Nissan Motor Co. Ltd. shortened to Nissan, is a Japanese multinational automobile manufacturer headquartered in Nishi-ku, Yokohama. The company sells its cars under the Nissan and Datsun brands with in-house performance tuning products labelled Nismo; the company traces its name to the Nissan zaibatsu, now called Nissan Group. Since 1999, Nissan has been part of the Renault–Nissan–Mitsubishi Alliance, a partnership between Nissan of Japan, Mitsubishi Motors of Japan and Renault of France; as of 2013, Renault holds a 43.4% voting stake in Nissan, while Nissan holds a 15% non-voting stake in Renault. From October 2016 onwards, Nissan holds a 34% controlling stake in Mitsubishi Motors. In 2013, Nissan was the sixth largest automaker in the world, after Toyota, General Motors, Volkswagen Group, Hyundai Motor Group, Ford. Taken together, the Renault–Nissan Alliance would be the world's fourth largest automaker. Nissan is the leading Japanese brand in China and Mexico. In 2014, Nissan was the largest car manufacturer in North America.

Nissan is the world's largest electric vehicle manufacturer, with global sales of more than 320,000 all-electric vehicles as of April 2018. The top-selling vehicle of the car-maker's electric lineup is the Nissan LEAF, an all-electric car and the world's top-selling highway-capable plug-in electric car in history. In January 2018, Nissan CEO Hiroto Saikawa announced that all Infiniti vehicles launched from 2021 will be hybrid vehicles or all-electric vehicles. Masujiro Hashimoto founded the Kaishinsha Motor Car Works 1 July 1911 in Tokyo's Azabu-Hiroo district, Japan's first automobile manufacturer. In 1914, the company produced its first car, called DAT; the new car's model name was an acronym of the company's investors' surnames: Kenjiro Den Rokuro Aoyama Meitaro Takeuchi It was renamed to Kaishinsha Motorcar Co. Ltd. in 1918, again to DAT Jidosha & Co. Ltd. in 1925. DAT Motors built trucks in addition to the Datsun passenger cars; the vast majority of its output were trucks, due to an non- existent consumer market for passenger cars at the time, disaster recovery efforts as a result of the 1923 Great Kantō earthquake.

Beginning in 1918, the first DAT trucks were produced for the military market. At the same time, Jitsuyo Jidosha Co. Ltd. produced small trucks using parts, materials imported from the United States. Commercial operations were placed on hold during Japan's participation in World War I, the company contributed to the war effort. In 1926 the Tokyo-based DAT Motors merged with the Osaka-based Jitsuyo Jidosha Co. Ltd a.k.a. Jitsuyo Jidosha Seizo to become DAT Jidosha Seizo Co. Ltd Automobile Manufacturing Co. Ltd. in Osaka until 1932. From 1923 to 1925, the company produced light trucks under the name of Lila. In 1931, DAT came out with a new smaller car, called the Datsun Type 11, the first "Datson", meaning "Son of DAT". In 1933 after Nissan Group zaibatsu took control of DAT Motors, the last syllable of Datson was changed to "sun", because "son" means "loss" in Japanese, hence the name "Datsun". In 1933, the company name was moved to Yokohama. In 1928, Yoshisuke Aikawa founded the holding company Nihon Sangyo.

The name'Nissan' originated during the 1930s as an abbreviation used on the Tokyo Stock Exchange for Nihon Sangyo. This company was Nissan "Zaibatsu" which included Tobata Hitachi. At this time Nissan controlled foundries and auto parts businesses, but Aikawa did not enter automobile manufacturing until 1933; the zaibatsu grew to include 74 firms, became the fourth-largest in Japan during World War II. In 1931, DAT Jidosha Seizo became affiliated with Tobata Casting, was merged into Tobata Casting in 1933; as Tobata Casting was a Nissan company, this was the beginning of Nissan's automobile manufacturing. In 1934, Aikawa separated the expanded automobile parts division of Tobata Casting and incorporated it as a new subsidiary, which he named Nissan Motor Co. Ltd.. The shareholders of the new company however were not enthusiastic about the prospects of the automobile in Japan, so Aikawa bought out all the Tobata Casting shareholders in June 1934. At this time, Nissan Motor became owned by Nihon Sangyo and Hitachi.

In 1935, construction of its Yokohama plant was completed. 44 Datsuns were shipped to Asia and South America. In 1935, the first car manufactured by an integrated assembly system rolled off the line at the Yokohama plant. Nissan built trucks and engines for the Imperial Japanese Army. In November 1937 Nissan's headquarter was moved to the capital of Manchukuo. In December the company changed name to Manchuria Heavy Industries Developing Co. In 1940, first knockdown kits were shipped to Dowa Jidosha Kogyo, one of MHID's companies, for assembly. In 1944, the head office was moved to Nihonbashi and the company name was changed to Nissan Heavy Industries, Ltd. which the company kept through 1949. DAT had inherited American engineer William R. Gorham. This, along with Aikawa's 1908 visit to D

An emergency medical dispatcher is a professional telecommunicator, tasked with the gathering of information related to medical emergencies, the provision of assistance and instructions by voice, prior to the arrival of emergency medical services, the dispatching and support of EMS resources responding to an emergency call. The term "emergency medical dispatcher" is a certification level and a professional designation, certified through the Association of Public-Safety Communications Officials-International and the International Academies of Emergency Dispatch. Many dispatchers, whether certified or not, will dispatch using a standard emergency medical dispatch protocol. Dispatchers have always played an essential role of emergency medical services. At its most basic, the role of the dispatcher has been to identify the problem and the location of the patient, identify an ambulance that can be sent to the location. Prior to the professionalization of emergency medical services, this step in the process was informal.

