Adam-ondi-Ahman (, sometimes clipped to Diahman) is a historic site in Daviess County, Missouri, about five miles south of Jameson. It is located along the east bluffs above the Grand River. According to the teachings of The Church of Jesus Christ of Latter-day Saints, it is the site where Adam and Eve lived after being expelled from the Garden of Eden. It teaches that the place will be a gathering spot for a meeting of the priesthood leadership, including prophets of all ages and other righteous people, prior to the Second Coming of Jesus Christ.

The Latter Day Saints once proposed building a Temple on the site. Such efforts were halted in the 19th century as a result of the 1838 Mormon War to evict the Latter Day Saints from Missouri. Their having declared Adam-ondi-Ahman as a sacred site for a Temple was a flash point in that confrontation.

After the Latter Day Saints were evicted, residents renamed the site Cravensville. It was the site of a skirmish during the American Civil War on August 4, 1862, when Union troops attempted to stop Confederate reinforcements in the First Battle of Independence. Six Confederates were killed and 10 wounded. The Union forces had five wounded.

Today, most of the site is owned by The Church of Jesus Christ of Latter-day Saints and is used predominantly as farmland.

History

In the 1830s, Latter Day Saints who were being forced out of Jackson County, Missouri, settled just south of Daviess County in Caldwell County, in the settlement of Far West. In February 1838, Lyman Wight built a home and established a ferry on the Grand River at a spot known as "Wight's Ferry."

That spring, Joseph Smith visited the site. He proclaimed there were either two or three (depending on subsequent interpretations) altars built by Adam at the site. One altar Smith called the "altar of prayer"; it was located by Wight's house on Tower Hill. It was described as "sixteen feet long, by nine or ten feet wide, having its greatest extent north and south. The height of the altar at each end was some two and a half feet, gradually rising higher to the center, which was between four and five feet high—the whole surface being crowning." The other altar—called the "altar of sacrifice"—was said to be a mile to the north on top of Spring Hill.

On May 19, 1838, Smith formally revealed his belief that Adam-ondi-Ahman was the place where Adam and Eve went after being exiled from the Garden of Eden. On June 25, 1838, at a conference in Wight's orchard, a Latter Day Saint settlement at Adam-ondi-Ahman was formally established.  Within a few months, its population grew to 1500.

Non-Mormon settlers grew worried that the Latter-day Saints would seize political control of Daviess County. On August 6, 1838, a group of non-Mormons tried to prevent Latter Day Saint settlers from voting in the local elections at Gallatin. The Mormons fought back and defeated the mob in a skirmish that came to be known as the Gallatin Election Day Battle. This was the opening skirmish in the Mormon War.

In the course of the conflict, non-Mormon vigilantes from neighboring counties came to Daviess and burned Latter-day Saint homes. Latter-day Saint refugees gathered at Adam-ondi-Ahman for protection. Latter-day Saints responded to the attacks by leading their own forces from Caldwell County. Missouri Governor Lilburn Boggs issued Missouri Executive Order 44, in which he declared that "the Mormons must be treated as enemies, and must be exterminated or driven from the State" and called out 2500 militiamen.

In October 1838, Smith, Brigham Young, Heber C. Kimball and other Latter-day Saint leaders gathered to dedicate the temple square on the highest point on the bluff. Smith, Wight and others surrendered on November 1, 1838, on charges of murder, arson, theft, rebellion, and treason. After a preliminary court hearing was held November 12 to 29 in Richmond, Smith and Wight were transferred to the jail in Liberty.

On November 7, 1838, the Latter Day Saints were told they had ten days to abandon the settlement. They moved to Far West, Missouri.

On April 9, 1839, Smith was sent to the Daviess County Jail in Gallatin for a hearing, where a grand jury indicted him. On April 15, following the granting of a change of venue, Smith was permitted by his guards to escape while en route to Boone County, Missouri, a day after getting supplies at Adam-ondi-Ahman. Most of the Latter Day Saints had left Missouri by early 1839. The refugees gathered in Illinois and later regrouped at the new Mormon center of Nauvoo. Although many Latter Day Saints were tried for their part in the war, no non-Mormon vigilantes were brought to trial.

Because the Latter-day Saints held their lands in Adam-ondi-Ahman by preemption, all of their rights and improvements were lost when they were forced to leave. Their losses are recorded in a set of Mormon Redress Petitions collected and edited by Clark V. Johnson. Most of the land in Adam-ondi-Ahman was purchased by John Cravens, who renamed the town "Cravensville."

In 1947, Wilford C. Wood purchased 38 acres in the area to begin to return the land to the LDS Church, including the location identified as Tower Hill and the remains of a cabin built by Lyman Wight. Today, 3000 acres (12 km2) of Adam-ondi-Ahman is owned and maintained as a historic site by the LDS Church and remains largely undeveloped farmland.

Religious significance

Adam-ondi-Ahman is the subject of a revelation received by Joseph Smith and recorded in the LDS Church edition of the Doctrine and Covenants, a book of scripture within the Latter Day Saint movement: "Spring Hill is named by the Lord Adam-ondi-Ahman, because, said he, it is the place where Adam shall come to visit his people, or the Ancient of Days shall sit, as spoken of by Daniel the prophet."

Contemporaries of Smith stated that he taught that the Garden of Eden was located in the vicinity of Independence, Missouri, and that after Adam and Eve were banished from the garden, they went to Adam-ondi-Ahman.

According to a revelation declared by Smith, Adam met his children at the site three years before his death to bestow his blessing. LDS Church leader Joseph Fielding Smith has written that this is the site of a future grand council where Jesus Christ will meet with His stewards of all dispensations and receive back the keys of the kingdom in preparation for His Second Coming. Only those called to the meeting will know of its occurrence.

Meaning of the name
According to the belief of some Latter Day Saints, the term "Adam-ondi-Ahman" is part of the Adamic language.  The name was also the title of a hymn that was popular in the early church.

"Adam-ondi-Ahman" has been speculatively translated as the "Valley of God, where Adam dwelt" (by Latter Day Saint apostle Orson Pratt), "the valley of God in which Adam blessed his children" (by John Corrill), "Adam's grave" (by Community of Christ historian Heman C. Smith), or "Adam with God", because elsewhere in the Doctrine and Covenants "Son Ahman" is said to refer to Jesus.

See also

 Council House (Salt Lake City)
 Endowment House
 Holy of Holies (LDS Church)
 List of historic sites of The Church of Jesus Christ of Latter-day Saints
 Sacred Grove (Latter Day Saint movement)

Notes

References
Stephen C. LeSueur, The 1838 Mormon War in Missouri, University of Missouri Press, 1990.
Alexander L. Baugh, A Call to Arms: The 1838 Mormon Defense of Northern Missouri, BYU Studies, 2000.
Clark V. Johnson, Mormon Redress Petitions:  Documents of the 1833-1838 Missouri Conflict, Religious Studies Center, BYU, 1992.
Robert J. Matthews, "Adam-ondi-Ahman" BYU Studies vol. 13, no. 1, p. 27 (1972) PDF
 Gary B. Wells, "Understanding the Dispensation of the Fullness of Times," (1999, 2003), Chapter 1 (https://web.archive.org/web/20110723133247/http://gbwells.net/Books.html)

Former populated places in Daviess County, Missouri
Latter Day Saint movement in Missouri
Properties of the Church of Jesus Christ of Latter-day Saints
Significant places in Mormonism
The Church of Jesus Christ of Latter-day Saints in Missouri
1838 establishments in Missouri
1838 Mormon War
Adam and Eve in Mormonism
Religious organizations based in Missouri
Former populated places in Missouri

Adam-ondi-Ahman


În Azerbaidjan există mai multe peșteri naturale. Majoritatea acestor peșteri sunt peșteri carstice iar restul sunt peșteri vulcanice (tuneluri de lavă). Aceste peșteri au constituit primul refugiu și casele oamenilor primitivi.

Peștera Azâh este una dintre cele mai vechi așezări ale omului în Europa, cea mai veche așezare din spațiul postsovietic, situată în Azerbaidjan. În urma săpăturilor din peștera Azîh, arheologii au descoperit una din cele mai vechi așezări preistorice ale omului pe teritoriul Euroasiei din epoca paleoliticului (epoca de piatră). Aici, în stratul așel, alături de uneltele de munca și de resturile de mamifere, a fost descoperit un fragment al maxilarului omului fosil, Azîhantrop. Prin cercetarea straturilor din peștera Azîh s-a reușit sa se urmărească succesiunea epocilor paleoliticului inferior (doșel, șel și așel) și paleoliticului mediu (mustier).

Listă de peșteri din Azerbaidjan
Lista nu include toate peșterile.

Listă a complexelor de peșteri din Azerbaidjan
Lista nu include toate complexele de peșteri.

Galerie de imagini

Vezi și
 Peșteră

Note

Azerbaidjan
 Listă
Peșteri

Listă de peșteri din Azerbaidjan


Voćni trg, službeno Trg braće Radić, trg je u staroj gradskoj jezgri Splita smješten jugozapadno od Dioklecijanove palače i blizu splitske rive. U prošlosti se trg još nazivao Trg voća, i talijanski Piazza dei frutti.

Ime Voćni trg spomen je na nekadašnju tržnicu na kojoj su žene iz okolnih sela prodavale voće. Na susjednom, Marulićevom trgu (Zeleni trg, Piazza delle erbe), zapadno od Voćnoga, prodavalo se povrće. Prošlost Voćnog trga najbolje se doživljava kroz TV seriju Velo misto, gdje je bio jedno od središnjih mjesta događanja.

Na zapadnoj strani Trga je osmerokutna Mletačka kula (15. stoljeće), izgrađena u vrijeme kada su Mlečani upravljali gradom i branili ga od povremenih napadu Turaka, ali i od pobuna protiv njihove vlasti u samome gradu. Na sjevernoj strani trga barokna je palača Milesi (17. stoljeće) ispred koje je brončani spomenik Marku Maruliću. Spomenik je izradio Ivan Meštrović, a skulptura je otkrivena 26. srpnja 1925. godine.

Izvori

Trgovi u Splitu

Voćni trg u Splitu


Paul Laspeyres (* 22. April 1840 in Halle; † 14. Mai 1881 in Rom) war ein deutscher Architekt und Architekturhistoriker.

Leben
Laspeyres war Nachfahre einer Hugenotten-Familie, die ursprünglich aus Südfrankreich stammte und seit dem 17. Jahrhundert in Berlin ansässig war. Sein Vater war der Rechtswissenschaftler Ernst Adolf Theodor Laspeyres und seine Brüder der Mineraloge Ernst Adolf Hugo Laspeyres und der Nationalökonom und Statistiker Étienne Laspeyres.

Er wuchs zunächst in Erlangen und dann ab 1846 in Lübeck auf, wohin sein Vater als Richter am Oberappellationsgericht der vier Freien Städte berufen worden war. Nach dem Besuch des Katharineums zu Lübeck begann er seine architektonischen Studien 1859 als Eleve bei dem Stadtbaumeister Paul Richard Thomann (1827–1873) in Bonn. Ab 1860 studierte er an der Berliner Bauakademie und bestand hier 1869 seine Baumeister-Prüfung. Schon 1868 beteiligte er sich mit Auszeichnung am Schinkel-Wettbewerb des Architekten-Vereins zu Berlin.

Zur Linderung seines Lungenleidens zog er in den Süden Europas und blieb bis an sein Lebensende in Rom ansässig. Hier war er jungen Architekten, die nach Rom zogen, ein "treuer Berather", betreute die Restaurierungs- und Umbauarbeiten im Palazzo Caffarelli, dem Sitz der preußischen Gesandtschaft und späteren Botschaft des Deutschen Reichs, und hier schuf er von 1872 bis 1877 mit dem Gebäude des Deutschen Archäologischen Instituts den einzigen größeren Bau, der nach seinen Entwürfen ausgeführt wurde.

