Water basketball is a water sport, which mixes the rules of basketball and water polo, played in a swimming pool. Teams of five players each must shoot at the goal with a ball within a certain time after gaining possession. In Tasmania, Water Basketball first started in September 2003 with a demonstration game between two teams made up of Hobart Chargers, Hobart Hurricanes, Tassie Devils football team and the Tassie Tigers cricket team; the sport has been further developed by The Hobart Aquatic Centre to allow for a more recreational and mixed approach to the game. It involves two teams of six players on field, who pass the ball down the pool to their goal end, a hoop similar to basketball. In 2005, the Italian Federation of Basketball recognized it as a form of basketball. In the Netherlands, people have been playing water basketball since the 1970s. In the Netherlands it was played by people with a handicap. Besides regular tournaments, they organize a national championship where the best teams compete for the official Dutch Waterbasketbal championship title.
In Slovenia a version of water basketball developed in 1997. Till that time there were played two versions of water basketball. In first one there was a classical basket fixed at edge of the swimming pool; this was not convenient because player were kicked on the wall of swimming pool and basket was to high for realization of some attractive actions. The second version was using a floating basket, making it difficult to throw the ball in the basket. Tomaž Slavec and Matjaž Kodek from Kranj, Slovenia developed a special basket, the ball, made new playing rules. All disadvantages of the described version of water basketball were removed. There is no wall and floating basket problem, the game became dynamic because it could be played behind the basket; this game is played in Pécs and Budapest, Hungary. Water Basketball Tasmania Water basketball Slovenia Dutch waterbasketball Waterbasketball France Water basketball Slovenia Maribor Hungary Water basketball Italy
The Mortuary Temple of Hatshepsut known as the Djeser-Djeseru, is a mortuary temple of Ancient Egypt located in Upper Egypt. Built for the Eighteenth Dynasty pharaoh Hatshepsut, it is located beneath the cliffs at Deir el-Bahari on the west bank of the Nile near the Valley of the Kings; this mortuary temple is dedicated to Amun and Hatshepsut and is situated next to the mortuary temple of Mentuhotep II, which served both as an inspiration and a quarry. It is considered one of the "incomparable monuments of ancient Egypt."The Polish Academy of Sciences in Warsaw is responsible for the study and restoration of the three levels of the temple. As of early 1995, the first two levels were complete, the top level was still under reconstruction. Hatshepsut's chancellor, the royal architect Senenmut, oversaw the construction of the temple. Although the adjacent, earlier mortuary temple of Mentuhotep II was used as a model, the two structures are significantly different in many ways. Hatshepsut's temple employs a lengthy, colonnaded terrace that deviates from the centralised structure of Mentuhotep’s model – an anomaly that may be caused by the decentralized location of her burial chamber.
There are three layered terraces reaching 29.5 metres tall. Each story is articulated by a double colonnade of square piers, with the exception of the northwest corner of the central terrace, which employs proto-Doric columns to house the chapel; these terraces are connected by long ramps which were once surrounded by gardens with foreign plants including frankincense and myrrh trees. The temple incorporates pylons, hypostyle, sun court and sanctuary; the relief sculpture within Hatshepsut’s temple recites the tale of the divine birth of a female pharaoh – the first of its kind. The text and pictorial cycle tell of an expedition to the Land of Punt, an exotic country on the Red Sea coast. While the statues and ornamentation have since been stolen or destroyed, the temple once was home to two statues of Osiris, a sphinx avenue as well as many sculptures of the Queen in different attitudes – standing, sitting, or kneeling. Many of these portraits were destroyed at the order of her stepson Thutmose III after her death.
The main and axis of the temple is set to an azimuth of about 116½° and is aligned to the winter solstice sunrise, which in our modern era occurs around the 21st or 22 December each year. The sunlight penetrates through to the rear wall of the chapel, before moving to the right to highlight one of the Osiris statues that stand on either side of the doorway to the 2nd chamber. A further subtlety to this main alignment is created by a light-box, which shows a block of sunlight that moves from the central axis of the temple to first illuminate the god Amun-Ra to shining on the kneeling figure of Thutmose III before illuminating the Nile god Hapi. Additionally, because of the heightened angle of the sun, around 41 days on either side of the solstice, sunlight is able to penetrate via a secondary light-box through to the innermost chamber; this inner-most chapel was renewed and expanded in the Ptolemaic era and has cult references to Imhotep, the builder of the Pyramid of Djoser, Amenhotep, son of Hapu, the overseer of the works of Amenhotep III.
