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38770666#0 | Parakaria | Parakaria is a cassava fermented alcoholic beverage Amerindians of Guyana. Like other cassava alcoholic beverages, parakaria is made by dual fermenting cassava (a large starchy root), which involves the use of an amylolytic mold (Rhizopus sp., Mucoraceae, Zygomycota) by chewing it. |
38770669#0 | MS MR | MS MR (pronounced "Miz Mister") are a New York-based American pop duo, consisting of vocalist Lizzy Plapinger and producer Max Hershenow. The duo are signed to IAMSOUND, Kitsuné and Columbia Records. Plapinger is also known for her work as co-founder of the New York City/London-based Independent record label Neon Gold Records. Their music has been characterized as indie pop, alternative rock, dream pop and dark wave. |
38770669#1 | MS MR | After both members graduated from Vassar College in 2010, MS MR released a four-song digital demo EP, "Ghost City USA" (2011), followed by two 2012 singles, "Hurricane" and "Fantasy". The music video for their debut single, "Hurricane", was released on April 26, 2012, with the single released on iTunes on July 10, 2012. It earned positive reviews for its "vintage" sound. The single charted at number 38 in Germany. |
38770669#2 | MS MR | "Hurricane" was included on their debut EP, "Candy Bar Creep Show", alongside the songs "Bones", "Dark Doo Wop" and "Ash Tree Lane". The EP was released on September 14, 2012. |
38770669#3 | MS MR | The music video for their second single, "Fantasy", was released on February 4, 2013. The song was later released on iTunes on March 8, 2013 and became a single of the week. |
38770669#4 | MS MR | Their debut album, "Secondhand Rapture", was released on May 10, 2013, and included all four songs from the prior EP. |
38770669#5 | MS MR | On July 17, 2015 they released their second album, "How Does It Feel". After touring for much of 2016, the band announced a hiatus in January 2017 while Plapinger focused on her solo project, LPX. |
38770669#6 | MS MR | MS MR's sound has been compared to Florence and the Machine, Lana Del Rey and Kavinsky. Despite growing up in London, Plapinger has no trace of an English accent; her parents are American and she attended an international school. |
38770678#0 | Giuseppe Bellisario | Giuseppe Bellisario (June 15, 1821 – 1896) was an Italian painter. |
38770678#1 | Giuseppe Bellisario | Bellisario was born in Naples, where he studied at the Institute of Fine Arts, under the mentorship of Francesco Oliva. He graduated with a pension of six ducats per month. At the Academy, he won a number of prizes. |
38770678#2 | Giuseppe Bellisario | At public exhibitions, he was often given a silver medal; in 1848, he was awarded a gold medal. In 1851, he was named professor of design at the Educandato Regina Coeli di Napoli; in 1860, he began teaching at the Institute of Fine Arts of Naples. |
38770678#3 | Giuseppe Bellisario | Bellisario was prolific, painting may portraits and producing many pictures and copies of sacred subjects. Described as a fervent Catholic, among his religious pictures are: "The Prodigal Son" ; "John the Baptist in the Desert"; "The Virgin of the Rosary"; two "Holy Family" paintings; two "Addolorate"; a "Deposition"; The "Apocalypse of St John" ; the "Dream of Baby Jesus" ; "The head of St John presented to Delilah"; Saint Filomena; "The Feeding of Baby Jesus"; three "St Louis Gonzaga" paintings; "The Martyrdom of St Bartholemew"; "St Francis of Assisi"; "St Jerome"; "The Divine Shepherdess" ; and "Christ on the Cross" |
38770678#4 | Giuseppe Bellisario | Among his other works are "Francesca da Rimini"; "La Regina Giovanna col suo drudo"; "The Challenge of Barletta"; "Isabella Orsini"; "Famine in Naples"; "The Massacre of the Naples Police in 1860"; "Markos Botzaris"; "Aristide e il Pastore" (Aristides of Athens); and "Bacchus". |
38770678#5 | Giuseppe Bellisario | One of his pupils was Leonardo De Mango. |
38770692#0 | Heneli Sa'afi | Heneli Sa'afi is a Tongan footballer who plays as a goalkeeper. |
38770698#0 | Premier Builders Guild | The Premier Builders Guild was a Pennsylvania-based organization that assisted small manufacturers of boutique guitars and amplifiers in producing and marketing their products. The group was founded by Michael Bernstein in 2009 in Arroyo Grande, California, and was brought to an end in 2016. |
38770698#1 | Premier Builders Guild | Brands associated with the guild include Fano Guitars, Tone King, Two-Rock Amplifiers, Gjika Amplification, and guitars by Gene Baker, Jason Z. Schroeder, Roger Giffin, Saul Koll, and Johan Gustavsson. |
38770708#0 | Matana Paongo | Matana Paongo is a Tongan footballer who plays as a defender. |
38770715#0 | Absent Without Leave (film) | Absent Without Leave is a 1992 New Zealand drama film directed by John Laing. It was entered into the 18th Moscow International Film Festival. |
38770717#0 | Samisoni Mafi | Samisoni Mafi is a Tongan footballer who plays as a defender for Lotoha'apai United and the Tonga national football team. He made his debut for the national team on November 22, 2011 in a 2–1 loss against American Samoa. |
38770726#0 | Klára Melíšková | Klára Melíšková (born 29 November 1971) is a Czech stage and film actress. She is the wife of actor Lukáš Hlavica, daughter-in-law of actor and painter Miloš Hlavica and actress Růžena Merunková and sister-in-law Anna Bendová. |
38770726#1 | Klára Melíšková | She studied an acting in alternative and muppets' theatre Theatre Academy of music Arts in 1999. |
38770730#0 | Simon Bamberger House | The Simon Bamberger Home, also known as Gardner Manor, is a house in Salt Lake City, Utah, United States, that was built in the 1880s. Its architectural style has been described as a transitional "Pre-Victorian, neo-Greek Revival" type, having obvious characteristics of grandeur and power. It has pilasters, window bays, and a classical Greek entablature. The house is significant primarily for its association with Simon Bamberger, an immigrant who was elected as the fourth governor of Utah in 1916. Bamberger was the first owner of the home. |
38770730#1 | Simon Bamberger House | The house was listed on the National Register of Historic Places in 1975. |
38770732#0 | Majid (film) | Majid is a Moroccan film written and directed by Nassim Abassi, starring Brahim Al Bakali and Lotfi Sabir. The film premiered at the Leighton House Museum with the Mena Film Festival. |
