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Škoda Auto
Private company | |
Industry | Automotive |
Founded | 1895 (as Laurin & Klement) |
Founder | Václav Laurin and Václav Klement |
Headquarters | Mladá Boleslav, Czech Republic |
Number of locations
Manufacturing facilities in Czech Republic, India, China, Russia and Slovakia. |
Area served
Worldwide (except North America) |
Key people
Winfried Vahland (Chairman of the Board of Directors) [Christian Klingler] (Chairman of the Supervisory Board) |
Products | Automobiles |
Production output
1.04 million units (2014)[1] |
Revenue | €10.34 billion (2013) ($13.14 billion USD)[2] |
Profit | €455 million (2013) ($0.578 billion USD) |
Number of employees
over 25 000 (2013) |
Parent | Volkswagen Group |
Divisions | Škoda Motorsport |
Subsidiaries | ŠKODA Auto Deutschland GmbH Skoda Auto India Private Ltd. ŠKODA AUTO Slovensko s.r.o. |
Website | skoda-auto |
Škoda Auto (Czech pronunciation: ['ʃkoda] ( listen)), more commonly known as Škoda, is a Czech automobile manufacturer founded in 1895 as Laurin & Klement. It is headquartered in Mladá Boleslav, Bohemia, Czech Republic.
The car manufacturer was acquired by Škoda Works in 1925,[3] and became a wholly owned subsidiary of the Volkswagen Group in 2000,[4] positioned as the entry brand to the group.[5] Its total global sales reached 1.04 million cars in 2014.[1]
The Škoda Works were established as an arms manufacturing plant in 1859. Škoda Auto (and its predecessors) is one of the five oldest companies producing cars and has an unbroken history alongside Tatra, Daimler, Opel and Peugeot.[6]
Laurin and Klement, Slavia[edit]
The origins of what became Škoda Auto go back to the early 1890s when, like many long-established car manufacturers, a company started manufacturing bicycles. Škoda factories were founded in 1869.[7] In 1894, 26-year-old Václav Klement, who was a bookseller in Mladá Boleslav, Bohemia (today's Czech Republic, then part of Austria-Hungary), was unable to obtain spare parts to repair his German bicycle.
" |
If you would like an answer to your inquiry, you should try writing in a language we can understand. |
" |
—Seidel & Naumann's German reply to Václav Klement's Czech request for spare parts for his bike, prompted him to open his own shop |
Klement returned his bicycle to the manufacturers, Seidel and Naumann, with a letter, in Czech, asking them to carry out repairs, only to receive a reply, in German, stating: "If you would like an answer to your inquiry, you should try writing in a language we can understand". Not satisfied with the reply and realising the business potential, Klement, despite having no technical experience, decided to start a bicycle repair shop, which he and Václav Laurin opened in 1895 in Mladá Boleslav. Before going into partnership with Klement, Laurin was an established bicycle manufacturer in the nearby town of Turnov.
In 1898, after moving to their newly built factory, the pair bought a Werner "Motocyclette".[nb 1] Laurin & Klement's first motorcyclette, powered by an engine mounted on the handlebars driving the front wheels, proved dangerous and unreliable—an early accident on it cost Laurin a front tooth. To design a safer machine with its structure around the engine, the pair wrote to German ignition specialist Robert Bosch for advice on a different electromagnetic system. The pair's new motorcycle made its debut in 1899.
In 1900, with a company workforce of 32, local production began and 150 machines were shipped to London for the Hewtson firm. Shortly afterwards, the press credited them as makers of the first motorcycle.[8] The first model, Voiturette A, was a success and the company was established both within Austria-Hungary and internationally. By 1905 the firm was manufacturing automobiles, making it the second oldest car manufacturer in the Czech lands after Tatra.
After World War I the Laurin & Klement company began producing trucks, but in 1924, after running into problems and being affected by a fire on their premises, the company sought a new partner.
Meanwhile Akciová společnost, dříve Škodovy závody (Limited Company, formerly the Škoda Works), an arms manufacturer and multi-sector concern which had become one of the largest industrial enterprises in Europe and the largest in Czechoslovakia, started manufacturing cars in cooperation with Hispano-Suiza. Škoda sought to enlarge its non-arms manufacturing base and acquired Laurin & Klement in 1925. Most of the later production took place under Škoda's name.
An assembly line was used for production from 1930 onwards. In the same year a formal spin-off of the car manufacture into a new company, Akciová společnost pro automobilový průmysl or abbreviated ASAP, took place. ASAP remained a wholly owned subsidiary of the Škoda Works and continued to sell cars under the Škoda marque. Apart from the factory in Mladá Boleslav it included also the firm's representation, sales offices and services, as well as a central workshop in Prague. At the time, the car factory in Mladá Boleslav covered an area of 215,000 m2 and employed 3,750 blue-collar and 500 white-collar workers.
After a decline caused by the economic depression, Škoda introduced a new line of cars in the 1930s which significantly differed from its previous products. A new design of chassis with backbone tube and all-around independent suspension was developed under the leadership of chief engineer Vladimír Matouš and modelled on the one first introduced by Hans Ledwinka in Tatra. First used on model Škoda 420 Standard in 1933, it aimed at solving insufficient torsional stiffness of the ladder frame.[9]
The new design of chassis became the basis for models Popular (845-1,089 cc), Rapid (1165–1766 cc), Favorit (1802–2091 cc) and the Superb (2.5–4 l).[9] While in 1933 Škoda had a 14% share of the Czechoslovak car market and occupied third place behind Praga and Tatra, the new line made it a market leader by 1936, with a 39% share in 1938.[9]
During the occupation of Czechoslovakia in World War II the Škoda Works were turned into part of the Reichswerke Hermann Göring serving the German war effort by producing components for military terrain vehicles, military planes, other weapon components and cartridge cases. Vehicle output decreased from 7,052 in 1939 to 683 in 1944, of which only 35 were passenger cars. A total of 316 trucks were produced between January and May 1945.[10] The UK and US air forces bombed the Škoda works repeatedly between 1940 and 1945. The final massive air raid took place on 25 April 1945 and resulted in almost the complete destruction of the Škoda armament works and approximately 1,000 dead and injured.[11]
Post World War II[edit]
When, by July 1945, the Mladá Boleslav factory had been reconstructed, production of Škoda's first post-World War II car, the 1101 series began. It was essentially an updated version of the pre-World War II Škoda Popular. In the autumn of 1945, Škoda (along with all other large manufacturers) became part of the communist planned economy, which meant it was separated from the parent company, Škoda Works. In spite of unfavourable political conditions and losing contact with technical development in non-communist countries, Škoda retained a good reputation until the 1960s, producing models such as the Škoda 440 Spartak, 445 Octavia, Felicia and Škoda 1000 MB.
In late 1959, the Škoda Felicia, a compact four-cylinder convertible coupe, was imported into the United States for model year 1960. Its retail price was around US$2,700, for which one could purchase a nicely-equipped V8 domestic car that was larger, more comfortable, and had more luxury and convenience features (gasoline retailed for less than 30 cents per gallon, so fuel economy was not of primary importance in America at that time). Those Felicias that made it to American ownership soon experienced a number of reliability problems, further damaging the car's reputation. The Felicia was therefore a poor seller in the States and leftover cars ended up being hied off at a fraction of the original retail list. Since that time, Škoda automobiles have not been imported into the U.S. for retail sale.
In the late 1980s, Škoda (then named Automobilové závody, národní podnik or abbreviated AZNP) was still manufacturing cars that conceptually dated back to the 1960s. Rear engined models such as the Škoda 105/120, Estelle and Rapid sold steadily and performed well against more modern makes in races such as the RAC Rally in the 1970s and 1980s. They won their class in the RAC rally for 17 years running. They were powered by a 130 brake horsepower (97 kW), 1,289 cubic centimetres (78.7 cu in) engine. In spite of its dated image and becoming the subject of negative jokes, Škodas remained a common sight on the roads of UK and Western Europe throughout the 1970s and 1980s.
