of revenues, to use profits from the bus company to subsidise the less profitable railways. However, competition from numerous small bus companies during the early 1920s eroded the profitability of the LGOC and had a negative impact on the profitability of the whole UERL group.  In an effort to protect the UERL group's income Lord Ashfield lobbied the government for regulation of transport services in the London area. Starting in 1923, a series of legislative initiatives were made in this direction, with Ashfield and Labour London County Councillor (later MP and Minister of Transport) Herbert Morrison, at the forefront of debates as to the level of regulation and public control under which transport services should be brought. Ashfield aimed for regulation that would give the UERL group protection from competition and allow it to take substantive control of the LCC's tram system; Morrison preferred full public ownership. After seven years of false starts, a bill was announced at the end of 1930 for the formation of the London Passenger Transport Board (LPTB), a public corporation that would take control of the UERL, the Metropolitan Railway and all bus and tram operators within an area designated as the London Passenger Transport Area. The Board was a compromise – public ownership but not full nationalisation – and came into existence on 1 July 1933. On this date, the LER and the other Underground companies were liquidated.

Legacy.

Finding a suitable name for the combined CCE&HR and C&SLR routes proved a challenge for the LPTB and a number of variations were used including "Edgware, Morden & Highgate Line" in 1933 and "Morden-Edgware Line" in 1936. In 1937, "Northern line" was adopted in preparation for the uncompleted Northern Heights plan. Today, the Northern line is the busiest on the London Underground system, carrying 206.7 million passengers annually, a level of usage which led it to be known as the "Misery line" during the 1990s due to overcrowding and poor reliability.

The Charing Cross, Euston and Hampstead Railway (CCE&HR), also known as the Hampstead Tube, was a railway company established in 1891 that constructed a deep-level underground "tube" railway in London. Construction of the CCE&HR was delayed for more than a decade while funding was sought. In 1900 it became a subsidiary of the Underground Electric Railways Company of London (UERL), controlled by American financier Charles Yerkes. The UERL quickly raised the funds, mainly from foreign investors. Various routes were planned, but a number of these were rejected by Parliament. Plans for tunnels under Hampstead Heath were authorised, despite opposition by many local residents who believed they would damage the ecology of the Heath.

Die Charing Cross, Euston and Hampstead Railway (CCE&HR, auch als Hampstead Tube bekannt) war eine Vorgängergesellschaft der heutigen London Underground, der U-Bahn der britischen Hauptstadt London. Die zum größten Teil unterirdische Strecke bildet heute den Charing-Cross-Ast der Northern Line durch das West End.


Taxonomy.

A first mtDNA D-loop haplotype comparison between heath hen specimens and prairie-chickens brought the unexpected result that all heath hens tested formed a group very distinct from mainland birds, being most similar genetically to greater prairie chickens from Wisconsin. A more recent study of the same parameter by Johnson and Dunn verified these results, but disagreed in the placement of the heath hen respective to its relatives, suggesting a closer relationship with the lesser prairie chicken instead.  However, Johnson and Dunn caution against reading too much into these results: while the lesser prairie chicken is considered a distinct species and the genetically apparently equally distinct heath hen would thus likewise deserve species status, mtDNA haplotypes in small populations that have undergone bottlenecks are likely to show higher divergence than they would judging from taxonomic status alone (see also genetic drift). Thus, given the fact that all heath hen specimens from known localities studied by Johnson and Dunn are Martha's Vineyard birds – where the population may never have exceeded several thousand due to the limited space and limited genetic exchange with the mainland – it is possible that the low genetic diversity and apparent distinctness of the heath hen are an artifact of the small number of useful specimens, all from the same close-knit population.  Prairie chickens were indiscriminately introduced to the Eastern Seaboard after the heath hen was gone from the mainland, but failed to thrive. There exist a considerable number of supposed heath hen specimens in public collections today, but many – all mainland specimens and those with insufficient locality information – cannot be unequivocally assumed to be heath hens. For example, a mere seven unequivocal heath hen eggs – equivalent to a very small clutch – are known to be held in public collections today. That the genus "Tympanuchus" apparently evolved rapidly and therefore has high morphological but low genetic distinctness between taxa further complicates research. It is also important to note that while introductions of the greater prairie chicken ("Tympanuchus cupido pinnatus") were occurring, true heath hens ("Tympanuchus cupido cupido") are distinct enough in morphological features to be separated from the greater prairie chicken. Taking a generous starting date of ~1810 when introductions could have started, and taking into account that Lewis and Clark did not even return from their expedition until 1806, gives roughly a 60-year period of possible introductions. From an evolutionary biology aspect, in a 60, or even 100-year timeframe, a species like the greater prairie chicken would not have been able to evolve to the point where it would so closely resemble the native heath hen that it could not be distinguished.  A prime example of this would be in opposing the lesser prairie chicken ("Tympanuchus pallidicinctus") which differs from the greater prairie chicken in being smaller, lighter, and having less distinct barring, to the heath hen, which was smaller, darker, and had more distinct barring, meaning that the lesser prairie chicken can be readily distinguished from the greater prairie chicken both morphologically and genetically (much like the heath hen) even if it were found in an area that the greater prairie chicken inhabited.  The apparent distinctness of the species and the failure of the early introductions raises the question of whether the heath hen was uniquely (by comparison with its relatives) adapted to the more oceanic climate of its former area of occurrence, and in consequence, whether a future attempt to establish a population of the western birds on Martha's Vineyard could be bound to fail, possibly even by competing for funding and other resources jeopardizing the extant but much declined populations of the prairie chickens. Clearly, more research is necessary, for example by analyzing mainland specimens to determine whether they can be assigned to a taxon from molecular and morphological characters.

Description.

Very similar to the greater prairie chicken of the Great Plains, but slightly smaller, the length of the bird was approximately 17 inches (43 cm) and weight was about two pounds (0.9 kg). A specimen weighing three pounds was claimed by Alexander Wilson but that figure was not verified by later ornithologists. Several key plumage characteristics separated the heath hens from their Great Plains counterparts: heath hens generally displayed a strong reddish hue in their plumage, especially in their crop area, and much thicker barring throughout the breast and sides. Their pinnae (horns) were generally pointed, and tails were a greyish brown.

Extinction.

