title: Our Lady of Sorrows

text: Our Lady of Sorrows, depicted as ""Mater Dolorosa"" (Mother of Sorrows) has been the subject of some key works of Catholic Marian art. "Mater Dolorosa" is one of the three common artistic representations of a sorrowful Virgin Mary, the other two being "Stabat Mater" and "Pietà".


title: Our Lady of Sorrows

text: In this iconography, Our Lady of Seven Sorrows is at times simply represented in a sad and anguished mode by herself, her expression being that of tears and sadness. In other representations the Virgin Mary is depicted with seven swords in her heart, a reference to the prophecy of Simeon at the Presentation of Jesus at the Temple.


title: Oslo Airport, Gardermoen

text: Oslo Airport (; ), alternatively referred to as Oslo Gardermoen Airport or simply Gardermoen, is the international airport serving Oslo, Norway, the capital and most populous city in the country. A hub for Flyr, Norse Atlantic Airways, Norwegian Air Shuttle, Scandinavian Airlines and Widerøe, it connects to 26 domestic and 158 international destinations.


title: Oslo Airport, Gardermoen

text: The airport is located northeast of Oslo, at Gardermoen at the border of municipalities Nannestad and Ullensaker, in Viken county. It has two parallel roughly north–south runways measuring and and 71 aircraft stands, of which 50 have jet bridges. The airport is connected to the city center by the high-speed railway Gardermoen Line served by mainline trains and Flytoget. The percentage of passengers using public transport to get to and from the airport is one of the highest in the world at nearly 70%. The ground facilities are owned by Oslo Lufthavn AS, a subsidiary of the state-owned Avinor. Also at the premises is Gardermoen Air Station, operated by the Royal Norwegian Air Force. An expansion with a new terminal building and a third pier opened in late April 2017.


title: Oslo Airport, Gardermoen

text: The airport location was first used by the Norwegian Army from 1940, with the first military airport facilities being built during the 1940s. The airport remained a secondary reserve and airport for chartered flights to Oslo Airport, Fornebu, until 8 October 1998, when the latter was closed and an all-new Oslo Airport opened at Gardermoen, costing 11.4 billion Norwegian kroner (NOK).


title: Oslo Airport, Gardermoen

text: Oslo is additionally served by the much smaller Sandefjord Airport, Torp, in Sandefjord, which situated 119 km (74 mi) to the south of downtown Oslo and primarily used by leisure and low-cost carriers.


title: Oslo Airport, Gardermoen

text: The Norwegian army started using Gardermoen as a camp in 1740, although it was called Fredericksfeldt until 1788. It was first used by the cavalry, then by the dragoons and in 1789 by the riding marines. The base was also taken into use by the infantry from 1834 and by the artillery from 1860. Tents were solely used until 1860, when the first barracks and stalls were taken into use. Insulated buildings were built around 1900, allowing the camp to be used year-round. By 1925, the base had eleven camps and groups of buildings. The first flight at Gardermoen happened in 1912, and Gardermoen became a station for military flights.


title: Oslo Airport, Gardermoen

text: During the occupation of Norway by Nazi Germany, the "Luftwaffe" took over Gardermoen, and built the first proper airport facilities with hangars and two crossing runways, both long. After World War II, the airport was taken over by the Norwegian Air Force and made the main air station. Three fighter and one transport squadron were stationed at Gardermoen.


title: Oslo Airport, Gardermoen

text: In 1946, Braathens SAFE established their technical base at the airport, but left two years later. Gardermoen also became the reserve airport for Oslo Airport, Fornebu, when the latter was closed due to fog. From 1946 to 1952, when a longer runway was built at Fornebu, all intercontinental traffic was moved to Gardermoen. Gardermoen grew up as a training field for the commercial airlines and as local airport for general aviation. Some commercial traffic returned again in 1960, when SAS received its first Sud Aviation Caravelle jet aircraft, that could not use the runway at Fornebu until it was extended again in 1962. SAS introduced a direct flight to New York in 1962, but it was quickly terminated.


title: Oslo Airport, Gardermoen

text: In 1972, capacity restraints forced the authorities to move all charter traffic from Fornebu to Gardermoen. However, SAS and Braathens SAFE were allowed to keep their charter services from Fornebu, so they would not have to operate from two bases. A former hangar was converted to a terminal building and in 1974 passenger numbers were at 269,000 per year. In 1978, SAS started a weekly flight to New York. In 1983, further restrictions were enforced, and also SAS and Braathens SAFE had to move their charter operations to Gardermoen, increasing passenger numbers that year to 750,000. Several expansions of runway were made after the war, and by the 1985-extension the north–south runway was .


title: Oslo Airport, Gardermoen

text: The first airports to serve Oslo were Kjeller Airport which opened in 1912 and Gressholmen Airport which served seaplanes after its opening in 1926. Norway's first airline, Det Norske Luftfartrederi, was founded in 1918 and the first scheduled flights were operated by Deutsche Luft Hansa to Germany with the opening of Gressholmen. In 1939, a new combined sea and land airport opened at Fornebu. It was gradually expanded, with a runway capable of jet aircraft opening in 1962 and a new terminal building in 1964. But due to its location on a peninsula about from the city center and close to large residential areas, it would not be possible to expand the airport sufficiently to meet all foreseeable demands in the future. Following the 1972 decision to move charter traffic to Gardermoen, politicians were forced to choose between a "divided solution" that planners stated would eventually force all international traffic to move to Gardermoen, or to build a new airport.


title: Oslo Airport, Gardermoen

text: Gardermoen had been proposed as the main airport for Oslo and Eastern Norway as early as 1946, both by the local newspaper "Romerikes Blad" and by Ludvig G. Braathen, who had just founded Braathens SAFE. In 1970, a government report recommended that a new main airport be built at Hobøl, but stated that the time was still not right. The areas were therefore reserved. During the 1970s, it became a political priority by the socialist and center parties to reduce state investments in Eastern Norway to stimulate growth in rural areas. In 1983, parliament voted to keep the divided solution permanently and expand Fornebu with a larger terminal.


title: Oslo Airport, Gardermoen

text: By 1985, traffic had increased so much that it became clear that by 1988 all international traffic would have to move to Gardermoen. The areas at Hobøl had been freed up, and a government report was launched recommending that a new airport be built at Gardermoen, although an airport at Hurum had also been surveyed. However, the report did not look into the need of the Air Force that was stationed at Gardermoen and was therefore rejected by the parliament the following year. In 1988, a majority of the government chose Hurum as their preferred location, and the Minister of Transport Kjell Borgen withdrew from his position. In 1989, new weather surveys from Hurum showed unfavorable conditions. There were large protests from meteorologists and pilots who stated that the surveys were manipulated. Two government committees were appointed, and both concluded that there were no irregularities in the surveys.


title: Oslo Airport, Gardermoen

text: Since Hurum could no longer be used, the government again recommended Gardermoen as the location. The Conservative Party instead wanted to build at Hobøl, but chose to support the Labour Party government's proposal to get a new airport as quickly as possible. Parliament passed legislation to build the new main airport at Gardermoen on 8 August 1992. At the same time, it was decided that a high-speed railway was to be built to Gardermoen, so the airport would have a 50% public transport market share.


title: Oslo Airport, Gardermoen

text: The choice of Gardermoen has spurred controversy, also after the matter was settled in parliament. In 1994, Engineer Jan Fredrik Wiborg, who claimed that falsified weather reports had been made, died after falling from a hotel window in Copenhagen. Circumstances about his death were never fully cleared up and documents about the weather case disappeared. The Standing Committee on Scrutiny and Constitutional Affairs held a hearing about the planning process trying to identify any irregularities. An official report was released in 2001.


title: Oslo Airport, Gardermoen

text: To minimize the effect of using state grants to invest in Eastern Norway, parliament decided that the construction and operation of the airport was to be done by an independent limited company that would be wholly owned by the Civil Airport Administration (today Avinor). This model was chosen to avoid having to deal with public trade unions and to ensure that the construction was not subject to annual grants. This company was founded in 1992 as Oslo Hovedflyplass AS, but changed its name in 1996 to Oslo Lufthavn. From 1 January 1997, it also took over the operation of Oslo Airport, Fornebu. The company was established with NOK 200 million in share capital. The remaining assets were NOK 2 billion from the sale of Fornebu and NOK 900 million in responsible debt. The remaining funding would come from debt from the state. Total investments for the airport, railways and roads were NOK 22 billion, of which Oslo Lufthavn would have a debt of NOK 11 billion after completion.


title: Oslo Airport, Gardermoen

text: At Gardermoen there was both an air station and about 270 house owners that had their real estate expropriated following parliament's decision. NOK 1.7 billion were used to purchase land, including the Air Force. It was the state that expropriated and bought all the land and remained land owner, while Oslo Lufthavn leases the ground from the state. The first two years were used to demolish and rebuild the air station. This reduced the building area from , but gave a more functional design.


title: Oslo Airport, Gardermoen

text: Construction of the new main airport started on 13 August 1994. The western runway was already in place, and had been renovated by the Air Force in 1989. A new, eastern runway needed to be built. A hill at the airport was blown away, and the masses used to fill in where needed. The construction of the airport and railway required 13,000 man-years. 220 subcontractors were used, and working accidents were at a third of the national average, without any fatalities. The last flights to Fornebu took place on 7 October 1998. That night, 300 people and 500 truckloads transported equipment from Fornebu to Gardermoen. Gardermoen officially opened on 8 October 1998.


title: Oslo Airport, Gardermoen

text: The airlines needed to build their own facilities at Gardermoen. SAS built a complex with , including a technical base, cabin storage, garages and cargo terminals, for NOK 1.398 billion. This included a technical base for their fleet of Douglas DC-9 and McDonnell Douglas MD-80-aircraft for NOK 750 million. The cargo handling facility is and was built in cooperation with Posten Norge. SAS also built two lounges in the passenger terminal. Since Braathens had its technical base at Stavanger Airport, Sola, it used NOK 200 million to build facilities. This included a hangar for six aircraft for NOK 100 million.