Sport versions of the Estelle and earlier models were produced, using the name "Rapid". Soft-top versions were also available. The Rapid was once described as the "poor man's Porsche",[12] and had significant sales success in the UK during the 1980s.[13]
- "Of course, that the Škoda became such a figure of fun was in part due to its ubiquity on Britain's roads. The company must have been doing something right." (from a BBC report on Škoda sales in 1980s)
In 1987 the Favorit was introduced, and was one of a triumvirate of compact Western-influenced front-wheel drive hatchbacks from the three main Eastern Bloc manufacturers around that time, the others being VAZ's Lada Samara and Zastava's Yugo Sana. The Favorit's appearance was the work of the Italian design company Bertone. With some motor technology licensed from western Europe, but still using the Škoda-designed 1289 cc engine, Škoda engineers designed a car comparable to western production. The technological gap was still there, but began closing rapidly. The Favorit was very popular in Czechoslovakia and other Eastern Bloc countries. It also sold well in Western Europe, especially in the UK and Denmark due to its low price and was regarded as solid and reliable. However, it was perceived as having poor value compared with contemporary Western European designs. The Favorit's trim levels were improved and it continued to be sold until the introduction of the Felicia in 1994.
Volkswagen Group subsidiary[edit]
The fall of communism with the Velvet Revolution brought great changes to Czechoslovakia and most industries were subject to privatisation. In the case of Škoda Automobile, the state authorities brought in a strong foreign partner. Volkswagen was chosen by the Czech government on December 9, 1990, and, as a result, on March 28, 1991 a joint-venture partnership agreement with Volkswagen took place, marked by the transfer of a 30% share to the Volkswagen Group on April 16, 1991. By this stage, Skoda was still making its outdated range of rear engine saloons, although it had started production of the Favorit front-wheel drive hatchback in 1988 as an eventual replacement.
In the following years, Škoda became the fourth brand of the German group, as the Volkswagen Group raised its equity share first on December 19, 1994, to 60.3%, followed on December 11, 1995, to 70%.[14]
In the competition for Škoda, Volkswagen was pitted against French car-maker Renault, which lost out because its strategic plan did not include producing high-value models in the Czech factories: Renault proposed to manufacture the Renault Twingo city car in the Škoda factories.
At the time the decision was made, privatisation to a major German company was somewhat controversial. However, it could be argued that the subsequent fortunes of other Eastern-Bloc automobile manufacturers such as Lada, AutoVAZ, and of Škoda Works itself – once Škoda Auto's parent company – suggested that Volkswagen's involvement was not necessarily a result of poor judgement.[citation needed]
Backed by Volkswagen Group expertise and investments, the design — both style and engineering — has improved greatly. The 1994 model Felicia was effectively a reskin of the Favorit, but quality and equipment improvements helped, and in the Czech Republic the car was perceived as good value for money and became popular. Sales improved across Europe, including the United Kingdom, where the Felicia was one of the best-ranking cars in customer satisfaction surveys.
Volkswagen AG chairman Ferdinand Piëch personally chose Dirk van Braeckel as head of design, and the subsequent Octavia and Fabia models made their way to the demanding European Union markets. They are built on common Volkswagen Group floorpans. The Fabia, launched at the end of 1999, formed the basis for the later versions of the Volkswagen Polo and SEAT Ibiza, while the Octavia, launched in 1996, has shared its floorpan with a host of cars, the most popular of which is the Volkswagen Golf.
The perception of Škoda in Western Europe has changed completely since the takeover by VW,[15] in stark comparison with the reputation of the cars throughout the 1980s—often described as "the laughing stock" of the automotive world.[16][17][18] As technical development progressed and attractive new models were marketed, Škoda's image was initially slow to improve. In the UK, a major turnabout was achieved with the ironic "It is a Škoda, honest" campaign, which was started in 2000 when the Fabia was launched. In a 2003 advertisement on British television, a new employee on the production line is fitting Škoda badges on the car bonnets. When some attractive looking cars come along he stands back, not fitting the badge, since they look so good they cannot be Škodas.[19] This market campaign worked by confronting Škoda's image problem head-on—a tactic which marketing professionals regarded as high risk. Before the advertising campaign, it was common to hear tour guides in Bratislava making jokes about Škoda[citation needed], saying "How do you double the value of a Škoda? Fill up the petrol tank!" By 2005 Škoda was selling over 30,000 cars a year in the UK, a market share of over 1%. For the first time in its UK history, a waiting list developed for deliveries by Škoda. UK owners have consistently ranked the brand at or near the top of customer satisfaction surveys since the late 1990s. In contrast, the Lada and FSO cars it once competed against were withdrawn from the UK market by the end of the 1990s, due to falling sales and stricter emissions regulations, not to mention the failure to develop newer and better designs, while the Yugo-badged Zastava models were withdrawn from the British market in the early part of the decade as a result of sanctions imposed on the then Yugoslavia during its civil war. Dacia, the Romanian carmaker having been bought and developed by Renault also fared well.
Growth strategy[edit]
2010 was a year of important changes for Škoda Auto, in terms of both products and management. On 1 September 2010, Prof. Dr. h.c. Winfried Vahland assumed responsibility for the management of the company, becoming the CEO of Škoda Auto. Under Vahland's leadership, Škoda set forth plans to double the company's annual sales[20] to at least 1.5 million by 2018 (later known as the 'Growth Strategy', Czech: 'Růstová Strategie').
At the 2010 Paris Motor Show in September 2010, the company unveiled the Octavia Green E Line. This e-car concept was the forerunner to the e-car test fleet that Škoda released in 2012. The final 1st-generation Octavia (Tour) was produced at the Mladá Boleslav plant in November 2010. The worldwide production of this model exceeded 1.4 million units since its release in 1996. In 2010 for the first time in history, China overtook German sales to become Škoda's largest individual market.[21]
In 2011, Škoda Auto celebrated its 20-year partnership with the Volkswagen Group. More than 75,000 visitors attended an open-house event held in Mladá Boleslav in the April. Earlier that year, the company provided details on its 2018 Growth Strategy: for at least one new or completely revised model to be released every six months.[22][23] With this in mind, the company redesigned its logo and CI, which was presented at the 2011 Geneva Motor Show. Škoda's main attraction at the event was the VisionD design concept; a forerunner to the future 3rd generation Octavia. Škoda presented the MissionL design study at the IAA in Frankfurt am Main in September, which was to become the basis of the company's forthcoming compact model the European Rapid.
In the same year, the company started production of the new Rapid model in Pune, India (October 2011), and launched the Citigo at Volkswagen's Bratislava plant (November 2011).
During 2012 Škoda was preparing the introduction of two volume models. The European version of the Rapid premiered at the Paris Motor Show. This car was a successor to the 1st-generation Octavia in terms of its price bracket. The second volume model was the 3rd-generation Octavia, which premiered In December 2012. In the same month, the local production of the Yeti was launched at the Nizhny Novgorod GAZ factory.[24][25]
In 2012 Škoda introduced an emission-free fleet of Octavia Green E Line e-cars on Czech roads to be used by external partners. Since internal tests on the fleet in late 2011, the e-fleet had driven more than 250,000 km. During the same year, Škoda celebrated several milestones, including fourteen million Škoda cars being produced since 1905 (January),[26] three million Fabias (May),[27] 500,000 Superbs at the Kvasiny plant (June )[28] and 5 years of Škoda operations in China.[25]
Massive rejuvenation of the model range was a major tune for 2013 at Škoda: The Czech carmaker launched the third-generation Octavia Combi and Octavia RS (both liftback and estate) as well as facelifted Superb and Superb Combi. They were accompanied by brand new members of the Rapid family as the Rapid Spaceback, the first Škoda hatchback car in the compact segment, and the Chinese version of the Rapid. Also the Yeti faced significant changes. With the facelift, two design variants of Škoda 's compact SUV are now available: city-like Yeti and rugged Yeti Outdoor. Moreover, Chinese customers were given the Yeti with prolonged chassis.
Financial Results[edit]
ŠKODA has maintained sound financial stability over recent years. In 2013 the brand achieved sales revenues totalling €10.3 billion (2012: €10.4 billion). Due to the weak economic situation in many European countries and the expansion of the ŠKODA model range, operating profit reached a modest 522 million euros (2012: €712 million). ŠKODA achieved a successful start to 2014: As well as recording the highest number of deliveries to customers in a first quarter ever (247,200; up 12.1%), ŠKODA recorded a significant increase in sales revenue (23.7%) to almost 3 billion euros. Operating profit increased 65.2% to 185 million Euros over the previous year.
Sales figures[edit]
ŠKODA cars are produced in the Czech Republic, China, Russia, India and Slovakia at ŠKODA's own production facilities or through partnerships within the Volkswagen Group. ŠKODA models are additionally manufactured in Ukraine and Kazakhstan through local partners.
