The Oldsmobile 98 (spelled Ninety-Eight from 1952 to 1991, and Ninety Eight from 1992 to 1996) is the full-size flagship model of Oldsmobile that was produced from 1940 until 1942, and then from 1946 to 1996. The name – reflecting a "Series 90" fitted with an 8-cylinder engine – first appeared in 1941 and was used again after American consumer automobile production resumed post-World War II. It was, as it would remain, the division's top-of-the-line model, with lesser Oldsmobiles having lower numbers such as the A-body 66 and 68, and the B-body 76 and 78. The Series 60 was retired in 1949, the same year the Oldsmobile 78 was replaced by the 88. The Oldsmobile 76 was retired after 1950. This left the two remaining number-names to carry on into the 1990s as the bread and butter of the full-size Oldsmobile lineup until the Eighty Eight-based Regency replaced the 98 in 1997.

Occasionally additional nomenclature was used with the name, such as L/S and Holiday, and the 98 Regency badge would become increasingly common in the later years of the model. The 98 shared its General Motors C-body platform with Buick and Cadillac.

Since it was the top-line Oldsmobile, the series had the most technologically advanced items available, such as the Hydramatic automatic transmission, the Autronic Eye, an automatic headlight dimmer, and Twilight Sentinel (a feature that automatically turned the headlights on and off via a light sensor and a delay timer, as controlled by the driver), and the highest-grade interior and exterior trim.

First generation (1941)

Naming standards were in flux at Oldsmobile during the late 1930s and 1940s. From 1932 through 1938 Oldsmobile had two series: "F" and "L". F-Series came with a straight 6 engine and L-Series came with a larger body and a straight 8 engine. The F-Series was replaced by the Series 60 in 1939 and L-Series was replaced with the Series 70. The Series 60 used the GM A-body and the Series 70 used the B-body. In 1940 the even larger C-body was introduced to Oldsmobile and it alone was powered by the straight-8. The series were also given names for the first time that year with the Series 60, 70, and 90 being called the Special, Dynamic, and Custom Cruiser respectively. In 1941 both engines were offered on each series so to differentiate between the two the second digit was used to denote the number of cylinders, so the Custom Cruiser 90 was replaced with the Custom Cruiser 96 and 98. In 1942 Oldsmobile dropped the six cylinder Series 90 model leaving only the Custom Cruiser 98.

The new C-body that the 1940 Oldsmobile Custom Cruiser Series 90 shared with Cadillac Series 62, Buick Roadmaster and Super, and the Pontiac Torpedo featured cutting-edge "torpedo" styling. Shoulder and hip room was over  wider, running boards were eliminated, and the exterior was streamlined and  lower. When combined with a column mounted shift lever the cars offered true six passenger comfort. The 90 rode on a wheelbase of . A total of 43,658 90s were sold in four body styles. The rarest was the 4-door convertible with only 50 being sold.

In 1941 the wheelbase was increased to . A deluxe equipment package was now offered. The top-of-the line Oldsmobile was available in three body styles on the 96 and in four body styles on the 98. Rarest of these was the 4-door convertible which was exclusive to the 98. Only 119 were sold in 1941 and this would be the only time this body style was ever offered on the 98. The other three body styles were a convertible coupe, a club coupe fastback and a 4-door sedan. This was also the only year in Oldsmobile history that a 96, a 90 series car with a six-cylinder engine, was available. Hydramatic automatic transmission, first introduced in October 1939, was a popular option. A total of 24,726 98s and 6,677 96s were sold in 1941.

Second generation (1942, 1946–1947)

In 1942 the Custom Cruiser 98 was once again the Oldsmobile entrant into the luxury market. Gone was the single year offering of the 96. All cars in this series were powered by the straight eight engine. Also gone in this shortened model year was the ultra rare 4-door convertible. An exclusive  inch wheelbase was used in the series. A total of 6,659 98s were made before production was shut down due to World War II. To celebrate the company's 44th anniversary all Oldsmobiles received a small badge on the grille with "B44" attached. This was not a model designation.

When production was resumed in 1946 the Custom Cruiser 98 remained the top of the Oldsmobile line. Three body styles were offered (a 4-door sedan, a 2-door Club coupe and a 2-door convertible) and all were eight cylinder powered. Technical features included electro hardened pistons, full pressure lubrication and automatic choke with fast idle mode. Standard equipment included front and rear bumper guards, vacuum booster pump, dual sun visors, cigarette lighter and plastic radiator ornament, wraparound bumpers, Deluxe instrument cluster clock, rear armrest, and foam rubber seat cushions. Tire size was  by . Available upholstery was either leather, broadcloth, or Bedford cord. 14,364 98s were sold in its first postwar year of production.

In 1947 the top of the line Custom Cruiser 98 again had three body styles. This was the last year for the 98 1942 prewar body. All 98s had the straight eight engine. Standard 98 equipment included safety glass, spare wheel and tire, dual horns, vacuum booster pump, cigarette lighter, and a solenoid starter system. Upholstery was either custom broadcloth or leather. Standard tire size was  by . An electric clock was standard in 1947. A record 37,140 98s were sold in 1947.

Third generation (1948–1953)

For the first time since 1940 Oldsmobile offered totally different styling during a single model year. The top of the line 1948 Oldsmobile 98 was also included in a marketing campaign for what Oldsmobile called "Futuramic" on all 1949 Oldsmobiles primarily focused on the automatic transmission 1948 Oldsmobile Futuramic introduction. Standard equipment on 98s included a solenoid starter, fender skirts, E-Z-l rearview mirror, and foam rubber seat cushions. The 98s also included front and rear bumper guards, vacuum booster pump, plastic radiator ornament, dual horns, dual sun visors, and cigarette lighter. Deluxe equipment added front and rear floor mats, Deluxe steering wheel, wheel trim rings, rear seat armrests, and hydraulic window, seat and top controls on all convertibles. Upholstery was either broadcloth or leather. The standard tire size was 6.50 x 16-inch. The Custom Cruiser name was retired until 1971 when it was used to denote full-size Oldsmobile station wagons. The new styling was apparently popular with a record 65,235 98s sold, exceeding the number of 90s sold in 1940 for the first time.

The following year the new styling was joined by a new engine, the now famous Rocket V8. In February 1949, several months into the model year, General Motors introduced three highly styled "hardtop convertible" coupes, the Oldsmobile 98 Holiday, the Cadillac Series 62 Coupe de Ville, and the Buick Roadmaster Riviera, the first hardtop coupes ever produced. The Holiday was exclusive to the 98 series that year. Available in four special Holiday colors, as well as four two-tone combinations, it was priced the same as the convertible, and was similarly equipped, with hydraulically operated windows and seat. Only 3,006 Holidays were sold in its first year compared to 20,049 Club coupes. Total sales reached 93,478 in 1949, setting yet another record.

The 1950 Oldsmobile 98 repeated its 1948 precedent of previewing some of next years styling cues for the 88. The 98 was restyled after only two years. It was the first totally slab sided Oldsmobile and the first sedan with wraparound rear windows. A 4-door 98 fastback appeared for one year only in 1950 and was called the Town Sedan, selling only 1,778 units. Standard equipment included bumper guards, dual horns, parking lamps, dome light, rubber floor mats, aluminum sill plates, foam rubber seat cushions, chrome interior trim, lined luggage compartment and counterbalanced trunk lid. Deluxe 98 equipment included rear seat armrest, Deluxe electric clock, Deluxe steering wheel and horn button, special door trim and stainless steel wheel trim rings. Upholstery choices spanned nylon fabric, striped broadcloth or leather. Standard tire size was  by . In 1950, Oldsmobile stopped naming the 98 series and so from then through 1996, with the exception of 1957 when it was called the Starfire 98, and in 1961 when it was called the Classic 98, it was simply known as the Oldsmobile 98. Sales of the 98 Holiday nearly tripled to 8263, approaching the 11,989 sold of the Club coupe. Given the rapidly growing popularity of the 2-door Holiday hardtop, 1950 was the last year for the pillared Club coupe. Total sales set yet another record of 106,220.

The 98 topped the Oldsmobile line again for 1951 with Three body styles available. The 4-door sedan and convertible came only with Deluxe equipment, while the Holiday hardtop was available with either Deluxe or Standard trim. The 98 standard equipment included bumper guards, cigarette lighter, dome light, rubber floor mats, stainless steel moldings, lined trunk, illuminated ashtray, foam rubber seat cushions and extra chrome moldings. Deluxe equipment was special rear door ornament, rear center armrests, Deluxe electric clock, Deluxe steering wheel with horn ring and special chrome trim. Upholstery choices were nylon cord, nylon cloth and leather. The pillared Club coupe was no longer offered. With the only choice in a closed 2-door 98 now being the hardtop, Holiday sales nearly doubled to 17,929 units.

From 1952 the car, which remained as the top of the line Oldsmobile, began to be called Ninety-Eight. This would continue until the demise of the model, with the exception of model years 1957 and 1961. The series shared the higher output 160 HP Rocket V8 with the Super 88s. Standard equipment on the three body styles included bumper guards, gray rubber floor mats front and rear, electric clock, dual horns, aluminum door sill plates, chrome gravel guards, foam rubber seat cushions, turn signals, carpeting front and rear, stainless steel wheel trim rings, windshield washer, and Deluxe steering wheel with horn ring. Upholstery selection was broadcloth or six colors of leather. Standard tire size was  by . For the first time power steering was an option. Another new option was the Autronic Eye, an automatic headlight dimmer, which in its initial year was shared only with Cadillac.

New in 1953, the Fiesta joined the Cadillac Series 62 Eldorado and Buick Roadmaster Skylark as top-of-the-line, limited-production specialty convertibles introduced that year by General Motors to promote its design leadership. It featured a cut-down belt line, a wraparound windshield that was  lower than the standard Ninety-Eight's windshield, and special "spinner" hubcaps, which became a trademark on later Oldsmobiles. Virtually every Oldsmobile option was standard except air conditioning, regarded as unnecessary at the time in a convertible.

Mechanically, the Fiesta had a special version of the Ninety-Eight engine which gained 5 horsepower to 170 through manifold streamlining and compression increased from 8.1:1 to 8.3:1. A four-speed Hydramatic automatic transmission and faster rear axle ratio were designed to keep the 4,459 pound shipping weight Fiesta (336 more than a standard Ninety-Eight convertible) up to Oldsmobile performance standards. At US$5,715 ($ in  dollars ) (over $700 ($ in  dollars ) more than the Skylark) the Fiesta was nearly twice the US$2963 price ($ in  dollars ) of a standard Ninety-Eight convertible, with only 458 units produced to its 7,521.

Standard equipment for 1953 included bumper guards, electric clock, lined trunk, dual horns, cigarette lighter, chrome moldings, twin interior sun visors, rear seat robe rails, special rear stainless steel trim, chrome window ventiplanes, windshield washer, and Deluxe steering wheel with horn ring. In 1953 a padded safety dash also became standard on the Ninety-Eight. For the first time air conditioning was an option.

The Fiesta convertible would be gone the next year but its name would be resurrected in 1957 for Oldsmobile station wagons.

Fourth generation (1954–1956)

The 1954 Oldsmobiles were redesigned across the line, with a three body style Ninety-Eight series remaining at the top. Convertibles were called the Starfire, after the previous year's Starfire dream car. A slightly higher horsepower  Rocket V8 was shared with the Super 88 series. Standard Ninety-Eight equipment included bumper guards, rubber simulated carpets front and rear, electric clock, lined trunk, dual horns, cigarette lighter, aluminum door sill plates, turn signals, chrome rocker panel moldings, deck lid ornament, foam rubber seat cushions, padded dash, parking brake light, courtesy light package, stainless steel wheel discs, windshield washer, and deluxe steering wheel with horn ring. Upholstery choices were nylon and leather, in a variety of colors. Standard tire size was  by . A slightly modified 1954 Holiday Coupe was used as a press car during the final Carrera Panamericana in 1954. Optional air conditioning was available on sedans and hardtops, which consisted of a self-contained Frigidaire unit retrofitted at the customers request.

The 98 rode on an exclusive  wheelbase,  longer than the 88. Standard equipment included turn signals, bumper guards, stainless steel moldings, dual horns, cigarette lighter, front and rear floor mats, inside rearview mirror, foam rubber seat cushions, stainless steel rocker panel moldings, front seatback robe cord, spun glass hood insulation, rear window ventiplanes, electric clock, stainless steel wheel discs, custom cushion lounge seats front and rear, hand brake light, courtesy light package, padded dash, Deluxe steering wheel with horn ring, and windshield washer. Upholstery choices were covert and pattern cloth, leather and pattern cloth, leather and nylon, and leather and dimple leather. Standard tire size was  by . The optional air conditioning unit was moved to the engine bay instead of the trunk. The turning diameter was 43 ft. The Hydramatic automatic transmission gear selector had an S on it, which was used for better performance climbing hills. At mid-year, Olds introduced the new pillarless four-door hardtop body, dubbed the Holiday Sedan, in the Ninety-Eight series. The 4-door Oldsmobile Ninety-Eight Holiday Sedan, along with the 4-door 88 Holiday and the 4-door Buick Century Riviera and 4-door Special Riviera, were the first 4-door hardtops ever produced. Total Ninety-Eight sales for 1955 set a new record of 118,626.

Power came from the 240 horsepower Rocket V8 shared with the Super 88. Standard equipment included armrests, bumper guards, lined trunk, rotary door latches, dual horns, cigarette lighter, turn signals, rubber floor mats, aluminum door sill plates, sun visors, front and rear carpeting, foam rubber seat cushions, courtesy lights, front fender medallions, deck lid "Ninety-Eight " script, back-up light moldings, electric clock, Jetaway Hydramatic Drive, padded dash, power steering, windshield washers and Deluxe steering wheel. Upholstery choices were pattern cloth and leather in a variety of colors and combinations. Standard tire size was  by  made by either U.S. Royal, Goodrich, or Firestone. The parking brake was now a foot pedal.

