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"Let Me Be The First To Say..."
Beth Martell
water based oil on canvas, 16" x 20"
original photographs by Juan Rubiano (juanrubiano.com) and Randi at tankgirlsrs on flickr.com
ARTIST STATEMENT:
When I started this project, there was a lot of intensity going on in my life. My neighbor was paralyzed in a car wreck, my mother in-law-was dying, people were getting pepper sprayed at U.C. Davis for non-violently protesting, and 1% of the world’s Bengal tiger population was killed in a single incident. 18 tigers were dead. The fact that 18 tigers represents 1% of the world population of Bengal tigers hits me hard.
How did we get here? A Vietnam veteran with PTSD was making a horrific statement. It was like watching a Buddhist monk set himself on fire. It was like watching children turn themselves into bombs. There’s a special soft part of my heart that was breaking watching this sadness unfold in the world.
I have first hand experience with the frustration of caring for exotic animals and thinking no one else does it right. I know what that guy was thinking when he used his self-immolation like a weapon to rage against the machine. And I’m here to show the world community how this works. I want to start a conversation about living with big cats because right here in Southern Illinois the population of cougars is growing.
Well, who am I? Over the last 20 years I’ve rescued more than 30 parrots. Different birds from all over the globe are sitting in my house every moment of every day wondering what I’m going to do next. Even the smallest ones have a lifespan of 20 years. The largest ones live as long as humans do. Supporting them involves a lot of pressure over a long, long period of time. Eventually, a person realizes she has to trust other people. My largest parrots will live longer than I will and their populations are facing the same problems tigers are.
Before social networking, connecting with like minds on the internet was still difficult but I caught a break. Dr. Harrison, an avian veterinarian who sells organic birdfood worldwide commissioned me to simplify the message on his website. I put his ideas in a point of purchase booklet he provided to avian veterinarians, big aviaries, and bird owners who were already on the same page. It was part of the wave that changed the way the whole pet food industry talked about feeding peoples’ pets—and not just birds. All kinds of pets benefit as humans get wiser. So I learned a valuable lesson about what one person can do. But it’s not just one person doing it. It is people cooperating that gets things done!
The system for protecting tigers is already in place. There are some non-profit organizations projects that are doing things right. Look around. The work of Dr. Alan Rabinowitz really shines. He is the “Indiana Jones of wildlife conservation.” I heard his story on Krista Tippett’s National Public Radio show called “On Being.” The interview is titled “The Voice of the Animals.” Under comments on that page you’ll find a link to my 18 Tigers Art Show. Not because what I am doing is so special but because the whole world is looking for ideas to solve the complex problem of tiger extinction and now is time to do more than talk. Looking at the problem leads to understanding it. Understanding leads to action. Action leads to hope. There is hope. You are here at this very moment because you want to help make things right. Many other artists have become a part of the show because they want to help make things right.
In the Oglala Lakota (Sioux) tribes there is a member of the society called a Heyoka. That translates roughly as a jester or a sacred clown. The Heyoka lives with the rest of the community, but stands outside their normal way of doing things so he can mirror back to the people how their actions are serving the highest good. Heyokas remind us that personal responsibility is at the heart of social order, survival, and sacred power. That’s the greater role the artists in my show are playing today. They help us to penetrate deception, turn over rocks, and create a deeper awareness among human be-ings. It's our children who will play the greatest role over the years to come. A famous Wichasa Wakhan (holy man) named Black Elk said, “Grown men may learn from very little children, for the hearts of little children are pure and, therefore, the Great Spirit may show to them many things which older people miss.” What we teach the next generations to value means the world to many species.
Walk around the rotunda. We’re here to tell you like it is. We’re starting the conversation because tigers are the helpless victims of human expansion. Recognizing the roles we are creating for ourselves is the answer. Cooperation is the answer. The system is the solution. The system IS the solution, but it is also the problem if we have no vision for the future we’re creating and no way of seeing ourselves in the mirror.
The stories we hold onto is what transforms the world. Join the conversation. Let's talk about the difference we want to make. The Dalai Lama says:
"In the face of all the challenges we face today, is my optimism about the future of humanity idealistic? Perhaps it is. Is it unrealistic? Certainly not. To remain indifferent to the challenges we face is indefensible. If the goal is noble, whether or not it is realized within our lifetime is largely irrelevant. What we must do therefore is to strive and persevere and never give up."
