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FK Mladost Lučani

FK Mladost Lučani is a professional football club based in Lučani, Serbia. They compete in the Serbian SuperLiga, the highest level of the national league system. Founded in 1952, the club achieved its first notable success by winning the Yugoslav Inter-Republic League in 1989, thus earning promotion to the Yugoslav Second League. However, they were relegated after finishing bottom of the table. Upon the breakup of Yugoslavia, the club started off in the Second League of FR Yugoslavia, they took promotion to the First League. The club spent the following three seasons in the First League, before suffering relegation in 1998, they earned another promotion to the top flight after winning the Second League in 2001, but were narrowly relegated back the next year. Regardless, the club's striker Zoran Đurašković was crowned the competition's top scorer with 27 goals. After winning the Serbian First League in 2007, the club was promoted to Serbian SuperLiga, they placed in the middle of the table in their debut appearance, but were forced to withdraw from the competition due to financial issues.

Over the next six seasons, the club played in the Serbian First League, the second tier of the national league pyramid. They earned promotion back to the SuperLiga after winning the First League in 2013–14. With a seventh-place finish in its comeback season, the club tied its previous record from the 2007–08 campaign. Moreover, Patrick Friday Eze concluded the season as the league's top scorer with 15 goals. With manager Nenad Milovanović at the helm, the club achieved its best league standing in the 2016–17 season, finishing in fourth place and securing a spot in European competitions for the first time in history, they were, eliminated by Azerbaijani side Inter Baku in the first qualifying round of the 2017–18 UEFA Europa League, losing 5–0 on aggregate. On the domestic stage, the club made another historical success by reaching the final of the 2017–18 Serbian Cup, they lost 2–1 to Partizan after leading 1–0. Second League of FR Yugoslavia / Serbian First League 1994–95, 2000–01 / 2006–07, 2013–14Yugoslav Inter-Republic League / Serbian League West 1988–89 / 2003–04, 2005–06 Notes As of 3 February 2020Note: Flags indicate national team as defined under FIFA eligibility rules.

Players may hold more than one non-FIFA nationality. For recent transfers, see List of Serbian football transfers winter 2019–20. National team players For a list of all FK Mladost Lučani players with a Wikipedia article, see Category:FK Mladost Lučani players. Official website Club page at Srbijasport Club page at Srbijafudbal

St Clare John Byrne

St Clare John Byrne was a British naval architect, who specialized in the design of luxury yachts during the late Victorian and early Edwardian period. His father, Charles Holtzendorf Byrne, was an Irish ship owner who in 1812 married Scottish Susanna Ewing, they had 8 children, 4 of whom were born in Renfrew Scotland and the remainder in Liverpool, including St Clare Byrne. By the age of 20 Byrne was a merchant’s clerk, living with his parents in Birkenhead, an area associated with shipbuilding. In 1867 he married Kate Chatteris, they had 3 children: Henry and Lionel. Byrne's granddaughter was Muriel St. Clare Byrne and author, she and her mother lived with Byrne after her father died in 1905. Byrne's elder brother, shipping merchant Andrew Ewing Byrne, was a keen yachtsman. Byrne designed and built his own yacht. In 1856 he was elected a member of the Royal Mersey Yacht Club. By the mid 1850s he was designing larger vessels constructed in iron for the shipyard Brassey and Betts of Canada Works at Birkenhead.

These included the paddle steamer Elizabeth Jackson, Edith Byrne for his brother Andrew, the yacht Albatross for Thomas Brassey, son of a proprietor of the Canada Works. In 1865 he was Superintendent Shipbuilder in the Humber Iron Works and a partner in shipbuilding company called Byrne, Humphreys & Co. of Hull. In the early 1870s he was designing merchant ships and private yachts constructed as composite, where the frame was made of iron but planked in wood, he delivered a paper on this subject to the Institute of Naval Architects in 1878. Byrne designed a steam auxiliary barquetine yacht for Thomas Brassey of composite construction named Sunbeam, it was 532 tons, 159 ft in length, built by Bowdler and Chaffer’s in Seacombe and launched in 1874. Sunbeam would become one of the most famous private yachts of the period. Brassey took the yacht on a world cruise with their children. Anna wrote a book describing their travels and this became a best seller, reprinted many times and translated into many languages.

In 1915 Brassey sailed Sunbeam to Mudros Bay to act as a hospital ship during the Gallipoli campaign. In 1877 the first of 3 yachts Byrne designed for Manchester industrialist Samuel Radcliff Platt was launched; the 2nd, launched in 1890, was sold to an American buyer and become the USS Mohican - SP117 during WW1. The Lancashire Witch was designed and built for Sir Thomas George Fermor-Hesketh on the lines of Sunbeam and launched in 1877. Like Brassey, Hesketh went on a world tour in the Lancashire Witch and on one of the legs set a record for the crossing between the Falkland Islands and South Africa; the Lancashire Witch was become HMS Waterwitch. Two American clients, James Gordon Bennett and William Kissam Vanderbilt, had yachts designed by Byrne, but built in America. Vanderbilt's yacht Alva was sunk in 1892 and Byrne was commissioned to design a replacement, the Valiant at 2148 tons, said to be the largest yacht in the world; this was constructed in Britain by Laird Brothers at Birkenhead.

