عبد العزيز عبد الرحمن (18 مارس 1982 -)، مغني سعودي. ولد في تبوك ومن سكان منطقة الرياض، من اب سعودي وام أردنية.

إنجازاته
الحائز على المركز الأول في برنامج ستار أكاديمي 6. بنسبه تفوق النصف وقد تميز عبد العزيز عبد الرحمن في الأكاديمية بشخصيته القوية والمرحه، وصوته الجميل والمميز وحضوره القوي على المسرح، واضفى وجوده جوا مميزاً. كان يتفوق على نفسه في صفوف تمارين الصوت وصفوف المسرح مع الأساتذة ماري محفوض وميشيل جبر. كما انه تم اختياره كا أفضل فنان صاعد لعام 2009 بعد تخرجه من الأكاديمية بعدة أشهر وذلك في احتفال الـ دي جيه السنوي كما تم تقديم عدة تكريمات له في عدة مناسبات وذلك في خلال سنه واحده فقط من بعد تخرجه من الأكاديمية.

عبد العزيز والأساتذة

تميز عبد العزيز بعلاقته القوية والمتينه مع الاساتذه

أعماله الفنية

اصدر أول اغنياته سنه 2009 بعنوان وافرض وحققت هذه الأغنية نجاحا كبيراً رغم عدم تصويرها فيديو كليب.
واصدر بعدها عملا مشتركا مع الفنان الكبير عبادي الجوهر بمناسبة سلامة الأمير سلطان بن عبد العزيز آل سعود وكانت بعنوان نحمد الله، واصدر أغنية عراقيه مميزه بعنوان اخذوله من البومه الجديد الذي لم يصدر بعد وهو عاكف حالياً في العمل عليه، ويحتوي هذا العمل على عدة اغاني بلهجات عربيه مختلفه وخاصه انه تميز في الأكاديمية بأتقان عدة لهجات بشكل جيد وتميز باللونين اللبناني والعراقي، وتعاون عبد العزيز مع عدد من أهم الشعراء والملحنين الخليجيين والعرب وسيكون هناك تعاون جديد مع الفنان الكبير عبادي الجوهر في البومه القادم،
واصدر في عام 2012 اغنيتين بعنوان ماعلموك ولاتحاسبني،
وفي عام 2012 قدم مهرجان الفيلم السعودي الذي عرض على قناة روتانا خليجية.

صوته

يتميز صوت عبد العزيز بالقوة والضخامة وكثيرا ما كان الأساتذة يشيرون إلى ان خامه صوته اوبراليه نادره
وتندرج تحت مسمى باس باريتون، وكان يؤدي عدة مقطوعات اوبراليه كلاسيكيه بعدة لغات منها الإيطالي والفرنسي رغم
عدم معرفته بهذه اللغتين.

القاب اطلقها عليه الجمهور

خلال مسيرته في ستار أكاديمي 6 ابهر الناس بموهبته في العزف على آلة العود وعلى صوته الذي يطوعه في كل لون من الوان الغناء واللهجات فاطلق الجمهور عليه عدة القاب منها صانع الأغنيه، والسلطان عبد العزيز، وغيرها من الألقاب وقد ذكر في مقابله تلفزيونيه ان الألقاب التي اطلقها عليه جمهوره ومحبوه هي أهم بالنسبة له من لقب ستار اكاديمي6 رغم اعتزازه بهذا اللقب.

أعماله
 وافرض
 نحمد الله
 اخذوله روحي
 ماعلموك
 لا تحاسبني
 بطل بطل

مراجع

وصلات خارجية

موقعه الرسمي

أشخاص على قيد الحياة
أشخاص من تبوك
حائزون على ستار أكاديمي
سعوديون من أصل أردني
متسابقو البرامج التلفزيونية العربية
مغنون ذكور سعوديون في القرن 21
مغنون سعوديون
مواليد 1402 هـ
مواليد 1982
مواليد في تبوك

عبد العزيز عبد الرحمن


El accidente ferroviario de Flores de 2011 fue un siniestro entre un autobús y dos formaciones de línea Sarmiento, que tuvo lugar en el barrio de Flores de la ciudad de Buenos Aires, el 13 de septiembre de 2011.

Horas antes del accidente, un camión había roto la punta de la barrera del paso a nivel de la calle Artigas del barrio porteño de Flores debido a que la barrera se encontraba sin funcionar a 45 grados sostenida con un palo y ante la presencia de un banderillero que permitió el paso del camión. La empresa responsable del correcto funcionamiento de la barrera era el grupo TBA de los hermanos Cirigliano.

Horas más tarde un autobús de la Línea 92 cruzó las vías de la Línea Sarmiento siendo embestido por una formación identificada como "Chapa 3", la que a su vez descarriló y embistió de frente a otra formación que entraba a la misma estación en el sentido contrario.

Sucesión de los hechos

A las 2:38, un camión de basura rompió la punta de la barrera del paso a nivel de la calle Artigas en el barrio porteño de Flores. Dicha barrera no funcionaba correctamente ya que se encontraba trabada con un palo a 45 grados con señales sonoras y auditivas permanentes, cuyo funcionamiento no estaba relacionado con la aproximación de formaciones. La empresa responsable de que la barrera funcionara correctamente era Trenes de Buenos Aires del grupo Cirigliano. En el momento de la rotura de la barrera, se encontraba en sitio un banderillero que permitió el paso del camión a pesar de la anomalía de la situación.

La Policía Metropolitana de la Ciudad de Buenos Aires a cargo de la seguridad vial en Buenos Aires tampoco dio aviso de la situación ni tomo acción alguna a pesar de que el hecho estaba siendo monitoreado con cámaras de seguridad en vivo. Dicha fuerza de seguridad no colocó "en consigna" de uno de sus agentes en el lugar pese a haber tenido filmada la maniobra.

A las 6:23, un colectivo de la Línea 92 que se dirigía hacia Retiro cruzó el paso a nivel sin advertir un tren de la Línea Sarmiento que circulaba en sentido hacia Moreno, y fue embestido por dicha formación. La carrocería del ómnibus quedó destrozada como producto del doble impacto: en primer lugar con el ferrocarril, y luego con el borde del andén de la Estación Flores. Adicionalmente y como resultado del choque, el primer tren descarriló desplazándose hacia la vía opuesta, e impactando contra una segunda formación que circulaba realizando el recorrido contrario.

Grabaciones de una cámara de seguridad provistas por la Policía Metropolitana de la Ciudad de Buenos Aires y difundidas por la prensa local dan testimonio de que las señales lúminicas y sonoras del cruce advertían sobre la llegada de la formación, pero en forma confusa ya que estaban activadas permanentemente; asimismo la barrera no estaba en posición horizontal, sino a 45° ya que horas antes del accidente un camión había roto la punta de la barrera del paso a nivel del barrio porteño de Flores, pero la Policía Metropolitana a cargo de la seguridad vial en Buenos Aires no dio el un aviso de que la barrera fue embestida y no colocó "una consigna" de uno de sus agentes en el lugar pese a haber tenido filmada la maniobra. Por otro lado, en las mismas grabaciones, se observa que la barrera había estado funcionando de dicha forma momentos antes del accidente y que había un banderillero dirigiendo el tránsito. Cuando se produce el choque, no se observa la presencia del banderillero.

Minutos después del accidente, personal de las fuerzas de seguridad y de la salud se encontraban en el lugar realizando las primeras tareas de rescate. Varias decenas de ambulancias trasladaron a los heridos durante toda la mañana hacia los hospitales más cercanos. El maquinista de la formación descarrilada quedó atrapado entre los hierros durante aproximadamente dos horas, y pudo ser rescatado con heridas graves.

Causa
El juez federal Julián Ercolini y el fiscal federal Gerardo Di Masi quedaron a cargo de la investigación de las causas que ocasionaron el siniestro.

Consecuencias
Once personas fallecieron en el accidente: un menor, tres mujeres y siete hombres, entre los que se encuentra el chofer del colectivo. Mientras que 228 personas resultaron heridas.

Durante el día del accidente, la Línea Sarmiento ofreció un servicio reducido entre Estación Moreno y Estación Liniers.

En los días subsiguientes, se anunció el avance del Soterramiento del Ferrocarril Sarmiento, en el cual se proyecta eliminar todos los pasos a nivel de esta línea.

Referencias

Enlaces externos
 Centro de Información Judicial - Video del accidente ferroviario en el barrio de Flores.
 Canal Audiovisual de Télam - Video andén.
 Policía Metropolitana - Accidente vial en Flores.

Flores
Flores (Buenos Aires)
Argentina en 2011
Desastres en 2011
Ferrocarril de la ciudad de Buenos Aires

Accidente ferroviario de Flores de 2011


Edward Stanley, 1. Baron Monteagle KG (* um 1460; † 6. April 1523)  war ein englischer Adliger..

Leben
Edward Stanley war der fünfte Sohn des Thomas Stanley, 1. Earl of Derby, aus dessen erster Ehe mit Eleonor Neville. Edward IV. schlug ihm am 24. Juli 1482 zum Knight Banneret und er war 1483 einer der Sargträger bei dessen Beerdigung.

Vom Aufstieg seines Vaters unter Henry VII. profitierte auch der Sohn. 1484 war er Friedensrichter für Kent und im Herbst 1485 wurde Edward Stanley High Sheriff von Lancashire. Am 15. Oktober 1485 wurde er um Hilfestellung gegen einen schottischen Angriff ersucht und am 1. Dezember 1485 wird ihm das Amt des Keeper of New Park in Langley übertragen. 1488/89 wurden ihm die Herrensitze von Farleton in Lonsdale, Fareleton in Westmorland und Brierley in Yorkshire übertragen. 1509 war er Friedensrichter für Westmorland und Yorkshire.

1511 diente Edward Stanley als Verantwortlicher für die Musterung (Commissioner of array) in Yorkshire und Westmoreland. 1513 nahm er an der Schlacht von Flodden Field teil. Sein Beitrag zu dieser Schlacht ist umstritten, denn er war nur für die Nachhut verantwortlich, trotzdem soll er entscheidend zum englischen Sieg beigetragen haben. Der Volksmund schreibt ihm die Tötung des schottischen Königs Jakob IV. zu. Für seinen Beitrag zum Gewinn der Schlacht wurde er am 23. April 1514 zum Knight Companion des Hosenbandordens ernannt und am 8. Mai 1514 feierlich in den Orden eingeführt.

Am 23. November 1514 wurde er durch Writ of Summons ins House of Lords einberufen und damit zum erblichen Baron Monteagle erhoben. Im Juni 1520 nahm er am Treffen des englischen und französischen Königs auf dem Field of the Cloth of Gold in der Nähe von Calais teil.

Edward Stanley starb am 6. April 1523 und wurde in Hornby begraben.

Familie
Edward Stanley heiratete in erster Ehe Elizabeth Vaughan, die Tochter des Sir Thomas Vaughan, Gutsherr von Tretower in Brecknockshire. Die Ehe blieb kinderlos. In zweiter Ehe heiratete er Anne Harrington, eine Tochter des Sir John Harrington. Aus der Ehe ging mindestens ein Sohn, Thomas Stanley, hervor, der ihn 1523 als Baron Monteagle beerbte. Er hatte zudem zwei uneheliche Söhne (Thomas und Edward) und eine uneheliche Tochter (Mary).

Literatur und Weblinks
 Albert Frederick Pollard: Edward Stanley (1460?–1523). In: Dictionary of National Biography. Band 54, Smith, Elder & Co., London 1898.

Einzelnachweise

Baron Monteagle
Knight Banneret
Ritter (Mittelalter)
Mitglied des House of Lords
Ritter des Hosenbandordens
Militärperson (England)
Person in den Anglo-Schottischen Kriegen
Edward, 01 Baron Monteagle
Engländer
Geboren im 15. Jahrhundert
Gestorben 1523
Mann

Edward Stanley, 1. Baron Monteagle


Ptolemeu sau Ptolemaeus (în ), fiul lui Mennaeus (Mennæus), a fost un tetrarh al Itureei și Chalcisului din 85 î.Hr. până în 40 î.Hr., an în care a murit. El a încercat să își extindă regatul prin expediții războinice (Strabon, xvi. 2, § 10), a stăpânit Libanul, a amenințat Damascul, a subjugat mai multe provincii de pe coasta feniciană și a ocupat pentru o perioadă orașul Paneas (Iosephus, Ant.  xv. 10, §§ 1-3). În fapt, întreaga Galilee se aflase anterior în posesia iturenilor și fusese cucerită de la ei în 103 î.Hr. de către Aristobul I. (ibid.  xiii. 11, § 3).