Owing to intense hunting pressure, the population declined rapidly. Perhaps as early as the 1840s, at any rate by 1870, all heath hens were extirpated on the mainland. There were about 300 left on the island of Martha's Vineyard, off Massachusetts, but by 1890 this number had declined to 120–200 birds, mainly due to predation by feral cats and poaching. By the late 19th century, there were about 70 left. These were protected by a hunting ban and by the establishment in 1908 of the "Heath Hen Reserve" (today the Manuel F. Correllus State Forest), and the population rapidly grew to almost 2,000: by the mid-1910s, observing the birds on their lekking grounds had become something of a tourist attraction. However, a destructive fire during the 1916 nesting season, severe winters, an unusual influx of predatory northern goshawks, inbreeding, an excess number of male individuals and apparently an epidemic of blackhead disease (which might have been transmitted by poultry) brought the numbers down quickly; after a last recovery to 600 in 1920, the population began its final decline.  In 1927, only 11 males and two females remained– despite being afforded the best protection according to contemporary science; that number had declined to a handful, all males, by the end of the year. After December 8, 1928, apparently only one male survived,lovingly nicknamed "Booming Ben". He was last seen on his traditional lekking ground between West Tisbury and today's Martha's Vineyard Airport on March 11, 1932 – early in the breeding season - and thus presumably died, about 8 years old, days or only hours afterwards from unknown causes.  Heath hens were one of the first bird species that Americans tried to save from extinction. As early as 1791, a bill "for the preservation of heath-hen and other game" was introduced in the New York State legislature. Some representatives misinterpreted the bill when it was read as an act to protect "Indians and other "; Although the legislation was passed, it turned out to be unenforceable.  Although the effort to save the heath hen from extinction was ultimately unsuccessful, it paved the way for conservation of other species. The establishment of the reserve on the open shrubland of what was then called the Great Plain in the Vineyard may have accelerated the heath hen's extinction. Fires were a normal part of the environment, but with the attempt to suppress fires instead of enforcing ecological succession with controlled burns, open habitat quality decreased and undergrowth accumulated until a normally limited fire would have disastrous consequences, as it did in 1916.Lack of awareness of the region's historical fire ecology also led the state legislature to require firebreaks when protecting the heath hen.  Realizing the degradation that has affected the State Forest (and although it does hold remarkable biodiversity, prevents it from being utilized to its full potential), reestablishment of the original shrubland/heath/woods mosaic and eventual introduction of the closely related greater prairie chicken as an "umbrella species" that serves as an indicator of good habitat quality has been discussed since the late 1990s.

The heath hen ("Tympanuchus cupido cupido") was a distinctive subspecies of the greater prairie chicken, "Tympanuchus cupido", a large North American bird in the grouse family that became extinct in 1932. It is sometimes considered a separate species.

Das Heidehuhn ("Tympanuchus cupido cupido"), manchmal auch als Cupidohuhn bezeichnet, war eine unverwechselbare Unterart des Präriehuhns ("Tympanuchus cupido"), eines großen nordamerikanischen Vogels aus der Familie der Fasanenartigen. Möglicherweise war es auch eine eigenständige Art.


Plot.

DeepStar Six is an experimental deep sea US Naval facility, crewed by a mix of 11 military and civilians, now in the final week of their tour. The project is headed by John Van Gelder (Marius Weyers), in order to test underwater colonization methods, while overseeing the installation of a new nuclear missile storage platform. Already nearing his deadline, Van Gelder's plans are threatened when geologist Burciaga (Elya Baskin) discovers a massive cavern system under the site. Van Gelder orders the use of depth charges to collapse the cavern, to the dismay of Dr. Scarpelli (Nia Peeples), who wants to study the potentially primordial ecosystem inside.  The ensuing detonation collapses part of the seabed, forming a massive fissure in the ocean floor. Submarine pilots Osborne (Ronn Carroll) and Hodges (Thom Bray) send an unmanned probe to explore, but lose contact and venture in after it. Upon finding the probe, they detect a large sonar contact moments before being attacked and killed by an unseen force. The unseen aggressor then attacks the observation pod, leaving Joyce Collins (Nancy Everhard) and a dying Burciaga trapped inside as it teeters on the edge of the ravine. Captain Laidlaw (Taurean Blacque) and submarine pilot McBride (Greg Evigan) - who is also Collins' lover - attempt a rescue. They dock with the pod and rescue Collins, but the unstable hatch door closes on Laidlaw. Mortally wounded, he floods the compartment, forcing McBride and Collins to return and leave without him.  The remaining crew now prepare to abandon the base, but the missile platform must first be secured. Without Laidlaw, facility technician Snyder (Miguel Ferrer) is forced to interpret the unfamiliar protocol. When prompted by the computer to explain the reason, Snyder reports "aggression" (due to the creature), which the computer interprets as an enemy military force and advises to detonate the missile warheads. He complies and the resulting nuclear explosion creates a shockwave that damages DeepStar Six and the cooling system for the base's nuclear reactor. With failed life support, they begin repairs to restore power and pressure for the decompression procedure.  Engineer Jim Richardson (Matt McCoy) ventures outside in a JIM suit to effect repairs, but the creature comes after him, leading Scarpelli to conclude it's attracted to light. The crew retrieves his suit and haul him through the airlock, but the creature (resembling a mutant Eurypterus) forces its way inside and bites him in half. The team retreats as the creature consumes the panic-stricken Scarpelli. Arming themselves with shotguns and harpoons with explosive carbon-dioxide cartridges, they venture back in to finish repairs. They succeed, but the creature attacks and Van Gelder dies when he accidentally backs into Snyder's harpoon, before they escape to the medlab. Already badly stressed, Snyder quickly begins to unravel with guilt and fear. After a hallucination of Van Gelder, Snyder jumps into the escape pod and launches. Because he has not undergone decompression, the pressure changes from the ascent cause him to burst.  McBride swims through the flooded base to the mini-sub, to use it as their means of escape. While he's gone, the creature bursts into the medlab and Diane Norris (Cindy Pickett) attacks it with an overcharged defibrillator. Norris electrocutes herself and the creature as it attacks her, allowing Collins and McBride to escape, fleeing before the reactor goes critical. The sub breaches the surface, where they deploy a raft, only for the creature to emerge. McBride discharges the mini-sub's fuel, then fires a flare, killing the creature as the sub explodes. McBride soon resurfaces and joins Collins, as they wait for a Navy rescue team to arrive.

