James Alexander Bacon, AC (15 May 195020 June 2004) was an Australian politician who served as Premier of Tasmania from 1998 to 2004.

Early life
Bacon was born on 15 May 1950 in Melbourne; his father Frank, a doctor, died when Jim was twelve, leaving him to be raised by his mother Joan. He was educated at Scotch College and later studied politics at Monash University, but did not graduate. At Monash Bacon was a Maoist student leader. Bacon moved to Western Australia and, after taking a job as a labourer, became an official of the Builders Labourers Federation, which then sent him to Tasmania as an organiser. He later became leader of the trade union movement as Secretary of the Tasmanian Trades & Labor Council.

Bacon joined the Tasmanian branch of the Labor Party, and was elected to the House of Assembly in 1996, representing the Hobart-based seat of Denison.  He became leader of the Tasmanian Labor Party in 1997 and narrowly won the state election in 1998, defeating the Liberal Party government under Tony Rundle.  It was the first Labor majority since 1982. His government was re-elected in 2002 in a landslide victory for his party.

Premier
Bacon's time in office was said to have been hugely successful, for the state economy as a whole, for his popularity with the people of the state, and also for tourism with the introduction of two more Bass Strait ferries, and beginning a ferry run between Devonport and Sydney. (However, the Sydney service has since proven unsuccessful and was discontinued in 2006 due to the majority of New South Wales people not wanting to drive into the heart of Sydney.) He controversially appointed Richard Butler to the office Governor of Tasmania in 2003. One of the Bacon Government's most notable achievements was to wipe out a $1.6 billion state net debt in only six years. Other achievements included huge increases in tourist numbers, leading social policies, partnerships between state and local governments, turning Tasmanian Government entities, such as Hydro Tasmania, into profit-generating businesses (one of the election-winning strategies was to propose this as opposed to selling them), bringing two Australian Football League (AFL) clubs to play regular home and away matches in Tasmania (Hawthorn Football Club and St Kilda Football Club) and improving the general feeling of confidence in individuals and businesses within the state of Tasmania.

Illness and death
On Friday 13 February 2004, Bacon received the diagnosis that he was suffering from inoperable lung cancer. On 23 February 2004, he announced that he would take a four-week leave of absence from his role of Premier so that he could explore treatment options. After news that he had little time left, Bacon stood aside as Premier in March 2004, to spend whatever time was left to him with his family and friends. Paul Lennon, who had been Deputy Premier, succeeded Bacon to become Tasmania's 42nd Premier.

Bacon, a 35-year smoker, died as a result of his cancer on 20 June 2004, at Calvary Hospital in Hobart.  A state funeral was held on 24 June; many state and federal politicians (from both major parties) attended, including Liberal Prime Minister John Howard, all the state Premiers, Opposition Leader Mark Latham, former Opposition Leader Simon Crean, and former Prime Minister Gough Whitlam.

Honours and legacy
In 2001 Bacon was awarded an honorary citizenship by Xi Jinping, then governor of Fujian Province. Bacon had first visited China while at university.

He was posthumously awarded the degree of Doctor of Laws honoris causa from the University of Tasmania in August 2004.

His appointment as a Companion of the Order of Australia was announced in June 2005 but made effective from 13 May 2004. The Order of Australia is not awarded posthumously, but Bacon had been nominated before his death.

The Jim Bacon Foundation was established in his honour to "provide practical support and financial assistance to cancer patients and their families by making funds available to organisations that offer cancer treatment and palliative care services". The Foundation was absorbed into the Ricky Ponting Foundation in May 2013. The State Government will continue to fund the $30,000 Jim Bacon Memorial Scholarship at the University of Tasmania.

Personal
Jim Bacon had four sisters:  Jenny, Wendy, Janet and Mary.

Bacon had a twenty-year partnership with Lynnette Francis, and they had two sons, Mark and Scott. Scott Bacon was elected to the Tasmanian House of Assembly at the 2010 state election.

Later Bacon married Honey Hogan, who had been a croupier and the public face of Australia's first casino: Wrest Point Hotel Casino when it opened in 1973. That marriage gave him a stepson, Shane.

References

 Ludeke, M. (2006) Ten Events Shaping Tasmania's History. Hobart: Ludeke Publishing.

External links
 Death of the Honourable James Alexander Bacon, former Premier of Tasmania Hansard, 22 June 2004, parliament.nsw.gov.au
Associates pay tribute to Jim Bacon
The selling-out of Tasmania
The Jim Bacon Foundation

1950 births
2004 deaths
Premiers of Tasmania
Members of the Tasmanian House of Assembly
Australian Labor Party members of the Parliament of Tasmania
Australian trade union leaders
Companions of the Order of Australia
Delegates to the Australian Constitutional Convention 1998
Politicians from Hobart
Politicians from Melbourne
Deaths from lung cancer in Australia
People educated at Scotch College, Melbourne
Monash University alumni
Leaders of the Opposition in Tasmania
20th-century Australian politicians
21st-century Australian politicians

Jim Bacon (politician)


23113 Aaronhakim este un asteroid din centura principală de asteroizi.

Descriere
23113 Aaronhakim este un asteroid din centura principală de asteroizi. A fost descoperit pe  la Socorro, New Mexico, în cadrul proiectului LINEAR. Asteroidul prezintă o orbită caracterizată de o semiaxă mare de 2,79 ua, o excentricitate de 0,11 și o înclinație de 4,9° în raport cu ecliptica.

Vezi și
 Lista planetelor minore: 23001-24000
 Centura de asteroizi

Referințe

Asteroizi Agnia

Obiecte astronomice descoperite în 2000
Centura de asteroizi

23113 Aaronhakim


Linda Rose Tripp (née Carotenuto; November 24, 1949 – April 8, 2020) was an American civil servant who played a prominent role in the Clinton–Lewinsky scandal of 1998. Tripp's action in illegally and secretly recording Monica Lewinsky's confidential phone calls about her relationship with President Bill Clinton caused a sensation with their links to the earlier Clinton v. Jones lawsuit and with the disclosing of intimate details. Tripp claimed that her motives were purely patriotic, and she avoided a wiretap charge by agreeing to hand over the tapes.

She later claimed that her firing from the Pentagon at the end of the Clinton administration was vindictive, but the administration called it standard procedure for a political appointee.

From 2002, Tripp and her husband, Dieter Rausch, owned and ran a year-round holiday store, The Christmas Sleigh, in Middleburg, Virginia.

Early life and career
Tripp was born Linda Rose Carotenuto in Jersey City, New Jersey. She was the daughter of Albert Carotenuto, an Italian-American high school math and science teacher, and his wife, Inge, a German woman whom he had met while he was an American soldier stationed in Germany. They divorced in 1968, after he had an affair with a fellow teacher and Linda severed all ties to him afterwards. Raised in the Whippany section of Hanover Township, she graduated from Hanover Park High School in East Hanover, New Jersey in 1968. She later worked as a secretary in Army Intelligence at Fort Meade, Maryland. In 1971, she married Bruce Tripp, a military officer with whom she had a son and a daughter. They divorced amicably in 1990.

A White House employee in the George H. W. Bush administration, she kept her job when Bill Clinton became president in 1993. Later, she was moved to a position in the White House Counsel's office under Bernard Nussbaum and his deputy Vince Foster During the summer of 1994, senior White House aides wanted Tripp removed from the White House and transferred her to the public affairs office in the Pentagon, which raised her salary by $20,000.

Involvement in Clinton impeachment scandal
Tripp became a close confidante of Monica Lewinsky, another former White House employee, while both were working in the Pentagon's public affairs office. According to Tripp, who was about 24 years older than Lewinsky, they had known each other for a year and a half before the scandal began to reach its critical stage. After Lewinsky revealed to Tripp that she had been in a physical relationship with Clinton, Tripp, acting on the advice of the literary agent Lucianne Goldberg, began secretly recording phone conversations with Lewinsky and encouraging Lewinsky to document details of her relationship with the president.

Michael Isikoff from Newsweek reported that, in August 1997, Tripp said that she had encountered Kathleen Willey coming out of the Oval Office "disheveled" and that "her face red and her lipstick was off." Willey alleged that Clinton groped her. Clinton's lawyer Robert S. Bennett said in the Newsweek article, "Linda Tripp is not to be believed."

In January 1998, Tripp gave the tapes to Independent Counsel Kenneth Starr in exchange for immunity from prosecution. Tripp disclosed to Starr that she was aware of the relationship between Lewinsky and Clinton, that Lewinsky had submitted a false affidavit denying the relationship to the federal court in Arkansas in the Clinton v. Jones lawsuit, and that Lewinsky had attempted to suborn Tripp's perjury in that suit to conceal what she knew of the Clinton–Lewinsky relationship and of Kathleen Willey from the federal court. As Tripp explained, she was being solicited to commit a crime to conceal evidence in the Jones civil rights case. Jones' lawsuit, initially filed in April 1994 through her attorneys Joseph Cammarata and Gilbert K. Davis, eventually resulted in the landmark US Supreme Court decision in Clinton v. Jones that held that sitting US presidents do not have immunity against civil lawsuits for acts done before they take office that are unrelated to the office.

Tripp also informed Starr of the existence of a navy blue dress that Lewinsky owned that was soiled with Clinton's semen. During their friendship, Lewinsky had shown the dress to Tripp and said she intended to have it dry-cleaned. Tripp convinced her not to have it cleaned.

Based on Tripp's tapes, Starr obtained approval from Attorney General Janet Reno and the special court overseeing the independent counsel to expand Starr's investigation into the Clinton–Lewinsky relationship, look for potential incidents of perjury, and investigate Lewinsky for perjury and suborning perjury as a witness in the lawsuit that Paula Jones had brought against Clinton.

Eventually, both Clinton and Lewinsky had to appear before a grand jury to answer questions, but Clinton appeared via closed circuit television. At the conclusion of Lewinsky's interrogation, the jurors offered Lewinsky the chance to offer any last words. She said, "I hate Linda Tripp."

Indictment by Maryland
Tripp was a resident of Hickory Ridge, Columbia, Maryland, while she made her surreptitious recordings of the conversations with Lewinsky, and 49 Democrats in the Maryland Legislature signed a letter to the state prosecutor to demand for Tripp to be prosecuted under Maryland's wiretap law. Before the trial, the state court ruled that because of the immunity agreements that the independent counsel's office had entered with Tripp, Lewinsky, and others, a substantial amount of the evidence that the prosecution had intended to use was inadmissible.

At a pre-trial hearing, the prosecution called Lewinsky as a witness to try to establish if her testimony against Tripp was untainted by the independent counsel's investigation. However, the Maryland state court ruled that Lewinsky, who "admitted that she lied under oath in a federal proceeding and has stated that lying has been a part of her life," was not credible and that Lewinsky's proposed testimony against Tripp was "bathed in impermissible taint." As a result, all charges against Tripp were dismissed on May 26, 2000, when the prosecution decided not to proceed with the trial of the case.

