Home worldnews Why West created ISIS?
The ISIS terrorist group is living in dire straits as it continues to sustain sweeping defeats in major battlefields in Syria and Iraq and its fighters day by day lose further morale amid fierce battle.
From alliance with the other terrorist organizations such as al-Nusra Front and seizing vast areas in both Syria and Iraq to receiving weapons from foreign patrons to push for its regional barbarity and then becoming target of the US-led international military coalition whose ostensible mission is fighting the terrorist group in the region's hot spots, this is the string of the highs and lows ISIS has passed since its rise in the West Asia region in 2014.
The terrorist group additionally faces leadership crisis and its future is now shrouded in mystery as reports suggest that Abu Bakr al-Baghdadi, its leader and the caliph of the self-proclaimed caliphate, is killed.
Now that ISIS is grappling with serious challenges, a series of questions look inevitable: What will its future look like? Will its defeats in its strongholds Iraq and Syria mark its official end? Have its main supporters and creators, the Arab-Western camp, decided to disband it and thus get the honor of counterterrorism fight win? Has the US reviewed its plans that sought destabilizing the region for the sake of the Israeli interests, or the intensified anti-ISIS campaign is simply a tactical move?
To give appropriate answers to the questions, first there must be an examination of the Western intentions behind devising ISIS, then there must be an investigation of the current Western decisions in dealing with the terrorist group based on the creation goals.
Destabilizing West Asia has turned the region into a lucrative arms market as sides try to survive through fighting in the chaotic region. Emergence of terrorist groups of all type with highest degree of barbarity was integral to the way to a highly insecure region.
The Palestinian cause has been a top Muslim world concern for several decades. But the pro-Israeli sides, mainly the West, have been planning to drive Palestine out of the Muslims' focus.
One of the most efficient ways to preoccupy the Muslim world's mind was supporting terrorism to divert the Muslims from the Palestinian people's plight. This was another drive behind facilitating birth of ISIS to immerse the region in unceasing insecurity.
Islam with its main segments, ideology and jihadism, has often been painted, mainly by the media and authorities, as a dangerous challenge to the public opinion in the West. Waves of conversion to Islam in the West sent into a spin the secular regimes in the Western world and provoked their leaders to tarnish the image of Islam through defaming Muslims as barbaric and uncivilized. This need, in turn, pushed the Western intelligence services to turn head to developing fundamentalist groups that commit heinous crimes in the name of Islam.
To this end, the US created and armed a terrorist organization, branded as Islamic State in Iraq and Levant/ Syria. The US that an that has always tried to pretend itself as a human rights defender, used the situation to form anti-ISIS coalition in 2015 that helped Washington pose as counterterror forerunner as it did earlier.
On the other side of the line, other developments were underway. The battlefield developments went in favor of the Syrian and Iraq governments as part of the Iran-led Axis of Resistance. National armies, backed by popular voluntary forces, dealt heavy blows to ISIS terrorists, promoting the Western and Arab supporters' view that the terrorist group now has to be finished.
The Resistance camp's pressures forced the American-led West to change policy on the ISIS future. However, the policy shift should meet some conditions: on the one hand, it should serve the US interests, keep the profitable American arms markets in the region, and serve the Israeli security, and on the other hand, carry less harm to the West, unlike ISIS that also damaged the Western countries' security by carrying out several attacks.
Therefore, the next expected scenario for ISIS after obliteration in Syria and Iraq is breaking it into smaller terror fractions. Smaller and weaker ISIS means less damage to the US and Western interests and also tighter control over the terrorists by the Western and allied intelligence services. This, on the other side, can pose further challenges to the Resistance camp because smaller terrorist groups will mean persistent terror perils in the region as smaller but various terrorist factions will fail to unite their stances and so will conflict with each other in quest of wider range of interests and areas of influence.
This strategy is a practical step towards breaking the region into smaller states. If a terror group, among many, stages mutiny against the US as its nurturer, it will certainly face others that rise in opposition to repress it. Moreover, small groups carry less potentials to conduct attacks in West, something meeting the Western objectives.
But for the Axis of Resistance, smaller terrorist groups are more challenging than a full-fledged terrorist organization. The smaller ones decline to hold a central command and are thus controlled by multiple centers. Absence of centralized leadership means several command centers will act of their own accord, a challenge consuming energy and focus of the Resistance forces as they have to address multiple fronts rather than one.
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What Holidays Do Tesla Employees Get Off?
Tesla working conditions can be a bit strange, especially for those that work in Tesla's factory spaces. Where your work is based on meeting or missing deadlines, it can be hard to anticipate which days you are going to be able to take off. This is especially true when it comes to working for Tesla during a very busy season. So, what holidays do Tesla employees get off?
What degree or Major Do You Need to Work at Tesla? Reading What Holidays Do Tesla Employees Get Off? 7 minutes Next What Time Are Tesla Shifts?
Nov 2, 2022 0 comments
How Does Tesla Compare To Other American Companies?
Unlimited Paid Time Off
10 Facts About Tesla Employees
The answer to this question will depend on whether the employee opts in to overtime or not, but there is a general consensus on which holidays the majority of Tesla employees are awarded as vacation days.
In this article, we will discuss which holidays Tesla employees get off, how many holidays Tesla employees are entitled to each year, and what Tesla's leave policy looks like.
See Also: IS IT LEGAL TO DRIVE A NON-TESLA AS A TESLA EMPLOYEE?
The most common answer for this question is that Tesla employees get a total of 10 holiday vacation days per year. These include mandatory Thanksgiving, Easter, and Christmas, according to some reports.
Of note, these holidays are paid and many people who are current or former employees of the company stated that these holidays were fairly typical for American companies.
It is hard to know exactly what the other holidays are that Tesla gives its employees. Unfortunately, there is no publicly available schedule for Tesla's annual paid holidays.
However, some employees on employment websites such as Indeed, report that Tesla paid holidays are often optional. Some employees may choose to take double their wages home by working on holidays rather than taking the day off.
How Does Tesla to Other American Companies?
If Tesla does in fact give their employees 10 holiday vacation days per year, this is in line with the federal government's own holiday leave schedule. The American federal government offers New Year's Day, Martin Luther King Jr. Day, Presidents Day, Memorial Day, Independence Day, Labor Day, Columbus Day, Veterans Day, Thanksgiving, and Christmas Day.
These days are also fairly typical for other large companies, including other tech companies.
It is very standard in America for those crucial holidays to be observed and come with paid vacation day benefits.
See Also: THE SAGA OF ELON MUSK AND TWITTER
Tesla actually has a pretty unique paid time off policy. They are one of very few companies that have implemented an unlimited PTO policy for its employees.
Under this policy, an employee can request an unlimited amount of PTO from their supervisor. Pending approval, the employee can then take their leave when they want to, rather than having to wait to accrue hours and hours of PTO. This is a huge quality of life upgrade for employees and the companies that have implemented this method are seeing great levels of employee satisfaction.
The catch to this policy is that a supervisor must sign off on your request. This means that the PTO is not quite unlimited, but rather based on your individual performance, how much of your work you are completing, and ensuring that you are still working for the company enough to be considered a fully-fledged employee.
See Also: ALL YOUR TESLA CYBERTRUCK QUESTIONS ANSWERED: IS CYBERTRUCK CANCELED?
Q: What holidays do Tesla employees get off?
A: Reports indicate that Tesla workers get a standard holiday vacation package of ten days per year, which includes time off for observed holidays such as Thanksgiving, Easter, and Christmas. On the other hand, due to the absence of a publicly accessible calendar detailing Tesla's yearly paid vacations, it is difficult to tell for definite.
Q: Are the holidays that Tesla employees get off paid?
A: Yes, the holidays that Tesla employees are given off are typically paid.
Q: How does Tesla's holiday vacation schedule compare to other American companies?
A: If it is true that Tesla provides its workers with 10 holiday vacation days every year, then the company is following the same pattern of holiday leave as the United States federal government. There are a lot of other significant organizations, including other IT companies, who also provide holiday schedules that are comparable to this one.
Q: Does Tesla have an unlimited PTO policy for its employees?
A: Yes, Tesla does in fact provide its workers with an infinite amount of paid time off. According to this policy, an employee may make a request to their manager for an unlimited amount of paid time off (PTO). However, the request must be approved by the manager in order for the PTO to be granted.
This means that the amount of time off is not quite unlimited but rather determined by individual performance, the amount of work that has been completed, and whether or not the employee is still working for the company enough to be considered a full-fledged employee.
Tesla employs over 50,000 people globally, with the majority of its workforce located at its production facility in Fremont, California.
Tesla employees have reported high levels of stress and long working hours, especially in factory roles.
Tesla offers a range of benefits to its employees, including health insurance, 401(k) matching, and performance-based bonuses.
The company has implemented an unlimited paid time off (PTO) policy, allowing employees to request an unlimited amount of PTO from their supervisor.
Tesla's factory workers in Fremont have voted to unionize, with the United Automobile Workers (UAW) representing the employees.
Tesla offers a number of employee development and training programs, including an extensive apprenticeship program for new hires.
The company has a unique "promotion from within" policy, where it prioritizes promoting current employees to higher-level positions.
Many Tesla employees have reported feeling a sense of purpose and fulfillment from working for the company, which is focused on sustainable energy and reducing carbon footprint.
Tesla employee turnover rate is lower than the industry average for manufacturing companies.
In 2020, Tesla was recognized as the #1 company on the Forbes list of America's Best Employers for Women.
In conclusion, it is hard to say exactly which holidays Tesla employees are entitled to paid holiday leave for. However, it seems likely that Tesla aligns their holiday vacation schedule with the American federal government's requirements and labor laws.
If you are interested in more Tesla content, you should learn more about the CyberBrands Cyberbackpack. This unique Tesla-inspired product is a backpack that is built for the future. With a hard-shell design inspired by the exoskeleton of the Tesla Cybertruck, the Cyberbackpack will keep your belongings safe, waterproof, and protected.
What Time Are Tesla Shifts?
What degree or Major Do You Need to Work at Tesla?

