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Feistritz ob Bleiburg (slovenska: Bistrica pri Pliberku) är en kommun i Österrike.   Den ligger i distriktet Politischer Bezirk Völkermarkt och förbundslandet Kärnten, i den sydöstra delen av landet,  km sydväst om huvudstaden Wien. Feistritz ob Bleiburg ligger  meter över havet och antalet invånare är .

Terrängen runt Feistritz ob Bleiburg är varierad. Den högsta punkten i närheten är Peca,  meter över havet,  km söder om Feistritz ob Bleiburg. Närmaste större samhälle är Völkermarkt,  km nordväst om Feistritz ob Bleiburg.

I omgivningarna runt Feistritz ob Bleiburg växer i huvudsak blandskog. Runt Feistritz ob Bleiburg är det ganska glesbefolkat, med  invånare per kvadratkilometer.  Inlandsklimat råder i trakten. Årsmedeltemperaturen i trakten är  °C. Den varmaste månaden är juli, då medeltemperaturen är  °C, och den kallaste är december, med  °C. Genomsnittlig årsnederbörd är  millimeter. Den regnigaste månaden är november, med i genomsnitt  mm nederbörd, och den torraste är mars, med  mm nederbörd.

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Källor

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India-China Border Dispute
Since early May 2020, India and China have again engaged in a military standoff. This time, the centre of the army tension is in Pangong Tso, Ladakh. The Chinese government has objected to the improvement of infrastructure by India in the Galwan River valley area. India has been building roads in this region, and the Chinese military thinks this to be a step in India attacking China. Both countries have deployed extra military force on the Indio-China border to tackle if the situation gets worse.
Military-level talks were held at the Chushul-Moldo region on June 10. The meeting was to discuss a plan to reduce the number of troops deployed on the border by both nations. The Indian defence minister, Rajnath Singh, has stated that these military-level talks with china were 'positive,' and both countries have discussed plans to withdraw their troops from the Line of Actual Control (LAC).
Both the Asian nations have engaged in a border dispute from the Twentieth century over the sovereign control of Ladakh, Arunachal Pradesh, and Sikkim. The boundary between India and China is ambiguous in many places, causing the dispute. British India and China agreed upon the Johnson line in 1865. This line puts the Aksai Chin area under Jammu and Kashmir, India. The Chinese denied following this line after Xinjiang became a part of China. China claimed the Aksai Chin area as its own. India continued to follow the Johnson line till its independence. In 1954, Nehru decided to establish a well-marked border between India and China.
For the border on the east, a conference was held in 1913-14 between British India, China, and Tibet called the Shimla conference. Henry McMohan drew a boundary between Tibet and India, which is known as the McMohan Line. China disagreed on the more-detailed boundary line, and India and Tibet signed the border without China. China argued that Tibet is not an independent state and thus lacks powers to enter into a treaty. India justified this line based on the position of Himalayas, and these regions were heavily influenced by India. China wanted to acquire Indian areas in Ladakh, Arunachal Pradesh, and Tibet because the dynasty that ruled China once had control over these areas.
Facts of the issue
China builds roads connecting Tibet to its Xinjiang province in the 1950s, and part of the road went through Aksai Chin, which was Indian territory. India came to know about this issue in 1957. Nehru, the then Prime Minister of India, argued that the Aksai Chin is a part of India as per the Johnson Line, and he explained that it had remained with India for a long time, thus giving China no right to build anything in the area. The Chinese side argued that Aksai Chin was a part of China under the Macartney-MacDonald Line. Officials from both sides met and held talks to resolve the issue. The two countries failed to reach a unanimous conclusion.
1962 war
China won the 1662 Indo-China war held at Aksai Chin and Assam frontiers. China had more strength and weapons than India, then. The major causes of the war included disputes about the border between the two nations and the fact that conflicts between India and China when India gave refuge to Tibetan Dalai Lama in 1959.
Chinese forces launched a dual attack on India in 1967. The first attack at Nathu La pass in September 1967, and the second one at Cho La pass in October of the same year. India fought the opponent's forces and emerged victorious and managed to protect its territory from falling into the hands of the enemy.
Line of Actual Control (LAC)
In 1993, India adopted the LAC. It is a line which roughly demarcates the area controlled by the Indian government and Indian are under the Chinese control. China extended its power during the 1962 war to the Aksai Chin and Gilgit Baltic regions of Jammu and Kashmir, India. In 2015, during his visit to China, PM Narendra Modi urged the Chinese government to clarify the LAC. The proposal was rejected by China.
Both countries continued to engage in military standoffs during this period. China kept invading India beyond LAC. This led to tensions between the militaries of both countries, but troops of both nations always withdrew back before anything escalated. China also opposed the development of Indian territory close to LAC.
Doklam Standoff of 2017
This standoff close to the Doka La pass has been the most prolonged standoff between both the nations. The dispute emerged as China started building a road in Doklam, a region considered to be disputed by India and Bhutan. Under an agreement between China and Bhutan, both countries were required to maintain the status quo in the area. The Chinese authorities claimed that India had obstructed a road being built on the Chinese territory. India defended itself, stating that both countries have to maintain the status quo as per the agreement. This dispute continued from June 16 to August 28, when both the countries decided to call back their troops.
Legal provisions:
The international law in border disputes sates that countries involved in the conflict should maintain a status quo. While this status quo for Chinese authorities refers maintain the Line of Actual Control (LAC), keeping their troops in the Chinese occupied Indian regions, for India, status quo means observing the traditional boundary between the states, thus pushing back the Chinese forces back to the Johnson line. International law also requires an in-depth study of the maps issued by both the countries involved in a border dispute. There is no precise official map available from both sides, which can be considered to resolve the issue.
To take maps as evidence for resolving border disputes, it must be proved that the cartographer of the maps did a detailed study of the geography and border between states, and the maps should be accurate even on a larger scale. This favours India. The Indian claims on the boundary between the two nations rest on the natural border, i.e., the Himalayas. The concept of the natural barrier also supports Indian claims to the boundary between India and China. However, only these rationales cannot decide the international border between any countries. Surveys should be carried out, the information should be gathered from the local inhabitants, and cultural and administrative facts should be combined before reaching any conclusion.
India-China relations:
Both India and China have a history of relationships with each other, which is as old as 2000 years. Both countries are among the first civilizations of the world. Being neighbouring countries, the relation between India and China has been diplomatic, economical, and cordial. Both countries are part of the Asian continent, thus share some common culture. Also, both were part of the ancient silk-route, therefore, connecting their ties even more. China and India are both very populous countries and both gain independence at the same time. India was among the first countries to recognize the People's Republic of China and establish diplomatic relations with it.
India and China are the fastest-growing economies of the world, have trade relations with most of the world. Both have a strong manufacturing sector and are both big markets also. China has made repetitive attempts to invade and occupy Indian territory and managed to be successful some of the time. China is slowly emerging as a world power, dominating the world. It is trying to defeat the USA. India is a threat to Chinese power because of the rapid economic developments and its significant population. Also, India's popularity, power, and relations with other countries have increased manifold, threatening China. Most of the world supports India now.
Critical analysis:
China seems to be quite desperate to expand its territory and take away from India important areas like Ladakh and Arunachal Pradesh. It cites that these areas were part of the Chinese empire before being a part of British India. China has support from Pakistan and recently, Nepal. The Jammu and Kashmir area is critical for India to retain as it has been part of the Indian culture for centuries, and the Himalayas in the region serve as a defensive line, protecting India from attacks by China. This recent military standoff of 2020 can be a sign of China to show the world that it still stands strong after the Covid-19 pandemic, as the Coronavirus emerged from China, and now, many countries have filed legal and compensation claims against the state. The world is against China right now. The pandemic has hindered the Chinese economy and has had a brutal impact on its relations with other countries. The removal of article 370 from Jammu and Kashmir, which provided the state with its unique powers, may have also angered the Chinese authorities. The Home Minister of India, Amit Shah, also said in a parliamentary meeting that Aksai Chin remains to be a part of the Indian territory. This declaration may have bothered China. These border disputes can also be seen as a part of China's ambition of world domination because of the way it is invading and occupying India and the way it is asserting control on the South China Sea.
There exists no clearly-marked border between China and India. While India follows the Johnson Line and the McMohan Line, China is inclined towards the Macartney-MacDonald line. Both countries do not want to let go of the disputed areas, but the Chinese dream of acquiring every piece of land that may have been a part of the Chinese empire once is not practical. This border issue should be resolved with diplomatic and military level talks, and a clear boundary between the nations is a must. War or the involvement of the army between these two very populous and powerful countries is not a viable solution to resolve the issue. Both the countries should sit and hold meetings and should come to a solution to end this dispute forever, without the use of force.
Author: Yashvi Aggarwal from Rajiv Gandhi National University of Law, Patiala.
Posted on June 25, 2020 Author LexLife IndiaCategories InternationalTags border dispute, India-China, Narendra Modi
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How studying nursing can earn you a better salary than an English degree from Oxbridge
English graduates from Oxford and Cambridge earn £34,600 on average, five years after completing their degree
Patrick Scott , Data Journalist
26 June 2019 • 6:58pm
Patrick Scott
Oxbridge
University education
Find out what are Britain's highest paying degrees, according to graduate salary
A nursing degree can earn you a better salary than reading English at Oxford or Cambridge, official data shows.
Graduates of nursing at Brunel University earn £35,700 on average after five years, compared to their peers who graduated with English degrees from Oxbridge an go on to earn £34,600, according to figures published by the Department for Education.
The highest paid degree in the country is business and management at Oxford where graduates earn £74,100 on average after five years, the data shows.
Meanwhile, the lowest paid degree in the UK "subjects allied to medicine" at Bedfordshire University, where...