Czech Republic
ŠKODA has three production sites in the Czech Republic. Mladá Boleslav is the carmaker's base with a tradition of industrial production dating back to 1895. Mladá Boleslav is not only home to the brand's headquarters and R&D department, but is also the location of ŠKODA's largest production facility in the world. ŠKODA also produces engines (e.g. EA 211: 1.2 TSI, 1.4 TSI and EA 111: 1.2 MPI, 1.2 TSI) and gearboxes (MQ 100 and MQ 200 manual gearboxes, SQ 100 piloted gearbox) in Mladá Boleslav for use both in ŠKODA models, and also for other brands within the Volkswagen Group. At the company's Kvasiny plant, ŠKODA builds the Yeti, Superb and Roomster models, while the Vrchlabí plant is dedicated to the production of the 7-gear direct-shift gearbox (DSG).
India became the first non-European country where ŠKODA produces cars. The first car produced in the country was the Octavia at the ŠKODA plant in Aurangabad. The Superb followed in 2004, the Fabia in 2008 and the Yeti in 2010. The Volkswagen Group plant in Pune began manufacturing the Rapid in 2011. Production of the Fabia in India was paused in 2013.
In China, ŠKODA cars have been built in cooperation with Shanghai Volkswagen (SVW) since 2007. Initially three models were produced, but nowadays six models – the Fabia, Rapid, Rapid Spaceback, Octavia, Yeti and Superb – roll off the SVW production lines in Anting, Yizheng and Ningbo.
The first ŠKODA model produced in China was the Octavia in 2007. It was followed by the Fabia in 2008, and the Superb in 2009. Production of the Rapid was launched in China at the end of 2012. The ŠKODA Yeti was launched in China in 2013, first as an export model, and later as a locally produced vehicle. The production of the Rapid Spaceback began in spring 2014. Since ŠKODA entered the Chinese market, more than one million ŠKODAs have been produced at SVW plants.
In Russia ŠKODA cars are produced at the production facilities in Kaluga and Nizhny Novgorod. The first locally assembled model was the Octavia in November 2007. The production of Fabia began in 2008 at the Volkswagen Group Russia (VGR) plant in Kaluga, where the Superb is also produced. The Rapid followed at the beginning of 2014. In partnership with VGR and the Russian automobile manufacturer GAZ, the production of the Yeti in Nizhny Novgorod began in 2011, and the new Octavia has also been manufactured at this plant since 2013.
The city car ŠKODA Citigo has been produced at the Volkswagen Group's Bratislava plant since 2011.
ŠKODA cars – Production statistics
ŠKODA cars produced worldwide | 2007 | 2008 | 2009 | 2010 | 2011 | 2012 | 2013 |
Citigo | − | − | − | − | 1,027 | 36,687 | 42,971 |
Fabia | 243,669 | 244,722 | 258,951 | 236,973 | 261,107 | 231,930 | 196,732 |
Roomster | 75,875 | 49,535 | 42,315 | 30,473 | 36,427 | 39,249 | 31,425 |
Rapid | − | − | − | − | 2,561 | 32,440 | 123,634 |
Octavia | 320,592 | 338,380 | 284,965 | 347,129 | 402,462 | 406,397 | 356,286 |
Superb | 21,339 | 27,264 | 45,521 | 105,694 | 119,732 | 106,847 | 96,261 |
Yeti | − | − | 19,672 | 52,550 | 77,312 | 90,882 | 90,882 |
Total | 661,475 | 659,901 | 651,424 | 772,819 | 900,628 | 944,432 | 931,969 |
World Rally Championship[edit]
Following a long history of class victories in lower levels of motorsport, Škoda became a participant in the FIA World Rally Championship in the 1999 season, with World Rally Car models of the Škoda Octavia. Škoda's best result with the Octavia WRC was Armin Schwarz's third place at the 2001 Safari Rally. From mid 2003, the Octavia was replaced by the smaller Škoda Fabia. Škoda used the 2004 season to develop the car further, but did not achieve much success the following season. However, at the season-ending Rally Australia, 1995 world champion Colin McRae was running second before retiring. Škoda then withdrew from the series, and the 2006 season saw Škoda represented by the semi-privateer Red Bull Škoda Team. Jan Kopecký drove the Fabia WRC to fifth place at the Rally Catalunya, and as late as the 2007 Rallye Deutschland the Fabia still achieved a fifth place result, again in the hands of Kopecký. Former works Ford and Citroen driver François Duval also drove a Fabia WRC in 2006 for the privateer First Motorsport team, achieving a sixth place on Rally Catalunya.
Super 2000[edit]
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In 2009, Škoda entered the Intercontinental Rally Challenge (IRC) for the first time, using the Fabia S2000, winning three rallies and finishing second in both the drivers and manufacturers championship. In 2010, Škoda's won a total of seven IRC events winning both the manufacturers and driver championship for Juho Hänninen. These achievements were repeated in the following two seasons, with Andreas Mikkelsen as the drivers' champion. In 2013, the Intercontinental Rally Challenge was merged with the European Rally Championship (ERC) and the team gained the drivers' championship title once again for Jan Kopecký. The car was also raced by privateers in several championships, including Red Bull, Barwa, Rene Georges and Rufa in the 2010 Super 2000 World Rally Championship.
Bonneville Speedway[edit]
In August 2011, a special Škoda Octavia vRS set the world record at the Bonneville Speedway and became the fastest car in the world with an up to two-litre engine, when it hit 227 mph (365 km/h).[34] The current fastest production Škoda car is the Škoda Superb 3.6 FSI 4x4,[citation needed] with a top speed of 250 km/h (160 mph) and acceleration from 0 to 100 km/h (0 to 62 mph) in 6.5 seconds.
Current models[edit]
- Škoda Citigo (2011–present)
- Škoda Fabia III (2014–present)
- Škoda Rapid (2012–present)
- Škoda Octavia III (2013–present)
- Škoda Superb III (2015–present)
- Škoda Roomster/Praktik (2006–present)
- Škoda Yeti (2009–present)
Škoda Citigo (2011–present)
Škoda Fabia III (2014–present)
Škoda Rapid (2011–present; India)
Škoda Rapid (2012–present; International)
Škoda Octavia III (2013–present)
Škoda Superb III (2015–present)
Škoda Roomster (2006–present)
Škoda Yeti (2009–present)
Historic models[edit]
- Laurin & Klement A (1905–1907)
- Laurin & Klement B (1906–1908)
- Laurin & Klement C (1906–1908)
- Laurin & Klement D (1906–1907)
- Laurin & Klement E (1906–1909)
- Laurin & Klement B2 (1907–1908)
- Laurin & Klement C2 (1907–1908)
- Laurin & Klement F (1907–1909)
- Laurin & Klement FF (1907)
- Laurin & Klement FC (1907–1909)
- Laurin & Klement HO/ HL/HLb (1907–1913)
- Laurin & Klement BS (1908–1909)