Evreii s-au considerat oprimați de Ptolemeu și, prin urmare, Aristobul al II-lea, încă prinț la acel moment, a întreprins la cererea mamei sale, Alexandra, o expediție către Damasc pentru a proteja orașul împotriva lui Ptolemeu (ibid.  16, § 3; idem, B. J. i. 5, § 3). Pompei a distrus fortărețele lui Ptolemeu din Liban și a ocupat, fără îndoială, orașele elenistice așa cum a făcut și în Iudeea. Când Aristobul al II-lea a fost ucis de armatele lui Pompei în Iudeea (49 î.Hr.), fiii și fiicele sale au găsit protecție la Ptolemeu (Ant.  xiv. 7, § 4; B. J. i. 9, § 2). Conducătorii naționali evrei au avut parte în acel moment de sprijinul iturenilor din Chalcis și, probabil, următoarea declarație a făcut referire la acel fapt: "În ziua de 17 Adar pericolul amenința restul Soferimului în orașul Chalcis și a existat o mântuire pentru Israel" (Meg. Ta'an.  xii.).

Antigon, fiul lui Aristobul al II-lea, a fost, de asemenea, susținut de Ptolemeu în încercarea sa de a deveni rege al Iudeei (Ant.  xiv. 12, § 1). Iosephus spune că regele hasmoneu Antigon era o "rudă" a lui Ptolemeu. Conducătorul iturean se căsătorise cu sora lui Antigon, Alexandra, care fusese căsătorită anterior cu Philippion, fiul lui Ptolemeu. Cu toate acestea, Ptolemeu și-a ucis fiul pentru a-i lua soția. Ptolemeu a murit atunci când parții au invadat Iudeea (Jewish Wars. xiv. 13, § 3; B. J. i. 13, § 1). I-a succedat la tron fiul său, Lysanias.

Note

Bibliografie

 WRIGHT, N.L. 2013: "Ituraean coinage in context". Numismatic Chronicle 173: 55-71. (accesibilă online)

Decese în 40 î.Hr.
Greci din epoca romană

Ptolemeu (fiul lui Mennaeus)


Ehren McGhehey (nacido el 29 de noviembre de 1976) es un actor y acróbata estadounidense. Es conocido por participar en la serie de MTV Jackass y en sus posteriores películas.

Jackass
Después que McGhehey se retirara de surfear sobre la nieve debido a una lesión, tuvo un trabajo en una tienda de skate en Portland. Allí filmó algunas ideas y trucos en una escala pequeña, luego fue elegido por el director de Jackass Jeff Tremaine, quién lo colocó en el equipo Jackass. McGhehey luego apareció en las cuatro películas de Jackass. El lema de Ehren a la hora de realizar acrobacias es "La seguridad es lo primero". McGhehey es a menudo referido como "Danger Ehren" por el equipo de Jackass. Es el blanco de muchas bromas por Jackass, sobre todo, por el "Taxi del terror" en Jackass Number Two.

Televisión
Jackass (2000–2002)
Bam's Unholy Union (2007)

Cine
Jackass: The Movie (2002)
Grind (2003)
Jackass Number Two (2006)
Jackass 2.5 (2007)
Jackass 3D (2010)
Jackass 3.5 (2011)
Jackass Forever  (2022)
 Jackass 4.5 (2022)

Referencias

Acróbatas
Actores de Oregón
Actores de televisión de Estados Unidos

Ehren McGhehey


ඉංගිරිසි බසින් ගෝටෙක් වයඩක්ට් ( , MLCTS: gu.hti.ta.aa.; Gohteik viaduct ලෙස දු හැඳින්වේ.) යනු බුරුමය නොහොත් මියන්මාරයේ බටහිරි ෂාන් ප්‍රාන්තයේ (ရှမ်းပြည်နယ်) නවුඞ්කෝහි පිහිටි දුම්රිය පාලමෙකි (ට්‍රෙස්ටලය). මෙ පාලම පිහිටියේ බුරුමයේ හිටපු බිරිතානි යටත් විජිත පරිපාලකයනගේ ගිම්හාන අගනුවර වූ ප්යින් ඌ ල්වින් (ပြင်ဦးလွင်မြို့) හා උතුරු ෂාන් ප්‍රාන්ත ප්‍රධාන නගරය වන ලාෂියෝ (လားရှိုးမြို့) යන දෙ නුවර අතරයි. එය මියන්මාරයේ උසම පාලම වන අතර ඉදිකිරීම් නිමුණු කල්හි, ලොවැ විසල්තම දුම්රිය පාලම වී යැ. පාලම දළ විසින් මන්ඩලේ (မန္တလေး) සිට දහසු මීටර (කි.මී.) 100ක් පමණ ඊසාන දෙසින් පිහිටා ඇති.

මේ පාලම 2442-2443 (කි.ව.1899) දී පෙන්සිල්වේනියා හා මේරිලන්ත පාලම් ඉදිකැරුම් සමාගමය විසින් ඉදිකැරුණුව 2443-2444 (කි.ව.1900) දී ඇරුණේ යැ.  මෙහි කොටස් පෙන්සිල්වේනියා වානේ සමාගමය විසින් නිමැවුණුව ඇමෙරිකා එක්සත් රාජ්‍යන්හි සිටැ නැව්ගත කැරුණි. කලාපය තුළැ බිරිතානි අදිරජ බලයේ ඈරීමට රුකුල් වනුව මෙ දුම්රිය මඟ ඉදිකැරුණි. ඉදිකිරීම් පෙරදෙව්ව (Project) බුරුම දුම්රිය සමාගමයේ ඉදිකුරුවකු වූ සුරු ආතර රෙන්ඩලයන් විසින් සුවික්සුණි.

පාලමේ දත්ත

පාලමෙහි දෙ කෙළවර අතරැ දිග මීටර 689 (අඩි 2,260) ක් වන අතර මීටර 12ක (අඩි 39) පරතර ඇති වැ කුළුණු 15ක් හා මීටර 24ක් (අඩි 79) දිගු දෙ-කුළුණක් ද ඇතුළත් වේ. The 15 towers support 10 deck truss spans of 37 metres (121 ft) along with six plate girder spans 18 metres (59 ft) long, and an approach span of 12 metres (39 ft). බොහෝ මූලාශ්‍ර පාලමේ උස මීටර 250 (අඩි 820) ලෙස දක්වා ඇති. එය ගං මට්ටමට කළ මිනුමක් සේ සැලැකෙනුයේ ට්‍රෙස්ටලය යටින් ගමන් කරන තැනැ දී ගඟ උමඟක් ඔස්සේ බිම්ගතව ගලා යන හෙයිනි. රේල් තට්ටුවේ සිටැ උසම කුළුණේ ගඟ පහළ පස බිම දක්වා මැනෙන පරිදි පාලමේ සැබෑ උස මීටර 102 (අඩි 335)ක් වේ. ඉදිකිරීම් සඳහා වැය වුණු මුදල පවුම් 111,200කි.

එහි සිප්යුරු හා සොබාහුරු තතුව හෙයින් ලෝ සම්මතයේ මහ නිමැවුමක් සේ සැලැකේ.

දිහැරැවුම (අදිහැරැවුම-ඩයිවර්ශන්)
මන්ඩලේ (မန္တလေး) සිටැ ලාෂියෝ (လားရှိုးမြို့) දක්වා වන දුම්රිය මඟ උපායමාර්ගික අගයක් ඇති මඟක් සේ සැලැකෙනුයෙන්, ගෝටෙක් වියඩක්ටුව හට හානි පැමුණුව ද දුම්රිය දිවවනුව, නෙත්කලුඅශ්වාරෝහක වක්‍ර (ඛුරප වක්‍ර?) සහිත වූ නිම්න බිමට දිහැරැවුම් මඟක් කි.ව.1976 හා කි.ව.1978 හා අතරැ දී ඉදිකැරුණි. ඒ පීලි 2013 දී ද පාලමේ සිටැ දැකියැ හැකි වියැ. එ නමුදු, දිහැරැවුම් මඟ 2002 සිටැ නිවර්තන ගස්වැල්වලට අතහැර දමා ඇති.

සැඳැහුම
පෝල් තේරෝ (Paul Theroux) ගේ පැසැසුම්ලත් සැරි සරු විසිතුරුවම වන "ද ග්රේට් රේල්වේ බසාර්"හි (The Great Railway Bazaar) මෙ පාලම ගැනැ සැඳැහේ. ඔහු විසින් එය විසිතුරු කැරුණේ "සියලු ඉරිතලා ගිය ගල් හා කැලෑහි, රිදී දියමනුවේ (ජ්‍යාමිතියේ-geometry) රකුසෙක්, එහි පෙනුම අමුතුයි" යනුවෙනි. ("a monster of silver geometry in all the ragged rock and jungle, its presence was bizarre").

මේකත් බලන්නැ

 මියන්මාරයේ දුම්රිය ප්‍රවාහනය

යොමු කිරීම්

Infobox mapframe without OSM relation ID on Wikidata
Coordinates on Wikidata

ගෝටෙක් වයඩක්ට්


A Conferência Episcopal Italiana () (CEI) é a conferência episcopal dos bispos da Igreja Católica na Itália e, portanto, serve como a principal assembleia dos prelados cristãos neste país. Também jurisdiciona a Igreja Católica em San Marino.

Funções
A CEI nasceu em Florença em 8 de janeiro de 1952 na forma de uma assembleia dos presidentes das conferências episcopais das regiões conciliares italianas.

Ao contrário das conferências episcopais de outros países, a italiana é a única cujo presidente não é eleito pelos membros, mas é nomeado pessoalmente pelo Papa como Primaz da Itália com base em uma lista tríplice apresentada pela assembleia.

As Conferências Episcopais Nacionais foram órgãos fortemente desejados pelo Cardeal Giuseppe Siri, arcebispo de Gênova por quarenta anos, um dos maiores especialistas em Tomismo em todo o mundo. O próprio Siri foi um dos primeiros presidentes deste órgão, no cargo de 12 de outubro de 1959 a 1965.

A CEI funciona como uma pessoa jurídica (pública) com sede em Roma, cujos membros de direito são os arcebispos e bispos, de qualquer rito, das dioceses e outras igrejas particulares católicas italianas, os bispos coadjutores e auxiliares, bem como os bispos titulares que do Vaticano ou da própria CEI tenham recebido um cargo permanente especial em nível nacional.

A CEI está dividida em conferências episcopais regionais que dependem da nacional e faz parte do Conselho das Conferências Episcopais Europeias. Suas tarefas específicas são:

 estudar os problemas que afetam a vida da Igreja Católica na Itália;
 dar orientação no campo doutrinal e pastoral;
 manter relações com as autoridades públicas do Estado italiano.

O território de competência inclui a República Italiana e a República de San Marino. É o editor da TV2000, uma emissora de televisão independente, e da InBlu, uma rede de rádio. A CEI também colabora com a RAI para a produção do programa televisivo A sua immagine e com a Mediaset para a produção do programa televisivo Le frontiere dello Spirito.

Atual administração
 Presidente: cardeal Matteo Maria Zuppi, arcebispo de Bologna.
 Vice-presidente para a Itália setentrional: Erio Castellucci, arcebispo-abade de Modena-Nonantola e bispo de Carpi.
 Vice-presidente para a Itália central: Gianpiero Palmieri, arcebispo-bispo de Ascoli Piceno
 Vicepresidente para a Itália meridional: Francesco Savino, bispo de Cassano all'Jonio.
 Secretério geral: Giuseppe Baturi, arcebispo de Cagliari.
 Sub-secretários: mons. Roberto Malpelo, presbítero da diocese de Montepulciano-Chiusi-Pienza, mons. Valentino Bulgarelli, presbítero da Arquidiocese de Bolonha, don Michele Gianola, presbítero da diocese de Como.
 Ecônomo: Claudio Francesconi, presbítero da arquidiocese de Lucca.