redpajama_set_name: RedPajamaCommonCrawl


Thin wire aberdeen style hooks in size 6 are usually a good choice for the casual fisherman.
You will generally be more successful if you can get your bait within a foot of the bottom.
When bait fishing don't start reeling in until the fish takes the bobber under and starts running with it. Many people make the mistake of trying to set the hook too soon resulting in the bait being taken from the fish's mouth.
One of the simplest rigs used for freshwater fishing in shallow water (5 feet or less) is a snap on float with a hook tied at the end of the line. A little tip is to clip enough split shot below the bobber to expose less than an inch of bobber above the surface. This will allow wary fish to take the bait under without undue resistance.
Often you will see people using big hollow plastic red and white bobbers which is generally a mistake. These cheaply made plastic floats have a great deal of air resistance, resulting in reduced casting distances. Their buoyancy in the water is off putting for wary fish. A more streamlined float will likely be a better choice unless you are using particulary large baits such as large live minnows.
A popular method for fishing deeper water and suspended fish is the slip float rig which allows the fisherman to adjust the depth at which the bait is suspended from 18 inches to 30 feet. A slip float bobber is hollow in the center allowing it to freely slide up an down the line until it contacts the bobber stop. The fishing depth is controlled by a stopper knot which can be moved up or down on the line.
These stop knots can be purchased or hand tied. If you wish to tie them by hand, use a 20 - 30 lb braided dacron line. To save time when I am fishing, I will have several of these knots already tied onto a hollow plastic coffee stirrer. Then it is only necessary to slip the fishing line through the tube and slide off a knot onto the line. Carefully tighten the knot and cut off most of the tag ends.
An improved clinch knot is one of the easier knots to use to tie on terminal tackle.
Earthworms and nightcrawlers can be kept for weeks in a cool place and a proper bedding. ie shredded leaves, spagnum moss or a commercial worm bedding. Every week or two sprinkle a little cornmeal or bread crumbs on top of the material for them to feed on. The bedding should be moist but not saturated.
Crickets can be kept in a coffee can sealed with the plastic lid. Small holes should be punched in the lid for air. A piece of fresh apple should be added to provide moisture and a couple of breadcrusts for food.
Minnows will catch a variety of fish. Those in 1 to 3 inch range will attract crappie, bass, catfish and even sunfish. Larger ones are better for bass, catfish and walleye. Hook them through the lips or behind the dorsal fin in order to enable them to swim freely.
An aerator pump should be used if minnows are to be kept for more than a day.
Crayfish are eaten by bass, walleye, crappie, catfish and most other freshwater species. They are generally hooked through the tail with a sharp thin wire hook of size 4 or larger. Crayfish can be kept for several days in moist spagnum moss.
Mealworms and maggots are used by some fishermen. Mealworms are often a good bait for trout particularly in clear water.
Maggots are popular in the winter when the fish are somewhat sluggish and tend to prefer small baits. Use thin wire hooks with maggots as it gives a more natural presentation.


This is an article to showcase the lovely 45 Southside Gallery in Plymouth's historic Barbican. I was asked to be part of a Textile Exhibition at the gallery. 45 Southside Gallery specialises in ceramics, glass and metalwork by artists based in Devon and Cornwall.


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Q: 'Graying Out' a WPF button image? I have a simple Button control that contains an Image object as its content. I want so set the Image opacity to 0.5 when the Button is disabled to provide an additional visual cue as to the Button status.
What is the simplest way to accomplish that result in XAML? Thanks for your help.

A: If you want something more generic, put this in your resources section for your window or UserControl .
<UserControl.Resources>
    <Style x:Key="ImageEnabled" TargetType="Image">
        <Style.Triggers>
            <Trigger Property="IsEnabled" Value="False">
                <Setter Property="Opacity" Value="0.25"></Setter>
            </Trigger>
        </Style.Triggers>
    </Style>
</UserControl.Resources>

And in the actual button just do this
<Button>
    <Image Source="{StaticResource LinkImage}" Style="{StaticResource ImageEnabled}"/>
</Button>

A: Here's a more generic style you can apply:
<Style TargetType="Button">
    <Style.Resources>
        <Style TargetType="Image">
            <Style.Triggers>
                <Trigger Property="IsEnabled" Value="False">
                    <Setter Property="Opacity" Value="0.5" />
                </Trigger>
            </Style.Triggers>
        </Style>
    </Style.Resources>
</Style>

A: If you want the entire button greyed out, styling the button itself has worked for me. It seems to grey out all button content.
                    <Button.Style>
                        <Style TargetType="Button">
                            <Style.Triggers>
                                <Trigger Property="IsEnabled" Value="False">
                                    <Setter Property="Opacity" Value=".75"/>
                                </Trigger>
                            </Style.Triggers>
                        </Style>
                    </Button.Style>

A: Use a trigger in the Image style.  (It would be more natural to put it in the Button style, but the Button style can't easily affect the Image for annoying technical reasons.  It could be done in the Button's ControlTemplate but that's overkill for what you want here.)
<Button>
  <Image Source="something.png">
    <Image.Style>
      <Style TargetType="Image">
        <Style.Triggers>
          <Trigger Property="IsEnabled" Value="False">
            <Setter Property="Opacity" Value="0.5" />
          </Trigger>
        </Style.Triggers>
      </Style>
    </Image.Style>
  </Image>
</Button>

Note we are taking advantage here of the fact that the Image will be disabled when the Button is disabled, so we can trigger directly on the Image's own IsEnabled property.  In other cases, the Button property we want to trigger on might not be inherited by the Image; in that case, we'd need to use a DataTrigger with the FindAncestor RelativeSource to bind to the containing button.