title: Oslo Airport, Gardermoen

text: Parliament decided to build a high-speed airport rail link from Oslo to Gardermoen. The Gardermoen Line connects Oslo Central Station (Oslo )to Gardermoen and onwards to Eidsvoll. This line was constructed for and allows the Flytoget train to operate from Oslo Central station to Gardermoen in nineteen minutes. Just like the airport, the railway was to be financed by the users. The Norwegian State Railways (NSB) established a subsidiary, , which would build and own the railway line, as well as operate the airport trains. The company would borrow money from the state, and repay with the profits from operation. During construction of the Romerike Tunnel, a leak was made that started draining the water from the lakes above. The time and cost to repair the leaks meant that the whole railway line budget was exceeded, and the tunnel would not be taken into use until 1 August 1999. Since the rest of the railway was finished, two trains (instead of the intended six), operated using more time from the opening of the new airport.


title: Oslo Airport, Gardermoen

text: The main road corridor northwards from Oslo to Gardermoen is European Route E6. The E6 was upgraded to six lanes north to Hvam, and to four lanes north to Gardermoen. The E6 runs about east of the airport, so of Norwegian National Road 35 was upgraded to four-lane motorway to connect the E6 to the airport. This connection cost NOK 1 billion. After the opening of the airport, National Road 35 was upgraded west of the airport as a two-lane toll road. Also Norwegian National Road 120 and Norwegian National Road 174 were upgraded.


title: Oslo Airport, Gardermoen

text: The first new airline to start scheduled flights was Color Air operating Boeing 737-300 jets. The low-cost airline took advantage of the increased capacity that Gardermoen created to start competing with SAS and Braathens on the routes to Bergen, Trondheim and Ålesund. This lasted until October 1999, when Color Air filed for bankruptcy. During this time, all three airlines lost large amounts of money, mainly due to low cabin loads. To win the business market, all three wanted to have the most possible departures per day to other cities.


title: Oslo Airport, Gardermoen

text: Gardermoen has had considerable problems with fog and freezing rain, and has several times had a complete close-down. This was also a problem at Fornebu, and reported to be at Hurum as well. On average, there is super cooled rain three times per month during the winter. The use of deicing fluids is restricted since the area underneath the airport contains the Tandrum Delta, one of the country's largest uncontained quaternary aquifers (underground water systems). On 14 December 1998, a combination of freezing fog and supercooled rain caused glaze at Gardermoen. At least twenty aircraft engines were damaged by ice during take-off, and five aircraft needed to make precautionary landings with only one working engine. On 18 January 2006, an Infratek deicing system was set up, that uses infrared heat in large hangar tents. It was hoped that it could reduce chemical deicers by 90%, but the technique has proved unsuccessful.


title: Oslo Airport, Gardermoen

text: In 1999, Northwest Airlines briefly operated a flight between Oslo and Minneapolis/St. Paul, MN, United States, for several months, before the flight was cancelled due to poor load factors. Northwest had previously served the airport in 1987 with nonstop flights operated with McDonnell Douglas DC-10-40 wide body jetliners several days a week to New York - JFK with continuing direct service to Memphis International Airport (MEM) and Minneapolis–Saint Paul International Airport (MSP). In October 2001, the only remaining intercontinental flight, to Newark Airport (EWR), with Scandinavian Airlines (SAS) operated Boeing 767–300 aircraft, was discontinued, due to a slump in air travel following the 9/11. In 2004, Scandinavian Airlines and Continental Airlines (now United Airlines) resumed service on this route using Airbus A330 and Boeing 757-200 respectively. United Airlines suspended winter service on the route in 2015, then discontinued the service completely in 2017. Scandinavian Airlines also started a direct service from Oslo to Miami in 2016.


title: Oslo Airport, Gardermoen

text: Also in 1999, Pakistan International Airlines (PIA) became the first Asian airline to touchdown in Oslo, commencing its first flights to the city to and from Karachi, Lahore and Islamabad. The return flights had a stopover at Copenhagen Airport before continuing onward to Pakistan.


title: Oslo Airport, Gardermoen

text: Norwegian Air Shuttle launched flights to Bangkok, New York – JFK, Los Angeles, Fort Lauderdale, Oakland (San Francisco), and Orlando with Boeing 787 Dreamliner jetliners and Dubai, Agadir and Marrakech with Boeing 737-800 jets, and Thai Airways to Bangkok, Qatar Airways to Doha, Emirates to Dubai. In 2012, the airport opened a new VIP terminal exclusively used for the royal family, the prime minister and foreign heads of state and government.


title: Oslo Airport, Gardermoen

text: The airport covers an area of and is modeled partially on Hartsfield–Jackson Atlanta International Airport, with two parallel runways and a single terminal with two piers on a single line. Oslo Airport is located north-northeast of Oslo city centre.


title: Oslo Airport, Gardermoen

text: The passenger terminal covers . The airport has 72 gates, of which 44 are bridge-connected and 28 are remote stands.


title: Oslo Airport, Gardermoen

text: The original west wing of the terminal contains the domestic A-gates. The west wing also connects to the south pier that contains the eight B-gates, all of which lack jet bridges. This south pier was constructed in 2012 to compensate for the gates lost while the north pier was being built, and was intended for demolition after five years, but in 2018 a moving walkway to the pier was installed and Avinor expressed its intention to make the pier permanent.


title: Oslo Airport, Gardermoen

text: The north pier, containing 11 gates, was opened in 2017. Nine of the gates are configurable as either domestic C-gates or international Schengen area D-gates. The two northernmost gates are international D-gates only. Passengers using the north pier are directed to the top floor for domestic flights or the lower floor for international flights.


title: Oslo Airport, Gardermoen

text: The east pier of the original terminal is for international flights. The gates for Schengen area flights are E-gates while the F-gates for the non-Schengen area are at the easternmost end of the terminal. An expansion to the non-Schengen end of the east pier was opened during the summer of 2022. Four gates near the end of the east pier are flexigates where doors can be opened or closed to switch between Schengen and non-Schengen flights. EU controllers have been somewhat sceptical of the Schengen/non-Schengen flexigates, and there were a few incidents where the wrong doors were opened so that passengers who should have gone through the border control did not.


title: Oslo Airport, Gardermoen

text: The opening of the north pier gives a capacity of 32 million; in 2016, 25.7 million passengers used the airport. The airport is "silent", so announcements for flights are only made in the immediate vicinity of the gate. There is a playground in both the domestic and international sections, and a quiet room in the domestic section. Medical personnel are stationed at the airport.


title: Oslo Airport, Gardermoen

text: Many international passengers connecting to domestic flights have to pick up their luggage, show it to customs and check in the luggage again. Some transit passengers avoided Oslo Airport and found other routing options when possible because of this. The process of clearing customs before connecting from an international to a domestic flight is not unique for Oslo Airport, as it is the same process used at international airports in the United States and some other countries. Most passengers whose inbound flight is with SAS, Norwegian, Widerøe or Flyr and who are connecting on a through ticket can instead use the domestic transfer customs process that avoids this, although certain flight origins are excluded.


title: Oslo Airport, Gardermoen

text: About half the airport operator's income is from retail revenue. There are 20 restaurants providing food or drink service, stores and other services including banks and a post office. In all, are used for restaurants, stores and non-aviation services. The departure duty-free shop is and the largest in Europe. The shop is located in front of the international concourse, taking up a large part of the terminal's width. The airport has attempted to funnel all passengers through the duty-free shop. Signs put up to hinder passengers from walking outside the duty-free were removed after criticism in 2008. Arriving passengers have access to a smaller duty-free shop in the baggage claim area.


title: Oslo Airport, Gardermoen

text: In addition to the main terminal, the airport operates a VIP lounge for the Norwegian Royal Family, members of the Norwegian government and members of foreign royal families and governments. The General aviation terminal, located on the west side of the airport, services GA-aircraft, executive jets and ambulance aircraft. The cargo terminal is located just southwest of the main terminal and has seven gates for cargo aircraft. The airport is heated using district heating with a geothermal source.


title: Oslo Airport, Gardermoen

text: The airport's architects were Aviaplan, a joint venture between the agencies Nordic — Office of Architecture, Niels Torp, Skaarup & Jespersen and Hjellnes Cowi. The main architect was Gudmund Stokke. The terminal building has a light, modern roof that is held up by wooden reefers. The main construction materials are wood, metal and glass. The airlines were required to follow the same design rules for their buildings as the terminal.


title: Oslo Airport, Gardermoen

text: The main art on the landside of the airport is "Alexis", consisting of six steel sculptures in stainless steel created by Per Inge Bjørlo. On the airside, Carin Wessel used of thread to make the impression of clouds and webs, named "Ad Astra". Anna Karin Rynander and Per-Olof Sandberg cooperated in making two installations: "The Marathon Dancers", located in the baggage claim area, is a set of two electronic boards that show a dancing person. "Sound Refreshment Station", of which six are located in the departure areas, are sound "showers" that make refreshing sounds when a person is immediately under them. Sidsel Westbø etched the glass walls. In the check-in area, there are small boxes under the floor with glass ceilings that contain curiosities. As well as the custom-made art, several existing sculptures and paintings were bought. At the National Road 35 and European Route E6 junction, Vebjørn Sand built a statue named the "Kepler Star". It consists of two internally illuminated Kepler–Poinsot polyhedrons, appearing like a giant star in the sky after dark.


title: Oslo Airport, Gardermoen

text: The airport has two parallel runways, aligned 01/19. The west runway 01L/19R is , while the east runway 01R/19L is . Both have taxiways, allowing 80 air movements per hour. The runways are equipped with CAT IIIA instrument landing system and the airport is supervised by a tall control tower. Once departing aircraft are away from the airport, responsibility is taken over by Oslo Air Traffic Control Center, which supervises the airspace with Haukåsen Radar. The airport has two ground radars, on the far sides of each of the runways. Both at the gates and along the taxiways, there is an automatic system of lights that guide the aircraft. On the tarmac, these are steered by the radar, while they are controlled by motion sensors at the gate.


title: Oslo Airport, Gardermoen

text: There are three deicing platforms. Both fire stations each have three fire cars, and is part of the municipal fire department. Meteorological services are operated by the Norwegian Meteorological Institute, which has 12 weather stations and 16 employees at the airport. This includes Norway's first aeronautic information service and a self-briefing room, in addition to briefings from professionals. Restrictions on air movements apply overnight from 23:00 to 06:00, although landing and taking off on the north side is permitted.


title: Oslo Airport, Gardermoen

text: The Royal Norwegian Air Force has an air base at Gardermoen, located at the north side of the passenger terminal at Oslo Airport. The base dates from 1994 and houses the 335-Squadron that operates three Lockheed C-130 Hercules transport planes. The airbase also handles nearly all military freight going abroad. The Air Force has a compact building space. The station is built so that it can quickly be expanded if necessary, without having to claim areas used by the civilian section. The military also use the civilian terminals for their passenger transport needs, and send 200,000 people with chartered and scheduled flights from the main terminal each year. The air force station serves as the main entering point for VIPs and officials going to Norway.