Presidentes
 Cardeal Alfredo Ildefonso Schuster, O.S.B., arcebispo metropolita de Milano † (1952 - 1953)
 Cardeal Adeodato Giovanni Piazza, bispo de Sabina e Poggio Mirteto e secretário da Sagrada Congregação Concistorial † (1953 - 1954)
 Cardeal Maurilio Fossati, O.Ss.G.C.N., arcebispo metropolita de Torino † (1954 - 1958)
 Cardeal Giuseppe Siri, arcebispo metropolita de Genova † (1959 - 1965)
 Cardeal Luigi Traglia, pró-Vigário Geral para a Diocese de Roma † (1964 - 1965) (pro-presidente)
 Comitê com presidência coletiva temporária (1965 - 1966)
 Cardeal Giovanni Colombo, arcebispo metropolita de Milano †
 Cardeal Ermenegildo Florit, arcebispo metropolita di Firenze †
 Cardeal Giovanni Urbani, patriarca de Venezia †
 Cardeal Giovanni Urbani, patriarca de Venezia † (1966 - 1969)
 Cardeal Antonio Poma, arcebispo metropolita de Bologna † (1969 - 1979)
 Cardeal Anastasio Alberto Ballestrero, arcebispo metropolita de Torino † (1979 - 1985)
 Cardeal Ugo Poletti, Vigário Geral para a Diocese de Roma † (1985 - 1991)
 Cardeal Salvatore Pappalardo, arcebispo metropolita de Palermo † (1991) (pró-presidente)
 Cardeal Camillo Ruini, Vigário Geral para a Diocese de Roma (1991 - 2007)
 Cardeal Angelo Bagnasco, arcebispo metropolita de Genova (2007 - 2017)
 Cardeal Gualtiero Bassetti, arcebispo metropolita de Perugia-Città della Pieve (2017 - 2022)
 Bispo Mario Meini, bispo de Fiesole (2020) (pró-presidente)
 Cardeal Matteo Maria Zuppi, arcebispo metropolita de Bologna (desde 2022)

Ligações externas

Italia
Igreja Católica na Itália
Igreja Católica em San Marino

Conferência Episcopal Italiana


Sándor Vay (, Gyon - , Lugano) est un poète et journaliste hongrois. Avant sa transition de genre, cette personne est l'une des premières femmes hongroises diplômées d'université. Il travaille comme journaliste sous identité masculine, avant et après le scandale de son mariage avec une femme en 1889. L'affaire attire l'attention de sexologues réputés de l'époque, dont Havelock Ellis et Richard von Krafft-Ebing, qui s'appuient sur Vay pour définir le concept d'inversion sexuelle. Au cours de sa vie, il écrit des articles historiques sur des personnages et sujets culturels liés à la Hongrie.

Enfance et éducation
Sándor Vay naît sous le nom de Sarolta Vay le  à , dans le district central de Pest, Hongrie, l'enfant de Sarolta (née Beniczky) et du comte László Vay'. Issu de la vieille et noble famille Vay et de parents comtes de Voïvodine et de Laskod, son père est colonel général de Joseph de Habsbourg-Lorraine et gardien des joyaux de la couronne''. Ses parents se marient en 1855. La loi veut que sans héritier, les biens de la famille soient reversés au gouvernement : le couple veut absolument un fils. D'après les tabloïds américains, à la naissance de Vay, sa mère ne révèle pas son sexe au père et s'entend avec un prêtre pour baptiser l'enfant Sándor, mais inscrit le baptême dans le registre avec le prénom féminin Sarolta'. D'autres récits, comme celui de Richard von Krafft-Ebing et d'Anna Borgos, membre de l'Académie hongroise des sciences, remettent cette histoire en question'.

À la manière typique de la noblesse de l'époque, Vay apprend l'escrime, la pêche, l'équitation et le tir'. Cinq ans plus tard, les Vay ont un garçon, . Sándor reçoit une éducation privée d'un ami de son père, , capitaine militaire et journaliste'. Quand il a onze ans, son père se prépare à l'envoyer en académie, le père de Vay apprend le sexe de son enfant. Désormais appelé Sarolta, l'enfant est envoyé à Dresde chez sa grand-mère maternelle, Adolfné Bónis Johanna Beniczky, qui l'inscrit dans une école de filles. Après sa fuite avec une amoureuse Anglaise, Vay est renvoyé chez ses parents. Il étudie à Leipzig, Berlin et Budapest, devenant l'une des premières femmes hongroises à obtenir un diplôme universitaire. Malgré ses racines aristocratiques, Vay doit travailler en raison des finances limitées de sa famille'.

Carrière

À , Vay commence à publier des poèmes sous le nom de Sarolta Vay dans le Vasárnapi Ujság. Sous le mentorat du rédacteur en chef du journal, Adolf Ágai, il se concentre sur la prose et commence à soumettre des articles sous divers pseudonymes masculins, notamment Celesztin, D'Artagnan, Floridor et Vayk'. À l'époque, les femmes journalistes se limitent à publier dans des revues féminines ou sur la culture domestique, ce qui peut expliquer ces pseudonymes.

À partir de 1880, Vay vit comme un homme, buvant de l'alcool, provoquant d'autres personnes en duel et voyageant beaucoup. Il contribue régulièrement à des journaux tels que Debreczeni Hírlap, az Egyetértés, Magyar Szalon, Országos Hírlap, Pesti Hírlap et az Uj Idők, sous son nom de Sándor. Il discute avec Renée Erdős et à sa cousine , et tous trois parlent d'écriture. Voyant la curiosité des lecteurs pour le passé de la Hongrie, Vay commence à publier des articles historiques sur des personnes, des lieux et des mythes bien connus.

Scandales sexuels
Vay est bien connu en Autriche-Hongrie pour sa fréquentation des maisons de prostitution et des boîtes de nuit. Vers 1882, il est impliqué dans un duel pour les faveurs de l'actrice , bien qu'on ne sache pas si l'intérêt est mutuel. De 1883 à 1887, il entretient une relation avec une actrice, Emma Eszéki, qu'il rencontre à Nyíregyháza. Le couple est marié religieusement et vit ensemble à Pest. Vay quitte Eszéki après sa rencontre avec Mari Engelhardt, une institutrice de  de Klagenfurt′. Pour se libérer du mariage, Vay paie un montant énorme à Eszéki. Contre la volonté de sa famille, le nouveau couple se marie en secret en août 1889'. En difficulté financière, peut-être en raison de dettes de jeu, Vay emprunte 800 forints à son beau-père, disant en avoir besoin comme caution pour obtenir un emploi dans une société par actions'. Le beau-père pense que Vay est un escroc et le fait arrêter pour fraude′.

Pendant sa détention, on découvre que Vay a falsifié des documents et qu'il est né femme'. Au cours du procès, de nombreuses personnes, y compris l'avocat de la famille Vay, des membres de sa famille et de celle de sa femme, plusieurs éditeurs et écrivains, et le commandant de la ville de Budapest témoignent pour confirmer que Vay vit comme un homme. Une sage-femme est appelée pour un examen physique de l'anatomie de Vay afin de déterminer s'il est intersexué. Sa femme, qui témoigne qu'ils ont consommé leur mariage, déclare ne pas s'être doutée de la transidentité de Vay, bien qu'ils aient vécu plusieurs mois dans une petite chambre. Pour comprendre comment Vay aurait pu faire croire à des femmes qu'il est homme pendant ses relations sexuelles, il est examiné par C. Birnbacher, le médecin du tribunal de district de Klagenfurt, et un autre médecin nommé Josch'. Vay explique son attirance pour les femmes et a décrit leurs activités sexuelles, à contrecœur'.

Sur la base des déclarations des médecins au tribunal, selon lesquelles Vay est un inverti et incapable de se comporter différemment, le tribunal acquitte Vay et le libère sans l'obliger à détransitionner. Son beau-père fait appel du verdict, quiest revu par Theodor Meynert, membre de la faculté de médecine de l'université de Vienne. Meynert conclut que Birnbacher et Josch ont été dupés par Vay. Birnbacher répond qu'avant l'arrestation, Vay avait mené une vie typique d'homme et n'a aucune raison de changer son comportement. Il n'a aucun antécédent de violence, et sa famille ou ses connaissances n'ont pas ressenti le besoin de le faire interner. Birnbacher constate que les traits masculins de Vay font clairement partie de son identité. Il en conclut qu'étant donné des antécédents familiaux d'instabilité mentale, Vay est prédisposé à la maladie mentale. Couplé à son diagnostic d'inversion, Birnbacher atteste que Vay ne peut être tenu responsable de son comportement.

Fin de vie
À la fin du procès, Vay retourne à Budapest et à sa carrière de journaliste. Bien qu'il se plaigne en privé de la solitude, du manque de reconnaissance et de difficultés financières, Vay connaît un grand succès entre 1900 et 1910. Il écrit plus de  historiques et les publie en , devenant un auteur populaire et bien établi. En 1906, il commence à travailler comme marchand à Rijeka. Il y vend du café et des marchandises importées, et écrit et distribue un journal gratuit appelé le Kávé Ujság. Bien qu'initialement prometteur, son projet échoue et il redevient journaliste.

En 1908, une rue de sa ville natale est nommée comte Sándor Vay et l'année suivante, il publie 10 volumes de Gróf Vay Sándor munkái (Les Œuvres du comte Sándor Vay). Après 1910, les éditeurs de journaux et de livres hésitent à publier les travaux de Vay en raison du climat politique. Il déménage en Suisse, où il écrit des articles publiés dans l'édition dominicale de Pesti Hírlap. Vivant à Zürich au début de la Première Guerre mondiale, il ne peut plus voyager, mais pendant trois ans, il continue à envoyer des articles en Hongrie pour publication′.

En mars 1918, souffrant d'une pneumonie, Vay est admis à l'hôpital. Après avoir subi une intervention chirurgicale, il meurt d'une pleurésie le  à Lugano'. Les nécrologies en Hongrie l'appellent le « George Sand de la Hongrie », soulignant une perte pour la littérature hongroise.

Postérité
En 1908, une rue de sa ville natale est nommée comte Sándor Vay. En 1929, son frère, devenu missionnaire de l'Ordre des Frères Mineurs Capucins d'Assise, propose la construction d'un mémorial dans leur ville natale. Son vœu n'est pas réalisé. Bien que le "comte" ait été rayé de la rue "comte Sandor Vay" pendant la période soviétique de la Hongrie, le terme est restauré en 1989.

L'affaire juridique de Vay a eu une influence sur le développement de l'analyse médicale du lesbianisme. Son cas est étudié et publié dans des revues par d'éminents sexologues, dont Havelock Ellis et Richard von Krafft-Ebing'. La sociologue et historienne Hanna Hacker décrit Vay comme un archétype de la construction médicale et psychiatrique des caractéristiques de l'identité lesbienne et comme un modèle de femme butch pour le développement du domaine de la sexologie. Le cas lui-même a marqué la première fois que la transidentité est abordée d'un point de vue médical plutôt que moral. Cela représente également un passage de l'utilisation de la punition comme moyen de rétablir les normes sociales à une approche cherchant à comprendre et expliquer la déviation de la norme. L'influence de l'affaire ne se limite pas à la profession médicale, et Simone de Beauvoir fonde ses commentaires sur le lesbianisme dans Le Deuxième Sexe sur l'histoire de Vay.

L'héritage littéraire de Vay influence de nombreux écrivains hongrois, dont , Kinga Fabó, Géza Gyóni, Frigyes Karinthy, Gyula Krúdy, István Örkény et Zsuzsa Rakovszky. Sándor Weöres veut produire un drame sur Vay dans les années 1970, mais ne peut pas le publier. Les œuvres de Vay sont republiées avec succès à titre posthume. En 1918, son Pestvármegyei historiák (Histoires du comté de Pestvár), initialement publiée en 1907, est republiée et en 1924, Gróf Vay Sándor munkái (Les Œuvres du comte Sándor Vay) est réédité en 10 volumes. En 1926, Singer et Wolfner Publishing rééditent Régi nemes urak, úrasszonyok: históriák, legendák, virtusos cselekedetek, publié initialement en 1908, pour distribution par le ministère de la Religion et de l'Éducation publique. En 1986, Ágota Steinert édite et publie des sélections de la publication de 1900 Régi magyar társasélet (Ancienne vie sociale hongroise). En 2000, József Radnai publie Vay Sarolta: Levelek a buckából, qui contient une sélection de 19 histoires de Vay. D'autres ouvrages tels que Európa bál (Bal européen, 2006), Virág borul minden rögre: versek (Flowers Fall on Every Nugget: Poems, 2009) et Nemzeti Örökség (National Heritage, 2012) sont également publiés à titre posthume. Steinert, historien de la littérature, note que ses œuvres transmettent une connaissance intime de son époque.