Production.

Producer Cunningham developed the idea in 1987 with the express purpose of being the first release on the slate of upcoming underwater action/sci-fi films. Originally, Robert Harmon was going to direct the film. However, when he left, Cunningham stepped in to direct the film with a budget of $8,000,000.  The creature was initially designed by Chris Walas, who then turned his production designs over to FX head Mark Shostrom. Shostrom made slight alterations and changed the creature's color scheme. The underwater scenes were shot in Malta, in The Rinella Tank at Fort Ricasoli.

Release.

The film was released by TriStar Pictures in the United States on January 13, 1989. It opened on 1,117 screens and debuted in eighth place with a weekend total of $3,306,320. Its final box office total was $8,143,225. "DeepStar Six" was the first release of several underwater-themed feature movies released during 1989, including "Leviathan", "The Evil Below", "Lords of the Deep", "The Rift" ("Endless Descent") and "The Abyss". With the exception of "The Abyss", none of these films were box office hits.

Reception.

"DeepStar Six" was poorly received by critics and audience members. On review aggregator website Rotten Tomatoes, the film has a very negative rating of 0%, based on 7 reviews, with an average rating of 2.5/10. "Variety" gave the film a negative review, calling the film "diluted by implausibility" due to the monster's appearance being unrealistic rather than threatening, also criticizing the lack of centralized characters. "Time Out" criticized the film's predictability and dialogue, stating that the only inventive aspect of the film was the design of the monster. Summarizing, "Cunningham apes Ridley Scott and James Cameron competently enough, and there are scary moments, but he has not got the 'vision thing'. This simply rehashes the phony trappings of countless TV shows, to baldly go where we have been before". Janet Maslin from "The New York Times" gave the film a negative review, criticizing the film's predictability, and lack of suspense; also criticizing the film's dialogue.

DeepStar Six is a 1989 American science fiction horror film about the struggles of the crew of an underwater military outpost to defend their base against the attacks of a sea monster (possibly a giant eurypterid). It was released in January 1989. The film's main actors and supporting players included Greg Evigan, Taurean Blacque, Nancy Everhard, Cindy Pickett, Miguel Ferrer, Nia Peeples and Matt McCoy.

Deep Star Six (Alternativtitel: DeepStar Six – Das Grauen in der Tiefe) ist ein US-amerikanischer Science-Fiction-Film von Sean S. Cunningham aus dem Jahr 1989. Der Film startete am 13. April 1989 in den deutschen Kinos.


International relations.

Landerneau is twinned with the towns of Caernarfon in Gwynedd in Wales and Hünfeld in Germany.

Music festival.

Each year in August a music festival called "Fête du bruit dans Landerneau" takes place in Landerneau. "Fête du bruit dans Landerneau" means "festival of noise in Landerneau". When spoken it sounds identical to "faites du bruit dans Landerneau" which means "make some noise in Landerneau". This is a play on words based on the homophones "fête" and "faites". It also a play on words based on a French expression "Cela va faire du bruit dans Landerneau" meaning "That gonna make some noise in Landerneau". The origins of the expression is not clear. The first theory is from a 1796 theater drama, "Alexandre Duval's Les Heritiers", after a famous sailor declared dead is back to his hometown, Landerneau. "His death will make some noise in Landerneau" text said. The second theory is from the "Bagne de Brest" (Brest's Prison between 1749 and 1848). When a prisoner escapes, the prison's cannons were fired to alarm the area of the evasion. The noise of the canons could be heard from Landeneau, 22 kilometers (14 miles) away.

Population.

Inhabitants of Landerneau are called in French "Landernéens". At the census of 1999, the town had a population of about and at the census of 2010, the town had a population of about 15 272 (an increase of 7%). It the 6th biggest city of Finistère Departement and the 617th nationwide.

Breton language.

Landerneau has many bilingual signs (French and Breton), and is the first town where the indications in the local station were made bilingual, as a result of the "Ya d'ar brezhoneg" charter of the "Ofis ar Brezhoneg".  The municipality launched a linguistic plan through Ya d'ar brezhoneg on 12 December 2004. In 2008, 12.46% of primary-school children attended bilingual schools.

Schools.

There are eight (private and public) preschools and primary schools in the town, including a Diwan school, and two high schools.

Landerneau (;, ) is a commune in the Finistère department of Brittany in north-western France. It lies at the mouth of the Elorn River which divides the Breton provinces of Cornouaille and Léon, east of Brest. The name is from Lan Terneo and can mean "(religious) enclosure of St Ténénan ()": allegedly a Welshman who also had in the Vale of Clwyd in North Wales and in Somerset, and who moved to Brittany in the 7th century. Lann means a religious sacred place. The town has been founded by Saint Arnoc, some times called Ternoc and confusion can occur with Saint Ténénan. Some sources point Saint Arnoc and Saint Ténénan as the same person. It was an important centre of the flax and linen industries in the 16th and 17th centuries. Landerneau is also the hometown of Édouard Leclerc, a businessman and entrepreneur who founded the French supermarket chain E.Leclerc in 1948. His first store applies a hard competition with other supermarket chains with local made products and lower prices. Leclerc's new methods of sales are still applied in all supermarkets and hypermarkets and marks an evolution in the market's history. The town is actually the heart of the agricultural market in northwest Brittany with several agribusiness companies headquarters located in the town.

Landerneau (bretonisch "Landerne") ist eine französische Gemeinde in der Region Bretagne im Département Finistère mit Einwohnern (Stand ). Brest liegt 18 Kilometer südwestlich, Rennes circa 180 Kilometer ostsüdöstlich und Paris etwa 480 Kilometer östlich. Die Stadt liegt an der Trichtermündung des Élorn, die bis Landerneau schiffbar ist.


Playing career.

Minor.