Fifth generation (1957–1958)

The Oldsmobile line underwent a sweeping reengineering in 1957, with a 3-piece rear window making a reappearance on some models. Once again the 4-door 98s were at the top, this year officially named Starfire 98. Standard equipment included armrests, turn signals, rubber floor mats, sun visors, front fender chrome script, exposed chrome roof bows, side interior courtesy lights, electric windows, special emblems, power steering, power brakes, and Jetaway Hydramatic. Upholstery choices included a variety of cloth, "Morocceen" (vinyl), and leather. Standard tire size was  by . The standard engine was now the  Rocket V8. A safety recessed steering wheel was added. Front leg room was .

A major styling change was seen in 1958. The Ninety-Eight series again had its own exclusive wheelbase of 126.5 inches while sharing the more powerful Rocket V8 with the Super 88. The 1958 models shared a common appearance on the top models for each brand; Cadillac Eldorado Seville, Buick Limited Riviera, Oldsmobile 98, Pontiac Bonneville Catalina, and the Chevrolet Bel-Air Impala; the Starfire nameplate was cancelled. Four body styles were available.

Standard series equipment included four headlights, oil filter, turn signals, printed circuit instrument cluster, aluminum anodized grille, padded dash, foam rubber padded seat cushions, courtesy lights, parking brake light, special side moldings, chrome rocker panel moldings, Jetaway Hydramatic transmission, power steering and brakes, dual exhaust, electric clock, color accented wheel discs, and chrome wheel frames. Interiors could be ordered in a variety of colored leathers, cloth, and "Morocceen" vinyl. Standard tires were  by . Air suspension was added as an option. Also new was a speed warning device, which could be set towards a certain speed and when the limit was reached, a buzzer would sound, alerting the driver of the vehicle to slow down.

Sixth generation (1959–1960)

For 1959, the Oldsmobile line-up was completely redesigned. However, unlike other GM makes (such as Chevrolet and Cadillac) Oldsmobile continued to use a full perimeter frame, instead of the GM X-frame. The Ninety-Eight shared its appearance with the Oldsmobile 88. Oldsmobile stayed with its top series format by offering four body styles on an exclusive  wheelbase: a four-door sedan, a two-door hardtop, a four-door hardtop and a convertible. For 1959 and 1960 only, the hardtop body styles were dubbed "Holiday SceniCoupe" and "Holiday SportSedan" respectively, while the convertible continued the traditional "Convertible Coupe" moniker. Each body style had a distinctive greenhouse, shared with other 1959 GM cars. The 4-door sedan had six side windows and a sloping roof; the 2-door hardtop had a very large rear window and thin pillars; the 4-door hardtop sported a "floating roof" look, with a large wrap-around rear window. Standard equipment included oil filter, turn signals, air scoop brakes, Safety spectrum speedometer, rocker panel moldings, special emblems, parking brake light, sponge vinyl headliner, deep twist carpeting, electric clock, wheel trim moldings, power steering, power brakes, and Jetaway Hydramatic Drive. Interiors were selected from leather, "Morocceen" vinyl, or cloth in different colors. Standard tire size was . The , the largest first generation Rocket V8, was used from 1959 until 1964.

For 1960, the Ninety-Eight was completely restyled, while keeping the underlying structure and rooflines of the 1959 models. All four body styles were carried over, and the four-door sedan was renamed "Celebrity Sedan" — a designation used only one year on the Ninety-Eight, but that was continued on 88 sedans up to 1965. Standard equipment included Safety-vee steering wheel, turn signals, air scoop brakes, electric windshield wipers, safety-spectrum speedometer, carpets with rubber inserts, padded dash, courtesy lamps, wheel trim rings, Star-lite headliner, two-speed windshield wipers, chrome roof side moldings, Jetaway Hydramatic transmission, power steering, power brakes, windshield washers, electric clock, and deep twist carpeting. Upholstery was fabric, leather, or "Morocceen" vinyl in a variety of colors. Tire size was . An anti-spin rear axle was optional.

Seventh generation (1961–1964)

For 1961, and 1961 only, the Oldsmobile Ninety-Eight was renamed Classic Ninety-Eight ; nevertheless, most factory literature refers to the line as the Ninety-Eight. A fifth body style was added to the four offered since 1955: a 4-door 6-window hardtop, previously exclusive to Cadillac and the Buick Electra. The "Holiday Sedan" name was transferred to it, and the 4-door 4-window hardtop body style was instead called the "Sport Sedan". This was the first time not all Oldsmobile hardtops were called Holidays. The sedan, which like in the two previous two years was a 6-window body style, was now called the "Town Sedan". Another peculiarity of the 1961 models was that, with the exception of the convertible, no 98 body styles shared its roofline with the 88. Overall sales dropped from 59,364 to 43,010, the Ninety-Eight's low point following the production record set in 1955. Standard equipment included padded dash, Safety spectrum speedometer, floating propeller, air scoop brakes, two-speed windshield wipers, Safety-Vee steering wheel, parking brake lamp, courtesy lamps, oil filter, windshield washer, electric clock, Roto Hydramatic transmission, power steering and power brakes. Upholstery was vinyl, cloth or leather. Standard tire size was 8.50 x 14 inches. With the  Rocket now standard equipment on the Oldsmobile 88, a higher compression version was made standard equipment on the 98 and Super 88 with horsepower rising to 325 in 1961 and 330 in 1962. It was dubbed the "Skyrocket" from 1961-63.

The 1961 through 1964 Oldsmobiles lost their dependable (but expensive to build) Jetaway Hydramatic transmissions. Replacing those four-speed units was a much cheaper to build three-speed unit, the Roto Hydramatic. This transmission had no front fluid coupling at all, and utilized a single "fill-and-dump" coupling to perform double duty as both a fluid coupling in third speed while having a third reaction member, which Olds called an "Accel-O-Rotor," which was actually a small stator, thus giving some limited torque multiplication in first. In theory, the "Accel-O-Rotor" would provide the same multiplication range in first as both the first and second gears of the four speed unit without all the hardware and cost. It was also unique at that time in that second speed was pure mechanical connection from engine to rear end and no fluid coupling involved. The problem with this transmission was that engine speed would race wildly in first, and then hit a "brick wall" of a very steep RPM decline in second, which was equivalent to third gear in the four speed Jetaway Hydramatic. This unit was unpopular and would linger for only these three years, when it was replaced by the Turbo Hydramatic in 1965. Customer complaints caused many dealers and independent transmission shops to wholesale replace the Roto Hydramatic in these cars with older (or contemporary, from a Pontiac Star Chief or Bonneville) HM315 four speed Hydramatic.

The largest 1962 Oldsmobiles were again the Ninety-Eights. Five body styles were offered including three 4-doors plus an open and a closed 2-door. The Holiday Coupe was renamed the Holiday Sport Coupe, and the Sport Sedan was renamed the Holiday Sport Sedan, so once again, at least temporarily, all hardtops were called Holidays. Ninety-Eights were well appointed with standard equipment including padded dash, guard beam frame, live rubber body cushions, coil springs, foam rubber seats, two-speed windshield wipers, parking brake lights, courtesy lamp package, special moldings, Roto Hydramatic, power brakes, power steering, power windows and power seat. Interiors were leather, vinyl or cloth. Standard tire size was 8.50 x 14 inches.

Again, in 1963, the top-of-the-line Oldsmobile Ninety-Eight had an exclusive  wheelbase. A new body style was the Custom Sports Coupe hardtop. It was the only body style with the 345 horsepower Starfire engine. The 4-door 6-window hardtop was renamed the Luxury Sedan (often condensed to L/S). The convention of naming all hardtops Holidays would not again return until 1965. Standard equipment included die-cast grille, deep pile carpeting, 21-gallon fuel tank, full-flow oil filter, foam seat cushions, foot-operated parking brake, two-speed windshield wipers, special molding package, Deluxe steering wheel, map light, heavy duty air cleaner, courtesy lights, Roto Hydramatic, power brakes, power steering, special rocker panel moldings, self-regulating electric clock, dual rear seat cigarette lighters and special headliner. Interiors were leather, vinyl or cloth. Standard tire size was 8.50 x 14 inches. Ninety-Eights were now made only in Lansing, Linden, Kansas City, Southgate and Wilmington.

In 1964 the top of the line Ninety-Eight series was offered in six body styles in 2-door, 4-door and convertible configurations. Standard equipment included: Roto Hydramatic; power steering, brakes, windows and seats; windshield washer; special wheel discs; clock; courtesy and map lights and padded dash. Upholstery was a variety of colored cloth, vinyl and leather. Standard tire size was 8.50 x 14 inches. Ninety-Eights were now built only in Lansing.

Eighth generation (1965–1970)

The 1965 Ninety-Eight was completely redesigned from the ground up along with other full-sized General Motors cars but retained the larger C-body shared with Cadillac and Buick Electra in contrast with the B-body used in the Oldsmobile 88. The Ninety-Eight featured many of the lines found on 88s but with more squared off styling. The exclusive Ninety-Eight wheelbase had five body styles. The Custom Sport Coupe was gone and the 4-door 6-window body styles were replaced with 4-door 4-window body styles. The Luxury Sedan was no longer a hardtop but featured a more luxurious interior along with more standard amenities than the Town Sedan such as power seats. Most Ninety-Eight Luxury Sedans also had vinyl roofs, which were offered only in black that year. For the first time since 1962 all hardtops were once again called Holidays.

Standard equipment included automatic transmission, power steering and brakes, power windows, clock, padded dash, foam padded seats, parking brake light, Deluxe steering wheel, special wheel covers, windshield washer and two-speed electric wipers, courtesy and glovebox lamps, and front seat belts. Standard tire size was 8.55 x 14 inches. A new three-speed Turbo-Hydramatic automatic transmission with torque converter replaced the three-speed Roto Hydramatic. Along with the transmission and redesigned platform, the engine was also new for 1965: a  Super Rocket V8 that was more powerful and of a more efficient design than the  Rocket V8 previously used, yet lighter in weight. The four-barrel "Ultra High Compression" version of this engine rated at  was the only engine available in 1965. Ninety-Eights were built only in Lansing.

Between 1965 and 1975 Oldsmobile commissioned Cotner-Bevington to build professional cars, (ambulances and hearses), using the large Ninety-Eight chassis.

Some luxury market buyers purchased either the Starfires or the new Toronados in 1966 but the Ninety-Eight remained the full-size top-of-the-line Oldsmobile. Five models, including a trio of 4-doors were available. Standard equipment included: Turbo-Hydramatic transmission; power steering, brakes, windows and seats; special wheel covers; front and rear seat belts; carpeting; windshield washer and two-speed wipers; foam seat cushions; electric clock and special armrests on selected models. Upholstery was cloth, vinyl and leather. Standard tire size was 8.55 x 14 inches. Ninety-Eights were built in Lansing.

For 1967 there were five Ninety-Eight body styles available. Standard Ninety-Eight trim included: armrests, power brakes, dual cigarette lighters, electric clock, carpeting, lamp package, molding package, seat belts, power seats, power steering, Turbo-Hydramatic and power windows. Upholstery was cloth, vinyl or leather. Standard tire size was 8.85 x 14 inches. Ninety-Eight models were built in Lansing. The split grille appearance, which had been implemented in 1966 on the Cutlass and 88 series models appeared on the 98 series.

In 1968 Oldsmobile continued to produce five Ninety-Eight body styles. Standard equipment included: dual master cylinder, four way flasher, energy-absorbing steering column, back-up lights, side marker lights, seat belts, cross-flow radiator, rear armrest ashtrays, power brakes, electric clock, special moldings, shoulder belts, Deluxe steering wheel, power steering, carpeted trunk and Turbo-Hydramatic transmission. Upholstery was cloth, vinyl or leather. Standard tire size was 8.85 x 14 inches. Engine displacement was increased to the Rocket  V8 with 365 horsepower. Ninety-Eight production was in Lansing.

The 1969 Ninety-Eight remained the top-of-the-line Oldsmobile. It was the largest Oldsmobile product offered and now had a  wheelbase. Six body styles were now available with a hardtop version of the Luxury Sedan added to the lineup. New to the Ninety-Eight series were a recessed padded instrument panel, anti-theft lock within the steering column, rear view mirror map light, mini-buckle seat belts, and deeply padded head restraints. Standard equipment included: power brakes, self-regulating electric clock, full carpeting, courtesy lamps, paint stripes, power seat adjuster, seat belts and shoulder harnasses, power steering, Deluxe steering wheel, power windows, Turbo-Hydramatic transmission, custom sport seat, foam padded front seat, and wheel discs (hub caps). Standard tire size was 8.85 x 14 inches. Upholstery was vinyl, cloth or leather. The Ninety-Eight's standard engine was still the Rocket 455 which required premium leaded gas. All Ninety-Eights were made in Lansing and had the code letter M.

Some of the available 1969 options were a tilt-telescope steering wheel, instant horn, four season air conditioning with comfortron, tinted glass windshield, 6-way power seat, divided front seat with dual controls, power trunk release (vacuum), power door locks, power front disc brakes, AM-FM stereo radio, rear seat speaker, stereo tape player (8-track), power operated antenna, door edge guards, cruise control, left outside remote control mirror, cornering lamps, anti-spin rear axle, vinyl roof, flo-thru ventilation, and safety sentinel.

Of the Ninety-Eight series, the 1969s were the only models to have an attached hood extension. After receiving numerous complaints from dealership mechanics about hitting their heads on the extension, Oldsmobile changed the style of the hood in 1970, removing the extension, which resulted in a flat hood design.

In 1970, the Ninety-Eight continued as Oldsmobile's largest model. Standard equipment included: Turbo-Hydramatic 400 transmission, power steering, power brakes with front discs, power windows, power seats, Deluxe steering wheel, electric clock and full wheel discs. Standard tire size was J78-15. Interiors were vinyl, cloth or leather. All Ninety-Eights were made in Lansing indicated by the codel letter M in the Vehicle Identification Number. The length grew to 225.2 inches.

Ninth generation (1971–1976)

Oldsmobile built its biggest full-size car in 1971 although wheelbase was unchanged from 1970. The Ninety-Eights were the roomiest Oldsmobiles ever built thanks to the new GM full-size bodies which, at 64.3-inch front shoulder room and 63.4-inch rear shoulder room, set a record for interior width that would not be matched by any car until the full-size GM rear-wheel drive models of the early to mid-1990s. The 1971 through 1976 Ninety-Eight was very similar to the Oldsmobile 88 (which by now was called the "Delta 88") except the Ninety-Eight had a longer passenger compartment owing to its 3-inch longer wheelbase, and had rear Cadillac-esque tailfins to better differentiate between the two full-size models.