Publication (extrait)

  [posthume]
  [posthume]
  [posthume]

Notes et références

Voir aussi

Articles connexes
 Homme trans
 Transidenté

Bibliographie

Liens externes

Journaliste hongrois du XIXe siècle
Journaliste hongrois du XXe siècle
Poète hongrois du XIXe siècle
Poète hongrois du XXe siècle
Écrivain hongrois du XIXe siècle
Écrivain hongrois du XXe siècle
Poète dont l'œuvre est marquée par les thèmes LGBT
Histoire des LGBT en Hongrie
Études de genre
Décès en mai 1918
Naissance en décembre 1859
Décès à 58 ans

Sándor Vay


17508 Takumadan este un asteroid din centura principală de asteroizi.

Descriere
17508 Takumadan este un asteroid din centura principală de asteroizi. A fost descoperit pe  la Geisei de Tsutomu Seki. El prezintă o orbită caracterizată de o semiaxă mare de 2,36 ua, o excentricitate de 0,22 și o înclinație de 3,3° în raport cu ecliptica.

Vezi și
 Lista planetelor minore: 17001-18000
 Centura de asteroizi

Referințe

Obiecte astronomice descoperite în 1992
Centura de asteroizi

17508 Takumadan


Homonota es un género de geckos de la familia Phyllodactylidae. Son gecos de hábitos nocturnos que se encuentran en América del Sur.

Especies
Se reconocen las siguientes diez especies:

 Homonota andicola Cei, 1978
 Homonota borellii (Peracca, 1897)
 Homonota darwinii Boulenger, 1885
 Homonota fasciata (Duméril & Bibron, 1836)
 Homonota rupicola Cacciali, Ávila & Bauer, 2007
 Homonota taragui Cajade, Etchepare, Falcione, Barrasso & Álvarez, 2013
 Homonota underwoodi Kluge, 1964
 Homonota uruguayensis (Vaz-Ferreira & Sierra de Soriano, 1961)
 Homonota whitii Boulenger, 1885
 Homonota williamsii Ávila, Pérez, Minoli & Morando, 2012

Referencias

Enlaces externos

Géneros de reptiles

Homonota


لجنة القدس في الكويت  هي تنظيم محلي ثقافي تابع للاتحاد الوطني لطلبة جامعة الكويت، يهتم بقضايا فلسطين، وما يعانيه الشعب الفلسطيني من ظلم جراء العدوان الإسرائيلي، وهدفها هو توعية الشباب الجامعي بهذه القضية، وجعله يتحمل جزءا من المسؤولية تجاهها.

البداية

في عام 2003 قام مجموعة من الشباب الفلسطيني من الذين يدرسون في جامعة الكويت في كلية الهندسة بإنشاء تنظيم جامعي داخلي، لتوعية الناس بقضية الأقصى والقدس وفلسطين. وبدات سلسلة أعمالها بمنشورات توزعها على الطلبة والطالبات وتحتوي معلومات أو أخبار أو مناسبات يمر بها الشعب الفلسطيني، كما نظمت أسبوع الأقصى الأول، الذي نجح نجاحا مبدئيا، مما شجع أفرادها على الاستمرار على هذا المنوال.

وقد تطوع بعض الشباب الكويتي، وتكفل الاتحاد الوطني طلبة الكويت بهذا التنظيم، وقد توسع مداه ليشمل جميع كليات جامعة الكويت، كما أنشأ فرع نسائي للتنظيم، لتثبت المرأة أنها أخت الرجل في هذه الامور.

أهدافها

للجنة القدس أهداف واضحة تتلخص فيما يلي:
 العمل ليلا نهارا من أجل خدمة فلسطين والمسجد الأقصى، بالعلم والعقل وليس بالسلاح.
 توعية المجتمع المحيط (طلبة الجامعة) بما تمر به فلسطين من أزمات وكوارث بشرية.
 تقوية روح الترابط والتآلف بين أفراد الجالية الفلسطينية، وتنمية الروابط بين طلبة الجامعة والوافدين الدارسين.
 جعل الشباب يشعرون بالمسؤولية تجاه المنكوبين الفلسطينيين، وربطهم بالقضية الفلسطينية، وجعلهم جزءا منها، وليس مشاركين فيها.
 توعية الشباب الجامعي لإخراج جيل متعلم مثقف واع يتحدى الأزمات التي تمر بها الأمة العربية.

مراجع

نواد وجمعيات في الكويت
تأسيسات سنة 2003 في الكويت

لجنة القدس (الكويت)


The Pontiac Bonneville is an automobile built by Pontiac from 1957 until 2005. Bonnevilles were full-sized, with the exception of a brief period of mid-size between 1982 and 1986. The brand was introduced as a limited production performance convertible during the 1957 model year. The Bonneville (known as the Parisienne in Canada until 1981), and its platform partner, the Grand Ville, are some of the largest Pontiacs ever built; in station wagon body styles they reached just over  long, and at  and more were also some of the heaviest cars produced at the time.

The name was taken from the Bonneville Salt Flats in Utah, the site of much early auto racing and most of the world's land speed record runs, which was named in turn after U.S. Army officer Benjamin Bonneville.

Origin

The Bonneville name first appeared in 1954 on a pair of bubble-topped GM Motorama concept cars called the Bonneville Special, sharing an appearance with the Chevrolet Corvette. It was also the beginning of a new tradition of Pontiac vehicles using French words for model names.

It entered the production lineup as a high-performance, fuel-injected luxury convertible version of the Star Chief in 1957, and was loaded with every available option as standard equipment to include leather upholstery, power adjustable front seat, power windows, power steering, power brakes and power convertible top with the exception of air conditioning and a fashionable for the time continental kit.

Standard only for the Bonneville was Pontiac's first-ever fuel injection system. A mechanical system built by Rochester, it was similar in principle, but not identical, to the contemporary Chevrolet Bel Air installed with the Rochester Ramjet  continuous mechanical fuel injection (closed-loop). Pontiac did not release official power ratings for this engine, which had only been introduced earlier in 1955 replacing the flathead straight eight, saying only that it had more than . Contemporary road tests suggest that it was actually somewhat inferior to the Tri-Power engines, although it did have better fuel economy.

This put the Bonneville in a Cadillac-like price range of US$5,782 ($ in  dollars ) - more than double the base price of the Chieftain on which it was built, with the result being a fully equipped Bonneville could cost more than the longer, entry-level Cadillac Series 62. Only 630 units were produced that first year, all of them fuel-injected, making it one of the most collectible Pontiacs of all time and was introduced to compete with the Chrysler 300C. The following year it became a separate model, and it would endure until 2005 as the division's top-of-the-line model.

First generation (1958)

The Bonneville became a separate model in 1958, available as a two-door hardtop or a convertible. It paced the Indianapolis 500 in its first year. As a separate model, Bonneville had a significantly lower price tag of $3,586 ($ in  dollars ) for the convertible, thanks to the removal of most of the luxury items found on the 1957 Star Chief bodystyle from standard equipment to the option list. Also a   V8, marketed as a "370", with four-barrel carburetor and dual exhausts was now standard equipment.

The fuel-injection system continued to be offered with the standard engine on the 1957 Star Chief bodystyle was now listed as an extra cost option but very few 1958 Bonnevilles were so equipped due to a towering option price tag of US$500 ($ in  dollars ), which was not considered a very good value considering that for US$93.50, a more reliable Tri-Power option was available with three Rochester two-barrel carburetors and similar power. The Tri-Power produces a claimed , while the fuel injected version was rated at  at 4800 rpm and  at 3,000 rpm on 10.5:1 compression.

The retail price dropped from the previous year to US$3,481  ($ in  dollars ) for the coupe, adding leather interior and a power operated convertible top. The fuel-injected engine became an option on any Pontiac model. Only about 400 were produced before the fuel injection system was quietly dropped and fuel injection would not be offered on the Bonneville until 1987 with the Eighth Generation.

For 1958, GM was promoting their fiftieth year of production, and introduced Anniversary models for each brand; Cadillac, Buick, Oldsmobile, Pontiac, and Chevrolet. The 1958 models shared a common appearance on the top models for each brand; Cadillac Eldorado Seville, Buick Limited Riviera, Oldsmobile Starfire 98, Pontiac Bonneville Catalina, and the all-new Chevrolet Bel-Air Impala. 1958 was also the year the "Silver Streak" styling feature was no longer offered, which was first used in 1933. It was also the last year of Harley Earls tenure as department head of GM's  "Art and Colour Section".

Second generation (1959–1960)

In its third year, the 1959 Bonneville became the senior series with the addition of the four-door hardtop sedan and Safari station wagon body styles, while the Pontiac Catalina became the junior series. The Bonneville played an important part that year in the introduction of two of Pontiac's greatest marketing inspirations — the split grille and the "Wide Track" slogan, introducing a front tread width of  and rear tread width of  as opposed to other GM products with a  width for front and rear width. At the bottom of the rear quarters, a "skeg"—a downward fin—jutted outboard to counterbalance the rearward point of the quarter panel.

The Wide Track slogan was not just ad copy, either, as Pontiac pushed its wheels further out toward the fenders than anyone else and created what were considered to be the best-cornering full-size cars in the industry. Both the grille design and the Wide Track phrase remained part of Pontiac's image up to the brand's termination. A "Safe-T-Track" differential, used to minimize wheel spin, was an option beginning in 1959. As the platform expanded to add sedans and the Safari station wagons, they were also used as a basis for various specialty cars such as hearses.

Third generation (1961–1964)

The Bonneville was Pontiac's senior model throughout the 1960s and was instrumental in pushing Pontiac to third place in sales from 1962 to 1970.

The distinctive protruding grille made its appearance on all Pontiac products during the early 1960s, and was a modern revival of a similar appearance on Pontiac products during the 1930s and early 1940s, as demonstrated on the Pontiac Torpedo.

The Bonneville differed from its lesser Catalina and Star Chief counterparts by featuring more luxurious interior trim with upgraded cloth and "Morrokide" vinyl or expanded "Morrokide" upholstery in sedans and coupes, expanded "Morrokide" in Safari wagons and genuine leather seating in convertibles. Bonnevilles (with the exception of Bonneville Safari station wagons) were also (along with Star Chiefs) built on a longer wheelbase version of GM's B-Body. The 1962 hardtop coupe had a listed retail price of $3,349 ($ in  dollars ).

In 1962, the Bonneville coupe was offered along with the all new Pontiac Grand Prix which has the same luxurious interior of the Bonneville on the shorter Catalina wheelbase, and the Grand Prix was slightly more expensive and exclusive.

For a luxurious appearance, the Bonneville came with instrument panels and door panels with walnut veneer trim, carpeted lower door panels, grab bar on the passenger side of the dash and courtesy lights and a rear arm rest. Beginning in 1964, a Bonneville Brougham option package was available that included an even more luxurious interior trim level with front and rear seats featuring center armrests, upgraded door panels and a standard Cordova (vinyl) roof with "Brougham" nameplates. The two-door hardtop was marketed as the "Sports Coupe", the four door pillarless models were called "Vistas".

Bonneville models were standard equipped with Hydra-Matic (through 1964) or Turbo Hydra-Matic (1965-on) automatic transmissions. Options included power steering and power brakes as well as air conditioning. Other popular options included power windows, power seats, radio, cruise control, and 8-lug aluminum wheels that included integral brake drums for improved stopping power.

The Bonneville also had more powerful standard V8 engines than other full-sized Pontiacs, including the  or  V8s with four-barrel carburetors (power ratings of  depending on year) with many optional V8 offerings, such as the availability of the Tri-Power (three two-barrel carburetor) options on both the  and  V8s that offered up to  through 1966.

For 1963 only, Pontiac offered the  Super Duty with two four-barrel carburetors, rated at , as a US$2,250 option ($ in  dollars ) whereas the base Bonneville was listed at US$3,349 ($ in  dollars ).

Fourth generation (1965–1970)

In 1965 B-Body Pontiacs received a dramatic restyle, featuring fastback rooflines on coupes, rakish fender lines, and even more pronounced "Coke Bottle" styling. Bonnevilles followed largely the same styling cues as on other 1965 Pontiacs, but was 8 inches longer thanks to its new 124-inch wheelbase chassis. The interior featured new instrumentation and dashboard styling as well as new upholstery. This series Bonneville retained the longer wheelbase over the Grand Prix but the hardtop coupe was priced lower at $3,288 ($ in  dollars ) and was not offered the center console included in the Grand Prix. This generation also introduced fender skirts over the rear wheels for a upscale look, shared with Cadillac, Buick and Oldsmobile senior models.

Engine options remained unchanged from the 1964 model year, with a , 333 hp unit being standard, equipped with a Carter AFB 4-barrel carburetor. A  engine was an optional upgrade. Both engines had choices of Tri-Power multi-carburetion setups and higher compression ratios.