A: previous solutions only change opacity and not the color of the image, to gray out an image one need to convert the image to grayscale as follow. I did it for a toggleButton but the same method can be used on a button.
<ToggleButton>
    <ToggleButton.Style>
        <Style TargetType="{x:Type ToggleButton}">
           <Setter Property="Content">
               <Setter.Value>
                    <Image
                         RenderOptions.BitmapScalingMode="HighQuality"
                         RenderOptions.EdgeMode="Aliased"
                         Source="/Resources/imageForButton.png"
                         Stretch="UniformToFill" />
                 </Setter.Value>
             </Setter>
             <Style.Triggers>
                 <Trigger Property="IsChecked" Value="False">
                     <Setter Property="Content">
                         <Setter.Value>
                             <Image
                               RenderOptions.BitmapScalingMode="HighQuality"
                               RenderOptions.EdgeMode="Aliased"
                               Stretch="UniformToFill">
                                 <Image.Source>
                                    <FormatConvertedBitmap
                                       x:Name="myImageFormat"
                                       DestinationFormat="Gray8"
                                       Source="/Resources/imageForButton.png" />
                                 </Image.Source>
                             </Image>
                       </Setter.Value>
                </Setter>
             </Trigger>
          </Style.Triggers>
       </Style>
    </ToggleButton.Style>
</ToggleButton>

redpajama_set_name: RedPajamaStackExchange


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Wu Rongguang
Sep 2, 2011 (WiC 120)
Wu Rongguang was born in 1975 in Quanzhou (one of China's claimants to the "shoe capital" title). Wu's own ties to the industry were close ones. His father was the boss of a shoe factory and Wu junior chose to study sport shoe design in Shenyang. After graduating he joined the family business providing OEM services to foreign brands. But in 2000 he founded a new company with registered capital of $5 million, creating his own brand ERKE.
ERKE was a small player in Quanzhou, where more than 3,000 manufacturers produce over 700 million pairs a year. So Wu went looking for a niche, casting the company as a "pioneer of technologies", producing high-end sport shoes. In 2005 ERKE made a splash at a national footwear expo, with a new structure to protect the feet from injury, as well as an internal air circulation system. "The first China high-tech sport shoe brand" was the headline in newspapers the next day. It helped that – compared to Nike and Adidas – ERKE was less expensive. By the end of 2005, sales reached Rmb 600 million, well up on Rmb10 million in 2001.
As a second-generation entrepreneur, Wu's approach to developing the business differed from his father, who warned him against ceding the family's control. But Wu himself thought he needed strategic investors to help solve financing and expansion problems. In 2005 HongXing ERKE successfully listed in Singapore, raising Rmb200 million. It was the first China sportswear company to list overseas.
With 5,500 sales outlets nationwide, ERKE is now one of the leading sportswear brands in China, with a product range including sneakers, sportswear and sports accessories.
ERKE also has a long-running association with Chinese tennis. Back to 2005, Wu sensed that public interest in tennis would increase, although there were few Chinese sponsors in the sport at the time. So he decided to use tennis sponsorship in his marketing strategy, focusing on the ATP Masters Tournament in Shanghai. It looks like being a succcessful bet: Li Na's victory at the French Open this year, the first player from China to win a Grand Slam singles title, has raised the profile of the game significantly.
In 2008 ERKE's sales hit a record Rmb2.8 billion, but fell to Rmb1.99 billion in 2009. The Singapore-listed firm's financial report for 2010 was, however, delayed due to financial irregularities and trading in the stock has been halted since February. Last year's results are supposed to come out later this month. An insider blamed the firm's problems on too rapid an expansion.
And to relax
Besides golf, Wu's other hobby is shopping."I like walking around shopping malls or small stores, checking out the items, the colours, the fashion styles, the designs, even the smell… they all inspire me, I totally forget the time."
SocietyA new book explains the complexities of guanxi
CartoonsHired in Henan
China ConsumerWhen in China, make sure to drink Wonder Milk
Auto IndustryChina's 'green' electric car revolution looks to have stalled
And FinallyEncomiums of praise for Apple's outgoing CEO Jobs on Chinese web
More on ERKE
Let the games begin...
Chinese brands eye sponsorship opportunities for London's Olympics
On your marks, get set…
Sportswear is booming, and Chinese brands are battling the foreign giants


In the fast moving world, WordPress plays a vital role for website developers. So, for you people, we have listed the best WHMCS WordPress themes, where you can make use of it and earn extra income from your business. The below-listed themes are premium themes, whereas the WHMCS WordPress themes offer free version also.
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Beaphar Nature is a premium, healthy food for rabbits and guinea pigs that contains up to 30 different grasses and herbs in an 'all-in-one' pellet; this ensures your pet gets a complete and balanced diet without food waste. Beaphar Nature is cereal-free with a high fibre percentage to reflect their diet in the wild and provide support for optimal wellbeing and a healthy digestive system.
The unique rough structure of the pellets promotes teeth wear, while the high levels of Timothy Hay contributes to bladder health due to the calcium and phosphorus balance. The various grass and herbs provided includes inulin which is a prebiotic that helps to optimise intestinal function and support the immune system, and Yucca shidigera which helps to reduce stool odour.
When changing your pet's diet, it is important to make the change gradually. Mix some of their current food with Beaphar Nature, gradually increasing the amount offered every day until Beaphar Nature completely replaces the original food.
The recommended amount of Beaphar Nature depends on the weight of your pet and should preferably be split across two meals per day.
There are currently no questions for Beaphar Nature Rabbit & Guinea Pig Food - be the first to ask one!


Simon Raftopoulos, a partner at Appleby (Cayman) Ltd., has received the 2016 Lee A. Freeman award in appreciation for his selfless acts of time and dedication to the Legal Befrienders Program.
"This is a huge honor for me to be the latest recipient, as I've been one of the Legal Befrienders team for many years and am fully aware of all that the award represents," the attorney said.
He is Appleby's third award recipient.
"I have always done a fair bit of community work, so it was a natural move for me when I arrived here to look for a ground-based organization making a difference to people's lives. Legal Befrienders does just that" Mr. Raftopoulos added.
Judith Seymour, director of the Department of Counselling Services which runs the program, said the award was created in recognition of the late Lee A. Freeman, a stalwart volunteer.
The program's clients are typically looking for a sympathetic listener who can offer sound legal advice when dealing with the fallout from a range of issues including financial matters, divorce proceedings and child custody issues.
Charmaine Miller, acting program coordinator of the Family Resource Centre, where Legal Befrienders is based, said that Mr. Raftopoulos and the 30 or so other lawyer-volunteers, who are the backbone of the program, donate their out-of-office time and expertise to help many who otherwise could not afford legal representation.
Individuals and families who access this service come from different walks of life and face various issues, including work-related matters or immigration issues, she said.
"The staff front up every day to face very difficult emotional and sometimes threatening situations and this program makes a real difference to those seeking legal advice who otherwise would have nowhere to turn. We volunteers advise and counsel real people with real-life problems and through this experience we grow and challenge ourselves not only in the legal field but personally," Mr. Raftopoulos noted.
Of the hundreds of clients he has counselled and referred to Legal Aid and other community resources over the years, one in particular stood out and symbolizes why he continues volunteering, he explained. "A mother with young children came to see us with very real and immediate domestic violence and divorce issues. We were able to properly advise her of her rights and offer and provide a safe place for her and her children to stay," he said.
One of the program's longest serving volunteers, the lawyer reiterated that Legal Befrienders work is not restricted to advising on family law. He also mentioned that clients can have telephone sessions if getting to the office is a problem.
"We are delighted to have given Simon this award as he has displayed commitment and initiative in expanding our pool of volunteers," Ms. Miller said.


text:
L'aéroport de Bergen , en norvégien Bergen lufthavn, Flesland, est le deuxième aéroport de Norvège, avec  passagers qui y ont transité en 2014. Il se situe à  au sud-ouest de Bergen, près du village de Flesland. Il est exploité par la compagnie publique .