- Laurin & Klement FCS (1908–1909)
- Laurin & Klement G (1908–1911)
- Laurin & Klement DO/DL (1909–1912)
- Laurin & Klement FDO/FDL (1909–1915)
- Laurin & Klement EN (1909–1910)
- Laurin & Klement FN/GDV/RC (1909–1913)
- Laurin & Klement FCR (1909)
- Laurin & Klement L/LO (1909–1911)
- Laurin & Klement ENS (1910–1911)
- Laurin & Klement K/Kb/LOKb (1911–1915)
- Laurin & Klement LK (1911–1912)
- Laurin & Klement S/Sa (1911–1916)
- Laurin & Klement DN (1912–1915)
- Laurin & Klement RK (1912–1916)
- Laurin & Klement Sb/Sc (1912–1915)
- Laurin & Klement M/Mb/MO (1913–1915)
- Laurin & Klement MK/400 (1913–1924)
- Laurin & Klement O/OK (1913–1916)
- Laurin & Klement Sd/Se/Sg/Sk (1913–1917)
- Laurin & Klement Ms (1914–1920)
- Laurin & Klement Sh/Sk (1914–1917)
- Laurin & Klement T/Ta (1914–1921)
- Laurin & Klement Si/Sl/Sm/So/200/205 (1916–1924)
- Laurin & Klement Md/Me/Mf/Mg/Mh/Mi/Ml/300/305 (1917–1923)
- Laurin & Klement MS/540/545 (1920–1923)
- Laurin & Klement Škoda 545 (1924–1927)
- Škoda 422 (1929–1932)
- Škoda 430 (1929–1936)
- Škoda 633 (1931–1934)
- Škoda 637 (1932–1935)
- Škoda 420 Standard/Rapid/Popular (1933–1938)
- Škoda Rapid (1935–1947)
- Škoda Favorit (1936–1941)
- Škoda Superb (1934–1943)
- Škoda Superb OHV (1946–1949)
- Škoda 1101 Tudor (1946–1949)
- Škoda 1102 (1948–1952)
- Škoda VOS (1949–1952)
- Škoda 1200 (1952–1955)
- Škoda 440/445/450 (1955–1959)
- Škoda 1201 (1955–1962)
- Škoda Felicia (1959–1964)
- Škoda Octavia (1959–1964)
- Škoda 1202 (1961–1973)
- Škoda Octavia Combi (1964–1971)
- Škoda 1000 MB (1964–1969)
- Škoda 1203 (1968–1999)
- Škoda 100/110 (1969–1977)
- Škoda 110 R (1970–1980)
- Škoda 105/120/125 (1976–1990)
- Škoda Garde (1981–1984)
- Škoda 130/135/136 (1984–1990)
- Škoda Rapid (1984) (1984–1990)
- Škoda Favorit/Forman/Pick-up (1987–1995)
- Škoda Felicia (1994–2001)
- Škoda Octavia first generation (1996–2004, Tour 2004–2010)
- Škoda Fabia first generation (1999–2007)
- Škoda Superb first generation (2001–2008)
- Škoda Octavia second generation {2004-2013}
Laurin & Klement A (1905)
Škoda 422 (1929–1932)
Škoda 420 (1933–1938)
Škoda VOS (1949–1952)
Škoda 440 (1955–1959)
Škoda 1202 (1961–1973)
Škoda 1000 MB (1964–1969)
Škoda 100/110R Coupé (1969–1980)
Škoda 105 (1976–1989)
Škoda 120 (1976–1990)
Škoda Garde/Rapid (1981–1990)
Škoda Favorit (1987–1995)
Škoda Felicia (1994–2001)
Škoda Octavia I (1996–2010)
Škoda Fabia I (1999–2007)
Škoda Superb I (2001–2008)
Škoda Octavia II (2004–2009)
Škoda Octavia II facelift (2009–2013)
Concept cars[edit]
- Vision C (2013)
- MissionL (2011)
- Vision D (2011)
- Fabia Super (2007)
- Joyster (2006)
- Yeti II (2006)
- Roomster (2003)
- Tudor (2002)
- Fabia Paris Edition (2002)
- Ahoj (2002)
- Felicia Golden Prague (1998)
- 783 Favorit Coupé (1987)
- Škoda 110 Super Sport Ferat (1971)
- Škoda 1100 GT (1968)
- Škoda 720 (1967–1972)
- Škoda F3 (1964)
- Škoda 1100 Type 968 (1958)
- Škoda 973 Babeta (1949)
See also[edit]
- Margolius, Ivan and Meisl, Charles (1992). Škoda Laurin & Klement. London: Osprey. ISBN 1-85532-237-4.
- ^ More information about the Werner motor bicycles: Twycross, Tony (April 2005). "Auto Cycling, 1890s Style". The Moped Archive.
- ^ Includes sales of the Škoda Favorit, produced until 1995.
- ^ a b "http://www.reuters.com/article/2015/01/09/skoda-sales-idUSA5N0RV00B20150109" (in English). Reuters. 9 January 2015. Retrieved 13 March 2015.
- ^ ŠKODA Annual Report 2013 (PDF). 15 March 2013. Retrieved 15 March 2013.
- ^ Škoda history. Official website
- ^ "Alle VW-Konzernmodelle Teil 3: Seat und Skoda" (in German). Autozeitung.de. Retrieved 28 August 2011.
- ^ "Škoda Auto to looks towards a new growth spurt". Volkswagen Group. 2 November 2010.
With this, we also want to continue to reinforce our function as the entry brand to the Volkswagen Group.
(Prof. Dr. h.c. Winfried Vahland, Chairman of the board of Škoda Auto). - ^ "Digitální továrna společnosti Škoda Auto" (in Czech). Automa. December 2012.
- ^ Piotr S. Wandycz, 'The Price of Freedom: A History of East Central Europe from the Middle Ages to The Present', (London, 1992), p. 171
- ^ "Skoda Company History". CarAutoPortal.com. Retrieved 10 August 2009.
- ^ a b c Králík, Jan (2008), V soukolí okřídleného šípu, Grada Publishing a.s., pp. 19–22
- ^ Pavlínek, Petr (2008). A Successful Transformation? Restructuring of the Czech Automobile Industry. Physica-Verlag. doi:10.1007/978-3-7908-2040-9. ISBN 978-3-7908-2039-3.
- ^ HELL FROM HEAVEN - Chapter 35 - Mission 31 - Pilsen, Czechoslovakia - Our Last Combat Mission - April 25, 1945 - By Leonard Streitfeld, Bombardier, 600th Squadron. 398th.org (1945-04-25). Retrieved on 2013-07-16.
- ^ Paul Burrows (13 March 2008). "Czech-in time for Skoda". AVHub.
- ^ "Skoda has last laugh". BBC News. 24 February 2000.
- ^ Mladá Boleslav (6 October 2004). "ŠKODA AUTO a.s." (PDF). Volkswagen Group.
- ^ "Skoda's Marketing Success Goes From Strength To Strength". Carpages. 17 December 2002.
- ^ Kevin Massy (28 January 2008). "Skoda flagship to get VW's premium nav system". CNET Reviews. Retrieved 6 February 2010.
- ^ Jez Spinks (15 October 2007). "Skoda Octavia: first drive of the 'budget' VW". Drive.com.au.
- ^ Steve Kealy (16 February 2010). "Skoda Octavia Scout 4x4". Carsales.com.au.
- ^ "4. BRAND STRATEGY" (PDF). The Chartered Institute of Marketing. 7 April 2003. pp. 22–23. Archived from the original (PDF) on 29 October 2010.
- ^ Paul McVeigh (2 November 2010). "Automotive News Europe". Automotive News Europe.
- ^ "Automotive News Europe". Automotive News Europe. 12 February 2012.
- ^ "The Prague Post". The Prague Post. 2 March 2011.
- ^ Matt Prior. "Autocar". Autocar.
- ^ "RT". RT. 14 June 2011.
- ^ a b Alexander Rogan (6 December 2012). "Russia Suppy Chain". Russia Suppy Chain.
- ^ "Volkswagen". Volkswagen. 21 November 2013.
- ^ Tim Harrup (11 May 2012). "FleetEurope". FleetEurope.
- ^ Karthik H (30 December 2013). "Indian Autos Blog".
- ^ "Case study: Skoda". Tcworld.info. December 2008. Archived from the original on 10 February 2011.
- ^ "GENERAL PRESENTATION ŠKODA 2008" (PDF). Institute for Industrial and Financial Management. p. 15. Retrieved 28 August 2011.
- ^ "ŠKODA AUTO a.s." (PDF). Prague: Volkswagen Group. 21 June 2004.
- ^ vwagfy2012 (PDF). 15 March 2013. Retrieved 15 March 2013.
- ^ "ŠKODA 2013: Success with new models". Retrieved 27 January 2014.
- ^ "Škoda Octavia vRS je nejrychlejším dvoulitrem světa" [Skoda Octavia VRS is the fastest two-liter in the world] (in Czech). IHNED.cz. 28 August 2011.