title: Oslo Airport, Gardermoen

text: The airport is owned by Oslo Lufthavn AS, a limited company wholly owned by Avinor, a state-owned company responsible for operating 46 Norwegian airports. In 2010, Oslo Lufthavn had a revenue of NOK 3,693 million, giving an income of NOK 1,124 million before tax. The profit from the airport is largely paid to Avinor, who uses it to cross-subsidise operating deficits from smaller primary and regional airport throughout the country. At the end of 2010, Oslo Lufthavn had 439 employees.


title: Oslo Airport, Gardermoen

text: The company has a subsidiary, Oslo Lufthavn Eiendom AS, which is responsible for developing commercial real estate around the airport. It owns one airport hotel run by the Radisson Blu chain, the office building and conference center Flyporten, which along with the hotel features 60 conference rooms, and the employee parking lot. A second hotel, Park Inn, was opened in September 2010.


title: Oslo Airport, Gardermoen

text: Gardermoen has direct connections to just over 160 destinations. In addition, there are up to several charter destinations, depending on the season. The domestic network is dominated by Norwegian and SAS, which mainly fly commercially on the main airport network. In addition, Widerøe operates tender routes on a contract with the Ministry of Transport and Communications.


title: Oslo Airport, Gardermoen

text: The international route network is focused on European destinations. SAS, Norwegian and a number of major European network companies fly with high frequency between Gardermoen and the Nordic capitals, as well as the major cities in Western and Eastern Europe. In addition, it flies directly to a larger number of destinations in the Mediterranean countries, although with somewhat lower frequency and variations in the summer months.


title: Oslo Airport, Gardermoen

text: Until 2020, Gardermoen had a relatively large increase in the number of long-distance routes. This growth was largely driven by Norwegian's investment in longer routes. When the coronavirus pandemic came to Norway in March 2020, Norwegian had to close down its long-haul fleets after a short time, because there was not a sufficient customer base. However, companies such as Qatar Airways and Emirates also contributed to the long-distance increase. In the spring of 2019, Hainan Airlines opened a direct route between Oslo and Beijing. As of 2019, a number of charter flights were also offered from Gardermoen under the auspices of various travel operators, distributed throughout the year. Among these operators were Ving, Apollo and TUI. During the summer months, destinations around the Mediterranean were best represented until 2020 (especially holiday destinations in Spain, Greece and Turkey), while in the winter, direct flights is offered to intercontinental destinations, for example Cuba, Gambia, Canary Islands, Cape Verde, Mexico and Thailand.:


title: Oslo Airport, Gardermoen

text: Oslo Airport has a catchment area of 2.5 million people, including most of Eastern Norway and 0.3 million people in Sweden. In 2017, Oslo Airport served 27,482,315 passengers, of cargo and 242,555 aircraft movements. In 2017, Oslo Airport was ranked the 19th busiest airport in Europe. It is the second-busiest Nordic airport after Copenhagen Airport. The busiest route is to Trondheim, with over 2 million passengers. Along with the domestic routes to Bergen and Stavanger, and the international routes to Copenhagen and Stockholm, Oslo Airport serves five of the 25 busiest routes in the EEA, all with more than one million passengers.


title: Oslo Airport, Gardermoen

text: Situated about from the city center, Oslo Airport offers extensive public transporting services. The airport has one of the world's highest levels of public transport usage, with a share of nearly 70%.


title: Oslo Airport, Gardermoen

text: The Gardermoen Line opened the same day as the airport, and runs in a tunnel below the airport facilities, where Gardermoen Station is located below the terminal. The Flytoget airport express train operates to Oslo Central Station six times per hour in 19 to 22 minutes, with three services continuing onwards via five intermediate stations to Drammen Station. On Saturdays and Sundays, the trains run three times an hour. The Airport Express Train has a 34% ground transport share.


title: Oslo Airport, Gardermoen

text: Vy also operates from the airport, both a commuter train service to Eidsvoll and Kongsberg, and a regional service north to Innlandet and south to Vestfold og Telemark. Both offer services to Oslo, and the latter allows direct service to Sandefjord Airport, Torp. Five daily express trains operated by SJ Norge to Trondheim stop at the airport, including one night train.


title: Oslo Airport, Gardermoen

text: The Oslo Airport Express Coach serves the airport, from Oslo, Fredrikstad, Ski and Gjøvik. In addition, most express buses from other parts of Norway stop at the airport. The local transport authority, Ruter, operates a number of services to Oslo Airport from nearby places.


title: Oslo Airport, Gardermoen

text: The airport is located from European Route E16, and from the European Route E6 and connect to them as a four-lane motorway. The E6 runs south with four lanes to Oslo, and northwards with four lanes towards Oppland, Hedmark and Central Norway. E16 connects with two lanes westward towards Buskerud and eastward towards Sweden. All these directions are toll roads, at least in part. There are 11,400 parking spaces at the airport, as well as taxi stands and rental car facilities.


title: Oslo Airport, Gardermoen

text: There are several companies providing services at Oslo Airport. In order to check companies, rates and book a taxi, the passenger must go to the information desk at the Arrivals Hall of the airport. The taxi rank is located just outside the arrivals hall.


title: Oslo Airport, Gardermoen

text: Oslo Airport has experienced rapid increases in passenger numbers during the last decade, already exceeding its original capacity limit of 17 million passengers. As a result, the Norwegian Air Transport Authority, Avinor, approved plans on 19 January 2011, for an expansion of OSL with Terminal 2 (North Pier). Finished in Spring 2017, the expansion involved construction of a new pier located directly after security checkpoint with eleven new air bridges, six remote stands, a new arrivals- and departure-hall and a new baggage handling system. A total of 117,000 square meters were added, resulting a total of 265,000 square meters today. OSL can now handle 32 million passengers annually. Yet, before the North Pier was finished, OSL have invested further plans to expand the international terminal with six new wide-body airliner gates for more direct flights to destinations outside of Europe. The expansion is set to begin in 2017 and will be finished between 2019 and 2021


title: Oslo Airport, Gardermoen

text: Once the intercontinental expansion is finished, the airport will be able to accommodate the double-decker Airbus A380. This would also advance point-to-point flying and fix the major issue where Norwegians are traveling to larger hub-and-spoke airports in Europe in order to reach their final destination, because OSL (both the market and airport's size) is too small to handle a global flight network. Another phase will be added later on to bring the total capacity to 35 million passengers annually through the T2-project.


title: Oslo Airport, Gardermoen

text: If passenger traffic continues to grow and if the capacity will be surpassed beyond the capabilities, OSL and Avinor will call out for a master phase (as situated in the Master Plan 2012–2050), including extension of the North Pier by another 100 meters, adding a third runway with a free-standing pier between it and the existing Eastern runway, as well as a new terminal to the southeast area of the current international terminal (by where Park Inn is located).


title: Oslo Airport, Gardermoen

text: The Government of Oslo has debated if a third runway in the future will be reliable. If they approve, the runway will not be finished until 2030 at the earliest. Avinor has discovered the existing runway capacity will be saturated by 2030, but critics have pointed out that larger hubs as Heathrow in London only operates with two runways. However, such airports tend to suffer of major delays and chaos at their schedules. Oslo had 253,542 movements against 474,087 at Heathrow in 2017. Former Minister of Transport, Liv Signe Navarsete (Center), has stated that spreading the traffic between the two airports (RYG is closed on permanent basis) will result in inconvenience for passengers and a massive need for inter-airport ground transportation, but has announced she is opposed to a third runway. Avinor is facing large costs of extending short runways in rural locations or replacing such airports during the 2020s decade, so a third runway at Oslo is less prioritized. However, as of December 2017, construction of a nearby city directly to the east of OSL has been officially approved, nicknamed "the Gate to Europe", in which a third runway and a third terminal are part of the project.


title: Oslo Airport, Gardermoen

text: Norwegian CEO Bjørn Kjos has announced that the airline has ambitions to evolve Gardermoen into a major global hub between North America and South Asia. Kjos stated; "We could have received tons of traffic from all around the world. Oslo could have been one of the largest hubs in Europe, and could have competed against the large ones in the Middle East" (DXB and DOH). He guarantees the transatlantic routes will be significantly shorter via Northern Europe, which will lead to increased efficiency and satisfaction for the travelers and for the economy. Norwegian is currently disallowed to fly direct over Russian territory by their Air Traffic Authorities, meaning that negotiation is the only solution.


title: Oslo Airport, Gardermoen

text: "Gardermoen" is a compound of the farm name "Garder" and the finite form of "mo" 'moor; drill ground' (thus 'the moor belonging to the farm Garder'). The farm is first mentioned in 1328 ("Garðar"), and the name is the plural of Norse "garðr" 'fence'.


title: Oslo Airport, Gardermoen

text: According to EUROCONTROL, the "European Organisation for the Safety of Air Navigation", Gardermoen had the most delays per flight of all airports in Europe in July 2012. As a consequence of the delays, which apparently were caused by a lack of air traffic controllers, several airlines are demanding NOK 100 million in compensation from Avinor. The head of Avinor said that the agency may pay compensation to the airlines, also saying that "they did not get a good enough product last summer".


title: New Year

text: New Year is the time or day currently at which a new calendar year begins and the calendar's year count increments by one. Many cultures celebrate the event in some manner. In the Gregorian calendar, the most widely used calendar system today, New Year occurs on January 1 (New Year's Day, preceded by New Year's Eve). This was also the first day of the year in the original Julian calendar and the Roman calendar (after 153 BC).


title: New Year

text: Other cultures observe their traditional or religious New Year's Day according to their own customs, typically (though not invariably) because they use a lunar calendar or a lunisolar calendar. Chinese New Year, the Islamic New Year, Tamil New Year (Puthandu), and the Jewish New Year are among well-known examples. India, Nepal, and other countries also celebrate New Year on dates according to their own calendars that are movable in the Gregorian calendar.


title: New Year

text: During the Middle Ages in Western Europe, while the Julian calendar was still in use, authorities moved New Year's Day, depending upon locale, to one of several other days, including March 1, March 25, Easter, September 1, and December 25. Since then, many national civil calendars in the Western World and beyond have changed to using one fixed date for New Year's Day, January 1most doing so when they adopted the Gregorian calendar.