38770732#1 | Majid (film) | The main character, a ten-year-old Moroccan orphan named Majid, has recently moved to Mohammedia with his brother. His brother is an appealing and careless drunk. Majid makes very little money on the streets selling books, and lives a very simple and disheartening life. From the start of the film, Majid is having reoccurring nightmares and soon realizes that he cannot remember his deceased parents' (who had died in a fire) faces anymore. He also realizes that he has no photographs of his parents, except for a ruined family photograph, in which his parents' heads are burnt away from the photo due to the fire. He meets a new street-smart friend named Larbi, who helps him on the journey to find a photograph of his parents. This search leads them to the big city of Casablanca where they come face to face with many dangerous events and become part of a moving adventure.Nassim Abassi was brought up in Morocco, and had many inspirations for the film "Majid". Abassi had stated: |
38770732#2 | Majid (film) | The film was greatly received by many critics. Raphael Cormack had written in the "Arab Review" that the film is "both genuinely funny and genuinely moving". The film had also won numerous awards like in Morocco's National Film Festival, Rotterdam Arab Film Festival and many more. |
38770736#0 | Akoli Mafi | Akoli Mafi is a Tongan footballer who plays as a midfielder. |
38770751#0 | Sitenilesili Mafi | Sitenilesili Mafi is a Tongan footballer who plays as a defender. |
38770754#0 | Brad McKay | Brad McKay (born 26 March 1993) is a Scottish professional footballer who plays as a defender for Scottish Championship club Inverness Caledonian Thistle. McKay has previously played for Heart of Midlothian and St Johnstone, as well as Penicuik Athletic, Stenhousemuir and Dunfermline Athletic on loan. |
38770754#1 | Brad McKay | McKay grew up supporting Heart of Midlothian (Hearts) and joined the club from local side Edinburgh City in July 2010, aged 17. During the 2010–11 season he gained some experience on loan at junior side Penicuik Athletic, winning their Players' Player of the Year award. McKay was included in the first team squad for the first time on 17 December 2011, when he was an unused substitute against Dunfermline. In May 2012, he signed a 12-month contract tying him to the club until at least the summer of 2013. In November McKay was loaned to Second Division side Stenhousemuir on a month's loan deal, he returned to Hearts after making four league appearances. In February 2013, McKay signed a further one-year extension committing him to the club until the summer of 2014. On 10 March 2013, McKay made his first team debut coming on as a 38th-minute substitute at Easter Road in a Scottish Premier League match against Hibernian, replacing the injured Fraser Mullen in a 0–0 draw. Throughout the pre-season of 2014–15 season McKay was given the opportunity to captain his boyhood club by head coach Robbie Neilson when club captain Danny Wilson was not on the field. McKay played less frequently during the 2014–15 season, as he was unable to break a defensive partnership of Wilson and Alim Ozturk. |
38770754#2 | Brad McKay | In February 2015 it was announced that McKay had signed a pre-contract agreement with St Johnstone. He moved there as a free agent on a two-year contract in the summer of 2015. and made his league debut against his former side Hearts on 2 August, his mistake costing an early goal as St Johnstone lost 4–3. |
38770754#3 | Brad McKay | After playing just 3 matches for the Saints, McKay was loaned out for the remainder of the season to Scottish League One side Dunfermline Athletic, primarily to provide cover for the recently injured Marc McAusland. McKay made his debut for the Pars in a Scottish Cup match against Scottish Premiership side Ross County. His first half challenge on Alex Schalk conceded a penalty which allowed the Staggies to take a 2–1 lead at half time. McKay redeemed himself however by scoring a header from a Michael Paton corner in the 56th minute, with the match finishing 2–2. McKay's contribution to the side helped Dunfermline to win the Scottish League One title, his second league title in as many years. |
38770754#4 | Brad McKay | McKay returned to Perth at the end of his loan spell, however he was released by St Johnstone on 29 August 2016, after being deemed surplus to requirements by manager Tommy Wright. |
38770754#5 | Brad McKay | On 31 August 2016, McKay signed for Inverness Caledonian Thistle on a two-year contract after being released by fellow Scottish Premiership side St Johnstone.
McKay is known by his nickname 'Angry Man', due to his dislike of losing. |
38770762#0 | Ilalio Leakona | Ilalio Leakona is a Tongan footballer who plays as a central defender. |
38770769#0 | Ministry of Religious Affairs and Endowments (Algeria) | The Ministry of Religious Affairs and Wakfs (, ) is a ministry of Algeria. Its head office is in Hydra, Algiers. |
38770779#0 | List of amylase induced fermentations | This is a list of amylase induced fermentations. Saliva can be used as a source of the enzyme amylase to break down complex sugars into simple sugars. These simple sugars can then undergo fermentation by micro-organisms. Dual fermentation refers to fermentation by more than one micro-organism. |
38770781#0 | Sione Teu | Sione Teu is a Tongan footballer and referee who plays as a defender. He participated as a referee at the 2014 OFC U-20 Championship |
38770790#0 | Hindustan Aircraft G-1 | The Hindustan Aircraft G-1 was a Second World War Indian transport glider, the first design of Hindustan Aircraft Limited, only one glider was built. |
38770790#1 | Hindustan Aircraft G-1 | The G-1 was designed in 1941 and 1942 and was a ten-seat semi-monocoque wooden glider. The fuselage was covered with 2-ply molded plywood with the rudder and elevators fabric covered. The single-spar cantilver wing had spoilers on the upper surface. The cockpit had dual controls for a pilot and co-pilot in tandem and the enclosure had framed transparent plastic panels for increased visibility, the cockpit enclosure could be removed to allow access and was jettisonable in an emergency. The rear fuselage had room for eight passengers with a large door on the right-hand side, the plastic windows in the fuselage had gun ports to allow the troops to fire rifles during the flight. One prototype was built with parts produced for a further ten gliders, only the prototype flew and the other ten were not assembled. |
38770796#0 | Prince Mirian of Georgia | Mirian (; , "Mirian Irakliyevich Gruzinsky") (19 August 1767 – 15 October 1834) was a Georgian prince ("batonishvili") of the Bagrationi dynasty, born to King Heraclius II and Queen Darejan Dadiani. After Heraclius placed his kingdom under the Russian protectorate in 1783, Mirian entered the Russian army, attaining to the rank of major general. He reconciled with the Russian annexation of Georgia in 1801, departing to St. Petersburg, where he ended his days as a senator of the Empire. Of some literary talent, Mirian translated from Russian and himself composed poetry. |