External links[edit]
Wikimedia Commons has media related to Škoda. |
Škoda Auto car timeline, 1945–1989 — next » | |||||||||||||||||||||||||||||||||||||||||||||
Type | 1940s | 1950s | 1960s | 1970s | 1980s | ||||||||||||||||||||||||||||||||||||||||
5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | |
Coupé / cabrio | 450 | Felicia | 1000MBX / 1100MBX | 110 R | Garde | Rapid 130 / 135 / 136 | |||||||||||||||||||||||||||||||||||||||
Small family car | 1101 / 1102 'Tudor' | 440 'Spartak' | Octavia | 1000MB / 1100MB | 100 / 110 | 105 / 120 / 125 | |||||||||||||||||||||||||||||||||||||||
445 | Octavia Super | Octavia Kombi | 130 / 135 / 136 | ||||||||||||||||||||||||||||||||||||||||||
Family car | 1200 | 1201 | 1202 (Kombi / Pickup) | ||||||||||||||||||||||||||||||||||||||||||
Large family car | Superb 3000 | ||||||||||||||||||||||||||||||||||||||||||||
Executive car | VOS | ||||||||||||||||||||||||||||||||||||||||||||
Sports car | Sport | 120 S | 130 RS | 130 LR | |||||||||||||||||||||||||||||||||||||||||
Supersport | 1101 OHC | F3 | 1100 GT | 130 L/A | |||||||||||||||||||||||||||||||||||||||||
Van / minibus | 1203 | Škoda TAZ |
« previous — Škoda Auto, a marque of the Volkswagen Group, car timeline, 1990–present | ||||||||||||||||||||||||||
Type | 1990s | 2000s | 2010s | |||||||||||||||||||||||
0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | |
City car | Citigo | |||||||||||||||||||||||||
Supermini | Favorit / Forman | Felicia | Fabia I | Fabia II | Fabia III | |||||||||||||||||||||
Small family car | Rapid | |||||||||||||||||||||||||
Octavia I | Octavia II | |||||||||||||||||||||||||
Large family car | Octavia III | |||||||||||||||||||||||||
Superb I | Superb II | Superb III | ||||||||||||||||||||||||
LAV | Roomster/Praktik | |||||||||||||||||||||||||
Mini SUV | Yeti |
- Škoda
- Car manufacturers of the Czech Republic
- Cars of the Czech Republic
- Companies established in 1895
- Czech brands
- Manufacturing companies of the Czech Republic
- Motor vehicle manufacturers of Czechoslovakia
- Motor vehicle manufacturers of the Czech Republic
- Volkswagen Group
- Luxury motor vehicle manufacturers


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OK, I love starch and fat -- but it's far better than it sounds. Try it once, you will be converted. Mixing your cultures is one of the best ways to make food fresh and exciting. Put refried beans on your lefse! Dip your french fries in mayo! Eat Jell-o with chopsticks!
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Jennifer and Daniel arrive to surprise and celebrate Carly's release from rehab. Quinn asks Taylor if it's possible that he's able to change his life. Ivan tells Vivian he's not going to let her slip through his fingers again. Abe overhears and asks Kinsey who exactly lied to the cops. Nicole tells Brady that Gus took her hostage and put a knife to her throat and thinks it's best she move out of the Kiriakis mansion. Dr. Norman sees that Carly is ready to mail her letters of apology. Abe gives Chloe the reward that led to Gus's capture, and Kinsey thinks this money could help her get Parker back. Taylor tells Nicole that she too is moving on with her life by leaving town and starting over. Jennifer receives yet another mysterious phone call. Ivan unveils to Quinn, Taylor and Abe his latest venture involving Vivian. Brady tells Chloe he sent a demo and got her an audition but it's in Chicago and it'll mean she'll be closer to Parker. The mysterious man sets his sights on going to Salem. Vivian tells Abe to give her friends and enemies a message that even though she's leaving they won't be forgotten.
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Park Street Station
Boston Mayor Joins State Transportation Chief On T Red Line To Promote Idea Week
The two officials were promoting idea boards located at certain stops where T riders can jot down their visions for the MBTA's future.
MBTA Worker 'Removed From Service' Over Photo That Appears To Show Him Sleeping On The Job
An MBTA worker could be in trouble after someone snapped a photo of him dozing off at Park Street Station.
Demonstration Held In Boston To Protest U.S. Military Strikes in Syria
For the second week in a row, hundreds of people stood outside Park Street Station on the Boston Common to protest U.S.-led military action in Syria.
Man Survives Fall Onto Red Line Tracks After Hemp Fest
A young man survived a frightening fall in front of a subway train over the weekend.
Search For Suspects After Stabbing On Boston Common
A person was stabbed Friday afternoon on the Boston Common right near the Park Street MBTA station.
MBTA GM Catches Fare Evader
The head of the Massachusetts Bay Transportation Authority isn't shy about enforcing the agency's fare evasion rules himself.


text:
Last edited by frankm007; 12-24-2006 at 01:23 PM.
Burn it good until all the sugar has burned away.
Deserts are so unhardcore.
Weight - 171lbs
Height - 6'1''
You do it atop the heat. There is no need to remove it from the stove. Just ignite the alcohol. It will continue to burn only as long as the ethanol is present. This should preserve the flavor, but remove the alcohol. Should burn for 30 seconds tops in my experience.
me: so this is the "pump" you speak of
me: I could never figure out what people were talking about
Relentless: like an all over body hardon, yeah
Food log
The Focused Chronicles
WannaBeBig meets Iron Chef?
Calgary Stampeder!
Formerly a CMU Chippewa!
not at all.
setting food aflame (flambe) is fairly commonplace in the culinary world.
Ever had Bananas Foster? Try it sometime. (I don't recommend having it while on a cut though. )
Most recipes like this one call for at least half a stick of unsalted butter.
me: so this is the "pump" you speak of
me: I could never figure out what people were talking about
Relentless: like an all over body hardon, yeah
Food log
The Focused Chronicles
Or a torch
Stats: Age: 34 Weight: 205 Height: 5'6"
Gym PRs: Squat:635 Bench:560 Deadlift:495
Meet PRs: Squat:575 Bench:525 Deadlift:510 Total: 1605@220
What ever you do, don't use a lot of booze. Very little in fact or you will have too much flame. Have a lid and baking soda handy lol.
don't put water on a grease flame!!!
"Don't take life too serious, you'll never get out alive."-Van Wilder
i'm sorry but this is dangerous. remove the pan, then pour the booze, and then move back over the flame. you don't wnat the bottle you're pouring from to ignite.Originally Posted by Titan
hahah I can see the headlines :
"Meathead on Roidrage blows up kitchen while trying to make Banana's Foster"
hahaha priceless.
We're gonna be watching about you on Dateline.
You will single-handedly be responsible for the banning of stovetops in the U.S.
Gotta protect us from the heat, ye know.
Last edited by Gyno Rhino; 12-03-2005 at 02:45 AM.
Founding Member and CEO of the FFFA
"All that matters is beauty on the inside! Outside beauty doesn't matter!"
~This is something ugly people say to feel better about themselves...
"Strength and size don't matter! It's not fair to judge training knowledge based on strength and size!"
~This is something wussy people say to feel better about themselves...
Pearls of Wisdom...
Resident Ninja Demon (with a pet Radioactive Sloth) and SchlonkeyMaster of WBB!
Rock is my 'Big Viking Brother', and not in a homo-esque way.
And no COLON jokes, bastards!
Hahaha. If that were the case, then for once reading the news in the morning really would start my day off right.Originally Posted by Praetorian
Don't hate the player. Hate the game.
I've put out my inadvertant flambe recipes with a handy, dandy lid.
