HNoMS Fridtjof Nansen (1930)

Fridtjof Nansen was the first ship in the Norwegian armed forces to be built specially to perform coast guard and fishery protection duties in the Arctic. She saw service in the Second World War with the Royal Norwegian Navy until she ran aground on an unmarked shallow at Jan Mayen in November 1940.

Fridtjof Nansen was constructed with yard number 118 at the Royal Norwegian Naval Yard at Karljohansvern in Horten. She was launched on 5 November 1930, and command was assumed on 29 May 1931 by Commander Ole A. Blom.

On 21 December 1933 Fridtjof Nansen departed the port of Hammerfest on her way to her patrol areas in eastern Finnmark. While passing through Vestervågen in Måsøy she ran aground and sank the next night. She was raised the next year and taken to Horten for repairs.

At the outbreak of war in Norway with the German invasion on 9 April 1940, Fridtjof Nansen was posted to the Finnmark detachment of the 3rd Naval District covering North Norway. When the German invasion began Fridtjof Nansen was operating from the port of Honningsvåg in Finnmark.

After surviving several air attacks without damage during the Norwegian Campaign Fridtjof Nansen was one of the thirteen Royal Norwegian Navy vessels that made it to the United Kingdom, as she escaped westwards at the dawn of the 10 June 1940 mainland Norwegian capitulation. On 8 June 1940 she took on board in Tromsø Rear Admiral Henry E. Diesen, foreign minister Halvdan Koht and General Carl Gustav Fleischer, in addition to some other refugees. Among those who escaped on Fridtjof Nansen were some 20-25 anti-Nazi German refugees. One of the Germans fleeing with his family on Fridtjof Nansen, was Dadaist painter Kurt Schwitters.

She arrived at Tórshavn on the Faroe Islands on 13 June and sailed on at 0600 on 16 June to Rosyth in Scotland in the company of six other Norwegian warships. The Norwegian vessels were escorted from Tórshavn by the British destroyer HMS Veteran, the destroyer HMS Kelvin and two trawlers joining the convoy later during the journey. After her arrival at Rosyth on 18 June work began on making Fridtjof Nansen war ready.

From 29 August 1940 she was posted as a patrol vessel in Iceland to reinforce the British naval forces there. On 8 November she ran aground on an unmarked shallow off the south coast of the Norwegian Arctic island of Jan Mayen and sank. The crew of 67 all survived the shipwreck. After the loss of their ship, the crew reached land at the Eggøya peninsula, and took shelter in the abandoned Norwegian radio station on Jan Mayen. The shipwrecked crew made preparations to send a boat to Iceland to retrieve help. Help arrived before the boat could leave, when the naval trawler HNoMS Honningsvåg came from Iceland four days later, responding to the emergency messages the crew had sent before Fridtjof Nansen had to be abandoned. The crew was brought back to Iceland.

Coordinates:

Straßenbahn Magdeburg

Die Straßenbahn Magdeburg verkehrt auf einem etwa 64 Kilometer langen Streckennetz in der sachsen-anhaltischen Landeshauptstadt Magdeburg. Mitte 2014 verkehrten auf neun Linien 100 Straßenbahnfahrzeuge (davon 13 Beiwagen). Betrieben wird die Straßenbahn Magdeburg seit 1999 von der Magdeburger Verkehrsbetriebe GmbH.

Der Straßenbahnverkehr wurde 1877 mit einer Pferdebahn von der Magdeburger Pferde-Eisenbahn-Gesellschaft aufgenommen. 1886 folgte die erste Dampfbahnlinie der Magdeburger Trambahn-Actien-Gesellschaft. Die beiden Unternehmen schlossen sich 1887 unter dem Namen Magdeburger Straßen-Eisenbahn-Gesellschaft MSEG zusammen. In den Folgejahren wurde das Streckennetz weiter ausgebaut. Im Jahr 1899 wurde auf der Strecke Olvenstedter Straße – Alter Markt – Großer Werder der elektrische Betrieb aufgenommen.

Zum Ende des Zweiten Weltkrieges wurde 1945 die Hauptwerkstatt durch Bombenangriffe zerstört und Netz und Fahrzeuge stark geschädigt. Erste Neubaufahrzeuge gingen ab 1949/51 in Betrieb. In den 1960er Jahren wurde der schaffnerlose Betrieb eingeführt. Fahrscheine erhielt man nun bis zur Einführung von Lochentwertern im Jahr 1976 aus Zahlboxen. 1969 konnten die ersten Tatra-Straßenbahnen vorgestellt werden.

Neu in Betrieb genommen wurden die Straßenbahnstrecken 1991 zur Lerchenwuhne, 1992 zwischen Südring und Westring, 2004 auf dem Europaring und in der Listemannstraße. Die Sanierung der Strecke auf dem Nordbrückenzug glich quasi einem Neuaufbau. Dem gegenüber stehen die Einstellung der Strecke zur Hermann-Gieseler-Halle aufgrund der Eröffnung der Westring-Strecke und in der Walter-Rathenau-Straße durch die Eröffnung der Strecke in der Listemannstraße.

Bis Dezember 2012 wurde die Leipziger Straße ausgebaut und die Strecke Leipziger Chaussee – Reform über Bördepark neu eröffnet.

Zurzeit werden 9 (+ 1 Baustellen-Linie) Tageslinien betrieben.

Taktung:
Die meisten Linien (außer Linie 3 und 8) verkehren nach folgendem Takt:
Montag-Freitag:
5 – 6 Uhr: 20 min
6 – 18 Uhr: 10 min (Sommer- und Weihnachtsferien: 15 min)
18 – 23 Uhr: 20 min
Samstag:
5 – 8 Uhr: 30 min
8 – 11 Uhr: 20 min
11 – 19 Uhr: 15 min
19 – 23 Uhr: 20 min
Sonn- und Feiertag:
7 – 10 Uhr: 30 min
10 – 23 Uhr: 20 min

Die Linien 3 und 8 verkehren wochentags alle 20 min (Sommer- und Weihnachtsferien 15 min), Linie 3 zusätzlich samstags zu den Randzeiten alle 20 min, zur Hauptverkehrszeit alle 30 min, sowie an Sonn- und Feiertagen alle 20 min.

Bei sportlichen Großveranstaltungen wird die Verstärkerlinie 15 eingesetzt, welche in der Regel zwischen Alter Markt und Arenen verkehrt. Beim Abtransport fährt die Linie 15 auch in die einwohnerstärksten Stadtteile, zum Beispiel Olvenstedt, Sudenburg, Reform.

Zu besonderen Anlässen verkehren die historischen Straßenbahnlinien 77 zwischen dem Museums-Depot Sudenburg und dem Herrenkrug bzw. der Hauptwerkstatt, sowie die Linie 99 zwischen Sudenburg und Bahnhof Neustadt. Gelegentlich werden historische Fahrzeuge auch als Linie 22 ausgeschildert.