38770796#1 | Prince Mirian of Georgia | Mirian was born in 1767 into the family of Heraclius II, King of Kartli and Kakheti and his third wife Darejan née Princess Dadiani. He was the fifth son and the ninth child born of this union. Upon signing of the Treaty of Georgievsk between Heraclius II and Catherine II of Russia in 1783, Mirian and his brother, the hierodeacon Anton, journeyed to St. Petersburg and were attached to the Imperial court. On this occasion, Mirian was commissioned into the Russian service as a colonel of the Iziumsky Light Cavalry Regiment. During the Russo-Turkish War (1787–1792), he served at Kuban. Promoted to major general in 1793, Mirian was the chief of the Kabardinsky Musketeer Regiment from 3 December 1796 to 27 January 1798. He saw service under the command of Count Ivan Gudovich on the Caucasus Line. During these years, he had a regular correspondence with his father and the Georgian court. |
38770796#2 | Prince Mirian of Georgia | In January 1798, as his father lay dying, Mirian hurried to Telavi, bringing with him a doctor from Astrakhan, Girtzius. Arriving at home, he found Heraclius dead and his family descending into a dynastic crisis as his mother, Queen Dowager Darejan, insisted that Heraclius's successor and her step-son, George XII, remained pursuant to the late ruler's 1791 testament, requiring the king's successor to pass the throne not to his offspring, but to his eldest brother. This new rule would have made Mirian the fourth in the line of succession, behind George and his brothers, Iulon and Vakhtang. George XII reneged on the testament and obtained from Tsar Paul I of Russia recognition of his son, David, as heir-apparent on 18 April 1799. These developments threw the country in a state of more confusion following George’s death in December 1800 as Darejan and her party, of which Prince Mirian, having retired from the Russian service, was a member, attempted to secure the succession for Prince Iulon. Eventually, the Tsar confirmed none of the pretenders and proceeded to make the annexation of Georgia to the Russian Empire in September 1801. |
38770796#3 | Prince Mirian of Georgia | In contrast to his brothers—Iulon, Parnaoz, Alexander, and Vakhtang—Mirian did not take up arms or try to resist the deportation of the Georgian royal family effected by the Russian administration. On 15 March 1801 Mirian acceded to the Tsar's request and departed for Russia. Later in 1801, he was awarded the Russian Order of St. Anna 1st Class. In 1803 he permanently settled in St. Petersburg, where he served as an Actual Privy Councilor and senator. |
38770796#4 | Prince Mirian of Georgia | During his years in St. Petersburg, Mirian translated from Russian the sermons of the Greek religious author Ilias Miniatis and "Der Freigeist", a tragedy by the German playwright Joachim Wilhelm von Brawe. Himself a poet of some talent, Mirian composed love-poetry influenced by his contemporaries, David Guramishvili and Besiki, the finest pre-Romanticist Georgian poets. Better known is Mirian's poetic address to his fellow Georgian exiles, "Come, young men, gather, valiant warriors" (მოვედით, მოყმენო, შეკრებით, ჯომარდნო). Mirian helped preserve and transmit the poetry of Guramishvili, who, a seasoned veteran of the Russian army, lived in obscurity at his provincial estate in Ukraine. He met Mirian at Kremenchuk in 1787 and through him sent his writings to Georgia. |
38770796#5 | Prince Mirian of Georgia | Mirian died in St. Petersburg in 1834, at age 67. He was interred at the necropolis of the Georgian nobility at the Alexander Nevsky Lavra. |
38770796#6 | Prince Mirian of Georgia | Mirian married in St. Petersburg on 22 April 1814 Princess Maria (17 June 1788 – 31 May 1815), daughter of Lieutenant-Colonel Prince Alexander Yakovlevitch Khilkov. She died a year after the marriage and was buried at the Alexander Nevsky Lavra. Mirian had no children. |
38770797#0 | Ministry of Religious Affairs (Tunisia) | The Ministry of Religious Affairs (, ) is a ministry of Tunisia. The head office is in Tunis. |
38770812#0 | Fineasi Palei | Fineasi Palei is a Tongan footballer who plays as a midfielder. |
38770818#0 | Pio Palu | Pio Palu is a Tongan footballer who plays as a midfielder. |
38770827#0 | Isar Valley Railway | The Isar River Valley Railway () is a standard gauge and electrified railway in the German state of Bavaria. Originally it was 51.1 km long, running from Munich South station to Bichl and was built from 1891 to 1898 in sections by the Lokalbahn AG company (LAG). The section from Munich South to Wolfratshausen was classified as a main line, while the section from Wolfratshausen to Bichl was classified as a branch line. In 1900, the LAG electrified the section from the "Isartalbahnhof" (the station for the Isar River Valley Railway in Munich) to Höllriegelskreuth for suburban services at 580 volts DC. In 1938, the LAG and, with it, the Isar Valley Railway were nationalised. After the Second World War, Deutsche Bundesbahn converted the electrification to 15 kV AC (16 ⅔ Hz); this was completed in 1955 and extended to Wolfratshausen in 1960. The northern section from Munich South to Grosshesselohe Isartal station and the southern section from Wolfratshausen to Bichl was closed by Deutsche Bundesbahn between 1959 and 1972. The middle section is now used by line S 7 of the Munich S-Bahn. The name of the line refers to the Isar as the northern half of the line follows the river’s western bank. On the other hand, the southern section is located in the valley of the Loisach. |
38770827#1 | Isar Valley Railway | In the mid-1860s, the construction of almost all the major railways in Bavaria had been completed. Holzkirchen was connected to the Bavarian railway network on 31 October 1857. Penzberg was connected to the network on 16 October 1865. On 29 April 1869, the local railway law ("Vizinalbahngesetz"), which promoted projects for the construction of local railways, was enacted. The municipality of Tölz sought a connection to the railway network. Originally two options were discussed: Holzkirchen–Tölz and Penzberg–Tölz. The municipalities in the upper Isar valley, however, wanted a railway from Munich to Tölz so that the municipalities could also be connected. Architect Friedrich Fischer presented an initial application for an alignment from Munich via Tölz to Lenggries. It requested the establishment of a commission for the planning of this option. On 27 May 1870, Fischer received permission to set up a commission. The first meeting of the commission was held on 11 July 1870. It proposed a line from Munich South via Großhesselohe, Pullach, Icking, Wolfratshausen and Tölz to Lenggries. The cost was estimated at four million guilders. The Munich City Council debated in January 1871 a proposal for a line from Holzkirchen to Tölz. Then on 18 February 1871 the option via Holzkirchen was excluded. The glass manufacturer Leo Gasteiger requested a licence to build railways on the Thalkirchen–Beuerberg–Tölz and Beuerberg–Bichl–Murnau routes on 16 January 1872. This was not approved, however, because the line would have competed with the Munich–Garmisch-Partenkirchen railway, which was already under construction.