Arrest record controversy
Tripp had been arrested in 1969 when she was 19 years old in Greenwood Lake, New York, on charges of stealing $263 in cash as well as a wristwatch worth about $600. The charges were dismissed before they could come to trial. Years later, Tripp answered "no" to the question "Have you ever been either charged or arrested for a crime?" on her form for a US Department of Defense security clearance. In March 1998, shortly before Tripp was scheduled to appear before the grand jury in the Lewinsky investigation, Assistant Secretary of Defense for Public Affairs Kenneth Bacon and his deputy, Clifford Bernath, leaked how Tripp had answered that question to Jane Mayer of The New Yorker. The Department of Defense then leaked other confidential information from Tripp's personnel and security files to the news media. The Department of Defense inspector general investigated the leaks and found that Bacon and Bernath had violated the Privacy Act of 1974. The US Department of Defense inspector general concluded that both Bacon and Bernath should have known that the release of information from Tripp's security file was improper.

Termination from government employment
On January 19, 2001, the last full day of the Clinton administration, Tripp was fired from her job in the Pentagon. She claimed that the firing was vindictive, but the Clinton administration said that all political appointees such as Tripp are normally asked to submit their resignation when a new administration takes over. Those who refuse to do so may be fired.

Lawsuit and settlement
Tripp sued the US Department of Defense and the US Department of Justice for releasing information from her security file and employment file to the news media in violation of the Privacy Act of 1974. On November 3, 2003, Tripp reached a settlement with the federal government. The settlement included a one-time payment of more than $595,000; a retroactive promotion; and retroactive pay at the highest salary for 1998, 1999, and 2000. She also received a pension and was cleared to work for the federal government again. Her rights to remain part of a class action against the government were preserved.

Later years
Tripp married the German architect Dieter Rausch in 2004. The couple lived in Middleburg, Virginia, where they owned and operated a German winter-themed holiday store, called the Christmas Sleigh.

In an appearance with Larry King on Larry King Live on December 1, 2003, Tripp talked about living with breast cancer. On the subject of her successful invasion of privacy lawsuit against the federal government, Tripp said she actually came out behind financially because of attorneys' fees and the derailment of her government career. She also said her violations of Lewinsky's privacy and the Clinton administration's violations of her privacy were not equivalent, as the Clinton administration's leaking of her employment history was illegal. She noted that although her wiretapping was also illegal, she was able to avoid prosecution for such by accepting immunity in exchange for her testimony.

In 2018, Tripp said that "she was the victim of 'a real high-tech lynching'" (referencing a statement by Clarence Thomas made in 1991).

Tripp died after a brief battle with pancreatic cancer at the age of 70 on April 8, 2020.

Portrayals
Tripp was portrayed by John Goodman in recurring Saturday Night Live sketches. Tripp had mixed feelings about the impression, saying she was amused by most of the sketches, but mentioning that at least one had hurt her feelings.

Tripp was portrayed by Sarah Paulson in the television series Impeachment: American Crime Story, which premiered on September 7, 2021, on FX.

References

Further reading

External links
 (Podcast based on a 2018 interview with Tripp)

1949 births
2020 deaths
21st-century American businesswomen
21st-century American businesspeople
American people of German descent
American women civil servants
Businesspeople from Virginia
Clinton–Lewinsky scandal
Deaths from pancreatic cancer
Hanover Park High School alumni
People from Hanover Township, New Jersey
People from Jersey City, New Jersey
People from Middleburg, Virginia
Place of death missing

Linda Tripp


The Boeing T-43 is a modified Boeing 737-200 that was used by the United States Air Force for training navigators, now known as USAF combat systems officers, from 1973 to 2010. Informally referred to as the Gator (an abbreviation of "navigator") and "Flying Classroom", nineteen of these aircraft were delivered to the Air Training Command (ATC) at Mather Air Force Base, California during 1973 and 1974.  Two additional aircraft were delivered to the Colorado Air National Guard at Buckley Air National Guard Base (later Buckley Space Force Base) and Peterson Air Force Base, Colorado, in direct support of cadet air navigation training at the nearby U.S. Air Force Academy.  Two T-43s were later converted to CT-43As in the early 1990s and transferred to Air Mobility Command (AMC) and United States Air Forces in Europe (USAFE), respectively, as executive transports. A third aircraft was also transferred to Air Force Materiel Command (AFMC) for use as the "Rat 55" radar test bed aircraft and was redesignated as an NT-43A. The T-43A was retired by the Air Education and Training Command (AETC) in 2010 after 37 years of service.

Design and development
On 27 May 1971, the United States Air Force (USAF) placed an order for 19 T-43s, modified versions of the Boeing 737-200 as a replacement for the USAF's aging fleet of Convair T-29 navigation trainers, as part of the Undergraduate Navigator Training System.  The Boeing aircraft was selected in preference to a trainer based on the Douglas DC-9.

From its entry into service in 1974 until the mid-1990s, the T-43As were used for all USAF Undergraduate Navigator Training.   Starting in the mid-1990s, the T-43As were used for USAF Undergraduate Navigator/Combat Systems Officer training with the exception of those USAF navigators/CSOs slated for the F-15E and B-1B.

In 1976, with the U.S. Navy's retirement of its T-29 aircraft and deactivation of its associated Training Squadron Twenty-Nine (VT-29) at NAS Corpus Christi, Texas, those student naval flight officers destined for land-based naval aircraft such as the P-3 Orion, including its EP-3 variant, and various versions of the C-130 in U.S. naval service, began training in USAF T-43s at Mather AFB under a program known by USAF as "Interservice Undergraduate Navigator Training" (IUNT) and by the U.S. Navy as the NAV pipeline for training student naval flight officers slated for eventual assignments to land-based naval aircraft.

Externally, the T-43A differs from the civilian Boeing 737-200 aircraft by having more antennas and fewer windows.

The T-43A has stations on board for twelve navigator students, six navigator instructors, as well as a pilot and co-pilot. The student training compartment was equipped with avionics gear as used in contemporary operational aircraft from the mid-1970s to the early 2000s. This included search and weather radar; VHF omnidirectional range (VOR) and tactical air navigation system (TACAN) avionics systems; a long range navigation system (LORAN-C); an inertial navigation system (INS); radar altimeter; and all required VHF, UHF and HF communications equipment. Five periscopic sextant stations spaced along the length of the training compartment were used for celestial navigation training. However, with the advent of the Global Positioning System (GPS), student navigators were no longer taught celestial navigation or LORAN.

The T-43A aircraft had considerably more training capability than the aircraft it replaced, the reciprocating-engine, propeller-driven T-29 Flying Classroom that was based on the Convair C-131 Samaritan.  VT-29 had been training student naval flight officers for various land-based naval aircraft such as the P-3 Orion, EP-3 Aries, and variants of the Lockheed C-130 Hercules while the 323 FTW and its predecessor organizations at Mather AFB, the former Ellington AFB (now Ellington Field Joint Reserve Base, the former James Connally Air Force Base, and the former Harlingen Air Force Base had been training undergraduate navigators for all USAF aircraft with a navigator, weapon systems officer, and/or electronic warfare officer, ranging from bomber, cargo and air refueling aircraft such as the B-52 Stratofortress, C-130 Hercules and KC-135 Stratotanker, to fighter and reconnaissance aircraft that included the F-4C, F-4D, F-4E and RF-4C Phantom II, the F-111, and the RC-135 RIVET JOINT aircraft, as well as those recruited with previous experience in other aircraft to the SR-71.

Inside each T-43A training compartment were two minimum proficiency, two maximum proficiency and 12 student navigator stations. Two stations form a console, and instructors could move their seats to the consoles and sit beside students for individual instruction. The large cabin allows easy access to seating and storage, and reduced the distance between student stations and instructor positions.

The aircraft were initially assigned to the 323rd Flying Training Wing (323 FTW) of the Air Training Command (ATC) at Mather AFB, California, plus two additional aircraft assigned to the 140th Wing (140 WG) of the Colorado Air National Guard at Peterson AFB, Colorado, to support introductory air navigation training for cadets at the United States Air Force Academy. When the 323 FTW was inactivated and Mather AFB closed by Base Realignment and Closure (BRAC) action in 1993, most of the T-43s were transferred to the 12th Flying Training Wing (12 FTW) of the Air Education and Training Command (AETC) at Randolph AFB, Texas, with the 12 FTW assuming the specialized undergraduate navigator training (SUNT) role while the U.S. Navy's Training Air Wing SIX (TRAWING SIX), a Naval Air Training Command organization at NAS Pensacola, Florida, assumed a role for training those USAF student navigators slated for eventual assignment to the F-111, EF-111, F-15E Strike Eagle and B-1B Lancer.

Operational history

The T-43 was last based at Randolph Air Force Base, Texas and operated originally by the 558th Flying Training Squadron (558 FTS) and from 1996 to 2010 by the 562d Flying Training Squadron and by the 563d Flying Training Squadron from 1999 to 2010. The two additional aircraft used for introductory air navigation training of USAF Academy cadets were operated by the 200th Airlift Squadron (200 AS), 140th Wing (140 WG), Colorado Air National Guard at then-Buckley Air Force Base and then-Peterson Air Force Base, Colorado until 1997.  The 200 AS was inactivated in 2018.

In addition, as navigator training requirements were reduced when several USAF mission design series aircraft eliminated the navigator position, several T-43A aircraft had their navigator training systems removed and were modified to a transport aircraft configuration designated as CT-43A, such as one previously operated by the then-6th Air Mobility Wing (6 AMW) at MacDill AFB, Florida, in support of United States Southern Command (USSOUTHCOM) for transport of the USSOUTHCOM commander in Central and South America. The 6 AMW's CT-43A aircraft was replaced by a Gulfstream C-37A aircraft in early 2001.

Throughout its service in the ATC and the successor AETC, no T-43 was ever lost in a mishap. Among the T-43s removed from navigator training and converted to CT-43A executive transports, one aircraft assigned to the 86th Airlift Wing (86 AW) at Ramstein Air Base, Germany, to support United States European Command (USEUCOM) crashed in Croatia in 1996 while carrying U.S. Secretary of Commerce, Ron Brown, and 34 other passengers. There were no survivors and subsequent investigation determined that this was a controlled flight into terrain (CFIT) mishap as a result of pilot error.

On 17 September 2010, the last T-43A navigational training flight was flown at Randolph Air Force Base, and the aircraft was subsequently retired from the active Air Force service after 37 years of service.  With the redesignation of USAF navigators as combat systems officers, the 12 FTW discontinued SUNT at Randolph AFB, the training of F-15E and B-1B navigators by the U.S. Navy at TRAWING SIX at NAS Pensacola was terminated, and a new Undergraduate Combat Systems Officer Training (UCSOT) flight training program was established with the 479th Flying Training Group (479 FTG), a geographically separated unit (GSU) of the 12 FTW based at NAS Pensacola, utilizing a combination of USAF T-6 Texan II and T-1 Jayhawk aircraft.

As of 2022, a single heavily modified NT-43A remains flying as a testbed aircraft in the Air Force Materiel Command (AFMC).

