Olsenbanden og Dynamitt-Harry går amok, deutscher Festivaltitel: Die Olsenbande und Dynamit-Harry laufen Amok, ist der vierte Film aus der Filmreihe der Olsenbande. Die norwegische Kriminalkomödie ist ein Film von Knut Bohwim und eine Neuverfilmung des dänischen Filmes Die Olsenbande läuft Amok aus der Filmreihe zur Olsenbande und hatte in Norwegen am 29. November 1973 seine Premiere.

Handlung

Die Olsenbande plant, die Tageseinnahmen des Osloer Kinos Colosseum zu stehlen. Bei der Durchführung scheint zunächst alles zu gelingen, bis der unerwartet auftauchende und betrunkene Dynamit-Harry Egons Plan völlig durcheinanderbringt und dieser dabei auch noch versehentlich die Alarmanlage auslöst. Benny, Kjell und Dynamit-Harry können gerade noch rechtzeitig – beim Eintreffen der Polizei – über die Nottreppe des Kinos entkommen. Egon wählt aber den falschen Fluchtweg, eine Leiter, die nach oben führt und eine Sackgasse ist. Olsen wird schließlich auf der Kuppel des Kinos verhaftet.

Als nach acht Wochen Haft Egon wieder aus dem Osloer Botsfengselet entlassen wird, stehen diesmal nicht, wie sonst üblich, Benny und Kjell davor, um ihn abzuholen. Dafür schleicht sich jetzt Dynamit-Harry aus einem Busch vor dem Gefängnis zu Olsen an und bittet diesen um Entschuldigung, dass er ihm den Coup im Osloer Colosseum vermasselt hat. Gleichzeitig erklärt er, dass er dem Alkohol endgültig abgeschworen hat, und bietet Egon eine Zusammenarbeit für einen gemeinsamen Bruch an. Dynamit-Harry erzählt Egon von dem neuen Leben seiner ehemaligen Partner als ehrbare Arbeitnehmer, was Olsen ihm zunächst nicht glaubt. Nachdem Egon zu Hause bei Kjell und Valborgs Wohnung ankommt, muss er aber feststellen, dass seine Bandenmitglieder Kjell und Benny sich von ihm losgesagt haben und Dynamit-Harry doch Recht hatte. Der Grund dafür ist Benny, der einen neuen Weg gefunden zu haben glaubt, seine Geldsorgen loszuwerden: Er will Ragna heiraten, die unansehnliche Tochter des Ladenbesitzers Quist. Egon kommt daher zunächst bei Dynamit-Harry unter. Anstatt seinen eigentlichen Plan durchzuführen, der sich um den Tresor des zwielichtigen Unternehmers Hallandsen dreht, beteiligt er sich an einem von Harry geplanten Einbruch in einen Krämerladen. Im Lager des Geschäftes soll ein Franz-Jäger-Tresor stehen, der angeblich mit viel Geld vom Besitzer des Ladens gefüllt sein soll. Wie sich herausstellt, führt dieser Coup ausgerechnet in Quists Laden, wo Egon unverhofft auf Benny und Kjell trifft, die gerade dabei sind, unbezahlte Überstunden zu verrichten. Dabei stellt sich heraus, dass der Tresor bis auf wertlose Sachen leer ist. Quist wird vom Lärm in seinem Lager aufmerksam und überrascht Benny und Kjell vor seinem geöffneten Panzerschrank, während Egon in letzter Sekunde fliehen kann. Quist hält so irrtümlich Kjell und Benny für die Einbrecher und lässt sie daher verhaften. Gemeinsam mit Kjells Sohn Basse kann sie Egon – Dank seiner umfangreichen Kenntnisse über den Transport von Strafgefangenen – jedoch befreien, und die drei versöhnen sich wieder. Egon kann endlich beginnen, mit Benny und Kjell seinen Plan vorzubereiten. Die Olsenbande spioniert als Erstes dazu das Unternehmen von Hallandsen aus. Die Firma von Hallandsen ist getarnt als ein großes Lebensmittelunternehmen mit einem angeschlossenen Kühlhaus, aber in Wirklichkeit werden dort auch internationale Schwarzhandelsgeschäfte abgewickelt. Im Büro von Hallandsen steht der Tresor, in dem sechs Millionen Kronen Schwarzgeld deponiert sind, das sich jetzt die Olsenbande holen will. Sie besorgen sich so, wie auch sonst üblich, die entsprechenden Utensilien. Des Weiteren machen sie mit Dynamit-Harry vorher einen kleinen Bruch bei der Versicherungsgesellschaft Trofast A/S, um so ein wenig Startkapital für den großen Hallandsen-Coup zu haben. Egon gibt sich, bei einer Abwesenheit von Hallandsen in seiner "Firma", als der mächtige Überboss aus Deutschland aus und Benny und Kjell als dessen Bodyguards. Olsen kann so einen Plan entwickeln, um das Sicherheitssystem von Hallandsen auszutricksen. Auch die Polizei mit Kriminalkommissar Hermansen beobachtet Hallandsens Firma in Oslo schon länger und möchte ihn gerne mit dem Schwarzgeld überführen. Davon hängt unter anderem auch eine Beförderung von Hermansen ab. Die Polizei hält, als sie von weitem die Olsenbande in entsprechender Verkleidung beobachtet, Egon für den großen Boss des Unternehmens. Des Weiteren nimmt die Polizei an, dass dort demnächst eine größere illegale Transaktion stattfindet, bei der man endlich das gesuchte Schwarzgeld beschlagnahmen kann und Hallandsen sowie seine Helfer auf frischer Tat verhaften könnte. Die Polizei versucht daher, den vermeintlichen Gangsterboss Egon Olsen weiter zu verfolgen und zu beschatten. Nachdem die Olsenbande sich von der observierenden Polizei unauffällig hat absetzen können und nachdem alle Vorbereitungen abgeschlossen sind, gehen sie in Kjells Wohnung, um das weitere detaillierte Vorgehen zu besprechen.

Unerwartet tauchen jedoch wieder die Quists auf, um sich mit Benny und Kjell zu versöhnen. Egon ist erbost, als Benny sich entschließt, bei seinen Heiratsplänen zu bleiben. Er verlässt Kjell und Benny und beginnt jetzt seinen Coup entsprechend dem abgesprochenen Zeitplan allein durchzuführen. Tatsächlich gelingt es ihm, allein in Hallandsens Firma einzudringen und dessen hochmodernen Tresor zu öffnen und sich seine Millionen zu holen. Olsen wird aber nach seiner erfolgreichen Mission auf dem Rückweg von einem Kontrollgang überrascht und versteckt sich schnell unerkannt in einer Fisch-Kühlkammer.

Bei Quists großer Versöhnungsfeier mit Benny, Kjell, Ragna sowie ihren Familien kommt jedoch ans Licht, dass auch Ragnas Vater unter Geldproblemen leidet und sich gerade von Benny, den er für einen Akademiker hält, eine Lösung erhofft. Nachdem Kjell und Benny erkannt haben, dass sie auf das falsche Pferd gesetzt haben, eilen sie bestürzt Egon zu Hilfe. Sie kommen gerade noch rechtzeitig und können mit Hilfe von Dynamit-Harrys Sprengung den fast erfrorenen Egon aus der Kühlkammer des Gefrierhauses befreien und mit Hallandsens Millionen fliehen. Die Polizei stürmt fast zur selben Zeit die Scheinfirma von Hallandsen. Aber die besten Experten der Polizei schaffen es nicht, Hallandsens hochmodernen Tresor zu öffnen. Hermansen kommt dabei eine Idee in den Sinn: Egon Olsen ist der Mann mit der besten Reputation in diesem Fachgebiet. Er schickt eine Polizeistreife los, um Olsen zu bitten, im Dienste des norwegischen Staates einen Panzerschrank zu knacken. Als jedoch die Polizei bei Kjells Haus auftaucht, um Egon als Tresorknacker für Hallandsens Safe zu engagieren, bekommen Benny und Kjell Angst und werfen das Geld aus dem Fenster in eine Mülltonne. Gerade in diesem Moment werden aber die Mülltonnen auf der Straße geleert und der rote Geldkoffer landet in der Müllverbrennungsanlage. Benny und Kjell, die das zwar noch mitbekommen, fahren gleich hinterher, sie kommen aber zu spät. Durch diesen unglücklichen Zufall steigen Benny, Kjell, Valborg und Basse nun ohne Geld in den Flieger nach Mallorca. Egon, der im Auftrag von Hermansen den Hallandsen-Tresor geöffnet hat, wird anschließend mit einer kleinen Belohnung ausgestattet und noch schnell zum Flughafen gefahren. Als Hermansen danach feststellt, dass der Panzerschrank jedoch leer ist, ist dieser total verzweifelt. Aber auch Egon, als er im Flugzeug von Benny erfährt, dass das ganze Geld futsch ist.