Bald verlegte er den Schwerpunkt seiner Tätigkeit auf das Studium und die Aufnahme sowie die Veröffentlichung älterer Baudenkmale in Italien. 1868, nach seinem ersten Aufenthalt in Italien (1865–1867) veröffentlichte er in der Zeitschrift für Bauwesen die seinerzeit Donato Bramante zugeschriebene Kirche Santa Maria della Consolazione in Todi und andere Bauten dieser Stadt; 1871 publizierte er hier seine ältere Aufnahme der Katharinenkirche zu Lübeck.

1872 begann er eine größere Publikation über die Baudenkmale Umbriens, die erst kurz vor seinem Tod fortgesetzt wurde. In seinen letzten Lebensjahren arbeitete Laspeyres mit Unterstützung des preußischen Kultusministeriums an der Herausgabe eines Werkes über die Renaissance-Kirchen Italiens, von dem bei seinem Tod der erste Band bereits in Probedrucken vorlag, während zu den übrigen Bänden teils stichfertige Zeichnungen, teils Skizzen vorhanden waren.

Laspeyres starb in Rom und wurde auf dem Protestantischen Friedhof beigesetzt, wo sein Grab bis heute erhalten ist.

Schriften
 S. Maria della consolazione zu Todi. Nebst Mittheilungen über die mittelalterlichen Baudenkmale dieser Stadt, vier Kupfertafeln und zwanzig in den Text eingedruckte Holzschnitte. Ernst & Korn, Berlin 1869.
 Die Bauwerke der Renaissance in Umbrien. 2 Bände, Ernst & Korn, Berlin 1873 (Band 1, digitale-sammlungen.de) und 1883 (Band 2, ).
 Die Kirchen der Renaissance in Mittel-Italien. (mit Unterstützung des Königlich Preußischen Ministeriums für Geistliche, Unterrichts- und Medicinal-Angelegenheiten hrg. von H. Angelroth) W. Spemann, Stuttgart 1882.

Literatur

 Paul Laspeyres. In: Deutsche Bauzeitung. 15. Jahrgang 1881, Nr. 41 (vom 21. Mai 1881), S. 243–244 (Nachruf in der Rubrik "Vermischtes", ).

Weblinks

Einzelnachweise

Architekt (Deutschland)
Architekturhistoriker
Person (Rom)
Person (Lübecker Geschichte)
Deutscher Emigrant in Italien
Deutscher
Geboren 1840
Gestorben 1881
Mann

Paul Laspeyres


Artsjom Karaljok (  ;  ) (født 20. februar 1996 i Hrodna) er en hviderussisk håndboldspiller, som spiller i Vive Kielce og Hvideruslands herrerhåndboldlandshold.

Referencer

Håndboldspillere fra Hviderusland
Håndboldspillere fra Vive Kielce

Artsjom Karaljok


John Crittenden (1754 – 1809) was a Major in the Continental Army during the American Revolutionary War and a member of the Virginia House of Delegates from 1790 to 1805. He was the scion of a powerful family of politicians and military officers who played key roles in the politics of several southern states through the end of the 19th century.

Crittenden was born in New Kent, Virginia, to Henry Crittenden and Margaret Butler. On August 21, 1783, he married Judith Harris, daughter of John Harris and Obedience Turpin. John and Judith had nine children including the statesmen John Jordan Crittenden and Robert Crittenden.  He was an original member of the Virginia Society of the Cincinnati. He died in Kentucky.

References

familysearch.org Accessed August 24, 2008
 https://www.americanrevolutioninstitute.org/soldiers-and-sailors-of-the-revolutionary-war/officers-represented-in-the-society-of-the-cincinnati/

Continental Army officers from Virginia
1754 births
1809 deaths
Crittenden family
Members of the Virginia House of Delegates
People from New Kent County, Virginia
18th-century American politicians
19th-century American politicians

John Crittenden Sr.


Douglas John Henderson (born 9 June 1949) is a British Labour Party politician who was the Member of Parliament (MP) for Newcastle upon Tyne North from 1987 to 2010. In 2015, he was appointed chairman of Falkirk F.C., a position he held until June 2017.

Early life
Doug Henderson was born in Edinburgh, Scotland, and educated at the Waid Academy, Anstruther, before going on later to study economics at both the Central College of Commerce, Glasgow, and the University of Strathclyde. He was an apprentice engineer with Rolls-Royce in Glasgow for two years from 1966, before joining British Rail as a clerk for a year in 1968. After university he joined the National Union of General and Municipal Workers trade union as a research officer in 1973 and remained employed by the union (and its successor the GMB Union) until he was elected to parliament 24 years later. In 1975, he was appointed as the GMB's Scottish organiser, moving to become the organiser in Newcastle upon Tyne in 1985.

Parliamentary career
He was the chairman of the Scottish Labour Party in 1984 and was elected to the House of Commons at the 1987 General Election for Newcastle North in Tyneside following the deselection of the sitting Labour MP Robert Brown. Henderson held the seat with a majority of 5,243, and in the 2005 election, he received 50% of the vote with a majority of 7,023; this was down from a majority of 14,450 and 60.2% share in 2001.

He was promoted to the frontbench by Neil Kinnock in 1988 as a spokesman on trade and industry, until he moved under the new leadership of John Smith to serve as a spokesman on the environment in 1992. Following Smith's death in 1994 he was moved by Tony Blair to become the Deputy shadow Leader of the House of Commons and spokesman on John Major's citizens' charter. In 1995, he became a home affairs spokesman. When the first Blair government was elected at the 1997 General Election he was made a Minister of State at the Foreign and Commonwealth Office with the brief of Minister for Europe, before moving to the Ministry of Defence in 1998 as the Minister for the armed forces. He was sacked in 1999 amid speculation that his close association with and perceived loyalty to the Chancellor of the Exchequer Gordon Brown eventually cost him his government job, and he became an increasingly outspoken backbencher. In May 2006, Henderson joined other Labour MPs in urging Prime Minister Tony Blair to set a date to step down following the dismissal of Charles Clarke as Home Secretary. He stated that "Quite frankly, Tony Blair has done his bit and it is now time for him to tell us when he is going to go." He is the vice chairman of the all party groups on the Philippines; Malaysia; and the chocolate and confectionery industry. He spoke in favour of government plans to replace Trident in the debate on 14 March 2007.

Henderson is also employed as a member of fast food chain McDonald's advisory board, work that "normally takes about 10 days a year and a bit of preparation." for which he receives a salary of £25,000 per year. This information was revealed after MPs were required to supply details of non-Parliamentary earnings.

During the coverage of leaked Parliamentary expenses details in 2009, it was revealed that Henderson claimed £800 for telephone calls from a house in Anstruther, Scotland, in 2007/08. Henderson confirmed that he lives and works at his home in Fife, more than 150 miles from his constituency in Newcastle. The Sunday Telegraph newspaper rated him as "one of the worst for value-for-money," in their assessment of MPs "based on how much work they did in parliament compared to their overall expenses." The MP was present at half of House of Commons votes in 2007/08 and claimed £151,860 in expenses.

On 4 July 2009, Henderson announced his intention to stand down at the next general election.

Member of Council of Europe and Western European Union which became ESDA. Chair of the WEU/ESDA Defence Committee 2008–2010. Vice Chair of the Migration Committee of the Council of Europe.

Personal life

Doug Henderson is a season ticket holder of Falkirk F.C. and was appointed club chairman in 2015, where he held that position until stepping down in June 2017. He married Janet Margaret Graham in 1974 and they had a son, Keir, before they divorced.

He married Geraldine Daly in 2002 with whom he had a daughter, Ella. They subsequently divorced.

He married Jane Bowles in July 2022.

References

External links

 ePolitix - Doug Henderson  official site
 Guardian Unlimited Politics - Ask Aristotle: Doug Henderson MP
 TheyWorkForYou.com - Doug Henderson MP
 BBC Politics

|-

1949 births
Living people
Alumni of the University of Strathclyde
Labour Party (UK) MPs for English constituencies
Politicians from Edinburgh
Trade unionists from Edinburgh
UK MPs 1987–1992
UK MPs 1992–1997
UK MPs 1997–2001
UK MPs 2001–2005
UK MPs 2005–2010
People educated at Waid Academy
Chairmen and investors of football clubs in Scotland
Falkirk F.C. non-playing staff

Doug Henderson (Labour politician)


Saba Tümer (d. 5 Aralık 1970, İzmir), Türk sunucu ve gazeteci.

Eğitimi
İlkokulu Alsancak'taki Gazi İlkokulunda tamamladı. Özel İzmir Fatih Lisesinden mezun olduktan sonra Ege Üniversitesi İletişim Fakültesi Gazetecilik Bölümünü kazandı. Okulu bitirdikten sonra 6 ay Sky TV'de çalıştı ve diksiyon dersleri aldı.

Altı ay Ege TV'de çalışıp sonrasında 4,5 yıl NTV'de günlük haberleri okudu ve bir süre NStyle adlı dergide yazılar yazdı.

Kariyeri
NTV'den Show TV'ye transfer oldu ve bir süre dış haberler sorumlusu olarak çalıştı. Daha sonra SKYTURK'e geçerek Serdar Akinan ile birlikte Ne Var Ne Yok adlı programın sunuculuğunu yaptı. Ardından Show TV'ye döndü ve Saba Tümer'le Bu Gece isimli programı sunmaya başladı. Bir süre burada gece haberlerini sunmaya devam ederken Okan Bayülgen'in teklifi üzerine Haber Makinası adlı programda yer aldı ve aynı günlerde köşe yazarı Pakize Suda ile Star TV'de Lütfen Bu Konuya Girmeyelim isimli kadın programını sundu. Star TV'nin programı yayından kaldırmasından sonra tekrar Show TV'ye geçerek Cem Özer ile birlikte Haberiniz Var mı? isimli sabah programını sunmaya başladı. Bu programın sona ermesinin ardından gelen dedikodu ve magazin içerikli program tekliflerini redderek yaklaşık bir yıl ekranlardan uzak kalmayı tercih eden Saba Tümer, 31 Mart 2008 itibarıyla HaberTürk'te Saba Tümer'le Bu Gece isimli haber programının sunuculuğuna yeniden başladı. Bir ara Ayşe Özyılmazel ve annesi Oya Germen ile birlikte Yok Daha Neler isimli programın sunuculuğunu üstlendi ancak daha sonra bu program da yayından kaldırıldı. Daha sonra Saba Tümer'le Bu Gece programı CNN TÜRK'e geçti ve bir yıl sonra yeniden Show TV'ye döndü. Show TV'ye dönen Saba Tümer gece programını haftada bire indirgedi. 12 Eylül'de Saba Tümer'le Bugün'ü sunmaya başladı. 2015-2016 yıllarında TV8 ekranlarında yayımlanan  Saba ile Oyuna Geldik adlı yarışma programını sundu. 2018 yılında FOX'ta yayımlanan TOLGSHOW programına konuk olarak katıldı.

Aynı zamanda Polis Akademisi Alaturka, Patron Mutlu Son İstiyor ve Karakomik Filmler: Emanet isimli filmlerde de yer aldı.

Ödülleri

 (2009) 36. Altın Kelebek Ödül Töreni - En İyi Kadın Sunucu Ödülü

Kaynakça

Konak doğumlular
1970 doğumlular
20. yüzyıl Türk gazetecileri
21. yüzyıl Türk gazetecileri
Türk televizyon sunucuları
Yaşayan insanlar
Ege Üniversitesinde öğrenim görenler
Ege Üniversitesi İletişim Fakültesinde öğrenim görenler
İzmir doğumlu gazeteciler
Altın Kelebek Ödülü sahipleri

Saba Tümer


Die Klaroten waren eine Gruppierung von Menschen, die vom 6. bis 4. Jahrhundert vor Christus auf der Insel Kreta in Griechenland lebten. Die Klaroten hatten laut Pollux den Status zwischen einem Freien und Sklaven. Wenn man dieser Quelle glaubt, so waren die Klaroten in Kreta zwar keine Vollbürger, sondern sie standen im Dienst eines Herrn, jedoch waren sie auch keine Sklaven.