Variants
T-43A
Model 737-253 powered by two JT8D-9 engines and provision for 3 instructors and 16 student navigators, 19 built.
CT-43A
T-43As converted as staff or command transports. Six T-43A were converted.
NT-43A
One T-43A, AF Ser. No. 73-1155, converted as a radar test bed aircraft. Used to test the radar-absorbing qualities of stealth aircraft.

Operators

United States Air Force

Aircraft on display
 73-1150 – T-43A preserved at George Bush Intercontinental Airport in Houston, Texas, for tactical and anti-terror training purposes.
 73-1153 City of San Antonio – T-43A on static display at Randolph Air Force Base in Universal City, Texas.

Specifications (T-43A)

See also
 USAF CT-43 crash during an NDB approach that killed U.S. Secretary of Commerce Ron Brown

References
Notes

Bibliography

External links

http://www.militaryaircraft.de/pictures/military/aircraft/T-43/T-43A_Gator.html
https://web.archive.org/web/20090127042205/http://gruntsmilitary.com/t43a.shtml
http://www.globalsecurity.org/military/agency/usaf/12ftw.htm
https://www.youtube.com/watch?v=TGU5wluWWms YouTube video of the closing ceremony

Boeing T-43
T-43
Twinjets
Low-wing aircraft
Aircraft first flown in 1973

Boeing T-43


Silvia-Monica Dinică (n. , București, România) este un senator român, ales în 2016. Este absolventă a Universității București- Facultatea de matematică și informatică.  A obținut o bursă de studii în SUA  la Colorado State University petru studii de master/doctorat în perioada 2002-2004, apoi un master în Managementul riscului la Academia de Studii Economice din București (2008-2010).

În cadrul Senatului este Secretar al Biroului Permanent (februarie 2019- prezent) și Secretar al Comisiei economice, industrii și servicii.

În legislatura 2016-2020  Silvia Dinică este membru în grupurile parlamentare de prietenie cu Armenia, Irak, Costa Rica, Republica Coreea, Lituania, Irlanda, Letonia precum și în grupul Pro-America din Parlamentul României.

Carieră politică

Silvia Dinică s-a implicat din decembrie 2015 în Uniunea Salvați Bucureștiul, în cadrul Filialei sector 6. Până la acel moment ea nu a mai fost niciodată implicată în politică. În septembrie 2019 a fost aleasă la Congresul USR de la Timișoara membru al Biroului Național al Uniunii Salvați România. Din decembrie 2019 este Vicepreședinte al filialei USR București.

Activitate parlamentară

La alegerile parlamentare din 11 decembrie 2016, Silvia Dinică a fost aleasă senator în circumscripția București, pe listele USR. Se află la primul mandat de parlamentar în Parlamentul României.

În legislatura 2016 - prezent - Silvia Dinică a activat în următoarele comisii parlamentare:

 Comisia economică, industrii și servicii (decembrie 2016 - 2020)

 Comisia pentru comunicații și tehnologia informației (septembrie 2018- 2020)

 Comisia specială pentru revizuirea și modificarea legislației privind comercializarea produselor alimentare (decembrie 2016 - prezent)

 Comisia pentru transporturi și energie (decembrie 2016-septembrie 2018)

Ariile principale în care își desfășoară activitatea în cadrul Senatului sunt cele privind dezvoltarea antreprenoriatului, a economiei circulare, guvernanței corporative, reformei energetice și educației pentru angajare. Silvia Dinică a făcut demersuri pentru eliminarea violenței împotriva femeilor, a luat atitudine față de numirile politice din cadrul companiilor de stat, față de modificările aduse Legii guvernanței corporative, a susținut promovarea dezvoltării învățământului profesional și tehnic, ca factor de creștere a nivelului de calificare pe piața muncii.

În actuala legislatură, Silvia Dinică a inițiat proiecte de legi pentru racordarea la rețeaua de energie electrică a familiilor din România care nu au fost niciodată racordate și care nu-și pot acoperi costurile de conectare, identificarea instituțiilor care să elaboreze un plan de acțiune pentru combaterea sărăciei energetice, încurajarea exporturilor pentru firmele românești mici și medii prin oferirea unui stimulent fiscal care să le permită să pătrundă pe noi piețe, darea în folosință gratuită a clădirilor școlilor în care nu mai sunt elevi pentru organizarea de acțiuni cultural-educative. Senatoarea a inițiat la începutul mandatului și un pachet de proiecte legislative care viza interzicerea accesului societăților care permiteau acțiuni la purtător la contractele publice, interzicerea participării la licitații a societăților care aveau la acel moment acționariat secret neverificabil precum și interzicerea societăților care erau controlate în orice mod de stat de a contracta firme cu acțiuni la purtător.

Ca membru al comisiei pentru comunicații și tehnologia informației a solicitat Guvernului României, Ministerului Culturii și Identității Naționale, Oficiului Român pentru Drepturile de autor și Reprezentanței Comisiei Europene în România retragerea susținerii proiectului de directivă pentru modificarea drepturilor de autor (directiva copyright).

În calitate de senator cu inițiative în domeniul educației a propus ministrului educației, Ecaterina Andronescu, printr-o scrisoare deschisă o soluție pentru îmbunătățirea sistemului de învățământ: construirea unor Centre Pilot în cadrul cărora să fie testate - curricula bazată pe aplicabilitate, pe experiment și pe tehnologie. A coordonat atelierele pentru reducerea abandonului școlar și a elaborat un policy brief cu soluții pentru remedierea situației. A organizat dezbateri cu studenți, masteranzi, doctoranzi și experți pentru a găsi soluții pentru combaterea fenomenului știrilor false și dezinformării digitale.

Legislatura 2020-2024

Președinte, Comisia economică, industrii și servicii (decembrie 2020 - prezent)

Membru, Comisia pentru învățământ, știință, tineret și sport (decembrie 2020 - prezent)

Activitate parlamentară internațională:

Silvia Dinică a participat în calitate de reprezentant al Parlamentului României la Adunările Uniunii Interparlamentare (UIP). Este reprezentant al Grupului geopolitic 12+ în Biroul Comisiei pentru dezvoltare durabilă, finanțe și comerț (2017-prezent). În cadrul Comisiei pentru dezvoltare durabilă, finanțe și comerț senatoare a avut numeroase intervenții, a avut amendamente admise la rezoluțiile Uniunii Interparlamentare, a coordonat o dată lucrările comisiei și a fost desemnată coraportor, în cadrul comisiei pentru o rezoluția intitulată "Promovarea digitalizării și economiei circulare pentru realizarea obiectivelor de dezvoltare durabilă (ODD), în special a consumului și producției responsabile" elaborată în cadrul comisiei. Silvia Dinică a devenit, astfel, primul parlamentar român raportor pe o rezoluție a Uniunii Interparlamentare.

Legături externe:

 Activitate parlamentară: https://www.senat.ro/FisaSenator.aspx?ParlamentarID=0DE3188E-D7FA-4A44-B47B-4A2FC992A307
 Site personal - http://www.silviadinica.ro/

Vezi și
 Legislatura 2016-2020 (Senat)
 Parlamentul României

Legături externe
 Activitatea parlamentară

Politicieni români în viață
Senatori români 2016-2020
Membri ai Uniunii Salvați România
Matematicieni români din secolul al XXI-lea
Senatori români 2020-2024
Bucureșteni

Silvia-Monica Dinică


es un templo budista Shingon de Fushimi-ku, Kioto, Japón. Su objeto de devoción principal (gohonzon) es Bhaisajyaguru, el Buda de la Medicina. Daigo, literalmente "ghi", se usa de manera figurativa como metáfora de los pensamientos más profundos de la religión budista y significa "lo mejor de lo mejor".

Historia
Daigo-ji fue fundado en el año 874, a principios del período Heian, por Rigen-daishi (Shōbō).

Después de haber caído enfermo y abdicado en el año 930, el emperador Daigo entró al templo como monje budista, para lo cual se cambió el nombre a Hō-kongō; falleció poco después, a los cuarenta y seis años de edad. El nombre del templo fue cambiado a Daigo y el antiguo emperador fue sepultado en el lugar.

Tesoros nacionales
Varias estructuras, incluyendo el kondō y la pagoda de cinco niveles, son Tesoros nacionales de Japón. El templo posee dieciocho tesoros nacionales diseñados de manera específica, incluyendo los edificios y otros lugares, y alberga varias docenas de bienes culturales importantes. Las pinturas sobre las paredes han sido estudiadas por académicos y en 1960 obtuvieron el Premio Imperial de la Academia Japonesa, uno de los honores más prestigiosos de la nación.

Como parte de los "Monumentos históricos de la antigua Kioto", es considerado un Patrimonio de la Humanidad.

La pagoda de cinco niveles del templo se construyó en 951 y es el edificio más antiguo de Kioto. Es una de las pocas estructuras que sobrevivió a la Guerra de Ōnin en el siglo XV.

Jardín
Más de siete siglos después de su fundación, Toyotomi Hideyoshi celebró un famoso evento de observación de cerezos en 1598 en el subtemplo Sambō-in.

Los colores brillabtes de las hojas de los árboles atraen a turistas y locales en la temporada de otoño. El mausoleo del Emperador Suzaku, conocido como Daigo no misasagi, se encuentra en las cercanías de Daigo-ji.

Referencias

Bibliografía
 Brown, Delmer and Ichiro Ishida, eds. (1979). Jien, 1221, Gukanshō; "The Future and the Past: a translation and study of the 'Gukanshō,' an interpretive history of Japan written in 1219" translated from the Japanese and edited by Delmer M. Brown & Ichirō Ishida. Berkeley: University of California Press.  ISBN 0-520-03460-0
 Ponsonby-Fane, Richard Arthur Brabazon. (1956). Kyoto: The Old Capital of Japan, 794-1869. Kyoto: The Ponsonby Memorial Society.
 Titsingh, Isaac. (1834). Siyun-sai Rin-siyo/Hayashi Gahō, 1652. Nipon o daï itsi ran; ou, [http://books.google.com/books?id=18oNAAAAIAAJ&dq=nipon+o+dai+itsi+ran  Annales des empereurs du Japon.]  París: Royal Asiatic Society|Oriental Translation Society of Great Britain and Ireland.
 Varley, H. Paul , ed. (1980). Kitabatake Chikafusa, 1359, Jinnō Shōtōki ("A Chronicle of Gods and Sovereigns: Jinnō Shōtōki of Kitabatake Chikafusa" traducido por H. Paul Varley). Nueva York: Columbia University Press.  ISBN 0-231-04940-4

Enlaces externos

Sitio web sobre Daigo-ji

Bienes individuales inscritos Patrimonio de la Humanidad en Japón (Monumentos históricos de la antigua Kioto)
Tesoro Nacional de Japón
Propiedades Culturales Importantes de Japón
Templos budistas de Japón
Arquitectura de Japón del siglo IX

Daigo-ji


Die Honda de México S.A de C.V. ist eine im September 1985 gegründete Tochtergesellschaft des japanischen Honda-Konzerns mit Unternehmenssitz in El Salto, Jalisco, Mexiko. Neben dem Vertrieb der Honda-Produkte wird eine eigenständige Produktion betrieben.