L'aéroport est principalement desservi par les compagnies aériennes Scandinavian Airlines, Norwegian et Widerøe. La route aérienne qui le relie avec l'aéroport d'Oslo-Gardermoen est l'une des plus fréquentées en Europe en nombre de vols hebdomadaires. L'aéroport est aussi l'un des points de départ importants pour les hélicoptères se rendant sur les plateformes pétrolières de la mer du Nord. Un certain nombre de compagnies aériennes offrent aussi des vols directs vers certaines grandes villes européennes telle que British Airways vers Londres-Heathrow ou KLM vers Amsterdam. La SAS et la Norwegian proposent aussi des vols quotidien vers Stockholm ou Copenhague.

Bergen était desservi à l'origine par les aérodromes situés à Flatøy, Sandviken et Herdla. Les premiers pas vers un aéroport à Flesland ont été faits en 1937, lorsque des fermes de Flesland ont été expropriées par la municipalité. En 1952, le gouvernement a décidé que l'aéroport serait construit à Flesland, et en 1955 le nouvel aéroport a été achevé avec une piste de . Il est officiellement ouvert le 2 octobre 1955. L'aéroport original a été principalement financé par l'OTAN. Jusque dans les années 1980, la SAS utilisait l'aéroport pour les vols intercontinentaux à destination de New York. Le terminal d'origine a été achevé en 1988 et était trop petit pour le trafic actuel. Un nouveau terminal a donc été inauguré en août 2017. Il est desservi par le métro léger de Bergen depuis le mois d'avril 2017.

Histoire

Origines

Le premier vol qui s'est posé à Bergen fut un vol de démonstration de Carl Cederström le 25 septembre 1911. En 1919, la Force aérienne royale norvégienne bâtit la base aérienne de Flatøy sur l'île de Flatøy. C'était une base aérienne nautique qui a été utilisée jusqu'en 1940.
Le premier vol régulier d'une compagnie aérienne vers Bergen fut celui de la compagnie  commencé en 1920. Elle utilisait le plan d'eau de l'aérodrome de Bergen Sandviken qui se situait juste au nord du centre-ville. Cet aérodrome est devenu la principale base d'opération de Bergen pour les compagnies  et .

Les discussions concernant la construction d'un aéroport avec une piste en dur commencèrent dans les années 1930. Entre 1931 et 1938, une série de rapports publics recommandèrent Fesland, qui se situait à l'époque sur la commune de Fana, pour implanter le nouvel aéroport. La principale alternative, recommandée à partir de 1933, était l'île d'Herdla, qui se situe plus au nord sur la commune d'Askøy. Le défaut majeur de Fesland était la topographie des lieux qui ne permettait pas la construction de deux pistes de plus de 800 et  respectivement. Finalement, en 1938, un groupe de travail municipal plaida en faveur d'Herdla, financé conjointement par l'État et la ville.

Pendant l'Occupation de la Norvège par le Troisième Reich, la Wehrmacht rechercha un terrain pour construire une base aérienne. Elle avait non seulement besoin de pouvoir contre-attaquer les raids aériens de l'armée britannique, mais aussi de protéger le trafic maritime allemand. Quatre lieux étaient possibles : , Haukåsmyrene à Åsane, Flesland et Herdla. Le choix fut porté sur Herdla après qu'un bombardier allemand y a atterri en urgence et fut capable d'en redécoller. Deux pistes fut construites, la plus longue mesurait .

L'administration civile de l'aviation norvégienne (devenue Avinor) débuta les réflexions sur un aéroport pour Bergen en 1947. Herdla semblait être à l'époque le candidat tout déclaré, encore une fois à cause de la topographie de la région de Bergen. L'administration recommanda l'agrandissement des deux pistes de Herdla. Cependant, le directeur de l'aéroport de l'époque,  était sceptique quant au choix de Herdla. Il pointait notamment du doigt les faibles possibilités d'extension au-delà des  déjà prévus. De plus, Herdla se situe sur une île qui, à l'époque, n'avait aucune route et donc aucune liaison avec Askøy. De même, aucun pont ne reliait l'île d'Askøy au continent. Les liaisons auraient donc dû se faire en ferry. Le ministre des Transports de l'époque , originaire de Bergen, apporta son soutien à Einar Bøe et recommanda au parlement de mettre le projet de l'aéroport de Bergen en attente.

Des études de faisabilité furent menées sur les deux terrains Herdla et Fesland en 1950 et 1951. Les précédentes études menées à Fesland avaient conclu que la longueur de la piste était limitée à celle d'une petite vallée, qui se situe au milieu de la piste actuelle. La nouvelle étude proposait de relier la zone proposée auparavant à une autre zone plus vaste au sud de celle-ci, qui avait pour avantage de se situer à la même altitude. Ce nouveau schéma permettait la construction d'une piste de  de long. Un des freins politiques à la construction de cet aéroport était son coût élevé. De plus, en 1950, des aéroports en dur avaient déjà été construits à Oslo-Fornebu, Stavanger, Trondheim et Kristiansand et la SAS avait arrêté ses liaisons entre Oslo et Bergen et acheminait les voyageurs directement à Stavanger.

D'autres propositions ont été faites par des compagnies concurrentes : Braathens proposa des modifications mineures de l'aéroport d'Herdla afin de pouvoir y faire atterrir des de Havilland Heron ; Widerøe, quant à elle, proposa d'utiliser ses hydravions Consolidated PBY Catalina, mais ceux-ci ont été jugés trop coûteux à exploiter. Dans le même temps, la Force aérienne royale norvégienne développa son intérêt pour Fesland afin d'y implanter une base aérienne. Les ingénieurs militaires sondèrent la zone et la déclarèrent comme bien adaptée pour un usage militaire. En 1952, l'Organisation du traité de l'Atlantique nord (OTAN), finança la construction de sept bases aériennes en Norvège, mais Fesland n'en faisait pas partie.

Le financement de l'aéroport fut apporté par l'État sous la forme d'un projet national de communication militaire. Le budget de 16 millions de couronnes norvégiennes (NOK) sur trois ans permit la construction d'une piste de  de long. Un nouveau financement de 4 millions de NOK apporté surement par les villes de Bergen et Fana a permis de réaliser la construction d'un terminal, de routes et les expropriations nécessaires. Le projet fut adopté par le parlement le 25 avril 1952. Les financements militaires furent arrangés par Nils Langhelle devenu Ministre de la Défense entre-temps. l'aéroport reçut en 1953 des fonds supplémentaire de l'OTAN à hauteur de 50 millions de NOK et du Ministère de la Défense pour 5 millions de NOK. Ce nouveau financement permit l'extension de la piste à .

La construction des premières routes menant à l'aéroport depuis Blomsterdalen commença le 14 août 1952 et celle de l'aéroport lui-même démarra au début de l'année 1953. 200 à 300 ouvriers, répartis en deux équipes, travaillèrent sur le chantier et certains vivaient dans des baraquement situé à Nordheim à  au sud-est du site. Lors des travaux préliminaires, trente fermes furent partiellement expropriées et  de roches furent dynamités.  de terre supplémentaire furent utilisés pour les travaux de terrassement. Une piste de  de long par  de large ainsi qu'un taxiway de  de long par  de large furent construits. Le coût de construction du terminal s'éleva à  NOK et il fut installé à côté d'un parking de 70 places. Une enceinte de fil barbelé de  de long fut construite et l'aéroport reçu, dès sa construction, un système d'atterrissage aux instruments (ILS). La construction de l'aéroport de Bergen a coûté 70 millions de NOK et deux ouvriers ont trouvé la mort sur le chantier.