Über die genaue Definition der Klaroten gibt es unterschiedliche Ansätze, jedoch besagen die meisten, dass die Klaroten unfreie Bauern waren, die im Dienst eines freien Vollbürgers, ihres Herrn standen. Der Name "Klaroten" entstand daher, dass die Kreter ihre Sklaven über das Los, welches "klarotai" hieß, geworfen hatten. Die Benutzung des Begriffes Klaroten war eine Möglichkeit, die unfreien Bauern der Kreter zu bezeichnen.

Jedoch haben diese viele andere Namen, aus unterschiedlichen Quellen erfahren wir unterschiedliche Namen für diese unfreien Bauern. Außer dem Namen Klaroten tauchen für sie auch die Begriffe Periöken, mnoia, chrysonetaoi und aphamiotai auf.

Die Klaroten haben sich in Gegensatz zu anderen Unfreien nie gegen die Herren aufgelehnt. Ob die eben genannten Namen tatsächlich genau das Gleiche wie die Klaroten waren, ist wissenschaftlich nicht mit absoluter Sicherheit belegbar, jedoch ist es sehr wahrscheinlich. Die Begriffe chrysonetaoi und aphamiotai entwickelten sich als eine Art Unterteilung der Klaroten. Die Chrysonetaoi waren laut Athenaios die Sklaven, die in der Stadt lebten, die aphamiotai waren hingegen jene, die auf dem Land lebten.
Die Klaroten waren nicht frei, da sie einem Herrn unterstanden, waren sie Unfreie. Jedoch hatten sie es besser als die Sklaven in Athen, da sie mehr Rechte hatten, worauf im Gesetz von Gortyn eingegangen wird.

Durch die Verwendung des Wortes Sklave wird deutlich, dass es unterschiedliche Definitionen des Standes der Klaroten gab und gibt. Die Klaroten konnten eine Ehe eingehen und Besitz erwerben, jedoch unterstanden sie in allem ihrem Herrn. Ob sie jedoch tatsächlich auch Rechte und ein besseres Leben als andere Unfreie bzw. Sklaven besaßen, wird im Gesetz von Gortyn deutlich. Das Gesetz von Gortyn beschreibt die Rechte und Gesetze im griechischen Kreta und nimmt besonders auf das Familienleben Bezug. Das Gesetz beinhaltet Regeln und Vorschriften für Freie wie auch für die Klaroten. Jedoch werden die Klaroten im Gesetzestext nicht Klaroten genannt, sondern doloi und woikeis. Die Frage, die sich hier stellt, ist natürlich, ob die Begriffe doloi und woikeis synonym zu verwenden sind.

Literatur
 Michael Gagarin: Sers and Slaves at Gortyn. Wien, 2010.
 Reinhard Koerner: Inschriftliche Gesetzestexte der frühen griechischen Polis. Köln, 1993.
 Stefan Link: Das griechische Kreta. Untersuchungen zu seiner staatlichen und gesellschaftlichen Entwicklung vom 6. Bis 4. Jahrhundert v. Chr. Stuttgart, 1994.

Einzelnachweise

Geschichtswissenschaft
Geschichte Kretas

Klaroten


Róbert Mak () este un fotbalist profesionist slovac care joacă pentru Zenit Sankt-Petersburg și echipa națională a Slovaciei ca mijlocaș.

Cariera pe echipe

Primii ani
Mak, originar din Bratislava, a început să joace fotbal la echipa de tineret a clubului local ŠK Slovan. La 13 ani, s-a alăturat Academiei lui Manchester City. Acolo a jucat cu conaționalii săi Vladimir Weiss și Filip Mentel. El a avansat la echipa de rezerve a lui Manchester City la vârstă de 17 ani, dar nu primit niciodată șansa de a juca la echipa de vârf. A câștigat Cupei Tinerilor FA 2007-2008.

1. FC Nürnberg

La 11 iunie 2010, el a semnat un contract pe trei ani pentru 1. FC Nürnberg pentru o sumă de transfer nefăcută public. A devenit titular în primul său de Bundesliga, reușind să joace în 22 de meciuri pe flancul drept al atacului. A înscris primul gol în Bundesliga într-o înfrângere scor 1-3 cu 1. FC Kaiserslautern la 20 noiembrie 2010. El a rămas la echipă timp de patru sezoane, însă retrogradarea lor 2. Bundesliga coincis cu expirarea contractului său. Legia Varșovia i-a făcut o ofertă, însă a ales să joace pentru PAOK, deoarece echipa era calificată în UEFA Europa League.

PAOK

Sezonul 2014-2015
La 19 iulie 2014, el a semnat un contact pe trei ani cu PAOK din Superliga Greciei.  fost titular chiar de la început și a ajutat-o pe PAOK să se mențină pe primul loc în campionat până în decembrie 2014, dar rezultatele slabe care au urmat au făcut ca clubul să termine pe locul al treilea. La 22 februarie 2015, PAOK a câștigat cu Veria 3-1, ceea ce a dus la oprirea seriei de meciuri fără victorie. El a terminat sezonul 2014-2015  cu șapte goluri, fiind, din acest punct de vedere, al treilea jucător după Facundo Pereyra și Stefanos Athanasiadis. și pase de gol, fiind al doilea după Giannis Skondras.

Sezonul 2015-2016
La 16 iulie 2015, în runda preliminară a UEFA Europa League, PAOK a fost învinsă cu 2-1 în prima etapă din Croația împotriva lui Lokomotiva, iar Mak a marcat singur gol. În cea de-a doua etapă împotriva lui Lokomotiva Zagreb, Mak a marcat o dublă, unul dintre goluri cu un șut cu dreptul de la mai mult de 35 de metri, într-o victorie scor 6-0 contând pentru turul trei preliminar al Europa League. La 20 august, în prima manșă a play-off-ului UEFA Europa League împotriva lui Brøndby IF, Mak a avut o contribuție la toate cele cinci goluri, după ce a înscris un hat-trick, a creat al doilea gol și i-a pasat lui Garry Rodrigues pentru al treilea. La 12 septembrie, în al treia meci din sezonul 2015-2016, a marcat primul său gol într-o victorie cu 3-0 împotriva Veriei. Două săptămâni mai târziu, a marcat în timp suplimentar în victoria de acasă cu Atromitos. La 1 octombrie, într-un meci de acasă împotriva Borussia Dortmund în Europa League, Mak a marcat un gol în minutul 34 minute într-un meci terminat la egalitate, scor 1-1. La sfârșitul lunii octombrie, s-a anunțat faptul că Mak a purtat discuții cu clubul în vederea prelungirii contractului până în 2019. La 5 noiembrie 2015, Mak a redus din diferență în meciul pierdut cu 2-1 în deplasarea din Europa League împotriva lui FC Krasnodar. La 30 noiembrie, a fost înlocuit de pe teren într-o victorie cu 3-1 cu Kalloni după ce a suferit o accidentare la genunchi. La 6 decembrie, el a marcat primul gol într-o victorie cu 2-1 împotriva lui Panionios. Patru zile mai tarziu, a marcat cel de-al 9-lea gol în Europa League din sezonul respectiv împotriva Borussia Dortmund, care a ocupat locul 2 în grupa C.

La 30 ianuarie 2016, el a marcat un gol cu Atromitos. După un sezon bun la PAOK, Real News, a anunțat că a semnat un nou contract de trei ani.

Referințe

Legături externe

Fotbaliști ai FC Zenit Sankt Petersburg
Fotbaliști ai 1. FC Nürnberg
Fotbaliști ai Manchester City FC
Fotbaliști internaționali slovaci
Fotbaliști slovaci
Oameni în viață
Nașteri în 1991
Articole cu surse în limba germană (de)

Róbert Mak


Qaanaaq (telaffuzu; (IPA)  eski adıyla Thule ya da Thuleqanaq) Grönland'ın kuzeybatısında Qaasuitsup İdari Bölgesinin kuzeyinin ana şehri, 5 tane köy bulunmaktadır 1 Ocak 2005'te nüfusu 850 kişi olarak belirlenmiştir.

Ayrıca bakınız
Thule kültürü
Kuzey Grönland İnuitleri

Grönland'daki şehirler
Kuzey Grönland
Arktika'daki yerleşim birimleri
1950'lerde kurulan yerleşim birimleri

Qaanaaq


Pacollo (auch Socosani) ist eine Ortschaft im Departamento La Paz im südamerikanischen Andenstaat Bolivien.

Lage im Nahraum
Pacollo ist der zentrale Ort des Kanton Pacollo im Municipio Coroico in der Provinz Nor Yungas. Die Gemeinde liegt auf einer Höhe von  am Río Huarinilla, der sich acht Kilometer flussabwärts mit dem Río Elena zum Río Coroico vereinigt und weiter über den Río Kaka zum Río Beni hin fließt.

Geographie
Pacollo liegt in einem Talgrund am Ostrand der Cordillera Real in den bolivianischen Yungas, einer Übergangsregion zwischen dem Hochland der Anden (Altiplano) und dem tropischen Tiefland mit dem Amazonas-Regenwald. Das Klima ist ein typisches Tageszeitenklima, bei dem die mittleren Temperaturschwankungen im Tagesverlauf deutlicher ausfallen als im Jahresverlauf.

Die Jahresdurchschnittstemperatur der Ortschaft liegt bei etwa 22 °C (siehe Klimadiagramm Choro), die Monatsdurchschnittswerte schwanken zwischen 19 °C im Juni/Juli und 23 °C von Oktober bis März. Die durchschnittlichen Tageshöchsttemperaturen liegen ganzjährig zwischen 26 °C und 30 °C, die nächtlichen Tiefstwerte betragen im langjährigen Durchschnitt 11–12 °C im Juni/Juli und 18 °C im Dezember und Januar. Der durchschnittliche Jahresniederschlag beträgt 1300 mm, mit einer kurzen Trockenzeit bei Monatswerten um 20 mm im Juni/Juli und Monatshöchstwerten von etwa 200 mm von Dezember bis Februar.

Verkehrsnetz
Pacollo liegt 89 Straßenkilometer nordöstlich von La Paz, der Hauptstadt des gleichnamigen Departamentos.

Von La Paz aus führt die asphaltierte Nationalstraße Ruta 3 nach Cotapata, wo die alte Yungas-Straße ("Ruta de la muerte" – Straße des Todes) Richtung Coroico nach Osten hin abzweigt. Die Neubaustrecke der Ruta 3 führt von hier aus durch den Tunnel San Rafael in nördlicher Richtung nach Santa Bárbara und weiter über Caranavi, Yucumo und San Ignacio de Moxos nach Trinidad am Río Mamoré. Wenige Kilometer bevor die ausgebaute Ruta 3 den Talgrund am Río Huarinilla erreicht, zweigt nach Nordwesten eine unbefestigte Landstraße ab, die nach drei Kilometern Pacollo erreicht.

Pacollo ist Endpunkt des Choro Treks, eines alten Inka-Pfades, der von La Paz aus über die Passhöhe La Cumbre (4727 m) und den Abra Chucura Pass (knapp 5000 m) zu erreichen ist und von Challapampa über die Ansiedlung Korisamaña (Chairo) den Río Huarinilla abwärts bis Pacollo führt. Mit dem Hotel "Río Selva" ist die Infrastruktur des Ortes und die Nutzung des Choro Treks im letzten Jahrzehnt erheblich aufgewertet worden.