Am 28. Mai 2015 gaben die Magdeburger Verkehrsbetriebe bekannt, dass es am 13. Juli 2015 zu einer großen Liniennetzneuordnung kommen wird. Nötig ist diese durch den Bau des City-Tunnels am Damaschkeplatz geworden, in Folge dessen dieser Streckenabschnitt nur noch eingleisig in beide Richtungen befahrbar ist.

Der nächtliche Straßenbahnbetrieb hingegen wird eingestellt, stattdessen gibt es ein neues Nachtbusnetz „NACHTAKTIV“, bestehend aus den Buslinien N1 bis N8 und der Rufbuslinie N9, wobei zu beachten ist, dass der Tagesverkehr bis 23:00 Uhr verlängert wurde.

Hauptlast des Straßenbahnverkehrs trägt der Gelenktriebwagen (NGT8D). Hiervon existieren seit der letzten Lieferung Ende 2012 83 Stück mit den Betriebsnummern 1301 bis 1383. Die Fahrzeuge 1301 bis 1325 wurden vom Waggonbau Dessau hergestellt. Die Fahrzeuge ab Betriebsnummer 1326 wurden vom Waggonbau Bautzen und im Folgenden der ALSTOM LHB GmbH gebaut. Im Jahre 2011 begann der Einsatz von Zugkombination aus NGT8D und modernisiertem Tatra-Beiwagen B6A2, wovon nun 11 Züge im Einsatz sind. Die Tatra-Beiwagen wurden von den Berliner Verkehrsbetrieben erworben, umlackiert und modernisiert. Sie verkehren im Wesentlichen auf der Linie 9 und ersetzten die Tatra-Großzüge.

Obwohl am 27. Januar 2013 offiziell der Tatra-Abschied begangen wurde, gibt es weiterhin Einsätze teilmodernisierter Fahrzeuge vom Typ T6A2 und B6A2, hauptsächlich auf den Linien 1, 8 und 10. Hierfür stehen als Betriebsreserve vier Trieb- und zwei Beiwagen zur Verfügung. Alle anderen Fahrzeuge dieses Typs wurden bis zum Frühjahr 2014 aufgrund von Hochwasserschäden verschrottet.

Bis 2012 wurden noch an Werktagen Straßenbahnwagen des Typs Tatra T4DM und den dazugehörigen Beiwagen B4DM eingesetzt. Die Tatra-Fahrzeuge waren in Magdeburg seit 1969 im Betrieb und wurden seitdem mehrmals modernisiert und rekonstruiert. Die Typenbezeichnungen der modernisierten Fahrzeuge sind durch ein zusätzliches M ergänzt worden. 19 Triebwagen T4D und 8 Beiwagen B4D wurden im August 2013 in die rumänische Stadt Oradea überführt. Vier Triebwagen des Typ T4DM (1244, 1245, 1254, 1274II) sind als Winterdiensttriebwagen in Magdeburg verblieben und ergänzen den Arbeitswagenpark.

Die Fahrzeuge werden in zwei Betriebshöfen beheimatet. Der Betriebshof Nord befindet sich an der Strecke zum Barleber See und wurde 1974 eröffnet. Hier werden die letzten Tatrawagen und etwa 50 NGT8D unterhalten. Während des Hochwassers 2013 wurde der Betriebshof Nord komplett überflutet und wird seitdem nur noch provisorisch betrieben. Eine durchgreifende Sanierung inkl. Erhöhung des Geländes ist bis 2020 angedacht.

Der Betriebshof Südost in Westerhüsen wurde 1921 durch die Magdeburger Vorortbahn-Gesellschaft in Betrieb genommen. Es erfolgten mehrere Modernisierungen und Erweiterungen, zuletzt im Jahr 2001. Etwa 35 NGT sind hier beheimatet.

Daneben existiert eine Straßenbahn-Hauptwerkstatt in Brückfeld (eröffnet 1899). Mit Erweiterung bzw. Neubau des Betriebshof Nord soll die Hauptwerkstatt am gegenwärtigen Standort aufgegeben werden. Das mittlerweile für die historisches Straßenbahnen, deren regelmäßige Ausstellungen und Ausfahrten genutzte Depot in Sudenburg war von 1877 bis 1991 in Betrieb. Am 29. August 2016 wurde noch einmal kurzzeitig ein Linienbetrieb aufgenommen. Nach einer Wasserleitungshavarie in der Halberstädter Straße, kurz vor der Leipziger Straße war das Straßenbahnnetz geteilt und die historischen Straßenbahnen übernahmen gemeinsam mit Bussen einen Notbetrieb für einige westliche Stadtteile.

Mit der Umstellung auf elektrischen Betrieb 1899/1900 verschwanden die Höfe der Dampfbahn gegenüber der Hauptwerkstatt und der Pferdebahn in der Alten Neustadt. Die ehemaligen Betriebshöfe der Pferdebahn in Buckau und der Neuen Neustadt blieben bis in die 1970er Jahre in Betrieb. Der Hof am Westring wurde 2001 geschlossen.

Zurzeit gibt es diverse Planungen zur Erweiterung des Straßenbahnnetzes bis zum Jahr 2019. Es ist angedacht, nahezu alle größeren Stadtteile per Bahn zu erreichen. Außerdem ist die Umgestaltung des Damaschkeplatzes und des Kölner Platzes direkt am Hauptbahnhof vorgesehen. Hier soll eine völlig neue Fußgänger/Straßenbahnsituation geschaffen werden, wobei der Individualverkehr in ein Tunnelbauwerk direkt unter der Straßenbahn fahren wird und direkt darüber die Fern- und Nahverkehrszüge der Regional S-Bahn (RSB) Magdeburg, des Harz-Elbe-Express und der Deutschen Bahn fahren.

Nach Angaben der Magdeburger Verkehrsbetriebe stellt sich der Ausbauplan folgendermaßen dar:

Das Zielnetz 2019 sollte folgendermaßen aussehen, kann aber aufgrund der Umverlegung der Strecke zum Neustädter Feld vom Breiten Weg zum Damaschkeplatz nicht mehr realisiert werden:

Dessau | Halberstadt | Halle (Saale) | Magdeburg | Naumburg

Ehemalige:  Bernburg | Patzetz–Breitenhagen | Mansfeld | Schönebeck | Staßfurt | Stendal | Lutherstadt Wittenberg | Zerbst (Anhalt)

Freiburg im Breisgau | Heilbronn | Karlsruhe (Straßenbahn und Stadtbahn) | Heidelberg | Mannheim | Stuttgart | Ulm | Weil am Rhein (Baseler Tram)

Augsburg | München | Nürnberg | Würzburg

Berlin

Brandenburg an der Havel | Cottbus | Frankfurt (Oder) | Potsdam | Schöneiche bei Berlin | Strausberg | Woltersdorf

Bremen

Darmstadt | Frankfurt am Main (Straßenbahn und Stadtbahn) | Kassel (Straßenbahn und RegioTram)

Rostock | Schwerin

Braunschweig | Hannover

Bielefeld | Bochum (Straßenbahn und Stadtbahn) | Bonn | Dortmund | Duisburg (Straßenbahn und Stadtbahn) | Düsseldorf (Straßenbahn und Stadtbahn) | Essen (Straßenbahn und Stadtbahn) | Köln | Krefeld | Mülheim/Oberhausen

Ludwigshafen am Rhein | Mainz

Saarbrücken

Bad Schandau | Chemnitz | Dresden | Görlitz | Leipzig | Plauen | Zwickau

Dessau | Halberstadt | Halle (Saale) | Magdeburg | Naumburg (Saale)

Erfurt | Gera | Gotha | Jena | Nordhausen

Liste der bestehenden und ehemaligen Straßenbahnen in Deutschland

Most Terrifying Places in America

Most Terrifying Places in America was an American paranormal documentary television series that premiered on October 9, 2009 on the Travel Channel as a stand alone special. The special was subsequently broken down into an episodic series. Each episode featured the legends and stories of several reportedly haunted locations throughout America.