Kritiken

Anmerkungen
 Der Film Olsenbanden og Dynamitt-Harry går amok wurde in Norwegen fast zeitgleich, bis auf wenige Wochen mit der dänischen Vorlage Die Olsenbande läuft Amok uraufgeführt. Ansonsten wurde in der Regel immer ein Jahr später, in Norwegen das Remake veröffentlicht. Die ursprünglich geplante norwegische Neuverfilmung des vierten dänischen Olsen-Film Die Olsenbande und ihr großer Coup wurde verschoben, auf Grund einiger kritischer Stimmen, wegen der einfachen Übernahme des dänischen Drehbuches. Den vierten dänischen Olsenbandenfilm, brachte man später dennoch in Norwegen, als den fünften Film heraus. Eine weitere Folge dieser Kritiken war, dass man immer mehr versuchte, die Dialoge und Handlungen der dänischen Vorlagen zu verändern und besser zu norwegisieren, um sich besser zu unterscheiden sowie zu verselbstständigen.
 Das Kino, das die Olsenbande zu Beginn des Films auszurauben versucht, ist das Osloer  Colosseum Kino, in dem die meisten Premierenfeiern für die norwegischen Olsenbandenfilme stattfanden.
 Unter dem Titel Die Olsenbande und Dynamit-Harry laufen Amok wurde der Film 1997 auf den Nordischen Filmtagen in Lübeck vorgestellt. Der Film wurde mittlerweile auch auf VHS, DVD und Blu-Ray veröffentlicht. Eine deutschsprachige Veröffentlichung existiert zu diesen Film bisher noch nicht.

Literatur
 Hauke Lange-Fuchs: "Ich habe einen Plaan!" Die Olsen-Bande Slapstick-Komik zwischen Klamauk Subversion. Lübeck 1997, ISBN 3-924214-48-4.
 Frank Eberlein, Frank-Burkhard Habel: Die Olsenbande. Das große Buch für Fans. Schwarzkopf & Schwarzkopf, Berlin 1996, erweiterte Neuausgabe 2000. ISBN 3-89602-056-0
 Frank Eberlein: Das große Lexikon der Olsenbande. Schwarzkopf & Schwarzkopf, Berlin 2001. ISBN 3-89602-361-6

Weblinks

 Filmdatabase:  Olsen-banden og Dynamitt-Harry går amok auf film.medietilsynet.no
 Olsen-banden og Dynamitt-Harry går amok auf filmfront.no
 Filmposter von Olsen-banden og Dynamitt-Harry går amok

Einzelnachweise

Filmtitel 1973
Norwegischer Film
Kriminalfilm
Filmkomödie
Heist-Movie

Olsenbanden og Dynamitt-Harry går amok


Axiopoeniella este un gen de insecte lepidoptere din familia Arctiidae.

Cladograma conform Catalogue of Life:

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Axiopoeniella

Axiopoeniella


باسل محرز (7 يونيو 1982) إعلامي سوري من مواليد مدينة طرطوس سوريا، وتلقى تعليمه فيها وحصل على ريادة على مستوى الجمهورية العربية السورية في مجال الفصاحة والخطابة لثلاثة أعوام متتالية.

دراسته
درس في كلية الاقتصاد جامعة تشرين في مدينة اللاذقية، وتخصص في علوم الاقتصاد والتخطيط.
درس الإعلام في الجامعة اللبنانية في بيروت.

بدايته
بدأ حياته المهنية من برنامج للهواة في إذاعة صوت الغد في لبنان عام 2004 يهتم بالأصوات الإذاعية وكان المشترك السوري الوحيد الذي يصل إلى النهائيات ويفوز بتصويت الجمهور وتقدير لجنة التحكيم المؤلفة من المخرج سيمون أسمر والصحافية نضال الأحمدية والإعلامي زاهي وهبي.

كتب في عدد من الدوريات والمجلات العربية مثل (أبيض أسود، أيام الأسرة، الغد)، انتقل بعدها إلى إذاعة المدينة إف إم في سورية وهي أول إذاعة سورية خاصة انطلقت في شباط 2005 ليكون أول مذيع سوري يظهر عبر أثير الإذاعات الخاصة.

سيرته المهنية
قدم الأداء الصوتي لعدد كبير من البرامج والأفلام الوثائقية التي بثتها قنوات الجزيرة، الجزيرة الوثائقية، العربية، الليبية، أبو ظبي وغيرها.

من البرامج الوثائقية التي قدمها (عمليات النقل الضخمة "10 أجزاء"، أسرار المافيا "5 أجزاء"، السفينة بامير، هتلر وشوبير، سلسلة أقوى الرجال في العالم، كتاب الموتى الفرعوني، الصومال، العالم السفلي، فيلاديلفيا)

قدم العديد من الاحتفالات الفنية المهمة في سورية ولبنان، كما أجرى العديد من عمليات النقل المباشر لأحداث وتغطيات خاصة في مناسبات فنية وشبابية ووطنية.

مناصب تقلدها
 مذيع سابق في إذاعة صوت الغد
 تأسيس وكالة ومى للترويج الإعلامي، التي تهتم بإدارة أعمال الفنانين إعلامياً
 المدير التنفيذي في إذاعتي المدينة إف إم، وروتانا ستايل منذ عام 2004.
 مدير تحرير سابق بأكثر من دورية فنية

في الإعداد والتقديم
أعد وقدم العديد من البرامج ومنها:

 برنامج المدينة تغني (2005 - 2011)
برنامج شبابي استضاف من خلاله كبار النجوم في الوطن العربي وسورية، تطرق إلى عدد من المواضيع المهمة والتي تسببت له بمشكلات كبيرة لجرأة الطرح، وقد استمر البرنامج لمدة خمس مواسم متتالية.

 برجيس
 المدينة الثقافية
 الأول على المدينة، برنامج استفتاء فني
 الوسط (2010 - 2011)
 المختار، بثت الحلقة الأولى في 29 تشرين الأول 2011 وبثت آخر حلقة من موسمه الثاني عشر في 29 حزيران 2023.

أجرى حوارات مع عدد كبير من النجوم منهم: حسين الجسمي، رويدا عطية، هاني العمري، نانسي زعبلاوي، شادي أسود، هويدا، ميريام فارس، مروان خوري، نورا رحال، منى واصف، جمال سليمان، زياد الرحباني، جو أشقر، وائل جسار، ميسم نحاس، عباس النوري، سيرين عبد النور، نيكول سابا، أمل حجازي، فرقة كلنا سوا، لينا شماميان، دينا حايك، فارس كرم، ديانا حداد، مادلين مطر، جوزيف عطية، وديع الصافي، صباح وغيرهم.

جوائز وتكريمات
حائز على شهادات تقدير وخبرة من المركز الإعلامي الدولي في دمشق، وشهادة خبرة وإجازة في الإذاعة من إذاعة دمشق 2008.

كما حصل برنامج المختار على جائزة أفضل برنامج حواري إذاعي من قبل مهرجان الإعلام السوري الأول الذي أقيم عام 2017.

روابط خارجية
موقع إذاعة المدينة
صفحة برنامج المختار الرسمية

مراجع

أشخاص على قيد الحياة
مواليد في طرطوس
الجزيرة الوثائقية
خريجو الجامعة اللبنانية
خريجو جامعة تشرين
صحفيون سوريون
مذيعون سوريون
مواليد 1402 هـ
مواليد 1982

باسل محرز


Križo Katinić (Bosanski Brod, 1952.) hrvatski je psihijatar, psihoterapeut i publicist.

Životopis
Katinić je rođen u Bosanskom Brodu. Diplomirao je medicinu. Godine 2005. doktorirao je filozofiju na Filozofskom fakultetu Družbe Isusove u Zagrebu radnjom Istraživanje stavova o smrti i smrtnosti u svjetlu filozofije egzistencije Karla Jaspersa i logoterapije Viktora E. Frankla.