title: New Year

text: The new year of many South and Southeast Asian calendars falls between April 13–15, marking the beginning of spring.


title: New Year

text: The early development of the Christian liturgical year coincided with the Roman Empire (east and west), and later the Byzantine Empire, both of which employed a taxation system labeled the Indiction, the years for which began on September 1. This timing may account for the ancient church's establishment of September 1 as the beginning of the liturgical year, despite the official Roman New Year's Day of January 1 in the Julian calendar, because the Indiction was the principal means for counting years in the empires, apart from the reigns of the Emperors. The September 1 date prevailed throughout all of Christendom for many centuries, until subsequent divisions eventually produced revisions in some places.


title: New Year

text: After the sack of Rome in 410, communications and travel between east and west deteriorated. Liturgical developments in Rome and Constantinople did not always match, although a rigid adherence to form was never mandated in the church. Nevertheless, the principal points of development were maintained between east and west. The Roman and Constantinopolitan liturgical calendars remained compatible even after the East-West Schism in 1054. Separations between the Roman Catholic ecclesiastical year and Eastern Orthodox liturgical calendar grew only over several centuries' time.


title: New Year

text: During those intervening centuries, the Roman Catholic ecclesiastic year was moved to the first day of Advent, the Sunday nearest to St. Andrew's Day (November 30). According to the Latin Rite of the Catholic Church, the liturgical year begins at 4:00 PM on Saturday preceding the fourth Sunday prior to December 25 (between November 26 and December 2). By the time of the Reformation (early 16th century), the Roman Catholic general calendar provided the initial basis for the calendars for the liturgically-oriented Protestants, including the Anglican and Lutheran Churches, who inherited this observation of the liturgical new year.


title: New Year

text: The present-day Eastern Orthodox liturgical calendar is the virtual culmination of the ancient eastern development cycle, though it includes later additions based on subsequent history and lives of saints. It still begins on September 1, proceeding annually into the Nativity of the Theotokos (September 8) and Exaltation of the Cross (September 14) to the celebration of Nativity of Christ (Christmas), through his death and resurrection (Pascha/Easter), to his Ascension and the Dormition of the Theotokos ("falling asleep" of the Virgin Mary, August 15). This last feast is known in the Roman Catholic church as the Assumption. The dating of "September 1" is according to the "new" (revised) Julian calendar or the "old" (standard) Julian calendar, depending on which is used by a particular Orthodox Church. Hence, it may fall on September 1 on the civil calendar, or on September 14 (between 1900 and 2099 inclusive).


title: New Year

text: The liturgical calendars of the Coptic and Ethiopian Orthodox churches are unrelated to these systems but instead follow the Alexandrian calendar which fixed the wandering ancient Egyptian calendar to the Julian year. Their New Year celebrations on Neyrouz and Enkutatash were fixed; however, at a point in the Sothic cycle close to the Indiction; between the years 1900 and 2100, they fall on September 11 during most years and September 12 in the years preceding a leap year.


title: New Year

text: During the Roman Republic and the Roman Empire years beginning on the date on which each consul first entered the office. This was probably May 1 before 222 BC, March 15 from 222 BC to 154 BC, and January 1 from 153 BC. In 45 BC, when Julius Caesar's new Julian calendar took effect, the Senate fixed January 1 as the first day of the year. At that time, this was the date on which those who were to hold civil office assumed their official position, and it was also the traditional annual date for the convening of the Roman Senate. This civil new year remained in effect throughout the Roman Empire, east and west, during its lifetime and well after, wherever the Julian calendar continued in use.


title: New Year

text: In England, the Angle, Saxon, and Viking invasions of the fifth through tenth centuries plunged the region back into pre-history for a time. While the reintroduction of Christianity brought the Julian calendar with it, its use was primarily in the service of the church to begin with. After William the Conqueror became king in 1066, he ordered that January 1 be re-established as the civil New Year to coincide with his coronation. From about 1155, England and Scotland joined much of Europe to celebrate the New Year on March 25, falling in line with the rest of Christendom.


title: New Year

text: In the Middle Ages in Europe a number of significant feast days in the ecclesiastical calendar of the Roman Catholic Church came to be used as the beginning of the Julian year:


title: New Year

text: Southward equinox day (usually September 22) was "New Year's Day" in the French Republican Calendar, which was in use from 1793 to 1805. This was "primidi Vendémiaire", the first day of the first month.


title: New Year

text: It took quite a long time before January 1 again became the universal or standard start of the civil year. The years of adoption of January 1 as the new year are as follows:


title: New Year

text: March 1 was the first day of the numbered year in the Republic of Venice until its destruction in 1797, and in Russia from 988 until 1492 (Anno Mundi 7000 in the Byzantine calendar). September 1 was used in Russia from 1492 (A.M. 7000) until the adoption of the Anno Domini notation in 1700 via a December 1699 decree of Tsar Peter I.


title: New Year

text: Because of the division of the globe into time zones, the new year moves progressively around the globe as the start of the day ushers in the New Year. The first time zone to usher in the New Year, just west of the International Date Line, is located in the Line Islands, a part of the nation of Kiribati, and has a time zone 14 hours ahead of UTC. All other time zones are 1 to 25 hours behind, most in the previous day (December 31); on American Samoa and Midway, it is still 11 PM on December 30. These are among the last inhabited places to observe New Year. However, uninhabited outlying US territories Howland Island and Baker Island are designated as lying within the time zone 12 hours behind UTC, the last places on earth to see the arrival of January 1. These small coral islands are found about midway between Hawaii and Australia, about 1,000 miles west of the Line Islands. This is because the International Date Line is a composite of local time zone arrangements, which winds through the Pacific Ocean, allowing each locale to remain most closely connected in time with the nearest or largest or most convenient political and economic locales with which each associate. By the time Howland Island sees the new year, it is 2 AM on January 2 in the Line Islands of Kiribati.


title: Middle Passage

text: The Middle Passage was the stage of the Atlantic slave trade in which millions of enslaved Africans were transported to the Americas as part of the triangular slave trade. Ships departed Europe for African markets with manufactured goods (first side of the triangle), which were then traded for slaves with rulers of African states and other African slave traders. Slave ships (also known as Guineamen) transported the slaves across the Atlantic (second side of the triangle). The proceeds from selling slaves was then used to buy products such as hides, tobacco, sugar, rum, and raw materials, which would be transported back to northern Europe (third side of the triangle) to complete the triangle.


title: Middle Passage

text: The First Passage was the forced march of African slaves from their inland homes, where they had often been captured by other tribes or by other members of their own tribe, to African ports where they were imprisoned until they were sold and loaded onto a ship. The Final Passage was the journey from the port of disembarkation in the Americas to the plantation or other destination where they would be put to work. The Middle Passage across the Atlantic joined these two. Voyages on the Middle Passage were large financial undertakings, generally organized by companies or groups of investors rather than individuals.


title: Middle Passage

text: The first European slave ship transported enslaved Africans from São Tomé to New Spain in 1525. Portuguese and Dutch traders dominated the trade in the 16th and 17th centuries, though by the 18th they were supplanted by the British and French. Other European nations involved were Spain, Denmark–Norway, Sweden, Poland-Lithuania, Prussia and various Italian city states as well as traders from the United States. The enslaved Africans came mostly from the regions of Senegambia, Upper Guinea, Windward Coast, Gold Coast, Bight of Benin, Bight of Biafra, and Angola. With the growing abolitionist movement in Europe and the Americas, the transatlantic slave trade gradually declined until being fully abolished in the second-half of the 19th century.


title: Middle Passage

text: According to modern research, roughly 12.5 million slaves were transported through the Middle Passage to the Americas. The enslaved were transported in wretched conditions, males and females separated, across the Atlantic. Mortality was high; those with strong bodies survived. Young females were raped by the crew. An estimated 15% of them died during voyage, with mortality rates considerably higher in Africa itself during the process of capturing and transporting slaves to the coast. The total number of deaths directly attributable to the Middle Passage voyage is estimated at up to two million; a broader look at African deaths directly attributable to the institution of slavery from 1500 to 1900 suggests up to four million deaths. The "Middle Passage" was considered a time of in-betweenness where captive Africans forged bonds of kinship which then created forced transatlantic communities.


title: Middle Passage

text: The duration of the transatlantic voyage varied widely, from one to six months depending on weather conditions. The journey became more efficient over the centuries: while an average transatlantic journey of the early 16th century lasted several months, by the 19th century the crossing often required fewer than six weeks.


title: Middle Passage

text: African kings, warlords and private kidnappers sold captives to Europeans who held several coastal forts. The captives were usually force-marched to these ports along the western coast of Africa, where they were held for sale to the European or American slave traders in the barracoons. Typical slave ships contained several hundred slaves with about 30 crew members.


title: Middle Passage

text: The male captives were normally chained together in pairs to save space; right leg to the next man's left leg — while the women and children may have had somewhat more room. The chains or hand and leg cuffs were known as bilboes, which were among the many tools of the slave trade, and which were always in short supply. Bilboes were mainly used on men, and they consisted of two iron shackles locked on a post and were usually fastened around the ankles of two men. At best, captives were fed beans, corn, yams, rice, and palm oil. Slaves were fed one meal a day with water, if at all. When food was scarce, slaveholders would get priority over the slaves. Sometimes captives were allowed to move around during the day, but many ships kept the shackles on throughout the arduous journey. Aboard certain French ships, the enslaved were brought on deck to periodically receive fresh air. While the enslaved females were typically permitted to be on deck more frequently, enslaved males would be watched closely to prevent revolt when above deck.


title: Middle Passage

text: The enslaved below the decks lived for months in conditions of squalor and indescribable horror. Disease spread and ill health was one of the biggest killers. Mortality rates were high, and death made these conditions below the decks even worse. Even though the corpses were thrown overboard, many crew members avoided going into the hold. The enslaved who had already been ill ridden were not always found immediately. Many of the living enslaved could have been shackled to someone that was dead for hours and sometimes days.


title: Middle Passage

text: Most contemporary historians estimate that between 9.4 and 12.6 million Africans embarked for the New World. Disease and starvation due to the length of the passage were the main contributors to the death toll with amoebic dysentery and scurvy causing the majority of deaths. Additionally, outbreaks of smallpox, syphilis, measles, and other diseases spread rapidly in the close-quarter compartments.