Unternehmensgeschichte

Das Hauptwerk in El Salto
Das Hauptwerk in El Salto umfasst eine Fläche von 2,7 Millionen Quadratmeter. Rund 260 Millionen US-Dollar wurden ab 1986 für die Errichtung des Werkes aufgebracht. Die Produktion lief 1988 an. Als erste Produkte des Unternehmens rollten der CBR100 vom Band. In etwa 1.000 Arbeitnehmer wurden zu jener Zeit beschäftigt. Die maximale Produktionskapazität lag bei 50.000 Einheiten pro Jahr. Parallel dazu wurden Metallteile des Civic für die Automobilproduktion der Honda of America Mfg. und der Honda of Canada Manufacturing hergestellt.

1984 begannen die Bauarbeiten für eine Werkserweiterung. In der neuen Abteilung wurde ab 1995 der Accord 5. Generation gebaut. Die Jahreskapazität erhöhte sich dadurch auf 200.000 Einheiten. Die Anzahl der Beschäftigten erhöhte sich überdies auf rund 2.800 Arbeitnehmer. Die Produktion des 6. Generation lief bereits zwei Jahre später im Jahre 1997 an. Im Sommer 1999 nahm das Unternehmen den Export seiner Produkte auf. Im Juni 2002 nahm das Werk die Produktion des C 100 Biz auf. Im selben Jahr kam die siebte Generation des Accords auf den Markt, dessen Montage in Mexiko jedoch erst 2004 anlief.

Anlässlich der im Februar 2004 aufgenommenen Produktion des neuen BEAT100, wurde der Export des Accord nach Argentinien aufgenommen. Seit dem Dezember werden darüber hinaus noch Fahrzeugkomponenten und Ersatzteile für den Acura RL hergestellt.

Als die Produktion des Accord im Jahre 2007 endete, löste ihn schließlich der CR-V 3. Generation ab. Die 4. Generation des CR-V wird seit Januar 2012 in El Salto hergestellt.

Das Motorradwerk in Guadalajara
In Guadalajara eröffnete das Unternehmen parallel zum Hauptwerk ein zweites Werk. Auch hier begann die Produktion im Laufe des Jahres 1988. Im Zweitwerk wurde der CH80 gebaut, welcher im April 2004 durch den ACTIVA ersetzt worden ist. Ab Juli 2005 wurde auch der C90 hergestellt. Wegen zu geringer Nachfrage entschloss sich Honda das Werk 2009 zu schließen.

Das Autowerk in Celaya
Ein weiteres Werk des Herstellers befindet sich seit dem Herbst 2011 in der Bauphase. Am Standort Celaya im Bundesstaat Guanajuato, soll nach bisherigen Angaben die Produktion des Fit anlaufen. Für die Errichtung des Werkes ist eine Investition in der Höhe von 800 Millionen US-Dollar vorgesehen. Auf dem 5,66 Millionen Quadratmeter umfassenden Gelände sollen bis zu 3.200 Arbeitnehmer beschäftigt werden. Die maximale Jahreskapazität des Werkes wird sich auf 200.000 Einheiten belaufen.

Modellübersicht

In der Fahrzeug-Identifikationsnummer nutzt das Unternehmen die Welt-Herstellercodes 3CZ für Motorräder und Sport Utility Vehicles, 3H1 für Motorroller und 3HG für Personenkraftwagen. Als Werkscode wird der Buchstabe G für El Salto verwendet. Für Guadalajara ist der Buchstabe D in Verwendung.

Weblinks
 Offizielle Webseite der Honda de México S.A de C.V.

Pkw-Hersteller (Mexiko)
Motorradhersteller
Motorrollerhersteller
Automobilzulieferer
Honda

Honda de México


Olaylar

Doğumlar
 7 Mart - Lucilla, Roma imparatoru Marcus Aurelius'un kızı (ö. 181 / 182)

Ölümler

148


Usellus (sardisk: Usèddus) er en by og en kommune (comune) i provinsen Oristano i regionen Sardinien i Italien. Byen ligger i 289 meters højde og har 773 indbyggere (2016). Kommunen har et areal på 35,07 km² og grænser til kommunerne Albagiara, Ales, Gonnosnò, Mogorella, Villa Verde og Villaurbana.

Referencer

Henvisninger

Kommuner i provinsen Oristano

Usellus


Royal Air Force Leeming or more simply RAF Leeming is a Royal Air Force station located near Leeming, North Yorkshire, England. It was opened in 1940 and was jointly used by the RAF and the Royal Canadian Air Force (RCAF). Between 1950 and 1991, it operated mostly as a training base with Quick Reaction Force (QRF) Panavia Tornado F3 fighters based there in the latter stages of the Cold War and into the early 21st century. Since 2006, it has become the home of the deployable RAF communications cadre (No. 90 Signals Unit RAF) and the home of No. 135 Expeditionary Air Wing.

History
The area at the extreme western edge of the base was used in the 1930s by local flying enthusiasts. It took the name of Londonderry Aerodrome as it was closest to the hamlet of Londonderry in North Yorkshire. In the late 1930s, the Royal Air Force bought up the aerodrome and most of the surrounding land to convert it into an RAF airfield, which became known as Royal Air Force Leeming. Part of the buildup of the base included building a decoy airfield at Burneston, some  to the south.

1940s

The station opened in June 1940 as a bomber station during the Second World War. In 1943 the station was assigned to No. 6 Group Royal Canadian Air Force (RCAF) with a sub-station at RAF Skipton-on-Swale. The main aircraft operated were Handley Page Halifax bombers.

A detachment of No. 219 Squadron RAF used the airfield between 4 October 1939 and 12 October 1940 when the main section of the squadron was at RAF Catterick flying the Bristol Blenheim IF.
No. 10 Squadron RAF between 8 July 1940 and 5 July 1942 flying the Handley Page Halifax Mks I & II.
No. 7 Squadron RAF reformed at the airfield on 1 August 1940 with the Short Stirling I before moving to RAF Oakington on 29 October 1940.
No. 102 Squadron RAF between 25 August 1940 and 1 September 1940 flying the Armstrong Whitworth Whitley V before moving to RAF Prestwick.
No. 35 Squadron RAF between 20 November 1940 and 5 December 1940 using the Halifax I before moving to RAF Linton-on-Ouse.
No. 77 Squadron RAF between 5 September 1941 and 6 May 1942 flying the Whitley V before moving to RAF Chivenor.
No. 408 Squadron RCAF between 14 September 1942 and 27 August 1943 with the Halifax V and I before moving to RAF Linton-on-Ouse.
1659 HCU RAF 1941–1942
No. 424 Squadron RCAF between 8 April 1943 and 3 May 1943 using the Vickers Wellington X before moving to RAF Dalton.
No. 427 Squadron RCAF between 5 May 1943 and 31 May 1946 when the squadron disbanded. The squadron initially used the Halifax V and III before switching to the Avro Lancaster Mk.I and III in March 1945.
No. 429 Squadron RCAF between 13 August 1943 and 31 May 1946 when the squadron disbanded. The squadron initially used the Halifax V and III before switching to the Lancaster Mk.I and III in March 1945.

1950–1990

Following the war, the station became a night-fighter base, equipped initially with de Havilland Mosquito and then Gloster Meteor and Gloster Javelin aircraft before becoming a Flying Training Command airfield in 1961. The station was then home to No. 3 Flying Training School, equipped with the BAC Jet Provost aircraft.

There were also several other units using the airfield during the same period, these were:
228 Operational Conversion Unit RAF 1948–1961
No. 3 Flying Training School RAF 1961–1984
Northumbrian Universities Air Squadron 1974–Present
No. 11 Air Experience Flight 1980–Present

In January 1987, the airfield closed for one year to allow installation of Hardened Aircraft Shelters (HAS). RAF Leeming became the home base for three Tornado squadrons over the next twenty years.

1990–present

Leeming functioned as a training base until 1988 when it became a front line base in the air defence role equipped with Panavia Tornado F.3s. Its new runway was opened by Station Commander Wing Commander Kit Smith on 11 January 1988. Initially it hosted Nos 11(F), 23, and 25(F) Squadrons, all flying the F3. 23 Squadron was disbanded on 1 March 1994 and its air and ground crews dispersed across the station's remaining two squadrons. This left two Tornado squadrons, which were half of the air defence fighter squadrons of the RAF. 11 Squadron was disbanded in October 2005. The last Tornado squadron at Leeming, No 25(F) Squadron, disbanded on 4 April 2008. No. 100 Squadron RAF with Hawk T.1As arrived on 21 September 1995 from RAF Finnigley.

No. 135 Expeditionary Air Wing was formed at Leeming on 1 April 2006 to create a deployable air force structure. Since that time it has deployed several times for Baltic Air Policing.

The station's air traffic control unit was named the best in the Royal Air Force in February 2012, winning the Raytheon Falconer Trophy.

RAF Leeming had been host to a BAE Systems reverse assembly line process (Reduce to Produce (RTP)) programme in which redundant Tornado aircraft were brought into one of the hangars at RAF Leeming and stripped of all usable components. The process started with the F3 variant of the aircraft as it was the first to be withdrawn completely from service, and moved onto the GR4 variant later. In October 2017, it was announced that the full retirement of the Tornado aircraft from RAF service in 2019 meant that this process would end with the loss of 245 British Aerospace jobs between RAF Leeming and RAF Marham.

607 (County of Durham) Squadron reformed at RAF Leeming on 5 January 2015. The Squadron formerly flew fighter aircraft and was disbanded in 1957. The squadron is a General Service Support (GSS) unit with many diverse roles such as chef, driver, intelligence analyst and suppliers.

In March 2019, the Ministry of Defence indicated that RAF Leeming, alongside RAF Waddington and RAF Wittering, was being considered as the future home of the RAF Aerobatic Team the Red Arrows. In May 2020 however it was confirmed that the team would move to Waddington.

On 22 April 2020, the government announced that alpha testing of a prototype of the government's COVID-19 app was in progress at RAF Leeming.

On 1 December 2020, it was announced that the Yorkshire Universities Air Squadron had relocated to RAF Leeming from RAF Linton-on-Ouse as part of the latter's closure by the end of 2021.

The first of nine Hawk 167 aircraft to be operated by a newly established Joint Qatar Emiri Air Force-RAF Hawk Training Squadron arrived at Leeming in early September 2021. The squadron will train pilots from both air forces and be home to the Qatar Emiri Air Force's entire fleet of Hawks. The RAF's No. 100 Squadron, operating the Hawk T1 in the aggressor role disbanded on 31 March 2022.

Role and operations
The deployable elements of the station structure form the core of an Expeditionary Air Wing, No. 135 Expeditionary Air Wing. For Exercise 'Griffin Strike 2016' in April 2016, No. 135 EAW became the combined French-British No. 135 Combined Expeditionary Air Wing.