Bevölkerung
Die Einwohnerzahl der Ortschaft hat sich in dem Jahrzehnt zwischen den letzten beiden Volkszählungen mehr als verdoppelt:

Einzelnachweise

Weblinks
 Reliefkarte der Region Hoja 1:50.000 (PDF; 3,8 MB)
 Reliefkarte der Region Chulumani 1:100.000 (PDF; 13,8 MB)
 Reliefkarte der Region La Paz 1:250.000 (PDF; 11,07 MB)
 Municipio Coroico - Übersichtskarten Nr. 21401
 Municipio Coroico - Detailkarte und Bevölkerungsdaten (PDF; 571 kB) (spanisch)
 Departamento La Paz - Sozialdaten der  Municipios (PDF 11,63 MB) (spanisch)

Pacollo (Coroico)


Comandamentul II Teritorial a fost o structură militară de tip teritorial cu misiuni de asigurare a mobilizării și de generare a forțelor de rezervă pentru unitățile din compunerea Corpului II Armată. Comandamentul avea în subordine cercurile de recrutare: Pitești, Găești, Târgoviște, Muscel, Giurgiu, Turnu Măgurele, București și Ilfov. La mobilizare și pe toată perioada războiului, comandamentul trebuia să asigure completarea efectivelor unităților active din  Diviziei 3 Infanterie, Diviziei 4 Infanterie  și Diviziei 12 Infanterie. Totodată, comandamentul înființa la război următoarele unități de rezervă:  Regimentul 44 Infanterie,  Regimentul 68 Infanterie,  Regimentul 62 Infanterie,  Regimentul 70 Infanterie,  Regimentul 45 Infanterie,  Regimentul 60 Infanterie,  Regimentul 46 Infanterie,  Regimentul 61 Infanterie și  Regimentul 22 Artilerie.

La decretarea mobilizării din 14/27 august 1916, în funcția de comandant al Comandamentului II Teritorial a fost numit generalul de divizie (rz.) Alexandru Angelescu. În subordinea sa au intrat nou înființatele Comandamente Teritoriale ale Diviziilor 3 și 4 Infanterie, comandate de generalul de brigadă (rz.) Emil Lăzărescu și generalul de divizie (rz.) Nicolae Constantinescu.

În anul 1917 la comanda comandamentului s-a aflat generalul de divizie Mihail Aslan, iar Comandamentele Teritoriale ale Diviziilor 3 și 4 Infanterie au fost comandate de generalul de brigadă (rz.) Eracle Pretorian și generalul de brigadă Traian Găiseanu.

Note

Bibliografie
  ***, România în războiul mondial 1916-1919, vol I-IV, Monitorul Oficial și Imprimeriile Statului, București, 1934-1941
 ***, Marele Cartier General al Armatei României. Documente 1916 – 1920, Editura Machiavelli, București, 1996
 ***, Istoria militară a poporului român'', vol. V, Editura Militară, București, 1989

Vezi și
Participarea României la Primul Război Mondial
Corpul II Armată

Unități militare române din Primul Război Mondial

Comandamentul II Teritorial (1916-1918)


Fultonham est un village américain situé dans le comté de Muskingum, dans l'Ohio.

Selon le recensement de 2010, sa population est de .

Notes et références

Liens externes

Village dans l'Ohio
Comté de Muskingum

Fultonham (Ohio)


est un film américain réalisé par George Clooney et dont la sortie est prévue en 2023. Il s'agit d'une adaptation du roman non fictionnel Ils étaient un seul homme (The Boys in the Boat) de  qui revient sur l'équipe américain d'aviron à huit aux jeux olympiques d'été de 1936 à Berlin.

Synopsis

Joe Rantz est étudiant à l'université de Washington où il est membre de l'équipe d'aviron. Avec certains de ses camarades, il va participer aux jeux olympiques d'été de 1936 à Berlin, dans un contexte politique très particulier.

Fiche technique

 Titre original :
 Réalisation : George Clooney
 Scénario : Mark L. Smith, Jon Hartmere et Chris Weitz, d'après le livre Ils étaient un seul homme de Daniel James Brown
 Musique : Alexandre Desplat
 Direction artistique : Simon Marsay
 Décors : Kalina Ivanov
 Costumes : Jenny Eagan
 Photographie : Martin Ruhe
 Montage : Tanya M. Swerling
 Production : George Clooney, Donna Gigliotti et Grant Heslov
 Producteurs délégués : Gary Barber et Andy Mitchell
 Sociétés de production : Metro-Goldwyn-Mayer, Spyglass Media, Tempesta Films, Lantern Entertainment et Smokehouse
 Société de distribution : Amazon MGM Studios Distribution (États-Unis)
 Budget : n/a
 Pays de production :
 Langue originale : anglais
 Format : couleur
 Genre : drame biographique

 Dates de sortie :
 États-Unis :

Distribution
 Callum Turner : Joe Rantz
 Joel Edgerton : Al Ulbrickson
 Jack Mulhern
 Sam Strike
 Peter Guinness :
 Luke Slattery
 Thomas Elms
 Tom Varey
 Bruce Herbelin-Earle
 Wil Coban
 Joel Phillimore
 Hadley Robinson
 Courtney Henggeler : Hazel Ulbrickson
 James Wolk : Tom Bolles
 Chris Diamantopoulos :

Production

Genèse et développement

En mars 2011, The Weinstein Company acquiert les droits du livre de Daniel James Brown. Kenneth Branagh est choisi comme réalisateur, avec notamment Donna Gigliotti à la production. En octobre 2018,  (successeur de la Weinstein Company) signe un contrat avec la Metro-Goldwyn-Mayer pour la distribution du film. En mars 2020, il est finalement annoncé que George Clooney réalisera le film et qu'il le produira avec son partenaire habituel Grant Heslov. Il est précisé que le script est écrit par Mark L. Smith.

Attribution des rôles
En novembre 2021, Callum Turner est annoncé pour interpréter Joe Rantz. En février 2022, Joel Edgerton et Hadley Robinson rejoignent la distribution. Les mois suivants, Courtney Henggeler, James Wolk ou encore Chris Diamantopoulos sont confirmés.

Tournage
Le tournage débute en mars 2022. Les prises de vues se déroulent dans les Winnersh Film Studios dans le Berkshire en Angleterre, ainsi qu'à Los Angeles et Berlin. Quelques scènes sont tournées dans l'État de Washington.

Notes et références

Annexes

Articles connexes
 Jeux olympiques d'été de 1936
 Aviron aux Jeux olympiques
 Aviron aux Jeux olympiques d'été de 1936

Liens externes

Film américain dont la sortie est prévue en 2023
Film biographique sur une personnalité du sport
Film biographique américain
Film dramatique américain
Film réalisé par George Clooney
Jeux olympiques d'été de 1936
Film se déroulant dans les années 1930
Film se déroulant à Berlin
Film se déroulant dans l'État de Washington
Film de Metro-Goldwyn-Mayer
Film distribué par United Artists
Film tourné dans le Berkshire
Film tourné à Berlin
Film tourné à Los Angeles
Film tourné dans l'État de Washington
Adaptation d'un roman américain au cinéma

The Boys in the Boat


An Schoenoplectus tabernaemontani in uska species han Liliopsida nga syahan ginhulagway ni Karl Christian Gmelin, ngan ginhatag han pagkayana nga asya nga ngaran ni Eduard Palla. An Schoenoplectus tabernaemontani in nahilalakip ha genus nga Schoenoplectus, ngan familia nga Cyperaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Mga sumpay ha gawas

Schoenoplectus

Schoenoplectus tabernaemontani


Hanne Roed (født 27. december 1968) har været regionsrådsmedlem i Region Midtjylland for Radikale Venstre siden 2013, og 1. næstformand siden 2018. Hun er medlem af forretningsudvalget samt udvalget for regional udvikling. Hun er hovedbestyrelsesmedlem for Radikale Venstre og folketingskandidat i Vestjyllands Storkreds.

Hanne Roed uddannet i statskundskab fra Aarhus Universitet og socialrådgiver fra VIA University College. Hun arbejder som konsulent i virksomheden Systematic, og har tidligere arbejdet som socialrådgiver i Aarhus Kommune og mentor ved kompetencecenter Skanderborg.

Privat er Hanne Roed bosat i Aarhus og har fire børn.

Referencer

Eksterne henvisninger

Personer fra Syddjurs Kommune
Politikere fra Danmark
Politikere fra Det Radikale Venstre
Regionsrådsmedlemmer fra Radikale Venstre

Hanne Roed


An Glyphochloa mysorensis in uska species han Liliopsida nga syahan ginhulagway ni Sudhanshu Kumar Jain ngan Koppula Hemadri, ngan ginhatag han pagkayana nga asya nga ngaran ni Clayton. An Glyphochloa mysorensis in nahilalakip ha genus nga Glyphochloa, ngan familia nga Poaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Glyphochloa

Glyphochloa mysorensis


The Oldsmobile 88 (marketed from 1989 on as the Eighty Eight) is a full-size car that was sold and produced by Oldsmobile from 1949 until 1999. From 1950 until 1974, the 88 was the division's most profitable line, particularly the entry level models such as the 88 and Dynamic 88. The 88 series was also an image leader for Oldsmobile, particularly in the early years (1949–51), when it was one of the best performing automobiles, thanks to its relatively small size, light weight, and advanced overhead-valve high-compression V8 engine. This engine, originally designed for the larger C-bodied and more luxurious 98 series, also replaced the straight-8 on the smaller B-bodied 78. With the large, high performance V8, the Oldsmobile 88 is considered by some to be the first muscle car, although this title is disputed.

Naming conventions used by GM since the 1910s for all divisions used alphanumeric designations that changed every year. Starting after the war, Oldsmobile  changed their designations and standardized them so that the first number signified the chassis platform, while the second number signified how many cylinders. A large number of variations in nomenclature were seen over this long model run — Super, Golden Rocket, Dynamic, Jetstar, Delta, Delmont, Starfire, Holiday, LS, LSS, Celebrity, and Royale were used at various times with the 88 badge, and Fiesta appeared on some station wagons in the 1950s and 1960s. The name was more commonly shown as numerals in the earlier years ("Delta 88", for example) and was changed to spell out "Eighty Eight" starting in 1989.

First generation (1949–1953)

Oldsmobile introduced the 88 badge in 1949. It was named to complement the already-existing 76 and 98, and took the place of the straight-8 engined 78 in the model lineup. The new car used the same new A-body platform as the straight-6 engined 76 but paired it with the new  Rocket V8 engine producing . This combination of a relatively small light body and large, powerful engine made it widely considered to be the first muscle car. The Rocket 88 vaulted Oldsmobile from a somewhat staid, conservative car to a performer that became the one to beat on the NASCAR (National Association for Stock Car Auto Racing) circuits.

It won six of the nine NASCAR late-model division races in 1949, 10 of 19 in 1950, 20 of 41 in 1952, and was eventually eclipsed by the low-slung, powerful Hudson Hornet, but it was still the first real "King of NASCAR." This led to increased sales to the public. There was a pent up demand for new cars in the fast-expanding post-World War II economy, and the 88 appealed to many ex-military personnel who were young and had operated powerful military equipment.

The 88 enjoyed great success, inspiring a popular 1950s slogan, "Make a Date with a Rocket 88", and also a song, "Rocket 88", often considered the first rock and roll record. Starting with the trunk-lid emblem of the 1950 model, Oldsmobile would adopt the rocket as its logo, and the 88 name would remain in the Olds lineup until the late 1990s, almost until the end of Oldsmobile itself.

The 1949 model was equipped with an ignition key and a starter push-button to engage the starter. Pushing the starter button would engage the starter, but if the ignition key was not inserted, unlocking the ignition, the car would not start. The car was equipped with an oil bath air cleaner. At the bottom edge of the front fender directly behind the front wheel was a badge that said "Futuramic" which identified an Oldsmobile approach to simplified driving, and the presence of an automatic transmission. V8 Oldsmobiles were automatic-only in 1949 as Oldsmobile lacked a manual gearbox that could handle the torque of the new engine.1948 Oldsmobile Futuramic introduction In 1950, Oldsmobile offered a modified Cadillac manual gearbox for V8 models. The 88 now outsold the six-cylinder 76 lineup, which was dropped entirely after the 1950 model year. It had a 40 ft. turning circle. Hershel McGriff and Ray Elliot with the 1950 model won the 1950 Carrera Panamericana.