The standard 455 cubic-inch Rocket V8 was rated at  and designed to run on lower octane regular lead, low-lead or unleaded gasoline for the first time this year thanks to a General Motors-mandate that all engines be designed to run on such fuels in preparation for the catalytic converter equipped cars of 1975 and later years that absolutely required unleaded gasoline. Despite this, a few 1975 and 1976 Ninety Eights were released from this catalytic converter requirement in Canada and were given certification along with exemption from requiring unleaded gasoline. V8s were progressively detuned as production wore on in line with tighter emission standards. Trunk mounted louvers for the flow through ventilation system were only found on 1971 models (as in many other GM models of 1971). The louvers were moved to the doorjambs for 1972-1976 models. From 1971 to 1976, Oldsmobile's full-sized Custom Cruiser station wagon shared the  wheelbase and 455 cubic-inch V8 with the Oldsmobile Ninety-Eight, and shared its interior and exterior styling, in particular the Ninety-Eight's distinctive front fascia and rear quarter panels complete with fender skirts.

The number of body styles was reduced to four for 1971. The convertible was gone as were the 4-door sedan body styles. A new body style was the Luxury Coupe. For the first time ever all Oldsmobile Ninety-Eights were now hardtops, and for the first time since 1964 not all hardtops were called Holidays. Standard equipment included armrests, front and rear, power brakes with front discs, electric clock, carpeting, inside hood release, lamp package, power seat, power steering and Turbo-Hydramatic transmission. Standard tire size was J78-15. Interiors were vinyl, cloth and leather. Ninety-Eights were built in both Linden and Lansing.

Four body styles were offered in the Ninety-Eight series for 1972. Standard equipment included: Deluxe armrests, dual ashtrays, power brakes with front discs, electric clock, carpeting, interior hood release, remote control outside mirror, molding package, interior light package, windshield radio antenna, power seat, power steering, spare tire cover and Turbo-Hydramatic transmission. A midyear version of the 4-door hardtop named the Regency was produced to commemorate Oldsmobile's 75th year as an automaker. For the first time in 17 years, the Ninety-Eight set a new sales record of 121,568.

In 1973 a five body style Ninety-Eight series was at the top end of the Oldsmobile line. The 75th anniversary Regency 4-door hardtop continued, following its successful mid-1972 introduction. Standard equipment included: Deluxe armrests, dual ashtrays, power brakes with front discs, cigarette lighter, carpeting, inside hood release, dome light, molding package, windshield radio antenna, foam sheet cushions, power steering, Deluxe steering wheel, Turbo-Hydramatic transmission and wheel opening covers. Standard tire size was L78-15. Upholstery was vinyl or cloth. The Oldsmobile Ninety-Eight set another record of 138,462 sold.

The 1974 Ninety-Eight was now Oldsmobile's longest running series dating back to 1941, and was still popular. Five models were offered with the Regency Coupe taking the place of the Luxury Coupe. Standard equipment included: power brakes with front discs, cigarette lighter, electric clock, interior hood release, lamp package, molding package, remote control outside mirror, windshield radio antenna, power steering, Deluxe steering wheel, spare tire cover, power windows, power seat and Turbo-Hydramatic transmission. Standard tire size was J78-15. Upholstery was vinyl, cloth or leather.

From 1974 to 1975 the Ninety-Eight reached a record length of 232.4 in (5903 mm), when federally mandated  bumpers were added both front and rear increasing the overall length of the cars by several inches, while 1976 model year saw minimal length reduction to 232.2 in (5898 mm). It is also worth to note that 1974 Oldsmobile Ninety-Eight 4-door hardtop was the longest car with that body style sold that year, since the longer Lincoln Continental, Cadillac Sixty Special and Cadillac Series 75 were basically sedans (and 1974 Lincoln Continental came only with one hardtop body style: the 2-door). The 1974-76 Oldsmobile Ninety-Eight (as well as all full-size Oldsmobiles, Buicks and Cadillacs) also were among the first US production cars to offer an air bag option ("Air Cushion Restraint System") beginning in 1974. Very few cars were so equipped. The high cost ($700) plus public uncertainty about the yet-to-be proven safety systems that are now universal in today's automobiles saw quite handily to that.

The number of Ninety-Eight body styles was reduced in 1975. Four were available consisting of coupes or 4-door hardtops in Luxury or Regency trim. Two door models were no longer hardtops. Standard equipment included: power brakes with front discs, cigarette lighter, electric clock, electronic ignition, hood release, bumper impact strips, lamp package, 455 CID engine, molding package, remote-controlled outside mirror, power seat, power windows, power steering, Deluxe steering wheel, chrome wheel discs and Turbo-Hydramatic transmission. Standard tire size was J78-15. Upholstery was vinyl, cloth or leather.

In 1976 the Luxury and Regency editions of the full-size Ninety-Eights were offered, in 2-door coupes or 4-door hardtops. 4-doors had an extra window (like an opera window) in the C-pillar. A landau roof option for the coupe gave it a huge-looking opera window. Like the Custom Cruiser, Ninety-Eights had a dual section eggcrate-design grille, with new front end panel, front bumper, and wraparound horizontal parking lamps. Amber marker lenses aligned with the headlamps wrapped around the fender sides. Separate clear cornering lamps had horizontal ribs. Vertical taillamps were decorated with a small emblem in each lens. Tiny back-up lamps stood alongside the license plate, on a panel that also contained small red lenses next to the tail lamps. Standard Ninety-Eight equipment included a 455 CID Rocket V8 with 4-barrel carburetor, Turbo-Hydramatic, vari-ratio power steering, power brakes, power driver's seat, driver's door armrest control console, electronic message center, electric clock, fold-down center armrests, front ashtray, and JR78 x 15 blackwall steel-belted radials. Rear fender skirts and bumper impact strips were also standard. A new 2.41:1 axle ratio became standard to improve fuel economy.

Ninety-Eight Regency

For the 1972 model year, the Limited Edition Regency was offered to commemorate Oldsmobile's 75th anniversary. Each 1972 Oldsmobile Ninety-Eight Regency was registered at Tiffany's and included the specially styled interior with black or covert gold "pillow effect" velour upholstery, and power split bench seat, in place of the power bench seat with a rear clock. Tiffany touches include the Tiffany Gold paint (an exclusive custom metallic color created especially for this car), the clock has also been specially styled by Tiffany's and bears a white Oldsmobile emblem above Tiffany's name on a golden face. Each 1972 Regency owner received a distinctive sterling silver key ring as a gift. If they were lost, the keys could be dropped in a mailbox, and Tiffany's would return them to the owner. A total of 2,650 75th anniversary Ninety-Eight Regency cars were built, all of them four-door hardtops. In 1973 the non-anniversary Regency stayed in the line up slotted just above the LS. The Regency package would remain available on the Ninety Eight through the 1996 model year when it would become a separate model nameplate.

Tenth generation (1977–1984)

The 1977 model was redesigned and downsized, like the Delta 88. The new models, at around 4000 pounds curb weight, were over 800 pounds lighter, but headroom and rear seat legroom were increased compared to equivalent 1976 models. The 455 CID engine was replaced by the smaller 403 CID V8, and the Oldsmobile 350 V8 was now the standard engine. The Ninety-Eight set a new sales record of 139,423. A four-door sedan and a two-door hardtop coupe were available.

A diesel version of the 350 was added in 1978. Beginning in 1979, production of the Ninety-Eight was exclusive to Lansing as Linden Assembly was retooled to build the E-body cars. Base LS models were available as sedans only, and the premium Regency model came as either a coupe or a sedan. A limited production top level Regency LX sedan was also offered for 1979.

The Ninety-Eight was restyled for 1980, along with the Delta 88. That year, it gained a new 307 cu in (5.0 L) V8 as an option. The 403 was dropped completely. The 1980 models received new exterior sheet metal, without drastically changing the look of the car. To improve aerodynamics and fuel economy the hood was sloped downward, while the trunk area was higher. This also gave all models a heavier, more substantial appearance, while even slightly increasing interior and trunk space. The 1981 model year saw the introduction of Buick's 252 cu in V6 as standard, as well as a new 4-speed THM200-4R automatic transmission; the first standard 4-speed automatic since 1960. The gas 350 engine was dropped that same year, completely replaced by the smaller 307. A redesigned steering wheel and slightly revised instrument panel were also new that year. While the 1981 model used a V6 engine, the model designation stayed as "Oldsmobile 98" instead of being called the "Oldsmobile 96". The traditional naming convention established in the late 1930s used the second number as the number of cylinders.

The 1983 models received a new grille but were otherwise unchanged. The federal  impact standard was rolled back for 1984, prompting GM to make major changes to the bumpers to save weight; predictably, this drastically reduced their effectiveness. An optional 8-track tape player and the 4.1 L V6 were no longer available, though the CB radio was still optional. Production ended in March 1984. These cars were actually sold concurrently with the new front-wheel drive 1985 model. The body style reference in GM Manufacturing became "D" for the carryover RWD models, and the new FWD cars became C-bodies (which had been the designation used hitherto for the RWD cars).

Ninety Eight Regency Brougham
The new Regency Brougham model was introduced for 1982 and available for the sedan model only. This car featured plush "Prima" velour seats with embroidered emblems, cut pile carpeting, and electroluminescent opera lamps on the B-pillars. Wire wheel discs were also standard as well as Tungsten halogen headlamps, cornering lamps, full padded vinyl roof, and a tilt steering wheel. Regency became the new 'base' model as the LS was discontinued.

Eleventh generation (1985–1990)

In 1985, GM downsized the Ninety-Eight again, moving from rear-wheel drive to a new front-wheel drive platform, with sales beginning in April 1984.

Now using GM's new C Platform, the revised Ninety-Eight was approximately  shorter in length and weighed  less than its predecessor. Significantly shorter, narrower, lighter and more fuel-efficient than the platform they replaced, the C Platform Ninety Eights were noted for having nearly the same key interior dimensions as their predecessors and a much more nearly flat passenger compartment floor — albeit with thinner seats and dramatically less upper tumblehome, locating windshield as well as side glass closer to passengers.

1985 model year sales were 169,432 units, contrasted with the 1984's 76,833 units, an all-time sales record.

As in previous years, the 1985 Ninety-Eight was available as a 4-door sedan and a 2-door coupe, in either Regency or Regency Brougham trim. Both models featured standard velour seating, with optional leather seating surfaces, marketed as Sierra Grain leather. For the first year, the Buick 181 cu in V6 was the standard engine. V8 engines were no longer used with the Ninety-Eight. Optional engines included Buick's 231 and Oldsmobile's 263 cu in Diesel V6. The 3.0 gas V6 and 4.3 Diesel V6 were dropped for 1986.

Anti-lock brakes became optional for 1986 and a "Grande" package was offered in 1986 and 1987 with composite headlights and specific front end panel (1986 only), and 45/45 leather seats with pigskin inserts and console with a combination lock.

As the last year for the 2 door coupe, in 1987 all Ninety-Eights received a revised grille with flush composite headlamps. In 1988, a power pull-down trunk lid and an onboard computer with oil life monitor (marketed as the "Driver Information System") became optional. For the 1989 model year, the Ninety-Eight received another grille change and the addition of Twilight Sentinel headlights, optional remote keyless entry, an automatic dimming rearview mirror (which could be turned on and off), and an optional (but rarely ordered) drivers-side airbag.

By 1990, the engine for the eleventh-generation Oldsmobile Ninety-Eight featured a harmonic balancer and increased horsepower over 1985 models. Also in 1990, a PGA edition package for the Regency Brougham included gold PGA emblems, gold nameplate badging, gold striping, and wire wheels with gold emblems. 1990 would be the last year that the "Regency Brougham" trim level, first introduced in 1982, was offered on a Ninety-Eight.

 Size comparison between 1984 and 1985 Oldsmobile Ninety-Eight

Engines

Touring Sedan

The Oldsmobile Touring Sedan (informally "TS") was a trim level of the Eleventh Generation Olsmobile Ninety Eight, marketed by Oldsmobile from 1987-1993 across two generations, both using the front-wheel drive GM C-platform.

Available as a four-door sedan, the TS targeted buyers of imported sports-luxury sedans, e.g., those from Audi, BMW, Mercedes-Benz and Acura.

Twelfth generation (1991–1996)

The final generation of the Oldsmobile Ninety Eight coincided with its 50th anniversary in 1991, continuing to use the GM C Platform with added length, rear fender skirts, wide tail, low nose, and a split-grille with wraparound headlights. The wheelbase remained unchanged from the previous generation, and overall length increased by over 9 inches (229 mm), mostly at the rear of the car, resulting in a larger trunk.

The final generation Ninety-Eight was available in two main trim levels: the traditional luxury-oriented Regency models and the performance-oriented Touring models. The engine choices included normally aspirated (all years) and supercharged (1992-1995) versions of the 3.8 L V6. To commemorate the 50th anniversary of the Ninety-Eight, Oldsmobile offered a "50th Anniversary" package in 1991. This limited edition model was available only in black or white and featured cloisonné front fender anniversary emblems, gold nameplate badging, gold striping, and unique gold accent alloy wheels. The interior was trimmed in burl walnut with gold accents.

In 1992, a new supercharged V6 engine became available on the Touring edition. Also that year, a new entry-level Regency trim model was added. On upper level Regency Elite models, a PGA edition package was offered which included gold PGA emblems, gold nameplate badging, gold striping, and unique gold accent alloy wheels. In 1993, a new value priced Special Edition model was added to the lineup and Ninety-Eight received an improved 3.8 L V6 engine offering better performance and fuel efficiency.

In 1994, the Touring model was discontinued but many of its features became standard or available on the Regency Elite including the supercharged engine. Additionally, the Ninety Eight added a standard front passenger-side airbag plus new instrument panel, steering wheel, and door panel designs. The exterior received a new cross-hatch grille as well as redesigned head- and side-marker lamps.

In 1995, Oldsmobile further simplified the Ninety Eight lineup by offering just two levels of Regency Elite (Series I and Series II). Each was offered with a high level of standard equipment and only a short list of extra cost options. Also that year, the standard 3.8 L V6 engine was again reengineered to improve performance and fuel efficiency. For 1996, the Ninety Eight's final year, changes were minimal. The most notable was the removal of the supercharged engine from the option list. That engine, however, remained available on Oldsmobile's performance LSS model.