The Reconstruction Project (Journal)
Age: 34, Height: 5'4, Weight: 185, BF: somewhere between 15 and 45%
Weightlifting Start Date: July 26, 2005 - Bench 95 x 6, Dead 110 x 8, Smith Squat 180 x 8
Bests: Bench 185 x 8, Dead 400 x 1, Zercher Squat 295 x 3
Stop thinking and go lift - Paul Stagg


text:
Coming back to life
Australia, Germany start favourites
Scribes boycott FIH conference again
Proteas claim consolation win
Coming back to life
New Delhi, February 27 It is after a gap of 28 years
that India is playing host to 12 top teams of the globe in this 38-match
mega event that brings them face to face with their traditional arch
rivals and neighbours Pakistan in the opener. Interestingly, in the
1986 World Cup in Willesden, England, India and Pakistan fought each
other to avoid the wooden spoon. Unfortunately, India lost the game and
took the wooden spoon. And the subsequent edition of the World Cup saw
Pakistan emerging like a Phoenix to end losing to Jan Floris
Bovelanders penalty strikes in the final. From 11th in 1986 to silver
medal in 1990 was a no mean achievement for Pakistan. Will India, who
had finished 11th in the 11th World Cup at Munchengladbach in Germany in
2006, be able to repeat what Pakistan had then in 1990? It is a million
rupee question, answer to which will be partially available after the
last game of the first day on Sunday. One hopes Holi will prove lucky
for the home team. Otherwise, Indias immediate past record against
Pakistan is far from encouraging as they had lost the Champions
Challenge game 3-6 besides losing the gold medal match to Pakistan in
the just concluded SAF Asian games in Dhaka. Though the hosts had been
in a thick of controversies for the past six weeks, yet the performance
of their team in practice games against Argentina and the Netherlands
had ended in identical 2-1 wins for them. It must have warmed the
cockles of hearts of ardent hockey followers throughout the country and
even overseas. Playing before the home crowd on a Sunday and a
Holi day puts India at a slight advantage against a team that has
worlds top scorer in Sohail Abbas. His lethal penalty corner strikes
are all that India has to defend. In case they manage to do that, start
could be on a positive note. If one looks back at the history of
Indo-Pak encounters, they had been played right from the gold medal
match to the wooden medal match. While in 1975, India defeated Pakistan
to win its only gold in the World Cup, London, as mentioned above was
the nadir for both these teams. Pakistan is the only team to have won
the World Cup four times. And the last time was 16 years ago in Sydney
where it had defeated the Netherlands in penalty shootout after 1-1
draw. And in the last World Cups, the gold medal match had been between
Germany and Australia with the former remaining victor on both
occasions. Australias solitary World Cup triumph was in Willesden,
England in 1986, while Netherlands is at number two having won this
coveted Cup three times, including 1973 in Amstelveen, 1990 in Lahore
and 1998 at Utrecht. Interestingly, the Netherlands and the Germany have
been the only countries, who as hosts have been gold medal winners.
Spain, England and Pakistan as hosts ended with silver medals.
Australia, Germany start favourites
New Delhi, February 27 Defending champions Germany and runners-up Australia
start favourites though the Germans, who are on a hat-trick trail, were
modest saying that Australia were the chosen team. The Germans first
target would be to enter the semifinal, and then plot for the title.
Australia, who are desperate to shake off the tag of ever the best
man, never the bride groom, as they had finished runners-up to
Germany both at Kuala Lumpur and Monchengladbach, had beaten Germany in
the Champions Trophy final last year to exact some revenge. But a
World Cup win is a different cup of joy, and the team from Down Under
would try their best to cloud the German renaissance. German captain
Maximillan Muller had made a pertinent observation that Australia often
failed in the big ticket events like the World Cup and the Olympic
Games. Australian captain Jamie Dwyer is determined to change that
image. Australia first won the Cup in 1986 marshalled by the
incomparable Rick Charlesworth, who had made his debut in 1975 at Kuala
Lumpur, where India had captured their one and only title. When India
first hosted the World Cup in 1982 in Mumbai, Pakistan had bagged the
title, and the hosts had finished fifth. Since then, India and Pakistan
have drifted deeper into the mire of world hockey, and that record they
would try to set right, now that the event has once again returned to
the sub-continent. Pakistan were a force to reckon with in the initial
years, with their title win at the inaugural edition in Barcelona in
October 1971, testifying to their supremacy. Indian captain Rajpal and
Pakistan counterpart Ashraf feel that they have the talent to at least
make a semifinal finish here. Ever since astro turf (synthetic surface)
was introduced, the European teams and Australia have been dominating
the show. The fitter and faster European and Australian teams, with
their quick attack and counter-attacks, man to man marking, and
maintaining a fast-paced attack from start to finish, have been
dominating the sweepstakes. The Asian teams have invariably fallen
short on tactics and strategy on astro turf and they continue to rue
their failure to make it big. Germany, who lost to England in the
Eurocup Hockey final and then succumbed to Australia in the Champions
Trophy, have just three players from the 2006 World Cup winning squad,
and nine players from the Olympic gold winning team. But the superbly
fit, and gifted Germans have kept their cards close to their chest, and
despite their humble demeanour, they would spare no effort to complete a
hat-trick of titles. Holland, England, Olympic runners-up Spain and
New Zealand also nurse a strong urge to make a podium finish here. And
so are Korea, who were the only Asian country to finish among the last
four in the 2006 World Cup. Holland, who won the Cup thrice in
1973, 90 and 98 - also fancy their chances as they had always
prided about their penalty corner specialists like Paul Litjens, Ties
Cruise, Floris Bovelander and the present star Taeke Taekema. With the
new turf generating lots of bounce, there would be plenty of penalty
corners, and the teams with the best drag-flickers are expected hold a
decisive edge. Olympic finalists Spain are also capable of making their
mark, while South Africa and Argentina can turn out to be the dark
horses and any team who take them lightly would do it at their own
peril. |
Scribes boycott FIH conference again
New Delhi, February 27 He also complained about the
harrasment which the covering mediapersons were facing on the pretext of
security concerns. After listening patiently to the scribe, Negre
apologised to the reporters for the mismanagement. On behalf of FIH,
I apologise to you all for the inconvenience caused to you. We were
aware about all your problems and are trying our best to solve them,
he said. But at this moment, security is a big issue in India. And
frankly I tell you all the accreditations is not in our hand. Being the
FIH president, I myself am facing a lot of problems in entering the
stadium, he added. PTI |
Proteas claim consolation win
Ahmedabad, February 27 India, who has already won the series 2-0,
had to be contend with a 2-1 victory after they failed to overhaul the
huge target, despite some useful contributions by Virat Kohli (57),
Rohit Sharma (48) and Suresh Raina (49). Earlier, Jacques Kallis and AB
de Villiers struck belligerent unbeaten centuries to power South Africa
to an imposing score of 365 for two. Kallis slammed unbeaten 104 in 94
balls with three sixes and five fours while de Villiers, who scored his
second ton on the trot in the series, carted the bowlers for three sixes
and eleven fours in his 59-ball innings. The duos 173-run
partnership came in only 103 balls as the inexperienced Indian attack
was exposed thoroughly on the feather-bed of a pitch at the Sardar Patel
Stadium in Motera. Ravindra Jadeja was the pick of the bowlers once
again with figures of 1 for 53 while Pathan (1 for 66) was expensive.
South Africa, playing for pride after having conceded a 2-0 lead to
India, were given a rock-solid start by openers Loots Bosman and Hashim
Amla who put on 113 runs after electing to bat first. Bosman slammed
four sixes and seven fours during his knock while Amlas innings was
studded eight fours. Amla and Bosman commenced the South Africa innings
on a brisk note against a virtual second-string pace attack without both
Zaheer Khan and Ashish Nehra, who were rested. Amla, who had an
outstanding Test series and was asked to stay back for the ODIs after
Graeme Smith flew back home. PTI Scoreboard Bosman c Jadeja b Pathan 68 (46) India: Karthik c Amla b Steyn 11 (11) |
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Nation | Opinions | | Business | Sports | World | Letters | Chandigarh | Ludhiana | Delhi | | Calendar | Weather | Archive | Subscribe | Suggestion | E-mail | |


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Where I live along Colorado's northern Front Range, it is not uncommon to see highly talented athletes. In December of 2008, we had a special treat when my Sunday group ride went to Estes Park.
Estes is around a 32-mile climb from Loveland, Colorado. Sitting at the mouth of Rocky Mountain National Park, at about 7,500 feet, Estes can definitely be cold in the winter. Sometimes we get lucky and can cherry-pick a day to ride to Estes in any given month of the year. In fact some silly people make that an annual goal.
On one of the group rides, we happened to run into several of the pro riders doing a training ride. They rode to Estes from Boulder. I'm now hoping that simply standing next to Danielson and near van Garderen will make me faster. Perhaps it already has? Maybe there's more to come?
It is fun to see these riders currently doing well in the Tour de France. Beyond the next two weeks and the Tour, I'm looking forward to seeing both TeJay, Tom and several of the top Tour de France teams at the USA Pro Challenge in Colorado in August.
Here's hoping these guys can stay out of crashes and healthy ~
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Canal Community Garden
Situated on the corner of Bellam Blvd and Windward Way, the future garden is across the street from a walking and bike path and is easily accessible by the surrounding residential areas. The Canal neighborhood provides a significant portion of low-income housing in one of the most affluent counties in the United States. Though the neighborhood is diverse, many residents share a common tie to a strong food culture. Vietnamese and Hispanic residents in the Canal neighborhood have expressed a desire to be able to grow and produce foods important to their heritage in a community setting.