In 1873, a projected railway called the "München und die Isartalbahn" (Munich and Isar Valley Railway) was proposed. The Isar River Valley Railway could have been extended via the Arlberg to Italy. In the following years there were discussions about the project, but the commissioning of the Mittenwald Railway ended support for this project. In 1881, the next project was proposed. The locomotive factory of Krauss & Co planned with the town of Wolfratshausen a narrow gauge railway from Munich South to Wolfratshausen. The line would run for 18 kilometres along the main roads and for ten kilometres on its own route. On 28 August 1881, the project was presented in Wolfratshausen. In addition, a railway committee was formed. Wolfratshausen was not satisfied with the proposal to build its station near the village of Weidach, so on 31 January 1881 there was an inspection of the line. The project was subsequently abandoned, but it is not known why.
On 24 January 1886, Siegfried Klopfer requested a license to build a metre gauge line from Munich via Wolfratshausen to Leoni on Lake Starnberg. Klopfer had proposed to build the line to standard gauge on 27 February 1885. Adolf Decher took over developing the project. In May 1886, it was proposed to extend the planned line from Munich South to Wolfratshausen as far as Rottmannshöhe. The Munich–Wolfratshausen section would have been developed as the rail project proposed by Krauss. On 25 July 1887, the Isarbahn company was established for the realisation of the project. The company appointed Franz Mayerhofer as chief executive. Ernst Böhringer, among others, were founders of the company. Wolfratshausen opposed the location of its proposed station on the heights at Dorfen to the northwest of the town. A letter of protest was written to the royal district office suggesting that the long distance from the station to the market place would take three quarters of an hour to walk. Wolfratshausen wrote that no station would be better than having such a distant station and that the population would continue to fall, as other communities with a direct rail link would have an advantage over Wolfratshausen. In October 1887, newspapers reported that the planning the line already involved 30 men. Böhringer and Klopfer apparently disagreed about the rail project, so Böhringer requested the concession for himself. On 11 March 1888, the application for the concession was cancelled. Newspapers in the area reported in the meantime that the rail project proposed by Ernst Boehringer had been accepted.
In 1888, Ernst Boehringer continued to refuse to relocate the Wolfratshausen station, which would require additional costs of up to 80,000 gold marks per kilometre. In the following months there was a rumour that it was planned to move the end of the line from Rottmannshöhe to Eurasburg. Wolfratshausen now offered a grant of 60,000 marks for the construction of the station in the valley. The municipalities around Eurasburg, however, gathered money to outbid Wolfratshausen and its offer had no success. Wolfratshausen now commissioned the lawyer Dollman. On 26 September 1888, they founded the "Bahnverein München–Wolfratshausen" (Munich–Wolfratshausen Railway Company) to promote the interests of Wolfratshausen. But a day later, Wolfratshausen came to an agreement with Ernst Böhringer. The railway company undertook to build a road to the station from the town and to keep it in good condition. On 13 November 1888, the railway project was granted a concession by Prince Regent Luitpold. On 4 January 1889, the Royal District Office of Munich 2 was informed that a standard gauge railway line would be built and that the additional costs over the construction of a narrow-gauge railway would be borne by the neighbouring municipalities by ceding part of their land for free. On 25 January 1889, there was a call again in some communities for the relocation of the railway to the Loisach valley. This was rejected. On 21 March 1889, detailed planning was transferred to the Munich-based LAG.
On 6 November 1889, the "Lokalbahn Aktien-Gesellschaft und Cie. (Isartalbahn)" was established for the construction and operation of the Isar Valley Railway. The LAG was involved in this as a company liable for the Isar Valley Railway Company’s debts. The terminus at Rottmannshöhe was dropped and the line would continue towards Bichl. On 6 November 1890, the LAG decided that the Isar Valley Railway would initially only be built to Ebenhausen. An extension would be in operation within five years of the opening of the initial section. This gave Wolfratshausen another chance to get a station in its valley if it ceded the land for the construction of the railway for free. On 23 November 1889, the mayor of Wolfratshausen confirmed that the land would be given to the railway company. The Munich-Wolfratshausen Railway Company protested against an extension to Rottmannshöhe. The company, however, had no more success, as it had already been decided to build the line. |
38770827#2 | Isar Valley Railway | On 16 February 1890, tenders for the track were released. Lot I and II passed through Pullach, Solln, Thalkirchen and Sendling. This would employ about 300 men. Lot III included Hohenschäftlarn and Baierbrunn, employing 200 men. Zell, Irschenberg Icking and were in lot IV, employing 250 to 300 men. The last contract section, which included the section from Weidach to Wolfratshausen, would also use a construction locomotive, which was locomotive 15 of the LAG. The concession for the construction and operation of the Isar Valley Railway was issued to the LAG by Prince Regent Luitpold on 21 April 1890. Construction work started on 27 May 1890 between Thalkirchen and Wolfratshausen. The work proceeded quickly. In February 1891, the Loisach bridge at Wolfratshausen was put into operation. This contained 6000 Zentners of iron. On 24 May, the first trial run was made, accompanied by the press, between Thalkirchen and Ebenhausen. The completion of the line between Ebenhausen and Wolfratshausen was delayed because there were repeated landslides in the Schlederleite section, just north of Wolfratshausen. The official trial run on the section from Thalkirchen to Ebenhausen was held on 9 June. A day later, the section was opened. The section from Ebenhausen to Wolfratshausen was taken into operation on 27 July 1891. The trains were mostly well utilised on weekends and holidays, as many of the inhabitants of Munich used the railway for excursions, so the Isar Valley Railway carried up to 20,000 people on holidays. Still in its opening year only 292,000 passengers used the railway.