Bio je djelatnik Klinike za psihijatriju KBC Sestara milosrdnica u Zagrebu. Također je predavao na Medicinskom fakultetu u Osijeku, te na Hrvatskim studijima i Visokom zdravstvenom učilištu u Zagrebu. Bavi se pitanjima egzistencijalne psihoterapije, logoterapije i egzistencijske analize, depresije, psihoonkologije te fenomenologije i utjecaja medija na psihosocijalna kretanja.

Djela
 Mir u kliještima rata (1992.)
 Živjeti za smrt, umrijeti za život? (2005.)
 Čarolija mora (2010.)
 Sve su minute bitne (2020.)

Katinić je objavio i više znanstvenih, stručnih i publicističkih tekstova.

Izvori
Bilješke i literatura

Vanjske poveznice
Mrežna mjesta
 Križo Katinić, Psihološki i psihijatrijski problemi izbjeglih i prognanih, Bogoslovska smotra 3-4/1993.
 Križo Katinić, Integralni psihoterapijski pristup bolesnicima oboljelim od raka štitnjače, Acta clinica Croatica 2/2007.

Hrvatski psihijatri

Križo Katinić


Post Fordism is a term used to describe the growth of new production methods defined by flexible production, the individualization of labor relations and fragmentation of markets into distinct segments, after the demise of Fordist production. It was widely advocated by French Marxist economists and American labor economists in the 1970s and 1980s. Definitions of the nature and scope of post-Fordism vary considerably and are a matter of debate among scholars.

Fordism was the dominant model of production organization from the 1910s to the 1960s which led to the massive growth of the American manufacturing sector and the establishment of the US as an industrial powerhouse. It was characterized by the assembly-line model, perfected by Henry Ford. Some post-Fordist theorists argue that the end of the superiority of the US economy is explained by the end of Fordism.

Post Fordist consumption is marked by increased consumer choice and identity. As such, retailers seek to collect consumer data through increased information technology to understand trends and changing demand. Production networks, therefore, demand greater flexibility in their workforce, leading to more varied job roles for employees and more individualized labour relations, and more flexible modes of production to react to changing consumer demand, such as lean manufacturing.

Overview
Post-Fordism is characterized by the following attributes:
Small-batch production
Economies of scope
Specialized products and jobs
New information technologies
Emphasis on types of consumers in contrast to the previous emphasis on social class
The rise of the service and the white-collar worker
The feminisation of the work force

Consumption and production
Post-Fordist consumption is marked by individualism and consumer choice. Patterns of consumption are oriented toward lifestyle and identity and consumption is a key part of the culture. The consumer has become a 'global dictator' which determines the organization of production and retailers seek to process consumer data to react to patterns of consumer demand. As such, there is a strong link between post-Fordism and the rise of information technology.

Post-Fordist production prioritizes increased flexibility, in particular lean production and just-in-time production methods. This creates an economic geography of greater interaction between suppliers and manufacturers. For labor markets, this has necessitated a shift from the division of labor to being more adaptable to different roles in production, however, it has also led to more involvement in and knowledge of the labor process and greater autonomy over work. There is an increase in non-standard forms of employment.

Theoretical approaches

According to geographer Ash Amin, post-Fordism is commonly divided into three schools of thought: the regulation school, flexible specialization, and neo-Schumpeterianism.

Regulation school
The regulation approach (also called the neo-Marxist or French Regulation School) was designed to address the paradox of how capitalism has both a tendency towards crisis, change and instability as well as an ability to stabilize institutions, rules, and norms. The theory is based on two key concepts. "Regimes of Accumulation" refer to systems of production and consumption, such as Fordism and post-Fordism. "Modes of Regulation" refer to the written and unwritten laws of society which control the Regime of Accumulation and determine its form.

According to regulation theory, every Regime of Accumulation will reach a crisis point at which the Mode of Regulation will no longer support it, and society will be forced to find new rules and norms, forming a new Mode of Regulation. This will begin a new Regime of Accumulation, which will eventually reach a crisis, and so forth. Proponents of Regulation theory include Michel Aglietta, Robert Boyer, Bob Jessop, and Alain Lipietz.

Flexible specialization

Proponents of the flexible specialization approach (also known as the neo-Smithian approach) believe that fundamental changes in the international economy, especially in the early 1970s, forced firms to switch from mass production to a new tactic known as flexible specialization.

Instead of producing generic goods, firms now found it more profitable to produce diverse product lines targeted at different groups of consumers, appealing to their sense of taste and fashion. Instead of investing huge amounts of money in the mass production of a single product, firms now needed to build intelligent systems of labor and machines that were flexible and could quickly respond to the whims of the market. The technology associated initially with flexible production was the numerical control technology, which was developed in the United States in the 1950s; however, the CNC, developed in Japan, later replaced it. The development of the computer was very important to the technology of flexible specialization. Not only could the computer change the characteristics of the goods being produced, but it could also analyze data to order supplies and produce goods in accordance with current demand. These types of technology made adjustments simple and inexpensive, making smaller specialized production runs economically feasible. Flexibility and skill in labor were also important. The workforce was now divided into a skill-flexible core and a time-flexible periphery. Flexibility and variety in the skills and knowledge of the core workers and the machines used for production allowed for the specialized production of goods. Modern just-in-time manufacturing is one example of a flexible approach to production.

Likewise, the production structure began to change on the sector level. Instead of a single firm manning the assembly line from raw materials to finished products, the production process became fragmented as individual firms specialized in their areas of expertise. As evidence for this theory of specialization, proponents claim that Marshallian "industrial districts," or clusters of integrated firms, have developed in places like Silicon Valley, Jutland, Småland, and several parts of Italy.

Neo-Schumpeterianism
The new-Schumpeterian approach to post-Fordism is based upon the theory of Kondratiev waves (also known as long waves). The theory holds that a "techno-economic paradigm" (Perez) characterizes each long wave. Fordism was the techno-economic paradigm of the fourth Kondratiev wave, and post-Fordism is thus the techno-economic paradigm of the fifth, which is dominated by information and communication technology.

Notable Neo-Schumpeterian thinkers comprise Carlota Perez and Christopher Freeman, as well as Michael Storper and Richard Walker.

Post-Fordist theory in Italy
In Italy, post-Fordism has been theorised by the long wave of workerism or autonomia. Major thinkers of this tendency include the Swiss-Italian economist Christian Marazzi, Antonio Negri, Paolo Virno, Carlo Vercellone, Maurizio Lazzarato. Marazzi's Capital and Language takes as its starting point the fact that the extreme volatility of financial markets is generally attributed to the discrepancy between the "real economy" (that of material goods produced and sold) and the more speculative monetary-financial economy. But this distinction has long ceased to apply in the post-Fordist New Economy, in which both spheres are structurally affected by language and communication. In Capital and Language Marazzi argues that the changes in financial markets and the transformation of labor into immaterial labor (that is, its reliance on abstract knowledge, general intellect, and social cooperation) are two sides of a new development paradigm: financialization through and thanks to the rise of the new economy.

In terms of the development of the 'technical and political class-composition', in the post-Fordist era the crisis explains at the same time 'high points of the capitalist development' and how new technological tools develop and work altogether (money form, linguistic conventions, capital and language). [Zanini, A. 2010, 'On the Philosophical Foundations of Italian Workerism: A Conceptual Approach', Historical Materialism, 18, 4: 39–63.]

Changes from Fordism to post-Fordism
Post-Fordism brought on new ways of looking at consumption and production. The saturation of key markets brought on a turn against mass consumption and a pursuit of higher living standards. This shift brought a change in how the market was viewed from a production standpoint. Rather than being viewed as a mass market to be served by mass production, the consumers began to be viewed as different groups pursuing different goals who could be better served with small batches of specialized goods. Mass markets became less important while markets for luxury, custom, or positional good became more significant. Production became less homogeneous and standardized and more diverse and differentiated as organizations and economies of scale were replaced with organizations and economies of scope.

The changes in production with the shift from Fordism to post-Fordism were accompanied by changes in the economy, politics, and prominent ideologies. In the economic realm, post-Fordism brought the decline of regulation and production by the nation-state and the rise of global markets and corporations. Mass marketing was replaced by flexible specialization, and organizations began to emphasize communication more than command. The workforce changed with an increase in internal marketing, franchising, and subcontracting and a rise in part-time, temp, self-employed, and home workers. Politically, class-based political parties declined and social movements based on region, gender, or race increased. Mass unions began to vanish and were instead replaced by localized plant-based bargaining. Cultural and ideological changes included the rise in individualist modes of thought and behavior and a culture of entrepreneurialism. Following the shift in production and acknowledging the need for more knowledge-based workers, education became less standardized and more specialized. Prominent ideologies that arose included fragmentation and pluralism in values, post-modern eclecticism, and populist approaches to culture.