Although he was born in Guelph, Ontario, Couture spent most of his youth growing up in Birr, near London, Ontario. He started playing minor hockey with the Lucan Irish (DD) of the Ontario Minor Hockey Association (OMHA)'s Southwestern Ontario League.  Couture led his Lucan Irish Novice team to the OMHA's Red Lobster Cup for a SW Ontario title in 1998 and an OMHA All-Ontario DD title in 1998. His Irish Atom team also won the OMHA Ontario DD title in 2001. Both of those teams also won the International Silver Stick 'C' championships. He then moved to London and played three years with the 'AAA' London Junior Knights of the Minor Hockey Alliance League, where he was a teammate of current Los Angeles Kings defenceman Drew Doughty. After his Bantam year with the Jr. Knights, Couture signed with the Junior B St. Thomas Stars.

Junior.

In May 2005, Couture was drafted by the Ontario Hockey League (OHL)'s Ottawa 67's 12th overall in the 2005 OHL Priority Draft. He went on to score at a near point-per-game pace as a rookie with 64 points in 65 games in 2005–06, third in league rookie scoring behind John Tavares and Sergei Kostitsyn. The next season, in 2006–07, Couture was added to the OHL roster for the 2006 ADT Canada-Russia Challenge, replacing Jordan Staal, who was retained by the NHL's Pittsburgh Penguins. Couture was also selected to play for the Eastern Conference in the 2007 OHL All-Star Game, winning the shooting accuracy competition. After completing his second OHL season, where he improved to 78 points in 54 games, Couture was drafted ninth overall by the San Jose Sharks in the 2007 NHL Entry Draft.  Returning to the 67's in 2007–08, Couture's production dipped to 58 points in 51 games, his lowest major junior total. He had also been named to the 2008 OHL All-Star Game, but was replaced by Michael Swift of the Niagara IceDogs due to injury. Next season, in 2008–09, he finished in ninth place in league scoring with 39 goals and 48 assists for 87 points in 62 games. He also appeared in the 2009 OHL All-Star Game. Near the end of the season, he was named OHL Player of the Week on March 16, 2009, following an eight-point performance in three games.

Professional.

On October 25, 2009, Couture made his NHL debut for the San Jose Sharks against the Philadelphia Flyers. He scored his first NHL goal on November 5, 2009, against Chris Osgood of the Detroit Red Wings. On April 22, 2010, Couture scored his first two playoff goals against the Colorado Avalanche in Game 5 of the first round of the 2010 Stanley Cup playoffs. He scored the game-tying goal in Game 3 in the second round against the Red Wings.  Couture was also an integral part of the success of the 2009–10 American Hockey League (AHL)'s Worcester Sharks, as he played 42 games and scored 20 goals and 33 assists for 53 points. He was a league-leader with nine game-winning goals and was named to the AHL All-Rookie Team. He was also voted onto the AHL All-Star starting line-up for AHL Team Canada, and finished the game with a goal and two assists as well as scoring a shoot-out goal.  Couture played his first full season with the Sharks in 2010–11 and finished with 32 goals (second among rookies) and 56 points (also second). He earned a nomination for the Calder Memorial Trophy for these achievements, along with the New York Islanders' Michael Grabner and the Carolina Hurricanes' Jeff Skinner, the latter of which who won the award.  On August 26, 2011, Couture signed a two-year, $5.75 million extension through to the 2013–14 season. During the 2012–13 NHL lockout, Couture played for Genève-Servette HC of the Swiss National League A. In the 2012–13 NHL season, when play resumed after the lockout, Couture played in all 48 regular season and 11 playoff games with the Sharks, leading the team in goals (21), blocks among forwards (51), game-winning goals (5), shots (151) and power play goals (7).  On July 5, 2013, the Sharks announced that the club had signed Couture to a five-year, $30 million contract extension, which would come into effect on July 1, 2014. On December 29, 2013, against the Anaheim Ducks, Couture scored his 100th career regular season goal. On January 6, 2014, the Sharks reported that Couture would have surgery to repair a wrist injury on January 8; he missed six weeks as a result.  After the 2014 seven-game playoff series loss to the eventual Stanley Cup champions Los Angeles Kings, Couture underwent surgery on his hand to repair an injury suffered in a fight with the Kings' Mike Richards in Game 6.  During the 2015–16 season, Couture suffered a broken fibula in a practice, and in the second game after he returned to play from that injury he suffered an arterial bleed which required remedial surgery. These injuries caused him to miss 30 games. However, he bolstered the San Jose Sharks line-up upon his return and helped lead the team all the way to the Stanley Cup finals, where they lost in six games to the Pittsburgh Penguins. Couture led all players in playoff assists (20) and scoring (30).  In August 2016, Couture was named to the Team Canada team for the 2016 World Cup of Hockey, replacing the Dallas Stars' Jamie Benn.  On July 1, 2018, he signed an eight-year, $64 million contract extension with the Sharks.  During the 2018–19 season, Couture amassed a personal-best 70-point season. During the 2018–19 playoffs the Sharks advanced as far as the 3rd round, losing to the eventual Stanley-Cup champion St. Louis Blues in 6 games. Despite not playing in the championship final round, Couture still led all playoff players in goals with 14, and finished third overall in playoff scoring with 20 points.  Prior to the 2019–20 season, Couture was named the Sharks captain. It was his first captaincy since his junior career with the Ottawa 67's in 2008–09. He fractured his left ankle on January 9, 2020.

Personal life.

Couture was born in Guelph, Ontario, to Chet and Lori. At birth, there was a NHL-future omen: The delivery-room nurse Bernadette Devorski is the mother of NHL referee Paul and NHL linesman Greg Devorski.  Couture has a younger brother by two years, Judson. He grew up in a small town called Birr, just north of London, Ontario. He attended Prince Andrew Public School and Northridge Public School for grades seven and eight, In 2003 Logan graduated from Northridge. Couture then attended A.B. Lucas Secondary School for all of high school.  Coming from an athletic family, his father, Chet Couture, is a London Fire Department Captain who played OHA senior hockey for 13 years and was a veteran Ontario Lacrosse League (OLA) and National Lacrosse League (NLL) referee, while his mother, Lori, a graduate of Brock University, was a physical education teacher at Lucas Secondary School. Logan's grandfather on his mother's side, the late Cy Lemon, is a Canadian Lacrosse Hall of Fame inductee. His uncle Brian Lemon is a former nine-year veteran Major Indoor Lacrosse League (MILL) pro lacrosse and OLA lacrosse player, and is the current NLL vice-president of operations. On his father's side, his late grandfather, Bob Couture, was a skilled softball pitcher and guitar player. Growing up, Couture was an exceptional athlete excelling specifically in hockey, lacrosse and baseball, where he was a two-time Honda Canada/Toronto Blue Jays "hit-run-throw" contest Canadian national champion in his age group. Couture decided at age 13 to drop the pursuit of baseball for the game of hockey. He is also a fan of the National Football League’s Buffalo Bills.