There were previously negotiations between the City of Munich and the LAG over the route between Thalkirchen and Munich. The negotiations dragged on because the LAG wanted to build a tram line from Sendlinger Tor to the station of the Isar Valley Railway. This project had not been approved by the city. This complicated the negotiations. Once a contract had been concluded, the LAG had to pay 209,565.48 gold marks for the land. In addition, any road that was affected on this section had to be replaced. It was not possible to start construction until after the opening of the first section to Ebenhausen. The city of Munich claimed that the late start of the work was not its fault. The transport of freight between Munich South and Thalkirchen started on 10 April 1892. Passenger services began on 1 June 1892 as the station building of the Isar Valley Railway was not ready until that time. The first repairs on the line were necessary as early as 8 September 1892. The bridges were not approved for double-heading, as the iron girders were too weak. This restriction could only be lifted if the bridge’s supports were strengthened. In order to serve the emerging villa colony of Prinz-Ludwigs-Höhe, a station was built there in 1893. Freight operations started shortly after the opening of the line in 1892 and in 1893, the largest loads occurred because, after an infestation of the Forstenrieder Park by Black Arches caterpillars, the damaged wood had to be removed quickly. So in 1893, the freight traffic was at full capacity with about 4,500 wagon loads. In the following years, freight traffic decreased again until it rose again after 1900. |
38770827#3 | Isar Valley Railway | In February 1891, the Munich-Kochel railway committee ("Eisenbahncomitee München–Kochel") was founded. This favoured the extension of the Isar Valley Railway to Bichl in order to make a connection to the state railway to Kochel. In June 1894. the Royal Bavarian State Railways announced that the railway line from Penzberg to Kochel was planned. In December 1894, it was made clear again that a change of the planned route of the LAG was not out of the question. The LAG was awarded a concession to plan the railway from Wolfratshausen to Kochel on 21 June 1895; this was reissued on 27 June 1896. Since the Royal Bavarian State Railways feared losses on the construction and operation on the longer route from Munich via Tutzing to Kochel, it would not allow the extension of the Isar Valley Railway before the State Railway’s line. Also fares on the Isar Valley Railway had to be higher. The construction of the extension began on 25 August 1896. On 1 June 1897, the section from Wolfratshausen to Eurasburg opened. On 15 August 1897, it was extended to Beuerberg. Since the construction of the State Railway's line was delayed, the rest of the Isar Valley Railway's line to Bichl was not opened until 23 May 1898. |
38770827#4 | Isar Valley Railway | Passenger traffic rose sharply in the subsequent period between Munich and Höllriegelskreuth. The latter station opened up the possibility that the neighbouring municipality of Grünwald, which from 1910 had an interurban tram line of the Munich Tramway, could have its own railway connection. Duplication of the line between Munich and the station of the Isar Valley Railway and Höllriegelskreuth was necessary for the line to handle the heavy excursion traffic on weekends in particular. Duplication started on 21 September 1896. Between Pullach and Höllriegelskreuth the second track was completed on 2 November 1896. Duplication between Pullach and Thalkirchen was put into operation on 1 May 1897. Due to negotiations with the city and with land owners in Munich, duplication of the section from the Munich station of the Isar Valley Railway to Thalkirchen was not completed until 23 December 1897. At the same time level crossings were protected with barriers. As the use of electric railcars would be more economic, the LAG requested approval for the electrification of the line from Munich Isartalbahnhof to Höllriegelskreuth. The LAG already operated the Meckenbeuren–Tettnang, Türkheim–Wörishofen and Bad Aibling–Feilnbach lines using three electric railcars; the company was considered a pioneer in this area. |
38770827#5 | Isar Valley Railway | The approval for the electrification of the Isar Valley Railway was given on 22 February 1899. Thalkirchen was chosen as the site of the power station. The LAG began construction of the power station on 5 April 1899 and of the overhead line on 17 May 1899. It used direct current at 580 volts. On 15 January 1900, the electrical equipment became operational. The total cost amounted to 623,000 gold marks. It was possible to operate services at regular 15 minute intervals. In 1900 an average of 3,400 persons were transported every day. Until the First World War, passenger numbers continued to be boosted by excursion traffic. In 1904, the maximum speed between Wolfratshausen Bichl was increased from 30 to 40 km/h. |
38770827#6 | Isar Valley Railway | Around 1900 a request was made for the Isar valley Railway to be extended to Innsbruck and for it to be nationalised. The Royal Bavarian State Railways carried out the initial planning in 1904 and determined an approximate route. In addition, the configuration work began on a curve connecting the line to the state railway in Pullach. On 1 January 1908, the plan for an extension to Innsbruck was abandoned because it had been decided to extend the line from Munich to Garmisch-Partenkirchen to Innsbruck as the Mittenwald Railway. The population, however, was still not satisfied. The high ticket prices charged by the LAG as a condition of the extension to Bichl could be avoided with nationalisation. A trip on the Isar Valley Railway in first class with a 20% local railway surcharge cost 5.30 gold marks (RM), while the route via Tutzing cost only RM 5.10. For travelling in second class the LAG charged 3.40 RM, while on the State Railway via Tutzing 3.30 RM was required. In class IIIa it cost RM 2.20 on both routes and in class IIIb it cost 1.40 RM. For hikers, there was a so-called round-trip ticket. It cost 0.50 RM and included a tram ride from any stop in Munich to Grünwald, the reduction of the toll on the Großhesselohe bridge from 0.10 RM to 0.05 RM, the return from Höllriegelskreuth to Isartalbahnhof with the Isar Valley Railway and a return trip to any Munich tram stop. The LAG struggled initially in its negotiations with the state. From 1911, they were not taken over because of the strong opposition of the population. After the outbreak of the First World War, plans for nationalisation were rejected. Freight traffic remained relatively constant in the coming years; in 1910 the number of wagon loads was around 10,500. They usually carried wood or other agricultural products.