In the world I want to create, the tigers don’t live in cages.
ink and colored pencil. Witch Hazlenut frequently appears in my cartoons.with her companion Devil Dog.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The P-51H (NA-126) was the final production Mustang, embodying the experience gained in the development of the lightweight XP-51F and XP-51G aircraft. This aircraft, brought the development of the Mustang to a peak as one of the fastest production piston-engine fighters to see service in WWII.
In July of 1943, U.S. Army approved a contract with North American Aviation to design and build a lightweight P-51. Designated NA-105, 5 aircraft were to be built and tested. Edgar Schmued, chief of design at NAA, began this design early in 1943. He, in February of 1943, left the U.S. on a two-month trip to England. He was to visit the Supermarine factory and the Rolls Royce factory to work on his lightweight project.
Rolls Royce had designed a new version of the Merlin, the RM.14.SM, which was proposed to increase the manifold pressure to 120 (from 67 max) and thus improve military emergency horsepower to 2,200. Schmued was very eager to use this powerplant, since the new Merlin was not heavier than the earlier models. In order to exploit the new engine to the maximum, he visited the engineers at Rolls Royce in Great Britain. However, British fighters were by tendency lighter than their U.S. counterparts and Schmued also asked for detailed weight statements from Supermarine concerning the Spitfire. Supermarine did not have such data, so they started weighing all the parts they could get a hold of and made a report. It revealed that the British had design standards that were not as strict in some areas as the U.S, and American landing gear, angle of attack and side engine design loads were by tendency higher. When Schmued returned, he began a new design of the P-51 Mustang that used British design loads, shaving off weight on any part that could yield. The result was an empty weight reduction by 600 pounds, what would directly translate into more performance.
This design effort led to a number of lightweight Mustang prototypes, designated XP-51F, XP-51G and XP-51J. After their testing, the production version, NA-126 a.k.a. P-51H, was closest to the XP-51F. The project began in April 1944 and an initial contract for 1,000 P-51Hs was approved on June 30, 1944, which was soon expanded.
The P-51H used the V-1650-9 engine, a modified version of the new Merlin RM.14.SM that included Simmons automatic supercharger boost control with water injection, allowing War Emergency Power as high as 2,218 hp (1,500 kW) and a continuous output of up to 1,490 hp (1.070 kW).
Even though the P-51H looked superficially like a slightly modified P-51D, it was effectively a completely new design. External differences to the P-51D included lengthening and deepening the fuselage and increasing the height of the tailfin, which reduced, together with a lower fuel load in the fuselage tank, the tendency to yaw. The landing gear was simplified and lightened. The canopy resembled the P-51D bubble top style, over a raised pilot's position. The armament was retained but service access to the guns and ammunition was improved, including the introduction of ammunition cassettes that made reloading easier and quicker. With the new airframe several hundred pounds lighter, extra power, and a more streamlined radiator, the P-51H was faster than the P-51D, able to reach 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m), making it one of the fastest piston engine aircraft in WWII.
The high-performance P-51H was designed to complement the P-47N as the primary aircraft for the invasion of Japan, with 2,000 ordered to be manufactured at NAA’s Inglewood plant. Variants of the P-51H with different versions of the Merlin engine were produced in limited numbers, too, in order to ramp up production and deliveries to frontline units. These included the P-51L, which was similar to the P-51H but utilized the V-1650-11 engine with a modified fuel system, rated at maximum 2,270 hp (1,690 kW), and the P-51M, or NA-124. The P-51M, of which a total of 1629 was ordered, was built in Dallas and utilized the V-1650-9A engine. This variant was optimized for operations at low and medium altitude and lacked water injection, producing less maximum power at height. However, it featured attachment points for up to ten unguided HVAR missiles under the outer wings as well as improved armor protection for the pilot against low-caliber weapons esp. from ground troops, which ate up some of the light structure’s weight benefit.
Most P-51H and L were issued to USAF units, while the P-51M and some Hs were delivered to allied forces in the Pacific TO, namely Australia and New Zealand. Only a few aircraft arrived in time to become operational until the end of hostilities, and even less became actually involved in military actions during the final weeks of fighting in the Pacific.
The RAAF received only a handful P-51Hs, since Commonwealth Aircraft Corporation (CAC) had recently started license production of the P-51D (as CA-18) and the RAAF rather focused on this type. However, there were plans in early 1945 to build the P-51H locally as the CA-21, too, but this never came to fruition.