Examples

Italy
One of the primary examples of specialized post-Fordist production took place in a region known as the Third Italy. The First Italy included the areas of large-scale mass production, such as Turin, Milan, and Genoa, and the Second Italy described the undeveloped South. The Third Italy, however, was where clusters of small firms and workshops developed in the 1970s and 1980s in the central and northeast regions of the country. Regions of the Third Italy included Tuscany, Umbria, Marche, Emilia-Romagna, Veneto, Friuli, and Trentino-Alto Adige/Südtirol. Each region specialized in a range of loosely related products and each workshop usually had five to fifty workers and often less than ten. The range of products in each region reflected the post-Fordist shift to economies of scope. Additionally, these workshops were known for producing high quality products and employing highly skilled, well-paid workers. The workshops were very design-oriented and multidisciplinary, involving collaboration between entrepreneurs, designers, engineers and workers.

Japan
There were several post-World War II changes in production in Japan that caused post-Fordist conditions to develop. First, there were changes to company structure, including the replacement of independent trade unions with pro-management, company-based unions; the development of a core of permanent male multi-skilled workers; and the development of a periphery of untrained temporary and part-time employees, who were mostly female. Second, after World War II, Japan was somewhat isolated because of import barriers and foreign investment restrictions, and as a result, Japan began to experiment with production techniques. Third, as imported technologies became more available, Japan began to replicate, absorb, and improve them, with many improvements deriving from modifications for local conditions. Fourth, Japan began to concentrate on the need for small-batch production and quick changeover of product lines to serve the demand for a wide range of products in a relatively small market. Because of informal price-fixing, competition was based not on price but rather on product differentiation. As a result, production became less standardized and more specialized, particularly across different companies. Fifth, Japan began to build long-term supply and subcontracting networks, which contrasted with the vertically integrated, Fordist American corporations. Sixth, because small and medium-size manufacturers produced a wide range of products, there was a need for affordable multipurpose equipment as opposed to the specialized, costly production machinery in Fordist industries in the United States. Technology for flexible production was significant in Japan and particularly necessary for smaller producers. The smaller producers also found it necessary to reduce costs. As a result, Japan became one of the main users of robots and CNC. Over time, these six changes in production in Japan were institutionalized.

Criticisms
The main criticism of post-Fordism asserts that post-Fordism mistakes the nature of the Fordist revolution and that Fordism was not in crisis, but was simply evolving and will continue to evolve. Other critics believe that post-Fordism does exist, but coexists with Fordism. The automobile industry has combined Fordist and post-Fordist strategies, using both mass production and flexible specialization. Ford introduced flexibility into mass production, so that Fordism could continue to evolve. Those who advocate post-Fordism, however, note that criticism that focuses primarily on flexible specialization ignores post-Fordist changes in other areas of life and that flexible specialization cannot be looked at alone when examining post-Fordism. Another criticism is that post-Fordism relies too heavily on the examples of the Third Italy and Japan. Some believe that Japan is neither Fordist nor post-Fordist and that vertical disintegration and mass production go hand in hand. Others argue that the new, smaller firms in Italy did not develop autonomously, but are a product of the vertical disintegration of the large Fordist firms who contracted lower value-added work to smaller enterprises. Other criticisms argue that flexible specialization is not happening on any great scale, and smaller firms have always existed alongside mass production. Another main criticism is that we are too much in the midst to judge whether or not there really is a new system of production.

The term "post-Fordism" is gradually giving way in the literature to a series of alternative terms such as the knowledge economy, cognitive capitalism, the cognitive-cultural economy and so on. This change of vocabulary is also associated with a number of important conceptual shifts (see sections above).

See also
 Civil society
 Social innovation
 Total quality management

Notes

References

 Baca, George (2004) "Legends of Fordism: Between Myth, History, and Foregone Conclusions," Social Analysis,48(3): 169–178.

 Gielen, Pascal (2015 - 3rd ed.), The Murmuring of the Artistic Multitude. Global Art, Politics and Post-Fordism. Valiz: Amsterdam,

Production economics
Economic systems
Production and manufacturing

Post-Fordism


Champion was a supermarket chain that operated in France and owned by the international retailer Carrefour. There were also Champion supermarkets in Belgium, Spain, Poland, Greece, Turkey, Argentina and Brazil.

History
In 1993, Champion became the main sponsor of the polka dot jersey in the Tour de France until 2008. From 2009, Carrefour took over the sponsorship.

In 1999, Champion is taken over by the Carrefour Group after the fusion of Promodès and Champion grows by absorbing the Stoc chain.

In 2006, Carrefour closed most Brazilian Champion stores and rebranded the remainder to the Carrefour Bairro. Also, all Spanish and Turkish Champion supermarkets were rebranded as Carrefour Express in 2006; some of them became Maxi DIA.

In 2008, Champion was the second largest supermarket chain in France, its annual turnover was €13.5bn. There were over 1,000 stores and 45,000 employees.

In 2008, it was announced that most stores would be rebranded to Carrefour Market between September 2008 and October 2009.

In 2009, there were 135 supermarkets, in 2011 there were less than 100 stores.

By 2013, only two Champion stores were left in European France (excluding French overseas islands), in Paris (18th arrondissement) and in Pouzac. In 2018, after a legal battle filed against Carrefour was concluded, the last remaining (Paris) store was also rebranded, marking the end of the "Champion" supermarket brand in Europe.

Champion in Belgium
In Belgium, the Champion stores are owned by Carrefour and Groupe Mestdagh. In 2009, there were 67 Champion stores. From 2013, it was decided by Carrefour that most Champion stores in Belgium would be rebranded as Carrefour Market-Groupe Mestdagh.

As of July 2013, there are 21 stores were left ; 7 in Hainaut, 5 in Namur, 4 in Liège, 3 in Walloon Brabant, 1 in Limburg and Luxembourg. The rebranding was complete the following year (2014) when the last single remaining Champion store in Wallonia was renamed Carrefour.

See also

 Carrefour Marinopoulos
 Carrefour
 Carrefour Market
 GB Group

References

External links
 Official site

Carrefour
Supermarkets of France
Retail companies established in 1969
Retail companies disestablished in 2010
Defunct supermarkets

Champion (supermarket)


Der Cébron ist ein Fluss in Frankreich, der im Département Deux-Sèvres in der Region Nouvelle-Aquitaine verläuft. Er entspringt an der Gemeindegrenze von Clessé und Fénery, entwässert generell in nordöstlicher Richtung und mündet nach rund 29 Kilometern bei Saint-Loup-sur-Thouet, im Gemeindegebiet von Saint-Loup-Lamairé, als linker Nebenfluss in den Thouet.

Orte am Fluss
 Fénery
 Adilly
 Lageon
 Saint-Loup-sur-Thouet, Gemeinde Saint-Loup-Lamairé

Sehenswürdigkeiten
 Château de la Brouardière, aus dem 19. Jahrhundert, bei Fénery
 Stausee an der Barrage du Cébron mit Freizeitanlage

Weblinks

Anmerkungen

Cébron


Războiul nostru sfânt este un film românesc din 1942 regizat de Ion Cantacuzino.

Prezentare

Distribuție
Distribuția filmului este alcătuită din:

Note

Legături externe

Vezi și
 1942 în film

Filme românești
Filme în limba română
Filme din 1942
Filme documentare românești

Războiul nostru sfânt


Echipa de handbal Astrahanocika (în ) este un club rusesc de handbal feminin din Astrahan. Echipa a fost fondată în 1993, la inițiativa Comisiei pentru Educație Fizică și Sport a orașului Astrahan, și își desfășoară meciurile de pe teren propriu în Complexul sportiv "Zvezdnîi".