During World War I, the number of passengers carried fell again. From August to September 1914 the LAG had to borrow 100 carriages for the transport of soldiers for the state. In 1915 another 65 cars were acquired. On 16 January 1915, the LAG abolished first class on its trains. In the following years, the LAG made ever more losses on the Isar Valley Railway. Information about the performance of the line during the war years is limited because the LAG had to save the cost of paper. After the war, the carriages were in a very bad state because they were no longer waterproof. This also affected ridership. The Isar Valley Railway carried 2.3 million passengers in 1923. In 1926, passenger numbers dropped to 1.8 million people annually. Second class was operated in 1926 only on trains to Bichl. Parallel to the Isar Valley Railway, the German Post Office operated a post bus ("Kraftpost", buses that also carried mail) service in 1929. In 1931, the number of trains was reduced. Passenger numbers fell further to 1.4 million passengers annually. In the LAG’s annual report for 1932, the LAG wondered whether the operation on the Isar Valley Railway could continue because the line always recorded major losses. The State had rejected nationalisation. It was possible that the LAG would no longer be able to continue operations and that the Isar Valley Railway would have to be shut down. From 1 December 1932, only four pairs of trains ran daily between Munich and Wolfratshausen. In 1932, the loss was 375,816 Reichsmarks. In 1933, the requirement to seek higher fares was abolished by the State Railway due to the poor financial condition of the LAG. The municipalities along the Isar Valley Railway undertook to pay about 20,000 Reichsmarks for the maintenance of the Isar Valley Railway. The German Post Office additionally reduced the number of postal bus route running parallel. At the end of 1933, the Isar Valley Railway could operate eleven pairs of trains between Munich and Wolfratshausen again. Passenger traffic increased in the following years, but freight was affected by the increasing private transport. |
38770827#7 | Isar Valley Railway | The Deutsche Reichsbahn took over Lokalbahn AG, including the Isar Valley Railway, on 1 August 1938. The Isar Valley Railway was also involved in the plans for the reconstruction of the Munich railway network during the Nazi period. It would have served as a transit route to Italy. The plans were rejected shortly after the start of the Second World War. Traffic to and from the munitions factory in Geretsried increased freight traffic for a short time. The munitions factory was built in 1939 and connected by a rail siding to the Isar Valley Railway in Wolfratshausen. As the destruction of Munich increased, Deutsche Reichsbahn established a connection from the siding to the south, producing a triangular junction in Wolfratshausen, allowing freight trains to run via Bichl and Tutzing. The munitions plant was served daily by two or three freight trains. On 19 July 1944, 70 percent of the Isar Valley Railway was destroyed in an air raid by the United States Air Force. In order to transport freight from the munitions plant the Isar Valley Railway was restored to service provisionally, but due to the lack of spare parts only salt-impregnate sleepers could be used. After the Second World War, traffic on the Isar Valley Railway was restored to normal operations only slowly. Its rolling stock was stored or destroyed all over Germany. From 1946, regular passenger services were largely restored. After World War II, the volume of freight traffic fell again, passengers traffic briefly rose as a result of “hamster rides” ("Hamsterfahrten": people, mostly women, travelling to the countryside to look for food). |
38770827#8 | Isar Valley Railway | On 8 October 1950, the connecting curve at Grosshesselohe Isartal station was opened. Some trains now ran on the curve directly to and from Munich Central Station ("Hauptbahnhof"). In the 1950s, Deutsche Bundesbahn planned to switch the electrical system from direct current to alternating current. On 25 March 1955, the rectifier failed at the Maria Einsiedel power station. In the following months, the line was therefore converted to AC operation earlier than planned, so that electrical operations could be resumed. On 27 September 1957, the initial Munich Central Station–Grosshesselohe Isartal station section was electrified and, in May 1960, the Höllriegelskreuth–Wolfratshausen section followed. From 29 June 1960, continuous electrical operations were possible between Munich and Wolfratshausen. |
38770827#9 | Isar Valley Railway | In the 1950s, losses of an average of 2.8 million Deutsche Marks were incurred each year on the Isar Valley Railway. The salt-impregnated sleepers rotted, so the speed limit of 60 km/h had to be rduced to 40 km/h and was shortly later reduced to 30 km/h. Since the rebuilding of the track was no longer worthwhile due to the low passenger numbers, Deutsche Bundesbahn decided in early 1958 to close the section from Beuerberg to Bichl. The section was closed on 31 May 1959, at the start of the summer timetable, for passengers and freight traffic and it was dismantled in December of the same year. From now on Deutsche Bundesbahn buses substituted for rail services. |
38770827#10 | Isar Valley Railway | In the early 1960s the city of Munich was planning the development of the Middle Ring, requiring the closure of the level crossing at Brudermühlstraße. Therefore, the city of Munich, presented an application for closing the section from Munich Isar Valley Railway station to Großhesselohe Isar Valley Railway station in 1963. Deutsche Bundesbahn rejected the application after a passenger survey, however, because it considered the maintenance of passenger operations worthwhile. When Deutsche Bundesbahn was given approval to build the S-Bahn trunk line and the city had to abandon plans to build a U-Bahn line on the same route, DB agreed to the closure of the level crossing. Accordingly, DB closed passenger services on the section of the line on 31 May 1964. Henceforth, all passenger services ran on the connecting curve at Großhesselohe. In 1970, the overhead line was dismantled between Munich South and Großhesselohe and the second track was demolished. The level crossing at Brudermühlstraße was also removed. The freight left on the Großhesselohe–Thalkirchen section and between Munich South and Heizkraftwerk Süd (combined heat and power station south) served several companies. On 27 May 1972, the section from Wolfratshausen to Beuerberg was closed due to declining passenger numbers and also replaced by DB buses. |
38770827#11 | Isar Valley Railway | In 1970, the platforms between Grosshesselohe Isartal station and Wolfratshausen were raised to a height of 76 centimetres in preparation for S-Bahn operations. On 28 May 1972, S-Bahn services began between the Holzkirchen wing station ("Holzkirchner Flügelbahnhof") of Munich Hauptbahnhof and Wolfratshausen and at the same time the line was also integrated in the Münchner Verkehrs- und Tarifverbund (Munich Transport and Tariff Association, MVV). The service, called line S 10, offered no direct connection to the new S-Bahn trunk line, so passengers had to change trains at the Central Station. On 31 May 1981, the construction of the Southern lines tunnel ("Südstreckentunnel") at München Donnersbergerbrücke station connected the line to the S-Bahn trunk line and the S 10 service was replaced by line S 7. At the same time Deutsche Bundesbahn built a connecting curve with two tracks from Großhesselohe, which allowed the S 7 service to run at 20-minute intervals. |
38770827#12 | Isar Valley Railway | In 1989, Deutsche Bundesbahn abandoned operations between Großhesselohe and Thalkirchen. In 1998 the track was dismantled, although next to Schäftlarnstraße some rails are still visible. The former Isar Valley Railway Station ("Isartalbahnhof") in the Wholesale Market Munich is closed. The regional office of the Munich Johanniter-Unfall-Hilfe ("St John's Accident Assistance") uses the brick station building on the Schäftlarnstraße, located between the railway line, the Heizkraftwerk Süd power station and the wholesale market, partly as an ambulance station. The bridge over the Schäftlarnstraße, the former connecting curve between the Isartalbahnhof and Munich South station is still preserved. The superstructure was completely renovated in 2008. The remains of the branch line runs as a siding past the Isartalbahnhof and nowadays serves as a connection to the power station. |