Hatshepsut's temple is considered the closest. Representative of New Kingdom funerary architecture, it both aggrandizes the pharaoh and includes sanctuaries to honor the gods relevant to her afterlife; this marks a turning point in the architecture of ancient Egypt, which forsook the megalithic geometry of the Old Kingdom for a temple which allowed for active worship, requiring the presence of participants to create the majesty. The linear axiality of Hatshepsut’s temple is mirrored in the New Kingdom temples; the architecture of the original temple has been altered as a result of misguided reconstruction in the early twentieth century AD. A walk-in model of the temple complex has been created since October 2016 in the available virtual world of Second Life; the main focus of this model is the overall architectural impression of the temples and gardens, but some important murals of the Hatshepsut temple are shown. Kleiner, Fred S.. Gardner's Art Through the Ages: The Western Perspective Volume I.
Victoria: Cengage Learning. P. 56. ISBN 0495573604. Strudwick, Nigel. Thebes in Egypt: A Guide to the Tombs and Temples of Ancient Luxor. Ithaca, NY: Cornell Univ. Press. ISBN 0-8014-3693-1. Trachtenberg, Marvin. Architecture, from Prehistory to Postmodernity. Italy: Prentice-Hall Inc. ISBN 978-0-8109-0607-5. Wilkinson, Richard; the Complete Temples of Ancient Egypt. United Kingdom: Thames and Hudson. ISBN 0-500-05100-3. Hatshepsut: from Queen to Pharaoh, an exhibition catalog from The Metropolitan Museum of Art, which contains material on Mortuary Temple of Hatshepsut Temple of Hatshepsut free high resolution images Polish-Egyptian Mission working in the Temple of Hatshepsut at Deir el-Bahari
AirTrain LaGuardia is a proposed 1.5-mile-long people mover system and elevated railway in New York City, United States, that would provide service to LaGuardia Airport in Queens. It would connect with the New York City Subway and Long Island Rail Road in Willets Point, similar to how the existing AirTrain JFK system connects with the subway and LIRR in southern Queens; the system will be constructed and operated under contract to the Port Authority of New York and New Jersey, the operator of the airport, the Metropolitan Transportation Authority. Construction is expected to begin in 2020. However, the construction of the AirTrain has been opposed by residents of nearby communities, as well as transit advocates who have objected to its indirect route. LaGuardia Airport had no rail service when the AirTrain was proposed in 2014; the only public transportation is by bus via the Q47, Q48, Q70 SBS, Q72 and M60 SBS routes, all of which connect to the subway. The Q70 connects to the LIRR at Woodside station, while the M60 SBS runs to Manhattan, connecting with the Metro-North Railroad at Harlem–125th Street station as well as with several subway routes.
In 2014, 8% of LaGuardia's 27 million passengers took the bus, compared to the 12% of the 53 million passengers using John F. Kennedy International Airport who took AirTrain JFK. In 2008, 75% of LaGuardia's passengers took a taxi or car service, but only 16% rode a bus or van; the New York metropolitan area's other. AirTrain Newark, the monorail at Newark Liberty International Airport, has connected that airport to commuter trains since 1996. AirTrain JFK, the people mover at JFK Airport, opened in 2003. AirTrain LaGuardia is proposed to be a people mover like the one at JFK; as planned, the AirTrain LaGuardia would run from LaGuardia Airport with two stops within the airport, before running over the Grand Central Parkway for 1.5 miles before terminating in Willets Point near Citi Field and Flushing Meadows–Corona Park, would connect there with the New York City Subway's 7 and <7> trains at the Mets–Willets Point station and, via an existing passenger bridge, with the Long Island Rail Road's Mets–Willets Point station.