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bumpinblognet
BUMP IN: Australian term for when a show moves into a theatre for a run.
November 8, 2018 November 21, 2018 by swarze
Yale Opera 2018-1019
Yale Opera kicked off their 2018-2019 season with a showcase, highlighting some impressive voices and giving us a glimpse into their Schubert "mainstage" production of Tchaikovsky's Eugene Onegin.
Held over a two night period, Yale Opera begins each year with opera scenes, performed at Sprague Hall. It gives us an opportunity to hear the new voices to the program, and it gives us a taste of what we can expect from the company's Schubert performances in February. This year, I decided to see the Friday night performance live, and watch the Saturday night performance in the Live Stream. I am so glad I did.
Doris Yarick-Cross was almost breathless when she announced that the Schubert production this year will be Tchaikovsky's Eugene Onegin, sung in its original language; Russian. Ms. Cross explained that the director is fluent in Russian, and has directed many productions of this opera IN Russia. I am very much looking forward to this, especially after seeing two scenes from the opera on Friday and Saturday night.
The Friday night performance began with a scene from Act I of Eugene Onegin. First year grad student, Madeline Ehlinger, as Tatiana delivered an intense performance as the young girl who is in love with a person far more mature and sophisticated as she could ever hope to be. (Until of course, she IS that sophisticated, and Onegin is regretful) Onegin was played by Andres Benavides Cascante, and other members of the cast included Theresa Kesser, John Noh, Rachel Weishoff, and Julia Orosz, who spent the entire scene hunched over in an effort to indicate that she is old and physically challenged. I DO HOPE that they re-think that portrayal when they move to the Schubert. Ms. Orosz has a lovely voice, but the hunch drew a few laughs from the audience, and it just makes me feel sorry for her to have to spend the entire opera hunched over like that. (Ironically, on Saturday evening Andres Benavides Cascante, PLAYING a hunchback, was not as convincing, as his hunch was somewhat transient.)
Madeline Ehlinger, as Tatiana, is a small woman with a very big voice. And it is a beautiful voice, although there was some "over-singing" that sadly made her sharp a few times through the evening. (To be fair, there was a bit of over-singing in the two-night period from more than one singer) She is a committed and deeply moving Tatiana. She sings with enormous passion. Unfortunately, she frequently resorts to fairly standard opera "poses" when she enters a scene. Again, I realize that this is her first year in the Yale program, but I found myself wishing she could just BE Tatiana instead of giving us these standard "opera" gestures.
Hamlet, by Ambroise Thomas is not one of my favorite pieces, but it was very well done by Matthew Cossack as Hamlet, and the lovely Leah Brzyski as Ophelia. Ms. Brzyski was in many of the scenes over the two night period, and I can see a big difference in her stage presence between last year and this. She is much more focused and mindful of her character, and that is always good to see. Her high notes continue to impress.
Lauren McQuistin and Luis Aguliar Regalado suitably chewed the scenery in the Roberto Devereux scene as Elizabeth and Robert. Edwin Joseph and Rachel Weishoff were terrific as Nottingham and Sara.
Offenbach's Tales of Hoffmann gave Madeline Ehlinger another opportunity to show herself off. That is a very big voice for such a small woman. Brady Muth, John Noh, and Theresa Kesser were excellent in their roles. One of my favorite performances of the evening was Hans Tashjian in the role of Dr. Miracle. Hans Tashjian is tall. VERY tall. I first saw Mr. Tashjian in the Master Class that was offered recently by Alan Held, and was impressed by his low notes and commitment to the lyric. He received his undergraduate degree from Carnegie-Melon. Carnegie-Melon turns out some pretty fine actors, and I am guessing that he benefited from that in a big way. I find myself thinking that in a perfect world, Yale Opera students could benefit similarly by the acting instructors from the Yale School of Drama, but I realize I am whistling down the river, here, as there seems to be NO interdisciplinary opportunities at Yale. That is a pity.
While I have caught a few Yale, live stream performances, I was thinking it might be one static camera with no possibility of reading the super-titles. Not so! The camera work was excellent, and the super-titles appeared on the bottom of the screen. There were many close ups of the singers, which I love, and the sound was excellent. I am not suggesting for one moment that you should only watch those performances while lounging in your PJs, but if you cannot make it to a live show, this is a great alternative.
Singing superbly, in a tough and very long soliloquy, Luis Aguilar Regalado, in the role of The Male Chorus, in Britten's The Rape of Lucretia, was delightful to watch. Over the past couple of years that he has been in the program, we have seen him in a variety of roles, and he is different in each one. He is a committed actor in his roles, and you have to love that. Lauren McQuistin played the Female Chorus, Brady Muth (who sounds wonderful this year) and Matthew Cossack and the very attractive Edwin Joseph gave the proper weight (dramatically and vocally) in roles of Collatinus, Junius, and Tarquinius, respectively.
Mozart's Die Entfuhurung aus dem Serail gave us another opportunity to hear Leah Brzyski's lovely coloratura, and we also saw a fine performance from Laura Nielsen in the role of Konstanze. The singers were in modern dress, and BOTH women at certain times were laying on their backs singing.
Laura Nielsen returned later in the evening, as Gilda in Verdi's Rigoletto, where she let go with some pretty impressive high notes. Andres Benavides Cascante as Rigoletto sounded wonderful, although, as previously mentioned, his hunch was transient, and some over-singing caused him to sharp from time to time. Fidel Angel Romero as the Duke sounded better than I have ever heard him. His voice is well trained, but quite natural. La Donna È Mobile is a powerhouse aria, and he powered through it while maintaining a sweetness in his voice that is really quite beautiful.
Lauren McQuistin, who will be one of the Tatianas in Eugene Onegin at the Schubert this season (the other will be Madeline Ehlinger.) sang a beautiful Letter Scene, with Matthew Cossack playing Onegin, and once again, Julia Orosz as Filipyevna. We have seen Lauren play Lucrezia Borgia, Queen Elizabeth I, and now we will see her more vulnerable side in Onegin. I am very much looking forward to that.
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es un fabricante japonés de vehículos industriales y comerciales, así como de motores diésel, con sede mundial en Tokio, Japón. Su actividad se concentra en el diseño, producción, ensamblaje, venta y distribución de vehículos comerciales. Sus plantas de producción se encuentran ubicadas en Fujisawa y en las prefecturas de Tochigi y Hokkaido, en Japón. Isuzu se dedica solamente a los camiones de cualquier tonelaje, autobuses y autocares tanto carrozados como en chasis, camionetas SUV y pickup, así como a los motores diésel destinados al transporte tanto terrestre como marítimo y a otros usos industriales. Fue fundada en el año 1916 con el nombre de Tokyo Ishikawajima Enigineering Co. Ltd, una filial de la Tokyo Gas Company, pero su razón social no llegaría hasta el año 1949 cuando se fusiona con el fabricante de automóviles Dot Automobile Manufacturing Inc, bautizándola como Isuzu, que significa cincuenta campanas y hace referencia a un río del mismo nombre.