38770827#13 | Isar Valley Railway | Approximately two kilometres of the path of the line between Benediktbeuerer Straße near Asam-Schlössl and the junction of Großhesseloher Straße and Knotestraße has been used since 1 April 2001 as a paved rail trail for cycling. Similarly, on the southern section between Wolfratshausen and Beuerberg a roughly nine kilometre section has and also been converted into a paved trail. |
38770827#14 | Isar Valley Railway | The Isar Valley Railway originally began at the foot of the embankment of the Munich South Ring where the Isar Valley Railway station ("Isartalbahnhof") lies. The line ran in the valley of the Isar to Thalkirchen station. The route continued with a slight gradient of 0.4 percent to Maria Einsiedel station. Before Prinz-Ludwigshöhe station the line rose again at 2.0 percent. At the 5.5 kilometre mark, 450 metres before Grosshesselohe Isartal station, there is a bridge over the Munich–Holzkirchen railway. Before Grosshesselohe Isartal station there is a connecting curve to the Munich–Holzkirchen line. The line, which from here is still in operation, runs to Ebenhausen relatively directly over a plane. Shortly after Ebenhausen the highest point of the track is reached at approximately 665 metres above sea level. The line runs downhill to Icking. After Icking station the slope in the so-called Schlederleite section is greater and reaches up to 3.3 percent. In this area, there are numerous curves. The line leaves the Isar valley and continues up the Loisach valley. After crossing the Loisach over a bridge, the line is reaches its current end point at Wolfratshausen station. A siding branches at Wolfratshausen to Geretsried. The abandoned line to Bichl was largely flat. Before Degerndorf the line crossed a bridge over the Loisach. In Beuerberg the line left the valley, but returned shortly afterwards. In Fletzen it crossed the Loisach over a bridge once more. Just before Bichl it reached the Kochelsee Railway ("Kochelseebahn"). The former end of the line in Bichl was at 50.6 kilometres from the start in Munich. |
38770827#15 | Isar Valley Railway | Until 2001, the Isar Valley Railway were operated by class 420 electric multiple units. From 2001 to 2003 these vehicles were replaced by new EMUs of class 423; S 7 was the first Munich S-Bahn line that the class 423s ran on. All traffic of the remaining part of the Isar Valley Railway currently operates with this class. Various shunting engines are used for freight traffic. |
38770827#16 | Isar Valley Railway | The planned extension of line S 7 from Wolfratshausen to Geretsried would reactivate a small part of the former route in the city of Wolfratshausen. Line S 7 would be extended via Gelting station to Geretsried and two stations would be built in Geretsried, provisionally called "Geretsried Süd" (south) and "Geretsried Mitte" (central). Deutsche Bahn initiated the planning approval process in 2010 and it was scheduled for completion in 2013. The construction period was estimated to take three years and construction was scheduled to begin in 2013. These plans changed. According to the mayor of Geretsried in November 2013, discussions with the Government of Upper Bavaria would begin in April 2014. In this process, 760 objections to the plans for the S-Bahn extension would be considered. The government expects to complete the planning approval process in 2015. In the following years, land acquisition and the financing of €120 million project would be carried out. Following this schedule, the construction of the nine kilometre route would start in 2018. The line would then be opened in 2022. |
38770831#0 | Malakai Savieti | Malakai Savieti is a Tongan footballer who plays as a forward. |
38770833#0 | Albert Edward Wilshire | Albert Edward Wilshire FRCO LRAM (1863–1935) was an organist and composer based in England. |
38770833#1 | Albert Edward Wilshire | Wilshire was born in 1863 in Potterne, Wiltshire, the son of Charles Ross Wilshire and Julia Augusta.
He married Christina Green on 2 August 1893 in Wroxall. They had the following children:His compositions include: |
38770838#0 | Shadows in a Conflict | Shadows in a Conflict () is a 1993 Spanish drama film directed by Mario Camus. It was entered into the 18th Moscow International Film Festival. |
38770839#0 | Viliami Vaitaki | Viliami Vaitaki is a Tongan footballer who plays as a forward. |
38770852#0 | Timote Moleni | Timote Moleni (born 27 June 1975) is a former Tongan footballer who played as a midfielder. Moleni was appointed head coach of Tonga in 2015. |
38770859#0 | Raising Steam | Raising Steam is the 40th "Discworld" novel, written by Terry Pratchett. It was also the last one published before his death in 2015. Originally due to be published on 24 October 2013, it was pushed back to 7 November 2013 (and March 18, 2014 in the U.S.). It stars Moist von Lipwig, and features the introduction of locomotives to the "Discworld" (a concept mentioned already in "Death's Domain"), and an entirely new character. |
38770859#1 | Raising Steam | The cover of the novel was exclusively revealed on Pratchett's Facebook page on 6 August 2013. |
38770859#2 | Raising Steam | An update to Mr Pratchett's website late October 2013 revealed that characters include Harry King, Moist von Lipwig, Adora Belle Dearheart and Sgt Fred Colon amongst others. |
38770859#3 | Raising Steam | Dick Simnel, a young self-taught engineer from Sto Lat (and whose father, Ned Simnel, appeared in "Reaper Man"), has invented a steam locomotive named "Iron Girder". He brings his invention to Ankh-Morpork where it catches the interest of Sir Harry King, a millionaire businessman who has made his fortune in the waste and sanitation industry. Harry promises Dick sufficient investment to make the railway a success. |
38770859#4 | Raising Steam | The Patrician of Ankh-Morpork, Lord Vetinari, wishing to ensure that the City has appropriate influence over the new enterprise, appoints the reformed fraudster turned civil servant Moist von Lipwig to represent the government in the management of the railway. His skills soon come in useful in negotiations with landowners along the route of the new line. |
38770859#5 | Raising Steam | Throughout the story, Dwarfish fundamentalists are responsible for a number of terrorist attacks, including the murder of railway workers engaged in building the new line, and arson of towers belonging to the clacks telecommunications network. This campaign culminates in a palace coup at the seat of the Low King of the Dwarfs in Schmaltzberg, Überwald, whilst the King is away at an international summit in Quirm, over twelve hundred miles away. Vetinari declares that it is imperative to return the King to Schmaltzberg as soon as possible in order to restore political stability, and gives Moist the task of getting him there via the new railway. Moist protests impossibility on the grounds that the railway is nowhere near complete, but is told that achieving this target is non-negotiable. |
38770859#6 | Raising Steam | On the journey, Moist and Vimes are faced by various problems, such as numerous attacks by Dwarfish fundamentalists, a poor attempt at infiltration, a landslide, and the revelation that the Low King is in fact a pregnant female. Nevertheless, the train eventually reaches the bridge, which has been badly damaged. |
38770859#7 | Raising Steam | Faced with a bridge that is clearly too weak to carry the train, and insufficient time or workers to strengthen it, Moist commandeers the City's ancient golems, which are kept strictly for use only in times of national emergency. This is in spite of his being expressly forbidden to use them by Vetinari (who knows that Moist has the necessary expertise to command the golems). Having tunnelled their way to the site of the bridge, the golems, concealed by mist in the gorge below, somehow contrive to carry the train safely across. |
38770859#8 | Raising Steam | The Dwarf King retakes Schmaltzberg with little resistance, and the leader of the fundamentalists is held for trial. Feeling that the dwarfs are ready for a more progressive future, the King reveals that she is actually a Queen, and changes her name from Rhys to Blodwen, in honor of a dwarf who had been killed by the fundamentalists at her wedding. Following this announcement, a number of other senior dwarfs also "come out" as female. |
38770859#9 | Raising Steam | Back in Ankh-Morpork, Dick Simnel is knighted, Harry King receives a peerage, and the City Watch officers who helped defend the train receive medals, whereas Moist, upon questioning why he appears to be the only one not receiving a reward, is told that his reward is to remain alive. It is also revealed that Vetinari himself had been on the train, disguised as one of the locomotive's stokers, while his lookalike Charlie impersonated him back in Ankh-Morpork, and had surmised how the train had been carried across the ravine. However, he appears content that there is no evidence to prove this.