Premières années

Le premier avion qui atterrit sur l'aéroport fut un de Havilland Canada DHC-3 Otter de l'armée de l'air, le 18 juin 1954. À ce moment-là, seuls  de piste étaient construits. Durant l'année qui suivit, la piste fut plusieurs fois étendue (jusqu'à ) et de nombreux Douglas DC-3 atterrirent. Le premier vol commercial fut un vol charter assuré par Braathens SAFE qui emmenait l'équipe du SK Brann à Oslo pour y jouer un match de football. L'armée commença officiellement à utiliser l'aéroport le 14 septembre 1954, et il fut officiellement ouvert à l'aviation civile un an plus tard, le 2 octobre 1955. À son l'ouverture, l'aéroport disposait d'un terminal et d'une tour de contrôle temporaire, la route y menant n'était pas goudronnée, et l'aéroport ne disposait ni d'équipement pour déneiger, ni de réservoir de kérosène.

Dès le départ, l'aéroport fut desservi par trois compagnies aériennes. SAS opérait trois allers-retours vers Oslo et un par jour vers Stavanger, Kristiansand et continuait vers Aalborg au Danemark où il offrait des correspondances vers Copenhague. Deux fois par semaine, les vols vers Stavanger permettaient des correspondances vers Londres et Amsterdam. Vestlandske Luftfartsselskap opérait des vols vers le nord, le long de la côte vers des villes du Møre og Romsdal et Trondheim. Loftleiðir, une compagnie basée en Islande, fut autorisée à assurer des vols depuis et vers New York via Reykjavik deux fois par semaine.

L'aéroport accueillit  passagers lors de ses douze premier mois d'exploitation, et dépassa les  passagers l'année suivante. Le terminal temporaire fut rapidement trop petit et, comme il était prévu au départ, un terminal plus grand fut dessiné par . Dès 1956, il fut décidé que le nouveau bâtiment serait trop petit pour le trafic à venir et qu'il fallait l'agrandir. Il fut discuté en même temps de l'extension de la piste. En effet, la SAS annonça qu'elle allait recevoir des avions de ligne à réaction Douglas DC-8 pour des liaisons intercontinentales, qui nécessitent une piste plus grande que celles des aéroports d'Oslo ou de Bergen. Le coût d'une extension de la piste à  était estimé à 3,5 millions de NOK pour Bergen, et 30 millions de NOK pour Oslo.

 s'implanta en 1958, deux ans après sa création sur l'aéroport de Stavanger. La même année, Vestlandske Luftfartsselskap tomba en faillite et l'aéroport d'Ålesund ouvrit. La même année, Braathens reçut la concession de la liaison Stavanger – Bergen – Ålesund – Trondheim et la SAS et Braathens reçurent la concession de la liaison Krinstiansand – Bergen via Stavanger. Le nouveau terminal fut inauguré lui aussi en 1958.

Développement

Pendant une courte période en 1959, un escadron fut stationné sur l'aéroport. À partir de 1962, l'OTAN affecta régulièrement des détachements à la base aérienne de Flesland. Le reste du temps, la base accueillait de grandes manœuvres d'entrainement qui impliquait une douzaine d'avions pendant plusieurs semaines. Toutes les six semaines, de plus petit exercices avaient lieu. La base aérienne fut améliorée en 1962 avec la construction d'une série de hangars capable d'accueillir plus de 25 avions simultanément. Il fut aussi construit des baraquements et d'autre installations pour les commandos. L'OTAN avait désigné Flesland comme une base aérienne de déploiement de têtes nucléaires, qui devaient avant 1962 être déployées sur la base aérienne de Sola (Stavanger). Les composants nécessaires à l'élaboration d'arme nucléaire furent surement stockés à Flesland, bien que les têtes n'y fussent probablement jamais stockées.

Avec la livraison des Douglas DC-8, la SAS commença à assurer des vols directs vers New York. Fornebu ne disposant pas d'une piste suffisamment longue pour que les DC-8 y atterrissent, Flesland devint le point d'entrée principal en Norvège pour les vols intercontinentaux. Le faible rayon d'action des DC-8 imposa aux vols en provenance de Stockholm ou Copenhague de faire une escale technique à Bergen durant les années 1960. Par la suite, ces routes furent assurées sans escale avec des Boeing 747. En 1965, la SAS démarra des vols directs entre Bergen et Tromsø. L'aéroport de Kristiansund, Kvernberget ouvrit en 1970 et la liaison depuis Bergen fut concédée à Braathens SAFE. Deux ans après, la SAS perdit sa concession entre Bergen et Tromsø lors d'un réajustement national des concessions. En lieu et place, Braathens SAFE fut autorisé à exploiter depuis Bergen vers Bodø et Tromsø via Ålesund, Kristiansund et Molde-Årø (où le nouvel aéroport venait d'ouvrir).

Les quatre premiers aéroports des contés du Sogn og Fjordane et du Møre og Romsdal furent ouverts en 1971 et Widerøe commença à assurer des vols vers Florø, Førde, Sogndal et . Ces vols furent assurés en de Havilland Canada DHC-6 Twin Otter et les passagers à destination d'Oslo devaient effectuer une correspondance à Flesland. En 1974, grâce à l'augmentation du rayon d'action des nouveaux appareils, la SAS ouvrit une liaison New York – Oslo et réduisit petit à petit celle vers Bergen. L'aéroport de Haugesund, Karmøy fut ouvert en 1975 et la SAS le relia à Flesland.

Avec l'augmentation du trafic, le terminal devint de plus en plus étroit, et au début des années 1970, l'aéroport se dota d'un nouveau bâtiment pour l'administration avec une caserne de pompier au rez-de-chaussée. À son apogée en 1976 et 1977, la base aérienne comptait 60 employées et 15 conscrits. Helikopter Service opéra les premières liaisons vers les plateformes Off-Shore en mai 1976 ; la première relia la plateforme Statfjord en utilisant des hélicoptères Sikorsky S-61. En 1982, la compagnie aérienne  ouvrit une liaison entre Bergen et Stavanger via Haugesund et deux ans plus tard,  démarra des vols vers Sandefjord. En 1987, Braathens SAFE fut autorisée à assurer des vols entre Bergen et Oslo, et l'année suivante, l'aéroport se dota de bornes d'enregistrement automatique.

Dérégulation et démilitarisation

Le terminal actuel, toujours dessiné par , fut ouvert en 1988 et couta 250 millions de NOK. L'ouverture du terminal fut suivie en 1991 de l'inauguration d'une nouvelle tour de contrôle. Celle-ci est relativement petite, car le principal Taxiway fut désigné comme piste d'atterrissage d'urgence par l'armée. Au milieu des années 1980, il y eut 35 à 40 vols quotidiens vers les plateformes pétrolières off-shore. Cela fut un problème puisque les hélicoptères devaient traverser la piste pour atteindre la mer du nord. Puisque les estimations prévoyaient jusqu'à 60 vols quotidiens, l'aéroport commença à travailler sur la construction d'un terminal dédié, qui aurait dû se trouver au sud-ouest de l'ancien terminal et aurait eu sa propre piste d'hélicoptère. À lieu de ça, le trafic diminua et l'ancien terminal fut converti en un terminal pour hélicoptère.  basa deux hélicoptères à Flesland en 1990 et en deux ans, la compagnie représentait 30 % du trafic vers les plateformes pétrolières off-shore. Cependant, la compagnie fut rachetée en 1993 par .

Avec la fin de la guerre froide et la dislocation de l'URSS en 1991, l'activité militaire déclina. Le déclassement de la base militaire fut acté en 1988 et en 1995, seul le personnel nécessaire pour maintenir les infrastructures fut conservé, soit 33 personnes. Braathens SAFE opéra sa première route internationale depuis Bergen en 1991 vers Newcastle. La compagnie Norwegian Air Shuttle, qui est à l'origine une compagnie régionale, repris les liaisons régionales de Braathens et Busy Bee, au départ de Bergen, après la faillite de cette dernière en 1992. Norwegian opérait à l'origine des vols vers Kristiansand, Haugesund, Molde et Kristiansund. Le marché aérien intérieur fut dérégulé le  avril 1994, et permit ainsi aux compagnies d'assurer des vols intérieurs sans avoir besoin d'une concession. La conséquence immédiate fut l'augmentation du nombre de vols de Braathens entre Bergen et Oslo.