The series was narrated by Mason Pettit. Each episode started off showing haunted „hotspots“ on a map of the United States.[citation needed] A particular haunted location was then selected by each of the series‘ „ghost hunters,“ and investigated by them and their team. Paranormal investigators, historians, psychics, and mediums all presented commentary on these sites.[citation needed] Historical footage was often shown, and any eyewitnesses interviewed. The show reported on the paranormal as told from purported personal encounters with the supernatural.[citation needed] At the beginning of each episode a parental advisory was shown: „Warning: What you are about to see may be too extreme for the young, the impressionable, and the faint of heart. Parental discretion is advised.“[citation needed]

In this one-hour special premiere, the episode tells the tales of seven haunted locations, which are reportedly haunted by the supernatural.

In the second one-hour special, the episode tells the tales of seven more haunted locations.

In the third one-hour special, the episode tells the tales of eight haunted locations.

In the fourth one-hour special, the episode tells the tales of eight more haunted locations.

In the fifth one-hour special, the episode tells the tales of nine haunted locations.

In the sixth one-hour special, the episode tells the tales of eight haunted locations.

In the seventh one-hour special, the episode tells the tales of nine haunted locations.

A Halloween special named Most Terrifying Places in America: Top 13 aired on Friday October 29, 2010. This special episode counted-down the 13 most terrifying places from past episodes.

BCIT School of Business

The BCIT School of Business is a business school within the British Columbia Institute of Technology (BCIT). In 1965, the School of Business was founded and has campuses located in Burnaby and downtown Vancouver, British Columbia, Canada. Programs are accredited by the Accreditation Council for Business Schools and Programs.

The BCIT School of Business offers over 130 credentials that can be completed full-time, part-time, or online. Certificates ladder into diplomas, which ladder into degrees.

The School of Business has over 20 diploma programs that cover a wide range of business and media specializations. Some of the specializations include marketing communications, operations management, human resource management, accounting, and web development. Diplomas are completed in two years full-time or course-by-course on a part-time basis.

BCIT offers Bachelor of Business Administration and Bachelor in Accounting degrees. Students must complete a BCIT diploma program to enroll into a degree program. Students can complete a bachelor degree within three years by completing a two year diploma program and one additional year of business studies. Degree students can complete an international student exchange for a term or year.

BCIT offers two graduate certificate programs. The Graduate Certificate in Business Administration is a one year full-time program that transfers into a number of international MBA degree programs. The Graduate Certificate in Analytics is completed in the evenings over a one year period.

The Burnaby campus offers the majority of academic programing. Bachelor degrees, two year full-time diplomas, and part-time certificates are taught at the campus. The main campus is located at 3700 Willingdon Avenue, Burnaby.

The Downtown Vancouver campus offers part-time business courses. The BCIT Downtown Vancouver Campus is located at 555 Seymour Street, Vancouver.

The BCIT School of Business applied business education model prepares graduates for a business career. Students learn in a set of 25–30 other students during the year. Unlike universities, students are automatically enrolled in all of the courses required for that program once accepted into their program. Students maintain a heavy course load consisting of six to eight courses each semester. BCIT semesters are slightly longer than other local universities with the academic year ending in May and graduating in late June.

Business Consulting Projects are 10–16 weeks in duration and provide students the opportunity to work in a consulting role for a real business. A Business Consulting Project is different from traditional co-op or internship programs, as students fill an outside consulting role for an organization.

During the final semester in the diploma programs, students participate in an internship or practicum. An internship program can help students apply their classroom knowledge in a work environment.

BCIT provides course credit and advanced placement into diploma and degree programs. In 2014, the BCIT School of Business provided course credit to McDonald’s managers who completed courses through McDonald’s own corporate training program. In 2015, the Royal Canadian Legion, donated $830,000 to the School of Business to fund the BCIT Legion Military Skills Conversion Program. This program helps Canadian veterans and reservists convert their military skills and knowledge into a business credential.

Students within the BCIT School of Business operate a number of student clubs that compete in regional and international case competitions. The clubs organize industry networking events, guest speakers, and charitable endeavours. The following student clubs are a part of the BCIT School of Business:

The BCIT School of Business has international partnerships with over 20 business schools. It also organizes international field schools to Europe during the summer. BCIT students can spend a semester or year abroad by participating in an international student exchange. Dual degree programs are available for students to earn both a BCIT bachelor degree and an international bachelor degree simultaneously. International partnerships exist with the following schools:

Prince Luarsab of Kartli (died 1698)

Luarsab (Georgian: ლუარსაბი) (c. 1660 – November 1698) was a Georgian prince royal (batonishvili) of the Bagratid House of Mukhrani of Kartli. He was a son of King Vakhtang V of Kartli (Shah Nawaz Khan) and spent nearly two decades as a hostage in Iran.

Luarsab was born into the family of Prince Vakhtang, batoni of Mukhrani, who was adopted by the childless King Rostom of Kartli and acceded to the throne on Rostom’s death in 1658. Around 1675, Luarsab and his elder brother, Archil, departed to the Ottoman-controlled Akhaltsikhe in a bid to acquire the Kingdom of Imereti, which was within the Ottoman sphere of influence. This venture posed a risk of conflict between the Ottomans and the Iranian Safavids, which exercised their suzerainty over the kings of Kartli.

The Shah of Iran, Suleiman I, held Vakhtang V responsible for his sons as the king failed to bring them back to Kartli. Vakhtang had to repair to the Shah of Iran Suleiman I to offer explanation, but he died on his way to Isfahan, being succeeded on the throne by his son George XI of Kartli. The shah demanded from the new king immediate detention and surrender of his fugitive brothers. George allowed Archil to escape to Imereti, but he had to assuage the shah’s anger by sending Luarsab as an honorary hostage to Iran in 1679. In 1688, when tensions between George XI and the Safavid government reached a high point, the shah had Luarsab and other hostages, George’s only son Bagrat and another brother Levan, arrested. On the way to his exile to Kerman, Luarsab was forcibly converted to Islam and was held captive until George reconciled with the Safavids and, in a show of loyalty, in 1696 paid a visit to Shah Sultan Husayn in Isfahan, where he met his freed brothers (George’s son Bagrat died in exile in Herat). Luarsab died shortly thereafter, in 1698.