For 1951, the 88 became the entry-level Olds with the discontinuation of the six-cylinder 76 line, which meant that all Oldsmobiles were powered by Rocket V8s. An in-house manual transmission replaced the modified Cadillac gearbox, but as the 1950s progressed, manual shift became increasingly rare in Oldsmobiles and normally could only be obtained by special order. New this year was the more upscale Super 88 line on the new GM B-body which included restyled rear body panels, a more luxurious interior, and a slightly longer  wheelbase as opposed to the  wheelbase which had been standard since the 88's introduction. The station wagon was discontinued and would not reappear until the 1957 model year. New was an I-beam frame. Hydraulic power windows and seats were optional.

In 1952, the base 88 shared the Super 88's rear body panels and wheelbase, and came with a Rocket V8 and two-barrel carburetor while Super 88s came with a new four-barrel carburetor upping the output to . Other mechanical features were unchanged with styling changes amounting to new grilles, taillights, and interior revisions. New was the optional automatic headlight control.

For 1953, the base 88 was renamed the DeLuxe 88 for only this one year while the Super 88 continued as a more upscale version. Engines and transmission offerings were the same as 1952. Late in the 1953 model year, a fire destroyed GM's Hydra-Matic plant in Livonia, Michigan, which was then the only source for Hydra-Matic transmissions. The temporary loss of Hydra-Matic production led Oldsmobile to build thousands of its 1953 models with Buick's two-speed Dynaflow automatic transmissions until GM pressed its Willow Run Transmission plant into service to resume Hydra-Matic production. New options this year included Frigidaire air conditioning, power steering, and power brakes.

Second generation (1954–1956)

The 1954 Oldsmobiles were completely restyled with new longer and lower body shells on the GM B platform with new one piece wrap-around windshields and rear windows. Wheelbases increased to . Base models reverted to being simply called 88s after being designated as DeLuxe 88s for only one year and the Super 88 was once again the top series (beneath the larger 98). The Rocket V8 was enlarged from 303 to 324 cubic inches with 88s powered by a two-barrel,  unit while Super 88s came with a  version with four-barrel carburetor. Also, a safety-padded dash became optional, at $17 ($ in  dollars ).

The 1955 models were heavily facelifted with new grillework, taillights and body-side chrome. Horsepower for the 324-cubic-inch Rocket V8 increased to 185 for 88s and 202 for Super 88s. At mid-year, Olds introduced the new pillarless four-door hardtop body, dubbed the Holiday sedan, in both the 88 and Super 88 series. The four-door Oldsmobile 88 Holiday, along with the four-door 98 Holiday, Buick Century Riviera, and Special Riviera, were the first four-door hardtops ever produced. Air conditioning became an option. The 88 had full instrumentation. The term "Morocceen" began to be used to describe the vinyl interior which was used for several decades.

For 1956, styling highlights included a new split grille in front and revised taillights and deck along with revised side chroming. Horsepower for the 324 Rocket V8 increased to 230 for 88s and 240 for Super 88s. A new four-speed Jetaway Hydra-Matic was introduced this year to replace the original Hydra-Matic transmission that Olds had used since 1940. The new Jetaway Hydra-Matic retained the four forward speeds and fluid coupling unit, but added a new "Park" position to the shift quadrant and no longer required band adjustment as a specified routine maintenance. Inside, an oval speedometer replaced the round unit and a new foot-operated parking brake replaced the previous T-handle unit.

Third generation (1957–1958)

For 1957 only, the basic 88 was officially named Golden Rocket 88, taken from Oldsmobile's 1956 Motorama two-passenger show car. However, the only badging was an "88" underneath each taillight. Also for 1957 the "J2" option was offered, with three two-barrel carburetors, similar to the Pontiac Tri-Power. The Super 88 continued as the upscale mid-line series. Under the hood, the Rocket V8 increased in displacement to 371 cubic inches and  for all models across the board. Although rare, three speed manual transmissions were still available.  Styling highlights were more evolutionary than radical, with a three-piece rear window design marketed as the "Twin-Strut Rear Window." This was a feature in all series fixed-roof body-styles except station wagons. Buick also used this 3-piece rear window design that year, but without any marketing nickname. Oldsmobile revived station wagons for the first time since 1950 with the Super 88 Fiesta being a four-door hardtop design. In 1957, Oldsmobile added a safety deep-recessed steering wheel.

For 1958, GM was promoting their fiftieth year of production, and introduced Anniversary models for each brand; Cadillac, Buick, Oldsmobile, Pontiac, and Chevrolet.

The 1958 model is best known in Oldsmobile as the year of the "ChromeMobile" thanks to tremendous splatterings of chrome trim on the body, particularly on the higher-priced Super 88 and Ninety-Eight models. The styling was advertised by Olds as the "Mobile Look." The Dynamic 88 debuted in 1958 and lasted through 1966 positioned as the entry level model below the Super 88. This model featured a more economical Rocket V8 than its more expensive linemates – a de-tuned  version of the 371 cubic-inch Rocket V8 with two-barrel carburation. Super 88 models were powered by a four-barrel  version of that engine as standard equipment with a J-2 option featuring three two-barrel carburetors and .
A new option for 1958 was a "Trans-Portable" radio that could be removed from the instrument panel through the glove compartment and used as a portable radio for beaches, picnics, etc. thanks to portable batteries.
A revised instrument panel was highlighted by a new deep-dish steering wheel with "horn bars" replacing the long-standing horn ring still common during that period.

Despite an economic recession that cut into new car sales industry wide, and especially affected the medium-priced car market that Olds competed in, Oldsmobile saw only a slight decline in sales for 1958 and even rose in industry standings to fourth-place behind the "Low-Priced Three" of Chevrolet, Ford and Plymouth, while surpassing a now-floundering sister division Buick on the sales charts for the first time in many years. Oldsmobile was also way ahead of other middle-priced competitors such as sister division Pontiac, Mercury, Dodge and Chrysler, along with Ford Motor Company's all-new and ill-fated Edsel, and Chrysler Corporation's DeSoto - the latter two nameplates of which would fade into oblivion within the next three years.

Fourth generation (1959–1960)

All Oldsmobiles were completely restyled for 1959, with the 88 series given longer, lower and wider styling on a GM B-body chassis. The 88 shared its appearance with the top-model Oldsmobile 98. Styling highlights for the new models, promoted as the "Linear Look," included six-window styling on four-door pillared sedans, glassy semi-fastback rooflines on Holiday coupes and flat-blade rooflines with thin windshield and C-pillars on Holiday sedans which created a large open greenhouse effect. Two-door hardtops were called "Holiday Scenicoupes," whereas four-door hardtops were called "Holiday Sport Sedans."  While many 1959 model cars featured bigger and sharper fins, Olds flattened theirs horizontally and reduced chrome from 1958 for a much cleaner look. Wheelbases on 88 models increased by one inch to .

A larger, 394 cubic-inch Rocket V8 with four-barrel carburation rated at  was standard on the Super 88. The lower-priced Dynamic 88 retained the two-barrel  371 cubic-inch '57–58 Rocket V8, with a  four-barrel version optional. An unusual feature was the what was called the "Safety-Spectrum Speedometer", in which the bar that is used the measure the speed is green from , amber at , and red at speeds above .

A simpler but bold new grille and revised rear design with even flatter, horizontal tailfins and new taillights highlighted the 1960 makeover. Power for Super 88 models remained the same, while Dynamic 88s had their 371 ci Rocket V8 detuned to , where a lower compression ratio accommodated lower-priced regular gasoline. Other changes included a revised instrument panel and a slimmer transmission tunnel for improved interior space.

Fifth generation (1961–1964)

An all-new body and chassis with perimeter "Guard Beam" frame and all-coil suspension replacing the previous leaf springs highlighted the 1961 full-sized Oldsmobiles, which were joined by the new compact F-85. All full-sized Oldsmobiles were now powered by the 394-cubic-inch Rocket V8 with the Dynamic 88 getting a two-barrel,  version that used regular gas, while the Super 88 was powered by a four-barrel "Ultra High Compression" 394 Skyrocket V8 rated at . The Skyrocket engine was available as an extra-cost option on the Dynamic 88. A new three-speed "Roto" Hydra-matic transmission that was smaller and lighter than the previous four-speed unit was introduced as an option.

The 1961 Oldsmobile body design represented the after-effect of the 1958 recession.  While wheelbases remained the same as in 1960, the overall length and width were reduced slightly – a trend seen throughout all of GM's marques.  Body design focused on a trimmer, fuselage design.  At the bottom of the rear quarters, a "skeg"—a downward fin—jutted outboard to counterbalance the rearward point of the quarter panel, an appearance shared with the 1959 Pontiac Bonneville. Round tail lights, one on each side, were set into the rear cove. For 1961, GM retired the compound curve windshields that it introduced in 1954, and the much hated body dogleg necessitated by the shape of the windshield.  Instead of adopting the cleaner straight angled "A" pillar, Harley Earl, who was nearing the end of his tenure at GM, pushed for a small curved switch back, used in 1961–62, at the outboard base of the windshield.

Like for the previous model year, there were six body styles: a 2-door sedan, the Celebrity Sedan 4-door sedan, the Holiday Sedan 4-door hardtop, the Holiday Coupe 2-door hardtop, the Convertible Coupe drop-top and the Fiesta station wagon, available in both 2- and 3-seat models. All body styles but the 2-door sedan (which was the price leader) were offered both as Dynamic 88 and Super 88. In general all models had thicker pillars than the extremely thin ones found on previous generation models. The Holiday Coupe 2-door hardtop continued the "bubble top" look. The 1961 Holiday Sedan 4-door hardtop had thicker, parallelogram-shaped rear pillar than its predecessor. The extreme "floating roof" look of the 1959–1960 4-door hardtop, with wrap-around panoramic rear window and overhanging roof, had been passed on to the pillared Celebrity Sedan—which had switched from the previous year six-window to a four-window greenhouse. Six-window sedans continued to be offered in the 98 line.

At mid-year, a sporty and luxurious convertible called the Oldsmobile Starfire was introduced. It was based on the Super 88 ragtop and featured leather bucket seats, center console with floor shifter for the Hydra-matic transmission (incidentally the first U.S. full-sized production car to feature an automatic transmission with a console-mounted floor shifter) and many other standard items such as power steering, brakes, windows and driver's seat. The Starfire was also powered by an even higher-performance version of the "Ultra High Compression" 394-cubic-inch Starfire V8 rated at .

For 1962, the Oldsmobile 88 received a "second-year" facelift that included a revised grille and front bumper. Length was increased somewhat to give the '62 Olds a longer look. Changes to the rear included the removal of the rear fender skegs (personally ordered by GM's Vice President of design Bill Mitchell, who disliked them), and oval taillights, one on each side for Dynamic and Super 88 models replaced the 1961's round units. 1962 Starfires received two oval lights per side, much like the concurrent Oldsmobile Ninety-Eight models. Changes to the greenhouse included new roof lines for the four-door Celebrity Sedan—which relinquished the panoramic rear window—and for the Holiday Coupe two-door hardtop, which received a new fashionable convertible-inspired roofline abandoning the "bubble-top" appearance. The two-door sedan, made redundant as entry-level model by the previous year's introduction of the F-85 compact, was discontinued. Lastly, the Fiesta station wagon was only partially restyled, retaining most of the 1961's rear styling; the 3-seat wagon was now only available as Dynamic 88.

Engines were uprated to  for the standard engine in the Dynamic 88 thanks to a higher compression ratio that demanded the use of premium fuel (a regular-fuel  version was offered as a no-cost option), 330 horses for the "Skyrocket" V8 standard on Super 88 and Ninety-Eight and 345 horsepower for the top Starfire Rocket V8. Oldsmobile marketing continued to use the trade names of "Roto-matic Power Steering" and "Pedal-eeze Power Brakes".
All Oldsmobiles featured the "speed bar" speedometer. Introduced in 1959, the speedometer used a rolling black cylinder with sections painted brilliant green, yellow and bright red. As the car went from a standing stop forward in speed, the cylinder rolled, first exposing the green in a window that matched the numeric speed on stationary speed dial for low speeds, yellow at moderate speeds, and finally red at highway speeds. Drivers who topped the car over 100 mph moved the cylinder into an area where only the black base color was visible. For 1963, Oldsmobile would revert to a standard speed needle sweeping over a calibrated set of speeds instead.