title: Middle Passage

text: The rate of death increased with the length of the voyage, since the incidence of dysentery and of scurvy increased with longer stints at sea as the quality and amount of food and water diminished. In addition to physical sickness, many of the enslaved became too depressed to eat or function efficiently due to loss of freedom, family, security, and their own humanity.


title: Middle Passage

text: The need for profits in the 18th century's Atlantic market economy drove changes in ship designs and in managing human cargo, which included enslaved Africans and the mostly European crew. Improvements in air flow on board the ships helped to decrease the infamous mortality rate that these ships had become known for throughout the 16th and 17th centuries. The new designs that allowed ships to navigate faster and into rivers' mouths ensured access to many more enslaving posts along the West African coast. The monetary value of enslaved Africans on any given American auction-block during the mid-18th century ranged between $800 and $1,200, which in modern times would be equivalent to $32,000–48,000 per person ($100 then is now worth $4,000 due to inflation). Therefore, ship captains and investors sought technologies that would protect their human cargo.


title: Middle Passage

text: Throughout the height of the Atlantic slave trade (1570–1808), ships that transported the enslaved were normally smaller than traditional cargo ships, with most ships that transported the enslaved, weighing between 150 and 250 tons. This equated to about 350 to 450 enslaved Africans on each slave ship, or 1.5 to 2.4 per ton. The English ships of the time normally fell on the larger side of this spectrum and the French on the smaller side. Ships purposely designed to be smaller and more maneuverable were meant to navigate the African coastal rivers into farther inland ports; these ships therefore increased the effects of the slave trade on Africa. Additionally, the ships' sizes increased slightly throughout the 1700s; however the number of enslaved Africans per ship remained the same. This reduction in the ratio of enslaved Africans to ship tonnage was designed to increase the amount of space per person and thus improve the survival chances of everyone on board. These ships also had temporary storage decks which were separated by an open latticework or grate bulkhead, Ship masters would presumably use these chambers to divide enslaved Africans and help prevent mutiny. Some ships developed by the turn of the 19th century even had ventilation ports built into the sides and between gun ports (with hatches to keep inclement weather out). These open deck designs increased airflow and thus helped improve survival rates, diminishing potential investment losses.


title: Middle Passage

text: Another major factor in "cargo protection" was the increase in knowledge of diseases and medicines (along with the inclusion of a variety of medicines on the ships). First the Dutch East India Company in the 18th century, followed by some other countries and companies in the late 18th early 19th centuries, realized that the inclusion of surgeons and other medical practitioners aboard their ships was an endeavor that proved too costly for the benefits. So instead of including medical personnel they just stocked the ships with a large variety of medicines; while this was better than no medicines, and given the fact that many crew members at least had some idea of how disease was spread, without the inclusion of medical personnel the mortality rate was still very high in the 18th century.


title: Middle Passage

text: "Treatment" of the enslaved was horrific because the captured African men and women were considered less than human; they were "cargo", or "goods", and treated as such; they were transported for marketing. Women with children were not as desirable for they took up too much space and toddlers were not wanted because of everyday maintenance. For example, the "Zong", a British enslaver, took too many enslaved on a voyage to the New World in 1781. Overcrowding combined with malnutrition and disease killed several crew members and around 60 enslaved. Bad weather made the "Zong" voyage slow and lack of drinking water became a concern. The crew decided to drown some slaves at sea, to conserve water and allow the owners to collect insurance for lost cargo. About 130 slaves were killed and a number chose to kill themselves in defiance, by jumping into the water willingly. The "Zong" incident became fuel for the abolitionist movement and a major court case, as the insurance company refused to compensate for the loss.


title: Middle Passage

text: While the enslaved were kept fed and supplied with drink as healthy slaves were more valuable, if resources ran low on the long, unpredictable voyages, the crew received preferential treatment. Punishment of the enslaved and torture was very common, as on the voyage the crew had to turn independent people into obedient enslaved. Pregnant women on the ships who delivered their babies aboard risked the chance of their children being killed in order for the mothers to be sold. The worst punishments were for rebelling; in one instance a captain punished a failed rebellion by killing one involved enslaved immediately, and forcing two other slaves to eat his heart and liver.


title: Middle Passage

text: As a way to counteract disease and suicide attempts, the crew would force the enslaved onto the deck of the ship for exercise, usually resulting in beatings because the enslaved would be unwilling to dance for them or interact. These beatings would often be severe and could result in the enslaved dying or becoming more susceptible to diseases.


title: Middle Passage

text: Slaves resisted in many ways. The two most common types of resistance were refusal to eat and suicide. Suicide was a frequent occurrence, often by refusal of food or medicine or jumping overboard, as well as by a variety of other opportunistic means. If an enslaved person jumped overboard, they would often be left to drown or shot from the boat. Over the centuries, some African peoples, such as the Kru, came to be understood as holding substandard value as slaves, because they developed a reputation for being too proud to be enslaved, and for attempting suicide immediately upon losing their freedom.


title: Middle Passage

text: Both suicide and self-starving were prevented as much as possible by enslaver crews; the enslaved were often force-fed or tortured until they ate, though some still managed to starve themselves to death; the enslaved were kept away from means of suicide, and the sides of the deck were often netted. The enslaved were still successful, especially at jumping overboard. Often when an uprising failed, the mutineers would jump "en masse" into the sea. Slaves generally believed that if they jumped overboard, they would be returned to their family and friends in their village or to their ancestors in the afterlife.


title: Middle Passage

text: Suicide by jumping overboard was such a problem that captains had to address it directly in many cases. They used the sharks that followed the ships as a terror weapon. One captain, who had a rash of suicides on his ship, took a woman and lowered her into the water on a rope, and pulled her out as fast as possible. When she came in view, the sharks had already killed her—and bitten off the lower half of her body.


title: Middle Passage

text: In order to interact with each other on the voyage, the enslaved created a communication system unbeknownst to Europeans: They would construct choruses on the passages using their voices, bodies, and ships themselves; the hollow design of the ships allowed the enslaved to use them as percussive instruments and to amplify their songs. This combination of "instruments" was both a way for the enslaved to communicate as well as create a new identity since enslavers attempted to strip them of that. Although most of the enslaved were from various regions around Africa, their situation allowed them to come together and create a new culture and identity aboard the ships with a common language and method of communication:[C]all and response soundings allowed men and women speaking different languages to communicate about the conditions of their captivity. In fact, on board the "Hubridas", what began as murmurs and morphed into song erupted before long into the shouts and cries of coordinated revolt.This communication was a direct subversion of European authority and allowed the enslaved to have a form of power and identity otherwise prohibited. Furthermore, such organization and coming together enabled revolts and uprisings to actually be coordinated and successful at times.


title: Middle Passage

text: Aboard ships, the captives were not always willing to follow orders. Sometimes they reacted in violence. Slave ships were designed and operated to try to prevent the slaves from revolting. Resistance among the slaves usually ended in failure and participants in the rebellion were punished severely. About one out of ten ships experienced some sort of rebellion.


title: Middle Passage

text: Ottobah Cugoano, who was enslaved and taken from Africa as a child, later described an uprising aboard the ship on which he was transported to the West Indies:


title: Middle Passage

text: When we found ourselves at last taken away, death was more preferable than life, and a plan was concerted amongst us, that we might burn and blow up the ship, and to perish all together in the flames.


title: Middle Passage

text: The number of rebels varied widely; often the uprisings would end with the death of a few slaves and crew. Surviving rebels were punished or executed as examples to the other slaves on board.


title: Middle Passage

text: The enslaved also resisted through certain manifestations of their religions and mythology. They would appeal to their gods for protection and vengeance upon their captors, and would also try to curse and otherwise harm the crew using idols and fetishes. One crew found fetishes in their water supply, placed by the enslaved who believed they would kill all who drank from it.


title: Middle Passage

text: While the owners and captains of slave ships could expect vast profits, the ordinary sailors were often badly paid and subject to brutal discipline. Sailors often had to live and sleep without shelter on the open deck for the entirety of the Atlantic voyage as the entire space below deck was occupied by enslaved people.


title: Middle Passage

text: A crew mortality rate of around 20% was expected during a voyage, with sailors dying as a result of disease (specifically malaria and yellow fever), flogging or slave uprisings. A high crew mortality rate on the return voyage was in the captain's interests as it reduced the number of sailors who had to be paid on reaching the home port. Crew members who survived were frequently cheated out of their wages on their return.


title: Middle Passage

text: The sailors were often employed through coercion as they generally knew about and hated the slave trade. In port towns, recruiters and tavern owners would induce sailors to become very drunk (and indebted) and then offer to relieve their debt if they signed contracts with slave ships. If they did not, they would be imprisoned. Sailors in prison had a hard time getting jobs outside of the slave ship industry since most other maritime industries would not hire "jail-birds", so they were forced to go to the slave ships anyway.


title: Alexis DeJoria

text: Alexis DeJoria (born September 24, 1977) is an American drag racer who competes in the National Hot Rod Association (NHRA) Funny Car category. She previously drove a Toyota Camry for Kalitta Motorsports (owned by Connie Kalitta), sponsored by Patrón Spirits Company. She will return to competitive racing in 2020 with a new team led by crew chiefs Del Worsham and Nicky Boninfante. As of 2019, she was the third richest female athlete in the World, and as of 2022 the second richest with net worth $100 million.


title: Alexis DeJoria

text: DeJoria began her NHRA career in 2005, initially competing in the Super Gas category, before moving into a Super Comp dragster. Eight months after her NHRA debut, she went on to win the Sportsman Nationals in Fontana, California.


title: Alexis DeJoria

text: In 2009, DeJoria built her own racing team, Stealth Motorsports. At the 2011 NHRA Northwest Fall Nationals, she won her first ever NHRA national event win in TA/FC, becoming the second woman ever to do so. She co-owned and operated the team for three years, leaving in 2011 to join Kalitta Motorsports as their fourth member and second funny car driver. This move coincided with her transition to racing a nitro (Fuel) funny car at the 2011 Texas Fall Nationals.


title: Alexis DeJoria

text: In 2012, DeJoria raced her first final-round appearance at Bristol. That year she also set both a career best for time with a run of 4.032 and speed of at Reading.