Luarsab was married twice. His first wife was Mariam, daughter of Revaz, Duke of Aragvi, whom he wed at Lilo near Tbilisi around 1669. He married secondly, in 1684, a niece of Shoshita II, Duke of Racha.

Luarsab had two children. His natural son, Alexander, entered the Safavid service in 1708 and rose to a high rank. According to the 18th-century historian Prince Vakhushti, he is the same Alexander who died fighting the Afghan rebels in 1711. Alternatively, based on the account of Sekhnia Chkheidze, a contemporary historian and a companion of the Georgian royals to Iran, the Alexander of the Afghan war is considered by the historians Marie-Félicité Brosset and Cyril Toumanoff to have been a son of Luarsab’s brother Levan. Of his first marriage, Luarsab also had a daughter, Elene, whose hand was vainly sought from her uncle, George XI, by Alexander IV of Imereti.

Cyriel Verschaeve

Cyriel Verschaeve (født 30. april 1874 i Ardooie i Vest-Flandern i Belgia, død 8. november 1949 i Solbad Hall i Østerrike) var en kjent flamsk-nasjonalistisk prest og forfatter som samarbeidet tett med nasjonalsosialistene under den andre verdenskrig.

Verschaeve ble født inn i en katolsk familie og begynte sin opplæring for å bli ordinert som prest på gutteseminaret i Roeselare i 1886. Han flyttet til Brugge i 1892 hvor han fullføre sine videre studier. Han ble til slutt ordinert som prest i 1897, og deretter fortsatte han sine studier ved Friedrich Schiller universitetet i Jena. I 1911 returnerte han til Belgia igjen for å begynne som sogneprest i Alveringem. Mens han var der han ble involvert i den pasifistiske bevegelsen etter utbruddet av den første verdenskrig.

Verschaeve, som over lengre tid hadde vært sympatisk til det nasjonalsosialistiske Tyskland etter at Adolf Hitler kom til makten i 1933, skrev verket Het Uur van Vlaanderen som ble publisert i 1940. Der satte han ord på sympatiene som fantes blant flamske folk for Tyskland, spesielt på grunn av hans romantiske beundring for den tyske keiserlige kultur. Som et resultat av dette verket ble han utnevnt av nasjonalsosialistene til å ta vare på den flamske kulturen etter den tyske okkupasjonen av Belgia.

Verschaeve ble også involvert i rekruttering til den flamske frivillige leegionen i 1941. Verschaeve var overbevist om at det kommunistiske Sovjetunionen under Josef Stalin var den største trusselen mot freden og kulturen i Europa. I 1944 hadde han et møte med SS-Reichsführer Heinrich Himmler. Verschaeve flyktet til Østerrike i 1945, og selv om han ble dømt til døden in absentia av en belgisk domstol som tok for seg krigsforbrytelser begått under den andre verdenskrig, overlevde han frem til 1949 da han døde av et hjerteinfarkt på prestegården i Solbad Hall.

· · · · · · · · ·

Kjetil Jansrud

Kjetil Jansrud (født 28. august 1985 i Stavanger) er en norsk alpinist fra Vinstra. Da han var tre år gammel flyttet familien fra Stavanger til Vinstra. Han har gull, sølv og bronse fra OL.

Kjetil Jansrud startet sin karriere i 2001/2002, allerede som sekstenåring da han deltok i Europacupen. Han debuterte på internasjonalt seniornivå 19. januar 2003 i Wengen i slalåm og var med i verdenscupsesongen 2004/2005. Han var også med i den norske troppen til VM 2005 i Bormio.

Jansrud fikk sin første pallplassering i storslalåm i Adelboden, 10. januar 2009. Han lå på 14. plass etter første omgang, men kjørte inn til en tredjeplass etter andre omgang. Sammenlagt endte Jansrud 72 hundredeler bak vinneren Benjamin Raich, og 48 hundredeler bak andreplassen til Massimiliano Blardone. Hans andre pallplassering kom i storslalåm i Kranjska Gora 29. januar 2010. Han endte 51 hundredeler bak vinneren Ted Ligety og 17 hundredeler bak Marcel Hirscher. Dagen etter tok Jansrud ett steg videre opp på seierspallen. Han var 45 hundredeler bak vinneren Marcel Hirscher i et nytt storslalåmrenn i Kranjska Gora. 5. desember 2010 kjørte Jansrud inn til en andreplass i storslalåm i Beaver Creek.

Under Vinter-OL 2010 i Vancouver tok Jansrud sølv i storslalåm etter at han lå på ellevteplass etter første omgang. I andre omgang hadde han beste omgangstid av alle. I slalåmkonkurransen endte Jansrud på en 17. plass.

Hans første pallplassering i fartsdisiplinene kom 16. desember 2011 da han ble nummmer tre i super-G i Val Gardena. Hans første pallplassering i utfor kom 3. mars 2012 da ble nummer to på hjemmebane i Kvitfjell, bare to hundredeler etter vinneren Klaus Kröll. Dagen før ble han nummer tre i super-G samme sted, da var han tre hundredeler fra førsteplassen. 4. mars 2012 vant Jansrud for første gang et verdenscuprenn da han vant super-G i Kvitfjell. Aksel Lund Svindal sikret norsk dobbeltseier, 21 hundredeler bak Jansrud.

I Vinter-OL 2014 i Sotsji startet Jansrud med bronse i utfor etter Matthias Mayer og Christof Innerhofer. I superkombinasjonen ble det fjerdeplass etter at Jansrud hadde ledet etter utfordelen. Jansrud kjørte inn til gull i super-G og sikret dermed norsk gull i denne øvelsen i fjerde OL på rad og norsk alpingull i sjuende OL på rad. Dette var også Norges tiende OL-gull i alpint gjennom tidene.

Han ble tildelt Aftenpostens gullmedalje for 2014 for gullmedaljen i super-G i OL i Sotsji. På Idrettsgallaen 2015 ble han tildelt prisen som Årets mannlige utøver og Utøvernes pris, sistnevnte etter en avstemning blant toppidrettsutøvere.

Sesongen 2014/15 startet Jansrud med å vinne tre renn og ta én andreplass i Canada og USA. Han vant 75-års jubileumsrennet av utforrennet i Hahnenkammrennene i Kitzbühel. Han er andre nordmann som har vunnet dette prestisjefylte utforrennet, Atle Skårdal var den første i 1990. I VM 2015 i Beaver Creek ble det sølv i kombinasjonen, 19 hundredeler bak Marcel Hirscher. Denne sesongen vant Jansrud sju verdenscuprenn, og han vant super-G-cupen og utfor-cupen og ble nummer to i verdenscupen sammenlagt, 160 poeng bak Marcel Hirscher. På Idrettsgallaen 2016 ble Jansrud kåret til Årets forbilde i 2015.

Jansrud er utøverambassadør for den humanitære organisasjonen Right to play.