1962 Oldsmobile Dynamic 88s and Dynamic 88 Fiesta wagons each had their own upholstery patterns in single and dual-tone colors. Super 88s received tri-tone upholstery and trim. Heaters became standard equipment on all models, and the push-button controls were located to the right of the steering wheel column. Vehicles not equipped with air conditioning received push-button vacuum-operated fresh air vents, called "Summer Ventilation", which replaced the pull level type vents.  This control panel was located on the left of the steering column.  Cars equipped with factory air conditioning replaced the vent control panel with the air conditioning panel, which also contained its own blower switch.  These cars also sported round dash vents for the delivery of A/C airflow. Dynamic 88s received aqua dashboard panel inserts with "OLDSMOBILE" lettering, while Super 88s received panels with that model's nomenclature on the insert.

All full-sized Oldsmobiles underwent extensive body and trim revisions for 1963. Most of the underlying basic body structure and rooflines were carried over from '62 with new exterior sheet metal abandoning the previous years' sculpted mid-sections; Lincoln Continental-style slab sides and sharper edges being employed overall. The Starfire gained an exclusive razor-edged roof treatment utilizing a concave backlight similar to that of the new Pontiac Grand Prix. Different rear quarter panels meant Oldsmobile 88s and the more expensive 98s were more differentiated than before. 1963 also brought about GM's across-the-board adoption of the straight angled windshield "A" pillar on all full-size production vehicles eliminating the unusual 1961 through 1962 reverse-curve treatment. Models and drivetrains in both the Dynamic 88 and Super 88 series were unchanged from 1962. Options that year included a "tilt-away" steering wheel that could be adjusted to six positions, six-way power seats, AM/FM radio and cruise control.

The sharp-edged theme continued for 1964, Oldsmobile's full-sized cars received a minor face-lift that included revised trim, grilles and taillights. New that year was the introduction of price leader for the full-sized Oldsmobile series, the Jetstar 88, which used the same full-size body as other 88 models but also shared key components with that year's redesigned F-85 intermediate. The Jetstar 88 used the smaller 330 V8 and Jetaway (Super Turbine 300) two-speed automatic transmission in place of the 394-cubic-inch V8 and Roto Hydramatic found in other Oldsmobiles, and 9.5-inch (241.3 mm) drum brakes which were less effective than the  drums found on other full-sized Olds models.

Oldsmobile also introduced the Jetstar I for 1964. Not part of the Jetstar 88 line, the Jetstar I instead was a direct competitor to the Pontiac Grand Prix in the same $3,500 price range. Jetstar I models shared the notchback body style with the Starfire along with its more powerful  394-cubic-inch Rocket V8 engine, but with less standard equipment and a lower price tag. Oddly, Oldsmobile teamed the  Rocket engine with a very unsuitable transmission in the Jetstar I, the Jetaway (Super Turbine 300) two-speed unit with "switch pitch" converter.

With the introduction of the Jetstar 88, the Dynamic 88 models were elevated a rung up the ladder for the 1964 model year. Only the Dynamic 88s could be in five body styles: four-door pillared Celebrity Sedan and hardtop Holiday Sedan, two-door hardtop Holiday Coupe, convertible and 2- or 3-seat Fiesta station wagon. The Jetstar 88 was not offered as a station wagon.

1964 was the last for the Super 88 series, which was limited to the two four-door body styles—the Celebrity Sedan and Holiday Sedan. Total production for both four-door Super 88 models reached 19,514 assemblies for the model year.

1964 was also the last year for Oldsmobile to offer full-sized station wagons until the 1971 model year. Oldsmobile's full-size Fiesta wagons (and Buick's Estate Wagons) introduced in 1957 had never been strong sellers. From 1960 to 1963, production per model (Super or Dynamic) and seating capacity (six or nine passenger) never broke 15,000 units. The wagons' bodies weren't made by Fisher Body, but were instead farmed out to Ionia Manufacturing Company of Ionia, Michigan. As Oldsmobile set its sights on more luxury and performance, full-sized wagons weren't in the mix. The division introduced the new Vista Cruiser wagon in mid-1964 that featured a raised roofline and skylights over the rear seat and cargo area. The models were offered with six- or nine-passenger seating with all seats facing forward. The Vista Cruiser used a six-inch (152 mm) stretched wheelbase version of the intermediate F-85/Cutlass. This allowed Oldsmobile (and Buick, which used the same body and stretch wheelbase for its Sport Wagon) to offer a wagon comparable in overall size to the full-sized Chevrolet Impala and Pontiac Catalina wagons, but without diluting the cachet of its full-size cars with a utilitarian body style.

Sixth generation (1965–1970)

The Delta name in 1965 was an upscale trim line of the Dynamic 88, the Dynamic 88 Delta, replacing the previous top-series B-body Olds, the Super 88. Early '65s were referred to as Dynamic 88 Deltas, but within a few weeks after the start of the model year, Olds began marketing the line as a separate series known as the Delta 88. Other full-sized Oldsmobile model lines included the low-priced Jetstar 88, the volume-selling Dynamic 88, sporty Jetstar I and the sporty and luxurious Starfire, all riding on a  wheelbase. Oldsmobile had some marketing successes naming the Starfire after a United States Air Force fighter Lockheed F-94 Starfire and tried the approach again, naming the Delta 88 after the Convair F-102 Delta Dagger.

All 1965 Olds models featured all new styling and engineering. The B-body cars featured more rounded styling than previous years with Coke-bottle profiles and semi-fastback rooflines on Holiday (two-door hardtop) coupes - Jetstar I and Starfire coupes got a more rounded variation of the squared-off 1963–64 roofline with concave rear window shared by Pontiac's Grand Prix.
Also introduced this year was a new 425 cubic-inch Super Rocket V8 with horsepower ratings ranging from 300 to 370 depending on carburation and compression ratio. The new three-speed Turbo Hydramatic transmission with torque converter replaced the Roto Hydramatic used since 1961. Also new to the option list for 1965 on all B-body cars was a four-speed manual transmission with Hurst floor shifter, which was a seldom-ordered offering.

Few styling changes other than revised grilles and tail sections marked the 1966 full-sized Oldsmobiles. The sporty Jetstar I series was dropped with a lower-priced Starfire only offered as a hardtop coupe taking its place. All other series' 88 models were carried over from 1965 with a new convertible added to the Delta 88 line and the same bodystyle dropped from the Jetstar 88 line.

A new option for all senior Oldsmobiles (88, Ninety-Eight and the new front-drive Toronado) was GM's automatic Comfortron Air Conditioning system first introduced by Cadillac in 1964. Comfortron permitted the driver to automatically set a year-round temperature at a constant level. The basic Frigidaire air conditioning unit offered in previous years continued as before and becoming an increasingly popular option on full-sized Oldsmobiles. Another new option for 1966 was a Tilt-and-Telescopic steering wheel that could be vertically adjusted to six different positions as well as telescoped outward from the instrument panel to improve driver comfort.

For 1967, all GM full-size cars received a mid cycle freshening that featured fuller body panels. More rounded styling cues marked all 1967 Olds 88 models which received longer hoods and shorter decks and more sweeping fastback rooflines on 88 Holiday coupes to emulate the styling of Olds' front-wheel-drive flagship, the Toronado.  Olds 88s received a three part front grille made op of a center prow flanked on either side by headlight pods.  For the first time since 1959, the dual headlights were split apart by parking lights.  Taillights for 88s featured a waterfall design. Interiors made extensive use of wood-tone panels, and bright metal finishes were kept to a minimum.

Model wise, there was more name juggling. The Delmont 88 was introduced for 1967 and produced for just two years, replacing both the Jetstar 88 and Dynamic 88 model lines. The Delmont featured the 330 V8 as standard and the 425 V8 as an option in 1967 and the new stroked "Rocket 455" version of the same engine in 1968. The 425 was standard on the Delta 88. The Delta 88 gained a new sub series called the Delta 88 Custom which had a plusher interior than the standard Delta 88 featuring a Strato bench seat in the Holiday Sedan (four-door hardtop) or, in the Holiday Coupe (two-door hardtop), a choice of either Strato bucket seats with console or Strato bench seat with armrest. The Delta Custom Holiday Coupe was essentially a successor to the former 88-based Starfire series offered in previous years (1961–66) but with a standard 88 semi-fastback roofline rather than the Starfire's squared off roof with concave rear window.  Another styling cue for the Delta Custom was the addition of a second set of tail light reflectors set into the lower portion of the bumper.

New options for 1967 included front disc brakes, stereo 8-track tape player and a Climate Combustion Control system for Rocket V8s designed to regulate carburetor air temperature, boost fuel economy, speed choke warm up and eliminate winter icing to permit easier starting and more efficient operation in cold weather.

The same assortment of 330 and 425 cubic-inch V8 engines were carried over from 1966, as were most transmission offerings except the optional four-speed manual with Hurst shifter, which was discontinued due to low buyer interest.

For 1968, the overall design was a carryover.  New front end with split grille design that would become an Olds trademark in coming years highlighted all 1968 full-sized Oldsmobiles with horizontal lines on 88s  and egg-crate patterns on Ninety-Eights, along with concealed windshield wipers. The split grille was inspired by fighter aircraft at the time with delta wings and dual air intakes for the jet engine as introduced on the Convair F-102 Delta Dagger.

The Delmont 88 got a larger 350 cubic-inch V8 as standard equipment and the optional V8 that was standard on Delta 88/Custom and Ninety-Eight was jacked up to 455 cubic inches with a  W-33 option primarily designed as part of the division's police package available as an RPO on all 88's. Horsepower ratings of other Olds engines included 250 for the 350 two-barrel standard in the Delmont 88, 310 for the four-barrel 350 optional in the Delmont 88. A 455 two-barrel rated at  was standard on the Delta 88/Custom and optional on the Delmont 88. Optional on all 88s was a four-barrel 455 rated at  from the larger C-body Ninety-Eight. Both the 350 and 455 two-barrel Rocket V8 engines were designed to use regular gasoline while the optional 350 and 455 four-barrel carburated "Ultra High Compression" Super Rocket V8s required premium fuel.

The 1969 88 series dropped the Delmont name, leaving the Delta 88 as the base model of the series. The Delta 88 Royale trim, only available on a Holiday Coupe, was added as line-topper above the Delta 88 Custom. It came standard with a more luxurious interior featuring a notchback vinyl upholstered bench seat with armrest or Strato bucket seats with optional center console. For safety, a ceiling mounted shoulder belt was offered in the front seats for both the driver and right passenger. This arrangement provided five belt buckles in the front bench seat. The standard engine in the base Delta 88 was a 350 cu in, low compression ratio (9.0:1) Rocket V8 with a Rochester two-barrel carburetor that was rated at  at 4,600 rpm and  of torque ran on leaded regular 94 RON gasoline. Standard on the Delta 88 Custom and Royale models and optional on the base series was a low compression two-barrel version of the 455 cubic-inch Rocket V8 rated at  designed to use regular fuel. Optional on all Delta 88s was the four-barrel Ultra High Compression 455 cubic-inch Super Rocket V8 rated at . Top option was the  version of the four-barrel 455 V8 designed to run on 98 RON octane fuel available in all Delta 88 models as the W-33 option.

The two-speed Jetaway automatic that was previously offered as an option on the smaller engine 88 models was dropped completely in favor of the GM three-speed Turbo Hydra-Matic 400 transmission previously only offered with the larger engines. Also a new GM-designed Variable-Ratio Power Steering system was introduced as an option.

All full-sized Oldsmobiles were completely restyled for 1969 with more squared off bodylines and rooflines for the Holiday coupes and sedans replacing the semi-fastback look of 1967–68, and ventless front windows on all models. Wheelbases were increased to . Though the 1969 models were extensively restyled, the basic 1965 chassis design and inner-body structure was retained along with the roofline on the pillared four-door Town sedans.

