Johann Carl Kaiserling

Johann Carl Kaiserling (* 3. Februar 1869 in Wehlheiden; † 20 cool sports water bottles. Juni 1942 in Berlin-Zehlendorf) war ein deutscher Pathologe.

Kaiserling studierte in München, Kiel und Berlin. Er wollte ursprünglich Zoologe werden, fühlte sich dann aber von Rudolf Virchow angezogen. 1893 promovierte er zum Doktor der Medizin mit der Abhandlung Die Mikrometrie und ihre Anwendung auf die Bestimmung der Grössenveränderungen der roten Blutkörperchen einiger Vertebraten durch verschiedene Zusatzflüssigkeiten… (Berlin 1893)

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. 1902 wurde er Privatdozent an der Friedrich Wilhelms-Universität in Berlin und 1912 außerordentlicher Professor für pathologische Anatomie.

1913 wechselte er als ordentlicher Professor der allgemeinen Pathologie und pathologischen Anatomie an die Universität Königsberg und war zudem Direktor des pathologischen Instituts geworden. 1927/28 war er Rektor der Alma Mater. Nach seiner Emeritierung am 1. April 1935 zog er nach Berlin, wo er 1942 starb. Seine Urne steht auf dem Hauptfriedhof Gotha als Krönung der Grabstätte der Familie Kaiserling.

Er ist der Schöpfer einer Konservierungsflüssigkeit für pathologische Sammlungspräparate, welche dauerhaft die Farben erhält. Kaiserling gilt als der Begründer der Mikrometrie.

Sein Sohn Helmut Kaiserling wurde ebenfalls Pathologe.

Baulk road

Baulk road is the name given to a type of railway track or ‘rail road’ that is formed using rails carried on continuous timber bearings, as opposed to the more familiar ‘cross-sleeper’ track that uses closely spaced sleepers or ties to give intermittent support to stronger rails.

Baulk road was popularised by Isambard Kingdom Brunel for his 7 ft (2,134 mm) broad gauge railways in the UK, but has also been used for other railways and can still be found in modified form in special locations on present day railways.

Brunel sought an improved design for the railway track needed for the Great Western Railway (GWR), authorised by Act of Parliament in 1835 to link London and Bristol.

He refused to accept received wisdom without challenge. The 4 ft 8 12 in (1,435 mm) gauge that had been adopted by most railways at that time had been fine for small mineral trucks on a horse-drawn tramway, but he wanted something more stable for his high-speed railway. The large diameter wheels used in stage coaches gave better ride quality over rough ground, and Brunel originally intended to have his carriages carried in the same way – on large diameter wheels placed outside their bodies. To achieve this he needed a wider track gauge and he settled on a 7 ft (2,134 mm) broad gauge but it was soon eased slightly to 7 ft 14 in (2,140 mm). When the time came to build the passenger carriages they were designed conventionally with smaller wheels under the bodies, but with the broad track gauge the bodies could be much wider than on the standard gauge

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. His original intention to have the wheels outside the width of the bodies was abandoned.

Early locomotive-powered railways had used short cast iron rails carried on stone blocks. A few were trying timber sleepers to support the rails and to maintain the gauge between them. These rails were brittle and broke easily when to use meat tenderizer, and they gave a rough ride due to the difficulty of maintaining a smooth line between the blocks or sleepers. Wrought iron rails were being manufactured but they were of poor quality due to the difficulty of cooling them evenly during manufacture. Brunel decided to use a continuously supported wrought iron rail, a bridge rail with a smaller rail section that cooled more evenly. This was an inverted-U section with wide flanges that could be bolted to the timber bearer, which was known as a ‘longitudinal’ baulk. The rail was usually kept off this by small wooden packing pieces that could be replaced when they were worn out by the passage of the trains, and therefore avoid the expense of replacing the heavier longitudinals. The rails were bolted to the longitudinals by long fang bolts or coach screws, and the rail joints were later supported by a base plate formed with a plug in the void of the inverted U shape rails so as to keep the rails in line with each other.

The longitudinal baulks, and therefore the rails, were kept to gauge by ‘transoms’ – transverse timber spacers – and iron tie-bars. The transom kept the longitudinals from getting too close together; the tie rods stopped them spreading too far apart. In later years the tie rods were replaced by strap bolts. These were bolted to the transoms and passed through a hole drilled through the longitudinal to a nut on the outside.

On the first section of the GWR, from London Paddington station to a temporary station at Taplow known as ‘Maidenhead Bridge’, Brunel had the track tied down to timber piles so that the gravel ballast (which was necessary on all railways for drainage) could be packed very firmly. It was packed so firmly, in fact, that the track was forced upwards between the piles and thus gave an undulating ride, just the thing that Brunel had tried to address by using continuous bearings and firm packing. He cut the piles away from the transoms and this solved the problem. The bridge rail for this line weighed 43 lb/yd (21.3 kg/m) but this was soon increased, generally to 62 lb/yd (30.8 kg/m). The longitudinal baulks were around 12 in (305 mm). wide and 5 in (127 mm). deep or 10 by 7 in (254 by 178 mm), but the sizes varied depending on the timber available and the weight of traffic to be carried. Transoms were around 6 by 9 in (152 by 229 mm) and initially spaced at 15 feet (4.57 m) intervals but this was reduced over time to around 11 feet (3.35 m).