1988: Franck Piccard · 1992: Kjetil André Aamodt · 1994: Markus Wasmeier · 1998: Hermann Maier · 2002: Kjetil André Aamodt · 2006: Kjetil André Aamodt · 2010: Aksel Lund Svindal · 2014: Kjetil Jansrud

Staples Center

Das Staples Center ist eine Multifunktionsarena in Downtown Los Angeles, Kalifornien im Los Angeles Sports and Entertainment District. Es befindet sich neben dem Los Angeles Convention Center. Der Bau des Staples Center wurde privat mit 375 Millionen US-Dollar (etwa 268 Millionen Euro) finanziert und die Namensrechte wurden vom Bürobedarfshändler Staples erworben.

Das Staples Center wurde am 17. Oktober 1999 eröffnet und erlangte durch den zweimaligen Gewinn des Arena of the Year Award des Pollstar-CIC schnell Aufmerksamkeit. Seine Bekanntheit erlangte das Stadion jedoch vor allem durch die Heimspiele der Los Angeles Lakers und Los Angeles Clippers aus der NBA, der Los Angeles Sparks aus der WNBA, der Los Angeles Kings aus der NHL und bis zu deren Auflösung (2008) der Los Angeles Avengers aus der Arena Football League. Es war das einzige Stadion, welches Heimspielstätte von fünf professionellen Sport-Franchises war.

Pro Jahr werden über 250 Veranstaltungen mit über vier Millionen Besuchern durchgeführt. Seit der Eröffnung wurden so 2000 die Democratic National Convention, 2002 die US-Meisterschaften im Eiskunstlaufen und das NHL All-Star Game, 2004 und 2011 das NBA All-Star Game, von 2002 bis 2005 die WTA Tour Championships, die ersten Latin Grammy im Jahr 2000, die jährlichen Grammy Awards seit 2000, das Pacific-10 Conference Men’s Basketball Turnier von 2002 bis 2012, die Summer X Games Hallenwettkämpfe von 2003 bis 2012 und unzählige Konzerte und HBO Championship Boxveranstaltungen veranstaltet. Außerdem wird die Arena auch gerne für Wrestling genutzt – so für WrestleMania XXI 2005, WWE Unforgiven 2002, Judgment Day 2004, den SummerSlam 2009, 2010, 2011, 2012, 2013, 2014 und andere WWE-Events.

Seit der Eröffnung des Staples Centers wurden immer wieder leichte bauliche Veränderungen im Innenraum wie auch in den Außenanlagen vorgenommen. So wurden die Korbanlagen der Lakers und Clippers im Laufe der Zeit erneuert und mit neuen Uhren und Anzeigen versehen. Ebenso wurden die verschiedenen Kabinen und Räume der Heimmannschaften (Los Angeles Lakers, Los Angeles Clippers, Los Angeles Kings) im Jahr 2010 erneuert, renoviert und vergrößert. Seit Sommer 2010 besitzt das Staples Center zudem einen neuen Videowürfel mit 4-HD-Technologie, welcher bei fast allen Veranstaltungen im Center zum Einsatz kommt.

Das Staples Center bietet bei Konzerten bis zu 20.000 Besuchern Platz, 18.997 bei Basketballspielen und 18.118 bei Eishockey- und Arena Football-Spielen. Der Besucherrekord wird durch eine Wrestling-Veranstaltung gehalten – 20.193 bei WWE WrestleMania XXI am 3. April 2005.

Panorama bei einem Spiel der Los Angeles Kings

Innenraum beim Basketball bei einem Spiel der Clippers (2013)

Innenraum beim Eishockey

Statue von Magic Johnson vor dem Stadion

Haupteingang bei Nacht

Außenfassade

Banner mit den nicht mehr vergebenen Trikotnummern der Lakers unter dem Arenadach

Lasershow vor Playoff-Spiel 2012

Der Videowürfel über dem Spielfeld

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SMS Kaiser (1911)

SMS Kaiser was the lead ship of the Kaiser class of battleships of the Imperial German Navy. Kaiser was built by the Imperial Dockyard at Kiel, launched on 22 March 1911 and commissioned on 1 August 1912. The ship was equipped with ten 30.5-centimeter (12.0 in) guns in five twin turrets, and had a top speed of 23.4 knots (43.3 km/h; 26.9 mph). Kaiser was assigned to the III Squadron of the High Seas Fleet for the majority of World War I.

In 1913, Kaiser and her sister König Albert conducted a cruise to South America and South Africa. The ship participated in most of the major fleet operations during the war. She fought at the Battle of Jutland on 31 May – 1 June 1916, during which she was hit once and suffered negligible damage. The ship was also present during Operation Albion in the Baltic Sea in September and October 1917, and at the Second Battle of Heligoland Bight in November 1917.

During peace negotiations after the end of the war in 1918, she was interned with other ships of the High Seas Fleet at Scapa Flow. On 21 June 1919 the commander of the interned fleet, Rear Admiral Ludwig von Reuter, ordered the fleet to be scuttled to ensure that the British would not be able to seize the ships. The wreck was subsequently raised in 1929 and broken up in Rosyth in 1930.

Ordered under the contract name Ersatz Hildebrand as a replacement for the obsolete coastal defense ship Hildebrand, Kaiser was laid down at the Imperial Dockyard in Kiel in September 1909. The hull was completed by 22 March 1911, when the ship was launched; this date was specifically chosen, as it was the birthday of Kaiser (Emperor) Wilhelm I. His grandson, Kaiser Wilhelm II, attended the launching ceremony, where German Chancellor Theobald von Bethmann-Hollweg gave a speech while Kaiserin (Empress) Augusta Victoria christened the ship. Fitting-out work then began, which was completed by the end of July 1912. On 1 August, the ship was commissioned for sea trials. These were concluded by 7 December; the following day Kaiser joined the fleet as the flagship of V Division. Her crew consisted largely of men who had been transferred from the recently decommissioned battleships Elsass and Braunschweig.

The ship was 172.40 m (565 ft 7 in) long overall and displaced a maximum of 27,000 metric tons (26,570 long tons). She had a beam of 29 m (95 ft 2 in) and a draft of 9.10 m (29 ft 10 in) forward and 8.80 m (28 ft 10 in) aft. Kaiser was powered by three sets of Parsons turbines, supplied with steam by 16 coal-fired boilers. The powerplant produced a top speed of 23.4 knots (43.3 km/h; 26.9 mph). She carried 3,600 metric tons (3,500 long tons) of coal, which enabled a maximum range of 7,900 nautical miles (14,600 km; 9,100 mi) at a cruising speed of 12 knots (22 km/h; 14 mph).

Kaiser was armed with a main battery of ten 30.5 cm SK L/50 guns in five twin turrets. The ship disposed with the inefficient hexagonal arrangement of previous German battleships; instead, three of the five turrets were mounted on the centerline, with two of them arranged in a superfiring pair aft. The other two turrets were placed en echelon amidships, such that both could fire on the broadside. The ship was also armed with fourteen 15 cm (5.9 in) SK L/45 guns in casemates amidships, eight 8.8 cm (3.5 in) SK L/45 guns in casemates and four 8.8 cm L/45 anti-aircraft guns. The ship’s armament was rounded out by five 50 cm (20 in) torpedo tubes, all mounted in the ship’s hull.