Engines:
 1991–1996  V6
 1992–1995  supercharged V6

Trim levels:
Touring - 1991–1993
Regency Elite - 1991–1994
Regency - 1992–1994
Regency Special Edition - 1993–1994
Regency Elite Series I - 1995–1996
Regency Elite Series II - 1995–1996

Discontinuation
The Ninety Eight ended production on May 31, 1996. It was replaced by the Oldsmobile Aurora as the top level car in Oldsmobile's product line.

References

External links

 The 1980s Olds 98 Page
 Oldsmobile Ads from the Forties to the Sixties
 The Oldsmobile Connection - The Site For Oldsmobile Enthusiasts
 Cotner-Bevington built professional cars using the Ninety-Eight chassis

98
Full-size vehicles
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Cars introduced in 1941
1940s cars
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Oldsmobile 98


The Whole Man is a 1964 science fiction novel by John Brunner. It was nominated for a Hugo Award for Best Novel in 1965. In the UK, it was published under the title Telepathist.

This novel is often considered a turning point in Brunner's career, a step up from the space operas he'd been turning out as Ace Doubles and pointing towards the richer, more complex books exemplified by Quicksand and Stand on Zanzibar.

The book is a fix-up novel based on three earlier stories:
 "City of the Tiger" in Science Fantasy, December 1958
 "The Whole Man" in Science Fantasy, April 1959
 "Curative Telepath" in Fantastic Universe, December 1959

Plot summary

After an unspecified crisis in a near-future England where telepathy has been discovered, the authorities discover Gerald Howson, a physically deformed youth with greater telepathic power than has ever been seen before. The novel details Howson's struggles to come to grips with his power and his deformity.

References

External links
Book review at tor.com
Entry at the Internet Science Fiction Database

1964 British novels
1964 science fiction novels
British science fiction novels
Novels by John Brunner
Ballantine Books books
Novels about telepathy

The Whole Man


Abdelhak Djouadi (1960-), physicien théoricien algérien.
Yahia Djouadi (?-2022), dit Abou Amar: djihadiste algérien.
Yannick Djouadi (1973-), athlète français.

Djouadi


මහගමසේකරයන් රචනා කළ 'මං තනන්නො'කෙටිකතා නූතන කෙටිකතා ලක්ෂණ පිළිබිඹු කරන කෘතියක් ලෙස සැලකිය හැකි ය.'මං තනන්නෝ'කෙටිකතාව එක් සුලු සිදූවීමක් විකාශනය කරමින් ගොඩනගා තිබෙනු දැකිය හැකි ය. එසේම එහි මහේන්ද නැමති එක් පුධාන චරිතයක් ද,එම එරිතයෙහි දක්නට ලැබෙන මානව දයාව නැමැති ගුණාංගය ඉස්මතු කර දක්වා තිබෙී.සංක්ෂිප්ත  නිර්මාණයක් වන 'මං තනන්නෝ'කෙටි කතාවෙහි මුල,මැද,අග පිළිවෙළීන් ඉදිරිපත් කරන කතාන්දරය ලක්ෂණ දකින්නට නැත.එහි එන සිදුවීම් හා චරිත ලක්ෂණ ද අනාවරණය වන පරිදි මනා හේතුඵල සමීබන්ධතාවයනකින් යුක්තව ඉදිරිපත් කර තිබෙි.
මෙහි දැක්වෙන කරත්තයේ බැදි ගොනා නිර්ධන පංතියේ පීඩිතබව සංකේතවත් කරයි.එසේම කමීකරැවන් කපන පාර එකමුතු බවින් තැනෙන නව මාවතක් සංකේතවත් කරයි.වැඩ කරන ජනතාව කෙරෙහි කතුවරයගේ මානව දයාව පිළීබිඔු කරන මෙම කෙටිකතාව අප මහ පොළොව බරක් නොවී ජීවත් විය යුතුය යන සංකල්පය ද පාඨකයා වෙත ගෙන නිර්මාණයක් ලෙස ඇගයීමට කළ හැකි ය.

මං තනන්නො


වොල්ගා නදිය(; ), යනු යුරෝපයේ දිගම ගංගාවයි. රුසියාවේ පිහිටා ඇති එය මධ්‍යම රුසියාව හරහා දකුණු රුසියාවට සහ කැස්පියන් මුහුදට ගලා යයි. වොල්ගා නදියෙහි දිග කිලෝමීටර් 3,531 (සැතපුම් 2,194) වන අතර ජල පෝෂක ප්‍රදේශය වර්ග කිලෝමීටර 1,360,000 (වර්ග සැතපුම් 530,000) වේ. ඩෙල්ටාවේ දී 8,000 m3/s (280,000 cu ft/s) - 8,500 m3/s (300,000 cu ft/s) ක ජලාපවහන ද්‍රෝණියේ සාමාන්‍ය විසර්ජනය අනුව එය යුරෝපයේ විශාලතම ගංගාව ද වේ. එය රුසියාවේ ජාතික ගංගාව ලෙස පුළුල් ලෙස සැලකේ. පැරණි රුසියානු රාජ්‍යය වන Rus' Khaganate, ක්‍රි.ව. 8 වැනි සියවසේ අගභාගයේ සහ 9 වැනි සියවසේ මැද භාගයේදී වොල්ගා ආශ්‍රිතව ඇති විය. ඓතිහාසික වශයෙන්, ගංගාව විවිධ යුරේසියානු ශිෂ්ටාචාරවල වැදගත් ස්ථානයක් ලෙස සේවය කළේය.

ගංගාව රුසියාවේ වනාන්තර, ස්ටෙප්ස් වනාන්තර සහ ස්ටෙප්ස් හරහා ගලා යයි. රාජ්‍යයේ අගනුවර වන මොස්කව් ඇතුළු රුසියාවේ විශාලතම නගර දහයෙන් හතරක් වොල්ගා ජලාපවහන ද්‍රෝණියේ පිහිටා ඇත.

ලෝකයේ විශාලතම ජලාශ සමහරක් වොල්ගා ගඟ ඔස්සේ පිහිටා ඇත. රුසියානු සංස්කෘතිය තුළ ගංගාවට සංකේතාත්මක අර්ථයක් ඇත - රුසියානු සාහිත්‍යය සහ ජනප්‍රවාද බොහෝ විට එය Волга-матушка වොල්ගා-මතුෂ්කා (වොල්ගා මව) ලෙස හඳුන්වනු ලබයි.

ආශ්‍රිත

 වොල්ගාග්‍රාද්
 කැස්පියන් මුහුද

References

රුසියාව

වොල්ගා නදිය


Lujo Brentano (; ; 18 December 1844 – 9 September 1931) was an eminent German economist and social reformer.

Biography
Lujo Brentano, born in Aschaffenburg into a distinguished German Catholic intellectual family (originally of Italian descent), attended school in Augsburg and Aschaffenburg. He studied in Dublin (Trinity College), Münster, Munich, Heidelberg (doctorate in law), Würzburg, Göttingen (doctorate in economics), and Berlin (habilitation in economics, 1871).

He was a professor of economics and state sciences at the universities of Breslau, Strasbourg, Vienna, Leipzig, and most importantly, Munich (1891–1914). With Ernst Engel, the statistician, he made an investigation of the English trade unions.

In 1872, he became involved in an extended dispute with Karl Marx and Friedrich Engels. Brentano accused Marx of falsifying a quotation from an 1863 speech by William Gladstone.

In 1914, he signed the Manifesto of the Ninety-Three. After the revolution of November 1918, he served in minister-president Kurt Eisner's government of the People's State of Bavaria as People's Commissar (Minister) for Trade, but only for some days in December 1918.

Brentano died in Munich in 1931, aged 86.

Legacy
Brentano was a Kathedersozialist (reform-minded) and a founding member of the Verein für Socialpolitik. His influence on the social market economy, and on many Germans who would be leaders just after the end of World War II, can hardly be overrated. He also influenced later economists, such as his doctoral student Arthur Salz.

Note: It is often mistakenly claimed that Brentano was called Ludwig Joseph, and that "Lujo" was a kind of nickname or contraction. This is incorrect; while he was given his name after a Ludwig and a Joseph, Lujo was his real and legal first name. (See his autobiography, Mein Leben..., below, p. 18.)

Bibliography
 Brentano, Lujo (1871–72). Die Arbeitergilden der Gegenwart. 2 vols., Leipzig: Duncker und Humblot. (English: On the History and Development of Gilds and the Origins of Trade Unions. 1870.)
 Brentano, Lujo (1901). Ethik und Volkswirtschaft in der Geschichte. November 1901. München: Wolf.
 Brentano, Lujo (1910). "The Doctrine of Malthus and the Increase of Population During the Last Decades." Economic Journal vol. 20(79), pp. 371–93.
 Brentano, Lujo (1923). Der wirtschaftende Mensch in der Geschichte. Leipzig: Meiner. Reprint Marburg: Metropolis, 200ß.
 Brentano, Lujo (1924). Wege zur Verständigung - Der Judenhass. Berlin, Philo Verlag und Buchhandlung
 Brentano, Lujo (1927–29). Eine Geschichte der wirtschaftlichen Entwicklung Englands. 4 vols., Jena: Gustav Fischer.
 Brentano, Lujo (1929). Das Wirtschaftsleben der antiken Welt. Jena: Fischer.
 Brentano, Lujo (1931). Mein Leben im Kampf um die soziale Entwicklung Deutschlands. Jena: Diederichs. Reprint Marburg: Metropolis, 2004.
 Brentano, Lujo (1924). Konkrete Bedingungen der Volkswirtschaft. Leipzig: Meiner. 1924. Reprint Marburg: Metropols, 2003.
 Brentano,  Lujo (1877–1924). Der tätige Mensch und die Wissenschaft von der Wirtschaft. Reprint Marburg: Metropolis, 2006.
 Essays, including "The Industrialist".
 Antonio Russo, La rivoluzione intellettuale di Franz Brentano, Milano, Edizioni Unicopli, 2022.

See also

 Liberalism
 Contributions to liberal theory

References

External links

1844 births
1931 deaths
People from Aschaffenburg
People from the Kingdom of Bavaria
German economists
German people of Italian descent
Ludwig Maximilian University of Munich alumni
Academic staff of the Ludwig Maximilian University of Munich
German social liberals
University of Münster alumni
Heidelberg University alumni
University of Würzburg alumni
University of Göttingen alumni
Humboldt University of Berlin alumni
Academic staff of the University of Strasbourg
Academic staff of the University of Breslau
Academic staff of the University of Vienna
Academic staff of Leipzig University
German social reformers
Alumni of Trinity College Dublin

Lujo Brentano


Petrus Ferdinandus Johannes (Pierre) van Hooijdonk (d. 29 Kasım 1969), Fas asıllı Hollandalı futbolcudur. 2007 yılında Hollanda'nın Feyenoord takımında aktif futbola veda etmiştir.

Profesyonel futbol yaşamına Roosendaal'da başladı. NAC Breda'da oynadıktan sonra Celtic'e transfer oldu. İskoç liginde 69 maçta 44 gol attı. Sezon sonunda Vitesse'ye transfer oldu.

2003 yılında Hollanda'nın Feyenoord takımından ayrılarak Fenerbahçe'ye gelen oyuncu, ilk şampiyonluğunu 2003-2004 futbol sezonu sonunda bu takımda yaşadı. Pierre Paulus Wielaartus van Hooijdonk aynı sezon 24 gol atarken, 10 gol pasına da imzasını koydu ve 5 topu çizgiden çıkardı. Fenerbahçe'nin en sevilen oyuncusu olmuştur.

Fenerbahçe'den ayrılarak NAC Breda takımına transfer olmuş ve burada da teknik heyet ile yaşadığı problemler nedeniyle devre arasında takımdan ayrılıp eski takımı Feyenoord'a dönmüştür. 2007'de futbolu bıraktı. Futboldan kopamamış ve 2009 yılında doğduğu yerin amatör takımı olan Steenbergen 4 takımında forma giymeye başlamıştır.Muhteşem bir dönüş yaptığı söylentiler arasındadır.Antrenörü Jean-Paul De Groot kendisinin takıma çok büyük katkıları olduğunu ve seyircilerin Hooijdonk için geldiğini belirtmiş bu yüzden de onu asla yedek bırakamayacağını söylemiştir. Ayrıca bu futbolcu Hollanda millî futbol takımında oynadığı 46 maçta 14 gol attı.

2008 yılında van Hooijdonk, dolandırıcıların kurbanı oldu ve kendisinin var olmayan bir Çin tekstil şirketine yatırım yaptığı için 2.000.000 £ kaybettiğini bildirdi. Hollanda polisi, daha sonra aldatmacanın 'milyonlarca avro' değerinde olduğunu açıkladı.

Başarıları
 2003-2004  Türkiye - Süper Lig Şampiyonluğu
 2003-2004  Türkiye - Süper Lig Gol Krallığı ikincisi
 2004-2005  Türkiye - Süper Lig Şampiyonluğu
 2004 Avrupa Futbol Şampiyonası, Hollanda
 2002 Avrupa UEFA Şampiyonu, Feyenoord
 2000 Avrupa Kupası Hollanda Yarı Final
 1998 FIFA Dünya Kupası Dördüncüsü - Hollanda

Kaynakça

1969 doğumlular
Hollandalı futbolcular
Hollanda millî futbol takımı futbolcuları
RBC Roosendaal futbolcuları
NAC Breda futbolcuları
Celtic FC futbolcuları
Nottingham Forest FC futbolcuları
SBV Vitesse futbolcuları
SL Benfica futbolcuları
Feyenoord futbolcuları
Fenerbahçe SK yabancı futbolcuları
İngiltere'deki gurbetçi futbolcular
Türkiye'deki gurbetçi futbolcular
1998 FIFA Dünya Kupası futbolcuları
2000 Avrupa Futbol Şampiyonası futbolcuları
2004 Avrupa Futbol Şampiyonası futbolcuları
Fas asıllı Hollandalılar
Yaşayan insanlar
Forvet futbolcular
Hollandalı gurbetçi futbolcular
İskoçya'daki gurbetçi futbolcular
Portekiz'deki gurbetçi futbolcular
İskoçya'daki Hollandalı gurbetçiler
İngiltere'deki Hollandalı gurbetçiler
Portekiz'deki Hollandalı gurbetçiler
Türkiye'deki Hollandalı gurbetçiler
Eerste Divisie futbolcuları
English Football League futbolcuları
Eredivisie futbolcuları
Premier League futbolcuları
Primeira Liga futbolcuları
Scottish Football League futbolcuları
Süper Lig futbolcuları
Hollandalı futbol yorumcuları
Türkiye'deki Hollandalı gurbetçi sporcular
Fenerbahçe SK futbolcuları
UEFA Kupası'nı kazanan futbolcular

Pierre van Hooijdonk


Lofça ( Loveç), Bulgaristan'ın kuzeyinde bulunan (Şubat 2011 itibarıyla) 36.000 nüfuslu bir şehirdir. Lofça ilinin merkezidir. Filibe, Troyan ve Teteven şehirleri ile komşudur.