New for Pontiacs in 1965 was GM's Turbo-Hydramatic 400 transmission, which was released the year prior. This new 3-speed unit had a torque converter, unlike the old fluid-coupling based Super-Hydramatic featured on past Bonneville models. The new transmission also changed the shift pattern from "P-N-D-S-L-R" to a safer and ultimately more modern "P-R-N-D-S-L."

In 1965 Pontiac Motor Division received the Motor Trend "Car of the Year" award. As part of this award, Motor Trend reviewed GTO, Grand Prix, Catalina 2+2 and Bonneville.

In 1966, Bonneville featured a minor update, with new front and rear sheet metal, trim and bright work. The interior saw some updates, including a more squared-up dashboard and minor changes in instrumentation. Powertrain components were the same as 1965.

Bonneville for 1967 received a major update over the previous years. Styling was changed dramatically and featured a new grille-in-bumper front design, more creases to accentuate the "Coke bottle" styling and an updated rear fascia. The interior featured a new wrap around style dash with new switchgear, instrumentation and trim. As per the up-and-coming US Title 49 legislation, 67' Bonnevilles were equipped with seatbelts as standard, as well as other government mandated safety equipment.

1967 also saw a large power-train and chassis refresh for Pontiac. The 389 cubic inch plant was replaced with  one, and the 421 cubic inch plant was replaced with a  one. As per GM's internal edict, the multi-carburation setups found on earlier cars were replaced with the new Quadra Jet "spread bore" carburetor. Carter AFB carburetors were still standard, but the Quadra Jet was featured as the new "High performance" upgrade. A myriad of horsepower ratings were optional. A dual-circuit master cylinder was standard as per legislation and disc brakes became an optional extra.

1968 also saw a large styling update for Bonneville. The front fascia was heavily revised with new side-by-side headlights, however, the side and rear styling stayed largely the same from 1967. The interior saw some minor updates to styling with less chrome, as well as an available 8-Track Tape player.

Power was upgraded to 340 horsepower on the base 400 CI engine, up from 333 on the 1967 model year, the 428 CI engine remained an option

In 1969 the rest of Bonneville's styling was updated. The front fascia stayed similar to 68', however, the rest of the car saw a restyle. The creases on the side were removed and the overall "Coke Bottle" effect was lessened. The rear end saw widened taillights and a color coded bumper insert.  The interior saw even more updates, featuring more padding, wood trim and a slanted dashboard.

Power trains were upgraded to a standard 360 hp 428 CI engine.

1970 saw the most dramatic update to styling for Bonneville, featuring an entirely new front fascia, with more square features and an updated vertical twin grille design. Wrap around amber turn signals were integrated into the lower bumper. Side body lines remained similar to the 69' model year, however the rear design was completely revised with lowered tail lights and bumper, with a design more similar to that of 65' and 66' model years than those directly prior.

The interior was similar to the 1969 model year, retaining the slanted design and minimal chrome trim.

A new  V8 was made standard for the 1970 model year, with the 400 CI engine being an option.

Fifth generation (1971–1976)

For 1971, the Bonneville was downgraded in the model hierarchy, as a new top line Grand Ville series was introduced. In effect, it took the place of the discontinued Executive above the lower-priced Catalina. The Bonneville had new "Monocoque" styling and was offered in three body styles, a pillared four-door sedan, four-door hardtop sedan and two-door hardtop coupe. The standard engine for 1971-72 was a 455 cubic-inch V8 with two-barrel carburetor that was rated at 280 gross horsepower for 1971 and 185 net horsepower for 1972 and optionally available was the four-barrel version of the 455 rated at 325 gross horsepower in 1971 and 250 net horsepower in 1972. The on-paper power ratings reflect the change in power measurement undertaken by the industry for 1972. 1971 was also the first year for Pontiac and other GM divisions to reduce compression ratios on all engines across the board to operate on lower-octane regular leaded, low-lead or unleaded gasoline, reflecting a corporate edict anticipating the introduction of catalytic converters in 1975 to help meet increasingly stringent federal (and California) emission requirements.

In mid-1971, a Turbo-Hydramatic transmission, power steering and power front-disc brakes became standard equipment on Bonneville and other full-sized Pontiacs (as well as other full-sized GM cars).

From 1973 to 1976, the Bonneville's standard engine dropped to a 170-horsepower 400 cubic-inch V8. Optionally available was the 455 four-barrel V8 rated at  in 1973 and 1974 and 200 in 1975 and 1976. In 1973, Bonneville was the only full-sized Pontiac to offer a "Radial Tuned Suspension" option package which included the steel-belted radial tires along with an upgraded suspension with Pliacell shock absorbers and front and rear sway bars. The RTS option was expanded for 1974 to all full-sized Pontiacs and radial-ply tires became standard on all 1975 models though an upgraded "RTS" package was still available as an option.

1975 saw the end of the pillarless two-door hardtop model, replaced by a coupe with frameless door glass but with a thick "B" pillar and fixed rear "opera" window. The 1975 model year introduced rectangular headlights - its frontal appearance was similar to the Cadillac DeVilles and Fleetwoods of the same era.

With the demise of the Grand Ville series after 1975, Bonneville once again became the top-line full-sized Pontiac series, with a Bonneville Brougham model featuring the luxurious interior appointments from the departed Grand Ville.

Adjustable pedals were optional in 1976, the last year the Bonneville was offered as a pillarless 4-door hardtop; all subsequent Bonnevilles would have a thick B-pillar and metal-framed door glass.

Size comparison between 1974 and 1984 full-size Pontiac sedans

Sixth generation (1977–1981)

Bonneville would continue its flagship duties on the downsized big car line that was introduced for 1977. Bonnevilles (and Catalinas) were  shorter in length, over four inches (102 mm) narrower and 800 pounds lighter compared to their 1976 counterparts, but had increased headroom, rear seat legroom and trunk space, and much-improved fuel economy – a major selling point in the years following the 1973-74 energy crisis.

Only a pillared four-door sedan and two-door coupe (with optional opera windows) were offered as the hardtop sedans and coupes offered in previous years were discontinued across the board at all GM divisions. The Bonneville also regained the Safari station wagon as part of its model lineup for the first time since 1970 with woodgrained exterior trim and interior appointments shared with Bonneville coupes and sedans. The Safari was available in both 6 and 9-passenger configurations and featured a dual-action tailgate that could be opened to the side as a door or downward as a tailgate, rather than the disappearing clamshell tailgates found in 1971-76 full-sized Pontiac wagons.

For 1980, all GM B-bodies received revised styling and aerodynamic improvements along with reduced weight.

The standard engine for Bonneville was Pontiac's new 301 cubic-inch V8 rated at  and optional engines included a 170-horsepower 350 or 180-horsepower 400 cubic-inch V8. A 185-horsepower Oldsmobile 403 cubic inch V8 was also an option. In later years, increasingly stringent fuel-economy standards mandated by the Corporate Average Fuel Economy (CAFE) regulations would lead to the discontinuation of the larger engines with a 231 cubic-inch Buick V6 becoming the standard engine on Bonneville coupes and sedans for 1980 and 1981 with the only optional V8s offered including 265 and 301 cubic-inch Pontiac-built gasoline engines or an Oldsmobile-built 350 cid diesel powerplant.

The Bonneville and Catalina, already the smallest-selling of GM's B-body line, suffered a serious drop in demand following the economic recession that began in the spring of 1979. With that, GM decided to pull the plug at the end of the 1981 model year. Along with them went the 301 engine, marking the end of Pontiac V8s. From now on, the division would use Chevrolet engines.

Seventh generation (1982–1986)

The Bonneville nameplate didn't go anywhere following the discontinuation of full-sized Pontiacs and instead was simply swapped onto the midsized LeMans, which also suffered from poor sales. Thus, GM planners reasoned that attaching a more well-known model name to it would spark demand. This model had been produced since 1978 along with its siblings the Chevrolet Malibu, Oldsmobile Cutlass, and Buick Century, and sported a Buick 231 cid V6, Chevrolet 305 cid V8, or Oldsmobile 350 cid diesel V8. (A Buick 4.1 liter V6 was available in 1982.) The 1982-1986 models were officially known as the Pontiac Bonneville Model G (built on the GM "G" platform), although later models were not badged as such. Styling was revised to bear a closer resemblance to the departed B-body Bonneville and coupes were dropped. GM also began marketing the Bonneville in Canada for the first time starting in 1984 (1982 and 1983 Canadian models carried the Grand LeMans name), as GM's full-size Bonnevilles in Canada were referred to as Parisienne.

While the previous LeMans, on which the new Bonneville was based, was classified as an A-Body, introduction of GM's new front wheel drive A-bodies (e.g. Pontiac 6000) in 1982 prompted the change to "Model G" on these RWD cars. 1983 was the last year for the G-body station wagon as the Pontiac 6000's wagon replaced it. The Bonneville sedan continued in base, Limited Edition (LE), and Brougham versions through 1986. The 1982-1986 Bonnevilles are direct descendants of the 1964 Pontiac Tempest. These 1982-1986 Bonnevilles were the smallest and the last of the old breed of Bonnevilles, having rear wheel drive, full perimeter frame (body on frame), and old-fashioned American car ride and styling.

However, some Pontiac customers did not take to the "downsized" Bonneville as a portion of new-car buyers were switching their preferences from compact and mid-sized cars back to full-sized, V8-powered cars thanks to improving gasoline prices. Late in the 1983 model year, Pontiac reintroduced a full-sized car to the American market by bringing over the Canadian-built Pontiac Parisienne (which was essentially a restyled Chevrolet Caprice and powered by Chevrolet V6 or V8 engines). The Bonneville was then again one notch below the top of the line from late 1983 through 1986.

However, exactly as before, a downsizing proved its salvation. In 1987, the Parisienne was discontinued and the Bonneville was completely redesigned as a front-wheel drive car, rejoining its pre-1982 platform mates: the Buick LeSabre and Oldsmobile Delta 88 and it regained its status as the senior Pontiac.

Eighth generation (1987–1991)

For 1987, Pontiac migrated the Bonneville from the rear-drive G-body with a V8 to the GM's one year old front-drive H Body platform, shared with the Buick LeSabre and Oldsmobile 88. Initially, a  3.8 L V6 was the sole engine, mated to a four-speed Hydramatic 4T60 automatic — in base and LE trim levels. The base model was only used for 1987. For LE models, an SSE sport package was also available featuring a quicker gear ratio, sportier suspension and more standard features, marketed as having a more sporty, European character than the LeSabre and 88.

For model year (MY) 1988, Pontiac replaced the LG3 engine with a revised version of the same engine, with an increase of 10 hp and 10 ft⋅lbf (14 N⋅m) of torque — the 3.8 engine now used a regular production code (RPO) LN3 and was now called the 3800 V6. Featuring sequential-port fuel injection, the engine produced  and . Other models on the H-body platform were fitted with the LN3 engine one year later, in 1989. The LN3 was used through 1991, since the Bonneville was redesigned for the 1992 model year.

Also in 1988, the LE model, which was previously the top trim level for 1987, becomes the base trim. The base model, which was used for 1987, was dropped. Additionally, two new models are introducedL: the midlevel SE, which went from an option package to a trim level, and the SSE trim. The SE and SSE trims were then available with many more comfort and convenience options standard such as: electronic climate control, a digital compass, Driver Information Center, 8-way (14-way for the SSE according to GM material) power leather seats, heated power mirrors, CD player with the premium sound package and many more.

The SSE features an extra deep rear valence, a spoiler, lower body cladding, a digital compass/trip computer, an eight speaker premium sound system and much more. One notable feature of the SSE was the addition of an automatic leveling rear air suspension, which also included an inflator in the trunk. The SSE trim was exclusively equipped with an exterior sport appearance package that included body cladding, assorted ground effects, a body color grille and removal of the Bonneville door badges and Pontiac trunk badge, and replacing the Bonneville trunk badge with an SSE Bonneville badge.

For 1989, a compact disc player and remote keyless entry became optional. For 1990 models, a facelift was introduced for the Bonneville, with revisions to the grille, headlights, and taillights, which included amber rear turn signal indicators. For the 1991 model year, Pontiac made suspension revisions. 1991 was also the last year for the first front-wheel-drive generation of the Bonneville.

Ninth generation (1992–1999)

The ninth generation Bonneville debuted on February 8, 1991 at the 1991 Chicago International Auto Show, with sales launching in July 1991 for model year 1992.  The exterior featured an aerodynamic drag coefficient of .305; the interior featured a trunk pass-through; and two available engines: the naturally-aspirated 3.8-liter V6 and its supercharged variants. Both engines used a 4-speed overdrive automatic transmission. The ninth generation Bonneville was the first General Motors vehicle available with dual front passenger airbags.