En los últimos años, el motor diésel ha atraído de nuevo la atención de los conductores por su eficiencia y durabilidad. Durante los últimos 66 años, Isuzu Motors Ltd. ha dedicado la mayor parte de su actividad de investigación y desarrollo a este tipo de motores, siendo hoy reconocida como empresa pionera en innovación tecnológica. La empresa fabrica actualmente alrededor de 60 tipos de motores diésel que van desde 1.000 cc. hasta 30.000 cc. para una gran variedad de usos en el transporte, la marina y otros usos industriales.

Isuzu posee una buena reputación como fabricante de camionetas pick up y vehículos comerciales e industriales. La compañía posee un buen nivel de ventas en los mercados de Norteamérica, China, Oriente Medio y el Sudeste Asiático, así como en algunos países de Suramérica.

Isuzu ha adoptado también como principal prioridad la disminución de la contaminación ambiental. Isuzu concentra sus energías en el desarrollo de motores diésel limpios que ofrezcan una reducción significativa de los niveles de partículas y gases contaminantes. Como anécdota podemos decir que desde 1955 Isuzu es el único proveedor de motores diésel para la base nacional japonesa de investigación en el Polo Sur. Simultáneamente, la empresa está dedicando todos sus recursos al desarrollo de nuevas tecnologías para mejorar aún más los beneficios de los motores diésel como el alto rendimiento, la durabilidad y la elevada eficiencia térmica.

Por el momento en España (Isuzu Iberia) comercializa principalmente los pickups Rodeo y D-Max.

En Argentina, en la planta de la Chevrolet en Alvear (Santa Fe), a 14 km de Rosario (Argentina), se ensambla el Corsa Classic con motor Isuzu 1.7 L, el cual se exporta a distintos países. También el fabricante sueco SAAB lo implementa en algunos de sus modelos diésel.

En Colombia se han ensamblado modelos de esta marca desde 1981, siendo conocidos como Chevrolet Luv, (el verdadero nombre Isuzu no se usó por razones comerciales), hasta el 2005, año en el cual fue substituido por el D-Max (Isuzu D-Max). Las líneas de camiones NHR, NKR, NNR, NPR y NQR se encuentran actualmente en producción en Colmotores, Filial de la GM en Colombia; otros modelos fueron ensamblados, y a su vez otros fueron importados desde la apertura económica en 1992.

Historia
Tal como lo hemos dicho, Isuzu nace en 1916, cuando la Tokyo Gas Co. decide crear una filial llamada Tokio Ishikawajima Engineering Co. Ltd para construir una planta e iniciar la producción de vehículos y 2 años más tarde, en 1918, se comienza la fabricación de vehículos bajo un acuerdo con la marca Wolseley Motors, que eran destinados para el mercado japonés. el primer modelo fue el automóvil Wolseley Motors A9 a partir del año 1922. en 1924, inicia la producción y el ensamblaje de camiones.

Es en 1934, cuando el Tokio Ishikawajima Shipbuilding & Engineering Co. Ltd. se fusiona con otro fabricante de automóviles llamado Dot Automobile Manufacturing Inc. La compañía es objeto de atención por parte del gobierno japonés, que propone darle un nuevo nombre al vehículo principal. Isuzu (que en japonés significa cincuenta campanas) es el nombre elegido en referencia del gran río que desemboca en el Gran Santuario de Ise, y son muchas las canciones y poemas que se le dedican tradicionalmente.
En 1936 se produjo el primer motor diésel para automóviles refrigerado por aire. En 1937 la compañía se convirtió en el grupo automovilístico Tokio Industries Inc. y continúa la producción de camiones con motores diésel. Pero hay que esperar hasta 1949 para que la marca Isuzu, se convertirá en el sello distintivo de todo el grupo: nace Isuzu Motors Limited.

Durante la década de los setenta Isuzu intensifica sus actividades a nivel internacional, tanto desde el punto de vista de estructura organizativa como de la internacionalización de la producción. En 1971 Isuzu llega a un acuerdo con General Motors y comienza a producir vehículos para el mercado estadounidense: el Chevrolet LUV, el primer vehículo vendido en los EE. UU., y el Gemini, que se vende en los Estados Unidos como "Opel Buick por Isuzu", y en Australia "Holden Gemini".
En los años ochenta la marca Isuzu es reconocida oficialmente a nivel internacional: el Isuzu Pick Up empieza a ser un producto conocido por el público en general. En 1986 se celebra la consecución de los tres millones de unidades exportadas. La internacionalización de la marca continuará con su joint venture con Subaru para crear la empresa SIA Subaru-Isuzu Automotive (1987), y el nacimiento de un programa de intercambio con Honda (1994) que durará hasta el año 2002.
En junio de 1999 comienza la producción de motores diésel en Polonia para todos los vehículos Opel y General Motors del mercado europeo.