title: Alexis DeJoria

text: In 2014, DeJoria became the first woman ever to make a sub-four second pass, with a 3.997-second e.t., during the NHRA Winternationals at Pomona. At her next race in Phoenix, DeJoria won her first race in Funny Car. In March 2014, she picked up the second win of her professional career in Las Vegas. That May, she broke a Funny Car track record at Atlanta Dragway (4.012-second e.t.) while earning her the number one qualifier position. That summer, she went on to break Brainerd International Raceway's Funny Car ET record with a 4.010-second pass, then reset her own record with a 3.998-second pass, the first sub-four second Funny Car pass at BIR. In September she won the U.S. Nationals in Indianapolis. On June 7, 2015, DeJoria reached the final round in Top Fuel Funny Car in the NHRA Summernationals at Englishtown.


title: Alexis DeJoria

text: DeJoria announced her return from a two-year hiatus in late 2019. She stated plans to run the entire 2020 schedule in the hopes of becoming the first woman to win a Funny Car championship. During this time DeJoria entered into a multi year sponsorship with ROKiT Phones and ABK Beer, with branding appearing on DeJoria’s vehicle, driver and crew uniforms, official merchandise and across her team’s transport fleet.


title: Alexis DeJoria

text: DeJoria was married to American television personality and motorcycle customizer Jesse James. On March 17, 2020, it was announced via social media that Alexis and Jesse James were getting divorced. Among the reasons given was James' infidelity.


title: Alexis DeJoria

text: DeJoria, along with her mother Jamie Briggs, joined Sallie Latimer's efforts to raise money to repair the Earles Court water tower.


title: The Final Girls

text: The Final Girls is a 2015 American comedy horror film directed by Todd Strauss-Schulson and written by M.A. Fortin and Joshua John Miller. The film stars Taissa Farmiga and Malin Åkerman, with supporting performances from Adam DeVine, Thomas Middleditch, Alia Shawkat, Alexander Ludwig, and Nina Dobrev. The plot follows a group of high school students who are transported into a 1986 slasher film called "Camp Bloodbath".


title: The Final Girls

text: The film was originally picked up by New Line Cinema in November 2011, but the script was shopped elsewhere when production did not get off the ground. Later, Sony Pictures Worldwide Acquisitions bought the rights to the film under the Stage 6 Films banner, with Michael London and his company Groundswell Productions producing the feature. Principal photography lasted a month in April–May 2014, taking place in Baton Rouge and St. Francisville, Louisiana.


title: The Final Girls

text: "The Final Girls" had its world premiere on March 13, 2015 at South by Southwest. It was released in the United States on October 9, 2015 in a limited theatrical run and through video on demand by Stage 6 and Vertical. "The Final Girls" received generally positive reviews from critics, with many praising the performances and atmosphere, as well as its direction, screenplay and homages to 1980s horror films.


title: The Final Girls

text: Max Cartwright waits while her actress mother, Amanda, auditions for a film. When she returns, Amanda complains that she'll only be known as scream queen Nancy in the 1986 slasher film "Camp Bloodbath", a cult classic. On the way home, the two get into a car accident and Amanda is killed.


title: The Final Girls

text: Three years later, on the anniversary of her mother's death, Max is studying with her friends Gertie and Chris. Gertie's stepbrother Duncan, a horror film fanatic, shows up and persuades Max to attend a special double-feature showing of "Camp Bloodbath" 1 and 2. At the screening, Max finds Vicki, Chris' possessive ex-girlfriend and her former best friend, there as well. During the film, the theater is accidentally set ablaze. To get to safety, Max cuts a hole in the screen and the group step through.


title: The Final Girls

text: Max, Chris, Gertie, Duncan, and Vicki wake up in the woods. They encounter a van with characters from "Camp Bloodbath", asking for directions to the camp. The van leaves only to come back every 92 minutes, and the group realize they are in a time loop and have somehow been transported into the movie. When the van comes back once again, the group passes themselves off as new camp counselors and hitch a ride to camp. They let the first couple of murders happen without interference. The movies' antagonist, machete-wielding killer Billy Murphy, spots them but only stares without attacking. Duncan attempts to take a selfie with Billy, only to be stabbed, dispelling the belief that they will be spared for not being movie characters.


title: The Final Girls

text: The group tries to stop the cast from having sex, as Billy shows up whenever someone does. Chris distracts Kurt, while Max persuades Nancy to stay a virgin. Vicki sticks with Paula, the movie's Final Girl, and Gertie bonds with Blake. When Gertie brings up the topic of Billy, the counselors are alerted to the fact that the "urban legend" of Billy is "real" and will come to kill them. In a panic, the counselors try to flee. Kurt and Paula drive off, but when Duncan emerges still alive, the car hits him and then crashes into a totem pole, killing all three.


title: The Final Girls

text: Now aware that the characters who originally survived the movie can die, Max and the others decide to save anyone they can. They dress Tina in a life jacket and mittens, to prevent her from undressing. They also decide that Max, the only remaining virgin, is the new Final Girl, and plot to get Billy's machete into her hands so she can kill him and end the film. Meanwhile, Max and Nancy bond, and theorize that maybe if Nancy survives, she can go back home with Max and be whoever she wants.


title: The Final Girls

text: The group booby trap the cabin, then Tina lures Billy to them by performing a striptease. Tina panics as Billy gets closer and is killed when a trip wire accidentally sends her headfirst into a bear trap. Blake, Vicki and Gertie are also killed fighting off Billy. Chris, Nancy, and Max flee the cabin, and Billy chases after them. Chris is stabbed, and Billy kidnaps Nancy. Max finds her at Billy's barn hideout, and the two women fight him, which results in Max getting stabbed, before they both escape.


title: The Final Girls

text: After the two retreat to the chapel, Max tells Nancy that in the real world she is Max's mother. They bid each other a tearful farewell. Then Nancy sacrifices herself, luring Billy with a striptease. Max collapses, but, now the Final Girl, she awakens with the power to kill Billy. They fight and she eventually decapitates him with his own machete. A wounded Chris arrives and the two kiss, while the credits for "Camp Bloodbath" play in the sky.


title: The Final Girls

text: Max wakes up to find herself in the hospital, where she is reunited with her friends. The group hears Billy Murphy's approach tune, and realize they are in "Camp Bloodbath 2: Cruel Summer". Billy crashes through the glass doors of the hospital as the title appears. Max lunges at Billy, before the film abruptly ends.


title: The Final Girls

text: In February 2014, it was reported that Sony Pictures Worldwide Acquisitions had bought the rights to the film under the Stage 6 Films banner, with Michael London and his company Groundswell Productions producing the feature. The film was originally picked up by New Line Cinema in November 2011, but the script was shopped elsewhere when production did not get off the ground. The screenplay was written by Joshua John Miller and M.A. Fortin, and was directed by Todd Strauss-Schulson. Miller's father, Jason Miller, was an actor and writer who appeared as Father Karras in "The Exorcist". The script for "The Final Girls" was in part inspired by "The Exorcist", with Miller pointing out, "I grew up watching my dad in "The Exorcist", and there's something haunting, strange, confusing, and a little bit unnatural to see your parent constantly die in a film. But it's something that also becomes iconic, and we tried to deconstruct what the effects of that would be, as well as what it would be like if you had a second chance, but your second chance was inside of a movie?" Miller and Fortin also served as executive producers, alongside Darren M. Demetre.


title: The Final Girls

text: It was announced on February 27, 2014, that Malin Åkerman and Taissa Farmiga had been cast in the two main roles for the film, playing mother-daughter Amanda and Max Cartwright, respectively. On April 10, 2014, it was revealed that Thomas Middleditch, Alexander Ludwig, Nina Dobrev, and Adam DeVine had joined the cast in supporting roles. Middleditch stars as Duncan, a fan of the "Camp Bloodbath" films; Ludwig portrays Chris Briggs, the love interest of Max; Dobrev plays Vicki Summers, Max's former best friend; and DeVine stars as Kurt, "Camp Bloodbath"s lothario. Alia Shawkat, Chloe Bridges, and Angela Trimbur also joined the cast of the film, portraying Max's best friend Gertie Michaels, and "Camp Bloodbath" characters Paula and Tina, respectively.


title: The Final Girls

text: Principal photography was reported to last for 26 days in Baton Rouge and St. Francisville, Louisiana. Production for the film began on April 22, 2014, with an estimated budget of $4.5 million. On April 23, 2014, a photo from the set was revealed by one of the cast. Over 200 extras were sought out for large scenes. Principal photography for the film concluded on May 25, 2014. In late October 2014, some of the cast and crew returned for pick-ups and scene re-shoots following a test screening earlier that month.


title: The Final Girls

text: Post-production primarily took place in New York City, with additional editing taking place at Sony Pictures Studios in Culver City, California. Sound mixing was provided by Parabolic in New York City. On October 2, 2014, an edit of the film was screened in Los Angeles to a test audience of teenagers. Following this, some of the cast and crew returned for re-shoots and pick-ups. On December 22, 2014, Strauss-Schulson stated that post-production had been completed for the film. According to Strauss-Schulson, the film was required to be rated PG-13, at the studio's request.


title: The Final Girls

text: Gregory James Jenkins composed the music for the film, having previously written the music for two of Strauss-Schulson's short films and debut feature "A Very Harold & Kumar 3D Christmas" (2011). Jenkins stated, "One of the biggest challenges was trying to create a score that was heavily steeped in 1980's while still trying to bring something new to the table... This is not your typical film score, as it's mostly electronic based... A lot of analog synths were used."


title: The Final Girls

text: "The Final Girls: Original Motion Picture Soundtrack" was released via digital download on November 13, 2015 by Varèse Sarabande, prior to a physical CD release in December. Songs not on the soundtrack but featured in the film include "Dance Hall Days" by Wang Chung, "Bette Davis Eyes" by Kim Carnes, "Wild Heart" by Bleachers, "Mickey" by Toni Basil, "Lollipop" by The Chordettes, "Heartbreakers" by The Cold Crush Brothers, "Cherry Pie" by Warrant, and "Cruel Summer" by Bananarama.


title: The Final Girls

text: "The Final Girls" had its world premiere on March 13, 2015 at South by Southwest. The film was one of the festival's opening night films, screening at The Paramount Theatre. It then closed the Stanley Film Festival on May 2, 2015, and had a gala premiere at the Los Angeles Film Festival on June 16, 2015. The film also later screened at the 2015 Toronto International Film Festival on September 19, 2015, and the Sitges Film Festival on October 12, 2015.