The GWR also used conventional cross-sleepered track, especially on 4 ft 8 12 in (1,435 mm) standard gauge lines. Although its last broad gauge track was replaced by standard gauge in 1892, baulk road continued in service for some time afterwards. Converting broad gauge baulk road to standard was done by cutting the transoms and slewing the longitudinal and its rail to its new position. Between 1852 and 1892 an ever-increasing length of the Great Western Railway had been laid as mixed gauge that could be used by trains of either gauge. For baulk road this meant laying an additional longitudinal between the existing two (one rail was common to both gauges), but this significantly increased the cost and complexity of the track compared to cross-sleepers.

Vignoles rail was a light section that today would be classed as flat-bottomed rail. In its original form it was only about 4 inches (102 mm) deep and was used on baulk road interchangeably with bridge rail.

William Henry Barlow’s Barlow rail was patented in 1849 as a purely metal road. Deep rails with an inverted, curved V section were designed to be laid directly into the ballast; gauge was maintained by iron tie bars between the rails. The rails weighed 93 lb/yd (46.1 kg/m) but this was later increased to 99 lb/yd (49.1 kg/m). They were used on lines such as the West Cornwall Railway, Wycombe Railway, South Wales Railway and New South Wales Railways.[citation needed] They soon fell out of favour as it proved difficult to pack the ballast properly. A large number were sold to the engineers building Clevedon Pier who bolted them together to use as girders. Other pieces of Barlow rail can occasionally be found in fencing near ex-GWR lines. Discarded samples found buried in ballast being recovered from the Didcot Newbury and Southampton Railway can be seen at Didcot Railway Centre.

The Bristol and Exeter Railway and the Bridport Railway used Brunel’s bridge rail section but laid it on iron MacDonnell plates. These had three ridges to keep the rail in line and were laid directly into the ballast without any timber supports. It proved difficult to keep in alignment.

Seaton rail was similar to Vignoles rail but with the flanged foot angled down to give an inverted V section that was then used on triangular longitudinal.

Baulk road was used by John Coode for a number of 7 ft (2,134 mm) railways that he built as part of large construction schemes for harbour breakwaters at places such as Portland and Table Bay. The great widths between the rails and between the transoms allowed him to support the tracks on piles and discharge rocks from wagons directly between the rails to form the foundations of the breakwaters.

A variant of baulk road can still be seen today on some older under-line bridges where no ballast is provided. The design varies considerably, but in many cases longitudinal timbers are supported directly on the cross-girders, with transoms and tiebars to retain the gauge, and modern rails and base-plates or chairs laid on top. It can also be found in places where easy drainage is required or where access is required under rail vehicles for maintenance.

ASC Düsseldorf

Der Athletik-Sport-Club Düsseldorf e. V. ist ein im Jahr 1995 gegründeter deutscher Sportverein. Aushängeschild ist die Leichtathletikabteilung.

Ursprünglich wurde der Verein mit den Abteilungen Leichtathletik und Gymnastik gegründet. Mittlerweile wurde das Sportangebot um eine Volleyballabteilung mit drei Mannschaften, einer Turnabteilung und einem Lauftreff erweitert. Die Mitgliederzahl liegt momentan bei circa 600 (Stand: Mai 2014). Damit zählt der ASC Düsseldorf zu den größten Leichtathletik-Vereinen in Düsseldorf.

Erfolgreichste Athletin des Vereins ist Stabhochspringerin Anna Battke, die in Düsseldorf ihre Leichtathletikkarriere begann und später für den USC Mainz Dritte bei den Hallen-Europameisterschaften 2009 wurde

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Die Trainings- und Wettkampfstätte der Leichtathletikabteilung des ASC Düsseldorf ist der Arena-Sportpark Düsseldorf

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. Dort findet man optimale Bedingungen vor. Im Sommer trainieren die Athleten auf der Nebenkampfbahn, die aus einer 400 Meter-Rundbahn besteht. Zusätzlich befinden sich dort mehrere Weitsprung-, zwei Hochsprung- und eine Stabhochsprunganlage. Dort wird in jedem Jahr das Schülerhallensportfest des Vereins, welches Sportler aus dem gesamten Umland und der Niederlande anzieht, veranstaltet

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Im Winter ziehen die Trainingsgruppen in die benachbarte Leichtathletikhalle, die im Jahr 1977 zum Leichtathletik-Weltcup im Rheinstadion erbaut wurde. Die im Jahr 2004 umgebaute Halle ist die größte in Düsseldorf. Sie zählt zu den modernsten Leichtathletikhallen in Deutschland. Sie ist mit einer Tribüne, auf der 2000 Zuschauer Platz finden, ausgestattet.