Based units
Flying and notable non-flying units based at RAF Leeming.

Royal Air Force
No. 1 Group (Air Combat) RAF
No. 607 (County of Durham) Squadron (Royal Auxiliary Air Force)
Joint Forward Air Control Training and Standardisation Unit (JFACTSU)

No. 2 Group (Air Combat Support) RAF
Combat and Readiness Force
 No. 2 Force Protection Wing
 Headquarters No. 2 Force Protection Wing
No. 34 Squadron RAF Regiment
No. 609 (West Riding) Squadron (Royal Auxiliary Air Force) Regiment
Support Force
No. 85 Expeditionary Logistics Wing
RAF Leeming Mountain Rescue Team
No. 90 Signals Unit
Headquarters Squadron
 Operational Information Services Wing
 No. 4 (Capability and Innovation) Squadron
 No. 5 (Information Services) Squadron
 Tactical Communications Wing
No. 1 (Engineering Support) Squadron
No. 2 Field Communications Squadron
No. 3 Field Communications Squadron

No. 22 Group (Training) RAF
 No. 2 Flying Training School
 No. 9 Air Experience Flight – Tutor T1
 No. 11 Air Experience Flight – Tutor T1
 Northumbrian Universities Air Squadron – Tutor T1
 Yorkshire Universities Air Squadron – Tutor T1
Operational Training Centre
Air Training Corps
North Region Headquarters

Qatar Emiri Air Force
 11 Squadron – Hawk Mk.167

Civilian
 Hawker Hunter Aviation – Hawker Hunter Mk 58 and T7/8, Blackburn Buccaneer S.2B and Sukhoi Su22 M-4

Accidents and incidents

 21 February 1944 – a RCAF Halifax, LV836, of No. 427 Sqn crashed into farmland at Romanby, creating a fireball and killing all seven crew on impact. The aircraft had left RAF Leeming nine minutes earlier, at 00:15, on a bombing mission to Stuttgart. On 10 March 2010 a memorial to the crew was unveiled at the crash site, which is now part of Romanby Golf & Country Club.
 13 August 1951 – two aircraft from RAF Leeming collided over Hudswell, near to Richmond, North Yorkshire. A cadet in the No. 228 Operational Conversion Unit Wellington aircraft was given the only serviceable parachute by Flight Lieutenant John Quinton, shown how to operate it and ordered to bale out. The other eight crew members of both aircraft died when their aircraft hit the ground.
 22 October 1999 – a 100 Sqn Hawk struck a bridge and crashed into an unoccupied building near the village of Shap, killing the pilot and navigator. The RAF Board of Inquiry suggested that aircrew fatigue may have contributed to the accident. A jury returned a verdict of accidental death.
 28 January 2016 – during a training sortie, the pilot of a 100 Sqn Hawk experienced partial loss of vision.  The base commander considered instructing the pilot to eject over the North Sea, but instead scrambled another Hawk, flown by an instructor. The two aircraft flew in formation to Leeming, and conducted a successful talk down landing.

Heritage

Gate Guardian

Leeming's gate guardian is now a Tornado F3, commemorating its history as an air defence base, and the fact that many Tornados were scrapped/Reduced To Produce here. The previous gate guardian XA634 is the world's only surviving Gloster Javelin FAW4, which spent most of its life as a testbed at the Gloster Aircraft Company and was offered for sale by tender in September 2014 by the Ministry of Defence. In December 2014 it was announced that Gloucestershire Jet Age Museum had won the tender and purchased the aircraft.

See also

 List of Royal Air Force stations

References

Citations

Bibliography

External links

 Friends of Leeming Aviation Group
 RAF Leeming Defence Aerodrome Manual
 UK Military Aeronautical Information Publication – Leeming (EGXE)

Organisations based in North Yorkshire
Royal Air Force stations in Yorkshire
Royal Air Force stations of World War II in the United Kingdom
Military history of North Yorkshire

RAF Leeming


Invisibles es un cortometraje de ficción basado en hechos reales dirigido por Xavier Cruzado, en el año 2010. Finalizada la posproducción en el 2011, está siendo presentada en diversos festivales especializados, entre los que se encuentra Sundance 2012.

Argumento
Ajani es sólo uno más entre los miles de niños huérfanos y olvidados que cada día mueren por culpa de la codicia y la indiferencia de un Primer Mundo que no tiene tiempo de pensar en ellos. En plena crisis de fe, un sacerdote y médico cooperante decide cambiar las cosas y tomar cartas en el asunto. Su primer objetivo, Helena Gabarró, una brillante y ambiciosa abogada con la que forzará un tenso y dramático encuentro cargado de intriga en el que jugará con sus debilidades hasta el límite.

Referencias

Enlaces externos
 Cinecritico.es:
 Lanocheintermitente.com:

Invisibles, el corto


الحوائق قرية سورية تتبع ناحية سلحب في منطقة السقيلبية في محافظة حماة. بلغ عدد سكانها 747 نسمة في عام 2004 حسب إحصاء المكتب المركزي للإحصاء.

غالبية سكانها يعملون بالزراعة وتربية المواشي ويذكر ان قرية الحوائق تطل على نهر العاصي وفيها موقع أثري هو تل شمرا الأثري وفيها مدرسة ابتدائية ومدرسة إعدادية ونقطة طبية نسبة التعليم 66%.

السكان جميعهم مسلمون علويون.

مراجع

وصلات خارجية
 الوحدات الإدارية في محافظة حماة

أماكن مأهولة في منطقة السقيلبية
الحوائق

الحوائق


Rega. Roy Gandy tarafından kurulmuş İngiltere'de yerleşik bir ses sistemleri üreticisidir. 1973 yılında Roy Gandy ve ortağı Tony Relph'nin, soyadlarının baş harfleri kullanılarak firma ismini oluştururlar. 1973 senesinde ilk üretim denemelerini yapmaya başlayan firma, ertesi sene ilk ürünlerini satmaya başlamıştır. İlk ciddi başarılarını 1975 yılında ürettikleri Planar 2 modeli ile kazandılar. 1980'lere kadar ufak atölyelerde çalışan firma 1980 yılında şu an da kullanmaya devam ettikleri üretim tesislerini İngiltere'nin Essex kentinde kurar. İlk dönemlerde özellikle pikap konusunda üretim yapan firma daha sonraları birçok ses cihazının üretimine başlar. Firmanın amacı daha en başta her sistem bileşeninden üretmektir, fakat bu hedeflerine 1990'lı yıllarda ulaşırlar. Firmanın özellikle RB-300 kodu ile ürettiği pikap kolu, dünyanın en çok üretilen ve en çok ödül alan ürünüdür. Neredeyse 20 yılı aşkın bir süredir üretimde olan bu kol, Rega markası haricinde birçok firma tarafından da kullanılmaktadır. Daha sonraları bu kolu baz alan farklı modeller piyasaya sürerek başarılarını devam ettirmişlerdir. Firma şu an üretimine devam etmektedir.

Dış bağlantılar
 Rega resmi web sitesi
 Roy Gandy ile röportaj Home Electronic dergisi

Ses sistemleri üreticileri
Birleşik Krallık merkezli elektronik şirketleri
1973'te kurulan şirketler

Rega


දිනේෂ් මල්ලවාරච්චි WDCSL හි DFI වේ. සමාගමේ මූල්‍ය හා ආයෝජන කටයුතු සඳහා ඔහු වගකිව යුතුය. මල්ලවාරච්චි මහතාට මුල්‍ය සේවා ක්ෂේත්‍රයේ වසර 20කට වැඩි පළපුරුද්දක් ඇති අතර ඔහු ශ්‍රී ලංකාවේ ප්‍රමුඛ පෙළේ සමාගම් රැසක ජ්‍යෙෂ්ඨ තනතුරු හොබවා ඇත.

අධ්‍යාපනය:
කොළඹ විශ්වවිද්‍යාලයෙන් වාණිජවේදී උපාධිය (ගෞරව).

වෘත්තීය අනුබද්ධතා:
වරලත් ගණකාධිකාරී, වරලත් සහතිකලත් ගණකාධිකාරීවරුන්ගේ සංගමය (ACCA)

වෘත්තීය අවස්ථා:
ශ්‍රී ලංකා මහ බැංකුව, ජාතික ඉතිරිකිරීමේ බැංකුව සහ ශ්‍රී ලංකා රක්ෂණ සංස්ථාව ඇතුළු ශ්‍රී ලංකාවේ ප්‍රමුඛ පෙළේ සමාගම් රැසක ජ්‍යෙෂ්ඨ තනතුරු හෙබවීය.

2010 දී WDCSL හා මූල්‍ය අධ්‍යක්ෂ ලෙස සම්බන්ධ විය

2015 දී DFI පත් කරන ලදී

දිනේෂ් මල්ලවාරච්චි


Em matemática, a geometria aritmética é simplificadamente a aplicação de técnicas da geometria algébrica a problemas na teoria dos números. A geometria aritmética é centrada em torno da geometria diofantina, o estudo dos pontos racionais das variedades algébricas.

Em termos mais abstratos, a geometria aritmética pode ser definida como o estudo de esquemas de tipo finito sobre o espectro do anel de inteiros.

Visão geral
Os objetos clássicos de interesse em geometria aritmética são pontos racionais: conjuntos de soluções de um sistema de equações polinomiais sobre campos numéricos, campos finitos, campos p-ádicos ou campos de função, ou seja, campos que não são algebricamente fechados excluindo os números reais. Os pontos racionais podem ser diretamente caracterizados por funções de altura que medem sua complexidade aritmética.

A estrutura de variedades algébricas definidas sobre campos não fechados algébricamente tornou-se uma área central de interesse que surgiu com o desenvolvimento abstrato moderno da geometria algébrica. Sobre campos finitos, coomologia etal fornece invariantes topológicos associados a variedades algébricas. A teoria de Hodge p-ádica fornece ferramentas para examinar quando as propriedades cohomológicas de variedades sobre os números complexos se estendem para os campos p-ádicos.

História

Século XIX: início de geometria aritmética
No início do século 19, Carl Friedrich Gauss observou que soluções inteiras diferentes de zero para equações polinomiais homogêneas com coeficientes racionais existem se soluções racionais diferentes de zero existirem.

Na década de 1850 Leopold Kronecker formulou o teorema de Kronecker-Weber, introduziu a teoria dos divisores e fez várias outras conexões entre a teoria dos números e a álgebra. Ele então conjeturou seu "Jugendtraum de Kronecker" ("sonho mais querido da juventude"), uma generalização que mais tarde foi apresentada por Hilbert de uma forma modificada como seu décimo segundo problema, que descreve o objetivo de fazer a teoria dos números operar apenas com anéis que são quocientes de anéis polinomiais sobre os inteiros.

Início a meados do século 20: desenvolvimentos algébricas e conjecturas de Weil
No final da década de 1920 André Weil demonstrou profundas conexões entre geometria algébrica e teoria dos números com seu trabalho de doutorado levando ao teorema de Mordell-Weil, que demonstra que o conjunto de pontos racionais de uma variedade abeliana é um grupo abeliano finitamente gerado.