Logan Couture (born March 28, 1989) is a Canadian professional ice hockey centre currently serving as captain for the San Jose Sharks of the National Hockey League (NHL). He was drafted by the Sharks ninth overall in the 2007 NHL Entry Draft.

Logan Couture (* 28. März 1989 in Guelph, Ontario) ist ein kanadischer Eishockeyspieler, der seit 2010 bei den San Jose Sharks aus der National Hockey League unter Vertrag steht und für diese auf der Position des Centers spielt. Seit September 2019 führt er das Team als Kapitän an.


Club career.

Newcastle United.

Thompson was born in Newcastle upon Tyne, Tyne and Wear. He began his career at his hometown club Newcastle United, progressing through their youth system before signing a professional contract on 11 March 1991.

Bolton Wanderers.

He moved to Bolton Wanderers in 1993. He scored for Bolton with a spectacular shot from just inside the opponent's box at Wembley in the 1995 League Cup Final in a 2–1 defeat to Liverpool. Thompson was integral to the Bolton Wanderers team that gained promotion from the third tier, winning the 1994–95 play-offs and to the Premier League in 1996–97 (Champions).  He also scored the first ever competitive goal at the Reebok Stadium in a match against Tottenham Hotspur. Two years earlier, he had been the scorer of their first ever Premier League goal on the opening day of the 1995–96 season in a 3–2 defeat to Wimbledon at Selhurst Park.

Aston Villa.

Thompson moved to Aston Villa in 1998 for a £4.5 million fee.

Celtic.

Thompson moved to Celtic in 2000 for £2.75 million during manager Martin O'Neill's first season at the club. He was an integral part of the Celtic team that reached the 2003 UEFA Cup Final where Celtic lost 3–2 in extra time to Porto.  Thompson scored the only goal in the 2005 Scottish Cup Final for Celtic against Dundee United to give the outgoing O'Neill his seventh trophy whilst in charge of the club. He also scored the winning goal against Rangers in two separate Old Firm derby matches and seven against Rangers in all. He had mixed fortunes in Old Firm matches, however, being sent off three times, all at Ibrox Stadium. Thompson scored a spectacular goal in the dying minutes as Celtic beat Rangers in the first Old Firm match of 2004–05, in turn securing Celtic's seventh consecutive win over their Glasgow rivals. Thompson scored several important goals in European competition for Celtic as well; including the opening goal in Celtic's 2–0 win over Liverpool at Anfield in March 2003 during Celtic's run to the UEFA Cup Final, and he scored against Barcelona at Parkhead in a 1–0 win a year later to help Celtic reach the quarter-finals of the same tournament.  Under Celtic manager Gordon Strachan, Thompson fell out of favour and found first team opportunities very limited, often not even securing a place on the substitutes' bench.

Leeds United.

On 12 January 2007, Thompson secured a loan move to Championship club Leeds United until the end of 2006–07 in a bid to play first-team football.  On 20 January 2007, Thompson made his debut for Leeds against West Bromwich Albion and scored in a 3–2 defeat. In his next appearance, he scored a trademark free kick; the winning goal against Hull City in a 2–1 victory. Thompson left Leeds at the end of the 2006–07 season after his loan period and Celtic contract ended. His agent commented "He was very happy at Leeds, and there's a chance he could go back there.".  Thompson signed a one-year contract with Leeds on 9 August 2007. He was made club captain for 2007–08, their first in League One He scored from a free kick against Southend United in the first home league match of the season.  Thompson was made acting assistant manager after the departure of Gus Poyet, but returned to his playing role upon the arrival of Dave Bassett. In January 2008, he joined another League One club, Hartlepool United, on a one-month loan deal, scoring once against Luton Town. He spent a spell out of the team injured, before returning to feature in the squad for Leeds' play-off campaign, although he did not play. He retired at the end of the season, at the age of 34.  Thompson ended his playing career on 28 May 2008 after 17 years as a professional. He said: "I've had a good career but I've decided to call it a day. I'll take a bit of time out but I'd like to stay in the match. The high point was playing for England against Sweden in 2004 but I've got plenty of good memories."

International career.

Thompson was capped by England at youth, under-21 and B levels, before earning one cap for the senior team, when he was picked by Sven-Göran Eriksson for a friendly against Sweden in 2004. As a result, he became the first Celtic player to have won an England international cap whilst playing his club football for the Glasgow club.

Coaching career.

On 16 July 2008, Thompson was appointed new academy coach at Newcastle United. It was his former boss Kevin Keegan that handed him the role of looking after the club's young talents. He was the club's reserve-team coach for the 2009–10 season. On 4 June 2010, Thompson left Newcastle by mutual consent and on 17 June 2010 he was announced as the new first-team coach at Celtic, working under his former teammate Neil Lennon. Thompson was dismissed from his role at Celtic on 3 June 2012.  He was appointed development squad coach at Championship club Birmingham City in June 2014, but when manager Lee Clark and assistant Steve Watson were dismissed in October, Thompson left the club by mutual consent a few days later.  After a spell as first-team coach with Clark during his time at Blackpool, the pair re-united again in February 2017 with Thompson becoming Clark's assistant at Bury. On 30 October 2017, Thompson was dismissed as assistant manager at Bury.

Personal life.

Thompson's cousin David Longstaff is a former British international ice hockey player, whose sons Sean and Matty are footballers developed at Newcastle United.

Honours.

Bolton Wanderers  Celtic  Individual

Alan Thompson (born 22 December 1973) is an English former professional footballer who played as a midfielder. He made 550 appearances for six different clubs and was capped by England against Sweden in 2004.

Alan Thompson (* 22. Dezember 1973 in Newcastle) ist ein englischer ehemaliger Fußballspieler und aktueller -trainer. Seit 2010 ist er im Dienst von Celtic Glasgow.