Die anderen Abteilungen nutzen einige der vielen Sporthallen in der Stadt Düsseldorf. Den Lauftreff trifft man meist am Rhein vor.

Henri de Joyeuse

Henri de Joyeuse, duc de Joyeuse, comte du Bouchage, né à Toulouse le et mort le à Rivoli en Italie, est un prêtre capucin français, nommé en religion Père Ange, mais aussi lieutenant général du Languedoc puis Maréchal de France.

Henri de Joyeuse est le fils de Guillaume de Joyeuse et de Marie de Batarnay du Bouchage. C’est également le frère d’Anne de Joyeuse et du cardinal François de Joyeuse

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. Il rejoint ses frères à la cour d’Henri III, qui le nomme Grand Maître de sa garde-robe. Le 28 novembre 1581, il épouse Catherine de Nogaret La Valette, âgée de 15 ans, sœur du duc d’Épernon. Leur fille, Henriette-Catherine de Joyeuse, naît au Louvre le 10 janvier 1585. La mort de Catherine

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, le 10 août 1587, le convainc de devenir capucin, le 24 septembre 1587, sous le nom de père Ange. Henri III se précipite au couvent des Capucins, et, découvrant son ancien favori « la tête rasée et les pieds nus, peu s’en fallut qu’il ne tombât pasmé à la renverse ».

Le père Ange rejoint la Ligue catholique : le 23 octobre 1592, il quitte l’habit et se voit nommé lieutenant général du Languedoc. Toutefois, sous l’influence de son frère François, il finit par négocier son ralliement à Henri IV en (édit de Folembray), qui le crée maréchal de France. De nouveau capucin, Henri de Joyeuse (père Ange) devient un prédicateur renommé et un mystique sujet à des extases. Il est un des premiers à remarquer la valeur de François Leclerc du Tremblay, en religion Père Joseph.

Il meurt le

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, au couvent des capucins de Rivoli en Italie. Son corps fut ramené à Paris et fut inhumé dans l’église du couvent des Capucins Saint-Honoré (ses ossements furent sans doute transférés vers les catacombes de Paris en 1804).

Il avait fait don à son ordre d’une statuette de Notre-Dame de la Paix toujours visible à Paris dans l’église de la Congrègation des Sacrés Cœurs de Marie et de Jésus

« Un frère de Joyeuse osa longtemps paraître.

Ce fut lui que Paris vit passer tour à tour

du siècle au fond d’un cloître, et du cloître à la cour :

Vicieux, pénitent, courtisan, solitaire,

Il prit, quitta, reprit la cuirasse et la haire.

Du pied des saints autels arrosés de ses pleurs,

Il courut de la Ligue animer les fureurs,

Et plongea dans le sang de la France éplorée

la main qu’à l’Éternel il avait consacrée »

— Voltaire, La Henriade – Chant IV

Artur Ziętek

Artur Karol Ziętek (ur. 12 października 1978 w Radomiu, zm. 10 kwietnia 2010 w Smoleńsku) – porucznik pilot Sił Powietrznych RP.

Urodził się 12 października 1978 w Radomiu. Do ukończenia szkoły podstawowej mieszkał na osiedlu Ustronie.

W 1997 ukończył liceum lotnicze w Dęblinie. W 2001 został absolwentem Wyższej Szkoły Oficerskiej Sił Powietrznych w Dęblinie. W latach 2001–2007 służył w 2 Ośrodku Szkolenia Lotniczego na stanowiskach pilota i starszego pilota. Od 2007 pełnił służbę jako starszy pilot klucza lotniczego Fuzz Remover, eskadry lotniczej w 36 Specjalnym Pułku Lotnictwa Transportowego. Jego ogólny nalot wynosił 1069 godzin

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, w tym na Tu-154M 60 godzin.

Na początku 2010 brał udział w pomocy humanitarnej dla ofiar trzęsienia ziemi na Haiti, za co 4 lutego 2010 został wyróżniony wraz z pozostałymi członkami personelu 36 SPLT przez dowódcę Sił Powietrznych RP gen. broni pil. Andrzeja Błasika.

Zginął 10 kwietnia 2010 w katastrofie polskiego samolotu Tu-154M w Smoleńsku w drodze na obchody 70. rocznicy zbrodni katyńskiej. W trakcie lotu pełnił funkcję nawigatora w załodze samolotu, choć według wstępnych planów nawigatorem miał być Piotr Gawłowski – pilot, który był nawigatorem podczas lotu z 7 kwietnia 2010. 24 kwietnia 2010 został pochowany z honorami wojskowymi na Cmentarzu Komunalnym w Radomiu

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. W uroczystościach pogrzebowych wzięli udział m.in. bp Henryk Tomasik i dyrektor generalny MON Jacek Olbracht.

Pośmiertnie, decyzją ministra obrony narodowej Bogdana Klicha z 13 kwietnia 2010

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, został awansowany do stopnia kapitana.

Miał żonę Magdalenę oraz dwie córki: Patrycję i Martę.