L'aéroport d'Oslo-Gardermoen ouvrit le 8 octobre 1998, en remplacement de Fornebu trop encombré. Pour la première fois, une compagnie pu recevoir suffisamment de créneaux d'atterrissage pour concurrencer la SAS et Braathens sur les vols intérieurs. La compagnie aérienne à bas prix Color Air fut créée et commença à assurer des vols entre Oslo et Bergen à l'aide de Boeing 737-300. Ce nouvel entrant marqua le début d'une guerre des prix et d'une augmentation des capacités. Cependant, Color Air fit faillite le 27 septembre 1999, après avoir perdu 3 milliards de NOK dans la guerre des prix, qui prit fin. La dernière étape de la fermeture de la base aérienne fut achevée en 1999 quand tous les actifs immobilisés furent vendus, dont 30 véhicules. Les opérations courantes furent désormais gérées par la Marine royale norvégienne qui disposait de 6 employées sur la base. Depuis, la base aérienne de Flesland n'a qu'une fonction de réserve, et elle ne sera utilisée par l'armée que lors d'une guerre ou en cas d'extrême urgence.  lança des vols vers Notodden en 1999. Un nouveau radar secondaire fut bâti entre 1999 et 2001 sur l'ile de Sotra. Le terminal domestique fut agrandi de  et une nouvelle zone de tri des bagages de  vit le jour en 2001.

SAS acheta Braathens en 2001, et l'année suivante, seule SAS opérait sur la liaison Oslo – Bergen. En septembre 2002, Norwegian commença à assurer des vols vers Oslo. Mais en 2003,  pris le contrôle des liaisons régionales de Norwegian. L'Institut météorologique norvégien ferma son bureau de l'aéroport en 2003, et depuis, la surveillance météorologique est réalisée par Avinor. En 2004, SAS et Braathens fusionnèrent pour former , puis en 2007, le nom de la compagnie redevint Scandinavian Airlines.

La section d'arrivée des vols internationaux fut étendue de  en 2005 et la surface des boutiques hors taxes fut doublée en utilisant l'espace anciennement occupé par des bureaux. En 2009, le magazine  classa Flesland au premier rang des aéroports internationaux en Europe et au  mondial. Le terminal hélicoptère fut rénové en 2009, et  de bureaux furent construits en 2010. La même année, l'aéroport se dota d'un radar d'aéroport et en 2011, un nouveau radar de secours fut installé.

Widerøe pris en charge les liaisons régionales de la SAS depuis Bergen en 2010, à l'exception de liaisons vers Stavanger.

Infrastructures

Le terminal principal couvre une surface de  m², sont  m² sont dédiés à l'accueil des passagers. Le terminal a atteint sa capacité d'accueil maximale. Cela concerne particulièrement les contrôles de sécurité, l'enregistrement, le hall des arrivées ou le système de gestion des bagages qui ont du mal à faire face à l'afflux simultané de passagers.

Tous les passages voyageant sur des vols internationaux passent obligatoirement par la zone de boutiques hors taxes avant d'embarquer. Il existe, cependant, la possibilité pour certains passagers (par exemple, ceux allergiques aux parfums) d'utiliser de petits couloirs qui évitent les magasins, sur demande à la sécurité.

Le terminal possède douze portes d'embarquement, dont onze sont équipées de passerelles. Elles sont numérotées de 21 à 32 et la porte  est utilisée pour des navettes d'aéroport. La conception du terminal rend possible l'utilisation de toutes les portes pour des vols intérieurs. Cependant, si la porte  est utilisée pour les vols intérieurs, toutes les autres doivent l'être aussi. Ainsi, en temps normal, les portes  et 22 ne sont utilisées que pour les vols internationaux, les portes numérotées 28 à 32 sont utilisées pour les vols intérieurs, et les autres peuvent être utilisées dans l'un ou l'autre des cas. Il faut noter que les portes  et 23 peuvent recevoir des vols hors Espace Schengen ou internes à l'Espace Schengen, alors que la porte  ne peut accueillir que des vols hors Espace Schengen. La porte  est celle qui a la plus grande aire de stationnement qui permet de garer des avions de catégorie E (tels que l'Airbus A340 ou le Boeing 747). Les autres portes ne peuvent prendre en charge que des avions de catégorie C (comme l'Airbus A320 ou le Boeing 737), bien que les portes  et 22 puissent accueillir des Boeing 757 puisqu'elles sont légèrement plus grandes. L'aéroport dispose, en outre, de vingt et une places de stationnement sur l'aire de stationnement.

Le terminal pour hélicoptère est situé dans l'ancien terminal d'origine de l'aéroport et couvre une surface de  m². Il dispose de neuf pistes d'atterrissage, dont six se trouvent directement à la sortie du terminal. La tour de contrôle se trouve au sud du terminal et dispose de , mais elle ne permet pas d'avoir une vue dégagée sur la zone de dégivrage et sur une partie des voies de circulation. La caserne des pompiers se trouve tout près et le bâtiment de  m² accueille aussi des bureaux. L'aéroport dispose aussi de nombreux hangars et bâtiments qui appartiennent à différentes compagnies aériennes, entreprises aéroportuaires, clubs aéronautiques ou compagnies aériennes d'aviation générale.

L'aéroport dispose d'une seule piste d'atterrissage de  mètres de long par  de large et numérotée 17/35 (orientation approximativement Nord-Sud). La piste possède, de chaque côté, un accotement en asphalte de  et mesure  mètres entre les deux points de cible. La piste dispose d'une voie de circulation ou taxiway parallèle (notée Y) et de neuf intersections avec celle-ci. Un autre taxiway (W) relie le terminal et la zone de maintenance. Il y a six intersections entre W et Y dont une mène à la zone militaire. La piste est équipée d'un système d'atterrissage aux instruments (ILS) de catégorie I dans les deux sens. L'aéroport est équipé d'un radar s'approche, et un radar primaire et un radar de secours sont installés à Sotra. La piste peut supporter un maximum de vingt atterrissages et vingt décollages par heure.

La piste, le principal taxiway et toutes les installations au nord de la zone d'aviation civile appartiennent à l'armée. Il n'y a plus d'avions stationnés sur la base aérienne de Flesland, mais plusieurs installations militaires sont encore en activité. La base est parfois utilisée pour des exercices. L'armée a indiqué qu'à l'avenir, elle pourrait vendre ses biens à l'aéroport. Avinor et l'armée ont d'ailleurs engagé un processus de transfert de propriété pour la piste et le taxiway principal.

Situation

Compagnies et destinations
Les compagnies aériennes les plus importantes à Bergen sont Scandinavian Airlines (SAS), Norwegian et Widerøe. Widerøe assure des liaisons vers Florø, Førde, Sandane, Sogndal et  dans le cadre d'un contrat de délégation de service public avec le ministère des Transports. Le reste des liaisons de la compagnie sont des liaisons commerciales.
 et  assurent des liaisons vers les plateformes pétrolières offshore depuis le terminal d'hélicoptère. De même,  assure le transport des pilotes vers les bateaux pour le compte de l'Administration côtière norvégienne.
Plusieurs compagnies aériennes effectuent des liaisons entre Bergen et leurs hubs respectifs. Avant la pandémie de COVID-19, les plus importantes étaient SAS avec six liaisons quotidiennes vers Copenhague et KLM avec quatre par jour vers Amsterdam.

Édité le 08/10/2018  Actualisé le 25/02/2023

Notes:

Les vols Icelandair en provenance de  sont directs, mais ils font escale soit à , soit à  au retour. Icelandair ne possède pas de droits de  liberté pour le trafic intérieur à partir de Bergen.