Byrne continued to design yachts into his senior years: Portia designed for Col Herbert A Foster and built by Cammell Laird was launched in 1906 when Byrne was 75. Portia was used by the Royal Navy during WWI as armed yacht Portia II, becoming involved with the chase and final sinking of German submarine U12. St Clare John Byrne died on 13 December 1915 aged 86 and was buried at Holy Trinity Church Hoylake Parish church; the church has since been demolished but the grave yard remains. Sadly, Byrne's tomb stone is now overgrown. Many of the larger yachts designed by St Clare Byrne are listed below; the list does not included his designs for small yachts or merchant vessels. Source data from contemporary Lloyd's Yacht Registers. St Clare John Byrne was a keen golfer and a member of the Royal Liverpool Golf Club, Hoylake having joined in 1890; when younger he was a leading marksman in the 2nd Cheshire Rifle Volunteers. He continued to take an interest in sailing, becoming president of the Hoylake Sailing Club in his years

Vojin Biljić

Vojin Biljić is a politician in Serbia. He has served in the National Assembly of Serbia since 22 January 2019 as a member of the It's Enough – Restart association, better known in English by the name "Enough Is Enough." Biljić is a lawyer. He lives in Belgrade. Biljić received the twenty-first position on DJB's electoral list in the 2016 Serbian parliamentary election; the list won sixteen mandates, he was not elected. He was, elected to the municipal assembly of the Belgrade municipality of Vračar in the concurrent 2016 Serbian local elections; the DJB National Assembly group nominated him for ombudsman in 2017, although he did not receive the position. Biljić appeared at the head of a coalition election list between DJB and the right-wing Dveri party in the 2018 Belgrade City Assembly election. During the campaign, he acknowledged that the DJB and Dveri had profoundly different ideologies but defended the coalition as necessary to fight corruption in the country; the list did not cross the electoral threshold to win representation in the city assembly, Biljić subsequently complained that the election had been filled with irregularities.

He was awarded a National Assembly mandate in January 2019 as a replacement for Jasmina Nikolić, who had resigned. He serves with DJB as a member of the parliamentary opposition

James David Vaughan

James David Vaughan was an American music teacher, song book publisher, the founder of the Vaughan Conservatory of Music and the James D. Vaughan Publishing Company. Vaughan was born in Giles County, the son of George Washington and Eliza Vaughan, he died February 9, 1941. Vaughan is considered to be one of the founders of the genre now known as "Southern gospel" music, he started the James D. Vaughan Music Publishing Company in 1900 in Minor Hill, in 1910 moved to Lawrenceburg, Tennessee, he taught. He was the first to establish a professional quartet and put them on the road for the purpose of selling songbooks; the Vaughan School of Music was formed in 1911 in Lawrenceburg. Numerous gospel performers would study there in the following years. In 1912, Vaughan began the Vaughan Family Visitor, an influential publication across the South during the early 20th century. In 1922, Vaughan founded one of the first radio stations in Tennessee, WOAN, where he broadcast Southern Gospel music until 1930.

He founded the first record company based in the South, Vaughan Phonograph Records. Vaughan was involved in local politics, serving as mayor of Lawrenceburg from 1923 to 1927, a position his brother Charles Wesley and son would hold after him; as one of the most significant figures in southern gospel music, James D. Vaughan was inducted into the Gospel Music Hall of Fame in 1972 and the Southern Gospel Music Hall of Fame in 1997. James D. Vaughan - from Southern Gospel Music Association His museum

Independent Review of the Fire Service

The Independent Review of the Fire Service, sometimes referred to as the Bain Report or IRFS was a wide-ranging report carried out by Professor Sir George Bain, in 2002, at the request of the government, into the how Fire and Rescue Services were operated and managed. When the report was completed, its full title was The Future of the Fire Service: reducing risk, saving lives - The Independent Review of the Fire Service, although it is known by the shortened name. On publication, its authors said the report: "sets out our recommendations for how the service should change in the future to meet the demands of the twenty-first century." The report prompted a prolonged period of industrial action in the UK by firefighters, the first national strike since 1977. The Bain report made several recommendations, that led to wide ranging changes in the approach to fire and rescue authorities in the UK, it was controversial because of its extensive scope, in 2006, many changes to UK FRS continue as a direct result of it.