New Zealand ordered a total of 370 P-51 Mustangs of different variants to supplement its Vought F4U Corsairs in the PTO, which were primarily used as fighter-bombers. Scheduled deliveries were for an initial batch of 30 P-51Ds, followed by 137 more P-51Ds and 203 P-51Ms. The first RNZAF P-51Ms arrived in April 1945 and were allocated to 3 Squadron as well as to the Flight Leaders School in Ardmore (near Auckland in Northern New Zealand) for conversion training. The machines arrived as knocked-down kits via ship in natural metal finish, but the operational machines were, despite undisputed Allied air superiority, immediately camouflaged in field workshops to protect the airframes from the harsh and salty environment, esp. on the New Guinean islands. The RNZAF Mustangs also received quick identification markings in the form of white tail surfaces and white bands on the wings and in front of and behind the cockpit, in order to avoid any confusion with the Japanese Ki-61 “Hien” (Tony) and Ki-84 (Frank) fighters which had a similar silhouette and frequently operated in a natural metal finish.
During the final weeks of the conflict, the RNZAF only scored three air victories: two Japanese reconnaissance flying boats were downed and a single Ki-84 fighter was shot down in a dogfight over Bougainville. Most combat situations of 3 Squadron were either fighter escorts for F4U fighter bombers or close air support and attacks against Japanese strongholds or supply ships.
After the war, many USAF P-51Hs were immediately retired or handed over to reserve units. The surviving P-51Js were, due to their smaller production numbers, were mostly donated to foreign air forces in the course of the Fifties, in order to standardize the US stock. Despite its good performance, the P-51H/J/M did not take part in the Korean War. Instead, the (by the time re-designated) F-51D was selected, as it was available in much greater numbers and had a better spares supply situation. It was considered as a proven commodity and perceived to be stouter against ground fire – a misconception, because the vulnerable ventral liquid cooling system caused heavy losses from ground fire. The alternative P-47 would have been a more effective choice. The last American F-51H Mustangs were retired from ANG units in 1957, but some of its kin in foreign service soldiered on deep into the Sixties. The F-51D even lasted into the Eigthies in military service!
After the end of hostilities in the PTO, the RNZAF’s forty-two operational P-51Ms met different fates: The twenty-six survivors, which had reached frontline service in New Guinea, were directly scrapped on site, because their transfer back to New Zealand was not considered worthwhile. Those used for training in New Zealand were stored, together with the delivered P-51Ds, or, together with yet unbuilt kits, sent back to the United States.
In 1951, when New Zealand’s Territorial Air Force (TAF) was established, only the stored P-51D Mustangs were revived and entered service in the newly established 1 (Auckland), 2 (Wellington), 3 (Canterbury), and 4 (Otago) squadrons. Due to the small number, lack of spares and communality with the P-51D, the remaining mothballed RNZAF F-51Ms were eventually scrapped, too.
General characteristics:
Crew: 1
Length: 33’ 4” (10.173 m)
Wingspan: 37‘ (11.28 m)
Height: 13‘ 8” (4.17 m) with tail wheel on ground, vertical propeller blade
Wing area: 235 sq ft (21.83 m²)
Airfoil: NAA/NACA 45-100 / NAA/NACA 45-100
Empty weight: 7.180 lb (3,260 kg)
Gross weight: 9,650 lb (4,381 kg)
Max takeoff weight: 11,800 lb (5,357 kg)
Fuel capacity: 255 US gal (212 imp gal; 964 l)
Aspect ratio: 5.83
Powerplant:
1× Packard (Rolls Royce) V-1650-9A Merlin 12-cylinder liquid cooled engine, delivering 1,380 hp
(1,030 kW) at sea level, driving a 4-blade constant-speed Aeroproducts 11' 1" Unimatic propeller
Performance:
Maximum speed: 465 mph (750 km/h; 407 kn) at 18,000 ft (5,500 m)
Cruise speed: 362 mph (583 km/h, 315 kn)
Stall speed: 100 mph (160 km/h, 87 kn)
Range: 855 mi (1,375 km, 747 nm) with internal fuel
1,200 mi (1,930 km, 1,050 nmi) with external tanks
Service ceiling: 30,100 ft (9,200 m)
Rate of climb: 3,200 ft/min (16.3 m/s) at sea level
Wing loading: 30.5 lb/sq ft (149 kg/m²)
Power/mass: 0.19 hp/lb (315 W/kg)
Lift-to-drag ratio: 14.6
Recommended Mach limit 0.8
Armament:
6× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with a total of 1,880 rounds
2× underwing hardpoints for drop tanks or bombs of 500 pounds (227 kg) caliber each,
or 6 or 10 5” (127 mm) T64 HVAR rockets
The kit and its assembly:
A relatively simple project, a whiffy color variant based on RS Model’s 1:72 P-51H kit – which I quickly turned into a P-51M, which was planned as mentioned in the background, but never produced in real life.