Os fundamentos modernos da geometria algébrica foram desenvolvidos com base na álgebra comutativa contemporânea, incluindo a teoria da valoração e a teoria dos ideais de Oscar Zariski e outros nas décadas de 1930 e 1940.

Em 1949 André Weil apresentou as conjecturas de Weil sobre as funções zeta locais de variedades algébricas sobre campos finitos. Essas conjecturas ofereceram uma estrutura entre a geometria algébrica e a teoria dos números que impulsionou Alexander Grothendieck a reformular os fundamentos fazendo uso da teoria dos feixes (junto com Jean-Pierre Serre) e, posteriormente, da teoria do esquema, nas décadas de 1950 e 1960. Bernard Dwork provou uma das quatro conjecturas de Weil (racionalidade da função zeta local) em 1960. Grothendieck desenvolveu a teoria da coomologia etal para provar duas das conjecturas de Weil (junto com Michael Artin e Jean-Louis Verdier) em 1965. A última das conjecturas de Weil (um análogo da hipótese de Riemann) foi finalmente provada em 1974 por Pierre Deligne.

Metade ao fim do século 20: desenvolvimentos na modularidade, métodos p-ádicos, e além
Entre 1956 e 1957 Yutaka Taniyama e Goro Shimura formularam o teorema de Shimura-Taniyama-Weil (agora conhecido como o teorema de modularidade) relativo a curvas elípticas para formas modulares. Esta ligação acabaria por levar à primeira prova do último teorema de Fermat na teoria dos números através de técnicas de geometria algébrica de levantamento de modularidade desenvolvidas por Andrew Wiles em 1995.

Na década de 1960 Goro Shimura introduziu variedades de Shimura como generalizações de curvas modulares. Desde 1979 as variedades de Shimura têm desempenhado um papel crucial no Programa Langlands como um reino natural de exemplos para testar conjecturas.

Em artigos de 1977 e 1978, Barry Mazur provou a conjectura de torção dando uma lista completa dos possíveis subgrupos de torção de curvas elípticas sobre os números racionais. A primeira prova de Mazur desse teorema dependeu de uma análise completa dos pontos racionais de certas curvas modulares. Em 1996 a prova da conjectura de torção foi estendida a todos os campos de números por Loïc Merel.

Em 1983 Gerd Faltings provou a conjectura de Mordell, demonstrando que uma curva de gênero maior que 1 tem apenas pontos racionais finitos (onde o teorema de Mordell-Weil apenas demonstra a geração finita do conjunto de pontos racionais em oposição à finitude).

Em 2001 a prova das conjecturas locais de Langlands para GLn foi baseada na geometria de certas variedades de Shimura.

Na década de 2010 Peter Scholze desenvolveu espaços perfectóides e novas teorias de cohomologia em geometria aritmética sobre campos p-ádicos com aplicação a representações de Galois e certos casos da conjectura de monodromia de peso.

Ver também
Conjectura de Birch e Swinnerton-Dyer

Áreas da matemática

Geometria aritmética


İslamköy, Zonguldak ilinin Devrek ilçesine bağlı bir köydür.

Coğrafya
Köy, Zonguldak il merkezine 30 km, Devrek ilçe merkezine 18 km uzaklıktadır.

Nüfus

Kaynakça

Dış bağlantılar

Devrek belde ve köyleri

İslamköy, Devrek


Olaylar
 Buhara Savaşı gerçekleşti.
 Avarlar Orta Asya'dan göçerek, 560 yılında Macaristan merkez olmak üzere büyük bir devlet kurdular.

Doğumlar

 Sevilla'lı İsidor, İlk Orta Çağ ansiklopedisti olarak adlandırılır - Kilise Babası - Kilise Doktoru (ö. 636)

Ölümler

560


Ivica Cindrić-Ićo (Kaštela, 1964. – Split, 8. siječnja 2003.), poznatiji kao Ićo Purger, legendarni navijač Hajduka i Dinama iz 80-tih godina 20. stoljeća. Sebe je smatrao pripadnikom Torcide, a pratio je Hajduk i Dinamo na gostovanjima s navijačima ova oba kluba po svim stadionima Jugoslavije. Ićo Purger jedan je od četvorice navijača koji su u ljeto 1986. godine dali ime navijačima Dinama, današnjim Bad Blue Boysima, u čemu su još sudjelovali Tonči Prlac-Prle i Borislav Jelović-Ušo iz Torcide i navijač Dinama Sandro Dujmušić.

Ivica Cindrić postao je toliko popularan da je kao jedan od likova završio i u filmu ZG80, a odigrao ga je Mijo Jurišić. Film govori o odlasku dinamovih navijača u Beograd i njihovom sukobu s navijačima Crvene zvezde, poznatije kao Delije.

Na tridesetu godišnjicu davanja imena Bad Blue Boysima, 2016. godine, pripadnici Bad Blue Boys Fan Cluba došli su mu se pokloniti i odati počast.

Umro je u siječnju 2003. godine i pokopan je na splitskom groblju Lovrinac.

Izvori

Vanjske poveznice
 Zg magazin: Boysi 30 godina uz Modre
 Kako su Bad Blue Boysi dobili ime? Otkrio nam je autor osobno

Torcida
GNK Dinamo Zagreb

Ivica Cindrić-Ićo


Disocijativi  (latinski disassociare "odvojiti, rastaviti") su vrsta halucinogenih tvari. To su psihoaktivne tvari koje uzrokuju disocijaciju (gubitak sjećanja, gubitak svijesti o osobnosti i okolini ili kontrole tjelesnih pokreta). U disocijative ubrajamo i neke anestetike (ketamin, feniciklidin).

Disocijativi su:
Salvironin A (Salvia divinorum)
Ketamin
PCP
DXM
 Ibotenska kiselina i muscimol (muhara)

Shema djelovanja
Sljedeći Vennov dijagram pokušaj je organizacije i pružanja osnovnog prikaza najčešćih psihofarmaka u preklapajućim grupama i podgrupama bazirano na farmakološkoj klasifikaciji mehanizama djelovanja.
Predmeti u svakoj od podgrupa su približno bliski onima sa sličnim djelovanjem, te također prate ukupni smještaj sukladno legendi ispod dijagrama. Primarna preklapanja prikazana su mješanjem boja.

STIMULANSI

Simpatomimetički amini
'''

Kokain
Amfetamini
Metilfenidat

Aminoketoni
Bupropion
Dietilpropion

Efedrin
Pseudoefedrin

Metilksantini
Kofein
Teofilin
Teobromin

ANTIPSIHOTICI
atipični
Klozapin
Olanzapin

tipični
Haloperidol
Klorpromazin

CBD

SSRI
Paroksetin
Fluoksetin
Sertralin

Kolinergici
Nikotin
Muškatni orah
Muskarin

DEPRESORI

Sedativni hipnotici
Alkohol
Eter
Barbiturati
Kloroform
Kloral hidrat
Metakvalon
Zolpidem
GHB

Benzodiazepini
Lorazepam
Alprazolam
Flunitrazepam
Diazepam

Narkotički analgetici
Opijum
Kodein
Morfin
Heroin
Fentanil

Kanabis
(THC)
Psihodelici
MDMA   MDA
MDEA
Meskalin
DOM
LSD
Psilocibin
AMT
DMT
Ibogain

Disocijativi
Ketamin
DXM
PCP
Dušikov(I) oksid
Salvinorin A
Ibotenska kiselina   Muscimol

Delirijanti
Dimenhidrinat
Difenhidramin
Skopolamin
Atropin

HALUCINOGENI

 Legenda
 Plavo: Jačina djelovanja stimulansa raste prema gore lijevo.
 Crveno: Jačina djelovanja depresora raste prema dolje desno.
 Zeleno: Psihodelično djelovanje halucinogena raste prema lijevo, a disocijativno prema desno. Predvidljivost učinka pada prema dolje desno, a potentnost se smanjuje prema dnu.
 Blijedoružičasto: Takozvani "antipsihotici". Novi kontroverzni dodatak grafikonu. Podsekcije
 Bijelo: Preklapanje svih tri glavnih sekcija (Stimulansi, Depresori i Halucinogeni) — Primjer: kanabis ima efekte iz sva tri odjeljka. Magenta (purpurno): Preklapanje Stimulansa (Plavo) i Depresora (Crveno) — Primjer: nikotin ima učinke oba. Cijan (svjetlo plavo): Preklapanje stimulansa (Plavo) i psihodelika (Zeleno) — Glavni psihodelici imaju i stimulirajući učinak. Žuto : Preklapanje Depresora (Crveno) i disocijativa (Zeleno) — Glavni disocijativi imaju depresivni učinak.''

Psihoaktivne droge

Disocijativ


Le Parlement de la Fédération de Bosnie-et-Herzégovine est l'organe législatif bicaméral de la Fédération de Bosnie-et-Herzégovine.

Fonctionnement
Bicaméral, il est composé de :

 La Chambre des représentants, chambre basse élue au suffrage universel direct;
 La Chambre des peuples, chambre haute élue indirectement par les conseils de cantons.

Composition

Liens externes

 Site officiel (bosniaque et croate)

Politique en Bosnie-Herzégovine

Parlement de la fédération de Bosnie-et-Herzégovine


La Línea del Norte es la principal conexión ferroviaria en Portugal, habiendo pasado su construcción y evolución por varias fases; las obras se iniciaron el 17 de  septiembre de 1853, y la inauguración tuvo lugar el 5 de noviembre de 1877.

Antecedentes
En el , las vías de comunicación en Portugal se descubrieron como muy deficientes, especialmente las viarias; el principal medio de transporte era la navegación, efectuada a lo largo de la costa, y por los ríos. Así, durante el gobierno de António Bernardo de la Costa Cabral, se iniciaron los primeros esfuerzos para la implementación del transporte ferroviario. En agosto de 1844, Benjamim de Oliveira sugiere la construcción, con capital británico, de un ferrocarril entre Lisboa y Oporto; este proyecto, fue, no obstante, recusado, porque se pensaba que una conexión ferroviaria entre Lisboa y Alcácer do Sal era más necesaria, y sería más lucrativa. En diciembre de ese año, fue formada, por iniciativa de José Bernardo de la Costa Cabral, la Compañía de Obras Públicas; uno de los objetivos de esta empresa era unir, por vía férrea, Lisboa a España y a la red ferroviaria europea, y de construir, en la capital portuguesa, un gran muelle para navíos transatlânticos. Este proyecto, lanzado por iniciativa de D. Luís I, establecía que los pasajeros serían transportados por convoyes de toda Europa hasta Lisboa, donde podrían embarcar en navíos con destino a las Américas.