The review consisted of three members, chaired by Bain. Their credentials are described below, when the report was published in 2002; the IRFS took three months to complete, the first firefighter strikes were in November, just before the IRFS was published. Professor Sir George Bain and Vice-Chancellor, Queen's University Belfast Professor Sir Michael Lyons, Director, INLOGOV and Professor of Public Policy, University of Birmingham. In 2007 he was appointed as chair of the BBC Trust Sir Anthony Young, Trade Union Liaison Officer, Ethical Trading Initiative, it prompted a white paper that led to a change in the primary legislation for the operation of FRS. Fire service in the United Kingdom UK Firefighter dispute 2002/2003 Operation Fresco Fire Brigades Union Chief Fire Officers Association Fire Service College Independent Review of the Fire Service, at FRSOnline Independent Review of the Fire Service Bain Report Review on Local Government Association "Agenda to deliver a modern Fire Service" at cheshirefire Department for Communities and Local Govt: Fire

History of non-scheduled airlines in the United States

The history of non-scheduled airlines in the United States records the rise and fall of a uniquely unencumbered sector of the regulated American airline industry from the end of World War II to the Airline Deregulation Act of 1978. Operating in the shadow of colossal national airlines, which received federal subsidies and flew scheduled passenger service at costly rates, non-scheduled airlines were small companies which could be chartered to transport goods or passengers at an hourly or distance-based charge. Non-scheduled airlines were the first to introduce'aircoach' fares for civilian air travel in the late 1940s, brought about the low-rate service offered by all airlines operating today. Non-scheduled airlines first appeared in significant numbers in the United States after the Second World War, as returning pilots purchased discount surplus planes from the government and set up their own uncertificated air services under the non-scheduled charter service exemption in the 1938 Civil Aviation Act.

Low overhead and fewer regulations allowed the non-scheduled airlines to offer lower fares than the national scheduled carriers, inaugurating the immensely popular aircoach service which attracted millions of Americans unable to afford tickets on the regular airlines. Though the regulatory actions of the Civil Aeronautics Board extinguished the burgeoning non-scheduled industry, the idea of cheap, efficient air transport endured and by the passage of the 1978 Airline Deregulation Act nearly all civil airlines had transitioned to an aircoach model; the first non-scheduled airlines arose from the industrial and human fallout of the Second World War. The wartime United States aviation industry had, upon the orders of President Franklin Delano Roosevelt, escalated the production of aircraft from a few thousand a year to more than 4,000 each month, the training centers of the U. S. Army Air Force produced the pilots to fly them. Peace brought these airmen, who possessed no other skills, back to a country where immense stores of surplus military aircraft were being sold at discount rates to former servicemen.

Under the 1938 legislation of the Civil Aviation Authority, the federal agency responsible for regulating civil aviation until 1940, all air carriers providing scheduled air service across states required an official certificate to operate, the Certificate of Public Convenience and Necessity. The certificate demanded compliance with economic as well as safety standards, which meant all certificated companies were subject to the CAA’s stringent control over fares and business practices. Nonscheduled air service, which referred to light aircraft individually chartered to transport cargo, was exempt. Snapping up $25,000 Douglas DC-3s, the legendary utility plane which operated in numbers exceeding 10,000 during the war, enterprising pilots established their own freight carriers with ease under the 1938 exemption. A glut of such companies appeared—2,730 in 1946 alone according to the Civil Aeronautics Board, which replaced the CAA in 1940, they had such names as Fireball Air Express or Viking Air Lines, were operated by a lone individual with some money given by fellow GIs, or in rare cases a bank loan.

For most the romantic venture ended in failure. With a safety record 14-25 times worse than their scheduled counterparts, the nonscheduled companies faced swift punishment from the CAB, which began shutting down operations that were found unsafe or "financially unfit". CAB retribution was not the most immediate threat to the non-skeds' continued existence, it soon became apparent there were too few contracts to support the influx of new businesses. Hundreds of thinly financed operations went bankrupt within a few months, ruthless competition for work turned into suicidal rate slashing as non-sked owners undercut air and naval shipping to prices that failed to cover their fuel costs; such cutthroat practices and the poor safety record earned the non-skeds' an ineffaceable reputation as the aviation industry's seedy underbelly. Savvy non-skeds averted extinction in the late 1940s only by breaching into another market with an innovative service: the aircoach. Though passenger travel was never intended under the economic regulation exemption enjoyed by nonscheduled airlines, its adoption became essential to their business.

Because of their low overhead and few amenities, the non-skeds were able to charge close to 40% less than the traditional airlines, with $99.00 fares from Los Angeles to New York versus $159.00 on a standard carrier. Moreover, unfettered from timetables non-skeds could delay flights until they were full or nearly full, while scheduled airlines had to charge exorbitant prices to ensure profit on half-empty planes; the non-skeds found a large and willing market for this new service advertised as'aircoach' in reference to the established use of'coach' to mean respectable middle-class travel on trains and ships. Americans who had never flown before could now afford the luxury reserved for men of business; the west coast experienced a remarkable proliferation of nonscheduled passenger airlines near Los Angeles in places like Burbank or Long Beach where land for a dirt airfield could be cheaply obtained. On the east coast Newark and Trenton in New Jersey were popular hangar bases for non-skeds, the Miami-Caribbean circuit out of Florida was as trafficked as it was lucrative.

One route, from San Juan to New York, facilitated the mass migr