title: The Final Girls

text: The film received a video on demand and limited release on October 9, 2015 by Stage 6 Films. In April 2016, two special midnight screenings of the film were held at the Sunshine Cinema in New York City, followed by a Q&A with co-star Alia Shawkat and director Todd Strauss-Schulson. A panel for the film was held at San Diego Comic-Con on July 23, 2016, with Strauss-Schulson, Fortin, Miller, Middleditch, and Trimbur appearing.


title: The Final Girls

text: The first clip of footage from the film was released on March 13, 2015 exclusively by "Deadline Hollywood". A film still featuring Malin Åkerman was also released the same day. More promotional stills were released on August 3, 2015 exclusively by "Entertainment Weekly", along with the announcement of the film's release date. The first official trailer was released on August 21, 2015 by Apple Trailers. On September 21, 2015, the official theatrical poster was released, along with another film clip, exclusively by BuzzFeed. On October 1, 2015, Rotten Tomatoes premiered an exclusive clip from the film. On October 6, 2015, another clip was released via Apple Trailers. On October 8, 2015, an exclusive retro poster designed by Alex Pardee debuted at the New York Comic Con, along with accompanying character posters. The following day, design company Mondo released a re-imagined poster for the film.


title: The Final Girls

text: The film was released straight-to-DVD in the UK on October 12, 2015, Australia on November 5, 2015, Italy on November 11, 2015, Germany on November 12, 2015, and Spain and Japan on December 2, 2015. It was released via DVD and Blu-ray in the United States and Canada on November 3, 2015. The film had its television premiere on June 26, 2016 on Freeform.


title: The Final Girls

text: "The Final Girls" received positive reviews from film critics. On Rotten Tomatoes it has a 74% approval rating based on reviews from 70 critics, with an average rating of 6.29/10. The site's critical consensus reads, ""The Final Girls" offers an affectionate nod to slasher tropes while adding a surprising layer of genuine emotion to go with the meta amusement." On Metacritic, the film holds a rating of 59 out of 100, based on 13 critics, indicating "mixed or average reviews".


title: The Final Girls

text: Dennis Harvey of "Variety" gave a positive review, writing, "Though not quite as inspired or consistent as the similarly self-mocking likes of "The Cabin in the Woods", "Tucker & Dale vs. Evil" or the first two "Scream" pics, this is good fun that should delight genre fans." Justin Lowe of "The Hollywood Reporter" wrote, "Genre enthusiasts will get a kick out of Todd Strauss-Schulson's creative homage to classic slasher movies, which respects familiar horror conventions while introducing a sly contemporary perspective."


title: The Final Girls

text: Laura Kern of "Film Comment" called the film a "sharp, wickedly funny, and unexpectedly heartfelt homage" to slasher films, adding, "It's a gimmicky premise, perhaps, but a highly effective one. No mere meta-exercise, the film innovatively blends the worlds of the 1986 teens of "Camp Bloodbath" with the modern-day ones." And Sebastian Zavala, writing for Screen Anarchy, declared, "Part deconstruction of 80s slasher movies, and part emotional mother-daughter bonding drama, the film works surprisingly well considering it lacks many of the staples horror flicks such as "Friday the 13th" were famous for; namely, the blood and nudity." The film was ranked #9 on BuzzFeed's 19 Best Horror Films of 2015 list, and ranked #10 on "Rolling Stone" 10 Best Horror Movies of 2015 list.


title: The Final Girls

text: In March 2015, at the South by Southwest premiere, screenwriter M.A. Fortin stated that there had been discussions about a potential sequel, and if a second film was to be made, the father of Max would be revealed.


title: The Final Girls

text: At the 2015 Toronto International Film Festival, Strauss-Schulson said that fans seeing the film in theaters and spreading the word would help convince Sony to produce a sequel. He later stated that the making of a sequel also depends on the box office performance of the film and its profitability to the studio.


title: Thiago Motta

text: Thiago Motta (; ; born 28 August 1982) is a professional football manager and former player. He is currently the head coach of club Bologna.


title: Thiago Motta

text: A midfielder, Motta spent his early career at Barcelona, where he was injury-prone. He played two and a half seasons with Inter Milan before joining Paris Saint-Germain in January 2012, winning 27 major titles all clubs combined. Motta also had brief spells with Atlético Madrid in Spain, and Genoa in Italy.


title: Thiago Motta

text: Born in Brazil, Motta also holds Italian citizenship. After making two appearances for his country of birth in 2003, he represented the latter national team a total of 30 times since making his debut in 2011, scoring once. He appeared at the 2014 FIFA World Cup and two European Championships with Italy, finishing second at Euro 2012.


title: Thiago Motta

text: Following his retirement in 2018, he coached the under-19 side of Paris Saint-Germain. In October 2019, he was appointed as Genoa's new manager, being fired in December following a poor run of results.


title: Thiago Motta

text: In July 2021, Motta was appointed as Spezia Calcio manager, where he remained for one season. He then took over as manager of Bologna in September 2022.


title: Thiago Motta

text: Motta signed with FC Barcelona in 1999 at age 17 from São Paulo side Clube Atlético Juventus, initially being assigned to the club's B-side. He eventually graduated to the first team in 2001, making his official debut on 3 October against RCD Mallorca in a 3–0 home win.


title: Thiago Motta

text: In the 2001–02 edition of the UEFA Champions League, Motta made seven appearances and helped his team to the semi-finals. In 2002–03's La Liga he appeared in a career-best 21 games (with three goals) as "Barça" could only finish in sixth position, and also played an important part in the following season's long UEFA Cup run, which was eventually ended by Celtic; in the first leg, a 0–1 loss in Glasgow (0–1 on aggregate), he was sent off during half-time after hitting out at opposing goalkeeper Robert Douglas who was also shown the red card, in an incident that happened in the tunnel.


title: Thiago Motta

text: Motta was also dogged by several injuries, particularly one suffered on 11 September 2004 against Sevilla FC, which sidelined him for seven months, during his time at Barcelona. He would eventually need surgery to rebuild the anterior cruciate and lateral ligaments in his left knee, but was able to make a swift recovery and made an emotional comeback, taking to the field to rapturous applause as eventual league champions defeated Getafe CF 2–0 on 17 April.


title: Thiago Motta

text: In late August 2007, Motta signed a one-year contract with Atlético Madrid for an undisclosed fee. Once again he began the season on the sidelines, injured; in the Copa del Rey quarter-final match against Valencia CF he was ejected after only 25 minutes, and the "Colchoneros" lost the away fixture 0–1 and subsequently the tie.


title: Thiago Motta

text: Due to injury to regular starter Raúl García and the departure of Maniche in January 2008, Motta's opportunities increased. In March, however, the recurrent knee problems reappeared and his season was over, followed by a successful surgery and rehabilitation in the United States; he trialled with Premier League side Portsmouth after his release, but did not sign for them.


title: Thiago Motta

text: In September 2008, Motta joined Genoa on a free transfer, after passing a medical. During his debut campaign he performed consistently well and was a regular in the starting eleven, under coach Gian Piero Gasperini.


title: Thiago Motta

text: On 11 April 2009, Motta scored two goals (one of them in the first half's injury time) in a final 3–2 home victory over Juventus FC. He finished the year with a career-best six goals, and his team qualified for the Europa League.


title: Thiago Motta

text: On 20 May 2009, "La Gazzetta dello Sport" confirmed that Motta, alongside teammate Diego Milito, transferred to Inter Milan, who paid €28 million for the latter and €10.2 million for the former while as part of the deal, Genoa received five Inter players: Robert Acquafresca, Francesco Bolzoni, Leonardo Bonucci, Ivan Fatić and Riccardo Meggiorini. Motta's agent, Dario Canovi, later revealed that his Genoa contract with the club included a buy-out fee of €10 million.


title: Thiago Motta

text: Motta's debut came in 2009–10's opener, a 1–1 home draw against A.S. Bari, and his first goal came the next round as he opened the score in the "Derby della Madonnina" after an assist by Milito, in the 4–0 defeat of A.C. Milan. Having been in and out of the team for the duration of the season, he netted his first brace for them in a 3–0 win over Bologna F.C. 1909 on 3 April 2010.


title: Thiago Motta

text: Motta also appeared in eight games during the club's victorious Champions League campaign, including the 0–1 loss at former side Barcelona in the semi-finals (3–2 aggregate win). During that match, he was sent off after apparently striking Sergio Busquets in the face with his hand; the incident gathered attention due to Busquets' apparent feigning of injury.


title: Thiago Motta

text: On 23 October 2011, from a corner taken by Wesley Sneijder, Motta scored through a header in a 1–0 victory against A.C. ChievoVerona, which was Inter's first at home in 2011–12.


title: Thiago Motta

text: On 31 January 2012, in spite of Inter manager Claudio Ranieri indicating shortly before he was confident the player would remain with the club until the end of the season, having called him to the upcoming league match against U.S. Città di Palermo, Motta signed with Paris Saint-Germain F.C. in France, for a fee believed to be around €10 million. Following his move, he revealed that he dreamt of playing for the club ever since fellow Brazilians such as Raí, Leonardo and Ronaldinho shone in the French capital; he also revealed that he was not happy at Inter, refusing to further elaborate on his reasons to leave.


title: Thiago Motta

text: Four days after signing for the club, Motta made his debut for PSG, against Evian in a 3–1 home win, being booked in the process. On 22 April 2012, in another home fixture, he scored his first goal in Ligue 1, contributing to a 6–1 rout of FC Sochaux-Montbéliard.


title: Thiago Motta

text: On 21 February 2014, aged 31, Motta extended his contract until June 2016. In August, he was left with a broken nose after being headbutted by SC Bastia's Brandão in the tunnel, as his opponent went on to be suspended for six months.


title: Thiago Motta

text: Motta announced his retirement for the end of the season on 8 May 2018, while also being appointed as the new coach of PSG's under-19 side. During his six-and-a-half-year stint at the Parc des Princes he played 232 competitives matches and won 19 trophies, making his final appearance on 19 May against Stade Malherbe Caen.


title: Thiago Motta

text: Motta made his debut for Brazil in the 2003 CONCACAF Gold Cup. Although he played with the under-23 team it was a full international competition, hence the international cap won was fully recognized by FIFA; he went on to appear in another two games in the tournament, and previously represented the nation at the 1999 South American Under-17 Football Championship.