Inside, headrests were now standard equipment and a new instrument panel included square instruments replacing the round instruments of previous years along with a push-button operated ashtray and rotary glove compartment knob, as well as heating/air conditioning controls relocated from the center of the dash to the left of the steering wheel near the lights and wiper switches. The high-beam lights indicator was a red rocket located on the dash. Also new was a steering column-mounted ignition switch that also locked the steering wheel when not in use – a feature found on all 1969-model General Motors passenger cars, a year before locking steering columns were required by federal mandate starting in 1970.

Only detail changes were made for the 1970 full-sized Oldsmobiles including a new split grille that no longer extended to surround the headlights and a slightly revised rear section. Powertrain selections were carried over from 1969 with both 350 and 455 cubic-inch Rocket V8s now featuring "Positive Valve Rotators" for longer engine life and more efficient operation. A new antenna impregnated into the windshield was introduced this year that replaced the previous fender-mounted unit and was included as standard equipment on all cars equipped with a factory radio. New option this year was a wiper/washer switch mounted in the shift lever knob.  Optional radio was a stereo AM-FM radio and a lower dash mounted eight track tape player.

The 1965–1970 GM B platform is the fourth best selling automobile platform in history after the Volkswagen Beetle, Ford Model T and the Lada Riva.

Seventh generation (1971–1976)

All GM B-body full-size cars were completely restyled and enlarged for 1971, but continued to ride on a  wheelbase. It reached its maximum size in 1974 at an astounding  in length.  It was available as a pillared four-door Town Sedan, two-door and four-door Holiday hardtops and a convertible. Series models for 1971 included the base Delta 88, Delta 88 Custom and Delta 88 Royale, the latter inheriting the convertible body style previously offered on the base Delta 88. All models received fuselage styling somewhat similar to what Chrysler Corporation introduced on its 1969 models, and new rooflines with a more squared off greenhouse for Town sedans and more rounded lines for Holiday sedans and coupes – the latter receiving reverting to a semi-fastback format.

Also new for 1971 was the Custom Cruiser station wagon, the first full-sized Oldsmobile wagon since 1964. It used the 88's B-body platform with a longer  wheelbase (matching the larger C-body Ninety-Eight) with multi-leaf spring suspensions that differed entirely from the all-coil suspensions used in sedans and coupes. The Custom Cruiser came standard with the larger 455 Rocket V8 and utilized the disappearing clamshell tailgate of other full-size GM wagons.

Engine offerings again included 350 and 455-cubic-inch Rocket V8s ranging from 250 to 340 gross horsepower, all of which featured lowered compression ratios beginning in 1971 to enable use of lower octane regular leaded 91 RON octane, low-lead or unleaded gasoline. Vented power front disc brakes and variable-ratio power steering were now standard equipment on all 88 models. During the 1971 model year, the Turbo Hydra-matic 400 transmission was added to the standard equipment list.

Other highlights for 1971 included a wrap-around instrument panel shared with Ninety-Eight and Toronado models (Toronados had a slightly smoother upper leading edge design) that was highlighted by a large square speedometer and all controls within easy reach of the driver, and a one-year only Flo-Through ventilation system that utilized vents in the trunklid. The system used on all GM B-, C- and E-body cars and the Chevrolet Vega, used the heater fan to draw air into the car from the cowl intake, and force it out through vents in the trunk lid or tailgate. In theory, passengers could enjoy fresh air even when the car was moving slowly or stopped, as in heavy traffic. In practice, however, it didn't work.

1971 was the last model year in which a 3-speed manual transmission was offered on full-sized Oldsmobiles; the rarely-ordered option was dropped in 1972.

Within weeks of the 1971 models' debut, however, Oldsmobile—and all other GM dealers—received multiple complaints from drivers who complained the ventilation system pulled cold air into the car before the heater could warm up—and could not be shut off. The ventilation system was extensively revised for 1972.

For 1972, the Delta Custom series was dropped and the Royale series was expanded to include four-door Town and Holiday sedans. Advertised brake horsepower figures dropped to 155 for the base 350 two-barrel and 250 for the optional 455 four-barrel Rocket V8s thanks to an industry-wide switch in power measurements from the previous gross method (as measured by a dynamometer with no accessories attached) to the net method in which the power measurements were based upon an engine "as installed" in a vehicle with all emission controls and accessories hooked up. Only minor trim changes were made this year that included revised "waterfall" grilles in front and four-segment taillights in the rear. Inside a revised "Flo-Through" ventilation system utilizing vents in the doorjambs replaced the 1971 version which utilized vents in the trunklid.

For 1973, wider and lower split waterfall grilles flanked a new federally mandated  front bumper on all Delta 88 models and larger one-piece rounded rectangular taillights replaced the four-segmented lights of 1972. Engine offerings included a standard 350 Rocket V8 with two-barrel carburetor (150 net horsepower) or optional 455 Rocket V8 with four-barrel carburetion and  with single exhaust or  with dual exhausts. Model offerings were the same as 1972 with the Delta 88 Royale series now including the sole Olds convertible offering following the demise of the intermediate Cutlass Supreme convertible after 1972.

Director Sam Raimi regularly includes a 1973 Delta 88 in his films. Referred to as "The Classic" by the filmmaker, the car originally belonged to his parents and has made an appearance in the Evil Dead trilogy, his Spider-Man films with Tobey Maguire, Drag Me To Hell and Doctor Strange in the Multiverse of Madness.

In 1974, a  rear bumper was added and taillights reverted to a four-segment design similar to 1972 and the front grilles were narrowed and raised to hood level similar to 1971–72 models. Also, new rooflines were featured on Holiday hardtop coupes with large fixed triangular side windows in the widened "C" pillar.  Unlike the big Chevrolet formal-roof coupes, the Olds retained a small roll-down rear window.  As Oldsmobile completely discontinued two-barrel carbureted engines this year, a new 350 four-barrel Rocket V8 (175 horsepower) became standard equipment with the 455 available as an option. Other highlights this year included an all-new flat instrument panel shared with Ninety-Eight and Toronado models with horizontal sweep speedometer and "Message Center" system of warning lights replacing the wrap-around dash of previous years. A new and seldom-ordered option available on all full-sized Olds models and Toronados were driver's and passenger's-side airbags – among the first to be offered in a production automobile. The Delta 88 Royale ragtop was again the only convertible offered by Olds.

Detail changes for 1975 included revised grilles and taillights along with new rear quarter windows for pillared and Holiday sedans – the latter's design similar to an opera window in September 1974. The same assortment of 350 and 455-cubic-inch Rocket V8s were still offered along with a one-year-only (and seldom-ordered) option of a Pontiac-built 400-cubic-inch V8 with two-barrel carburetor and  rating. All engines were hooked up to a catalytic converter that not only mandated the use of unleaded gasoline but also spelled the end of dual exhaust systems. 1975 was the final year for the Delta 88 Royale convertible, the last of which was built on July 11, 1975. Just under 7200 Delta 88 Royale convertibles were built in 1975 as Oldsmobile made a concerted effort to target the convertible buyer market at the time. The headline on a print ad for a 1975 Olds Delta 88 Royale convertible stated, "Today a beautiful Olds convertible. Tomorrow, a collector's item". The featured car in the ad was a red Delta 88 Royale rag top.

For 1976, the final year of this generation, all Olds 88s received revised grille work, rectangular headlamps and parking lamps directly below instead of in the bumper, with Delta 88 Royale models also getting spring-loaded stand-up hood ornaments. It was also the final year for the Holiday hardtop coupes and sedans, along with the 455 Rocket V8 and the optional airbag system that would generally become universal on production cars and trucks some 15 years later. A one-year only option on Delta 88 Royale Holiday coupes was the Royale Crown Landau package that included a stainless steel roof bar, padded rear quarter vinyl roof, special hood ornament and color-keyed wheelcovers.

Eighth generation (1977–1985)

The 1977 Delta 88s and other GM B-body cars were considerably downsized from their predecessors in length and wheelbase ( – the same as the four-door 1973–77 A-body Cutlass Sedan) and nearly  lighter in weight, with curb weights dropping to between  depending on model. Other than a reduction in shoulder room, however, interior room was not adversely affected; in fact, headroom and rear seat legroom increased. Both base Delta 88 and Royale models were now only offered in two pillared body styles; a two-door coupe and a four-door Town Sedan. The 1977–1979 Custom Cruiser was now based on the Delta 88's B-body rather than the Ninety-Eight's C-body (thus also sharing the coil spring suspension, rather than the multi-leaf spring) and came with a two-way tailgate rather than the clamshell of 1971–76 models. A fuel economy gauge was optional.

The standard engine was now a  Buick V6 with a Turbo-Hydramatic 200 automatic transmission. An Oldsmobile 260 was the base V8, followed by either a Chevrolet 350 (option code LM1) or Oldsmobile 350 (option code L34). Initially, the Oldsmobile engine came in California and high-altitude cars, the Chevrolet engine came in cars with Federal emissions equipment. The Olds engine returned later in the model year. Oldsmobile's new 403 was the top engine option and came with a THM350 transmission.

The use of a Chevrolet engine caused a situation known as the "Chevy-mobile" affair. GM settled with some Oldsmobile owners by offering them warranty extensions for the Chevrolet-engined Oldsmobiles, or the option of returning those cars in exchange for an Oldsmobile with a genuine Rocket V8. The "return car" option wasn't commonly chosen, because the owner had to pay GM for mileage driven, which could become expensive. This began the era of "corporate" engines, and for many years GM advertisements would include a disclaimer stating '"Oldsmobiles (or other divisions) are equipped with engines manufactured by various GM divisions, subsidiaries and affiliates worldwide."'

As in previous years, base Delta 88 and Royale models differed mainly in exterior and interior trim. Base Deltas had a full bench seat available in cloth-and-vinyl or all-vinyl upholstery, while Royales had a notchback bench seat with armrest or optional 60/40 notchback bench, also available in cloth-and-vinyl or all-vinyl trim. All 88s featured an all-new instrument panel with a horizontal sweep speedometer and heater/air conditioning controls moved to the center of the dash above the radio from the left side of the dash, and continued with the "Message Center" bank of warning lights. The new dash was highlighted with woodgrain trim. The dimmer switch moved from the floor to the turn-signal lever.

For 1978, a Holiday 88 coupe was added to the lineup, featuring Strato bucket seats along with console and floor shifter, Super Stock wheels and two-tone paint schemes. All 88 models received new grilles and revised taillights with drivetrains the same as 1977 except for the addition of the 350 Diesel V8 to the option list.

The 1979 model year saw the addition of a new Delta 88 Royale Brougham series, which included plush "pillowed" seat trim similar to the Ninety-Eight. All models again received revised grilles and other minor changes. It was the last year for the 403 V8 as federal fuel-economy mandates spelled the end of larger engines in order to meet those requirements.

For 1980, all 88s got new and more aerodynamic sheetmetal for improved fuel economy highlighted by rounded square taillights similar to mid-70s 88s, but overall dimensions stayed the same and coupes received a revised roofline. New to the engine lineup was the  Rocket V8 with four-barrel carburetor and . All other engines except the now-discontinued 403 were carried over from 1979.

Only minor grille and taillight lens revisions highlighted the 1981 Delta 88s. The gasoline 350 Rocket V8 was dropped from the option list, leaving only the diesel version available. All other engines including the Buick 231 V6 and Oldsmobile 260 and 307 Rocket V8s were continued. All gasoline engines received GM's new Computer Command Control engine management system. This system was the forerunner of today's OBD-II which is standard on all cars sold in the United States. The system read various parameters, such as vehicle speed, throttle position, engine speed, coolant temperature, and the oxygen content of the exhaust to provide the correct air/fuel mixture for any given driving condition. Also new for 1981 was GM's Turbo-Hydramatic 200-4R transmission, which added an overdrive gear and torque converter clutch (TCC) to contribute to fuel economy and engine longevity. The sporty Holiday 88 coupe was offered for the last time this year.