The model was strictly built OOB, and while this short-run kit goes together quite well, I encountered some problems along the way:
- There are massive and long ejector pin markers, sometimes in very confined locations like the radiator intake. Without a mini drill, getting rid of them is very difficult
- Somehow the instructions for the cockpit are not correct; I put the parts into place as indicated, and the pilot’s seat ended up way too far forward in the fuselage
- The canopy, while clear, is pretty thick and just a single piece, so that you have to cut the windscreen off by yourself if you want to show the otherwise very nice cockpit.
- The separated windscreen section itself includes a piece of the cowling in front of the window panes, which makes its integration into the fuselage a tricky affair. However, this IMHO not-so-perfect construction became a minor blessing because the separated windscreen turned out to be a little too narrow for the fuselage – it had to be glued forcibly to the fuselage (read: with superglue), and the section in front of the window panes offered enough hidden area to safely apply the glue on the clear piece.
- While there are some resin parts included like weighted wheels, it is beyond me why tiny bits like the underwing pitot or most delicate landing gear parts have been executed in resin, as flat parts of a resin block that makes it IMHO impossible to cut them out from.
- The tail wheel is a messy three-piece construction of resin and IP parts, with a flimsy strut that’s prone to break already upon cutting the part from the IP sprue. Furthermore, there’s no proper location inside of the fuselage to mount it. Guess and glue!
- The fit of the stabilizers is doubtful; it’s probably best to get rid of their locator pins and glue them directly onto the fuselage
- The propeller consists of a centerpiece with the blades, which is enclosed by two spinner halves (front and back). This results in a visible seam between them that is not easy to fill/PSR away
On the positive side I must say that the engraved surface details, the cockpit interior and the landing gear are very nice, and there is even the complete interior of the radiator and its tunnel included. PSR requirements are also few, even though you won’t get along well without cosmetic bodywork.
The only personal modification is a styrene tube inside of the nose for the propeller, which was mounted onto a metal axis for free rotation; OOB, the propeller is not moveable at all and is to be glued directly to the fuselage.
While the kit comes with optional ordnance (six HVARs or a pair of 500 lb bombs, both in resin), I just used the bomb pylons and left them empty, for a clean look.
Painting and markings:
Even though the model was a quick build, finding a suitable color concept took a while; I had a whiffy P-51H on my agenda for a long time (since the RS Models kit came out), and my initial plan was to create an Australian aircraft. This gradually changed to an RNZAF aircraft during the last weeks of WWII in the PTO, and evolved from an NMF finish (initial and IMHO most logical idea) through am Aussie-esque green/brown camouflage to a scheme I found for a P-40: a trainer that was based in New Zealand and (re)painted in domestic colors, namely in Foliage Green, Blue Sea Grey and Sky. This might sound like a standard RAF aircraft, but in the end the colors and markings make this Mustang look pretty exotic, just as the P-51H looks like a Mustang that is “not quite right”.
The Foliage Green is Humbrol 195 (Dark Green Satin, actually RAL 6020 Chrome Oxide Green), which offers IMHO a good compromise between the tone’s rather bluish hue and yellow shades – I find it to be a better match than the frequently recommended FS 34092, because RAL 6020 is darker. The RNZAF “Blue Sea Grey”, also known as “Pacific Blue” or “Ocean Blue”, is a more obscure tone, which apparently differed a lot from batch to batch and weathered dramatically from a bluish tone (close to FS 35109 when fresh) to a medium grey. I settled for Humbrol 144 (FS 35164; USN Intermediate Blue), which is rumored to come close to the color in worn state.
The undersides were painted with Humbrol 23 (RAF Duck Egg Blue), which I found to be a suitable alternative to the more greenish RAF Sky, even though it’s a pretty light interpretation.
Tail and spinner were painted white, actually a mix of Humbrol 22 (Gloss White) and 196 (Light Grey, RAL 7035) so that there would be some contrast room left for post-shading with pure white.
The interior of cockpit and landing gear wells was painted with zinc chromate primer yellow (Humbrol 81), while the landing gear struts became Humbrol 56 (Aluminum Dope). The radiator ducts received an interior in aluminum (Revell 99).
In order to simulate wear and tear as well as the makeshift character of the camouflage I painted the wings’ leading edges and some other neuralgic areas in aluminum (Revell 99, too) first, before the basic camouflage tones were added in a somewhat uneven fashion, with the metallized areas showing through.