Tarihçe
Lofça, Bulgaristan'ın en eski şehirlerinden biridir. MÖ 4. veya 3. yüzyıllarda Traklar tarafından yerleşildiği bilinmektedir. Roma döneminde burada "Melta" adıyla bir kasaba kuruldu. 6. yüzyılın ortalarında kalesi ve savunması İmparator I. Justinus döneminde güçlendirildi. Ancak 600 yılından sonra tarihi kayıtlarda uzun süre adına rastlanılmayan kasaba büyük ihtimalle Slav ve sonrasında Avar saldırıları neticesinde ortadan kaldırılmıştır. Bundan sonra yerleşimle ilgili ilk kayıt, 1059 yılında I. İsaakios'un buradaki kaleyi ellerinde tutan Peçenekler'e karşı sefer düzenlenmesi emriyle ortaya çıkmaktadır. 1187'de Bulgarlar'ın Bizanslılar'a karşı isyan ettiği sırada üç ay süren başarısız bir kuşatmanın ardından İmparator II. İsaakios'un İkinci Bulgar İmparatorluğu'nun başlangıcı anlamına gelen Lofça barışını imzalamak zorunda kaldığı olaylar neticesinde yerleşimden bahsedilmiştir.

Lofça kalesi, Osum Nehri kıyısında günümüz yerleşimin güneyindeki Varosha muhitindeki kayalıklarla çevrili tepenin üzerinde kurulmuştu. Kasaba da bu kalenin güneyindeki platoda da etrafı surlarla çevrili bir vaziyetteydi. Lofça kalesi 1393 yılında Osmanlı hakimiyetine katıldı. Kale ve kasaba 1444'teki Varna Muharebesi esnasında Haçlı ordusu tarafından tahrip edildi. Bundan sonra eski kasabanın bir kısmı kullanılmamaya başladığı gibi yerleşim kuzeye doğru gelişim göstermeye başladı. Osmanlı döneminde kasabaya Anadolu'dan Türk göçmenler yerleştirilmeye başlandı. 1479 tarihli tahrir defterlerine göre kasabada 124 Hristiyan, 51 Müslüman hâne bulunmaktaydı. 1479 tarihli tahrir defterinde Niğbolu Sancağı'na bağlı bir kazaydı. 1642 yılı kayıtlarında ise kazanın Silistre Sancağı'na bağlı olduğu görülmektedir.

1516 yılı kayıtlarında kasabada 3 Müslüman (Cami, Hacı Muhyiddin ve Yazıcı Veli) ve 14 Gayrimüslim mahallesi bulunmaktaydı. 1579 yılına gelindiğinde Müslümanlar'ın yaşadığı mahalle sayısı 7'ye çıkarken (Cami, Hacı Muhyiddin, Yazıcı Veli, Çavuş Mehmed, Hacı Abdurrahman, Hacı Mehmed ve Hacı Cafer) Gayrimüslim mahalle sayısı ise aynı kalmıştır.

1642 tarihli Osmanlı kayıtlarına göre kasabada yedi Müslüman, beş Hristiyan mahallede 417 ev bulunmaktaydı. Kasaba ve kırsalında yaşanan İslamlaşma süreci sonucunda Slav kökenli Pomaklar'ın Müslüman olmasıyla kasaba da Müslüman nüfus daha da artmıştır. 17. yüzyıldan itibaren ticaret şehri konumuna gelerek "Altın Lofça" adıyla anılmaya başlandı. 1710'da %48'i Müslüman olan 558 hâneye (toplam 1250 kişi) varken kasabanın daha da gelişmesiyle bu rakam 1845'te 1339 (%66'sı Müslüman), 1873'te 1660 (%71'i Müslüman) hane olarak görülmektedir. 1869 tarihli Tuna Vilâyeti Salnâmesine göre kasabada; 2205 ev, 20 cami, 603 dükkân, 2 hamam ve 3 kilise bulunmaktaydı. Lofça, 5 Haziran 1877'de Ruslar tarafından ele geçirildi. Aynı yıl içerisinde Osmanlı ve Rus güçlerince birkaç defa ele geçirilen yerleşim, son olarak Lofça Muharebesi neticesinde 3 Eylül 1877'de Ruslar tarafından kesin olarak ele geçirildi.

Berlin Antlaşması sonucunda yeni kurulan ve Osmanlı vasalı konumundaki Bulgaristan Prensliği'ne bağlanan yerleşimdeki Müslüman halkın çoğu şehirden ayrıldı. 1880'deki ilk Bulgar resmî nüfus sayımına göre Lofça'da sadece 497'si Müslüman 5978 kişi yaşamaktaydı.Tarihçi ve Mecelle'nin yazarı Ahmet Cevdet Paşa, ünlü güreşçi Kel Aliço ve 93 Harbi anılarını anlatan eseriyle meşhur Zağra Müftüsü Hüseyin Raci Efendi de "Lofça"lıdır.

Dış bağlantılar
 Resmi web sitesi

Galleri

Kaynakça

Lofça, Bulgaristan


Spigelia guianensis est une espèce herbacée sud-américaine appartenant à la famille des Loganiaceae.

Répartition
Spigelia guianensis est endémique du plateau des Guyanes.

Statut
Spigelia guianensis a le statut d'espèce déterminante ZNIEFF en Guyane.

Histoire naturelle
En 1775, le botaniste Aublet propose la diagnose suivante :

Notes et références

Voir aussi

Articles connexes
 Liste des plantes décrites par Fusée-Aublet

Liens externes

Loganiaceae
Espèce d'Angiospermes (nom scientifique)
Plante décrite par Aublet

Spigelia guianensis


La maison du Pilier Saint-Étienne est une ancienne demeure particulière dans la commune de Chinon, dans le département français d'Indre-et-Loire.

Cette maison détruite en 1975 possédait un poteau cornier en bois sculpté représentant la lapidation de saint Étienne.

Localisation
La maison du Pilier Saint-Étienne se situait au nord de l'église Saint-Étienne, entre celle-ci et la rue Jean-Jacques-Rousseau. Elle formait l'angle oriental de cette rue (au ) et de la rue Philippe-de-Commines. Son emplacement est occupé par le square Henri-Dunant.

Histoire
La façade de l'église Saint-Étienne est terminée entre 1477 et 1483. La construction de la maison du Pilier Saint-Étienne, appuyée contre cette façade, est postérieure à cette date. Jusqu'à la Révolution française, le rez-de-chaussée de cette maison est réputé abriter une boutique de parcheminerie fournissant notamment les élèves du collège royal de Chinon.

La maison elle-même est partiellement inscrite comme monument historique par arrêté du . Elle est détruite en 1975 et 1976.

Description
La maison, et notamment l'escalier permettant d'accéder aux étages, est contiguë à l'église. Elle possède une façade en pans de bois moulurés et en briques, ces dernières étant, au début du , recouvertes d'un enduit.

La partie supérieure du pilier cornier en bois situé à l'angle nord-ouest de la maison est sculptée et représente un groupe de personnages. Parmi eux, Étienne, à genoux et au premier plan, est frappé par un autre homme qui se tient derrière lui.

Notes et références

Pour en savoir plus

Bibliographie
 .
 .
 .

Articles connexes
 Liste des monuments historiques de Chinon

Liens externes

Monument historique inscrit en 1927
Patrimoine du XVe siècle
Monument historique à Chinon
Maison monument historique (France)

Maison du Pilier Saint-Étienne


Too young to die er en film instrueret af Christina Rosendahl.

Handling
Musikvideo med bandet Phonovectra baseret på Carl Th. Dreyers kortfilm "De nåede færgen" fra 1948.

Referencer

Eksterne henvisninger

Danske film fra 2007

Musikvideoer og DVD-er

Too young to die


Zoltan Sabo (født 26. maj 1972, død 15. december 2020) var en serbisk fodboldspiller.

Eksterne henvisninger

Fodboldspillere fra Serbien

Zoltan Sabo


21380 Devanssay este un asteroid din centura principală de asteroizi.

Descriere
21380 Devanssay este un asteroid din centura principală de asteroizi. A fost descoperit pe  la Caussols în cadrul programului ODAS. Asteroidul prezintă o orbită caracterizată de o semiaxă mare de 2,27 ua, o excentricitate de 0,20 și o înclinație de 6,6° în raport cu ecliptica.

Vezi și
 Lista planetelor minore: 21001-22000
 Centura de asteroizi

Referințe

Obiecte astronomice descoperite în 1998
Centura de asteroizi

21380 Devanssay


Grammosciadium, biljni rod iz porodice štitarki smješten u tribus Careae. Četiri priznate vrste raširene su po Transkavkazu, Turskoj, Iraku i Iranu.

Rod je opisan 1829.; tipična vrsta je G. daucoides

Vrste
 Grammosciadium cornutum (Nábelek) C.C.Towns.
 Grammosciadium daucoides DC.
 Grammosciadium macrodon Boiss.
 Grammosciadium scabridum Boiss.

Izvori

Careae

Grammosciadium


Major General Rodney Frederick Leopold Keller CBE (* 2. Oktober 1900 in Tetbury, Gloucestershire; † 1954 in der Normandie) war ein Offizier der kanadischen Armee, der während des Zweiten Weltkriegs zum Divisionskommandeur aufstieg. Er befehligte die kanadische 3. Infanteriedivision, die die Aufgabe hatte, im Rahmen der Landung in der Normandie am D-Day, dem 6. Juni 1944, Juno Beach zu erobern.

Jugend
Rod Keller trat gegen Ende des Ersten Weltkriegs in die Militärschule Royal Military College of Canada in Kingston, Ontario ein. Nach dem Abschluss kam er zur 'Princess Patricia's Light Infantry', eines der Regimenter der 'Canadian Permanent Force'.
Er besuchte – wie viele andere vielversprechende kanadische Offiziere in dieser Zeit auch – das Staff College Camberley in England.

Kriegsdienst
Als Kanada in den Zweiten Weltkrieg eintrat, wurde Keller im Rang eines Brigademajors über den Atlantik geschickt. 1941 stieg er zum Kommandeur der Princess Patricia's Canadian Light Infantry auf und wurde einige Monate später zum Kommandeur der 1. kanadischen Infanteriebrigade ernannt. Keller wurde zum General-Major befördert und diente vom 8. September 1942 bis zum 8. August 1944 als 'General Officer Commanding' der 3. Infanteriedivision.

Major-General Keller war bei seinen Truppen populär. Sie mochten sein Verhalten und seine Art Klartext zu reden. Ein Alkoholproblem und mehrere Verstöße gegen Sicherheitsmaßnahmen vor dem D-Day kosteten ihn aber Ansehen bei seinen Offizieren und seiner Mannschaft. Seine Truppen erlitten bei der Landung am Juno Beach schwere Verluste.

Während des ersten Monats in der Normandie wirkte Keller "jumpy and high strung" (nervös und überspannt). Seine direkten Vorgesetzten im I. britischen Korps und in der britischen 2. Armee hielten ihn für ungeeignet, die Division zu kommandieren.
Keller gab am 13. Juli seine Anspannung zu und machte ein Rücktrittsangebot.
Lieutenant-General Guy Simonds, der dafür vorgesehen war, das II. kanadische Korps zu kommandieren, sobald es in der Normandie aktiv war, lehnte Kellers Rücktrittsangebot ab, um die schon geringe Moral der Truppe nicht noch weiter zu senken.

Während der Schlacht um Caen handhabte Keller die Operation Windsor schwach:
er sandte eine verstärkte Brigade, um eine Divisionsoperation durchzuführen, und delegierte die Planung an einen seiner Brigadegeneräle.

Obwohl es fortgesetzt Beschwerden von Vorgesetzten und Mitarbeitern gab, weigerten sich Simonds und General Henry Crerar, der ebenfalls zu seinen Bewunderern zählte, ihn zu entlassen. Am 8. August wurde Keller von Friendly Fire verwundet: US-Bomber warfen während der Operation Totalize versehentlich einen Bombenteppich auf sein Divisions-Hauptquartier.

Keller erhielt kein aktives Militärkommando mehr. Er starb zehn Jahre später während eines Besuchs in der Normandie.

Weblinks
Personal appointments of Rod Keller
Biografie des Juno Beach Centre

Einzelnachweise

Major-general (Canadian Army)
Person im Zweiten Weltkrieg (Kanada)
Commander des Order of the British Empire
Kanadier
Geboren 1900
Gestorben 1954
Mann

Rod Keller


ක්‍රීඩා කණ්ඩායම්, ලීගයන් හා ක්‍රීඩා ඉසව් වැනි ක්‍රීඩා නිෂ්පාදන සහ ක්‍රීඩා නොවන නිෂ්පාදන (උදා: සිගරට්, බීර, දුරකථන සේවා) ආදිය විකිණීම සඳහා අලෙවි මුලධර්ම සහ එවා ක්‍රියා‍ෙව් යෙදවීම ස්පෝර්ට් මාකටින් (එක්සත් ජනපදයේදී නම්: ස්පෝර්ට්ස් මාකටින් - Sports marketing) නැතහොත් "ක්‍රිඩා අලෙවිය" යන යෙදුමෙන් හැඳින්වේ. මෙම අලෙවි ක්‍රියාවලිය ක්‍රීඩාව සමඟ විවිධ ආයතන හරහා සිදුවේ.