1990-2000
Líder en tecnología diésel
La década de 1990 marcó el éxito de las ventas de camionetas pick-up. Desde 1990 y durante varios años, Isuzu es el primer fabricante del mundo de vehículos comerciales medianos y pesados (más de 6,1 toneladas), alcanzando en 1996 el primer puesto de ventas en los Estados Unidos. Así mismo, es el primer fabricante en el mundo que introduce el "common rail" en la gama de vehículos todo terreno.
En diciembre de 1998 Isuzu obtiene el premio "Tecnología del año" del mejor motor del año, por la "Conferencia de Periodistas de Investigación Automotriz" de Japón. En el año 2000 la compañía supera los 15 millones de motores diésel producidos en sus instalaciones, consolidando el envidiable liderazgo en el mundo.

Como parte de una reorganización general corporativa, en mayo de 2002 se lanza oficialmente el nuevo pick up Isuzu D-Max en el mercado tailandés para alcanzar en un corto tiempo un éxito de ventas. Al año siguiente, inicia la comercialización del D-Max en Europa. A partir del 2004 Isuzu es el primer fabricante reconocido en el mundo, en el mercado pick up, con la excepción de los Estados Unidos, con más de 328.000 unidades producidas.
Desde 2006, Toyota también se une al grupo Isuzu, siendo el tercer accionista más grande después de Itochu y Mitsubishi Corporation.

Ensamblados

 Chevrolet LUV (1600, 1800, 2000, 2300 y 3200)
 desde 1981 hasta 2005, siendo ahora ensamblados para el grupo andino en Colombia y Ecuador y para General Motors en Chile. Se fabricó y/o ensambló en Colombia 2 generaciones.
 Chevrolet Trooper desde 1988 hasta 1996. (MOTOR 2600 CC Y 113 HP) y Fue reemplazado por el Trooper 960 (Isuzu Trooper fabricado en Japón Motor 3.2.
 Camión NPR desde 1991 hasta la fecha (Primera serie motor 3900 cc, segunda serie motor 4570cc, en su serie REWARD el nombre de NPR pasa a usarse en las mini busetas, y busetas).
(Cilindraje igual para camiones, mini busetas, busetas y busetones).

 Camión NKR desde 1997 (Motor 2.8).
 Camión NHR (misma mecánica pero motor 3 L de la NKR) Desde 1999.
 Chasis Bus LT 500 desde 1991 hasta 2000 (Motor 6.5 litros)*Fuente: Revista Motor El Tiempo año 1991.
 Chasis Bus CHR 580 desde *abril de 1984 hasta 1994 (Su motor es de 12023 cc, Potencia 228 hp y 81 kg/m) *"Consulta en Revista Motor El Tiempo 25 de agosto de 1984 y www.eltiempo.com sección archivo 12 de marzo de 1984".

 Chasis Bus CHR 660 desde 1994 hasta 2000. (Motor de 12000 cc)
 Chasis Bus CHR 7.2 desde 2000 hasta 2013. (Cilindraje 7127 cc)
 Chasis Bus LV 150 desde 2001 hasta 2015. (Motor de 12068 cc 360 hp y 145kg/m torque)

 Buses Series N, NPR desde 1993, motores 3.9 y 4.6 litros, NKR desde 1999 2.8, desde el año 2011 los modelos NPR Y NKR son referencias REWARD, el NKR tiene cilindraje de 3 litros y los restantes vehículos NPR, NQR Busetón son de 5193cc.

 Bus FRR FORWARD desde el año 2011 5193cc 4 cilindros.
 Probablemente para junio de 2013 se inicie el ensamble de la referencia LV 152, que reemplazará al LV 150, (consulta Salón del Automóvil Corferias 2012), comienza circulación oficial de este vehículo a partir del 2015) a su vez llegará el LV 452, cilindraje 15681, 380hp y torque de 1960 NM o 200 kg/m.
 Desde el año 2015 LV 152 Y 452 Cilindraje 15681, potencia 375hp y torque de 145kg/m, la diferencia es que el 452 usa suspensiones ballestas o bombonas (electroneumáticas), y estos dos modelos son chasis autoportantes.

Importados
 WFR desde 1992 hasta 1995.
 Trooper 960 desde 1993 hasta 2002.
 Luv SPACECAB desde 1991 hasta 1995.
 RODEO hasta 1999 año en el cual se pasó a la producción local.
 Camión EXZ desde 2002 hasta 2003.
 Camión FSR desde 2005 hasta 2011.
 Camión FTR desde 2006 hasta la fecha.
 Camión FVR desde 2007 hasta la fecha.
 Camión CYZ desde 2009 hasta la fecha.
 Camión FRR 700p Forward desde inicios del 2011.
 Camión FTR 1524 Forward desde inicios del 2011.
 Camión FVR 1724 Forward {lanzamiento pendiente}
 Camión FVZ Forward desde 2012 hasta la fecha.

Subsidiarias y empresas conjuntas

Japón
La planta de Fujisawa se construyó y abrió para la producción en noviembre de 1961. Se encuentra en Tsuchidana, Fujisawa, Kanagawa, y todavía está produciendo vehículos comerciales para el uso doméstico japonés y las exportaciones internacionales. La Planta Toghichi, ubicada en Hakuchu, Ohira-Machi, Tochigi, Tochigi, es donde actualmente se construyen los motores.

Desde 2015, Isuzu está asociado con Euglena (empresa), una sociedad japonesa, para producir y utilizar biocombustible para autobús.

Operaciones de la marca en el continente americano
Algunos vehículos se ensamblaron y/o fabricaron en Sudamérica, en Chile (se exportó para la Argentina como Chevrolet Luv y luego Isuzu), se importaron para Bolivia, solo algunas unidades del Trooper de la primera serie se ensamblaron en Venezuela y México (1997 a 2004), en Colombia se fabricaron y/o ensamblaron diversos modelos de la marca (Algunas unidades llegaron a Venezuela y Ecuador), luego se ensamblaron en Ecuador (y posteriormente en Colombia cuando se dejó de fabricar por la planta de este país), (Chevrolet Luv) que era un Isuzu Pick-Up fue reemplazado por el Chevrolet Luv D-Max (Isuzu D-Max), y se ensambla en Colombia y Ecuador para (Colombia, Ecuador y Venezuela) y hasta julio del 2008 en Chile para exportarse a Chile y Bolivia.

Argentina
Llegó a principios de los 90's al país con el Trooper, Rodeo y Luv. Recibió el Luv Chileno (también como Chevrolet) y los camiones livianos importados directamente de Japón. La marca fue históricamente representada por el importador privado Cobel, hasta 2006, donde abandonó el mercado argentino. En 2010 se especuló con su vuelta al país, ya con la razón social de Isuzu Argentina S.A. esta vez bajo el ala del diputado salteño Olmedo con el modelo D-Max importado de Tailandia.
Después de idas y venidas la empresa vuelve a radicarse en el país en mayo del 2017, aunque por el momento comercializando únicamente un camión liviano, el NPR 75.

Chile
En Chile se ensamblaron algunas unidades solo de la versión «Dual Cab» (cabina doble) y «Space Cab» (algo así como una cabina y media) de los pickups Luv, que luego se exportaron al resto de Sudamérica, el LUV original fue descontinuado, siendo reemplazado por el Isuzu Luv D-MAX y se trasladase su ensamblaje a las plantas de Colombia y Ecuador. Hacia finales de julio de 2008 GM Chile cerró las puertas de la factoría ubicada en la ciudad porteña de Arica en la cual se producía el actual Pick-Up, Luv D-Max.
En tanto que la producción de camiones Isuzu para este mercado se hace vía importación desde Japón y Colombia para su posterior comercialización en las dependencias y la red de concesionarios de GM Chile en todo el territorio chileno.