Once dry, the model received an overall washing with thinned black ink and a through dry-brushing treatment with lighter shades of the basic tones (including Humbrol 30, 122 and 145) for post-panel-shading and weathering, esp. on the upper surfaces.
The decals are a mix from a Rising Decals sheet for various RNZAF aircraft (which turned out to be nicely printed, but rather thin so that they lacked opacity and rigidity), and for the tactical markings I stuck to the RNZAF practice of applying just a simple number or letter code to frontline aircraft instead of full RAF-style letter codes. The latter were used only on aircraft based on home soil, since the RNZAF’s frontline units had a different organization with an aircraft pool allocated to the squadrons. Through maintenance these circulated and were AFAIK not rigidly attached to specific units, hence there was no typical two-letter squadron code applied to them, just single ID letters or numbers, and these were typically painted on the aircraft nose and/or the fin, not on the fuselage next to the roundel. The nose art under the cockpit is a mix of markings from P-40s and F4Us.
The white ID bands on fuselage and wings are simple white decal strips from TL-Modellbau. While this, together with the all-white tail, might be overdone and outdated towards mid-1945, I gave the Kiwi-Mustang some extra markings for a more exciting look – and the aircraft’s profile actually reminds a lot of the Ki-61, so that they definitely make sense.
Towards the finish line, some additional dry-brushing with grey and silver was done, soot stains were added with graphite to the exhaust areas and the machine gun ports, and the model was finally sealed with matt acrylic varnish.
After the recent, massive YA-14 kitbashing project, this Mustang was – despite some challenges of the RS Models kit itself – a simple and quick “relief” project, realized in just a couple of days. Despite being built OOB, the result looks quite exotic, both through the paint scheme with RNZAF colors, but also through the unusual roundels and the striking ID markings (for a Mustang). I was skeptical at first, but the aircraft looks good and the camouflage in RNZAF colors even proved to be effective when set into the right landscape context (beauty pics).
International Monetary Fund Managing Director Christine Lagarde delivers a statement on the conclusion of the IMF's Executive Board regular five-yearly review of the Special Drawing Rights (SDR) November 30, 2015 at the IMF Headquarters in Washington, DC. Lagarde stated “The Executive Board's decision to include the RMB in the SDR basket is an important milestone in the integration of the Chinese economy into the global financial system. It is also a recognition of the progress that the Chinese authorities have made in the past years in reforming China’s monetary and financial systems. The continuation and deepening of these efforts will bring about a more robust international monetary and financial system, which in turn will support the growth and stability of China and the global economy.” IMF Staff Photo/Stephen Jaffe
"CHOOSE LIFE was Katharine Hamnett's first slogan campaign in 1983, inspired by the central tenet of Buddhism. To choose life is to do no harm – to live a good, meaningful life and change the world for the better. Life is only to be found on this planet, and is under threat. Save it."
katharinehamnett.com/gbp/choose-life-white-khl-t#:~:text=....
It has been reproduced here 3 decade's later (with exclamation mark) in the form of a large decal by Dave M and is fixed to timber board screening on Wargrave Road. ☮ ❤
File name: 08_05_000139
Title: Come to Germany
Creator/Contributor: Eschle, Max (artist)
Created/Published: Berlin : Published by the Reichsbahnzentrale für den Deutschen Reiseverkehr
Date issued: 1910-1959 (approximate)
Physical description: 1 print (poster) : color
Genre: Travel posters; Prints
Subjects: Tourism; Sculpture
Notes: Title from item.; Printed in Germany
Statement of responsibility: Max Eschle
Location: Boston Public Library, Print Department
Rights: Rights status not evaluated
08/07/2020. London, United Kingdom. Summer Statement Cabinet. The Prime Minister Boris Johnson and the Chancellor of the Exchequer Rishi Sunak brief members of the cabinet at the weekly Cabinet meeting inside No10 Downing Street, on the day the Chancellor delivers his summer statement to the House during the coronavirus. Picture by Andrew Parsons / No 10 Downing Street
No question as to who would win in a confrontation be me and this wave. Slight reach and height advantage on me ha!
20210528_8169
Voor de ingang van Algemene Zaken, stond een jonge vrouw op een kruk met ontbloot bovenlijf terwijl ze haar borsten met viltstiften aan het roodkleuren was. Niemand wist wat hier gebeurde, na enig rondvragen zei iemand: "vraag het haar zelf maar". Dus dat deed ik. "Ik maak een statement" zei ze. Waarover, waartegen, waarom? "Een radicaal statement" zei ze. Maar ondertussen kwamen 2 politieagenten die haar sommeerden de borsten te bedekken en mee te komen naar.... nog onbekend.