Palmares
Național
Superliga Rusă
 Câștigătoare (1): 2016
Medalie de bronz (1): 2015

Internațional
Cupa EHF
Semifinalistă (1): 2014
Sfert-finalistă: 2013, 2015, 2016
Optimi de finală: 2004

Cupa Cupelor EHF
Sfert-finalistă (1): 2007

Bucharest Trophy
Locul 3: 2014

Baia Mare Champions Trophy
Locul 3: 2014

Memorialul Tomáš Jakubčo
Locul 2: 2014

Echipa

Lotul de jucătoare 2016-17
Conform paginii oficiale a clubului și paginii oficiale EHF:

Portari
 1  Anastasia Riabțeva
 18  Anastasia Vaganova
 44  Kira Trusova

Extreme stânga
 7  Maria Raciteleva
 27  Svetlana Șeveliova
 55  Viktoria Șicikina
 88  Kristina Kojokar

Extreme dreapta
 14  Ekaterina Levșa
 92  Iana Emelianenko

Pivoți
 19  Svetlana Kremneva
 33  Irina Klimenko

Linia de 9 metri
Interi stânga
 5  Liudmila Postnova (căpitan)
 8  Kristina Sorokina
 10  Svetlana Ivanova
 11  Karina Sabirova
 17  Liudmila Vîdrina
 73  Sofia Ignatovici

Centri
 15  Milana Tajenova
 21  Galina Izmailova
 23  Daria Ceaplîghina
 29  Natalia Cighirinova

Interi dreapta
 2  Karina Sisenova
 13  Anna Șapoșnikova
 76  Ekaterina Zelenkova

Banca tehnică
Conform paginii oficiale a clubului:

Conducerea administrativă
Conform paginii oficiale a clubului:

Jucătoare notabile

Antrenori notabili

Note

Legături externe
 Pagina oficială

Cluburi de handbal din Rusia
Fondări în 1993

Astrahanocika (handbal feminin)


The Merritt Parkway (also known locally as "The Merritt") is a limited-access parkway in Fairfield County, Connecticut, with a small section at the northern end in New Haven County. Designed for Connecticut's Gold Coast, the parkway is known for its scenic layout, its uniquely styled signage, and the architecturally elaborate overpasses along the route. As one of the first, oldest parkways in the United States, it is designated as a National Scenic Byway and is also listed in the National Register of Historic Places. Signed as part of Route 15, it runs from the New York state line in Greenwich, where it serves to continue the Hutchinson River Parkway, to Exit 54 in Milford, where the Wilbur Cross Parkway begins. Facing bitter opposition, the project took six years to build in three different sections, with the Connecticut Department of Transportation constantly requiring additional funding due to the area's high property value. The parkway was named for U.S. Congressman Schuyler Merritt. In 2010, the National Trust for Historic Preservation called the Merritt Parkway one of "America's 11 Most Endangered Historic Places".

Trucks, buses, trailers, towed vehicles, and all vehicles  tall or taller are not allowed on any part of the parkway due to its low bridges, narrow lanes, and tight curve radii.

Route description

The Merritt is one of a handful of United States highways listed in the National Register of Historic Places. It is acknowledged for the beauty of the forest through which it passes, as well as the architectural design of its overpasses; at the time of its construction, each bridge was decorated in a unique fashion so that no two bridges on the parkway looked alike.  Newer overpasses used at exit 39 (US 7), though, did not maintain this tradition, and as a result, exit 39 on the parkway is now spanned by several ordinary modern bridges constructed using undecorated concrete-on-steel I-beams.

The parkway has two lanes in each direction. Due to its age, it was originally constructed without the merge lanes, long on-ramps, and long off-ramps that are found on modern limited-access highways. Some entrances have perilously short and/or sharp ramps; some entrances even have stop signs, with no merge lane whatsoever; this leads to some dangerous entrances onto the highway. Most have since been modernized, with the interchange of Route 111 in Trumbull featuring Connecticut's first single-point urban interchange (SPUI). The speed limit on the parkway ranges from 50 to 55 mph (80 to 90 km/h). The stretch of road between exit 42 in Westport and exit 44 in Fairfield is a very long stretch, roughly  long without a single exit, referred to by local traffic reports as the "No Exit Zone" or "No Man's Land". An exit 43 was planned in the middle of this stretch, but was never built because it would have connected to a northerly extension of the Sherwood Island Connector, which itself was never built to that point.

Vehicles  tall or taller in height, weighing  or more, towing a trailer, or having more than four wheels are not allowed on the parkway. Under extenuating circumstances, however, ConnDOT may issue permits for oversized vehicles to use the parkway.

History

The Merritt Parkway is one of the oldest scenic parkways in the United States. The portion from Greenwich to Norwalk was opened on June 29, 1938. The section from Norwalk to Trumbull was completed in November 1939, and in 1940, it was finished to the Housatonic River in Stratford. The parkway was named for U.S. Congressman Schuyler Merritt, who was instrumental in enacting legislation allowing the parkway to be built. The Merritt Parkway is the first leg of what later became  modern Route 15. Built between 1934 and 1940, the Merritt Parkway runs for  from the New York state line in Greenwich to the Housatonic River in Stratford. It was conceived as a way to alleviate congestion on the Boston Post Road (U.S. Route 1) in Fairfield County.

After the parkway fully opened in 1940, travelers commonly stopped to picnic along the side of the road. The Merritt Parkway Advisory Commission (later the Merritt Parkway Advisory Committee) decided to ban horses and buggies, bicycles, pedestrians, billboards, and U-turns, while a system of horse trails along the parkway was developed, but later abandoned.

To ease objections from county residents, who feared an influx of New Yorkers on their roads, in their towns, on their beaches, and through their forests, highway planners called on engineers, landscape architects, and architects to create a safe and aesthetically pleasing limited-access highway, one with exit and entrance ramps, but no intersections, that would not spoil the countryside.

The bridges played a prominent role in the design. Architect George L. Dunkelberger designed them all. They reflected the popularity of the Art Deco style, with touches of neoclassical and modern design. Some of these bridges were constructed by the Works Progress Administration.

Tolls were collected on the parkway at one toll plaza in Greenwich from June 21, 1939, until June 27, 1988. Two additional tolls were also located on the Wilbur Cross Parkway, in Milford and Wallingford. One of the parkway's former toll plazas is now preserved in Stratford's Boothe Memorial Park near Exit 53, complete with still-flashing lights over each toll lane.

In April 2001, a complete reissuance of the parkway's signs was carried out, instituting a uniform white-on-green color scheme, and a sawtooth border.

Services
Six rest areas/service plazas, featuring parking lots, gas stations, and convenience stores, were also built along the Merritt Parkway so that drivers would not have to exit to refuel. Pairs of plazas are located opposite each other on either side of the parkway in Fairfield (near exit 46), New Canaan (near exit 37), and Greenwich (just beyond the CT-NY state line). The northbound-side plaza in Greenwich also houses a Connecticut welcome center. The plazas were originally constructed during the parkway's days as a tolled highway, but remained even after the tolls were removed in 1988, making the parkway one of only a few toll-free highways with service plazas along its length. Between 2011 and 2015, all six of the service plazas (along with the four located further north along the Wilbur Cross Parkway) were completely renovated. The renovations preserved the original brick-and-stone façade of the buildings, but completely redesigned and modernized the interiors. The plazas now include more modern gas pumps, Alltown convenience stores, and a Dunkin' Donuts shop at each location; three of the Merritt's six plazas also include a Subway shop. Prior to the renovations, no fast-food service had previously been available at the plazas. The renovation project was completed during the summer of 2015, when the New Canaan plazas were reopened.

In 2013, electric-vehicle (EV) charging stations for Tesla automobiles were added to both the northbound and southbound Greenwich service plazas, with four Superchargers installed in each direction.  In addition, charging for CHAdeMO-equipped EVs was added to the northbound Greenwich service plaza. The parking/charging stalls are some of the first in the U.S. to be designated "shared use" - EVs may use the stall for up to 45 minutes to charge, or internal-combustion engine  vehicles may park for up to 15 minutes.

Safety

One of the Merritt's aesthetic features is also a potential danger to its drivers.  Trees that line either side of the parkway, and often in the center median, grow branches that cover the roadway, and occasionally fall during severe weather, or with natural aging. Stretches of the parkway also lack guardrails on the right shoulders, creating a risk of tree-impact accidents if cars veer off the pavement.

In 2007, after complaints were voiced about the danger of the trees along the parkway, state officials announced they would trim and eliminate some of them more aggressively. A large, seemingly healthy tree fell on a car near exit 42 in Westport in June 2007, killing a couple from Pelham, New York. On June 23, 2011, a driver was killed in Stamford when a tree fell onto his car.