වෘත්තිය පුහුණුකරුවන් සහ ක්‍රීඩකයින් උදෙසා ගණු දෙනු හා කොන්ත්‍රාත් කළමණාකරනය කළ පළමු ක්‍රීඩා කළමණාකරන ආයතනයන් බිහි වීම ඇරඹුනේ 1960 දශකයේ සහ 1970 දශකයේ මුල් භාගයේදිය. ඒ මාර්ක් මැක්කොමැක්ගේ ඉන්ටර්නැෂනල් මැනේජ්මන්ට් ගෲප් (IMC), බොබ් වුල්ෆ් (වුල්ෆ් ඇසෝසියේෂන්) සහ ඩොනල්ඩ් ඩෙල්ගේ ප්‍රොසර්ව් (proserv) ආයතන සමගිනි.

ස්වීඩනයේ වර්ල්ඩ්ස් ක්ලාස් ඉවෙන්ට්ස් මගින් ක්‍රීඩා අලෙවියේ සාර්ථක සහ නව හැඩයක් වූ "ලොකයේ ශක්තිමත්ම මිනිසා සුපර් තරඟාවලිය" ක්‍රියාත්මක කරයි.

මෙයට සමානව ප්‍රථම පූර්ණ සේවා ක්‍රීඩා අලෙවි ව්‍යාපාර සහ අනුග්‍රාහකත්ව නියෝජිතායතනයන් 1970 ගණන් වල මැදභාගයේ දී මිලිස්පෝර්ට් LLS (දැනට මාර්කටින් ආර්ට්හි එක් පාර්ශවයක්) සහ ප්‍රොසර්ව් සමග ආරම්භ කෙරුනේය. මෙය ක්‍රීඩකයන් කළමණාකරනයෙන් ඔබ්බට ක්‍රීඩා තරඟ සහ අනුග්‍රාහකයින් සමඟ ගණුදෙනු කිරීම දක්වා පුළුල් විය.

ක්‍රීඩා වෙළඳාමේ අති විශාල වර්ධනයක් සිදු වූයේ 1984 ලොස් ඇන්ජලීස් හි පැවැත්වුනු ගිම්හාන ඔලිම්පික් උළෙල සමඟිනි. එහිදී අනුග්‍රාහකයින් ඔවුන්ගේ වෙළඳ භාණ්ඩ විකිණීම සඳහා එය වේදිකාවක් කර ගත්හ. උදාහරණයක් වශයෙන් කොකාකෝලා සමාගම ඩොලර් මිලියන 30 කට ආසන්න මුදලක් ඔවුන්ගේ නිල අනුග්‍රාහකත්වය වෙනුවෙන් වැය කළහ.

1984 ඔලිම්පික් උළෙලේ ප්‍රධාන සංවිධායක වූ පීටර් උබෙරොත් (Perer Ueberroth) ක්‍රිඩාව අලෙවි කිරීමේ ඇති බලය ප්‍රදර්ශනය කිරීම සම්බන්ධයෙන් අගැයීමට පාත්‍ර වන පුද්ගලයෙකු විය. ඔහු ඊට පෙර ට්‍රාන්ස් ඉන්ටර්නැෂනල් එයාර් ලයින් සහ ට්‍රාන්ස්පොරේෂන් කොන්සල්ටන්ට්ස් හි ජ්‍යෙෂ්ඨ විධායක නිලධාරී තනතුර ඉසිලුවේය. ඔලිම්පික් වලින් පසු උබෙරොත් මේජර් ලිග් බේස්බෝල් (1984-89) හි කොමසාරිස් ලෙස සේවය කළේය. වර්තමානයේ එක්සත් ජනපද ඔලිම්පික් කමිටුවේ මණ්ඩල ප්‍රධානියා ලෙස සේවය කරයි.

කර්මාන්ත ව්‍යාපාර සම්බන්ධ ප්‍රකාශනයක් වූ ස්පෝට්ස් බිස්නස් ජර්නල් නම් ප්‍රකාශනයට අනුව අද කාලයේ ක්‍රීඩාව අලෙවි කිරීම යනු ඩොලර් බිලියන 250 ක් වටිනා කර්මාන්තයකි. ක්‍රීඩා අලෙවිය නමැති ව්‍යාපාරයට ක්‍රීඩා සම්බන්ධ දැන්වීම්, ක්‍රීඩකයන් නිර්දේශ කිරීම, පහසුකම් ගොඩනැංවීම, ක්‍රීඩා උපකරන සහ බලපත්‍ර ලත් වෙළඳ භාණ්ඩ, ක්‍රීඩා තරඟ ඉසව් කළමණාකරණය සහ අලෙවි සේවා, අනුග්‍රාහකත්වය සහ ප්‍රවේශ පත්‍ර විකිණීම, මාධ්‍ය ප්‍රචාරණ අයිතීන්, සහ ක්‍රීඩාවට සම්බන්ධ වෙබ් අඩවි ඇතුලත් මාධ්‍යයන්, පොත්පත් සඟරා සහ වීඩියෝ ක්‍රීඩා ආදිය ඇතුලත්වේ.

ඊ මේල්, වෙබ්, වොයිස් මැසේජින්, ස්ට්‍රීමිං වීඩියෝ සහ ජංගම දුරකථන ආදී නව සන්නිවේදන ක්‍රම උපයෝගි කර ගනිමින් ක්‍රීඩා අලෙවි ක්ෂේත්‍රයේ අභියෝග හා අලුත් අවස්ථා උදාවි ඇත.

ක්‍රීඩා අලෙවි කර්මාන්තයේ නැගී එන ක්‍රීඩකයෙක් වන්නේ රෙවලූෂන් නම් චිකාගෝ මූලස්ථානය කර ගත් ක්‍රීඩා අලෙවි සහ සන්නිවේදන ඒජන්සියයි. එය 2005 දී NCCA සමග හවුලක් ප්‍රකාශ කළේ, 2006 NCCA අංක 1 කාණ්ඩයේ පිරිමි බාස්කට් බෝල ශූරතාවයේ අර්ධ අවසාන සහ අවසාන තරඟයන්ට සුවිශේෂී ආගන්තුක සත්කාර පිරිනැමීම සඳහාය. RCE Dome හැරුණු විට NCCE විසින් "ද ටෝරනමන්ට් ක්ලබ්" වෙත සුවිශේෂී සහ පහසු සත්කාරයන් ප්‍රදානය කළ බව ක්‍රීඩා තරඟ ඉතිහාසයේ පළමු වතාවට සනිටුහන් කළේය.

ක්‍රීඩාව අලෙවිය

ක්‍රීඩාව අලෙවිය


O USS Columbus foi um cruzador operado pela Marinha dos Estados Unidos. Sua construção começou em junho de 1943 nos estaleiros da Bethlehem Shipbuilding e foi lançado ao mar em novembro de 1944, sendo comissionado na frota norte-americana em junho do ano seguinte. Ele foi inicialmente construído como o sétimo cruzador pesado da Classe Baltimore e armado com uma variedade de canhões, mas posteriormente foi convertido no terceiro e último cruzador de mísseis guiados da Classe Albany e equipado com diferentes tipos de lançadores de mísseis.

O Columbus entrou em serviço muito tarde para atuar na Segunda Guerra Mundial. Teve uma relativamente tranquila e atuou tanto Oceano Pacífico quanto no Oceano Atlântico, passando a maior parte de seu tempo realizando exercícios de rotina. Também fez viagens de serviço para o Sudeste Asiático e Mar Mediterrâneo. Foi descomissionado em maio de 1959 e convertido em um cruzador de mísseis guiados, retornando ao serviço em dezembro de 1962. Continuou servindo sem grandes incidentes até ser descomissionado de novo em janeiro de 1975 e desmontado.

Ligações externas

Classe Baltimore
Classe Albany
Navios de 1944
Navios construídos em Massachusetts
Navios construídos pela Bethlehem Shipbuilding
Cruzadores da Marinha dos Estados Unidos

USS Columbus (CG-12)


Karaisalı, Adana'nın bir ilçesidir.

Coğrafya

İlçe, Toros Dağları'nın başladığı noktadadır. Kuzey bölgeleri dağlık, güney bölgeler düzlüktür. İlçenin yüksek noktası 2400 metre ile Akdağ'dır.

Tarihi mekânlar

 Karakılıç Mahallesi yakınlarında geçmişi Roma dönemine ait olan Milvan Kalesi
 Altınova Köyü yakınlarındaki tarihi İpek Yolu üzerinde bulunan Kesiri Han
 Karaisalı'nın 40 km kuzeydoğusundaki Etekli Mahallesi'nde bulunan Keçi Kalesi adıyla anılan, Romalıların yaptığı oldukça yüksek ve etrafında bulunan zindan
 Karaisalı'nın 35 km kuzeydoğusundaki Barakdağı Mahallesi sınırlarında bulunan, Keçi Kalesi ve Barakdağı arasında kalan vadiyi gözetlemek amacıyla Romalıların yaptığı Yanık Kale ve tarihi kalıntılar
 Hacıkırı Mahallesi yakınlarında bulunan yaklaşık 100 m yüksekliğinde, 1903 yılında Osmanlı İmparatorluğu tarafından Almanlara yaptırılan ve kendine özgü tasarımıyla dikkat çeken Varda (Alman) Köprüsü
 Kızıldağ Yaylası'ndaki Çevlik Kalesi

Doğal güzellikleri
İlçe merkezinin kuzeydoğusundaki Merkezboztahta mevkiinde Dokuzoluk Mesire Alanı mevcuttur.

Kapıkaya kanyonu yürüyüş alanı.

Nüfus

Mahalleler
Karaisalı'nın 62 mahallesinin 9'u merkezde bulunmaktadır. Merkez mahallelerinde 7.146 kişi    (% 33,7) yaşamaktadır. En uzak mahallesi ise 44,1 km uzaklıktaki Etekli'dir. Merkez mahalleleri dışında nüfusu en fazla olan, 874 kişi ile Çukur mahallesidir. İmamoğlu'nun nüfusu 2017 yılında 61 kişi azalmıştır.

Karaisalı ilçesinin mahallelerinin ilçeye uzaklığı, rakımı ve nüfusu

* Km,  Karapınar Mahallesi'nde bulunan kaymakamlığa olan uzaklıktır.

Önemli günler

 1 Nisan: Kuvâ-yi Milliye teşkilatının kuruluşu ve Çukurova'da İlk Millî Mücadele Hareketinin Başlatılması.
 Kızıldağ Yayla Şenlikleri: genellikle Ağustos'un son haftası içinde yapılır.

Kaynakça

Adana'nın ilçeleri

Karaisalı


Pablo Emilio Escobar Gaviria (1 Aralık 1949, Kolombiya - 2 Aralık 1993, Medellín, Kolombiya), Kolombiyalı uyuşturucu lordu ve Medellín Karteli'nin kurucusudur.

Escobar, başta DEA olmak üzere çeşitli kurumlar tarafından ilk ve en ünlü "narko-terörist" olarak tanımlanmaktadır. Yapmış olduğu uyuşturucu ticaretinin en parlak döneminde Dünya'nın en zengin 7. insanı olmuştur.

"Kokain Kralı" olarak da adlandırılan Escobar'ın, öldüğü zaman servetinin yaklaşık 30 milyar dolar (2019 enflasyonuyla 58,7 milyar dolar) olduğu tahmin edilmektedir. Uyuşturucu sektöründe farklı uyuşturucu kartellerini bir araya getirerek kokain ticaretini tekelleştirmesi, devrim niteliğinde bir etki yaratmıştı. 1980'lerden 1991'e kadar lideri olduğu Medellín Karteli; başta Amerika Birleşik Devletleri ve Güney Amerika olmak üzere birçok bölgede büyük çaplı uyuşturucu ağları oluşturmuştur. Uyuşturucu kaçakçılığının yanı sıra Kolombiya Hükûmeti'ne savaş ilan etmiş; güvenlik birimlerine, kamu çalışanlarına ve sivillere karşı bombalı ve silahlı eylemler gerçekleştirmiştir. Escobar, en az 4000 kişinin ölümünden sorumlu tutulmaktadır. Ayrıca M-19 gibi yasa dışı örgütler ve Küba için kaçak silah ticareti yapmış, kara para aklamıştır.

İlk yılları
1949'da Kolombiya'nın Rionegro şehrinde yaşayan çiftçi bir baba ile ilkokul öğretmeni bir annenin yedi çocuğundan biri olarak dünyaya gelen Escobar, doğumundan kısa bir süre sonra ailesi ile beraber Medellín'e taşındı. Yoksul bir ailenin evladı olan Escobar, Çocukluk ve gençlik yıllarını burada geçiren Escobar'ın suç hayatı ergenlik çağında başladı. Yaptığı ilk yasa dışı faaliyetleri stereo ekipman kaçakçılığı yapmak ve mezar taşlarını çalıp satmaktı. Medellín Universidad Autónoma Latinoamericana'da eğitim gördü ancak mezun olmadan üniversiteyi bıraktı. 1970'lerin başında, hırsızlık yapmaya devam eden Escobar, Medellínli bir yöneticiyi kaçırmış ve kişiyi serbest bırakmasının karşılığında fidye olarak 100.000 dolar kazanmıştır.

Hayatı
1976'da Escobar, kokain işine girmeye karar vermiş, rakiplerini öldürmüş ve bölgede uyuşturucu kaçakçılığı yapan çeşitli kişiler ile Medellín merkezli Medellín Karteli isimli uluslararası faaliyet gösteren yasa dışı bir suç örgütü kurmuştur. 1976 yılında Escobar ve çok sayıda adamı Ekvador'da 18 kg uyuşturucu madde ile yakalanmıştır. Açılan dava süresince hâkimlere rüşvet teklif etmiştir fakat davadan beraat edememiştir. Aylar süren yasal süreçten sonra kaçakçılığına tanıklık eden 2 memur Escobar tarafından öldürülünce dava düşmüştür.