Developed over a 4½-year period from 1986 to early 1991 under program director Dave Mitchell, styling work took place from 1987 to 1988, with a final design by John Folden chosen in 1988 and frozen for production that same year. The first prototypes were built in 1989 and entered testing in mid-1989. In August 1990, production preparation began, with early production "builds" constructed during late 1990. The first series production models were assembled in May 1991, with SE variants launched in July 1991.

Entry trim was the SE, the only trim with available six-passenger seating; the SSE was the mid-level trim, and the SSEi was the new top-level trim, which received a standard passenger-side airbag. According to Pontiac, the trim acronyms had no implied meaning. The base and mid-level models offered GM's naturally-aspirated 3.8-liter V6, and the SSEi received its supercharged variant. All engines used a 4-speed overdrive automatic transmission. SSEi models received dual airbags and antilock brakes. SE and SSE models received a driver-side airbag and optional ABS. The SSE models came with standard ABS and traction control.

The new N/A 3800 Series I (RPO: L27) engine was used, producing  and , as well as the newly designed force inducted Series I 3800 (RPO: L67) equipped with an Eaton M62 roots type supercharger which made  and .  The newly revised N/A L27, for the 1992 model year only, was not equipped with an EGR Valve, and can be distinguished by its white intake manifold, as opposed to black from 1993 and on.
Abridged safety options list:

Model Year (MY) 1993:  Beginning with MY 1993, the Bonneville SE could be optioned with a Sport Luxury Edition (SLE RPO: H4U) package, which included leather seats, electronic climate control, automatic headlights, premium sound, "crosslace" alloy wheels, a small console in the headliner, chrome delete side and bumper moldings, center shift console, and touring suspension. Certain equipment such as electronic climate control and premium sound could be deleted from an SLE equipped car. Through 1997, SE models equipped with the Supercharged engine option, required the SLE/H4U package. These carried SE emblems, and the SLE/H4U appeared on the Series Production Identification (SPID) label of equipped vehicles as an Regular Production order (RPO) code.  For MY 1998, SLE emblems were added to the vehicle exterior. The SLE trim continued onto the '99 model year.  Many more standard was included with the SSE trim. The SSEi came standard with most of the available options in the lower models, as well as the supercharged 3800 engine (RPO: L67).

MY 1994:  For 1994, SSEi trims used a new Generation III Eaton M62 supercharger with integral OBD-1.5 capabilities, raising the horsepower to  and torque to . MY 1994 introduced the new five-spoke "Torque Star" wheels; and exhaust resonator to lower the engine's tone; and front passenger airbag. The former SSEi trim level became an SSEi Supercharger Package. Traction control became optional for the '94 SSE trims, which included GM's Computer Command Ride suspension,s designed to reduce body lean and pitch and automatically adjust the suspension from soft to firm when cornering, accelerating, or stopping.

MY 1995:  For 1995, SE and SSE trims received the naturally aspirated Series II 3800 engine (RPO: L36) making  and . The SSEi was equipped with the Series I SC 3800 (RPO: L67) engine until the 1996 model year, when it too was updated.

1996–1999

MY 1996: In September 1995, styling changes were introduced for the 1996 model year facelift, with revised tail lights, headlights, grille, and lower body cladding. Trim levels largely shared common lower cladding approaches, with the SSEi again receiving a unique front bumper and grille. Also for 1996, the supercharged version of the 3800 Series II engine was introduced. The SSEi received a new Eaton M90-supercharged L67 engine, producing  and  optional on the SSE trim. The engine was used from 1995 until it was retired from the Bonneville in 2003.

SE trim variants could be ordered with the L67 engine, which in turn required the Luxury Edition (SLE)(RPO H4U) package, which included a small console in the headliner, cobra head shifter, performance/normal shift selection buttons, leather interior, chrome delete side and bumper moldings, center shift console, and touring suspension. for MY 1995-1997, SLE/H4U equipped Bonnevilles carried SE rather than SLE external badging.

MY 1997: For MY 1997, a heavy-duty version of the 4T65E-HD was introduced for the SSEi models. Also in 1997, to mark the 40th year of production of the Bonneville, Pontiac offered a 40th Anniversary Edition, in six trims: the SE, the 40th Anniversary SE, the SSE, the 40th Anniversary SSE, the SSEi, and the 40th Anniversary SSEi. The 40th anniversary models all had a VIN with Y40.  With a total production of 637 units, the  40th Anniversary SSEi is the rarest model.

MY 1998:  For 1998, the Bonneville gets no major changes. However, a new transmission, the 4T65-E was introduced for the naturally aspirated 3800 installed in SE and SSE models. For 1999, the Bonneville essentially stood pat since an all-new model would arrive in 2000.

In March 2008, GM announced that these engines and other GM engines supplied with Dexcool antifreeze coolant might be prone to intake manifold failure and other problems with the cooling system if proper regular maintenance is not correctly performed. After settlement of a class-action lawsuit, GM agreed to compensate owners of many vehicles that suffered damage, regardless of negligence on the part of the consumer, if the consumer could prove damages.

Engine availability
  L27 - SE (92-94), SLE (93-94), SSE (92-94)
  L36 - SE (95-99), SLE (95-99), SSE (95-99)
  L67 - SSE (92-93) optional, SSEi (92-93)
  L67 - SLE (95) optional, SSEi (94-95)
  L67 - SLE (96-97) optional, SSE (97) optional, SSEi (96-99)

Tenth generation (2000–2005)

The 2000 Bonneville was restyled, using GM's G platform, with the widest overall track in its competitive class at 62.6 inches up front and  in the rear. GM's StabiliTrak stability control system was introduced on the top-of-the-line supercharged SSEi model, later replaced by the GXP.

Trim levels

The Bonneville was marketed in three time levels: SE, SLE and SSEi.  The SE came with a 3.8L V6 engine, 4-speed automatic transmission, air conditioning, cruise control, front bucket seats (a 55/45 split front bench was available on the SE only), 6-way power driver seat with lumbar adjustment, AM/FM stereo with CD player and 225/60/R16 tires.  The SLE added traction control, OnStar, leather-wrapped steering wheel, rear spoiler and 17-inch alloy wheels wrapped in 235/55/R17 tires.  The SSEi adds a 3.8L supercharged V6 engine, front-side air bags, leather upholstery, 12-way power driver seat and Monsoon AM/FM stereo with cassette and CD player.

For the last year of production, Pontiac gave the mid-level SLE the new GXP styling. The 2005 SLE featured all GXP styling cues, except the wheels, badging, muffler tips and engine all remained unique to the GXP.

Return of the V8
For 2004, the Bonneville regained a V8 option on the GXP trim. This was the first time since 1986 that a Bonneville had a V8 engine. As a result of the discontinuation of the Oldsmobile Aurora, this opened up a "hole" in the GM lineup between Pontiac and Buick, allowing Pontiac to expand upmarket somewhat. The engine is Cadillac's  Northstar V8, producing , . As Pontiac's website said, "With GXP, V8 power gets reintroduced into the Bonneville line in the form of the world-renowned 4.6 L (279 in³) Northstar V8 engine, giving  in 6.5 seconds demonstrates better performance than BMW 330i and 530i, and Lexus ES. Its 3.7:1 final drive ratio is the most aggressive found on any car in its class."

Safety
NHTSA crash tests for the 2005 Pontiac Bonneville resulted in a safety rating of 4-stars for the Driver and 5-stars for the Front Passenger.

Discontinuation
GM announced on February 8, 2005, that the Bonneville would be dropped from Pontiac's lineup for 2006. The last Bonneville was assembled on May 27, 2005. About 12,000 Bonnevilles were sold in 2005. With more than half of Pontiac dealers also selling Buick models, the Buick Lucerne along with the Chevrolet Impala continued as GM's only mainstream full-size cars until the introduction of the 2008 G8.

References

Coupés
Convertibles
Front-wheel-drive vehicles
Full-size vehicles
Mid-size cars
Police vehicles
Bonneville
Rear-wheel-drive vehicles
Sedans
1960s cars
1970s cars
1980s cars
1990s cars
2000s cars
Cars introduced in 1957
Motor vehicles manufactured in the United States
Cars discontinued in 2005

Pontiac Bonneville


Lloyd Robertson  (born January 19, 1934) is a Canadian journalist and former news anchor who is special correspondent on CTV's weekly magazine series, W5. Robertson served as the chief anchor and senior editor of CTV's national evening newscast, CTV News with Lloyd Robertson, until September 2011, when he retired from the CTV National News team. He co-hosted W5 from 2011 to 2016.

Robertson has covered many major events throughout his career, including the 1967 opening of Expo 67 in Montreal, the 1969 Moon landing (along with Percy Saltzman), many Olympic Games, Terry Fox's Marathon of Hope, the patriation of the Constitution of Canada, both the 1980 Quebec referendum and the 1995 Quebec referendum on separation from Canada, many federal elections, the death of Diana, Princess of Wales, the September 11 attacks in 2001, and the power outage crisis on both sides of the border of August 14, 2003.

On the scene, he has covered the construction of the Berlin Wall, the deaths of four former Canadian prime ministers, the elections of nearly half of Canada's prime ministers, state funerals, and royal, papal, and U.S. presidential visits. His name was also the basis for the satirical news anchor character Floyd Robertson, portrayed by Joe Flaherty on the Canadian TV comedy series SCTV.

Early life
Robertson was born in Stratford, Ontario, the son of Lillie Francis and George Henderson Robertson. His father had eight children with his first wife; after she died, he remarried and had two sons, Gordon and Lloyd; Lloyd was the youngest child. Robertson's father worked for the Canadian Pacific Railway, while his mother was a homemaker. His father was of Scottish descent, while his mother emigrated from England.

Robertson had a somewhat rough childhood; his mother suffered from mental-health problems which eventually resulted in her undergoing a prefrontal lobotomy, while his father, who was 60 at the time of Robertson's birth, frequently battled cancer and died when Robertson was 21. During his childhood, Robertson was also frequently cared for by his half-siblings, especially his twin siblings Irvin and Ethel.

He first became interested in broadcasting when he was 12 years old, watching soldiers from The Perth Regiment marching home from World War II, and heard the commentators from CJCS talking about it. According to Robertson, "I realized I was in the centre of something very important...something much bigger than myself."

Broadcasting career

Radio
Robertson started his broadcasting career in 1952 at CJCS radio. He started working after school on Saturdays as an operator, spinning 78 rpm records, and read the news at midnight before he signed off.

Robertson completed high school and continued to work at CJCS until he moved to CJOY in Guelph in 1954.

CBC
On the advice of one of his colleagues in Guelph, he auditioned to work at the Canadian Broadcasting Corporation (CBC). After his audition was over, Robertson thought, "I'm never going to see this building again." Despite this, he got hired by the CBC, thanks to his bass voice.

Robertson applied for CBWT-TV in Winnipeg, Manitoba in 1956, his first-ever TV job. He mostly did local television until December 25, 1956, which was his first national broadcast.

After four years in Winnipeg, Robertson auditioned for CBOT-TV in Ottawa, Ontario. After two years, he moved to Toronto to host CBC Weekend in the late 1960s, and later anchor of The National from 1970 to 1976, before joining the CTV Television Network in October that year.  One of the reasons he left the CBC was his frustration at union regulations which confined news anchors to the role of announcer — prohibiting them from writing their own scripts or participating in editorial decisions concerning the news broadcast.

CTV
From 1976 to 1984, Robertson co-anchored the CTV National News with Harvey Kirck. When Kirck retired from the anchor desk in 1984, Robertson became the senior news anchor for CTV. Since 2004, Robertson has also served as one of the hosts of CTV's current affairs program W5, alternating with CTV's lead weekend anchor Sandie Rinaldo.

Robertson's signature sign-off of each news broadcast is, "And that's the kind of day it's been."

In February 2010, Robertson denied rumours of his impending retirement as a "work of fiction" during an appearance on Vancouver talk radio station CKNW. However, on the CTV National News broadcast of July 8, 2010, Robertson officially announced he would be leaving the anchor chair in the latter half of 2011 (although he did not say a specific date at the time, his last newscast was later announced to air on September 1, 2011). He has stated that he will continue on in various capacities at the network and in public life  including being host of W5.

On September 1, 2011, after 41 years as a national news anchor at both the CBC and CTV, Robertson anchored CTV News for the last time. The newscast concluded with him reminiscing about the stories he covered, such as natural disasters and royal weddings, while calling his news anchor run a rare privilege to have "a front row seat to history." He also thanked his audience watching and supporting him over the years.