The 1982 model year saw only minor trim changes for Delta 88, Royale and Royale Brougham models. The same assortment of engines/transmissions were carried over from previous years, though the small 260 V8 was offered for the last time. For 1983, all Oldsmobile 88s received new grilles, hood ornaments and minor trim revisions, including new steering wheels. This would be the last year for the base Delta 88 line, leaving only the Royale and Royale Brougham. Engine offerings were down to three, a standard Buick 231 cubic-inch V6, or optional Oldsmobile V8s including the 307 Rocket and 350 Diesel.

For 1984, all Delta 88s were now Royale or Royale Brougham models. Styling highlights included new grille inserts and red and amber taillights replacing the red lenses. At midyear, a new Royale Brougham LS was added to the 88 line, almost simultaneously with the introduction of a new and downsized 1985 front-wheel drive Ninety-Eight. With the Ninety-Eight being downsized and converted to front-drive, the Royale Brougham LS model of the 88 was now the largest and most luxurious rear-wheel drive car offered by Oldsmobile. Custom Cruiser wagons continued with the same styling changes found on other 88 models.

Only minor changes marked the 1985 model, which was in its last year before a major downsizing and conversion to front-wheel-drive. The same assortment of models in the Royale, Brougham and Brougham LS continued as before, Amber rear turn signals were added. The '85 88s would be the last full-sized Oldsmobile sedans and coupes to feature rear-wheel-drive, Rocket V8 power, and body-on-frame construction. Though the 88 sedans and coupes were downsized and switched to front-drive for 1986, the Custom Cruiser station wagons would continue virtually unchanged through the 1990 model year, and eventually become the only Oldsmobile model powered by an Oldsmobile Rocket V8 engine, for which production ended in 1990 after 42 years.

Ninth generation (1986–1991)

In late 1985 for the 1986 model year, the Delta 88 Royale switched platforms from the GM B platform to the smaller front-wheel drive H platform, with a wheelbase of .  The headlights changed from square sealed beam quads to integrated regular/high beam composite lamps in 1987.  A few NASCAR teams built racecars with 1986 Delta 88 Royale sheetmetal and ran them on the circuit in the 86–88 seasons, but only one victory (with Terry Labonte) was scored.

Due to the federal mandate to add passive restraints, door mounted seat belts were added for 1987.  For 1988, rear shoulder belts were added and anti-lock brakes became an option.  For 1989, the "Delta" name was dropped, as was the hood ornament, leaving the model to simply become the "Eighty Eight," now spelled out instead of using the "88" in numerical form.  Also that year, the amber color was deleted from the taillights and a driver side airbag became an available option.

The Eighty Eight Royale was given a mild facelift in 1990, eliminating the former chromed grille for a body-colored fascia with four slots and the Oldsmobile Rocket logo.  In the rear, new taillights and backup lights extended across the body; once again, chrome trim was deleted. Minor revisions were also made to the interior.  Part of the door panel was revised and the 1990 model also offered new cloth for the seats while the pillow cushion seats on the Brougham were discontinued.  A revised armrest console was added which provided more room.

1991 was the last year for the coupe and last year for this generation Eighty Eight.  Various previously optional features such as pulse wipers and tilt steering wheel became standard.  The model range during this time was the Eighty Eight Royale and more upscale Eighty Eight Royale Brougham.  1991 would be the last year for the "Brougham" trim level on the Eighty Eight.

Engines:

Transmissions:
 1986–1988.5 – 440-T4 4-speed automatic overdrive
 1988.5–1991 – 4T60 4-speed automatic overdrive

Voice diagnostic system
This generation of Delta 88s has an optional voice diagnostic system that alerted the driver of problems. The voice is male and computer synthesized.

In the event of a warning, the door chime plays three times rapidly and then played the voice alert. This happens twice in case the driver misses the warning the first time; every alert also has a corresponding light on the instrument cluster.

Warnings include:

 "The engine coolant level is low!"
 "The engine is overheating! Please stop the engine and consult the owner's manual!"
 "The park brake is not fully released!"
 "The key is in the ignition!" (upon opening the door with the key inserted into the ignition)
 "The headlights are on!" (upon turning off the car with the headlights on) A light would also appear on the dash.

Tenth generation (1992–1999)

The Oldsmobile Eighty Eight was redesigned for 1992, following the redesign of the Ninety Eight the previous year. This was the last Eighty Eight or 88 model from Oldsmobile (along with its performance LSS and Regency models) before being discontinued in 1999 and being replaced in 2001 with the Aurora. The 3.8 L Buick V6 was still the only engine, but output increased to  and  of torque.

The Eighty-Eight's front and rear were restyled for 1996, and with it the nomenclature was changed from "Eighty Eight Royale" to three models – Eighty Eight, Eighty Eight LS and LSS (A "Luxury Sports Sedan" targeted to male European car buyers, available with a supercharged V6 and a floor mounted gear shifter).  It is important to note, however, early LSS models (1995) were rarely equipped with the 3800 Supercharged engine. The LSS was originally a trim level package on the 88 starting in 1992. In 1996 the LSS received Aurora-inspired seats. 1996 was the final year that the original-style rocket (in black and silver) appeared on a hood emblem. 1997 would welcome the new Oldsmobile logo on all Eighty-Eight trims except the Regency.

After the demise of the Ninety-Eight in 1996, Oldsmobile added the Regency to the 1997 and 1998 lineups, which used the same front fenders and chrome grille as the Ninety-Eight sedan but kept the standard Eighty-Eight body. The Regency featured a long list of standard features including traction control, leather upholstery, dual 6-way power seats with power lumbar and a driver's side memory function, a dual-zone automatic climate control system, and an electronic level control for the rear suspension. A driver's side electrochromic outside mirror was also standard on the Regency, a feature that even Cadillac didn't offer as standard equipment. The interior day/night auto-dimming mirror was linked to the outside mirror and dimmed both with the same intensity at the same time. Some of these options, like the 2-driver memory feature, were not available on the Eighty-Eight Royale or LSS.

To commemorate the 50th anniversary of the 88/Eighty-Eight nameplate, Oldsmobile offered a special 50th Anniversary Edition of the 1999 Eighty-Eight. This edition included front and rear leather bench seats from the 98/Regency, steering wheel with audio and HVAC controls, the older rocket logo, electronic climate control unit, gold plated badges, and special Anniversary badges on the C-pillars and front door panels.

All four vehicles used the same  wheelbase and shared an updated version of the H-body. The suspension tuning, interior appointments, and certain exterior trim was used to differentiate the three models.

Engines:
 1992–1994 3.8 L (231 in³) 3800 Series I V6,
 1995–1999 3.8 L (231 in³) 3800 Series II V6,
 1995 3.8 L (231 in³) supercharged 3800 Series I V6,  which was only installed on 100 vehicles of its kind.
 1996–1999 3.8 L (231 in³) supercharged 3800 Series II V6,

From 1992 to 1999, Eighty Eight models were produced in Lake Orion, Michigan, Flint, Michigan, and Wentzville, Missouri.

Year-to-year changes:
 1992: The redesign. Models included the Eighty-Eight Royale and the Eighty-Eight Royale LS. The 1992 full line Oldsmobile factory brochure makes brief mention of the LSS (Luxury Sport Sedan) model in one small photo, yet it doesn't appear later in the options summary.
 1993: Trunk mounted key cover emblem removed. The Eight Eight LSS returned with better factory promotion of its sporty option package that included: Bucket seats (a pair of right-hand halves of the standard 60/40 split bench seat), steering wheel audio and HVAC controls, floor shifter and center console (borrowed from the previous generation Pontiac Bonneville SSE) in the interior, and full instrumentation for the dash. Sixteen inch alloy wheels, higher spring rates and larger diameter stabilizer bars for the front and rear suspension gave the LSS a firm ride and more controlled handling.
 1994: The first facelift: Front grille and headlamps were redesigned, aluminum turbine rims became available.  A major redesign to the dash added a passenger side airbag.
 1995: The 3.8L V6 engine was bumped from  to .  All models shared this same 3.8L engine. The optional L67 3800 Supercharged engine, making , was made an available option for the LSS, and later other models. First OEM GPS system introduced by any manufacturer, as an option the Oldsmobile Guidestar.
 1996: The second facelift: Revised front grille, headlights, and body trim.  Tailamps and rear reflector bar were slightly reshaped.  All models were renamed from Eighty Eight Royale to Eighty Eight and Eighty Eight LS ([LS] which migrated from an 88 Royale trim).  The LSS continued with the same changes to the exterior as other models, the addition of Aurora styled seats, but the same center console was retained for one more year. The supercharged LSS engine was bumped from  to .
 1997: An upscale, "fully loaded" version of the Eighty-Eight was introduced as the Oldsmobile Regency. All Oldsmobile Eighty Eight and LSS models (except for the Regency) changed badges from the '80s Oldsmobile "Rocket" logo to the 1997–2004 Oldsmobile "Rocket Oval" logo, borrowed from the Aurora's logo. The center console on bucket seat cars was redesigned, integratng into the lower dash, allowed for rear passenger vents, and 2 cup holders for the front occupants.
 1998: Last year for the Regency which kept the old "Rocket" logo.
 1999: Last year for both Eighty Eight and LSS models. This was also the last Oldsmobile sedan to have 6-passenger seating as an option. The last Oldsmobile LSS was produced on September 23, 1998. The last Oldsmobile Eighty Eight 50th Anniversary Edition was manufactured on January 6, 1999.

Oldsmobile Guidestar
The Guidestar system was based upon the preceding TravTek GPS that Oldsmobile developed in conjunction with Avis Rent a Car and AAA, which was tested in the 1990 through 1992 Toronado Trofeo. After the Toronado was discontinued, Oldsmobile continued working on the system with GM's Hughes Electronics division and EDS. The finished product, Guidestar, was a hard disk-based system that offered satellite navigation for 17 states but lacked live traffic updates. The states were California, Connecticut, Delaware, Florida, Georgia, Illinois, Indiana, Maryland, Maine, Massachusetts, Michigan, New Hampshire, New Jersey, New York, Rhode Island, Vermont and Virginia. It was a $2,000 option, plus $400 per map cartridge. It was the first on-board navigation system to be offered on a US production car, the 1995 Oldsmobile 88.

References

External links

 The Oldsmobile Connection – The Site For Oldsmobile Enthusiasts
 Photos of the Cutlass being built at Lansing Assembly
 Oldsmobile Club of America

88
Full-size vehicles
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Oldsmobile 88


Thiruvananthapuram, også kaldet Trivandrum, er hovedstaden og den største by i den indiske delstat Kerala. Byen har et indbyggertal på 957.730 og et indbyggertal på 1,68 million med nærliggende forstæder. Thiruvananthapuram er et af Indiens centre for softwareudvikling og byen bidrager med 70% af Keralas softwareeksport.

Referencer

Byer i Kerala
Havnebyer i Indien
Delstatshovedstæder i Indien

Thiruvananthapuram


Vångavallen, İsveç'in Trelleborg şehrinde bulunan çok amaçlı bir stadyumdur. Şu anda çoğunlukla futbol maçları için kullanılıyor ve Trelleborgs FF'nin ev stadyumu. Stadyum 5 Haziran 1933'te açıldı. 3.000'i koltuklu olmak üzere 7.000 seyirci kapasitesine sahiptir.

Kaynakça

İsveç'teki stadyumlar
Skåne ilindeki yapılar

Vångavallen


Olaylar

Doğumlar
 9 Mart - Amerigo Vespucci, İtalyan kaşif, kartografyacı (ö. 1512)
 14 Temmuz - Angelo Poliziano, Lorenzo de' Medici ve Marsilio Ficino'nun çocuklarının özel öğretmeni, Floransa'nın ikinci kuşak hümanistlerinden (ö. 1494)
 25 Kasım - Caterina Cornaro, Kıbrıs Kraliçesi (ö. 1510)
 tarihi bilinmeyen
 Hatifi, İranlı şair (ö. 1521)
 Pinturicchio, bezemesel nitelikli freskleriyle tanınan İtalyan ressam (ö. 1513)

Ölümler
 XI. Muhammed, Gırnata emiri
 Zülkadiroğlu Süleyman Bey, Dulkadiroğulları Beyliği'nin altıncı hükümdarı

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