A state study of fatalities on Connecticut highways showed that from 1985 to 1992, about 10 people died every three years in tree-related accidents, although no other state roadway averaged more than one in three years.

The state Department of Transportation commonly sends out work crews twice a year to drive along both sides of the parkway at  in search of decrepit trees. Trees that had been scheduled to be cut down in five to 10 years would be removed sooner. Some more trees also would be removed, as the shoulder of the parkway is being widened to  to give drivers room to pull over.

Following the 2007 and 2011 incidents, the state became more aggressive in closing the parkway in times of severe weather. The parkway was closed during Tropical Storm Irene  and the Halloween nor'easter in 2011, and Hurricane Sandy in 2012. With each of those storms, many trees and limbs fell across the parkway. After Sandy, the state began a large effort to remove unhealthy trees, and in the process created much wider clearances between the roadside and forest.

The Merritt Parkway Advisory Committee meets quarterly.

Future

ConnDOT is currently reviewing plans and holding community meetings over a redesign of the Merritt's interchange with U.S. Route 7 (US 7) and Main Avenue in Norwalk, exits 39 and 40. The US 7 freeway was extended north to Wilton from its previous terminus in the northern part of Norwalk in 1992, passing the Merritt along the way. Due to a lack of funds, a full interchange was not built between the Merritt and US 7, which led to the lack of the important southbound Merritt to southbound US 7 connection. Not long after, ConnDOT and the federal government drew up plans for a three-level interchange that provided all connections between Main Avenue, the Merritt, and US 7. Work was supposed to begin on the Main Avenue portion in 2005 and on the US 7 and Merritt portion in 2007, but local activists filed and won a lawsuit in 2006 against ConnDOT and the federal government, alleging that not only was the proposal too expensive, but also the plans were rushed and did not take into account the beauty and historical significance of the parkway. Similar lawsuits were brought on earlier during the construction of the interchanges at Route 8 and Route 25, but both failed. The lawsuit specifically mentioned the flyover ramps between the Merritt and US 7 as a significant issue. ConnDOT and the federal government were forced to redesign their plans, with hopes of construction starting in 2009. Plans soon fell apart, and ConnDOT was forced to temporarily drop the issue. Community outreach started back up in 2017, and ConnDOT is actively drawing up plans as of May 2019 with hopes of starting construction sometime between 2021 and 2024.

Exit list
Like most highways in Connecticut, exits are numbered sequentially, not mile-based, though the state is gradually transitioning to milepost-based exit numbers. Exit numbers on the Merritt Parkway continue from the original sequential exits of the Hutchinson River Parkway, which ended at 27; since 2021, the Hutchinson River Parkway has used a mileage-based system ending at 19A. King Street (NY 120A), which travels along the state border, is served by exit 27 on the Merritt Parkway and exit 19A on the Hutchinson River Parkway. Prior to 2021, because additional interchanges had been added on the New York side, exit 19A on the Hutchinson River Parkway was numbered as exit 30.

In popular culture
 The Willem de Kooning oil-on-canvas painting Merritt Parkway (1959) is owned by the Detroit Institute of Arts.
 Lisa Seidenberg, a filmmaker from Westport, produced a documentary film, The Road Taken...The Merritt Parkway (2008).

Images

See also

 Merritt Parkway Bridges
 National Register of Historic Places listings in Fairfield County, Connecticut
 Connecticut Route 15

References

Further reading

All of the following are filed under Fairfield County, CT:

External links

 Merritt Parkway Exhibit (Connecticut State Library)
 Merritt Parkway Conservancy
 Photos of the parkway at byways.org
 Photos of and information about the parkway at nycroads.com
 Connecticut Dept of Transportation rules about what vehicles are allowed on the parkway
 CT 15 (Greater New York Roads)

National Scenic Byways
Roads on the National Register of Historic Places in Connecticut
State highways in Connecticut
Transportation in Fairfield County, Connecticut
Parkways in the United States
Former toll roads in Connecticut
Works Progress Administration in Connecticut
National Register of Historic Places in Fairfield County, Connecticut
Historic American Engineering Record in Connecticut
Parks on the National Register of Historic Places in Connecticut
1938 establishments in Connecticut
Transportation in New Haven County, Connecticut

Merritt Parkway


සුදර් ඔලි ( සුදර් ඔලි) යනු,  උදයන් පුවත්පත් සමූහයෙහි කොටසක් වන   සී/ස මාස් මීඩියා සින්ඩිකේට් (පුද්ගලික) සමාගම විසින් ප්‍රකාශයට පත් කෙරෙන, දෙමළ භාෂා ශ්‍රී ලාංකික දිනපතා පුවත්පතකි. 2000 වසරෙහිදී ඇරඹුනු එය ප්‍රකාශයට පත් කෙරෙනුයේ   කොළඹ නගරය කේන්ද්‍ර කොට ගෙනය. එහි සොහායුරු පුවත්පත වන්නේ යාපන නගරය කේන්ද්‍ර කොට ගත්  උදයන් පුවත්පත වෙයි. මෙම පුවත්පත කිහිපවතාවක් පහරදීමට ලක්ව, අවිගත් කණ්ඩායම් සහ අනෙකුත් හමුදා බලකායන් විසින් එහි කාර්ය මණ්ඩලයෙහි කිහිප දෙනෙකු  ඝාතනයට ලක්වී ඇති අතර, එය නිතොරම තර්ජනයන්ට ලක්වෙයි.

සුදර් ඔලි


الكبارة قرية تقع في معتمدية نصر الله بولاية القيروان من الوسط التونسي.

كبارة

الكبارة


"Faxe Kondi" er en sang med Klumben og Raske Penge. Sangen solgte 2x Platin (streaming), Guld (track) og fået over 3 millioner visninger på YouTube. Sangen udkom officielt i 2012 på Klumbens album Fra Klumben Til Pladen.

Priser og nomineringer

|-
|rowspan=1|2012
|Faxe Kondi
|Årets Danske Hit - GAFFA-Prisen
|
|-
|rowspan=2|2013
|Faxe Kondi
|Årets Hit - Zulu Awards
|
|-
|Faxe Kondi
|P3 Lytterhittet - P3 Guld
|
|}

Se også
 Faxe Kondi

Kilder

Eksterne henvisninger
 Klumben & Raske Penge - Faxe Kondi  på YouTube
 Tekst til: Faxe Kondi  på RaskePenge.dk

Sange fra Danmark

Faxe Kondi (sang)


Stoke getur átt við:
 Stoke-on-Trent, borg á Englandi.
 Stoke City, knattspyrnulið frá sömu borg.

Aðgreiningarsíður

Stoke


مضحي النزال رشيد المعصب، نائب سابق في مجلس الأمة الكويتي، وهو أخ النائب السابق خالد النزال المعصب.

السيرة البرلمانية
شارك في انتخابات مجلس الأمة الكويتي 1963 في الدائرة الرابعة، وحصل على 563 صوت وحل بالمركز الثالث وفاز بالانتخابات، ولكنه استقال من مقعده مع مجموعة من الاعضاء الذي كان يطلق عليهم وقتها القوميين العرب وذلك في تاريخ 28 ديسمبر 1965، وذلك بسبب وضع الحكومة لقوانين غير ديمقراطية، وقد تم انتخاب أعضاء بدلاء لهم موالين للحكومة.

مراجع

أعضاء مجلس الأمة الكويتي 1963
مواليد 1933

مضحي المعصب


Os Comet de 7 cilindros radiais eram uma família de motores radiais refrigerados a ar, projetados e construídos pela "Comet Engine Corporation" em Madison, Wisconsin, por volta de 1927.

Desenvolvimento
A Comet projetou a série de 7 cilindros radial para aproveitar o boom da aviação privada no final da década de 1920; com a intenção de substituir o grande número de motores excedentes de guerra relativamente não confiáveis que inundaram o mercado no início daquela década.

Produzido pela primeira vez pela Aircraft Engine Corporation de Oakland, Califórnia, novos investidores adquiriram a empresa da Califórnia e a Comet Engine Corporation foi formada sob o patrocínio da Air Investors Inc., da Crocker First Company de San Francisco e da Gisholt Machine Company.

A produção foi transferida para oficinas adjacentes à Gisholt Machine Company em Madison, que atuou como supervisor de produção.