1980'lere kadar Escobar'ın aylık 70 ila 80 ton arasında uyuşturucu sevkiyatı gerçekleştirdiği tahmin edilmektedir. 1980'li yıllarda ise hava yolu desteği ile Florida üzerinden özellikle Amerika'ya yasa dışı yollarla uyuşturucu ticareti gerçekleştirmeye başlaması ile kazancı hızla artmıştır. Amerika'nın uyuşturucu trafiğinin yüzde 80'i bu dönemde Medellin kartelinin eline geçmiştir. Yine aynı dönemde günlük 60 milyon dolardan fazla kazanç elde etmiştir, ayrıca bu rakamlarla Medellín'i kokain kaçakçılığının başkenti haline getirmiştir. 1980'lerin ortasında uyuşturucu trafiğinden elde ettiği para sayesinde hızla dünyanın en zengin insanlarından biri hâline geldi. 1990'lı yılların başında ise liderliğideki Medellín Karteli'nin gücü zayıflamış ve Escobar'ın ölümüyle kartel tamamen dağılmıştır.

Uyuşturucu ticaretinden kazandığı para ile 1978 ila 1982 yılları arasında Kolombiyalıların desteğini kazanmak amacıyla fakir kesimler için hastane, stadyum ve konutlar inşa ettirmiş, çeşitli spor takımlarına ve kurumlara sponsor olmuştur. Yaptığı bu yardımlardan dolayı halkın bir kesimi tarafından "Robin Hood " lakabı takılan Escobar 1982 yılından halktan aldığı oylar ile Kolombiya Liberal Partisi'nin adayı olarak Kolombiya Meclisi'ne seçilmiş fakat seçildikten iki yıl sonra işlediği suç faaliyetlerinin ifşa edilmesi sonucu istifa etmek zorunda kalmıştır. Escobar'ın işlediği suçların ortaya çıkarılmasında önemli rol oynayan dönemin Kolombiya Adalet Bakanı Rodrigo Lara, Escobar'ın istifası sonrası suikaste uğramış ve öldürülmüştür.

Pablo Escobar; başta Cali Karteli olmak üzere yerli ve yabancı rakip kartellerle savaşarak birçok insanın ölümüne sebep olmuştur. Uyuşturucu kaçakçılarının Amerika'ya yollanma kararını protesto eden Escobar, devletin aldığı bu karardan dolayı Kolombiya Hükûmeti'ne savaş ilan etmiş; aralarında gazeteciler, siyasiler ve kamu çalışanları da olmak üzere birçok insanı kaçırıp rehin tutmuştur. Güvenlik güçlerine silahlı saldırılar düzenleten Escobar, aralarında yolcu uçağı da olmak üzere sivillere karşı bombalı ve silahlı eylemler düzenlenmesini emretmiştir. Escobar'ın silahlı ve bombalı eylemleri doğrultusunda en az 4000 insanı öldürdüğü düşünülmektedir. Ayrıca Kolombiya'da faaliyet gösteren Ulusal Kurtuluş Ordusu gibi yasa dışı silahlı örgütleri Kolombiya'da bombalı saldırılar yapmaları için desteklemiştir. İşlediği uyuşturucu kaçakçılığına dair suç kayıtlarını sildirmek için, Kolombiya'da faaliyet gösteren ayrılıkçı M-19 adlı silahlı örgütü finanse etmiş ve örgütün başkent Bogota'da bulunan Adalet Sarayına saldırıp, üst düzey yargıç ve hakimleri rehin alıp, öldürmesine ön ayak olmuştur. Kolombiya'da gerçekleştirdiği silahlı ve bombalı eylemler yüzünden Forbes dergisi Kolombiya'yı dünyanın cinayet başkenti ilan etmiştir. Öte yandan Escobar, Kolombiya halkına karşı yaptığı hiçbir saldırı eyleminin sorumluluğunu üstlenmemiştir. Gerçekleştirdiği eylemlere rağmen birçok Medellínli tarafından sevilmektedir.

Kardeşim Escobar Kitabı

"Kardeşim Escobar" adlı kitapta, Pablo'nun kardeşi ve muhasebecisi Roberto Escobar, Pablo'nun orta sınıfken nasıl milyarder biri olduğunu anlatır. Gücünün zirvesindeyken kokain satışlarından günde yarım milyon Amerikan doları kazandığını, para destelerini bir arada tutmaya yarayan lastikler için haftada 2500 dolar civarı para ödediğini; ayrıca kazandığı paraların %10'a yakın kısmını farelerin yediği ve rutubetten paraların çürüdüğü yazmaktadır.

Kişisel hayatı
1976 yılının Mart ayında 27 yaşında iken Escobar, 15 yaşındaki Maria Victoria ile evlendi ve çiftin Juan Pablo (şimdiki adı Juan Sebastian Santos Marroquín) ve Manuela adında iki çocuğu oldu.

Ölümü ve sonrası

2 Aralık 1993 tarihinde Pablo Escobar'a karşı yapılan operasyonda Pablo Escobar arama ekibinden kaçarken radyo dalgaları teknolojisi kullanarak Kolombiya elektronik gözetleme ekibi tarafından yeri tespit edildi; Tuğgeneral Hugo Martínez tarafından yönetilen operasyonla Medellin'de orta sınıf bir daire içinde saklanırken bulundu. Uzun çatışma sonrası DEA ve Kolombiya güvenlik güçleri tarafından öldürüldü. Ölümünden sonra akrabaları tarafından Escobar'ın öldürülmek yerine intihar ettiği de iddia edilmiştir.

Cenaze törenine yaklaşık 25 bin civarı seveni katıldı. Yine akrabaları tarafından Pablo Emillo Escobar Gavirya'nın sol kulağına ateş ederek intihar ettiği ve Medellín'de ölmeyi Amerika'da hapiste geçirmeye tercih edeceğini söylemiştir. Oğlu Juan Pablo Escobar veya şu anki adı ile Sebastián Marroquín ise telefondaki konuşmalarını anlatırken babasının "intihar edeceğini ve teslim olmayacağını defalarca kez dile getirdiğini" söylemiştir.

Popüler kültürde Pablo Escobar

Kitaplar
 Mark Bowden'un kitabı Pablo'yu Öldürmek: Dünya'nın En Büyük Haydutunun Yakalanması
 Gabriel García Márquez'in kitabı News of a Kidnapping  (1998)
 Fotoğrafçı James Mollison'ın kitabı Pablo Escobar anısına (2009)
 Pablo'nun sevgilisi Virginia Vallejo'nun anı kitabı Loving Pablo, Hating Escobar

Filmler
 Loving Pablo (2017)
 The Infiltrator (2016)
 Escobar: Paradise Lost (2014)
 Blow (2001)
 Clear and Present Danger (1994)
 Escobar (2009)
 30 for 30 (2010)
 Killing Pablo (2011)

Diziler
 Pablo Escobar Kötülüğün Efendisi (2012)
 Narcos (2015)

Kaynakça

1949 doğumlular
1993 yılında ölenler
Cinayetten hüküm giyen Kolombiyalılar
Kolombiyalı Roma Katolikleri
Ateşli silahtan ölenler
Kolombiyalı siyasetçiler
Medellín Karteli
Kolombiyalı uyuşturucu baronları
Kolombiyalı uyuşturucu kaçakçıları
Kolombiyalı mafya liderleri

Pablo Escobar


مريم علي (15 ديسمبر 1974 -)، ممثلة سورية.

عن حياتها
خريجة «المعهد العالي للفنون المسرحية» في دمشق، وأثناء دراستها فيه في عام 1993 بدأت بالمشاركة بالأعمال التلفزيونية إلا أن انشغالها بالدراسة كان عائق وسبب بقلة مشاركاتها بالأعمال التلفزيونية. شاركت بالعديد من الأعمال المسرحية في سوريا وخارجها، وهي تعمل كأستاذة في المعهد العالي للفنون المسرحية.

أعمالها

الأعمال السينمائية

من أعمال التلفزيون

أعمال الإذاعة
 ظواهر مدهشة.
 الطاحونة.

في المسرح

الجوائز
 2010:  - جائزة أفضل ممثلة دور ثان في مهرجان القاهرة للإعلام العربي بدورته السادسة عشر عن دورها في مسلسل «سقوط الخلافة».

روابط خارجية

المراجع

أشخاص على قيد الحياة
مسرحيون سوريون
ممثلات سوريات
مواليد 1394 هـ
مواليد 1974

مريم علي


Gairo (sardisk: Gàiru) er en by og en kommune (comune) i provinsen Nuoro i regionen Sardinien i Italien. Byen ligger i 670 meters højde og har 1.444 indbyggere (2016). Kommunen har et areal på 77,49 km² og grænser til kommunerne Arzana, Cardedu, Jerzu, Lanusei, Osini, Seui, Tertenia, Ulassai og Ussassai.

Referencer

Henvisninger

Kommuner i provinsen Nuoro

Gairo


Le HM Svärdfisken (en suédois, « Espadon ») était un sous-marin de classe Svärdfisken, utilisé par la Marine royale suédoise à partir de 1914.

Conception
La classe Svärdfisken tire ses origines du Hvalen acheté en Italie. Ces bateaux étaient du type Fiat-Laurenti, alors très moderne, avec une longue coque sous pression étroite et une coque externe bien profilée. L'armement était constitué de deux tubes lance-torpilles de  M/1904-12. Sur le pont se trouvait un canon de   qui, après la Première Guerre mondiale, a été échangé contre un canon de  1919. Les deux bateaux étaient très populaires auprès de leurs équipages et n'ont été mis hors service qu'en 1936.

Carrière
Le navire a été commandé à Kockums Mekaniska Verkstads AB à Malmö, comme son sister-ship le HM Tumlaren, et lancé le . Il a rejoint la flotte à la fin de la même année, le .

Le navire a été retiré du service le  et son sort ultérieur est inconnu.

Notes et références

Notes

Références

Voir aussi

Bibliographie
 .
 .
 .

Liens externes
 .
 .
 .
 .
 .
 .

Articles connexes
 Liste des sous-marins de la Suède

Sous-marin de la Marine royale suédoise
Sous-marin d'attaque conventionnel
Bateau lancé en 1914
Nom de bateau
Navire construit en Suède

HMS Svärdfisken (1914)


අවිස්සාවේල්ල මැතිවරණ කොට්ඨාසය  අගෝස්තු 1947 සහ පෙබරවාරි 1989 අතරතුර  ශ්‍රී ලංකාවෙහි  මැතිවරණ කොට්ඨාස අතුරින් එකක් විය. මෙම මැතිවරණ කොට්ඨාසය නම් ලද්දේ  බස්නාහිර පළාතේ  කොළඹ දිස්ත්‍රික්කයේ,  අවිස්සාවේල්ල නගරය අනුව යමිනි . ශ්‍රී ලංකාවේ 1978 ආණ්ඩුක්‍රම ව්‍යවස්ථාව විසින්   පාර්ලිමේන්තු මන්ත්‍රීවරුන් තෝරා පත්කර ගැනුම සඳහා සමානුපාතික නියෝජන මැතිවරණ ක්‍රමය හඳුන්වාදෙන ලදි . එවිට පැවැති බොහෝ දුරට  ඒක-මන්ත්‍රී මැතිවරණ කොට්ඨාස වූ කොට්ඨාස 160 වෙනුවට බහු-මන්ත්‍රී මැතිවරණ කොට්ඨාස 22 ක් ඇති කරන ලදි. සමානුපාතික නියෝජනය යටතේ පැවැත්වුනු පළමු මැතිවරණය වන 1989 මහා මැතිවරණයේදී  අවිස්සාවේල්ල මැතිවරණ කොට්ඨාසය වෙනුවට  කොළඹ බහු-මන්ත්‍රී මැතිවරණ කොට්ඨාසය  ආදේශ කරනු ලදුවත් බහු-මන්ත්‍රී මැතිවරණ කොට්ඨාසය තුල ඡන්ද කොට්ඨාසයක් ලෙස අවිස්සාවේල්ල දිගටම පවතියි.

1947 පාර්ලිමේන්තු මහා මැතිවරණය
23 අගෝස්තු 1947 සිට 20 සැප්තැම්බර් 1947 දක්වා කාලය අතරතුරදී පැවැත්වුනු  පළමුවන පාර්ලිමේන්තු මැතිවරණයෙහි මෙම මැතිවරණ කොට්ඨාසය සඳහා ප්‍රතිඵල:

කෙසේවුවද, 1948 දී, සවුත් වෙස්ටර්න් බස් සමාගමෙහි ඇතිවූ වර්ජනය හා සම්බන්ධ සිද්ධියක් නිසා පිලිප් ගුණවර්ධන තෙමසක බරපතල වැඩ සහිත සිර දඞුවමකට නියම වූයෙන් ඔහු හට අසුන අහිමි විය. එම නිසා අතුරු මැතිවරණයක් පැවැත්විණි.

1948 පාර්ලිමේන්තු අතුරු මැතිවරණය
1948 අප්‍රේල් 19 දිනදී  නාමයෝජනා භාරගත් අතුරු මැතිවරණයෙහිදී මෙම මැතිවරණ කොට්ඨාසය සඳහා ප්‍රතිඵල:

1952 පාර්ලිමේන්තු මහා මැතිවරණය
24 මැයි 1952 සහ 30 මැයි1952 දක්වා කාලය අතරතුරදී පැවැත්වුනු  දෙවන පාර්ලිමේන්තු මැතිවරණයෙහි මෙම මැතිවරණ කොට්ඨාසය සඳහා ප්‍රතිඵල:

1956 පාර්ලිමේන්තු මහා මැතිවරණය
5 අප්‍රේල් 1956 සහ 10 අප්‍රේල් 1956දක්වා කාලය අතරතුරදී පැවැත්වුනු  තෙවන පාර්ලිමේන්තු මැතිවරණයෙහි මෙම මැතිවරණ කොට්ඨාසය සඳහා ප්‍රතිඵල:

1960 (මාර්තු) පාර්ලිමේන්තු මහා මැතිවරණය
19 මාර්තු 1960 දිනදී පැවැත්වුනු  සතරවන පාර්ලිමේන්තු මැතිවරණයෙහි මෙම මැතිවරණ කොට්ඨාසය සඳහා ප්‍රතිඵල:

1960 (ජූලි) පාර්ලිමේන්තු මහා මැතිවරණය
20 ජූලි 1960 දිනදී පැවැත්වුනු  පස්වන පාර්ලිමේන්තු මැතිවරණයෙහි මෙම මැතිවරණ කොට්ඨාසය සඳහා ප්‍රතිඵල:

1965 පාර්ලිමේන්තු මහා මැතිවරණය
22 මාර්තු 1965  දිනදී පැවැත්වුනු  හයවන පාර්ලිමේන්තු මැතිවරණයෙහි මෙම මැතිවරණ කොට්ඨාසය සඳහා ප්‍රතිඵල:

1970 පාර්ලිමේන්තු මහා මැතිවරණය
27 මැයි 1970 දිනදී පැවැත්වුනු  සත්වන පාර්ලිමේන්තු මැතිවරණයෙහි මෙම මැතිවරණ කොට්ඨාසය සඳහා ප්‍රතිඵල:

1977 පාර්ලිමේන්තු මහා මැතිවරණය
21 ජූලි 1977 දිනදී පැවැත්වුනු  අටවන පාර්ලිමේන්තු මැතිවරණයෙහි මෙම මැතිවරණ කොට්ඨාසය සඳහා ප්‍රතිඵල:

ආශ්‍රිත

ශ්‍රී ලංකාවේ පැරණි මැතිවරණ කොට්ඨාස
 කොළඹ දිස්ත්‍රික්කය

අවිස්සාවේල්ල මැතිවරණ කොට්ඨාසය


An Aloe peyrierasii in uska species han Liliopsida nga ginhulagway ni Georges Cremers. An Aloe peyrierasii in nahilalakip ha genus nga Aloe, ngan familia nga Xanthorrhoeaceae.