After joining the active fleet in December 1912, Kaiser was stationed in Kiel. The ship then conducted individual training. In February 1913, Kaiser was transferred to Wilhelmshaven, along with her sister ship Friedrich der Grosse. She then took part in several training exercises with the rest of the High Seas Fleet. These included maneuvers in the North Sea in March and April, artillery drills in the Baltic at the end of the month, and further fleet maneuvers in May. In June, Kaiser took part in the Kiel Week regatta. Kaiser Wilhelm II and Italian King Victor Emmanuel III inspected the ship. The annual summer cruise to Norway was conducted in July and August, followed immediately by the autumn maneuvers in August and September. In September 1913, Captain Adolf von Trotha became the ship’s commanding officer, a post he held until January 1916.

Kaiser was selected to participate in a long-distance cruise to test the reliability of the new turbine propulsion system. The ship was joined by her sister König Albert and the light cruiser Strassburg in a special „Detached Division“. The trio departed Germany on 9 December 1913 and proceeded to the German colonies in western Africa. The ships visited Lomé in Togoland, Duala and Victoria in Kamerun, and Swakopmund in German South-West Africa. From Africa, the ships sailed to St. Helena and then on to Rio de Janeiro, arriving on 15 February 1914. Strassburg was detached to visit Buenos Aires, Argentina before returning to meet the two battleships in Montevideo, Uruguay. The three ships sailed south around Cape Horn and then north to Valparaiso, Chile, arriving on 2 April and remaining for over a week.

On 11 April, the ships departed Valparaiso for the long journey back to Germany. On the return trip, the ships visited several more ports, including Bahía Blanca, Argentina, before returning to Rio de Janeiro. On 16 May the ships left Rio de Janeiro for the Atlantic leg of the journey; they stopped in Cape Verde, Madeira, and Vigo, Spain while en route to Germany. Kaiser, König Albert, and Strassburg arrived in Kiel on 17 June 1914. In the course of the voyage, the ships traveled some 20,000 nautical miles (37,000 km; 23,000 mi). A week later, on 24 June, the Detached Division was dissolved and Kaiser returned to the III Squadron. Kaiser then participated in squadron exercises in July. Kaiser joined the High Seas Fleet for its annual summer cruise to Norway in July 1914, about two weeks after the assassination of Archduke Franz Ferdinand in Sarajevo. As a result of rising international tensions, the cruise was cut short and the German fleet was back in Wilhelmshaven by 29 July. At midnight on 4 August, the United Kingdom declared war on Germany.

The High Seas Fleet, including Kaiser, conducted a number of sweeps and advances into the North Sea. The first occurred on 2–3 November 1914, though no British forces were encountered. Admiral Friedrich von Ingenohl, the commander of the High Seas Fleet, adopted a strategy in which the battlecruisers of Rear Admiral Franz von Hipper’s I Scouting Group raided British coastal towns to lure out portions of the Grand Fleet where they could be destroyed by the High Seas Fleet. The raid on Scarborough, Hartlepool and Whitby on 15–16 December 1914 was the first such operation. On the evening of 15 December, the German battle fleet of some twelve dreadnoughts—including Kaiser and her four sisters—and eight pre-dreadnoughts came to within 10 nmi (19 km; 12 mi) of an isolated squadron of six British battleships. However, skirmishes between the rival destroyer screens in the darkness convinced von Ingenohl that he was faced with the entire Grand Fleet. Under orders from Kaiser Wilhelm II to avoid risking the fleet unnecessarily, von Ingenohl broke off the engagement and turned the battlefleet back toward Germany.

Following the loss of SMS Blücher at the Battle of Dogger Bank in January 1915, the Kaiser removed Admiral von Ingenohl from his post on 2 February. Admiral Hugo von Pohl replaced him as commander of the fleet. Admiral von Pohl conducted a series of fleet advances in 1915 in which Kaiser took part; in the first one on 29–30 March, the fleet steamed out to the north of Terschelling and return without incident. Another followed on 17–18 April, where Kaiser and the rest of the fleet covered a mining operation by the II Scouting Group. Three days later, on 21–22 April, the High Seas Fleet advanced towards the Dogger Bank, though again failed to meet any British forces. Kaiser was in dock in Kiel for periodic maintenance during the operation on 17–18 May, but she was back with the fleet for the sortie on 29–30 May, during which the fleet advanced as far as Schiermonnikoog before being forced to turn back by inclement weather. On 10 August, the fleet steamed to the north of Helgoland to cover the return of the auxiliary cruiser Meteor. A month later, on 11–12 September, the fleet covered another mine-laying operation off the Swarte Bank. The last operation of the year, conducted on 23–24 October, was an advance without result in the direction of Horns Reef.

On 12 January 1916, Admiral Reinhard Scheer replaced von Pohl as the fleet commander. Kaiser was present during the fleet advance on 5–7 March, though this too ended without action. While in port in Kiel, the old pre-dreadnought Hannover accidentally collided with Kaiser, though neither ship was seriously damaged. Scheer continued the series of fleet operations practiced by his predecessors; the fleet conducted sweeps of the North Sea on 26 March, 2–3 April, and 21–22 April. The battlecruisers conducted another raid on the English coast on 24–25 April, during which Kaiser and the rest of the fleet provided distant support. Scheer planned another raid for mid-May, but the battlecruiser Seydlitz had struck a mine during the previous raid and the repair work forced the operation to be pushed back until the end of the month.

Almost immediately after the Lowestoft raid, Admiral Reinhard Scheer began planning another foray into the North Sea. He had initially intended to launch the operation in mid-May, by which time the mine damage to Seydlitz was scheduled to be repaired—Scheer was unwilling to embark on a major raid without his battlecruiser forces at full strength. On 9 May, however, several battleships developed problems with their engines, which delayed the operation further, to 23 May. On 22 May, Seydlitz was still not fully repaired, and the operation was again postponed, this time to 29 May. At noon on 29 May, the repairs to Seydlitz were finally completed, and the ship returned to the I Scouting Group. The plan called for Hipper’s battlecruisers to steam north to the Skagerrak, with the intention of luring out a portion of the British fleet so it could be destroyed by Scheer’s waiting battleships.

Kaiser and the rest of the III Battle Squadron were the leading unit of the High Seas Fleet; the four König-class battleships led the line. Kaiser, the flagship of Konteradmiral H. Nordmann, was directly astern of the four Königs. I Battle Squadron, composed of the eight Helgoland- and Nassau-class battleships, followed III Squadron, with the six elderly pre-dreadnoughts of II Battle Squadron bringing up the rear. Hipper’s five battlecruisers left the Jade estuary at 02:00 on 31 May; Scheer, with the High Seas Fleet, followed an hour and a half later.