O Comet radial era bastante padrão com cilindros aletados de aço, cabeçotes de liga leve fundido e duas válvulas por cabeçote. As válvulas são operadas por um único balancim e hastes de acionamento, na parte traseira do cilindro, que por sua vez são operados positivamente por trilhos de came interno e externo, operando roletes na haste de acionamento.

As bombas de óleo e os magnetos são acionados pelos acionamentos da árvore de cames, bem como pelo acionador de ar Heywood e tacômetro.

O virabrequim de duas peças, com contrapesos, é cuidadosamente forjado a partir de liga de aço cromo-vanádio tratado termicamente e perfurado para leveza e fluxo de óleo lubrificante. As bielas mestre e escravo são forjadas e usinadas do mesmo material que o virabrequim. A parte traseira do virabrequim carrega um rotor de indução para garantir uma distribuição uniforme da mistura para os cilindros do carburador Stromberg.

O cárter de duas peças é dividido no plano dos centros dos cilindros, com a metade dianteira suportando o mancal da manivela/eixo de hélice e a metade traseira abrigando o mancal traseiro, rotor de indução, acionamentos de cames e acessórios.

Variantes
Dados de: Aerofiles
7-RA A partir de 1928 com Certificado de Tipo Aprovado No.9, avaliado inicialmente com  a 1.800 rpm.
7-D Após melhorias, avaliado com  de 10 l (612 cu in) a 1.800 rpm (máximo contínuo).
7-EA partir de 1929 com Certificado de Tipo Aprovado No.47, também de 10 l (612 cu in) entregando .

Aplicações
Dados de: Aerofiles: Aircraft of North America 1903-2003

 Adcox Student Prince
 Alexander Eaglerock Bullet C-4 (7-E opcional)
 Alexander Eaglerock A-12  7-RA e alguns 7-E
 Bach 3-CT-5 (2x 7-RA)
 Bach 3-CT-6 (2x 7-RA)
 Bird Wing Imperial (opcional)
 Briggs Briggster
 Cessna AC
 Curtiss Robin J-1 (7-D)
 Fairchild KR-34B (aka KR-34B-1) 7-RA
 Fairchild KR-34C (7-E)
 General Aristocrat 102-D proposto 7-RA
 Kreider-Reisner C-4  7-RA
 Kreider-Reisner C-4B  7-D
 Marine Water Sprite Marine Aircraft Co, Sausalito CA. - 7-E
 Maximum Safety M-2 7-RA
 Maximum Safety M-3 7-D
 Neilson Golden Bear
 Parks P-2 (option)
 Schroeder-Wentworth 1929 monoplane 7-RA
 Sierra BLW-1 7-RA
 Sierra BLW-2 7-RA
 Spartan C3-166 7-E
 Stearman C3L 7-RA
 Thaden T-2  7-D
 Timm C-165 Collegiate 7-E
 Timm K-100 Collegiate 7-RA
 Towle TA-1 7-D
 Towle WC Amphibion 7-D
 Travel Air 4-U conversão para 7-RA, 7-D e 7-E pela O W Timm Aircraft Co.
 Triton Water Sprite, Triton Aircraft Co, Sausalito CA. 7-E
 Warren CP-1 7-D

Ligações externas

Comet 7 cilindros


Baron Boston, of Boston in the County of Lincoln, is a title in the Peerage of Great Britain. It was created in 1761 for the court official and former Member of Parliament, Sir William Irby, 2nd Baronet. He had earlier represented Launceston and Bodmin in the House of Commons. He was the son of Edward Irby, Member of Parliament for Boston, who was created a baronet, of Whaplode and Boston in the County of Lincoln, in the Baronetage of England on 13 April 1704. Lord Boston's son, the second Baron, was a Lord of the Bedchamber to both George III and George IV. The title followed the line of his eldest son, the third Baron, until the death of the latter's great-great-grandson, the eighth Baron, in 1972. The late Baron was succeeded by his third cousin once removed, the ninth Baron. He was the great-grandson of Rear-Admiral Frederick Paul Irby, second son of the second Baron. Since 2007, the title is held by his grandson, the 11th Baron.

The family seat was Hedsor House, Hedsor, Buckinghamshire. The family also owned Plas Llanidan and land at Lligwy in Moelfre, Anglesey, Wales.

Irby baronets, of Whaplode and Boston (1704)
Sir Edward Irby, 1st Baronet (1676–1718)
Sir William Irby, 2nd Baronet (1707–1775) (created Baron Boston in 1761)

Barons Boston (1761)
William Irby, 1st Baron Boston (1707–1775)
Frederick Irby, 2nd Baron Boston (1749–1825), father of Admiral Frederick Irby
George Irby, 3rd Baron Boston (1777–1856)
George Ives Irby, 4th Baron Boston (1802–1869)
Florance George Henry Irby, 5th Baron Boston (1837–1877)
George Florance Irby, 6th Baron Boston (1860–1941)
Greville Northey Irby, 7th Baron Boston (1889–1958)
Cecil Eustace Irby, 8th Baron Boston (1897–1972)
Gerald Howard Boteler Irby, 9th Baron Boston (1897–1978)
Timothy George Frank Boteler Irby, 10th Baron Boston (1939–2007)
George William Eustace Boteler Irby, 11th Baron Boston (born 1971)

The heir apparent is the present holder's son Thomas William George Boteler Irby (born 1998).

See also
Boston, Lincolnshire
Whaplode
Viscount Boston
Baron Boston of Faversham

References

Baronies in the Peerage of Great Britain
Noble titles created in 1761

Baron Boston


HMAS Kiama, named for the coastal town of Kiama, New South Wales, was one of 60 s constructed during World War II, and one of 36 initially manned and commissioned solely by the Royal Australian Navy (RAN).

After World War II, the corvette was one of four sold to the Royal New Zealand Navy (RNZN). She served as HMNZS Kiama from 1952 until 1976, when the corvette was paid off and marked for disposal.

Design and construction

In 1938, the Australian Commonwealth Naval Board (ACNB) identified the need for a general purpose 'local defence vessel' capable of both anti-submarine and mine-warfare duties, while easy to construct and operate. The vessel was initially envisaged as having a displacement of approximately 500 tons, a speed of at least , and a range of  The opportunity to build a prototype in the place of a cancelled  saw the proposed design increased to a 680-ton vessel, with a  top speed, and a range of , armed with a 4-inch gun, equipped with asdic, and able to fitted with either depth charges or minesweeping equipment depending on the planned operations: although closer in size to a sloop than a local defence vessel, the resulting increased capabilities were accepted due to advantages over British-designed mine warfare and anti-submarine vessels. Construction of the prototype  did not go ahead, but the plans were retained. The need for locally built 'all-rounder' vessels at the start of World War II saw the "Australian Minesweepers" (designated as such to hide their anti-submarine capability, but popularly referred to as "corvettes") approved in September 1939, with 60 constructed during the course of the war: 36 (including Kiama) ordered by the RAN, 20 ordered by the British Admiralty but manned and commissioned as RAN vessels, and 4 for the Royal Indian Navy.

Kiama was constructed by Evans Deakin & Co, at Brisbane, Queensland. She was laid down on 2 November 1942, and launched on 3 July 1943 by Mrs. G. Lawson, wife of the Minister for Transport. Kiama was commissioned into the RAN on 26 January 1944. The coastal community of Kiama, after which the vessel was named, donated recreational materiel for her crew including a radio set, books, and a 16 mm movie projector.

Operational history

World War II
Kiamas first deployment was in March 1944 to Milne Bay in New Guinea. From her arrival until September 1944, the corvette's main duty was to escort convoys along the New Guinea coastline, although a reassignment for the duration of June saw Kiama perform anti-submarine patrols in the Solomon Sea. In September, Kiama was used to transport soldiers between New Guinea and New Britain. On conclusion, she resumed her convoy escort role until the end of 1944, when she departed for Sydney. During her eight months in New Guinea waters, Kiama travelled over , was at sea for more than 3,000 hours.

Commandos from
In September 1944 'C' Troop and a small detachment from 'B' Troop, from the 2/8th Commando Squadron were landed from HMAS Kiama on a reconnaissance operation at Jacquinot Bay on the island of New Britain, to collect intelligence in preparation for an assault by the 5th Division.