Colombia
En la planta de General Motors Colmotores, en Bogotá, se producen todos los modelos de la línea de transporte de carga y pasajeros de motorización Diésel de la reputadísma marca, con una cuota en el mercado local del 60 % de esta gama de vehículos.

ISUZU dio la autorización para usar la anterior denominación de los pickups de la serie LUV para adjuntarla a su modelo de reemplazo en el Mercado Andino para rebautizarlos para la zona como Luv D-Max bajo licencia GM por (General Motors Colmotores), cuya ensambladora tiene experiencia desde 1981, en el instante en que Isuzu Motors se integra a las operaciones de GM en Colombia y decide el ensamblar miles de automóviles, camionetas, todo terrenos, camiones y buses que han sido emblemáticos en la nación colombiana, tales como las camionetas Luv, Trooper, y las reconocidísimas series ELF bajo la denominación de serie N  y a la muy prestigiosa camioneta Luv, la misma que ganó un prestigio en el mercado local dando lugar a que tenga una menor depreciación entre otras camionetas o pick ups en el negocio de autos usados.

En Colombia se fabrican y ensamblan, y a su vez se comercializan los productos tales como la camioneta Chevrolet LUV D-Max con motorización Diésel, los camiones de la serie F/Forward y serie N/Elf en distintas versiones:

Camionetas Pickup

 Luv D-Max 2.4 Cabina sencilla 4x2 Transmisión Manual a gasolina
 Luv D-Max 2.4 Doble Cabina 4x2 Transmisión Manual a gasolina
 Luv D-Max 2.5 Cabina sencilla 4x2 Transmisión Manual a diésel
 Luv D-Max 2.5 Doble Cabina 4x4 Transmisión Manual a diésel

Camiones

 Camión NHR Reward para 2.2 tons.
 Camión NKR Reward para 3.75 tons.
 Camión NNR Reward para 4.25 tons.
 Camión NPR Reward para 4.5 y 5 tons.
 Camión NPS Reward para 4.6 y 5 tons.
 Camión NQR Reward para 5.5 tons.
 Camión NRR Reward para 9.5 tons.
 Camión FRR Forward para 6.5 tons.
 Cabezote FSR Forward para 7.5 Tons.
 Cabezote FTR Forward para 9 Tons.
 Cabezote FVR Forward largo para 11.5 Tons.
 Cabezote FVR Forward corto para 11 tons.
 Cabezote FVR Forward minimula para 30 tons.
 Camión CYZ doble troque, para 20 tons.
 Camión FVZ doble troque, para 20 tons, versiones corta y larga.

Chasis para Autobús

 Microbús NKR Reward para 20 y 24 puestos.
 Minibuseta NPR Reward para 20 puestos.
 Buseta NPR Reward para 27 puestos.
 Buseton NPR Reward para 29 puestos puerta delantera.
 Busetones NQR Reward para 32 y 36 puestos.
 Busetón FRR Forward Euro IV para 36 y 41 puestos.
 Midibuseton FRR Forward Euro II para 41 puestos. Actualmente solo se produce a Euro IV
 Bus CHR 580 (1984 - 1994) para 40 y 45 puestos.
 Bus LT 500 (1991 - 2000) para 35 y 40 puestos.
 Bus CHR 660 y CHR 660 LWR (1994 - 2001) dos versiones de chasis corto y largo para 35 y 45 puestos.
 Bus CHR 7.2 (2000 - 2013) para 40 y 44 puestos.
 Bus LV 150 y LV 150 Euro II (2001 - 2015) para 40 y 45 puestos.
 Bus LV 152 Euro IV (2015 - 2023) para 40 y 45 puestos, Suspensión de Ballestas.
 Bus LV 452 Euro IV (2015 - 2023) para 40 y 45 puestos, Suspensión de Aire (suspensión electroneumáticas).
Los modelos LV 152 Y 452 es compuesta por un bastidor tipo buggie con secciones delantera y trasera unidas por un conector temporal, es decir, con distancia entre ejes variable.
Además con la llegada de Colmotores a Colombia, con la compra de Chrysler en 1981, se acaba la historia de 10 años de los chasis para bus Dodge P 900 (1971 - 1981) iniciando la producción de los primeros chasis CHR 580 del cual salieron al mercado hasta el año 1984.
Otro dato importante que hay que destacar acerca del CHR 580, es su durabilidad, su resistencia, su fuerza, y su eficiencia, para andar por los difíciles terrenos, y las difíciles carreteras colombianas.

Otros modelos

 Camión FXZ forward.

Así mismo se ensamblaron y se ensamblan buses con chasis hechos en la localía para montar diversas series de buses como CHR, LT y LV 150 de la marca japonesa, además de los modelos livianos anteriormente mencionados.

Ingreso de la marca al mercado colombiano
En 1981 la General Motors se hace a la propiedad de la planta de ensamblaje que su rival Chrysler tenía en Colombia, consolidándose como socio mayoritario de GM Colmotores, lo que le permitió iniciar las exportaciones de vehículos a Chile, Ecuador y Venezuela, cambiando con ello la razón social de la planta a Colmotores ; aprovechando para ello los beneficios del pacto común del Mercado Andino y así alcanzar un indiscutible predominio por sobre sus otras dos competidoras directas; como la Compañía Colombiana Automotriz (Mazda) y su otro par SOFASA (Renault / Toyota), con una participación del 51 %. Con el tiempo, la planta perfecciona sus procesos hasta alcanzar reconocimiento internacional, lo que le permite, desde el año 1989, destinar más del 60 % de su producción a la exportación. Posteriormente, con las nuevas inversiones efectuadas en la fábrica, hechas entre 1999 a 2009 se llega a ensamblar 2000 vehículos diarios y 4100 en 2008.

La planta de Colombia se encuentra localizada en el sector del Barrio "Colmotores", denominado así por la planta de ensamblaje de vehículos de la corporación General Motors ubicada en Bogotá, produce diariamente cerca de 4100 unidades, de las cuales casi la mitad se destina a la exportación, *a países como Chile, Ecuador y Venezuela, así como a mercados tan singulares como el chino.

La gama actual de productos es más diversa que al inicio de la operaciones, ensamblando y fabricando modelos de la operación coreana de General Motors como el Aveo y el Spark, y otros de las operaciones que paulatinamente se han retirado de Ecuador y Venezuela, como los modelos Luv D-Max, siendo el producto estrella la camioneta Luv Dmax con motorización Diésel, en todas sus versiones, con casi un 60 % de la producción total de los modelos de GM Isuzu en el mercado andino, siendo el 40 % restante ensamblado en Ecuador.

En las modernas instalaciones, la actualización se ha centrado en la incorporación de nuevos equipos de pintura de horno, y nuevas unidades robotizadas para acelerar el flujo de producción. En los últimos años la planta se ha modernizado con equipos cuyo valor llega a más de 300 millones de dólares. Allí trabajan más de 25.000 personas que son todos unos profesionales en el área. recientemente, se amplió la planta de Bogotá para iniciar la producción de los 14 modelos nuevos de los camiones y buses de las nuevas series N Reward y F Forward por un valor cercano a los 30 millones de dólares.