Statistiques

Zoom sur l'impact du covid de 2019-2020

En 2014,  ont utilisé l'aéroport de Bergen et celui-ci a enregistré  mouvements d'avions et  tonnes de marchandises. C'est donc le deuxième aéroport du pays, après celui d'Oslo. Dans le détail, le total de passagers est composé de :  intérieurs,  internationaux,  en transit et  d'hélicoptères. L'aéroport de Bergen représente 10 % du trafic international de passagers en Norvège.

64 % du trafic intérieur est constitué de voyages d'affaires, alors que ce type de passagers représente seulement 35 % du trafic international. De plus, 71 % du trafic international est généré par des personnes résidentes en Norvège. Les parts de marchés pour le trafic intérieur sont réparties comme suit : 46 % pour SAS, 38 % pour Norwegian, 15 % pour Widerøe et 1 % pour les autres. Pour les vols internationaux, la répartition est la suivante : 38 % pour Norwegian, 23 % pour SAS, 18 % pour KLM, 9 % pour Lufthansa, et 15 % pour les autres. À titre de comparaison, en 2003, la SAS détenait 71 % du trafic international et 78 % du trafic intérieur.

En 2011, la liaison Oslo – Bergen a été empruntée par  passagers, soit la deuxième liaison la plus empruntée après Oslo – Trondheim. En 2007, c'était la  d'Europe en nombre de passagers. Les liaisons Bergen – Stavanger et Bergen – Trondheim sont les deux liaisons, ne passant pas par Oslo, les plus empruntés en Norvège. Norwegian et SAS se partage le marché des vols vers Oslo de manière quasi égale. Norwegian attire 58 % des voyageurs loisir et SAS attire 54 % des voyageurs d'affaires. Depuis 2003, le pourcentage de passagers voyageant depuis Bergen et qui ont besoin d'une correspondance pour atteindre leur destination finale, est passé de 60 % à 40 %.

Accidents et incidents
Le 26 juin 1978, le  s'abima dans la Mer du Nord, à 78 milles marins () au nord-ouest de l'aéroport. L'hélicoptère, un Sikorsky S-61, avait décollé de Flesland en direction de la plateforme pétrolière off-shore Statfjord A. Les dix-huit personnes à bord périrent dans l'accident.

Futur
Avinor a lancé la construction d'un nouveau terminal qui se situe au sud-est de l'actuel. Conçu par le cabinet d'architecte Narud Stokke Wiig Arkitekter og Planleggere (désormais ), le nouveau terminal doit être inauguré le 17 août 2017, et doit permettre d'accueillir 10 millions de passagers par an. Cela doit être suffisant pour supporter l'augmentation du trafic jusqu'en 2026. Le terminal s'étendra sur une surface de  pour six nouvelles portes. Le coût est estimé à 2 milliards de NOK et inclus la prolongation du métro léger de Bergen jusqu'à l'aéroport.

Galerie

Références

Voir aussi

Liens externes
   Site officiel

Bergen
Transport à Bergen (Norvège)
Bâtiment à Bergen (Norvège)

redpajama_set_name: RedPajamaWikipedia


A paper published in the February issue of Health Affairs — discussed at length in an article in the New York Times — contains the sort of blunt, plain-spoken language you seldom read in academic journals. The authors, who include some of the most prominent neuroscientists and ethicists in the world, warn that manufacturers are misusing the FDA's humanitarian device exemption to promote deep brain stimulation as a "treatment" for obsessive compulsive disorder (OCD).
In fact, they make clear that deep brain stimulation is very much an experimental procedure. Research is still at an early stage, and the risks to patients are not well defined. When suffering is severe and no other treatment has provided relief, there is value in making available an intervention like deep brain stimulation. But misleading or biased information, no matter where it comes from, certainly undermines patients' ability to calculate benefits and risks.
To enable deep brain stimulation, a surgeon must first implant electrodes in the brain and connect them to a pair of small electrical generators underneath the collarbone. Deep brain stimulation uses electricity to affect how brain signals are transmitted in particular areas of the brain. The image to the left, from the National Institute of Mental Health, shows how deep brain stimulation depends on the implantation of pulse generators below the collarbone and electrodes in the brain.
Specific concerns are raised by the article in Health Affairs (and in our own article on this topic last year in the Harvard Mental Health Letter).
Inadequate research. Although deep brain stimulation is sometimes described as a "pacemaker for the brain," that is an oversimplification. Cardiac pacemakers monitor heart rhythm and trigger a heartbeat when necessary. While cardiac pacemakers have an established track record of success and clear guidelines for use, deep brain stimulation does not. (Among other things, when OCD symptoms do improve after deep brain stimulation, we still don't know exactly how or why the electrical stimulation helps.) Only about 100 people in the world have undergone deep brain stimulation for OCD — only some of the results have been published — altogether too small a number to standardize the procedure.
Safety. Implantation of a deep brain stimulation device involves boring small holes into the skull (for the electrodes) and surgery on the chest (for the battery). Possible complications — as for any surgery — are infection and bleeding. The wires may break. And the device's batteries can run out, sometimes without warning — causing rapid mood deterioration or behavior changes.
Furthermore, many alternatives exist. Deep brain stimulation is only appropriate for people who suffer severe and incapacitating symptoms and have exhausted every other treatment alternative. Fortunately, most people with OCD have other — and more proven — options. These include behavioral treatments, drug treatment, or some combination of the two. You can read more about treatment options in an article in the March 2009 Harvard Mental Health Letter.