The AirTrain trip would take 6 minutes. The Mets-Willets Point subway stop would be rebuilt, $50 million has been allocated toward planning and designing this work in the 2015–2019 MTA Capital Program; as part of that Capital Program, the LIRR stop would be rebuilt for $75 million. The subway station and the LIRR station would be integrated with nearby buses as part of the overhaul for greater intermodal connectivity; the station could possibly hold ancillary airport functions, employee parking, a Consolidated Rent-a-Car facility. To allow for the AirTrain station in Willets Point to be built, the Casey Stengel Bus Depot will need to be relocated. $50 million was allocated in the 2015–2019 MTA Capital Program to acquire property for a replacement depot. A rail link to LaGuardia Airport had been proposed since 1943, when the city Board of Transportation proposed an extension of the New York City Subway's BMT Astoria Line from its terminus at Ditmars Boulevard; this would be one of 20 proposals for direct links to New York-area airports that would all be canceled.
In 1990, the MTA proposed the New York City airport rail link to LaGuardia and JFK airports, which would be funded jointly by agencies in the federal and city government. The rail line was to begin in Midtown Manhattan, crossing the East River via the Queensboro Bridge's lower-level outer roadways, used by trolley cars, it would stop at Queens Plaza use the right-of-way of the Sunnyside Yards and Brooklyn-Queens Expressway to access LaGuardia Airport. After stopping at LaGuardia, the line would continue parallel to the Grand Central Parkway an intermediate stop near Shea Stadium in Willets Point, with a connection to the 7 and <7> trains at Willets Point Boulevard. Continuing down the parkway, the line would have another intermediate stop in Jamaica, connecting to the LIRR at Jamaica Station, proceed nonstop down the Van Wyck Expressway to JFK Airport; the Port Authority considered the proposal, commissioning an environmental impact statement for the rail link. However, due to rising costs, the Port Authority canceled the direct rail link between LaGuardia/JFK and Manhattan in May 1995.
Prior to the construction of AirTrain JFK in 1997, Mayor Rudy Giuliani opposed the AirTrain at JFK because of a monetary dispute between the state and Port Authority. Giuliani wanted the Port Authority to study the possibility of extending the BMT Astoria Line to LaGuardia Airport, among other things; that year, Giuliani agreed to the AirTrain JFK plan, the Port Authority agreed to conduct a feasibility study on a similar LaGuardia rail link. In 2003, $645 million was budgeted to extend the Astoria Line to the airport, but the extension was never built due to community opposition in Queens. On January 20, 2015, New York Governor Andrew Cuomo announced a plan to build a people mover similar to AirTrain JFK, it would follow the Grand Central Parkway for one and a half miles, similar to how the AirTrain JFK runs along the median of the Van Wyck Expressway between Jamaica and JFK. The line would terminate in Willets Point near Citi Field and Flushing Meadows–Corona Park, would connect there with the New York City Subway's 7 and <7> trains at the Mets–Willets Point station and, via an existing passenger bridge, with the Long Island Rail Road's Mets–Willets Point station on the Port Washington Branch.
The governor's office estimated the cost for the project to be
Elections to the Baseball Hall of Fame for 1972 followed the system established one year earlier. The Baseball Writers' Association of America voted by mail to select from recent major league players and elected three: Yogi Berra, Sandy Koufax, Early Wynn; the Veterans Committee met in closed sessions to consider executives, managers and earlier major league players. It selected three people: Lefty Gomez, Will Harridge, Ross Youngs; the Negro Leagues Committee met for selected Josh Gibson and Buck Leonard. A formal induction ceremony was held in Cooperstown, New York, on August 7, 1972, with Commissioner of Baseball Bowie Kuhn presiding; the BBWAA was authorized to elect players active in 1952 or but not after 1966. All 10-year members of the BBWAA were eligible to vote. Voters were instructed to cast votes for up to 10 candidates; the ballot consisted of 46 players. A total of 3,083 individual votes were cast, an average of 7.79 per ballot. Candidates who were eligible for the first time are indicated here with a dagger.