Mabibilngan ini ha Madagascar. Waray hini subspecies nga nakalista.

Mga kasarigan

Mga sumpay ha gawas

Aloe

Aloe peyrierasii


Walter Arnold (* 19. Juni 1891 in Schorndorf; † 20. Oktober 1973 ebenda) war ein deutscher Fabrikant.

Arnold bewirkte gegen Ende des Zweiten Weltkriegs 1945 die friedliche Übergabe seiner Heimatstadt Schorndorf an US-amerikanische Verbände, wodurch eine Zerstörung des historischen Stadtkerns durch Kampfhandlungen vermieden wurde. Nach Kriegsende war er für einige Wochen kommissarischer Bürgermeister von Schorndorf; 1961 ernannte ihn die Stadt zu ihrem Ehrenbürger.

Leben
Walter Arnold wurde als erster Sohn von Carl Arnold, dem Gründer der unter anderem in Schorndorf ansässigen möbelproduzierenden Arnold-Werke, am 19. Juni 1891 in Schorndorf geboren.

Nach der mittleren Reife im Jahr 1907 absolvierte Arnold nacheinander eine kaufmännische Lehre und eine Schlosserlehre. Anschließend ging Arnold in die Vereinigten Staaten, um dort Betriebswirtschaft zu studieren. Als 1914 der Erste Weltkrieg ausbrach und ihm als "feindlichem Ausländer" das Weiterstudieren untersagt wurde, konnte Arnold dieses Studium nicht abschließen. Die Ausreise nach Deutschland wurde ihm ebenfalls zunächst untersagt. Am 3. Dezember 1916 heiratete er seine amerikanische Freundin Mezza Wood; dem Ehepaar wurde schließlich im Oktober 1919 die Ausreise nach Deutschland erlaubt.

1920 zog Arnold nach Kempen am Niederrhein und leitete fortan das dortige Arnold-Werk; ab 1925 standen auch die Werke in Schorndorf und Ernsbach unter seiner obersten Leitung. Darüber hinaus engagierte sich Arnold als Beiratsmitglied der IHK in Krefeld sowie als Vorstandsmitglied des Metall-Industriellenverbandes des linken Niederrheins. Politisch war Arnold viele Jahre als erster Kreisdeputierter des Landkreises Kempen aktiv. Am 24. August 1939 beantragte er die Aufnahme in die NSDAP und wurde zum 1. November desselben Jahres aufgenommen (Mitgliedsnummer 7.263.206). 1941 ließ er sich wieder in seiner Heimatstadt Schorndorf nieder und übernahm die Geschäftsführung des dortigen Werkes.

Als kurz vor Kriegsende 1945 US-amerikanische Truppen vor den Toren Schorndorfs standen, war die Wehrmacht fest zur Verteidigung der Stadt entschlossen. Als einflussreichem Bürger gelang es Walter Arnold, die deutschen Militärs von diesem Vorhaben abzubringen und eine Zerstörung seiner Heimatstadt zu verhindern. Er trat mit US-amerikanischen Vorauskommandos in der Nähe von Oberndorf in Kontakt und verbürgte sich für eine friedliche Übergabe der Stadt Schorndorf; dabei kamen ihm seine in den Vereinigten Staaten erworbenen Englischkenntnisse zugute. Nach Kriegsende war Walter Arnold bis zum 25. Juni 1945 kommissarischer Bürgermeister von Schorndorf. Außerdem war Arnold in dieser Zeit Verbindungsmann zwischen dem örtlichen Landratsamt und der amerikanischen Militärverwaltung in Waiblingen.

1961 wurde er zum Ehrenbürger der Stadt Schorndorf ernannt.
Walter Arnold verstarb am 20. Oktober 1973 im Alter von 82 Jahren in Schorndorf.

Sonstiges
1985 wurde in Schorndorf die Walter-Arnold-Brücke, welche die örtlichen Gleisanlagen in Nord-Süd-Richtung überspannt, für den Verkehr freigegeben.

Einzelnachweise

Ehrenbürger von Schorndorf
Bürgermeister (Schorndorf)
Unternehmer (Württemberg)
Württemberger
Deutscher
NSDAP-Mitglied
Geboren 1891
Gestorben 1973
Mann

Walter Arnold (Fabrikant)


Erdi Öner (* 4. Mai 1986 in Izmir) ist ein türkischer Fußballspieler.

Karriere
Erdi Öner begann mit dem Fußballspielen in der Jugendabteilung von Balçovaspor und wechselte zwei Jahre später in die Jugend von Göztepe SK.

Im Januar 2005 erhielt er von seinem Verein einen Profivertrag und war fortan Teil des Profi-Kaders. Sein Profidebüt gab er etwa ein Jahr später am 30. Januar 2005 im Ligaspiel gegen İnegölspor.

Nachdem Göztepe SK in enorme finanzielle Engpässe geraten war, wurden viele Spieler zum Verkauf ausgestellt. So wechselte Öner zur Saison 2006/07 zum Stadtrivalen Altay İzmir und war hier drei Spielzeiten lang tätig.

Zur Spielzeit 2009/10 verpflichtete ihn der türkische Erstligist Kasımpaşa Istanbul. Hier saß er in seiner ersten Saison überwiegend auf der Ersatzbank und machte nur drei Ligapartien. Mit seiner zweiten Spielzeit kam er regelmäßig zum Einsatz.

Zur Saison 2012/13 einigte er sich mit dem Zweitligisten Karşıyaka SK und kehrte nach dreijähriger Abstinenz wieder nach Izmir zurück.

Zum Sommer 2013 wechselte er innerhalb der TFF 1. Lig zu Adana Demirspor. Zur Saison 2014/15 wechselte er innerhalb der TFF 1. Lig zu Manisaspor. Mit diesem Verein stieg er zum Saisonende in die TFF 2. Lig, schaffte aber im darauffolgenden Sommer den direkten Wiederaufstieg.

Nach dem Aufstieg mit Manisaspor wechselte Öner zum Drittligisten Kocaeli Birlikspor.

Erfolge
 Mit Kasımpaşa Istanbul
 Play-off-Sieger der TFF 1. Lig und Aufstieg in die Süper Lig: 2011/12

Mit Manisaspor
 Meister der TFF 2. Lig und Aufstieg in die TFF 1. Lig: 2015/16

Weblinks

Einzelnachweise

Fußballspieler (Adana Demirspor)
Fußballspieler (Altay Izmir)
Fußballspieler (Göztepe Izmir)
Fußballspieler (Karşıyaka SK)
Fußballspieler (Kasımpaşa Istanbul)
Fußballspieler (Körfez SK)
Fußballspieler (Manisaspor)
Geboren 1986
Person (Izmir)
Türke
Mann

Erdi Öner


Mladen Tarbuk (Sarajevo, 1962.) je hrvatski dirigent, skladatelj i glazbeni pedagog.

Životopis
Na Prirodoslovno matematičkom fakultetu u Zagrebu studirao je fiziku, a na Muzičkoj akademiji u Zagrebu kompoziciju u razredu prof. Stanka Horvata te dirigiranje u razredu prof. Igora Gjadrova. Studij dirigiranja nastavio je na Sveučilištu za glazbu i scenske umjetnosti u Grazu kod Milana Horvata. Na Sveučilištu za glazbu i scenske umjetnosti u Beču usavršavao se u kompoziciji kod Friedricha Cerhe i u dirigiranju kod Uroša Lajovica. Bio je korepetitor Slovenskog narodnog gledališča u Mariboru (1987. – 89.), potom korepetitor i asistent dirigenta u Baletu i Operi Hrvatskog narodnog kazališta u Zagrebu (1989. – 1991.) te šef-dirigent Simfonijskog puhačkog orkestra Hrvatske vojske (1993. – 2000.).

Mladen Tarbuk svestrana je umjetnička osobnost, operni i simfonijski dirigent, skladatelj, producent, pedagog i redaktor. Dirigirao je u Njemačkoj, Češkoj, Italiji, Belgiji, Austriji, Rusiji, Mađarskoj i Sloveniji. Praizveo je operu Café Museum-oder die Erleuchtung Kurta Schwertsika na Musikprotokollu u Grazu 1993. godine, a posebno njeguje glazbeno-scenska djela R. Wagnera i R. Straussa, te simfonijsku glazbu XX. stoljeća.

Također je sudjelovao u izdavanju izvornika Glasovirskog koncerta, Fantazije, Simfonije i Pjesama za glas i orkestar Dore Pejačević, te orkestralne idile Večer Vatroslava Lisinskog. Djela su mu izvođena na uglednim glazbenim festivalima (Gaudeamus Amsterdam, Musicora Paris, Wien modern, Trieste prima, Europamusicale München, World Music Days Manchester, Moskovska jesen, Muzički biennale Zagreb) te snimana za fonoteke ORF-a, BBC-a, RAI-a, NR-a i HRT-a.
Na zagrebačkoj Muzičkoj akademiji djeluje od 1990. kao predavač teorijskih predmeta, a od 1998. kao docent, redovni je profesor na Odsjeku za kompoziciju i teoriju glazbe. Od 2000. prvi je dirigent Simfonijskog orkestra Hrvatske radiotelevizije. Od 2002. do 2005. bio je intendant Hrvatskog narodnog kazališta u Zagrebu. Glazbeni je direktor DLJI.

Član je nekolicine umjetničkih udruga i institucijama kao što su Hrvatsko društvo skladatelja, Fond Lovro i Lilly Matačić, Hrvatska udruga za zaštitu izvođačkih prava i Glazbeni savjet HRT-a.

Skladbe

Rekonstruirao je izgubljenu partituru drugoga čina Sunčanice Borisa Papandopula, te redigirao operu Nikola Šubić Zrinjski Ivana pl. Zajca.

Skladbu Zildjian Concerto za udaraljke i orkestar, partituru i dionice, kao i snimku na kompaktnoj ploči, objavila je američka izdavačka kuća HoneyRock. Audio zapis skladbe Concerto grosso nalazi se na CD-u trubača Petra Obradovića (HDS/Cantus d.o.o./HRT, Zagreb, 2000.) .), dok se zapis Varijacija na međimursku temu nalazi na CD-u pijanista Maksima Mrvice (HDS/Cantus d.o.o./HRT, Zagreb, 2001.). Notni materijal skladbe A tre za gudački trio objavljen je u ediciji Ars Croatica Hrvatskog društva skladatelja, dok je Discusiones amorosas objavio Centar za turističke inicijatice u Tolosi.

Nagrade i priznanja
Dobitnik je više nagrada i priznanja kao što su nagrada za najbolju izvedbu Janačekove Sinfoniette na Natjecanju dirigenata Smetana-Dvořák-Janaček u Olomoucu (1992.), počasna diploma na Natjecanju mladih dirigenata Carlo Zecchi u Rimu (1989.), Nagrada Dr. Ernst Vogel (Stockerau, 1993.) i Nagrada Stjepan Šulek (Zagreb, 1994.). Laureat je Međunarodnog natjecanja za zborsku skladbu, Tolosa, 1993. Dobitnik je preporuke za izvedbu na 1. međunarodnom natjecanju mladih skladatelja u Beču (1991.) i finalist natjecanja Alpe-Adria Giovani održanog 1992. u Trstu. Za glazbenu produkciju 1998. te za kompoziciju 2001. primio je diskografsku nagradu Porin.

Ostalo
 "Sve najbolje" kao dirigent (2016.)

Izvori

Vanjske poveznice

Hrvatsko društvo skladatelja

Životopisi, Split
Hrvatski dirigenti
Hrvatski skladatelji
Dobitnici_nagrade_HAZU

Hrvatski glazbeni pedagozi

Mladen Tarbuk


Katgab (dansk) eller Kattloch (tysk) er en bebyggelse, beliggende syd for Sønderup i bydelen Tarup i det østlige Flensborg i det nordlige Tyskland. Katgab bestod i 1820'erne af kun et enkelt kådnersted (husmandssted), som markerede Sønderups østlige grænse. I dag omfatter bebyggelsen seks parcelhuse. Husene ligger umiddlbart syd for banestrækningen Flensborg-Egernførde-Kiel. Syd for Katgab opstod efter året 2000 med Højmark (Hochfeld) et nyt parcelhus-kvarter.

Formerne viser, at navnet er et oprindeligt Kat(te)gat, der senere blev omdannet til Katgab. Navnet Kat(te)gat bliver anvendt for et smalt farvand, her måske i overført betydning om en bebyggelse ved en smal passage på landjorden. Stedet ligger ved vejen til Sønderup. Måske var det også et spotnavn for et kathul (sml. Kathule ved Lemvig).

Litteratur
 Gerret Liebing Schlaber: Fra opland til bydele. Flensborgs bymark og de indlemmede landsbyer i foto og tekst ca. 1860-1930. Vom Land zum Stadtteil. Flensburgs Stadtfeld und die eingemeindeten Dörfer in Bild und Wort ca. 1860-1930. Flensborg 2009, side 113/114.

Eksterne henvisninger

Noter

Bydele i Flensborg

Katgab