In 2020, he narrated a portion of the 8th Canadian Screen Awards.

Personal life

Robertson married his high school sweetheart, Nancy Barrett, in July 1956. They have four daughters (Lisa, Nanci, Susan, and Lynda) and seven grandchildren.

On March 29, 2018, Robertson was involved in a multi-vehicle traffic accident on the Don Valley Parkway. He was uninjured.

TV longevity records
Robertson outlasted Kirck, the late Walter Cronkite, Dan Rather, Bob Schieffer, Tom Brokaw, and the late Peter Jennings to become the longest-serving network news anchor in television history; he is also one of the longest-serving news anchors on English-language North American television (network or local) along with KTRK-TV (Houston)'s Dave Ward, WNBC (New York)'s Chuck Scarborough, WPVI (Philadelphia)'s Jim Gardner, and KING-TV (Seattle)'s Jean Enersen.

Robertson, who was 77 years old at the time of his retirement from the CTV News team, also holds the record of being the oldest TV news anchor in network television and the oldest news anchor in Canada.

Honours

TV Times Reader's Choice Awards, Canada's Favourite News Anchor – 1998 and 1999
Officer of the Order of Canada, 1998
Gemini Award, "Best Host, Anchor, or Interviewer" – 1992, 1994, 1997
Scot of the Year Award, The Scottish Studies Society, 1995
1994 Winner of the Toronto Star Reader's Voice Award for Favourite TV Anchor
Honorary chairperson, 1992 Terry Fox Run
Honorary Doctor of Laws (LL.D) awarded by Royal Roads University – November 3, 2006
Received a star on Canada's Walk of Fame in 2007.
Honorary (Doctor of Laws) (LL.D) awarded by Brandon University – May 31, 2013 – https://www.brandonu.ca/news/2013/04/25/3481/

References

External links
 CTV News Lloyd Robertson biography
 Canadian Communications Foundation biography, photo and video

1934 births
20th-century Canadian non-fiction writers
20th-century Canadian male writers
21st-century Canadian non-fiction writers
Canadian people of Scottish descent
Canadian people of English descent
Canadian Presbyterians
Canadian television news anchors
Canadian television reporters and correspondents
Canadian television talk show hosts
CBC Television people
CTV Television Network people
Living people
Officers of the Order of Canada
People from Stratford, Ontario
Writers from Ontario
20th-century Canadian journalists
21st-century Canadian journalists
Canadian male non-fiction writers
Canadian Screen Award winning journalists

Lloyd Robertson


Barbury Castle est une colline fortifiée de l'âge du fer britannique, située à quelques kilomètres au sud de Swindon, dans le Wiltshire, un comté du sud-ouest de l'Angleterre. Ce site archéologique est protégé en tant que .

Situation
Barbury Castle occupe le sommet de Barbury Hill, une colline du massif crayeux des . Il est situé à cheval sur les paroisses civiles de Wroughton au nord et Ogbourne St Andrew au sud. Depuis son sommet, il est possible de voir toute la région des Cotswolds jusqu'à la Severn, ce qui en fait un lieu stratégique. Il est également traversé par la , une route préhistorique qui passe par les crêtes des North Wessex Downs et qui a été convertie en sentier de grande randonnée en 1973.

Description
Barbury Castle se compose de deux fortifications concentriques, chacune constituée d'une levée de terre et d'un fossé. Ces fortifications enclosent un espace ovale d'environ .

Histoire
Barbury Castle est l'une des nombreuses collines fortifiées édifiées pendant l'âge du fer britannique. Sa construction remonte vraisemblablement au début du  et le site reste occupé jusqu'à la conquête romaine de la Grande-Bretagne, au .

La Chronique anglo-saxonne enregistre sous l'année 556 une victoire des Ouest-Saxons Cynric et Ceawlin sur les Bretons à Beranbyrg, « le fort de Bera ».

Protection
Barbury Castle fait partie des 26 sites archéologiques d'Angleterre protégés au titre de l', la première loi de protection des monuments historiques à entrer en vigueur au Royaume-Uni. Son statut de  est créé par l'. Ce statut protégé s'étend à un tertre funéraire situé juste au nord de la colline.

Références

Articles connexes
 Colline fortifiée
 Âge du fer britannique

Liens externes

Colline fortifiée au Royaume-Uni
Site de l'âge du fer au Royaume-Uni
Scheduled monument
Histoire du Wiltshire

Barbury Castle


The Northrop YF-17 (nicknamed "Cobra") is a prototype lightweight fighter aircraft designed by Northrop aviation for the United States Air Force's Lightweight Fighter (LWF) technology evaluation program. The LWF was initiated because many in the fighter community believed that aircraft like the F-15 Eagle were too large and expensive for many combat roles. The YF-17 was the culmination of a long line of Northrop designs, beginning with the N-102 Fang in 1956, continuing through the F-5 family.

Although it lost the LWF competition to the F-16 Fighting Falcon, the YF-17 was selected for the new Naval Fighter Attack Experimental (VFAX) program. In enlarged form, the F/A-18 Hornet was adopted by the United States Navy and United States Marine Corps to replace the A-7 Corsair II and F-4 Phantom II, complementing the more expensive F-14 Tomcat. This design, conceived as a small and lightweight fighter, was scaled up to the Boeing F/A-18E/F Super Hornet, which is similar in size and weight to the F-15 and ultimately replaced the F-14.

Design and development

Background
The aircraft's main design elements date to early 1965, from the internal Northrop project N-300. The N-300 was derived from the F-5E, and features a longer fuselage, small leading-edge root extensions (LERX), and more powerful GE15-J1A1 turbojets, rated at 9,000 lbf (40 kN). The wing position was raised slightly to increase ground clearance for ordnance. The N-300 further evolved into the P-530 Cobra, which uses  GE15-J1A5 engines, with a very small .25 bypass ratio leading to the nickname "leaky turbojet". The bypass air was required for cooling the afterburner and nozzle and the cool bypass duct surface allowed the engine bay to be constructed of lighter, cheaper materials.

The P-530 wing planform and nose section were similar to the F-5, with a trapezoidal shape formed by a sweep of 20° at the quarter-chord line, and a tapered trailing edge, but was over double the area, with  as opposed to  of the F-5E. Initially shoulder mounted, the wings were lowered to the mid position. Its most distinctive new feature were the LERXs that tapered into the fuselage under the cockpit. They enabled maneuvering at angles of attack exceeding 50°, by providing about 50% additional lift. The extensions also align airflow into the engines at high angles of attack. The resemblance to the head of a cobra lead to the adoption of the nickname "Cobra", often unofficially used for the YF-17.

Lightweight Fighter program

When the Lightweight Fighter program was announced in 1971, Northrop modified the P-530 into the P-600 design that would be designated YF-17A. Whereas the P-530 was intended as a multi-role aircraft, the P-600 was to be strictly an air-to-air demonstrator, and consequently the cannon moved from the underside of the fuselage, to the upper part. Design of the YF-17 and the prototype YJ101 engine, a development of the GE15 engine, consumed over a million man-hours, and 5,000 hours of wind tunnel testing.

The YF-17 was primarily constructed of aluminum, in conventional semi-monocoque stressed-skin construction, though over 900 lb (408 kg) of its structure comprised graphite/epoxy composite. The small nose contained a simple ranging-radar. The cockpit had an ejection seat inclined at 18°, a bubble canopy, and a head-up display (HUD). The thin wings carried no fuel, and in areas such as the leading and trailing edge and the LERX, were composed of a Nomex honeycomb core with composite facesheets. The rear of the aircraft had twin all-moving stabilators of aluminum over a honeycomb core, and twin vertical stabilizers of a conventional construction. Like the wings, the leading and trailing edges were constructed of composite facesheets over honeycomb core. A composite speedbrake was located on top of the fuselage between the engines.

The aircraft was powered by two  General Electric YJ101-GE-100 afterburning turbojets, installed next to each other to minimize thrust asymmetry in the event of an engine failure. To minimise engine removal time they were removed from below the aircraft without disturbing the empennage controls. Each engine drove an hydraulic pump for independent aircraft systems. Unlike the P-530, the YF-17 had partial fly-by-wire, called an electronic control augmentation system (ECAS), which used ailerons, rudders, and stabilators for primary flight control.

Studies showed a single vertical stabilizer was insufficient at high angles of attack, and it was changed to twin vertical stabilizers, canted at 45°, resulting in a "relaxed longitudinal stability" design, which enhances maneuverability. Northrop was not yet confident in fly-by-wire controls and retained mechanically-actuated flight controls. The resulting aircraft, unveiled on 28 January 1971, had a maximum weight of 40,000 lb (18,144 kg) and maximum speed of Mach 2, but stirred little interest among foreign buyers.

The first prototype (serial number 72-1569) was rolled out at Hawthorne on 4 April 1974; its first flight at Edwards AFB came on 9 June with Henry "Hank" Chouteau at the controls flying for 61 minutes reaching an altitude of 18,000 feet and a maximum speed of 610 miles per hour. Chouteau afterwards remarked that, "When our designers said that in the YF-17 they were going to give the airplane back to the pilot, they meant it. It's a fighter pilot's fighter." The second YF-17 (s/n 72-1570) first flew on 21 August. Through 1974, the YF-17 competed against the General Dynamics YF-16. The two YF-17 prototypes flew 288 test flights, totaling 345.5 hours. The YF-17 attained a top speed of Mach 1.95, a peak load factor of 9.4 g, and a maximum altitude of over . It demonstrated a maximum angle of attack of 68 degrees at 28 kn IAS.

Naval Fighter Attack Experimental
Initially, the U.S. Navy was not heavily involved as a participant in the LWF program. In August 1974, Congress directed the Navy to make maximum use of the technology and hardware of the LWF for its new lightweight strike fighter, the VFAX. As neither contractor had experience with naval fighters, they sought partners to provide that expertise. General Dynamics teamed with Vought for the Vought Model 1600; Northrop with McDonnell Douglas for the F-18. Each submitted revised designs in line with the Navy needs for a long-range radar and multirole capabilities.

Flight testing
Prototype YF-17 72-1569 was sent to NASA's Dryden Research Center for base drag studies from 27 May to 14 July 1976 prior to the first F/A-18 prototype under development.

Aircraft on display

YF-17
72-1569 – Western Museum of Flight in Torrance, California
72-1570 – Battleship Memorial Park in Mobile, Alabama

Specifications (YF-17A)

See also

References

Notes

Bibliography

 Gunston, Bill. "Northrop YF-17: The fighter they didn't want". Wings of Fame, Volume 1, 1995. London: Aerospace Publishing. pp. 34–47.  .
 Jenkins, Dennis R. and Tony R. Landis. Experimental & Prototype U.S. Air Force Jet Fighters. North Branch, Minnesota, USA: Specialty Press, 2008. .
 Miller, Jay. McDonnell Douglas F/A-18 Hornet (Aerofax Mingraph 25). Arlington, Texas, USA: Aerofax, 1986. .
 Wilson, Stewart. Phantom, Hornet and Skyhawk in Australian Service. Weston Creek, Australia: Aerospace Publications, 1993. .
 Winchester, Jim. "Northrop YF-17". Concept Aircraft: Prototypes, X-Planes and Experimental Aircraft. Kent, UK: Grange Books, 2005. .

External links

YF-17 Cobra fact sheet at USAF Museum site
YF-17 Cobra on GlobalSecurity.org

1970s United States attack aircraft
1970s United States fighter aircraft
F-017
Twinjets
Shoulder-wing aircraft
Aircraft first flown in 1974
Fourth-generation jet fighter

Northrop YF-17


Molly Lewis est une siffleuse australienne née à Sydney.

Biographie

Elle grandit entre Los Angeles et Mullumbimby.

Discographie
 2021 : The Forgotten Edge, EP

Notes et références

Naissance à Sydney

Molly Lewis


Grev Johan I af Holsten (født 1229/1230, død 20 april 1263, begravet i Reinfeld kloster) var greve af Holsten 1239-1263, greve i Holsten-Kiel 1261-1263. Han var søn af grev Adolf IV af Holsten (død 1261) og Hedvig af Lippe (død 1246/1250).

Biografi
Greve Johan I efterfulgte 1239 sin abdicerede fader i et regentskab sammen med broderen Gerhard. Johan, som ifølge Annales Stadenses var 16 år gammel i 1246, førte stadige krige med broderen og biskopperne af Minden. I 1261 gennemførtes en første deling af grevskabet Holsten med broderen Gerhard, hvorved Johan fik Kiel med Vagrien, Østholsten og Segeberg, mens Rendsburg, som Johan havde erobret tilbage fra Danmark, blev afstået til Gerhard.