Community members participated in all phases of the garden design at numerous workshops. The final plan includes:
- Raised beds for 92 gardeners/families
- Greenhouse, shed, potting tables, and composting bin
- Trellised outdoor classroom
- Vegetated rainwater treatment and educational signage
- Native planting around the perimeter
- Street trees
The new design uses sustainable, environmental features, including water saving drought-tolerant plants and a rainwater catchment system to irrigate the garden beds and educate about water conservation.
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Cyclopædia of Political Science, Political Economy, and the Political History of the United States
BLAINE, James Gillespie, was born in Washington county, Pa., Jan. 31, 1830; became a newspaper editor in Maine; was a representative in congress, (republican), 1863-75; was speaker of the house, 1869-75; was United States senator, 1876-81; and became secretary of state under Garfield. (See A. J. Return to top |
The cuneiform inscription in the Liberty Fund logo is the earliest-known written appearance of the word "freedom" (amagi), or "liberty." It is taken from a clay document written about 2300 B.C. in the Sumerian city-state of Lagash.


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Where is Norwegian Ridge?
Norwegian Ridge was an early name for the area around Spring Grove, Minnesota, where many Norwegian immigrants established their farms and families in America. Read more...@NorwegianRidge
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1966: 'Ghost town' of Quandahl auctioned for $15,330
A once-thriving village nestled into the Bear Creek valley, Quandahl's history followed the path of so many other small country towns in the mid 20th century, except for how it ended: On an early October morning in 1966, the entire village … Continue reading


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Group Bisex
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UVXY : Analysis & Opinions
VelocityShares TVIX: A Dangerous Game
April 13, 2015Thinking of leveraging volatility with VelocityShares Daily 2x VIX Short Term ETN? If so, proceed with caution. -
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July 2, 2013When market volatility spikes or stalls, newspapers, websites, bloggers and television commentators all refer to the VIX®. ... -
VelocityShares Fills Pipeline
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Daily ETF Roundup: Stocks Grind Lower Amid Uncertainty
September 26, 2012Investors remained on eggshells today as bearish sentiment swept across Wall Street. Despite the fact that the central banks ... -
2 New ETFs for VIX Option Traders
April 6, 2012Bill Luby of VIX and More highlights two new ETFs based on VIX futures that give traders new option-trading possibilities. ... -
TVIX: a Rock and a Hard Place
March 24, 2012If you're speculating on an imminent market crisis, you're in pretty lousy company, writes MoneyShow.com senior editor Igor ...
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Police: Two women attack, rob Sonic employee
A Sonic employee was attacked and robbed when she delivered drinks to two customers late Wednesday night, police said.
The incident occurred at about 11:15 p.m. at the Sonic at 7702 E. Harry, near Rock Road, Lt. Dan East said. The 26-year-old employee was delivering drinks to two women when they got out of the vehicle and began punching and kicking her.
They took money and her cellphone, then drove off in a red, four-door Pontiac Bonneville, East said. The victim was not seriously injured, East said.
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A waltz quadrille written by Dr. Roger S. Knapp of Corpus Christi, Texas.
Unfamiliar with dance cue terminology? Learn more here. Record: LS X-59 Formation: Four couples standing in a square, or as many squares as desired. Men start on L foot, women on R. Part A Measures 1-8 ALLEMANDE LEFT AND THE LADIES STAR, AROUND AND A LITTLE TOO FAR Women do an allemande L with corner, taking 6 walking steps. Then join R hands in center star, move full around past original partners to man standing to his L. Men, after doing the allemande, bal in place, alternately back on L, fwd on R, one step per meas. (First woman does, for example, R, L, R; L, R, L around her corner, then star in center, R, L, R; L hold; R, L, R; L hold; R, L, R; L hold; which brings her back to the fourth man.) 9-16 A LEFT HAND SWING AND THEN STAR AGAIN, AROUND TO THE OPPOSITE MAN Women do an allemande with new corner (the man to L of original partner), form another R hand star in center, move to original opp man. Men bal bwd on L, fwd on R, until women face their opp man. (First woman, joins L hands with fourth man, allemande L in 6 steps, then star with R hand, taking 6 meas to reach opp man.) 17-24 BALANCE AND WALTZ PROMENADE, SO GAY, AND TWIRL YOUR LADY AWAY Taking closed pos with opp man, women bal twd new partner on R (man bwd on L) one meas, then waltz for 5 meas, half round square CCW, on last two meas, man raises L and her R hands, woman does RF turn under and on last meas, turns to place outside man. Man ends back to COH. 25-32 TOGETHER AND AWAY AND YOU TWIRL HER IN, TOGETHER AND AWAY AND YOU TWIRL AGAIN Bal tog and away, on first 2 meas, then man raising his L and her R, trade places (she walks under) and finish on fourth meas. Rock tog and away (2 meas), man raising his L and her R, trade places again, man ending with back to COH. 33-40 BALANCE AND WALTZ PROMENADE, YOU KNOW, HI-LILI, HI-LILI, HI-LO Men bal bwd on L to COH (1 meas), waltz maneuver (1 meas), and 6 meas of RF turning waltz to end at home pos facing center. Part B 1-8 ALLEMANDE LEFT AND THE GENTLEMEN STAR, AROUND BUT NOT TOO FAR Men turn corner L (allemande, in 6 steps), then star R using three steps and hold (R, L, R, L-hold) for 6 meas. Women rock bwd and fwd while men star. End near same corner. 9-16 A LEFT HAND SWING AND THEN STAR AGAIN, YOU FIND YOUR OWN AND THEN Men turn same corner L (allemande in 6 steps), then star R again but end this time facing original partner (in original opp pos). 17-24 BALANCE AND WALTZ PROMENADE, SO GAY, AND TWIRL YOUR LADY AWAY. Men bal bwd twd COH on meas 17, waltz 7 more meas of RF turning waltz to end at orig home pos with orig partner. 25-40 TOGETHER AND AWAY AND YOU TWIRL HER IN, TOGETHER AND AWAY YOU TWIRL AGAIN; BALANCE AND WALTZ PROMENADE YOU KNOW, HI-LILI, HI-LILI, HI-LO Repeat meas 25-40 from Part A. All should end with partner but in opp pos from original home place. Repeat the entire Part A sequence once more, women will return to home pos, then repeat Part B and return men to their home place. On the last meas of the last repetition of the dance, the men turn the women RF, under the man's L arm to the center of the square where they stand for a couple of beats, then deep curtsey and hold to the end of the music. Record X-59 is music only, X-60 has Lloyd Shaw calling the dance.
Children | Community | Contra | Dash | Folk | Shilling | Round | Square | Alphabetical


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Back-up Copy~ WAV vs FLAC |
Back-up Copy~ WAV vs FLAC |
Aug 29 2012, 09:30
Group: Members Posts: 9 Joined: 10-July 12 Member No.: 101300 |
I wanted to have a permanent back-up copy of my audio files so I wanted to hear others' opinions on this matter. I know there have been many threads of this kind, but let's tackle a BIT different topic...
I'm not really good with audio, but I did my research. Anyways... I know majority of people will say, "You won't hear any difference, stick with flac" or the likes, but I wanted to get the most 'suitable' format for my back-ups. Suitable as in, closest to the original. WAV PCM is an uncompressed audio. FLAC is a lossless compressed audio. Isn't it better to stick with WAV if I wanted to just convert it to flac or other formats later rather than convert it from flac? I mean, look, FLAC is already compressed... and... WAV > FLAC = √ FLAC > WAV = x <<< less filesize than the original 'I know that nothing useful is lost...and the only thing that makes WAV files that large are excess bits and header size...' ^ ^ ^ Will this fact really solve my dilemma? I wanna know your opinions...if it were in your case, would you stick with uncompressed or lossless compressed for your back-up copies... Oh, and let's assume storage size isn't an issue. |
Aug 29 2012, 16:44
Group: Members Posts: 67 Joined: 30-July 12 Member No.: 101867 |
I just did a test, and flac gave an error message after 29% of the decoding process, and stopped the decoding.
Before that I had altered one byte in a flac file, using a hex editor. ( I'm using flac 1.2.1 by the way. ) I wasn't aware of the fact that FLAC can skip over a damaged section of file, like tuffy said, so I changed my mind now and agree that flac is the best choice for a back up of audio files. |
Lo-Fi Version | Time is now: 5th May 2015 - 02:59 |


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Founded in 2010 in Silicon Valley, Mobiplex® is a leader in mobile sports performance technology with a mission to revolutionize the way we learn, teach and enjoy sports & fitness. The creator of the award-winning SwingTIP® golf swing analyzer, the company has developed Mobicoach™, the world's first real-time, remote coaching platform that connects coaches and students using mobile and cloud-based technology. Mobicoach enables affordable and convenient instruction from some of the world's best coaches. See more at mobicoach.com.