Ecuador
En Ecuador actualmente se ensambla el modelo Isuzu LUV D-Max bajo licencia GM por OBB (Ómnibus Bela Botar), cuya ensambladora tiene experiencia desde 1981, año en la cual la General Motors se integra como accionista de OBB y así se inicia una inversión en ensamblar miles de automóviles, camionetas y todo terrenos que han sido emblemáticos en Ecuador y la región, tales como Blazer, Trooper, Vitara y en poner sobre las vías a la célebre camioneta LUV, la misma que ganó un prestigio en el mercado local dando lugar a que tenga una menor depreciación entre otras camionetas o pick ups en el negocio de autos usados. Esta experiencia muy significativa dio lugar para que se ensamble sobre la plataforma el todo terreno Chevrolet Rodeo con motor V6 (6 cilindros en V)con interesante acogida en el mercado ecuatoriano, cuyo modelo se descontinuo por razones de estrategia comercial, pues se introdujo en la casa de GM el Grand Vitara de Suzuki a un precio más económico con las mismas prestaciones y la misma reputación de Chevrolet.

Se ensambla y comercializa en Ecuador con el nombre de Chevrolet LUV D-Max en distintas versiones:

Luv D-Max 2.4 Cabina sencilla 4x2 Transmisión Manual a gasolina

Luv D-Max 2.4 Doble Cabina 4x2 Transmisión Manual a gasolina

Luv D-Max 2.5 Cabina sencilla 4x2 Transmisión Manual a diésel

Luv D-Max 2.5 Doble Cabina 4x4 Transmisión Manual a diésel

Luv D-Max 3.5 V6 Doble Cabina 4x2 Transmisión Manual a gasolina

Luv D-Max 3.5 V6 Doble Cabina 4x4 Transmisión Manual a gasolina

En 1989 la General Motors ya se había consolidado como accionista mayoritario de OBB, lo que le permitió iniciar las exportaciones de vehículos a Colombia y Venezuela, y alcanzar un increíble liderazgo local, con una participación del 57 %. Con el tiempo, la planta perfecciona sus procesos hasta alcanzar reconocimiento internacional, lo que le permite, en el año 2000, destinar el 40 % de su producción a la exportación. Posteriormente, con las nuevas inversiones efectuadas en la fábrica, en 2007 se llega a ensamblar 185 vehículos diarios y 215 en 2008.

La planta, ubicada en Quito, produce diariamente cerca de 220 unidades, de las cuales casi la mitad se destina a la exportación, a países como Venezuela, Colombia y Chile. Los actuales productos son Aveo, LUV D-Max y Grand Vitara, incluyendo el Grand Vitara SZ (ya descontinuada para Colombia), siendo el producto estrella la camioneta LUV D-Max, en todas sus versiones, con casi un 40 % de la producción total.

En las modernas instalaciones, la inversión es constante. En los últimos años la planta se ha modernizado con equipos cuyo valor llega a casi 13 millones de dólares. Allí trabajan más de 1 600 personas altamente motivadas.

México
Isuzu Motors de México, S. de R.L se estableció en el año 2005, llevando gran parte de su gama de productos para satisfacer las principales necesidades del mercado mexicano.
Durante los más de 10 años de Isuzu con México, destacan los siguientes acontecimientos:
 2007 Lanzamiento ELF 300
 2009 Inicia operaciones la planta de México
 2010 Lanzamiento ELF600-BUS
 2012 20,000 unidades vendidas
 2014 Lanzamiento FORWARD 1100

Venezuela
En Venezuela no se han comercializado o fabricado muchos modelos de vehículos bajo la marca Isuzu. El primer vehículo de esta marca fue el Isuzu Trooper (el cual se le conoció en este país como Caribe 442 o coloquialmente "El Caribe", con los motores, 1.900, 2.300 y 2.600, de chasis corto, largo, de tres y cinco puertas)

Por otra parte, la General Motors ha vendido muchos vehículos Isuzu bajo la marca Chevrolet. Por ejemplo: Chevrolet Trooper (segunda generación del Trooper), Luv, Luv D-Max, entre otros y como vehículos de carga podemos mencionar los NPR, NHR, NKR y EXZ entre otros.

También, la principal ensambladora de carrocerías de buses de Venezuela (llamada ENCAVA y situada en la ciudad de Valencia) utiliza casi a exclusividad chasis Chevrolet con motores Isuzu para su gama de buses interurbanos de mediana capacidad (mayormente midibuses), siendo el motor preferido por los profesionales del volante por su desempeño y durabilidad. Existen otras empresas de carrocerías que utilizan chasis Chevrolet con motores Isuzu para sus buses. Estos vehículos poseen transmisión automática.

Curiosidades
 La comercialización de los productos de Isuzu en la región se efectúa en la mayoría de los casos mediante el uso de la marca Chevrolet.

 Más del 70 % de los vehículos producidos en Colombia llevan hasta un 80 % de componentes hechos localmente (especialmente el chasis, piezas como frenos, sistema eléctrico, ejes, así como su motor).

 En la planta OBB de Ecuador fue en la única de la región en donde se ensambló el pick-up de pasajeros basado en el Isuzu LUV, el RODEO.
 A comienzos de los años 90, Isuzu desarrolló un motor V12 3.5 de Fórmula 1 que fue probado por Team Lotus en el Circuito de Silverstone en un Lotus 102C. El equipo Británico tuvieron el interés de que Isuzu le suministrara los motores, pero las directivas de ese entonces de la marca perdió el interés en ingresar a la máxima categoría para centrarse en la producción de vehículos SUV.

Referencias

Enlaces externos

 Sitio web oficial de Isuzu

Fabricantes de automóviles de Japón
Fabricantes de autobuses de Japón
Fabricantes de autobuses híbridos eléctricos
Fabricantes de camiones
Empresas fundadas en 1937
Empresas de defensa de Japón
General Motors
Fabricantes de motores marinos