Kampe om fogderier og besiddelsesrettigheder fortsatte og forstærkedes, da Johan blev broderens medregent i Schauenburg. I Slesvig støttede han søstersønnerne mod det danske kongehus og genvandt derved Rendsburg samt rettigheder i Ditmarsken. I modsætningerne med Danmark fik Johan støtte fra ærkebiskoppen af Bremen.

Lübeck anerkendte tidvis Johans overhøjhed og beskyttelse, og 1255 blev indgået en handelsaftale. Handelen voksede, hvilket udvidede den tyske kolonisation.

Ægteskab og børn
Johan I giftede sig 1249/1250 med Elisabet (død 1293/1306), datter af hertug Albrecht I af Sachsen. Parret fik følgende børn:

 Elisabeth af Holsten (død omkring 1284), gift med greve Nikolaus I af Schwerin-Wittenburg (død 1323)
 Hedwig af Holsten (død 1305/1307), gift med markgreve Otto IV af Brandenburg (død 1308)
 Adolf V af Holsten (død 1308), greve af Holsten
 Johan II af Holsten (død 1320/1322), greve af Holsten
 Agnes af Holsten (død 1286/1287), gift med fyrst Valdemar af Mecklenburg-Rostock (død 1282)
 Albrecht af Schauenburg (død 1300), provst i Hamburgs katedral 1283

Litteratur
 Annales Stadenses 1239 and 1241, MGH SS XVI, side 365-367
 Annales Stadenses 1246, MGH SS XVI, side 371
 Chronicon Holtzatiæ 18, MGH SS XXI, side 267
 Annales Hamburgenses 1263, MGH SS XVI, side 385
 Cronica Principum Saxonie, MGH SS XXV, side 476

Eksterne henvisninger

Huset Schauenburg
Grever af Holsten

Johan 1. af Holsten


جواز السفر البوتسواني يصدر لمواطني بوتسوانا من قبل قسم الجوازات بإدارة وزارة الجنسية والهجرة والشؤون الجنسانية لمواطني بوتسوانا للسفر الدولي.

في 8 مارس 2010، بدأت وزارة الهجرة والمواطنة بإصدار جوازات السفر الإلكترونية لعامة الناس. انتهت صلاحية جميع جوازات السفر غير الإلكترونية لبوتسوانا في 31 ديسمبر 2011. جواز السفر مؤلف من 48 صفحة مكتوب باللغتين الإنجليزية والفرنسية. تعرض الصفحة الأولى خريطة بوتسوانا متراكبة مع الحياة البرية.

اعتبارًا من 2 يوليو 2019 كان مواطنو بوتسوانا يتمتعون بإمكانية دخول 82 دولة وإقليم بدون تأشيرة أو تأشيرة عند الوصول، مما جعل جواز سفر بوتسوانا يحتل المرتبة 64 من حيث حرية السفر وفقًا مؤشر هينلي لجوازات السفر.

السفر بدون تأشيرة

البلدان التالية تسمح تأشيرة مجانية أو تأشيرة دخول عند الوصول :

أفريقيا

الأمريكيتان

آسيا

أوروبا

أوقيانوسيا

مراجع

بتسوانا
حكومة بوتسوانا

جواز سفر بوتسواني


El bailarín castaño (en Argentina) (Piprites pileata), también denominado piprites capirotado, es una especie de ave paseriforme de la familia Tyrannidae, una de las tres pertenecientes al  género Piprites. Anteriormente era incluida en la familia Pipridae, pero actualmente, con base en estudios genéticos, se ha demostrado su inclusión dentro de la familia Tyrannidae. Es nativo del centro oriental de Sudamérica.

Distribución y hábitat
Se distribuye de forma disjunta en el sureste de Brasil (sur de Minas Gerais y Río de Janeiro hacia el sur hasta el norte de Rio Grande do Sul), y en el extremo noreste de Argentina (Misiones).

Esta especie es considerada rara en su hábitat natural: el sub-dosel y los bordes de bosques de la Mata Atlántica, especialmente en donde abundan las araucarias (Araucaria angustifolia). En altitudes entre 500 y 2000 m.

Descripción
Mide aproximadamente 12 cm de longitud. Presenta corona negra. El macho tiene el dorso, la grupa y las coberteras alares color castaño ferruginoso brillante; mejillas anaranjadas; ceja, cuello y pecho amarillo acanelado y vientre crema a blancuzco. Las alas son oscuras. La cola presenta las plumas centrales negras y las laterales color castaño rufo. El pico es amarillo y las patas también amarillas o anaranjadas. La hembra se distingue por tener el dorso verde oliva y líneas blancas en las alas.

Estado de conservación
Actualmente, el bailarín castaño está calificado como casi amenazado por la Unión Internacional para la Conservación de la Naturaleza (IUCN) —a pesar de que hasta 2016 era calificado como vulnerable— debido a que la extensión de la pérdida de bosques indican que su aparentemente pequeña y fragmentada población está declinando. Su población total estimada es de 2800 a 22 400 individuos maduros.

Amenazas
Los bosques de araucaria han sido fuertemente reducidos en su extensión. Sin embargo, no parece ser un verdadero especialista en araucaria, y el declinio de la población en el norte de su zona de distribución en Brasil puede ser mitigado porque los bosques de su faja de altitud has sufrido considerablemente menos destrucción que las tierras bajas adyacentes.

Acciones de conservación
En Brasil está protegida y se la encuentra en los parques nacionales de Itatiaia, Serra da Bocaina y Aparados da Serra y en el parque estatal de Campos do Jordão. La población en Argentina es muy pequeña y localizada en un hábitat específico: bosques de Ocotea pulchella, que no están sujetos a ninguna protección específica y por lo tanto vulnerables a disturbios forestales, como explotación selectiva de madera, desmate para agricultura e incendios accidentales. Se la encuentra en algunos lugares dispersos, todos en la Reserva de la biosfera Yabotí en la Provincia de Misiones.

A pesar de globalmente ser considerado «casi amenazado», localmente en Argentina el bailarín castaño es considerado como «en peligro crítico de extinción».

Comportamiento

Alimentación
Se alimenta de frutos e insectos.

Reproducción
Ejecuta un ritual de exhibición que realiza repetidamente para las hembras próximas durante la temporada de reproducción. El ritual fue observado entre los meses de septiembre a noviembre y el nido estaba en construcción en octubre.

Vocalización
Los llamados incluyen un  «juííu», algunas veces seguido de una serie de notas breves, menos sonoras; El canto es una secuencia rápida y alegre, p. ej. «chik, chik, chiút, chi-unh», variable pero siempre con calidad alegre.

Sistemática

Descripción original
La especie P. pileata fue descrita por primera vez por el ornitólogo neerelandés Coenraad Jacob Temminck en 1822 bajo el nombre científico Pipra pileata; la localidad tipo es: «Curitiba, Paraná, Brasil».

Etimología
El nombre genérico femenino «Piprites» se compone de las palabras del griego «πιπρα pipra» o «πιπρω piprō»: pequeña ave mencionada por Aristóteles y otros autores pero nunca propiamente identificada, y asociada a los coloridos saltarines neotropicales del género Pipra, e «ιτης itēs»: 'parecido', 'similar a'; significando «que parece un Pipra»; y el nombre de la especie «pileata» proviene del latín pileatus que significa 'capirotado'.

Taxonomía
Es monotípica. Las relaciones del género Piprites con el resto de la familia Tyrannidae siempre fueron inciertas. Los amplios estudios genético-moleculares realizados por Tello et al. (2009) demostraron repetidamente que este género es un linaje antiguo y aislado en relación con Rhynchocyclidae y Tyrannidae. Siguiendo estos estudios, Ohlson et al. (2013) propusieron una familia Pipritidae , 2013  exclusiva para este género. El Comité Brasileño de Registros Ornitológicos (CBRO) y Avibase adoptan dicha familia. El Comité de Clasificación de Sudamérica (SACC), sin embargo, mantuvo al presente género en incertae sedis (de posición incierta) por un tiempo y rechazó la Propuesta no 732 de reconocimiento de la nueva familia; posteriormente, en la Propuesta no 827, se aprobó su inclusión en Tyrannidae en una subfamilia propia Pipritinae.

Referencias

Bibliografía
  (2009). «Distribución, hábitat, e historia natural del Bailarín Castaño Piprites pileata, una especie Críticamente Amenazada en Argentina.» Cotinga: 95-100.
  (2007). «Redescubrimiento del Bailarín Castaño (Piprites pileata) en Argentina.» Ornitología Neotropical 18: 127-131.
  (2008). «The Black-capped Piprites Piprites pileata builds a spherical moss nest.» Cotinga: 166-168.

Enlaces externos
 Videos, fotos y sonidos de Piprites pileata en eBird.
 Fotos y sonidos de caneleirinho-de-chapeu-preto Piprites pileata en Wikiaves.
 Sonidos y mapa de distribución de Piprites pileata en xeno-canto.

pileata
Aves de América del Sur
Animales descritos en 1822
Taxones descritos por Coenraad Jacob Temminck

Piprites pileata


كيفين ج. أوكونور  ممثل أمريكي من مواليد 15 نوفمبر 1963.

مواقع خارجية

مراجع

أشخاص على قيد الحياة
أمريكيون من أصل أيرلندي
ممثلو أفلام أمريكيون
ممثلو تلفزيون أمريكيون
ممثلو مسرح أمريكيون
ممثلون أمريكيون
ممثلون أمريكيون في القرن 20
ممثلون أمريكيون في القرن 21
ممثلون من شيكاغو
مواليد 1963
مواليد في شيكاغو

كيفين ج. أوكونور


An Monotrema arthrophyllum in uska species han Liliopsida nga syahan ginhulagway ni Moritz August Seubert, ngan ginhatag han pagkayana nga asya nga ngaran ni Bassett Maguire. An Monotrema arthrophyllum in nahilalakip ha genus nga Monotrema, ngan familia nga Rapateaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Monotrema

Monotrema arthrophyllum


De 1979 a 1991, Seicheles foi governado por France-Albert René e a Frente Progressista do Povo de Seicheles como um estado de partido único.

História
Em 1977, o SPUP de France-Albert René liderou um golpe sem derramamento de sangue contra o governo liderado pelo PDS e, em 1979, novas eleições também foram convocadas e Rene foi formalmente eleito presidente das Seicheles. O sistema recém-reformado de socialismo de partido único apresentava um presidente eleito diretamente, muito parecido com o sistema original de pluralidade de representação legislativa. Todas as atividades políticas ocorreram sob o governo da Frente Progressista do Povo de Seicheles, e o presidente foi votado sim ou não por qualquer cidadão seichelense com 17 anos ou mais. O presidente desfrutou de poder executivo quase sem controle e nomeou seu próprio gabinete, A própria legislatura foi incapaz de governar de forma independente e, em vez disso, apenas promulgou projetos de lei propostos pelo executivo.

Como seu regime era de partido único, René foi o único candidato presidencial nas eleições de 1979, 1984 e 1989, que venceu com mais de 90% dos votos. René manteve esse nível de influência e poder por meio de tortura sistemática e violações generalizadas dos direitos humanos, bem como da violência do Estado contra seus inimigos políticos durante sua presidência. Ele admitiu espionar os líderes da oposição e acredita-se que esteve envolvido no assassinato de Gerard Hoareau. Seu partido também manteve o controle por meio do Serviço Nacional da Juventude, que auxiliou na doutrinação e treinamento de crianças seichelenses em currículos tradicionais e assuntos militares. René empregou uma combinação de influência e apoio soviético, americano e tanzaniano para ajudá-lo a manter o poder e se defender contra tentativas de golpe, das quais houve muitas.

Referências

Estados e territórios extintos em 1991
Estados e territórios fundados em 1977
Repúblicas socialistas extintas
Estados extintos da África
Estados socialistas
História das Seicheles

Regra de partido único em Seicheles


Bakersfield er borg í sunnanverðum Miðdal Kaliforníu með um 403.000 íbúa (2020). Landbúnaður og gas og olíuframleiðsla eru mikilvægar greinar þar. Í tónlist er borgin þekkt fyrir kántrí á 6. og 7. áratug 20. aldar (Dwight Yoakam og Merle Haggard) og þungarokkshljómsveitina Korn seint á 20. öld.

Borgir í Kaliforníu

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