The Mobiplex management team has a strong track record of building numerous startup companies and business units from inception to major industry successes. Well represented in all areas – wireless and mobile technology, manufacturing, marketing, operations, golf, and sales – the team is well positioned to take Mobiplex to new heights.
Vijay has spent over 20 years in the wireless, networking and biomedical sectors and has demonstrated a consistent track record of conceiving and delivering first-to-market products. In addition to founding Mobiplex, Vijay founded Perceptronix and Wellcore, and was the co-founder of Veraz Networks, which had a successful IPO in 2007.
Vijay currently holds nine issued patents, and has several other patents in progress. He holds a B. Tech in Electrical Engineering from the Indian Institute of Technology-Bombay; an M.S. in Electrical Engineering from Northwestern University, where he was a Walter Murphy Fellow; and an M.B.A. from Northwestern's Kellogg School of Management.
Vijay has spent over 20 years in the wireless, networking and biomedical sectors and has demonstrated a consistent track record of conceiving and delivering first-to-market products. In addition to founding Mobiplex, Vijay founded Perceptronix and Wellcore, and was the co-founder of Veraz Networks, which had a successful IPO in 2007.
Vijay currently holds nine issued patents, and has several other patents in progress. He holds a B. Tech in Electrical Engineering from the Indian Institute of Technology-Bombay; an M.S. in Electrical Engineering from Northwestern University, where he was a Walter Murphy Fellow; and an M.B.A. from Northwestern's Kellogg School of Management.
Van brings over 18 years of executive operations and support management experience. Most recently, Van was CEO and President of Wellcore corporation and has a proven track record as a start-up company veteran. Van's primary focus has been to design and implement scalable operations solutions for consumer product companies like RePlayTV, Roku, Presto Services and Eye-Fi.
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Umang has a 15+ year career in product development building complex systems in the areas of networking, wireless, sensors, VoIP, Java and network management. Prior to founding Mobiplex, Umang was a senior engineer for product design at Wellcore corporation, Veraz Networks, Xoriant and Wirpo.
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David brings a wealth of consumer-oriented as well as industry-based operational and strategic knowledge to Mobiplex. David has more than 10 years of experience in the sports, fitness, and wellness sectors and was most recently the President and CEO of ThinkFit, Inc. Mr. Grove has a strong passion for building and growing relationships and is a strong addition to the team.
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Financial Daily from THE HINDU group of publications Saturday, January 13, 2001 |
| Prev
`LCA is about creating wealth for country' -- Dr Kota Harinarayana, Programme Director (LCA), Aeronautical Development Agency
Janaki Murali
When the Light Combat Aircraft (LCA) flew its maiden sortie on January 4, the question uppermost in everyone's mind was: ``Now what?'' More than 15 years in the making involving over 80 organisations and 300 small and medium firms in one of India's most
prestigious projects, the applause was dampened by criticism over cost- and time-overruns and whether the aircraft's technology would become obsolete by the time it is inducted in to the Indian Air Force, and worse, if the country needed to embark on th
is exercise at all.
Caught at the centre of the storm is Dr Kota Harinarayana, the man behind the LCA. As programme director of the LCA, Dr Harinarayana dedicated 15 years to the project and earned himself the DRDO's Distinguished Scientist award in 1995. He discussed the L
CA issue with Business Line.
Excerpts from the interview:
Was the project required at all? Could the country not have bought what it needed?
A country with a one-billion-strong population cannot be buying things from abroad. We can buy a few things, but strategic aircraft have to be developed here and that has been our challenge and mission. We do not want to make an aircraft by buying everyt
hing from abroad. What base would you create in this country? This country will remain poor forever. How else do we generate wealth here? The LCA project is not about building an aircraft. It is about creating wealth for the country. If everything is bou
ght from abroad, how will you create jobs?
The LCA project was not about building an aircraft. We have developed a series of technologies and the cascading effect and spin-off effect is much more. For instance, several companies that developed technologies for the LCA have already started exporti
ng them. There has been plenty of tears, tribulations and hard work. Any country that has taken up such projects, has done it the hard way.
The project has been 15 years in the making. Is it not too long?
Building of the F22 aircraft began in 1980 and it flew first in 1997 -- after 17 years. The Eurofighter was to make its maiden flight in 1990, but it flew in 1994. The UK, Germany, Italy and Spain have been involved with the EFA. Why is the media mum on
this aspect? Western nations are continually working on prototypes and have more time, considering their technology. As for the joint strike fighter (of the US) -- it is only being test-flown and it is estimated that it will be ready in 2004. They still
have to work on it. The joint strike fighter has been discussed for more than a decade -- since 1982. In a complex programme, such as one involving aircraft, so many technologies are being developed -- 15 years is not a long time. But moving ahead should
be faster -- the aircraft can enter into service in 2005 or 2007, but decisions are needed to enter production.
The delay in the project's completion has been blamed on the involvement of too many organisations...
For a project like this, we need a lot of people, but it took longer because we did not have the experience. We had to pump in a lot of information and support and create facilities for them. You will not see any facilities in ADA. It is a virtual corpo
ration. We were a core group that worked with everybody, putting people together in an integrated way.
In a development project, we have to give concessions to those working on the project, understand their problems and give them time. It is so everywhere. We are not used to it here. Except for ISRO, atomic energy and the DRDO's missile programme, who els
e has accomplished this much.
There has been a lot of talk that the technology will become obsolete by the time the LCA is in operation...
We are being unnecessarily critical about ourselves and playing squarely into the Western lobby's hands by saying the technology will become obsolete. We have more advanced technology than the JAS 39 (Gripen) and as much advanced technology as EFA's (Eur
ofighter) Typhoon. We have pumped in so much advanced technology -- the reason we have taken more time.
Does this mean we can leapfrog in technology terms and be on a par with, say, the joint strike fighter?
There is nothing great about an aircraft that can undertake a short take-off and landing. And as far as information technology is concerned, this country has a better understanding of it. We can use our knowledge base in the private sector.
The LCA is the smallest supersonic fighter in the world. It has performed beautifully. The touchdown was beautiful and the pilot said it did not feel like a prototype. We may have taken our time, but we have perfected it. We tested out control laws and f
light control systems for almost two-and-a-half years. I believe we have tested it thrice as intensively as any European country or the US. There were no failures in the first flight. Credit must be handed to the design, evaluation, flight testing and ai
r-worthiness teams.
Has not there been a cost overrun, considering that the project has taken so long to complete?
We have spent about Rs 2,000 crore. Two prototypes were originally planned, but we made four. We also absorbed the foreign exchange escalation. Initially, Rs 500 crore was sanctioned, a rough estimate. In 1990, we gave a projection of Rs 2,188 crore, but
this was sanctioned only in 1993, but we did not increase the costs.
I doubt any other nation, and for that matters Europe or the US, would be able to undertake such a project within this budget. They would require twice or thrice as much. In 1991-92, we faced a cash crunch, but since 1993, money has not been a problem.
How have the last 15 years been?
I have been here since 1986, and it has been a tense time. I have excellent colleagues. It is not easy to keep people from different organisations working on a project for 15 years. This was a great challenge and a very great success too. But, I never do
ubted that the LCA would fly.
Picture: Dr Kota Harinarayana
Picture by Saggere Ramaswamy
Related links: Air pocket LCA does `a beautiful take off and touch down' LCA to undergo more ground runs LCA all set for take-off Comment on this article to firstname.lastname@example.com Send this article to Friends by E-Mail Prev: Kingpin Nipun Opinion Agri-Business | Commodities | Corporate | Industry | Info-Tech | Logistics | Macro Economy | Markets | News | Opinion | Variety | Info-Tech | Catalyst | Investment World | Money & Banking | Logistics | Copyrights © 2001 The Hindu Business Line. Republication or redissemination of the contents of this screen are expressly prohibited without the written consent of The Hindu Business Line. |


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Question about upgrading BUB
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Posted 20 May 2010 - 02:58 PM
What "3 user" license are you referring to? There is the personal license for 2 sites.
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