History.

2011 restart, controversy and reclosure.

In early 2011, Units 2 and 3 were suspended for routine maintenance. Following the Tohoku earthquake, Kyushu Electric voluntarily sought reapproval with the town of Genkai and Saga prefecture to make sure that there would be no objection to turning the reactors back on. Negotiations extended several months past the normal restart time. Because Units 2 and 3 were not restarted for the summer, Kyushu was expected to have an electricity shortage and only be able to meet 85% of normal summer needs.  After the mayor of Genkai extended his approval, the larger consensus of Saga prefecture was sought. A meeting was organized to inform the people in the district and to get permission to restart the reactors. The meeting was broadcast live on TV and the internet, and viewers were invited to submit their opinions by e-mail or fax. Later, the Japanese Communist Party paper "Akahata" learned that the board of the Kyushu Electric Power Company had requested employees of the plant to send emails to this meeting encouraging the restart. Later it was admitted that not only employees of the utility but the workers of 4 affiliated firms too, more than 1,500 people in total, received such requests.  At the same time as this crisis broke, Prime Minister Naoto Kan unexpectedly requested more stress tests of the reactor. This seemed to imply, despite the earlier assurances of the national government, that the routine maintenance and additional post-earthquake tests had not been sufficient to clear the reactors for restart, and that the mayor of Genkai had therefore approved the restart without complete information about the reactors' safety. As a result, the mayor rescinded his approval. The governor of Saga, who had not yet given his approval, also expressed surprise. Chief Cabinet Secretary Yukio Edano flew to Saga prefecture immediately to apologize to the governor in person. On July 9, Kan also apologized.  On 2 November 2011 the No. 4 reactor, the newest model, was restarted. The reactor was the first in Japan to resume operations after the March accident at Fukushima Daiichi nuclear plant. In December the reactor was stopped again for a regular inspection.  On 9 December 2011 a leak was discovered in the cooling system of reactor No. 3. An alarm was triggered when the temperature rose to over 80C at the base of one of the pumps, but this alarm did not indicate the leakage of 1.8 cubic meters of radioactive water, because the water did not go outside the purification system. After the leak was discovered Kyushu Electric failed to report the troubles in full to the local government. Only the failure of the pumps in the system for the No. 3 reactor were mentioned.  As of September 2012, Saga prefecture was aiming to have the Genkai reactors permanently retired after 40 years of operation, meaning that reactor 1 would close in 2015. A citizens' group sued to have the reactors shut down immediately, but the state argued that there is no process in Japanese law that could cause an industry's operations to cease through a civil, rather than criminal, action.  In February 2019 the Kyūshū Electric Power Company announced that unit 2 would be decommissioned ahead of its 40-year end of life in 2021, alongside the already agreed decommissioning of unit 1. Neither unit had operated since 2011.

Units 3 and 4 restart.

On 19 January 2017, units 3 and 4 received from NRA the confirmation of meeting the new regulatory standards. In February the town council voted in favor of re-running. In March, the Mayor, Tohru Kishimoto confirmed at a press conference approval to restart. The Mayor asked that storage of spent nuclear fuel in the same nuclear plant would be limited in time as possible. The Mayor stated that the restart is expected in summer as the early date.  On 23 March 2018 unit 3 was restarted after seven years out of production. The reactor was briefly shut down again only a week later, due to a steam leakage. According to the owner Kyushu Electric Power of the reactor there had been no radioactive pollution emitted. The reactor was restarted again on April 18. Unit 4 was restarted in June 2018.

Reactors on site.

All reactors at the Genkai plant use low enriched (3-4%) Uranium dioxide fuel. Genkai 1 belongs to the first generation of PWR built by Mitsubishi, based on imported technology. Genkai 2 is the first reactor of the second generation of Mitsubishi's PWR, fully using its own technology. Genkai 3 and 4 represent the third generation of Mitsubishi's PWR, with further improvements.

The is located in the town of Genkai in the Higashimatsuura District in the Saga Prefecture in Japan. It is owned and operated by the Kyūshū Electric Power Company.

Das Kernkraftwerk Genkai (jap. "Genkai genshiryoku hatsudensho") ist im Südwesten Japans im Ort Genkai im Higashimatsuura-gun der Präfektur Saga gelegen. Der Eigentümer ist die Kyūshū Denryoku (Kyushu Electric Power). Die Anlage besteht aus vier meerwassergekühlten Blöcken, die alle von Mitsubishi geliefert wurden.


Scope and goals.

UNL is designed to establish a simple foundation for representing the most central aspects of information and meaning in a machine- and human-language-independent form. As a language-independent formalism, UNL aims to code, store, disseminate and retrieve information independently of the original language in which it was expressed. In this sense, UNL seeks to provide tools for overcoming the language barrier in a systematic way.  At first glance, UNL seems to be a kind of interlingua, into which source texts are converted before being translated into target languages. It can, in fact, be used for this purpose, and very efficiently, too. However, its real strength is knowledge representation and its primary objective is to provide an infrastructure for handling knowledge that already exists or can exist in any given language.  Nevertheless, it is important to note that at present it would be foolish to claim to represent the “full” meaning of any word, sentence, or text for any language. Subtleties of intention and interpretation make the “full meaning,” however we might conceive it, too variable and subjective for any systematic treatment. Thus UNL avoids the pitfalls of trying to represent the “full meaning” of sentences or texts, targeting instead the “core” or “consensual” meaning most often attributed to them. In this sense, much of the subtlety of poetry, metaphor, figurative language, innuendo, and other complex, indirect communicative behaviors is beyond the current scope and goals of UNL. Instead, UNL targets direct communicative behavior and literal meaning as a tangible, concrete basis for most human communication in practical, day-to-day settings.

Structure.