redpajama_set_name: RedPajamaWikipedia


These days, there is a lot of buzz about DevOps and rightly so. Enterprise IT teams are rapidly adopting DevOps to accelerate application delivery. New technologies, like application containers, are making it possible to accelerate application delivery cycles, while ensuring high quality and improving availability. As every business is becoming a software business, main drivers for DevOps adoption are increased revenue growth resulting from faster time-to-market and higher customer satisfaction as well as improved ability to explore new services and business opportunities faster.
A recent study by CA Technologies titled, "DevOps: The Worst-Kept Secret to Winning in the Application Economy," revealed that DevOps delivers 18% faster time-to-market and 19% better app quality/performance. According to the study, respondents have experienced anywhere from a 14 to 21 percent improvement in business in the form of increased numbers of customers, faster time-to-market and improved quality and performance of applications. So, there is no longer any doubt that if done right, DevOps is a powerful revenue driver. But getting it right in any organization is not always easy and there are various factors to consider such as culture and organization changes, technology adoption and enhancing skills. Also, different people define DevOps differently causing additional confusion. But, whether it is developers doing operations through automation or developers and operations teams collaborating closely to deliver applications, one thing everyone agrees on is that DevOps is about 'automation', both at the infrastructure layer and the application layer. In this post I will focus on application layer and discuss the requirements for automating the entire application lifecycle using applications containers.
Over the last few years, cloud adoption has exploded and Infrastructure-as-a-Service (IaaS) has become the norm within enterprises. Developers no longer have to wait months to get access to infrastructure resources to develop and test their applications. But this dynamic, on-demand infrastructure, along with the need for agility, scale and resiliency is forcing the application architectures to change. A new architecture style, commonly referred to as microservices architecture, has emerged and is quickly gaining mindshare. While adopting microservices architecture enables faster code deployments, and provides better scalability and resiliency compared to traditional, monolith designs, the operational complexity of the application increases substantially. A microservices style application can have several loosely coupled services that operate autonomously. As a result of increase in the number of 'moving parts', deploying and operating such an application in the cloud becomes challenging and requires intelligent automation.
For traditional applications as well, automation can speed up the development cycle by reducing deployment times as well as improve overall resiliency by reducing recovery times in case of failures. Investing in automation upfront enables teams to immediately benefit from the agility while preparing for possible transition towards distributed, microservices style architecture.
Traditionally, applications have been packaged and delivered in virtual machines. But, with the adoption of microservices architectures, application containers are becoming the de facto way to deploy services. Containers are lightweight, quick to start and provide an elegant packaging for application services. Container engines such as Docker and rkt are gaining tremendous popularity among developers building microservices style applications. Containers are the new unit of application deployment and management, and are quickly becoming the foundation for application lifecycle automation.
Once an application is packaged in containers, various phases of the application lifecycle can be automated. At Nirmata, we define the application operations lifecycle in three phases: Deploy, Operate, and Optimize.
Deployment – Deploying or orchestrating a microservices style application is a complex task. Each application has different requirements and so an orchestration tool needs to be flexible and should accommodate various deployment models. Developers can leverage standalone orchestration tools such as mesos, docker swarm and kubernetes or adopt management solutions such as Nirmata or Docker cloud to deploy their applications. In addition to deploying applications containers, orchestration also involves provisioning of compute, storage, network and security policies required for the application. Over the lifespan of an application, significant amount of time will be spent deploying various services, so the orchestration should be quick and deterministic. Depending on the application, scale is another factor to be considered.
Monitoring: Monitoring application containers provides insights and visibility into your application and is crucial for further optimization. Based on the reported metrics you can automate various tasks such as scaling up a service or provisioning additional infrastructure resources.
Alerts: Alerts help draw attention to any unexpected events within your application. For example, an alert can be issues when an application container unexpectedly terminates. Automated actions can be taken to remediate any failures.
Activity: Tracking various system and user activities can help reduce the time it takes to troubleshoot issues.
Log management: Automating the collection and analysis of application logs helps speed up troubleshooting any application issues.
Upgrade: As enhancements are made to various microservices, automating the upgrade of these services is necessary. For example, when a new version of a microservice is available, a rolling upgrade is performed so that there is no interruption in services. Also, in case an upgrade is unsuccessful, a rollback should be initiated automatically.
Optimization – Once deployment and management of the application is completely automated, application performance can be further optimized through analytics and operational insights by creating a feedback loop. For example, in case the number of request failures increase after a new feature is deployed, the changes can be automatically rolled back reducing the impact. Another example is automatic provisioning of infrastructure resources in case of resource failures or increased load.
As the focus of DevOps shifts from infrastructure to application lifecycle automation, there are several things to consider. Significant agility can now be achieved by completely automating the application lifecycle. But the effort, to build, integrate, and operate tooling, could prove challenging and take up precious time and resources. The good news is that a rich ecosystem is evolving around application containers providing not only choice and flexibility but also significantly lowering the learning curve. End-to-end application automation is no longer beyond reach, but are you ready?
Is your team considering application containers? Are you adopting microservices architecture? Is application lifecycle automation a priority for your DevOps team? Would love to hear your thoughts.
Nice blog, you have nailed the utility of containers with this precise write up.
Working at nclouds.com we are on daily basis facing clients who want to achieve faster and more streamlined deployments and at the same time ensure better up-times and much reduced recovery times and there is no doubt that introduction of containers can benefit Developers and DevOps teams alike as implementing containers into their infrastructure and pipeline workflow not only allows for flexible and agile application development but also helps speeding up testing, staging, and bug fixes.


Berlin/Potsdam – Medienboard has awarded 670,000 euros to 9 projects during its first funding round for innovative audio-visual content in 2019. Among them is the sequel to the successful "Sea of Solitude" with 180,000 euros: "Sands of Sorrow" by Jo-Mei Games received the largest individual sum of the program so far.
Further grants: "Dino-Dino", the new children's app by bildundtonfabrik; text messages by Alexander von Humboldt in the chat format "Hier kommt Alex" ("Here comes Alex"), playing and reforestation with "Arbo" and the first funded Snapchat format "Vice snappt bunt" ("Vice snaps in colour").
With "Sands of Sorrow" (180,000 euros) the Berlin studio Jo-Mei is once again developing a narrative game, which deals with emotional, deeply human themes in a metaphorical world. While its visuals are just as impressive as those of prequel "Sea of Solitude" (which has since paid back its grant to Medienboard and has been distributed by international publisher EA), Jo-Mei is adding a twist this time by trying to awaken the fairy tales genre from its 100-year sleep. "Sands of Sorrow" is a modern fairy tale with a highly contemporary topic which appeals to everyone. The worldwide release is planned for PC and consoles.
"Hitchhiker – Growing Pains" (Mad About Pandas, 60,000 euros) tells the coming-of-age story of a teenager who, during a car journey through a surreal mix of Berlin and Florida Keys, deals with his feelings, desires and fears. With a serious yet simultaneously humorous, dreamy and strong visual style, the game deals with the important issues of everyday life. The implementation is planned for PC and for a PC VR version; later on it is also intended to appear on consoles.
"Madlife" (Flow Fire Games, 100,000 euros) which promises strategic challenges in the style of 1980s post-apocalypse films, transports players to an unknown world. Starting with a small settlement, the players create a desert fortress with turrets, walls or mines, which they have to protect against external threats and enemy clans. The resulting missions and playing styles provide excitement, creative playing fun and a pinch of humour. The game is planned for PC and consoles.
"Arbo" (it Matters Games, 80,000 euros) is a meditative video game for mobile devices which invites the player to take care of a virtual plant. This plant must be cultivated over an extended period of time until it develops into a magnificent tree which attracts more and more new forest dwellers. The game's main attraction is its charitable aspect: "Arbo" supports charitable projects that engage in reforestation and the protection of nature.
"Sunset Bay" (Rote Sonne Ventures, 40,000 euros) is a VR-experience for individual relaxation and meditation. In the app, the user floats in the direction of the sea during sunset. Music and colours are calming and comforting, abstract works of art move around in the sky. The release is planned for the Oculus Quest amongst others.
The "Immersive Experience for Tourism and Culture" (Interlake Media & La Siala Entertainment, 40,000 euros) is a 3-minute mixed-reality experience designed to explore the possibilities of VR and AR for the tourism industry. The project is being developed in participation with the support of the Volucap Studios, the Film University Babelsberg KONRAD WOLF and the Lucerne University of Applied Sciences and Arts as well as other companies from Berlin and Brandenburg. It is scheduled to be displayed, among other events, at the World Tourism Forum in Switzerland in May.
Right-wing populists have joined forces to form an international network, which persistently pursues one objective: to destroy the EU and liberal society. "Vice snappt bunt" ("Vice snaps in colour", Vice Media, 50,000 euros) is a community-based Snapchat format designed to introduce a younger target group to this topic, encourage self-reflection and help them categorise content. Pre-produced editions are planned along with short-notice reactions to current events (e.g. protests in Chemnitz) or live streams – always through direct interaction with the users.
News from the games department of the bildundtonfabrik: In the app "Dino-Dino" (btf, 70,000 euros) for children between the ages of 3 and 6, everything revolves around the world of dinosaurs. The focus is on child-friendly design and scientific accuracy. As the players feed dinosaurs, dig up fossils or paint skin and plumage, they learn things about the way of life of the animals and their significance in the greater system of life. Illustrator Benjamin Denkert, who also designed the highly-acclaimed character designs and concept artwork for the MBB-funded game "Trüberbrook", is responsible for the drawings.
Messages from the legendary nature researcher and scientific pioneer Alexander von Humboldt are soon going to be available directly on mobile phones. "Hier kommt Alex" ("Here Comes Alex", Chapter One Media, 50,000 euros) is the name of a chat format in which the user has the opportunity to accompany Humboldt on his legendary travels to Mexico, Cuba or Colombia for 30 days and to talk with him via Whatsapp and Telegram. The chat format is supplemented by Germany's first Insta-novel.