The corvette arrived in Sydney on 21 December 1944. On 25 December, the crew was recalled from leave to go to the assistance of the liberty ship , which had been torpedoed by German submarine . Kiama, along with , , and  were dispatched to the last known location of the ship and began to search the area for the liberty ship's crew and the attacking submarine; finding the 67 survivors of the attack at 05:45 on 26 December but failing to locate U-862. Kiama was assigned to anti-submarine patrols near Sydney for the final days of the year, before sailing to Adelaide for a month-long refit on 3 January 1945.

Post-refit, Kiama was assigned to Fremantle for two months of anti-submarine warfare exercises with the United States Navy, before returning to New Guinea on 7 May 1945. In May and June, the corvette performed several coastal bombardments in the Bougainville area. In July, Kiama transported Prince Henry, Duke of Gloucester from New Guinea to the Solomon Islands, then spent the rest of the month moving troops and military cargo between these two locations. From 5 to 24 August, the corvette was based in Brisbane, before returning to New Guinea waters. Kiama spent the rest of 1945 as a troop and supply transport, minesweeper, and general duties vessel. When the war ended, Kiama took part in the Japanese surrender at Rabaul. In November, Kiama was assigned to escort demilitarized Japanese cruiser  as the cruiser embarked Japanese soldiers in New Guinea for repatriation.

Kiama returned to Sydney on 29 January 1946. In February she paid a six-day farewell visit to the town of Kiama, ahead of her decommission into the Reserve on 3 April. During her wartime service, the ship had been at sea for 6,369 hours, and had sailed a distance of . She earned two battle honours: "Pacific 1944–45" and "New Guinea 1944".

Transfer to RNZN
On 5 March 1952, Kiama and three other Bathurst-class corvettes (, , and ) were transferred to the Royal New Zealand Navy. Kiama was commissioned into the RNZN, receiving the prefix HMNZS. Upon acquisition by New Zealand, the corvette was converted into a training ship. Kiamas 4-inch gun and aft minesweeping equipment were removed, and replaced with two 40 mm Bofors anti-aircraft guns.  This is contradicted by a 1996 newspaper article which said it had been mothballed by the New Zealand Navy and converted to a training ship and for use on fisheries patrols in 1966.

In 1966, Kiama was re-commissioned under command of Lieutenant-Commander E Burrows in the 27th Fisheries Protection Squadron to join her sister ship HMNZS Inverell. Other duties included search-and-rescue operations and transportation of scientific teams to small island along New Zealand's coastline.

In May 1966 the Kiama was involved in the search for the Kaitawa which was lost with all hands near 90 mile beach. Apart from the initial search, the Kiama formed part of Operation Seabed, along with the Inverell and the frigate Taranaki.

The corvette revisited her namesake town in Australia in late 1966.

RNZN Commanders
 1966 Lt Commander E Burrows
 1967 Lt-commander M C Verran
 1968 Lt-Commander L J Tempero
 1970 Lt-Commander F D Arnott
 1971 Lt-Commander D L Douglas
 1973 Lt Commander N Cameron

Fate
On 27 May 1968 the Chief of Naval Staff, Rear Admiral J O Ross, described the Kiama and Inverell as obsolete and no longer fit for purpose. The Kiama remained in service until 1975 when it was placed in reserve. The ship was paid off for disposal on 19 August 1976 and broken up in 1979.

Citations

References

Books

Journal and news articles

Bathurst-class corvettes of the Royal Australian Navy
World War II corvettes of Australia
1943 ships
Bathurst-class corvettes of the Royal New Zealand Navy

HMAS Kiama


Goliath Awaits é um filme americano de ação , aventura e ficção científica de 1981, originalmente transmitido em duas partes em novembro de 1981 em várias estações como parte da programação sindicalizada da Operation Prime Time . Trata-se de um transatlântico RMS Goliath afundado por um submarino alemão em setembro de 1939 cujo naufrágio é descoberto em 1981, com mais de 300 sobreviventes e seus descendentes vivendo em uma bolha de ar dentro do navio.

Em 4 de setembro de 1939, o transatlântico britânico RMS Goliath, transportando 1.860 passageiros, é torpedeado por um submarino alemão e afunda em minutos durante uma travessia transatlântica de Southampton para os Estados Unidos três dias após o início da guerra. (Num incidente inspirado na tragédia do RMS Lusitania)

Cientistas a bordo de um navio de pesquisa em 1981 descobrem os destroços do Goliath deitado a 1.000 pés (305 m) de água, e mergulhadores são enviados para investigar os destroços. O oceanógrafo Peter Cabot ( Mark Harmon ) ouve batidas sistemáticas e música vindo do navio e fica chocado ao ver o rosto de uma bela jovem ( Emma Samms ) dentro de uma vigia. Cabot e seus colegas descobrem 337 pessoas, sobreviventes e seus descendentes, vivendo em uma bolha de ar no naufrágio causada pelo afundamento lento da embarcação em águas relativamente rasas. Os moradores de Goliath, que inventaram algumas tecnologias para ajudá-los a sobreviver, algumas nem mesmo conhecidas do mundo moderno exterior, vivem em uma sociedade superficialmente utópica sob a liderança autocrática de John McKenzie ( Christopher Lee ), um oficial subalterno na época de o naufrágio é creditado por salvar um número considerável de passageiros e tripulantes. Os cientistas ficam surpresos ao descobrir que McKenzie e alguns dos residentes do navio não estão nem um pouco interessados em serem "resgatados" e que há párias e rebeldes que se opõem à liderança aparentemente benéfica de McKenzie, que também inclui disciplina brutal, contracepção obrigatória, eutanásia, e assassinato total disfarçado como uma doença misteriosa.

Para complicar as coisas, o Golias carregava alguns documentos confidenciais para o presidente Roosevelt . Uma equipe militar conjunta americana/britânica é enviada pelo almirante Wiley Sloan ( Eddie Albert ) para recuperar e destruir os documentos.

 Mark Harmon como Peter Cabot
 Christopher Lee como John McKenzie
 Eddie Albert como Almirante Wiley Sloan
 John Carradine como Ronald Bentley
 Alex Cord como Dr. Sam Marlowe
 Robert Forster como Comandante Jeff Selkirk
 Frank Gorshin como Dan Wesker
 Jean Marsh como Dra. Goldman
 John McIntire como o senador Oliver Bartholemew
 Jeanette Nolan como Sra. Bartolomeu
 Duncan Regehr como Paul Ryker
 Emma Samms como Lea McKenzie
 Kirk Cameron como Liam
 Lori Lethin como Maria
 John Ratzenberger como Bill Sweeney

Os interiores do Goliath foram filmados principalmente em locações a bordo do RMS Queen Mary, na Califórnia.

Filmes sobre navegação marítima
Filmes com trilha sonora de George Duning
Filmes dirigidos por Kevin Connor
Telefilmes de aventura
Telefilmes de ação
Filmes de aventura da década de 1980
Filmes dos Estados Unidos de 1981
Telefilmes dos Estados Unidos de 1981
!Identificador IMDb igual ao Wikidata

Golias espera


El mapeo de reverberación es un método estadístico utilizado en astrofísica preferentemente para el análisis de la velocidad de discos gaseosos alrededor de un objeto compacto supermasivo. La técnica se usa para medir el tamaño de la región de emisión de línea ancha y la masa del supuesto agujero negro central en un núcleo galáctico activo.

Las mediciones directas de Doppler de los máser acuosos alrededor del núcleo galáctico de las galaxias cercanas han revelado un movimiento kepleriano muy rápido, solo posible con una alta concentración de materia en el centro. Normalmente, los únicos objetos que pueden agrupar tanta materia en tan poco espacio son los agujeros negros, o algún objeto que pueda evolucionar en agujero negro en un período de tiempo astronómico corto. Para las galaxias activas lejanas, el ancho de banda de la línea espectral ancha se puede usar para investigar el gas que orbita cerca del horizonte de sucesos. La técnica del mapeo de reverberación usa la variabilidad de estas líneas para medir la masa, y quizás también la rotación del posible agujero negro supermasivo que proporciona la energía al motor de la galaxia activa.

Referencias

Enlaces externos
Mapeo de reverberación Presentación en Power Point (2005) (en inglés)

Conceptos relacionados con la astrofísica
Estadística aplicada

Mapeo de reverberación


Bob James peut désigner :
 Bob James (1939-), claviériste de jazz ;
 Bob James (1952-2021), chanteur de rock américain, membre du groupe Montrose ;
  (1958-), lanceur de baseball américain.

Bob James (homonymie)