In the UNL approach, information conveyed by natural language is represented sentence by sentence as a hypergraph composed of a set of directed binary labeled links (referred to as relations) between nodes or hypernodes (the Universal Words, or simply UWs), which stand for concepts. UWs can also be annotated with attributes representing context information.  As an example, the English sentence ‘The sky was blue?!’ can be represented in UNL as follows:  In the example above, "sky(icl>natural world)" and "blue(icl>color)", which represent individual concepts, are UWs; "aoj" (= attribute of an object) is a directed binary semantic relation linking the two UWs; and "@def", "@interrogative", "@past", "@exclamation" and "@entry" are attributes modifying UWs.  UWs are intended to represent universal concepts, but are expressed in English words or in any other natural language in order to be humanly readable. They consist of a "headword" (the UW root) and a "constraint list" (the UW suffix between parentheses), where the constraints are used to disambiguate the general concept conveyed by the headword. The set of UWs is organized in the UNL Ontology, in which high-level concepts are related to lower-level ones through the relations "icl" (= is a kind of), "iof" (= is an instance of) and "equ" (= is equal to).  Relations are intended to represent semantic links between words in every existing language. They can be ontological (such as "icl" and "iof," referred to above), logical (such as "and" and "or"), and thematic (such as "agt" = agent, "ins" = instrument, "tim" = time, "plc" = place, etc.). There are currently 46 relations in the UNL Specs. They jointly define the UNL syntax.  Attributes represent information that cannot be conveyed by UWs and relations. Normally, they represent information concerning time ("@past", "@future", etc.), reference ("@def", "@indef", etc.), modality ("@can", "@must", etc.), focus ("@topic", "@focus", etc.), and so on.  Within the UNL Program, the process of representing natural language sentences in UNL graphs is called UNLization, and the process of generating natural language sentences out of UNL graphs is called NLization. UNLization, which involves natural language analysis and understanding, is intended to be carried out semi-automatically (i.e., by humans with computer aids); and NLization is intended to be carried out fully automatically.

History.

The UNL Programme started in 1996, as an initiative of the Institute of Advanced Studies of the United Nations University in Tokyo, Japan. In January 2001, the United Nations University set up an autonomous organization, the UNDL Foundation, to be responsible for the development and management of the UNL Programme. The foundation, a non-profit international organisation, has an independent identity from the United Nations University, although it has special links with the UN. It inherited from the UNU/IAS the mandate of implementing the UNL Programme so that it can fulfil its mission.  The programme has already crossed important milestones. The overall architecture of the UNL System has been developed with a set of basic software and tools necessary for its functioning. These are being tested and improved. A vast amount of linguistic resources from the various native languages already under development, as well as from the UNL expression, has been accumulated in the last few years. Moreover, the technical infrastructure for expanding these resources is already in place, thus facilitating the participation of many more languages in the UNL system from now on. A growing number of scientific papers and academic dissertations on the UNL are being published every year.  The most visible accomplishment so far is the recognition by the Patent Co-operation Treaty (PCT) of the innovative character and industrial applicability of the UNL, which was obtained in May 2002 through the World Intellectual Property Organisation (WIPO). Acquiring the patents (US patents 6,704,700 and 7,107,206) for the UNL is a completely novel achievement within the United Nations.

Universal Networking Language (UNL) is a declarative formal language specifically designed to represent semantic data extracted from natural language texts. It can be used as a pivot language in interlingual machine translation systems or as a knowledge representation language in information retrieval applications.

Die Universal Networking Language (UNL) bedeutet "Universelle Netzwerksprache". Es handelt sich um eine formale, mathematische Sprache. Sie wird als internationales Kooperationsprojekt vom Institute of Advanced Studies (IAS) der Universität der Vereinten Nationen (UNU) in Tokio in Zusammenarbeit mit internationalen Partnern entwickelt. Ziel der Entwicklung ist der Abbau der Sprachbarrieren im Internet. Alle in den Vereinten Nationen vertretenen Sprachen sollen teilhaben.


Early life.

Robert Riskin was born on New York City's Lower East side to Jewish parents, Bessie and Jakob, who had emigrated from Czarist Russia to escape conscription. He and his two brothers and two sisters grew up speaking Yiddish. An enthusiast of the vaudeville stage, the teen-age Riskin took every opportunity to sneak into the theatre and catch the shows. He was a particular fan of the comedians who performed there, and he habitually transcribed their jokes into a notebook he carried with him. While still a teen-ager, Riskin took a job with a shirt-manufacturing firm, Heidenheim and Levy. The partners of this firm had a sideline business, investing in the new film industry. They sent the seventeen-year-old Riskin to Florida to run a production company for them. Riskin turned out one- and two-reel films until his enlistment in the Army during World War I.

Career.

At the end of the war, Riskin returned to New York City, where, in partnership with a friend, he found some success in producing plays for Broadway. Riskin began his career as a playwright, writing for many local New York City playhouses. Two of his plays, "Bless You, Sister" and "Many a Slip", had successful runs. Riskin continued his Broadway career until the 1929 stock market crash and the Great Depression caused many theatres to close.  Motion pictures had just adopted sound, and writers were needed who could write dialogue and were experienced with stage work. Riskin recognized he had the credentials and seized the opportunity by relocating to Hollywood. He moved to Hollywood in 1931 after Columbia Pictures bought the screen rights to several of his plays. His first collaboration with director Frank Capra was the Barbara Stanwyck vehicle "The Miracle Woman" (1931).  Riskin wrote several films for Columbia, but it was his string of hits with Capra that brought him acclaim. Riskin received Academy Award nominations for his screenplays and stories for five Capra films: "Lady for a Day" (1933), which Riskin had adapted from a Damon Runyon short story; "It Happened One Night" (1934), for which he won the Oscar"; Mr. Deeds Goes to Town" (1936) with Gary Cooper and Jean Arthur; "You Can't Take It with You" (1938) with Lionel Barrymore and James Stewart; and "Here Comes the Groom" (1951) with Bing Crosby and Jane Wyman.  Riskin joined Capra in an independent production company in 1939, but they fell out in 1941.  Riskin then became an associate producer for Samuel Goldwyn. When the U.S. entered World War II, he joined the Office of War Information in 1942, where he organized the OWI's overseas division.  Riskin returned to Hollywood in 1945, with the screenplay for "The Thin Man Goes Home" He had an uncredited collaboration on the 1946 film noir classic "The Strange Love of Martha Ivers".  Riskin and his brother Everett formed their own film company. Their first film, the minor James Stewart hit "Magic Town" (1946), was written and produced by Riskin, who also directed initially. The directing was finished by William A. Wellman. "Magic Town" has a similar flavor and tone to Riskin's Capra-directed films.  In 1950, Riskin suffered a debilitating stroke which left him unable to write. Riskin had completed the screenplay for "Half Angel" (1951) and the story for "Here Comes the Groom" (1951) before the stroke. Ironically, Capra was assigned to direct "Here Comes the Groom", and Riskin received a fifth Academy Award nomination for it.  He was an invalid until he died on September 20, 1955.  Riskin directed only one entire film, "When You're in Love" (1937), a minor musical starring Grace Moore and Cary Grant. Unsuccessful at the box office, "When You're in Love" is now remembered (if at all) for an unusual publicity stunt: silent film-star Louise Brooks was given a chance at a comeback by appearing as a chorus girl in this movie.