El 19 de abril de 1845, el gobierno portugués firmó un contrato con la Compañía de Obras Públicas, para la construcción y mejora de varias infraestructuras de comunicación en el interior del país; una de las cláusulas se refería, específicamente, a la implementación de una conexión ferroviaria entre Lisboa y la frontera con España. No obstante, los conflictos políticos que tuvieron lugar al año siguiente impidiendo la concreción de este proyecto; después, al regresar a una situación más relajada, el interés por esta conexión ferroviaria volvió a aumentar, siendo un empresario inglés, Hardy Hislop, quien presentase una propuesta para la construcción de este ferrocarril, que implicaba la conexión a España a través de Badajoz, pasando por Santarém. El gobierno nombró, el 18 de julio de 1851, una comisión para analizar este proyecto, que elaboró,  el 20 de octubre del mismo año, las bases para el concurso del tramo entre Lisboa y Santarém.

Construcción del tramo hasta Carregado
Este concurso, organizado por el entonces ministro de Hacienda, Fuentes Pereira de Melo, tuvo lugar entre el 6 de mayo y el 31 de julio de 1852; y la obra fue adjudicada, de forma provisional, a la Compañía Central y Peninsular de los Ferrocarriles en Portugal, representada por Hardy Hislop, con una garantía de cobro del 6%. El 30 de agosto del mismo año, fue creado el Ministerio de Obras Públicas, Comercio e Industria, que conllevó un gran impulso a los proyectos de desarrollo nacional, como los transportes ferroviarios. El 9 de diciembre, Hardy Hislop presentó al gobierno el plan del ingeniero Rumball para el trazado entre Lisboa y Santarém, que partía de la Avenida del Intendente, con un ramal entre Chelas y Xabregas, para dar conexión al puerto fluvial;  el 3 de  febrero de 1853, este proyecto fue aprobado, habiendo sido alterado el punto de partida al Muelle de los Soldados. A pesar de la oposición del ingeniero White, que previó las dificultades que iban a surgir más tarde para expandir la estación, debido a la falta de espacio sentida en aquel local, el gobierno insistió en colocar allí la estación, habiendo firmado el contracto definitivo el 11 de mayo, que fue legalizado el 18 de  agosto; las normas a aplicar en la fiscalización de la construcción fueron decretadas el 5 de septiembre, y las obras se iniciaron el 17 del mismo mes, por los empresarios Shaw & Waring, ubicados en Londres.

No obstante,  el 5 de septiembre de 1855, las obras fueron suspendidas debido a conflictos entre la Compañía Peninsular y los empresarios, teniendo el gobierno que encargarse de las obras al día siguiente. En enero de 1856, llega a Portugal B. Wattier, profesor de la Escuela de Ingeniería de París, con el objetivo de dirigir las obras, función que comienza el 7 de  febrero, asistido por los ingenieros Margiochi y Gromicho Couceiro. El trayecto para el ferrocarril del Este, diseñado por el ingeniero Joaquim Nunes de Aguiar, y aprobado por Wattier, avanzaba el pasaje al sur de Santarém, junto al Puente de la Asseca, relegando la travesía del Río Tajo para viajes a Constância; el trazado posterior a Entroncamento fue elaborado por Wattier, pasando por Coímbra, pero sin llegar a Oporto, porque, en aquel momento, todavía no se había decidido donde colocar la estación en aquella ciudad.

En mayo, son efectuados, por orden del gobierno, varios estudios, sobre la construcción de los tramos hasta España y Porto, debiendo ser construido el ferrocarril hasta esta ciudad como una prolongación de la ruta real hasta Coímbra; parte de la línea ya construida fue visitada,  el 24 de  agosto de ese año, por D. Pedro V, que fue uno de los mayores defensores de este medio de transporte. Entre tanto, el gobierno portugués intentó llegar a un acuerdo con los empresarios, sin haberse conseguido; adelantando, así,  el 28 de  agosto, 460.000$000 a esta compañía, usando como garantía las acciones que tenía en cartera. El tramo hasta Carregado fue así inaugurado el 28 de octubre de 1856, con un ancho de vía de 1,45 metros, y abierto a la explotación al día siguiente, para pasajeros; los servicios de mercancías solo se iniciaron el 1 de  noviembre de 1858. La construcción del primer tramo de esta línea, que llegó a emplear 3000 obreros, trajo varios problemas financieros y técnicos, como la transposición del Río de Sacavém (actual Río Trancão). Por el hecho de que la Estación Ferroviaria de Santa Apolónia todavía no estaba concluida, fue utilizada una plataforma provisional junto al Palacio de Coímbra.

Tramo entre Carregado y Vila Nova de Gaia
Después de haberse concluido la conexión hasta Carregado, y a pesar del apoyo financiero del estado, la inestabilidad de la empresa concesionaria generaba varios problemas, habiendo sufrido las obras y los estudios varias interrupciones; así, se vio imposible la meta establecida en el contrato, de llegar hasta Santarém en septiembre de 1857. El gobierno rescindió, así, el contrato con la compañía, y se centró en la construcción de la conexión hasta el margen sur del Río Duero, junto a la ciudad de Oporto; se negoció así en abril de 1857, con el ingeniero y empresario inglés Samuel Morton Peto, que ya había efectuado varios proyectos ferroviarios en América del Norte y el Reino Unido. Morton Peto sería el empresario, mientras que la dirección de la Compañía quedaría asegurada por el ingeniero Juán Crisóstomo de Abreu y Sousa, por parte del gobierno. El 14 de abril, el proyecto de construcción de la futura Línea del Norte fue discutido en las Cortes, habiéndose decidido que la construcción de la conexión ferroviaria a Porto sería dividida en dos fases; inicialmente, debería ser concretada la unión entre Lisboa a Santarém y Coímbra, a partir de Carregado, y la segunda fase contemplaría la conexión entre Coímbra y Oporto, con la construcción de un puente sobre el río Duero.

El contracto definitivo fue firmado el 29 de  agosto, comprometiéndose Morton Peto a crear una nueva compañía, que sería subsidiada por el estado portugués con 5500 libras por kilómetro, y que sustituiría a la Compañía Central y Peninsular de los Ferrocarriles en Portugal. Ese día, fue publicado un decreto, que ordenó que el tramo entre Santarém y Porto pasase por las localidades de Atalaia, Tomar, Pombal, Coímbra, Pampilhosa y Avelãs; la estación ferroviaria de Porto debería ser construida en el margen Sur del Río Duero, quedando el acceso a la ciudad asegurado con la construcción de un puente. A pesar de las diversas dificultades encontradas, las obras fueron prosiguiendo, habiéndose abierto al tráfico el tramo hasta Virtudes el 31 de julio de 1857, hasta el Puente de Santana el 28 de  abril del año siguiente, y a la Puente de Asseca el 29 de  junio.

No obstante, continuaron los problemas de construcción, habiendo llegado al extremo de que Morton Peto llegó a considerar la construcción, por su propia cuenta y en 3 años, los tramos entre Pombal y Vila Nova de Gaia y la conexión hasta Tomar, quedando solo por construir el tramo entre Tomar y Pombal, que sería efectuado por su compañía, cuando estuviese autorizado. A pesar de que el plazo para la creación de esta compañía debía ser, según una ordenanza de 13 de abril, alargado posteriormente hasta el 31 de mayo de 1859, todos los sus esfuerzos se revelaron como infructíferos, habiéndose anulado el contrato el 6 de  junio.

El gobierno contrató, así, de forma provisional,  el 30 de  julio, al empresario español José de Salamanca y Mayol, que, al igual que Morton Peto, ya había concluido varios proyectos ferroviarios en el extranjero; este contrato establecía la concesión de un subsidio kilométrico de 4.500 libras para la construcción del ferrocarril del Este, y de 5.400 libras para el del Norte. En el mismo día, se abrió un concurso para estos proyectos, que fue cerrado el 12 de septiembre; en este día, fue firmado el contrato definitivo con José de Salamanca, que fue el único participante de este concurso. Este formó, así, la Compañía Real de los Caminhos de Ferro Portugueses teniendo como objetivo construir y explorar las Líneas del Este y Norte. El 14 de septiembre de 1859, fue emitido un nuevo contrato, que estableció que la conexión ferroviaria con Porto debería partir del Puente de Piedra o de otro punto próximo de la Línea del Este, y terminar dentro de la ciudad de Porto; la construcción de este tramo, oficialmente denominado como Línea del Norte, no debería tener una duración superior a 5 años. El 10 de noviembre de 1860, el gobierno aprobó el contrato público, y el traspaso de la concesión para José de Salamanca y la Compañía Real, y, debido a alteraciones en el contrato firmado el 14 de  septiembre, fue elaborado un nuevo contrato el 20 de  diciembre de 1860; este documento establecía que el tramo ya construido, entre Lisboa y Puente de Asseca, debería ser adquirido por la Compañía, y con el ancho alterado de 1,45 a 1,67 metros. El empresario que, hasta esta fecha, había sido responsable de la explotación en este tramo, denunció esta acción, pero sin éxito.

Después de un largo período de estancamiento, la formación de esta Compañía trajo un nuevo impulso a los proyectos ferroviarios, siendo edificada la Estación Ferroviaria de Lisboa-Santa Apolónia, alargando el ancho en el tramo ya concluido, y retomados los trabajos de construcción de la línea; así, el ferrocarril del Este llegó hasta Santarém  el 1 de  julio de 1861, a Abrantes  el 7 de noviembre del año siguiente, y a la frontera con España el 24 de septiembre de 1863. En la Línea del Norte, el frente de obras avanzó en dos frentes, a partir de Vila Nova de Gaia hacia el Sur, alcanzando Estarreja  el 8 de julio de 1863 y Taveiro  el 10 de abril de 1864; el otro frente, comenzando en Entroncamento, llegó a Soure el 22 de mayo del mismo año, y a Taveiro  el 7 de julio, concluyendo la Línea del Norte, solo faltando la quinta y última sección, que aprovechaba el puente del Río Duero. Los beneficios de explotación en esta línea se revelaron, inicialmente, por debajo de lo esperado, con la mayor parte del tráfico efectuado en régimen de baja velocidad; una de las principales razones para este resultado fue la falta de conexiones viarias hasta las estaciones, que solo fueron totalmente construidas en 1872.

Travesía del Río Duero
El día 25 de junio de 1865, la Compañía Real asumió la explotación, que hasta ese momento se encontraba en poder de José de Salamanca. En un acuerdo, efectuado  el 27 de noviembre, fue sugerida la ubicación de la futura Estación de Porto junto al Monasterio de São Bento de Avé-Maria; no obstante, la ley que autorizó este acuerdo,  el 2 de  marzo del año siguiente, ordenó que fuese construida en el Campo del Cirne, en las proximidades del Prado del Descanso. Simultáneamente, se formó una tercera corriente de opinión, defendiendo la variante del Seminário, que atravesaba el río más abajo. De acuerdo con la ley firmada en 1866, la Compañía Real estudió la implantación de una estación de mercancías en el margen izquierda, y atravesando el Río Duero, habiéndose aprobado este proyecto en 1869; no obstante, las ya inseguras condiciones de la Compañía estaban todavía más deterioradas por una crisis económica en 1868, y las relaciones con José de Salamanca eran cada vez más tensas, alcanzando su auge en 1872, cuando este rehusó construir la última sección de la Línea del Norte, siendo adjudicado a la Compañía por el Estado, según la ley de 1866.