Shortly before 16:00 CET, the battlecruisers of I Scouting Group encountered the British 1st Battlecruiser Squadron, under the command of David Beatty. The opposing ships began an artillery duel that saw the destruction of Indefatigable, shortly after 17:00, and Queen Mary, less than a half an hour later. By this time, the German battlecruisers were steaming south in order to draw the British ships towards the main body of the High Seas Fleet. At 17:30, Königs crew spotted both the I Scouting Group and the 1st Battlecruiser Squadron approaching. The German battlecruisers were steaming to starboard, while the British ships steamed to port. At 17:45, Scheer ordered a two-point turn to port to bring his ships closer to the British battlecruisers, and a minute later at 17:46, the order to open fire was given.

Between 17:48 and 17:52, Kaiser, Kronprinz, Friedrich der Grosse, and all eight battleships of the I Squadron opened fire on several ships of the 2nd Light Cruiser Squadron; Kaiser, Ostfriesland, and Nassau engaged HMS Southampton, though only Nassau managed to score a hit on the cruiser. In the span of eight minutes, Kaiser fired eleven salvos at Southampton without success. The 2nd LCS then moved back out of range, having largely escaped unscathed. At 17:58, Scheer ordered the fleet to maximum speed; the greater speed of the Königs caused the distance between Kaiser and König to rapidly increase. At 18:05, Southampton again came into range, and Kaiser opened fire. Kaiser fired four salvos at a range of 12,000 m (13,000 yd), though again without scoring any hits. After three minutes of firing, Kaisers guns again fell silent.

Starting at 18:10, Kaiser began firing on the 5th Battle Squadron battleship Malaya; in the span of 25 minutes, Kaiser fired 27 salvos at an average range of 17,300 m (18,900 yd). The British destroyers Nestor and Nomad, which had been disabled by earlier in the engagement, lay directly in the path of the advancing High Seas Fleet. Shortly before 18:30, Kaiser and her three sister ships opened fire on Nomad with their secondary batteries. The hail of 15-cm shells smothered the ship; a fire was started and one shell detonated the ship’s forward ammunition magazine. Nomad sank stern first at 18:30. Nestor was meanwhile destroyed by the battleships of I Squadron.

Shortly after 19:00, the German cruiser Wiesbaden had become disabled by a shell from the British battlecruiser Invincible; Rear Admiral Behncke in König attempted to maneuver the III Squadron to cover the stricken cruiser. Simultaneously, the British 3rd and 4th Light Cruiser Squadrons began a torpedo attack on the German line; while advancing to torpedo range, they smothered Wiesbaden with fire from their main guns. The eight III Squadron battleships fired on the British cruisers, but even sustained fire from the battleships‘ main guns failed to drive off the British cruisers. The armored cruisers Defence, Warrior, and Black Prince joined in the attack on the crippled Wiesbaden. Between 19:14 and 19:17, Kaiser and several other battleships and battlecruisers opened fire on Defence and Warrior. Defence was struck by several heavy caliber shells from the German dreadnoughts. One salvo penetrated the ship’s ammunition magazines and, in a massive explosion, destroyed the cruiser.

As Warrior limped away to the west, the Queen Elizabeth-class battleships of the 5th Battle Squadron joined the Grand Fleet as it entered the battle from the north. However, Warspite was forced to haul out of line to the south, towards the oncoming German fleet. Warspite came under intense fire from the approaching German battleships; Kaiser scored a hit on Warspite that damaged her steering gear and forced her to steam in a circle, out of control. After completing two full circles and sustaining 13 heavy hits, Warspite came back under control and rejoined the squadron. However, by 20:00 the steering gear had again failed, so the ship was forced to withdraw from the engagement.

By 20:15, the German fleet had faced the Grand Fleet for a second time and was forced to turn away; in doing so, the order of the German line was reversed. Kaiser was now the fifth ship from the rear of the German line, ahead of only the four König-class battleships. Kaiser was hit twice in quick succession by heavy-caliber shells, at 20:23 and three minutes later. The Common Pointed, Capped, shells came from the 30 cm (12 in) guns of Agincourt. One shell penetrated the upper deck and landed in a hammock stowage compartment below the No. 7 casemate; the shell failed to explode and instead broke up on impact, starting a small fire that was quickly put out. The other shell probably exploded outside the ship.

Shortly before 21:30, Kaiser, Prinzregent Luitpold, and Markgraf spotted British light forces approaching. The German ships opened fire at a range of around 7,300 m (8,000 yd) with both their main and secondary armament. The light cruiser Calliope was badly damaged, which forced the British ships to withdraw. At around 23:30, the German fleet reorganized into the night cruising formation. Kaiser was the twelfth ship, in the center of the 24-ship line.

After a series of night engagements between the leading battleships and British destroyers, the High Seas Fleet punched through the British light forces and reached Horns Reef by 04:00 on 1 June. The German fleet reached Wilhelmshaven a few hours later; the I Squadron battleships took up defensive positions in the outer roadstead and Kaiser, Kaiserin, Prinzregent Luitpold, and Kronprinz stood ready just outside the entrance to Wilhelmshaven. The remainder of the battleships and battlecruisers entered Wilhelmshaven, where those that were still in fighting condition replenished their stocks of coal and ammunition. The two shell hits suffered by Kaiser had been largely ineffectual, wounding only one crewmember.

On 18 August, Admiral Scheer attempted a repeat of the 31 May operation; the two serviceable German battlecruisers—Moltke and Von der Tann—supported by three dreadnoughts, were to bombard the coastal town of Sunderland in an attempt to draw out and destroy Beatty’s battlecruisers. The rest of the fleet, including Kaiser, would trail behind and provide cover. The British were aware of the German plans and sortied the Grand Fleet to meet them. By 14:35, Admiral Scheer had been warned of the Grand Fleet’s approach and, unwilling to engage the whole of the Grand Fleet just eleven weeks after the decidedly close call at Jutland, turned his forces around and retreated to German ports.

Another fleet advance followed on 18–20 October, though it ended without encountering any British units. Two weeks later, on 4 November, Kaiser took part in an expedition to the western coast of Denmark to assist two U-boats—U-20 and U-30—that had become stranded there. On 1 December, the High Seas Fleet was reorganized; Kaiser and her sisters were transferred to the newly created IV Battle Squadron, with Kaiser as the flagship. In 1917, the policy of unrestricted submarine warfare was reinstated; the surface units of the German navy were therefore tasked with covering the departures and arrivals of the U-boats. As a result, Kaiser spent most of the year on picket duty in the German Bight. In May 1917, Kaiser went into the dock for periodic maintenance.

In early September 1917, following the German Army’s conquest of the Russian port of Riga, the Navy decided to eliminate the Russian naval forces that still held the Gulf of Riga. The Admiralstab (the Navy High Command) planned an operation to seize the Baltic island of Ösel, and specifically the Russian gun batteries on the Sworbe peninsula. On 18 September, the order was issued for a joint operation with the army to capture Ösel and Moon islands; the primary naval component was organized into a Special Unit, which comprised the flagship, Moltke, along with the IV Battle Squadron of the High Seas Fleet. The IV Squadron was composed of the V and VI Divisions. V Division included the four König-class ships, and was by this time augmented with the new battleship Bayern. The VI Division consisted of the five Kaiser-class battleships. Along with 9 light cruisers, 3 torpedo boat flotillas, and dozens of mine warfare ships, the entire force numbered some 300 ships, supported by over 100 aircraft and 6 zeppelins. The invasion force amounted to approximately 24,600 officers and enlisted men. Opposing the Germans were the old Russian pre-dreadnoughts Slava and Tsesarevich, the armored cruisers Bayan, Admiral Makarov, and Diana, 26 destroyers, and several torpedo boats and gunboats. The garrison on Ösel numbered some 14,000 men.