The ambulance would complete the call, return to the station, wait for the next telephone call. Although earlier experiments with the use of radio communication in ambulances did occur, it was not until the 1950s that the use of radio dispatch became widespread in the United States and Canada. Indeed, during the 1950s the presence of radio dispatch was treated as marketing inducement, was prominently displayed on the sides of ambulances, along with other technological advances, such as carrying oxygen. Dispatch methodology was determined by the business arrangements of the ambulance company. If the ambulance were under contract to the town, it might be dispatched as an'add-on' to the fire department or police department resources. In some cases, it might be under contract to the local hospital, dispatched from there. In many cases, small independent ambulance companies were dispatched by a family member or employee, employed part-time in many cases. Ambulance dispatchers required little in the way of qualifications, apart from good telephone manners and a knowledge of the local geography.

In a parallel evolution, the development of 9-1-1 as a national emergency number began in Winnipeg, Canada, in 1959. The concept of a single answering point for emergency calls to public safety agencies caught on quickly. In the United States, the decision was made to utilize the Canadian number, for reasons of ease of memory, ease of dialing. In 1967, the number was established as the national emergency number for the United States, although by 2008, coverage of the service was still not complete, about 4 percent of the United States did not have 9-1-1 service. Calling this single number provided the caller access to police and ambulance services, through what would become known as a common public-safety answering point; the technology would continue to evolve, resulting in "Enhanced 9-1-1" including the ability to'lock' telephone lines on emergency calls, preventing accidental disconnection, automatic number identification/automatic location identification, which permits the dispatcher to verify the number originating the call, identifying the location of the call, against the possibility of the caller becoming disconnected or unconscious.

As the skill set of those in the ambulance increased, so did the importance of information. Ambulance service moved from'first come, first served' or giving priority to whoever sounded the most panicked, to prioritizing based on how severe the medical emergency was; this occurred at first, with local initiatives and full-time ambulance dispatchers making best guesses. Priority codes developed for ambulance dispatch, became commonplace, although they have never been standardized; as it became possible for those in the ambulance to save lives, the process of sending the closest appropriate resource to the person in the greatest need became important. Dispatchers needed tools to help them make the correct decisions, a number of products were devised for this purpose. One of the first known examples of call triage occurring in the dispatch centre occurred in 1975, when the Phoenix, Arizona Fire Department assigned some of its paramedics to their dispatch centre in order to interview callers and prioritize calls.

The following year, Dr. Jeff Clawson, a physician employed by the Salt Lake City Fire Department as its medical director, developed a series of key questions, pre-arrival instructions, dispatch priorities to be used in the processing of EMS calls; these evolved into the Medical Priority Dispatch System, APCO and PowerPhone's Total Response computer aided call handling system. Such systems were technologically quite primitive. Most such systems were based on either reference cards or simple flip charts, have been described by lay people on more than one occasion as being like a "recipe file" for ambulance dispatchers; the development of pre-arrival instructions presented an new challenge for those involved in emergency medical dispatch. Physicians began to see a dramatic new potential for the savi

Jesse Schwartzman is a professional lacrosse player for the Denver Outlaws of Major League Lacrosse. Prior to playing professionally, he played his collegiate lacrosse at the Johns Hopkins University. Jesse Schwartzman attended Pikesville High School in Pikesville, Maryland from 2000-2004 where he won the State Championship as a sophomore. Schwartzman attended the Johns Hopkins University from 2004-2008; as a sophomore, the Blue Jays goalie lead his team to an undefeated season culminating in the 2005 NCAA Championship. Again in 2007, his senior year, Schwartzman was the last line of defense for the 2007 National Champions. In both the 2005 & 2007 NCAA tournament, Schwartzman was named Most Outstanding Player. Schwartzman was selected by the Denver Outlaws with the 39th overall pick in the 2007 Major League Lacrosse draft. Now in his 7th season, Schwartzman has compiled a career record of 58-19 with a.763 winning percentage, which ranks first all-time. He holds the MLL record for career goals against average.

Twice named Goalie of the Year in 2009 & 2013, Schwartzman is the only goalie in MLL history to give up an average of fewer than 10 goals per game. In 2011, he set the GA record with a 9.87 average. In 2013, he bettered his own mark with a 9.67 average. In 2013, the Denver Outlaws became just the fourth North American professional sports franchise to finish the regular season undefeated joining the 2007 New England Patriots, the 1972 Miami Dolphins and the 1948 Calgary Stampeders of the CFL. Schwartzman announced his retirement from professional lacrosse on July 25, 2015 at the conclusion of his final game. Schwartzman was selected to tryout for the U. S. men's national team that will compete in the 2014 Federation of International Lacrosse World Championship in Denver, Colorado. Schwartzman is the second son of Deborah Schwartzman of Owings Mills, Maryland, his older brother, Andrew Schwartzman, played lacrosse for the University of Maryland leading his team to two Atlantic Coast Conference championships and two NCAA Final Fours