Relationship with Frank Capra.

From 1931 to 1938, Riskin and Capra collaborated on eight films as screenwriter and director. Riskin contributed to at least six other screenplays directed by Capra. These films were nominated for 29 Academy Awards, including eight nominations for Riskin and Capra, and won ten, including three for Capra and one for Riskin.  During this period, Riskin and Capra had what appeared to be a harmonious working relationship. Their personal relationship, however, was strained. Riskin was politically liberal, while Capra was a committed, conservative Republican. The protagonists of the Capra-Riskin films were described as “Capra’s Heroes”, when in fact they were more a product of Riskin’s ideology and social conscience.  In 1939, looking for creative autonomy unavailable in the studio system, Riskin and Capra formed an independent production company, Frank Capra Productions. The partnership was divided 65% for Capra, 35% for Riskin. In 1941, Capra directed Riskin's "Meet John Doe".  However, Riskin felt that Capra was taking all the credit for their films, including Riskin's share. Riskin came to resent Capra for this. This led to several confrontations with Capra during the production of "Meet John Doe". According to an account by Hollywood screenwriter David Rintels (which was denied by Capra), Riskin brandished 120 blank pages in Capra's face and challenged: "Put the famous Capra touch on "that"!"  After completion of just one film, "Meet John Doe", the association was dissolved. Riskin never willingly collaborated with Capra again.  During the time of his declining health, home confinement, and final residence at the Motion Picture & Television Country Home and Hospital, Riskin was regularly visited by old friends such as Edward G. Robinson, Jack Benny, and Irving Berlin. Long time friend and screenwriting colleague Jo Swerling and his wife remained devoted visitors. Conspicuously absent was Frank Capra, who never visited Riskin during the five years of his illness. Swerling was pained by Capra’s behavior, but Riskin refused to disparage Capra. He remained loyal to the man, calling him “his best friend”. The "Los Angeles Examiner" covered Riskin’s funeral in September 1955, describing the “notables” in attendance. The report also identified the “one man who wasn’t there”: Frank Capra.  In 1961, Capra directed "A Pocketful of Miracles", a remake of Capra and Riskin's 1933 collaboration "Lady for a Day", with a screenplay by Hal Kanter and Harry Tugend from the Riskin-Runyon material. It was Capra's last film.

Personal life and family.

Riskin married actress Fay Wray in 1942. They had three children: Susan (born 1936), Robert (born 1943), and Victoria (born 1945). (Susan was the child of Wray's first marriage and was adopted by Riskin in 1942.)  They remained married until his death. George Jessel read the eulogy at Riskin's funeral. Interment was at Inglewood Park Cemetery, Inglewood, California.  Riskin’s older brother, Everett (born 1895), was a Hollywood film producer (1934–52). He produced many noteworthy films, including "The Thin Man Goes Home", written by Robert.  A biography by Ian Scott, "In Capra's Shadow: The Life and Career of Screenwriter Robert Riskin", was published in 2006 by the University Press of Kentucky.

Awards.

Academy Awards.

Won: Nominated:

Robert Riskin (March 30, 1897 – September 20, 1955) was an American Academy Award-winning screenwriter and playwright, best known for his collaborations with director-producer Frank Capra.

Robert Riskin (* 30. März 1897 in New York; † 20. September 1955 in Beverly Hills, Kalifornien) war ein US-amerikanischer Drehbuch- und Theaterautor, sowie Filmproduzent und Filmregisseur.


Geography data.

The town is located on a hill in the Basento Valley on the western bank of the river Basento. Ferrandina is part of the "Collina Materana" and it is the fourth biggest town in Basilicata. Towns close are: Pomarico, Miglionico, Salandra, Pisticci, Grottole, San Mauro Forte and Craco. Ferrandin is from Matera and from Potenza.

Climate.

The typical Materan hill climate is very hot during the summer and cold and fresh during the winter. Rain fall is concentrated principally from October to May and snow in winter. Also heavy fog in the autumn-winter season.

History.

The towns roots go back as far as Magna Grecia, about 1000 BC. The original name was "Troilia", while its acropolis was called Obelanon (Uggiano). Troilia was built in memory of the Asia Minor city Troia by the Ancient Greeks. Ferrandina was named in honor of the father of King Frederick of Naples. In 1507 Ferdinand II of Aragon conferred it the title of 'Civitas'. Right after, the Dominicans created an agricultural center specialized in the production of wool, highly valued in the Kingdom of Naples.  In 1546 the Dominicans established the monastery of Saint Dominic. Ferrandina took part of the 1820 and 1860 rebellions. In March 1862, brigand leader Carmine Crocco confronted and destroyed here a company of Italian troops.  In September 1943, Ferrandina rose against the fascists. The farmers rebelled to expel and seize the land of fascist landlords. The town was cut off from electricity and telephones in an attempt to quench the protest. The provisional government sent to the city military troops, later followed by minister Mario Scelba, member of the provisional anti-fascist government of Southern Italy, arrived in Ferrandina.  In 2003 Ferrandina took part in protest against the Berlusconi government decision to build a nuclear waste center.

Ferrandina (Lucano: ) is a town and "comune" in the province of Matera, in the Southern Italian region of Basilicata. It is a center for production of high quality olive oil.

Ferrandina ist eine italienische Gemeinde in der Provinz Matera in der Region Basilikata. In Ferrandina leben Einwohner (Stand am ). Der Ort liegt 35 km südwestlich von Matera. Die Nachbargemeinden sind Craco, Grottole, Miglionico, Pisticci, Pomarico, Salandra und San Mauro Forte.