On 24 September, Kaiser left Kiel, bound for the Putziger Wiek, where she rendezvoused with several other battleships. From there, the ship went to Libau, which she reached on 10 October. Two days later, on the morning of 12 October, Kaiser, joined by her sisters Kaiserin and Prinzregent Luitpold, opened fire on the Russian shore batteries at Cape Hundsort. On 14 October Kaiser engaged the Russian destroyer Grom and disabled the ship’s engine with a single hit. Grom was captured and taken in tow, but she quickly foundered. Kaiser then bombarded Russian positions on Cape Toffri on 16 October.

By 20 October, the fighting on the islands was winding down; Moon, Ösel, and Dagö were in German possession. The previous day, the Admiralstab had ordered the cessation of naval actions and the return of the dreadnoughts to the High Seas Fleet as soon as possible. On 31 October Kaiser and the rest of the Special Unit were detached from the operation and sent back to Kiel, which they reached by 2 November. Kaiser was back in the North Sea on 7 November.

Kaiser and Kaiserin were assigned to security duty in the Bight on 17 November; they were tasked with providing support to the II Scouting Group (II SG) and several minesweepers. Two British light cruisers, Calypso and Caledon, attacked the minesweepers and II SG in Heligoland Bight. Kaiser and her sister intervened and hit one of the light cruisers. The two ships briefly engaged the battlecruiser Repulse, but neither side scored any hits. However, the German commander failed to press the attack.

On 2 February 1918, the light cruiser Stralsund struck a mine; Kaiser was among those ships that sortied to escort the damaged cruiser back to port. The ship was also present during the fleet advance on 23–24 April. The operation was intended to intercept a heavily escorted British convoy to Norway on 23–25 April, though the operation was canceled when the battlecruiser Moltke suffered mechanical damage. In the final months of the war, Captain Hermann Bauer took command of the ship; his period in command lasted from August to November.

Kaiser was to have taken part in a final fleet action days before the Armistice, an operation which envisioned the bulk of the High Seas Fleet sortieing from their base in Wilhelmshaven to engage the British Grand Fleet. In order to retain a better bargaining position for Germany, Admirals Hipper and Scheer intended to inflict as much damage as possible on the British navy, whatever the cost to the fleet. Consequently, on 29 October 1918, the order was given to depart from Wilhelmshaven to consolidate the fleet in the Jade roadstead, with the intention of departing the following morning. However, starting on the night of 29 October, sailors on Thüringen mutinied. The unrest spread to other battleships, which forced Hipper and Scheer to cancel the operation.

Following the capitulation of Germany in November 1918, most of their fleet ships were interned in the British naval base in Scapa Flow under the command of Rear Admiral Ludwig von Reuter. Prior to the departure of the German fleet, Admiral Adolf von Trotha made clear to von Reuter that he could not allow the Allies to seize the ships, under any conditions. The fleet rendezvoused with the British light cruiser Cardiff, which led the ships to the Allied fleet that was to escort the Germans to Scapa Flow. The massive flotilla consisted of some 370 British, American, and French warships. Once the ships were interned, their guns were disabled through the removal of their breech blocks. The fleet remained in captivity during the negotiations that ultimately produced the Versailles Treaty.

A copy of The Times informed von Reuter that the Armistice was to expire at noon on 21 June 1919, the deadline by which Germany was to have signed the peace treaty. Rear Admiral von Reuter came to the conclusion that the British intended to seize the German ships after the Armistice expired. Unaware that the deadline had been extended to the 23rd, Reuter ordered the ships to be sunk. On the morning of 21 June, the British fleet left Scapa Flow to conduct training maneuvers, and at 11:20 Reuter transmitted the order to his ships. Kaiser sank at 13:24; the ship was raised in 1929 and broken up for scrap in Rosyth starting in 1930.

Footnotes

Citations

Silchar Medical College and Hospital

Silchar Medical College and Hospital (SMCH), established in 1968, is a government-run medical college cum hospital in Silchar in southern Assam. It is the only referral hospital in the southern part of Assam, also referred to as the Barak Valley, and serves neighbouring states including Mizoram, North Tripura, West Manipur and South Meghalaya.

Before Indian independence, people from Assam and other North Eastern states had to go to other states for medical education and advanced medical treatment. John Berry White, MRCS, a British surgeon of the East India Company, started health education and healthcare in Assam. He established the Berry White Medical School at Dibrugarh, Assam in 1898-99 with a donation of Rs. 50,000 — a large sum at the time. In course of time this medical school was upgraded and on 3 November 1947 the Assam Medical College, Dibrugarh was established and it stands as the first medical college in Assam.

While the other states had several medical colleges, Assam remained with only one. The state government in 1959, headed by the Chief Minister of Assam, B. P. Chaliha, Finance Minister Fakaruddin Ali Ahmed, and Health Minister Rupram Brahma decided to have a second medical college in Assam.

On 7 November 1959, the state government set up an expert committee to look into the matter and submit their report. The committee members visited parts of the state, held consultations with the public, and ultimately recommended Gauhati (now Guwahati) which is the gateway of Assam, as the most suitable location. The committee also recommended a third medical college in the Barak valley at Silchar, and a fourth at Tezpur on the north bank of Brahmaputra river. The Gauhati Medical College at Guwahati and the Silchar Medical College at Ghungoor, Silchar were set up.

The Silchar Medical College was inaugurated at its permanent campus on 15 August 1968. The admission to the MBBS course was 50 students annually. Prof. Rudra Goswami took charge as the first principal of the Silchar Medical College on 1 August 1968.

The professional courses started in the Boys’ Hostel No-II in a makeshift manner and the Civil Hospital, Silchar was taken over as its hospital in 1971. In 1977-78 the main hospital building complex was commissioned.

In 1985 postgraduate courses were introduced in five clinical subjects:

The annual admission capacity in MBBS course was raised from 50 to 65 students in the same year.

The Medical Council of India (MCI) recognized the MBBS degree in 1976.

2008 saw introduction of PG courses in four more subjects: Radiology, Pathology, Anaestesiology and Orthopaedics. At the same time government of Assam decided to increase the undergraduate seats from 65 to 100.

Graduate education

Postgraduate education

Other courses

University of Affiliation:

The method of selection is entrance tests conducted by All India and state level selection bodies. Duration of postgraduate course: Degree three years; Diploma two years. For postgraduate (Degree) studies a thesis is compulsory.

Postgraduate Courses available are given below:

The Silchar Medical College Students Union was formed, holding annual elections to an Executive Committee.

View of SMCH OPD

Administrative Building of SMCH

Lecture Theatre Complex at Silchar Medical College

Coordinates:

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