On the Capture menu, click Options. You can also click the Folder link on the main Capture dialog. The Options window opens.
On the General tab, under SaveOptions, specify the folder where you want to capture video and snaps.


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Replacement Battery for Ipad 2. Genuine original, brand new in box never used. I bought this to replace mine then changed my mind.
Comes with case and stylus.. No marks or cracking on glass. All in all a fab tablet to have.
2 x Binatone Kidz Star tablets & 1 compatible charger in nice clean condition and good working order. These are for cash on collection only. Viewing welcomed at most times.
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Folding Tablet stand. Suitable for most tablets. Approx 150mm x 140mm, Brushed Metal Coloured... Message me if you would like to pay on-line & have it posted to you for £1.85 Inc P&P.. Many Thanks.
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Nursing Diagnosis: Risk for fetal injury related to elevated maternal serum glucose levels, changes in circulation.
Desired Outcomes: Display normally reactive NST and negative OCT and/or CST. Be full-term, with size appropriate for gestational age.
1. Determine White's classification for diabetes; explain classification and significance to client/couple.
Rationale: Fetus is at less risk if White's classification is A, B, or C. The client with classification D, E, or F who develops kidney or acidotic problems or PIH is at high risk. As a means of determining prognosis for perinatal outcome, White's classification has been used in conjunction with (1) evaluation of diabetic control or lack of control and (2) presence or absence of Pederson's prognostically bad signs of pregnancy (PBSP), which include acidosis, mild/severe toxemia, and pyelonephritis. The National Diabetes Data Group Classification, which includes diabetes mellitus (type I, insulin-dependent; type II, non–insulin-dependent), impaired glucose tolerance, and gestational diabetes mellitus, has not yet had prognostic significance in predicting perinatal outcomes.
2. Note client's diabetic control before conception.
Rationale: Strict control (normal HbA1c levels) before conception helps reduce the risk of fetal mortality and congenital anomalies.
3. Assess fetal movement and FHR each visit as indicated. Encourage client to periodically count/record fetal movements beginning about 18 weeks' gestation, then daily from 34 weeks' gestation on.
Rationale: Fetal movement and FHR may be negatively affected when placental insufficiency and maternal ketosis occur.
4. Monitor fundal height each visit.
Rationale: Useful in identifying abnormal growth pattern (macrosomia or IUGR, small or large for gestational age [SGA/LGA]).
5. Monitor urine for ketones. Note fruity breath.
Rationale: Irreparable CNS damage or fetal death can occur as result of maternal ketonemia, especially in the third trimester.
6. Provide information and reinforce procedure for home blood glucose monitoring and diabetic management.
Rationale: Decreased fetal/newborn mortality and morbidity complications and congenital anomalies are associated with optimal FBS levels between 70 and 96 mg/dL, and 2-hr postprandial glucose level of less than 120 mg/dL. Frequent monitoring is necessary to maintain this tight range and to reduce incidence of fetal hypoglycemia or hyperglycemia.
7. Monitor for signs of pregnancy-induced hypertension (PIH) (edema, proteinuria, increased blood pressure).
Rationale: About 12%–13% of diabetic individuals develop hypertensive disorders owing to cardiovascular changes associated with diabetes. These disorders negatively affect placental perfusion and fetal status.
8. Provide information about possible effect of diabetes on fetal growth and development.
Rationale: Helps client to make informed decisions about managing regimen and may increase cooperation.
9. Review procedure and rationale for amniocentesis using L/S ratio and presence of PG.
Rationale: When maternal/placental functioning is impaired before term, fetal lung maturity is criterion used to determine whether survival is possible. Hyperinsulinemia inhibits and interferes with surfactant production; therefore, in the diabetic client, testing for presence of PG is more accurate than using L/S ratio.
10. Assist with preparation for delivery of fetus vaginally or surgically if test results indicate placental aging and insufficiency.
Rationale: Helps ensure positive outcome for neonate. Incidence of stillbirths increases significantly with gestation more than 36 wk. Macrosomia often causes dystocia with cephalopelvic disproportion (CPD).
In this evil disease the balance of blood sugar level is the most important factor and really it damages the blood cells and vessels too.


Janet Jackson recently gave birth to her first child and has been criticised by people – including Piers Morgan – because at 50 years old, she is an older mum.
However, despite what Morgan and others may think, giving birth at an older age is no longer such a big deal, according to Mervi Jokinen, Royal College of Midwives' practice and standards professional advisor.
We spoke to midwives and mums to find out the five things people need to know about pregnancy after 40.
"If you suddenly decide to embark on this journey in your 40s or 50s, you might not fall pregnant just like that," said Jokinen.
Anna Nella, a midwife at Tommy's charity said an older mum should ideally have some pre-conceptual care.
"Check rubella status, commence folic acid three months prior to pregnancy and ensure blood pressure or existing medical problems are well controlled and you are at a healthy weight," she said.
Just because you're giving birth in your 40s or 50s, it doesn't mean you're going to be treated differently to younger mums-to-be throughout your whole pregnancy. What really matters is your individual health.
"Every midwife needs to approach women on an individual basis, no matter their age," said Jokinen.
"Women often tell me messages about high risk of blood pressure and diabetes are really frightening. But some women are fitter in their 40s than other women in their 20s.


In his seminal paper "Spence (Q J Econ 87(3):355–374, 1973)" introduced a signalling model for the job market. In this model the employer (the principal) is not sure about the ability of the potential employee (the agent). Spence's idea is that the education level of an applicant serves as a signal to indicate productivity level. The crucial assumption is that people with higher productivity incur lower costs (money, effort) of acquiring education than those with lower productivity. This leads to the fundamental insight that even if education did not contribute anything to work productivity, it can serve as a tool to separate high- from low-ability employees. In 2001, Michael Spence won the Nobel Prize in economic sciences, along with George A. Akerlof and Joseph E. Stiglitz, for their significant contribution on the analysis of markets with asymmetric information.