The three candidates who received at least 75% of the vote and were elected are indicated in bold italics. Charlie Keller was on the ballot for the final time. Players eligible for the first time who were not included on the ballot were: Joe Adcock, Ed Bailey, Don Blasingame, Frank Bolling, Wes Covington, Roger Craig, Del Crandall, Joe Cunningham, Gene Freese, Bob Friend, Jim Gilliam, Ray Herbert, Billy Hoeft, Joey Jay, Eddie Kasko, Marty Keough, Héctor López, Jerry Lynch, Frank Malzone, Félix Mantilla, Joe Nuxhall, Bob Purkey, Steve Ridzik, Ed Roebuck, Bob Skinner and Frank Thomas. 1972 Election at www.baseballhalloffame.org
The Direct Action Committee Against Nuclear War or the Direct Action Committee was a pacifist organisation formed "to assist the conducting of non-violent direct action to obtain the total renunciation of nuclear war and its weapons by Britain and all other countries as a first step in disarmament". It existed from 1957 to 1961; the DAC was formed in response to the British H-Bomb tests carried out between 1956 and 1958. In 1957, at the time of one of the tests on Christmas Island, Harold Steele planned to sail into the test area in protest, he was unable to do so but his supporters formed a committee and marched in support to the Atomic Weapons Establishment at Aldermaston. The original committee comprised: J. Allen Skinner Hugh Brock and Arlo Tatum, they were soon joined by: Will Warren. By the end of 1958 the Committee's members included Alex Comfort, Frances Edwards, Sheila Jones, Francis Jude and Michael Howard who served as adjutant to Bertrand Russell during his dispute with Canon John Collins over the legitimacy of direct action.
The DAC's march from London to Aldermaston at Easter, 1958, for which DAC Committee member Michael Howard was the Chief Marshall was, in the event, supported by the newly formed Campaign for Nuclear Disarmament, in the upsurge of popular opposition to the H-bomb attracted thousands of people. The Aldermaston March was subsequently run as an annual event by CND; the DAC organised meetings, marches and pickets, campaigned in parliamentary elections and carried out acts of civil disobedience to publicise the pacifist cause. Following the principles of the Indian nationalist leader M. K. Gandhi, they believed their actions should be non-violent and carried out at some personal cost to themselves, such as losing their jobs or going to jail. What differentiated them from other peace organisations at the time was their attempt to persuade people to stop working in industries connected with nuclear weapons, in which they had some successes. After the 1958 Aldermaston march, the DAC stayed in the Aldermaston area to try to stop work at the Atomic Weapons Establishment.
They picketed, met with trades unions, held factory gate meetings and canvassed in the surrounding villages. As a result, five workers resigned from their jobs, three job applicants withdrew and five drivers refused to deliver to the establishment; the DAC moved to Norfolk to campaign against the Thor nuclear missiles at an RAF base at North Pickenham, using similar methods to those they had used at Aldermaston. One worker left others said they would do so if they could find other jobs, they moved to Stevenage, Hertfordshire, to campaign against the de Havilland and English Electric factories, which made guided missiles. The DAC ran a "No votes for the H-bomb" campaign in the 1959 South West Norfolk by-election, they worked with similar organisations outside the UK, demonstrating against nuclear tests in the Sahara Desert and in a peace march from San Francisco to Moscow, organised by the Committee for Non-Violent Action in 1961. Their final action before being wound up was a demonstration against the Polaris nuclear submarine in spring, 1961.
The formation in 1960 of the Committee of 100, a mass civil disobedience movement against nuclear weapons, plus considerable financial difficulties, led to the decision in June 1961 to wind down the DAC. Most of its members were active in the Committee of 100; as long as it lasted, the DAC was the direct-action wing of CND, whose leadership were either uncertain about direct action or opposed to it. There was an overlap between supporters of CND and supporters of the DAC; the sponsors of the DAC included the president of CND, three members of CND's executive committee and other CND leaders. Pat Arrowsmith, a pacifist and consistent supporter of direct action, was appointed assistant secretary of CND after the first Aldermaston March; the DAC depended on the support of many local CND groups and was given money by the CND executive committee. However, there were differences in age and political experience between the members of DAC and the CND leadership, there were considerable differences in tactics and ideology.
Christopher Driver in his book on the early years of CND says of the DAC, "For the most part the members of the DAC were people of exceptionally pure motives.... Unlike the CND Executive, unlike some of their successors in the Committee of 100 into which the DAC was merged, many DAC members were not particularity interested in the local and national publicity which their actions evoked, except insofar as it helped to make converts to Gandhi's ideas on non-violent action." List of anti-war organisations List of peace activists