Iemand vroeg mijn kaartje (heb ik altijd bij me) want ze wilden deze foto's wel hebben. Ik hoor later wel waarover dit radicale statement ging.
Jacolinde Geerte, kunstwerk
jacolindeeck.wixsite.com/website
performance, ± 6 min. (with performativity(?) prolonged to 3 hrs)
For the pahmphlet i was stuck by this sentence within the assignment "a radical message in a radical way." So i first thought about what a radical way was. I believe this is when it's unerasable. So i was thinking about writing with lipstick on some white walls in the school and what not. Then it developped in being an unerasable image in peoples minds. Or maybe what wpuld.ignite the most reaction.
As i did a naked performance once in school, and some were kind of crossed by that. And i knew that my breasts evoked this same kind of reaction on people, both on social media, in public and even under a shirt without bra, i wanted to do something with the ridicoulousness of this given. Especially nipples being censured as breasts are over sexualized and the increasing prudishness of society, which is especially taken out on female bodies, i wanted to question the radicality of my flesh. Is this radical enough for you? Is it radical at all? Police sure did thought so.
With writing variations of this question on my breats until covered, I state that breasts shouldn't be so radical - which apparently was quite a radical message an sich.
All images are copyrighted by Pieter Musterd. If you want to use or buy any of my photographs, contact me. It is not allowed to download them or use them on any website, blog etc. without my explicit permission.
If you want a translation of the text in your own language, please try "Google Translate".
PP22 - Policy Statements
H.E. Ms Paula Ingabire
Minister
Ministry of ICT and Innovation
Bucharest, Romania
26 September 2022
©ITU/D.Woldu
cute & little blog | ae denim jacket, white polka dot shirt, burgundy jeans, green la flor statement necklace, louboutin decollete black patent pumps, celine mini luggage tote outfit #ootd
08/07/2020. London, United Kingdom. Summer Statement Cabinet. Chancellor of the Exchequer Rishi Sunak leaves the Cabinet Room after briefing members of the cabinet at the weekly Cabinet meeting inside No10 Downing Street, on the day the Chancellor delivers his summer statement to the House during the coronavirus. Picture by Andrew Parsons / No 10 Downing Street
PP-22 - Policy Statements
Mr Oscar George
Minister of State in the Office of the Prime Minister, with responsibility for Telecommunications and Broadcasting
Bucharest, Romania
30th September 2022
©ITU/Rowan Farrell
PP22 - Policy Statements
H.E. Mr Benito Santiago JIMÉNEZ SAUMA
First Secretary
Embassy of Mexico in Romania
Bucharest, Romania
27 September 2022
©ITU/Rowan Farrell
Malcolm Johnson, Deputy Secretary-General, talking to delegates at the ITU Plenipotentiary Conference 2022 (PP-22), Bucharest, Romania.
27 September 2022
©ITU/Rowan Farrell
comprei na W3 no ponto 7, por R$ 66,00! tem vários modelos lindos!!
Pra quem é de salvador não tem erro! embaixo da academia sport fitness, numa loja chamada dabliu3 (eu sei que o nome é cafona mas a dona é super estilosa e so trás coisas lindas!) uahauhuahuahuaa
PP-22 - Policy Statements
H.E. Mr Ivan John Uy
DICT Secretary
The Department of Information and Communications Technology
Bucharest, Romania
28th September 2022
©ITU/Rowan Farrell
PP22 - Policy Statements
H.E. Mr Puthyvuth Sok
Secretary of State
Ministry of Post and Telecommunications
Bucharest, Romania
27 September 2022
©ITU/Rowan Farrell
International Monetary Fund Managing Director Christine Lagarde delivers a statement on the conclusion of the IMF's Executive Board regular five-yearly review of the Special Drawing Rights (SDR) November 30, 2015 at the IMF Headquarters in Washington, DC. Lagarde stated “The Executive Board's decision to include the RMB in the SDR basket is an important milestone in the integration of the Chinese economy into the global financial system. It is also a recognition of the progress that the Chinese authorities have made in the past years in reforming China’s monetary and financial systems. The continuation and deepening of these efforts will bring about a more robust international monetary and financial system, which in turn will support the growth and stability of China and the global economy.” IMF Staff Photo/Stephen Jaffe