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Ware of the Dog Isn't Trying to Be Cute
Designer Jackie Rosenthal on how to dress your dog when you still miss Phoebe Philo's Celine.
by Charles Manning
Courtesy of Ware of the Dog
Jackie Rosenthal doesn't design dog clothes. Well, she does, but they're the kind of clothes you're just as likely to want to wear yourself as see on your dog (or cat). They're cute without being cutesy, colorful without being garish, and interesting without being intrusive. "Your dog's clothing is an extension of your own style and personality," says Rosenthal, whose background in fashion — working for brands like Comme des Garçons, Nina Ricci, and Lanvin — would seem to have prepared her better for a career designing for humans than their furry companions. "I dislike [dog clothes] that are overly contrived or look like they are trying too hard to be cute," she says. "Many of the pet sweaters [in the market right now] look like baby clothing. We try to make clothing that is fun and whimsical, but not dumbed down."
It's an approach that has served her well, allowing her to build a robust online business and partner with high-end retailers one might not immediately associate with pet clothes. "It was never our goal to be carried by just pet stores," says Rosenthal, who launched Ware of the Dog nearly a decade ago as a side hustle while freelancing in fashion sales. "Our goal was always to be sold in different of types of stores — pet, fashion, and lifestyle — and now we are carried by Nordstrom, Saks, SSENSE, Anthropologie, and Harrods, as well as many high-end pet stores around the world."
Today, Rosenthal devotes herself full-time to Ware of the Dog, which has expanded beyond sweaters and leashes to include adorable handmade plush toys, dog bowls, charms, and harnesses. But she is in no rush to grow. For now, she is happy to keep doing what she's doing: making awesome clothes and accessories for the world's coolest pets.
Where did the idea for Ware of the Dog come from?
I was walking my dog with a friend in Greenpoint, Brooklyn, and we started talking about how much fun it would be to design a line of pet accessories. I had been working in women's fashion for most of my career and thought it would be nice to do something a bit more light hearted. We walked past a "Beware of the Dog" sign on a fence and the name was born.
We started with around six sweaters: machine knits and hand knits. The machine knits were made in a small factory in Queens and the hand knits were made by some knitters in New York. A photographer friend took photos of the sweaters on my friend's dogs and I made up a small catalog. I sent it to Barneys and they emailed me back right away requesting a meeting. After they saw them in person, they placed a rather large order, and from there Ware of the Dog was born. We still have a version of one of the sweaters they purchased: a hand-knit bobble sweater that is now our cable bobble turtleneck.
What's your dog's name?
Hugo. He's a 14-year-old Coton de Tulear. He has a very easy, nice personality and gets along with everyone. He garners a lot of attention when we are out and about. People always stop me and want to pet him and say hi.
Does he go to work with you?
Every day. He's always by my side. I share a work space with a few other companies so there are other dogs at our office. Even though Hugo is 14, he has a very young spirit and loves to play. And he's always wiling to fill in as a model on photo shoots when our other dog models misbehave.
He sounds lovely.
He doesn't really have any bad qualities. He can be too attached sometimes and is a picky eater, but he has such an amazing personality. He puts a smile on the face of everyone he comes into contact with.
And I bet he looks damn cute in your sweaters! What's your design process like? Do you follow trends in the pet market?
Honestly, I don't really look at the pet market. I try to keep my finger more on the pulse of the fashion world and adopt those trends into our new designs. I dislike the word "modern" because it feels so arbitrary, but I do think there is something modern in the idea of dressing your dog the way you would dress yourself.
Who are your favorite designers?
Comme des Garçons, Junya Watanabe, Martin Margiela, Sacai, and Celine when it was designed by Phoebe Philo. They're the kind of designers who stay true to their core. They have strong and clear characteristics of design style and they make clothes that stand the test of time.
That's some capital F fashion! Makes sense, given your background.
I lived in Paris for 10 years. First, I worked for a fashion PR company and then for Comme des Garçons. When I moved back to New York, I worked freelance for Lanvin and Nina Ricci in wholesale sales. I've always worked more on the commercial side of the business, but I've also worked with some smaller designers, which allowed me to see and learn about all aspects of the business — from design to sales.
What is your favorite thing Ware of the Dog makes?
I still love our neon colorblock harness, even though we have offered it for eight years. I also love our sweaters. They are made from 100% wool — no synthetics — and last forever.
Do you have any hard and fast rules when it comes to designing your collections?
I only design pieces I would wear myself and never too much color. Also, don't design a toy that you wouldn't want to see around your house!
Right now, we are working on the Spring collection. We will introduce some new T-shirts, raincoats, and toys. We introduce new products each season. As far as new categories and collaborations, when something feels organically right, then we will pursue it.
Behind the Brand: Sir Dogwood
Chicago pet accessories boutique owner Chaz Olajide on curating indie dogwear collections and supporting BIPOC-led brands.
Designer Carly Mark's Rescue Pup, Puppet, Runs the Show
"There's a lot of humor in the brand. Puppet is a very funny creature. He definitely inspires us to laugh more while making the garments."
small dog
Charles Manning
Charles Manning is an actor, writer, and fashion/media consultant living in New York City with his two cats, Pumpkin and Bear. Follow him on Instagram @charlesemanning.


This set of symbols addresses the different extinction-levels of animals and plants in five categories — from «least concerned» to «extinct». The levels are visually represented by the increasing dot size of the printing process; ranging from a sharp depiction to a comic-like appearance. Accompanied by abstract representations of their natural habitats, each symbol stands for the animal's unique fight for its survival; almost as a hero in a comic story. More than 82.900 species have been assessed for the IUCN Red List. The intention is to keep track of the world's biodiversity, and instigate preservation efforts. This project only shows a limited selection of these endangered species.
Linda Walter is a 23 year old student from Winterthur, Switzerland. She is currently completing her last semester in Visual Communication at the Academy of Arts and Design, Basel. She enjoys working in the field of graphic design and its expanding fields.


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Safari Group & Profile
Group Goals
Group History
HSSE_Policies
Group Divisions
Main Clients
Employees Zone
Vendors Zone
The Facility management division is considered one of the basic sectors of Safari Group. Safari FM is also the main provider of operation and maintenance works throughout the Kingdom of Saudi Arabia and the GCC Region. Since 1993, it has been executing all the Facility management services to King Abdulaziz International Airport in Jeddah, King Fahad International Airport in Dammam, Princess Nora Bint Abdulrahman University which is one of the biggest Universities worldwide and King Fahad Medical City in Riyadh. In addition, many governmental projects such as Ministry of Interior, and leading private sector companies such as Aramco and Kingdom Holding Co.
Today, Safari is ranked as a one of the top FM companies in the Kingdom of Saudi Arabia, providing cost effective methods to ensure reliability, safety and efficiency to our customer's facilities. Regardless of size, scope or complexity, Safari delivers multi-disciplinary and comprehensive professional services to enable its clients to succeed across a wide range of goals.
Safari has vast expertise in all the aspects of Facility Management such as:
Electrical Power Generation and Distribution
Water Production and Distribution (Desalination/Treatment)
Potable Water and Waste Water - Treatment, Distribution and Disposal
Heating and Ventilating Systems
Communications and Networks Systems
Central Control and Monitoring Systems
Electronic Systems and Subsystems
Roads and Ground Maintenance
Custodial Services and Pest Control
Landscaping and Irrigation
(Round-The-Clock Support)
Safari's experience in Airports Facility Management includes King Abdulaziz International Airport in Jeddah (since 1993) and King Fahad International Airport in Dammam (since 1998) as well as six domestic airports for Dawadmi, Wadi Dawaser, King Khaled Military Airbase, Al Ahsa, Qassim and Hafir El-Baten. Safari's experience also includes the maintenance and management of the Air Navigation System covering the whole kingdom. Safari was able to show expertise and exhibit round-the-clock professionalism by handling projects that require 24/7 presence and concentration.
Military Air Base
(Management of Military Facilities)
Included with these vast experiences are the three major Airbases at Jeddah, Khamis Mushayt and Tabuk. The scope of services includes the maintenance of the terminals, lounges, reception pavilions, mobile equipment, roads and ground on the airside and on the land side, the utility networks, the various facilities and its support areas. Safari experience also includes the runways, taxiways, aprons as well as the military housing, all of which prove the Group excellence in the O&M of military facilities.
Safari's experience for the buildings' operation and maintenance includes the highly-sensitive buildings of the Ministry of Defense, as well as other military buildings such as Royal Guard Brigade, Royal Land Forces Headquarters, Royal Saudi Naval Forces, Royal Air defense Forces as well as buildings for the Ministry of Planning, Royal Commission and the Presidency of Youth Welfare.
The FM Projects of Desalination Plants in Jubail and Jeddah, the Water Treatment Plants and Water Irrigation Projects we had at the Central Region, all of these projects are showing Safari's wide experience in such projects. In addition, the Sewage Treatment Contracts that Safari had with the National Guard in Riyadh. The Group's diverse experiences in handling water projects are proof the excellence of O&M for such as these facilities.
Parks, Museums and Schools
The Group capability also includes Parks and Museums for the projects that Safari has with the Justice Palace Complex and King Abdulaziz Historical Museum, both in Riyadh. Included also is the Facility Management of Kingdom Schools in Riyadh with all its educational facilities.
Private Buildings and Facilities
The comprehensive facility management includes the Kingdom Tower Complex (the tallest building in Riyadh), the newly-built Regional Head Office of National Commercial Bank in Riyadh and the Saudi Office in Jeddah City.
To read more about our ongoing projects and completed projects please click below:
© 1984 - Safari Group


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KoffeePhoto Adds Support for More Languages
KoffeePhoto is a France-based photo-sharing service and software provider, and it's just added support for two new languages: Simplified Chinese and Czech.
The photo-sharing site has recently added an online translation tool for growing its global community and offering localized language options for its users. With an initial launching of 5 localized sites for English, French, German, Japanese and Spanish, KoffeePhoto is looking for a rapid expansion through the appeal of a worldwide reach.
KoffeePhoto offers downloadable software for organizing the photos you have on your desktop, as well as backup and synchronizing options, online albums and photo-sharing options for its users. A similar service that's also striving for a global audience, Jalbum, has recently added free hosting services.