El nuevo director fue, entonces, nombrado por la Compañía Real, el ingeniero Manuel Afonso de Espregueira, con el propósito de concluir la construcción de esta sección de la Línea del Norte; para lo cual presentó un proyecto elaborado por el jefe de construcción, el ingeniero Pedro Inácio Lopes, que proponía la construcción de un puente entre la Sierra del Pilar y el Monte del Seminário, permitiendo un trazado más adecuado para ser unido a las Líneas del Miño y Duero. El gobierno aceptó este plan, y lo sometió a aprobación en las Cortes el 5 de febrero de 1873, siendo aprobado el 18 del mismo mes; no obstante, solo  el 26 de febrero de 1875 en que fue aprobado, después de varias alteraciones, habiéndose firmado el acuerdo el 6 de marzo del mismo año. Debido a la aprobación de este plan, parte de las obras del proyecto anterior, que ya se habían iniciado, fueron abandonadas, habiéndose así mismo abierto cerca de 3000 metros de vía, entre Gaia y Gervide, y un túnel en la Sierra del Pilar, con 450 metros de longitud. sin embargo, desde el 5 de enero de 1875 en que se había iniciado la preparación de las obras del puente, que habían sido entregadas, por concurso, a Gustave Eiffel; los ensamblajes del puente se concluyeron el 28 de octubre de 1877, teniendo lugar la inauguración el 5 de  noviembre del mismo año.

Evolución de los servicios y duplicación de la vía
En 1882, comienzan a circular, entre Lisboa y Madrid, convoyes rápidos de pasajeros, y, en el año de 1887, se inició el servicio Sud Express, entre Lisboa y Calais, en Francia.

El primer tramo a ser duplicado, entre Lisboa y el Entroncamento, fue abierto a la explotación el día 8 de abril de 1893.

Proyecto de la conexión entre Santa Apolónia y la Línea de Cascais
En 1870, el ingeniero M. A. Thomé de Gamond propuso la instalación, en Lisboa, de un gran puerto marítimo, y una conexión ferroviaria entre Lisboa y Colares, pasando por Cascais y Sintra; este proyecto defendía que el ferrocarril debería salir de la Línea del Norte en el embarcadero del Este, junto al Nuevo Puerto, continuar hasta la Plaza del Comercio, donde sería edificada una estación, y continuar hasta Sintra, con varias estaciones en el camino. Este proyecto es retomado con el Plan General de las Obras, publicando en 1874, y una comisión para su estudio es formada el 16 de  marzo de 1883; el ingeniero Pedro Inácio Lopes defendió, junto de la Asociación de los Ingenieros Civiñes, en 1888, la construcción de una conexión ferroviaria, de características urbanas, entre la Estación Ferroviaria de Lisboa-Santa Apolónia y Alcântara, donde se iba a unir la Línea de Cascais, que ya se encontraba en construcción entre Alcântara y Cascais. No obstante, este proyecto no fue construido, debido a problemas técnicos en el puente del Dique del Arsenal, y recelos de que la línea redujese la estética de la Plaza del Comercio.

En enero de 1902, todo el trazado estaba equipado con carriles de 40 kilogramos por metro, excepto en el tramo entre Pampilhosa y Oporto; en el mes siguiente, llegó una remessa de carriles de la casa Ougrée-Marihaye, para renovar las vías en este tramo, y continuar la construcción de una segunda vía entre Villa Nueva de Gaia y Espinho. Antes de la renovación, los carriles utilizados presentaban apenas 30 kilogramos de peso. En este año, se previó la instalación en esta línea de un apeadero entre la Estación Ferroviaria de Cacia y el Apeadero de Estarreja, para servir a la localidad de Canelas, en el Ayuntamiento de Estarreja.

La vía doble fue inaugurada de Vila Nova de Gaia hasta Espinho el 15 de abril de 1905, a Estarreja  el 26 de  noviembre de 1906, y hasta Aveiro el 17 de mayo de 1907; de Alfarelos a Coímbra-B  el 24 de  octubre de 1908, de Albergaria a Pombal el 13 de mayo de 1910, desde Alfarelos hasta Pombal el 14 de octubre de 1911, de Pampilhosa a la Mealhada el 11 de diciembre de 1915 y hasta Mogofores  el 8 de julio de 1915, Coímbra-B a Pampilhosa el 30 de abril de 1925, Entroncamento a Paialvo  el 15 de junio de 1927 y hasta Chao de Maçãs  el 5 de julio del mismo año, Mogofores a Oliveira do Bairro el 14 de mayo de 1929, y hasta Aveiro el 20 de mayo del año siguiente.

El Puente de São João entró en servicio en 1992.

En 1993, el récord de velocidad ferroviaria en Portugal fue alcanzado entre las Estaciones de Espinho y Avanca; la composición, formada por la locomotora número 5601, de la CP Serie 5600, y 3 vagones Corail, habiendo sufrido uno de ellos una adaptación a laboratorio, alcanzó una velocidad 220 km/h. Debido al hecho de que en este tramo la velocidad máxima es de apenas 140 km/h, fueron llevadas a cabo varias obras en la vía y en la catenaria, de modo que se procedió a este test.

En enero de 2011, lluvias fuertes y falta de protecciones junto a la vía férrea provocó dos deslizamientos de tierras junto al Apeadero de Coimbrões, en el Ayuntamiento de Vila Nova de Gaia, que condicionaron la circulación ferroviaria en ambas direcciones, durante varias horas.

Referencias

Bibliografía

Enlaces externos

Línea del Norte

Historia de la Línea del Norte


Giovanni Antonio da Brescia (¿Brescia?, h. 1460-Roma, h. 1523) fue un grabador italiano del Renacimiento, fundamentalmente conocido por sus reproducciones de composiciones de Andrea Mantegna. También se le recuerda por ser, probablemente, el primer artista que dibujó y grabó la escultura del Laocoonte y sus hijos tras su hallazgo en Roma en 1506.

Vida y obra
No se tienen datos documentales de este grabador, cuyo nombre tampoco es citado por ninguna fuente antigua. Su biografía solo es posible reconstruirla a partir de veintisiete grabados a buril firmados con su nombre o anagrama, de los que solo tres van fechados entre 1507 y 1516. Incluso se piensa que la primera parte de su producción podría haber sido atribuida a otro artista. Desde la exposición dedicada a Andrea Mantegna en 1992 (Londres, Royal Academy y Nueva York, Metropolitan Museum) se asume por una parte de la crítica que los grabados con las iniciales Z. A. son suyos, y no de un tal Zoan Andrea. La Z sería efectivamente inicial de Zoan (Juan o Giovanni en dialecto veneto), pero la A lo sería de Antonio y no de Andrea. La cuestión, sin embargo, no está cerrada y es rechazada por otra parte de la crítica que advierte discordancias cronológicas y estilísticas entre las estampas firmadas de uno y otro modo.

Nacido presumiblemente en Brescia, Giovanni Antonio hubo de instalarse hacia 1475 —o 1490— en Mantua, donde ya entonces trabajaba con éxito el prestigioso Andrea Mantegna. Según S. Boorsch (Mantegna and his printmakers), habría empezado grabando copias de diseños del maestro, firmándolas con las iniciales Z.A., presentes en una veintena de buriles; entre ellas destaca una Danza de mujeres. También se le atribuye Dos mujeres, chocante escena de contenido aparentemente lésbico, inusual para la época.

Al fallecer Mantegna en 1506, Da Brescia optó por mudarse a Roma aunque prosiguió grabando reproducciones de obras suyas. A partir de 1507 empezó a firmar con su nombre latinizado, «IOANBX» (Ioannes Antonius Brexianus), iniciales que figuran en una cartela en el Hércules y Anteo, copia de un boceto (ahora en los Uffizi) que Mantegna seguramente había ideado para la Cámara de los esposos de Mantua, «IOANB», en su copia invertida del panel central del Quos ego! de Marcantonio Raimondi según Rafael. «IO. AN. BRIXIAN», en la Venus en un paisaje, a partir de una antigua escultura, la Venus félix, libremente interpretada, o «IO. ANTON. BRIXIANV.» en la Flagelación de Cristo, lámina abierta por dibujo propio —con influencia de Antonio Pollaiuolo— y fechada en 1509, la única de las veintisiete firmadas en la que aparece esta firma, la más completa que se le conoce.

Entre sus copias de Mantegna se pueden citar otras como Hércules matando al león, Judit con la cabeza de Holofernes, La Virgen dando de mamar al Niño y la serie de Los triunfos del César, cuyos lienzos originales pertenecen actualmente a la Royal Collection de Isabel II de Inglaterra y se custodian en Hampton Court. Sin embargo, Da Brescia no se limitó a este maestro y reprodujo obras de otros artistas, como un Entierro de Cristo de Rafael Sanzio y el Gran caballo de Durero, con cambios significativos sobre el original. Del maestro alemán copió también El hijo pródigo, La tentación de la pereza y el buril titulado La familia del sátiro, la primera obra fechada con su firma (1507); un ejemplar de ella se conserva en la Biblioteca Nacional de España en Madrid.

Da Brescia también grabó relieves de la antigua Roma, capiteles y una serie de Doce paneles decorativos verticales (similares a grutescos). El grabador alemán Daniel Hopfer copió algunas de estas planchas.

Punto y aparte merece su copia del Laocoonte y sus hijos; tras el hallazgo de la escultura en Roma en 1506, habría sido Giovanni Antonio da Brescia el primero que la dibujo y la grabó, ayudando a darla a conocer rápidamente por Europa. También grabó hacia 1515 el Torso de Belvedere, famosa estatua incompleta que influiría a infinidad de artistas como Miguel Ángel y Rubens. La última obra datada, en marzo de 1516, son cuatro estampas invertidas o en espejo copiadas del Quos ego! de Marcantonio Raimondi según Rafael, ilustraciones de la Eneida de Virgilio.

Sus estampas fueron empleadas como modelos por artistas de varios gremios. Un ejemplo de ello es el plato de mayólica conservado en el Museo Walters de Baltimore.

Existen grabados suyos en múltiples museos y bibliotecas de todo el mundo, como el Museo Británico de Londres, el Ashmolean Museum de Oxford, el Museo de Arte del Condado de Los Ángeles (LACMA) y el Art Institute de Chicago.

Referencias

Bibliografía
 Andrea Mantegna, catálogo de la exposición de la Royal Academy de Londres y el Metropolitan Museum of Art de Nueva York (ed. Thames and Hudson, 1992).

Enlaces externos
 Reseña sobre el artista, en la web del Museo Británico de Londres
 Grabados del artista en la colección del Art Institute de Chicago
 Dibujo de Laocoonte y sus hijos en el Kunstmuseum de Düsseldorf

Grabadores de Italia del siglo XV
Grabadores de Italia del siglo XVI
Nacidos en Brescia
Fallecidos en Roma

Giovanni Antonio da Brescia