Science fiction author Cory Doctorow, in his review on Boing Boing, remarked that Pratchett "never quite balanced whimsy and gravitas as carefully as this, and it works beautifully. This is a spectacular novel, and a gift from a beloved writer to his millions of fans." |
38770859#10 | Raising Steam | Ben Aaronovitch for "The Guardian", noted that, while "Raising Steam" may be "heavy-handed" in its moralising, Pratchett "can be forgiven" because he remains one of the most consistently funny writers in the business. |
38770859#11 | Raising Steam | Sara Sklaroff for "The Washington Post", praised Pratchett's innate ability to balance the silly and the serious. Pratchett "blasts fundamentalists who resist all progress." But mostly he seems to be "having fun with words in the very British strain of absurdist humor." |
38770859#12 | Raising Steam | Karin L Kross for Tor.com, praised "Raising Steam" as "the latest transformation of a remarkable fictional world that has evolved and grown with its creator." |
38770859#13 | Raising Steam | Far Beyond Reality was more critical and found the writing "not as crisp as it used to be" and the characters "starting to blend together". |
38770859#14 | Raising Steam | Raising Steam review on Steampunk Cavaliers |
38770869#0 | Hardin Cox | Hardin Charles Cox, Jr. (March 4, 1928 – March 8, 2013) was an American politician, businessman, and writer. |
38770869#1 | Hardin Cox | Born in Rock Port, Missouri, Cox served in the United States Army in 1945-1946 and then during the Korean War. He then graduated from University of Missouri in Columbia, Missouri and was owner of an insurance business. He also wrote a newspaper column for the local newspaper the 'Atchison County Mail.' He served on the Atchison County Commission. Cox also served in the Missouri House of Representatives 1965-1975 and the Missouri State Senate 1975-1983 as a Democrat. He died in Rock Port, Missouri. |
38770870#0 | National Register Information System | The National Register Information System (NRIS) is a database of properties that have been listed on the United States National Register of Historic Places. The database includes more than 84,000 entries of historic sites that are currently listed on the National Register, that were previously listed and later removed, or that are pending listing. The database includes approximately 45 pieces of data for each listed property. Accuracy of the NRIS database may be imperfect. For example, a 2004 paper addressed accuracy of spatial location data for part of the NRIS content. |
38770870#1 | National Register Information System | Efforts to digitize the database began as early as 1968, but the database was not fully digitized until 1986. By 1994 it had come to be used in answering more than 4,000 public queries per year. |
38770870#2 | National Register Information System | A search interface within the National Park Service's NPS Focus system provides access to a skeletal record of NRIS data, as well as to photographs and documents describing properties listed on the National Register. The skeletal record includes a simplified set of the information in NRIS about all sites listed through August 2012. The NPS Focus search screen allows searching by NRHP listing name or other property identifiers. |
38770872#0 | Latin Archbishopric of Patras | The Latin Archbishopric of Patras is the see of Patras in the period in which its incumbents belonged to the Latin or Western Church. This period began in 1205 with the installation in the see of a Catholic archbishop following the Fourth Crusade. |
38770872#1 | Latin Archbishopric of Patras | The Latin archbishop was the senior-most of the seven ecclesiastic barons of the Principality of Achaea, which comprised the entire Peloponnese. From the late 13th century, the archbishops also purchased the secular Barony of Patras from its holders, becoming the most important vassals of the entire principality. It had five suffragans, Andravida, Amyclae, Modon, Coron, and Cephalonia-Zante. |
38770872#2 | Latin Archbishopric of Patras | The archbishopric survived as a Latin residential see until 1430, when the city of Patras fell to the Byzantine Greeks of the Despotate of the Morea. From 1475 on, Latin archbishops continued to be appointed, but for them the bishopric was only a titular see. It continues to be included in the Catholic Church's list of such sees, but since the Second Vatican Council no new appointments of Catholic bishops of the see have been made. |
38770876#0 | 2013–14 North Carolina Tar Heels men's basketball team | The 2013–14 North Carolina Tar Heels men's basketball team represented the University of North Carolina at Chapel Hill during the 2013–14 NCAA Division I men's basketball season. The team's head coach was Roy Williams, who is in his 11th season as UNC's head men's basketball coach. They played their home games at the Dean E. Smith Center as members of the Atlantic Coast Conference. They finished the season 24–10, 13–5 in ACC play to finish in a tie for third place. They lost in the quarterfinals of the ACC Tournament to Pittsburgh. They received an at-large bid to the NCAA Tournament where they defeated Providence in the second round before losing in the third round to Iowa State. |
38770876#1 | 2013–14 North Carolina Tar Heels men's basketball team | The Tar Heels entered the 2013–14 season lost two starters from the previous season as Dexter Strickland graduated and second team All-ACC shooting guard Reggie Bullock declared for the 2013 NBA draft. However, rising juniors and potential draft picks James Michael McAdoo and P. J. Hairston decided to return to Chapel Hill and UNC brought in a strong recruiting class including McDonald's All-Americans Kennedy Meeks and Isaiah Hicks. |
38770876#2 | 2013–14 North Carolina Tar Heels men's basketball team | Another offseason change involved the coaching staff as long-time Roy Williams assistant Joe Holladay retired. UNC alum Brad Frederick joined the staff as Director of Basketball Operations in June. Frederick came from the coaching staff at Vanderbilt, where he had been for 14 seasons. He is the son of former Kansas Athletic Director Bob Frederick. |