title: Thiago Motta

text: Motta missed the 2004 CONMEBOL Men Pre-Olympic Tournament due to injuries, but appeared for the under-23 team in November 2003 against Santos FC. Subsequently, there were claims that he wanted to be called up for Italy and possibly to the 2010 FIFA World Cup, as he possessed dual nationality – his paternal grandfather being Italian. His great-grandfather, Fortunato Fogagnolo, left for South America from Polesella in the early 1900s. FIFA granted players to have one chance to change their representing nation if they had dual nationality, but not for players who have already played in a competitive "A" match (non-friendly).


title: Thiago Motta

text: On 6 February 2011, Motta received his first call-up from Italy, for a friendly against Germany, but an official statement from the Italian Football Federation declared it subject to FIFA clearance, which was granted two days later. He made his debut in that match, being replaced in the 63rd minute of the 1–1 draw by Alberto Aquilani.


title: Thiago Motta

text: On 25 March 2011, in only his second international, a UEFA Euro 2012 qualifier in Slovenia, Motta scored the game's only goal following a 73rd-minute combination with Federico Balzaretti. He was selected to the finals in Poland and Ukraine, starting in three group stage matches for the "Azzurri" and adding two substitute appearances, against Germany in the semi-finals (2–1 win) and Spain in the final; in the decisive match, after having again replaced Riccardo Montolivo, in the 55th minute, he suffered a hamstring injury after only five minutes and had to be carried off, leaving his team with ten players as he was the third and last allowable player brought in by manager Cesare Prandelli – in an eventual 0–4 loss.


title: Thiago Motta

text: Motta was named in a 30-man provisional squad for the 2014 FIFA World Cup on 13 May, and also made the final list. He played his first-ever game in the tournament at the age of nearly 32, coming on in the 57th minute of the 2–1 group stage victory over England.


title: Thiago Motta

text: On 31 May 2016, Motta was named to Antonio Conte's 23-man Italy squad for Euro 2016, and was handed the number 10 shirt. The decision to assign him that number sparked controversy, although international teammate Daniele De Rossi later defended the manager's decision stating: "Those who have joked about it just don't know much about football. Just play the ball around a bit with Thiago Motta and then you will rinse your mouth out. He might not be a No. 10 like [Roberto] Baggio or [Francesco] Totti, but technically he's a master." He was suspended for the quarter-final match against Germany, after being booked for the second time in the competition in the previous round against Spain.


title: Thiago Motta

text: A combative player, Motta was usually deployed as either a defensive or central midfielder, but he was capable of playing in various other midfield positions due to his tactical intelligence and versatility. In the Italian national team, under Prandelli, he was on occasion deployed as a deep-lying playmaker or an attacking midfielder, due to his ability to set the tempo of his team's play in midfield with his passing. At Euro 2012, he played in a new role of false attacking midfielder in Prandelli's 4–3–1–2 formation. His role has also been likened to that of a "metodista" ("centre-half," in Italian football jargon), due to his ability to dictate play in midfield as well as assist his team defensively.


title: Thiago Motta

text: Motta's most prominent traits were his ball control, technique, vision and passing range, although he was also praised for his tackling, ability to read the game and consistent defensive attributes as a ball winner. Due to his physical strength, heading accuracy and ability to make late attacking runs from behind into the penalty area, he excelled in the air, and also possessed a powerful long-range shot; despite his skills, he was also criticised for his aggression on the pitch and his lack of pace.


title: Thiago Motta

text: Following his retirement from professional football in May 2018, Motta became the new coach of Paris Saint-Germain's under-19 side. In an interview with "La Gazzetta dello Sport" in November of that year, he stated that he wanted to revolutionise football with a 4–3–3 formation that could be interpreted as a 2–7–2, commenting:


title: Thiago Motta

text: In August 2019, Motta enrolled in the UEFA Pro Licence courses at the Centro Tecnico Federale di Coverciano; he successfully obtained the license on 16 September 2020.


title: Thiago Motta

text: On 21 October, his former club Genoa, at the time occupying the second-to-last position in the Italian top tier, announced his appointment as the new manager, replacing the recently dismissed Aurelio Andreazzoli. In his first official match in charge, five days later, he led the team to come from behind and achieve a 3–1 home win over Brescia. With the side in last place, however, he was fired on 28 December.


title: Thiago Motta

text: On 5 July 2021, Motta was appointed head coach of Serie A club Spezia, replacing departing manager Vincenzo Italiano following the latter's departure to Fiorentina. With a team widely touted for relegation also due to an impending transfer market ban, and despite a difficult start of season which almost led the club to dismiss him by December, Motta turned Spezia's fortunes by January, and was also awarded the Serie A Coach of the Month award after achieving three consecutive wins.


title: Thiago Motta

text: On 15 May 2022, following a win at Udinese, Motta successfully guided Spezia to escape relegation for the second season in a row with still a game to go. Motta left Spezia by mutual agreement on 28 June 2022.


title: Kidding

text: Kidding is an American comedy-drama television series created by Dave Holstein that premiered on September 9, 2018, on Showtime. The series stars Jim Carrey, Frank Langella, Judy Greer, Cole Allen, Juliet Morris, and Catherine Keener. Michel Gondry serves as executive producer and directed several episodes. In October 2018, Showtime renewed the series for a second season which premiered February 9, 2020. In July 2020, the series was canceled after two seasons.


title: Kidding

text: "Kidding" is set in Columbus, Ohio, and follows Jeff Piccirillo, aka beloved children's television presenter Mr. Pickles, appreciated by children and parents alike. Mr. Pickles anchors a multimillion-dollar branding empire, but he faces a personal tragedy and difficult family life.


title: Kidding

text: On September 14, 2017, it was announced that Showtime had given the production a straight-to-series order for a first season consisting of ten episodes. The series was created by Dave Holstein who also serves as executive producer alongside Jim Carrey, Michel Gondry, Jason Bateman, Jim Garavente, Raffi Adlan, and Michael Aguilar. Additionally, Holstein wrote the pilot episode and serves as showrunner and Gondry directed the pilot. On June 7, 2018, it was announced that the series would premiere on September 9, 2018.


title: Kidding

text: On October 10, 2018, it was announced that Showtime had renewed the series for a second season consisting of ten episodes that were scheduled to premiere on November 3, 2019. However, in September 2019, Showtime announced that the second season would instead premiere on February 9, 2020. On July 14, 2020, Showtime canceled the series after two seasons.


title: Kidding

text: Simultaneously with the announcement of the series order, it was confirmed that Jim Carrey had been cast in the series' lead role. On December 14, 2017, it was reported that Catherine Keener had been cast as the series' female lead. On January 4, 2018, it was announced that Frank Langella had joined the main cast in a series regular role. On February 13, 2018, it was reported that Judy Greer had also joined the main cast. On March 15, 2018, it was announced that Justin Kirk had been cast in a recurring role. In May 2018, it was reported that Ginger Gonzaga and Bernard White were joining the cast in a recurring capacity. On July 9, 2018, it was announced that Grace Song had been cast in a recurring role.


title: Kidding

text: On June 7, 2018, the series' first official trailer was released. About two weeks later, a teaser trailer featuring a song from the series was released. On August 6, 2018, the series' poster and the second official trailer were released.


title: Kidding

text: On September 5, 2018, the series held its official premiere at the Cinerama Dome in Los Angeles, California. Those in attendance included David Nevins, Judy Greer, Jim Carrey, Catherine Keener, and Dave Holstein.


title: Kidding

text: In Canada, the series airs on The Movie Network and CraveTV. In France, the series airs on Canal+ Séries. In the United Kingdom, the series has aired on Sky Atlantic, but it later moved to Sky Comedy. In Spain, the series airs on Movistar Series.


title: Kidding

text: The series was met with a positive response from critics upon its premiere. On the review aggregation website Rotten Tomatoes, the first season holds a 77% approval rating, with an average rating of 7.38 out of 10 based on 77 reviews. The website's critical consensus reads, "Fans of Jim Carrey's slapstick may be disappointed, but other viewers may find a surprisingly poignant examination of life and grief in "Kidding"." Metacritic, which uses a weighted average, assigned the first season a score of 68 out of 100 based on 33 critics, indicating "generally favorable reviews."


title: Kidding

text: In a positive review, "Vox"s Karen Han praised the series saying, "The deconstruction of a Fred Rogers figure would make for an interesting show on its own, but "Kidding" transcends that premise by leaps and bounds on the strength of Carrey’s performance and a determination to make the show just as rough--and riveting--as real life." In another favorable critique, "The Hollywood Reporter"s Tim Goodman offered similar acclaim saying, "With its keen self-awareness, exceptional writing and consistently great acting, "Kidding" — starring a perfectly cast Jim Carrey in his first series-regular role since "In Living Color" two decades ago — is Showtime's best and most binge-worthy series in a long time." Ben Travers at "IndieWire" reviewed the first four episodes of the show, and called it an alt-reality "Mr. Rogers", and that although the fixation on death is "uncomfortable, [...] it shows signs of a lighter, broader scope and is buoyed by unrelenting optimism." He praised the story for treating Jeff's sincerity with genuine respect, and Carrey for his "terrific" and "nuanced" performance. Kristen Baldwin of "Entertainment Weekly" gave it a B+ grade and called it a "bittersweet family saga" and is unsure of the direction of the show but "for now, it’s a compelling story about the beauty, and difficulty, of giving your pain a name." In a more mixed assessment, "Rolling Stone"s Alan Sepinwall awarded the series three-and-a-half stars out of five and provided restrained admiration saying, "Carrey’s worth the price of admission, though, even if it’s not the TV comeback vehicle many of his fans would want. Heck, he’d probably be a huge hit just hosting a full-length version of the show within the show, rather than this version that only gives us innocent glimpses amidst all the mourning. But like Jeff Pickles, Carrey wants to lean into the harder parts of life. More often than not with "Kidding", he succeeds."


title: Kidding

text: In a negative evaluation, "Uproxx"s Pilot Viruet compared the series unfavorably to some of Showtimes's past shows saying, "those series found ways to make the humor seem more natural, more fitting with the stories they’re telling. "Kidding"s approach is more overt and frequently confusing, as if spotting a brightly-colored puppet wandering amongst our real world." Caroline Framke of "Variety" said that the show succeeds in places but more often than not it "feels caught between too many tones and ideas to become quite as distinctive as it could be." Framke wrote that over the first four episodes the show better understands TV personality and business of Mr. Pickles than it does of grieving father Jeff. Dave Nemetz of "TVLine" is critical of the tone of the show, saying it is "somewhere between comedy and drama, and isn’t entirely successful at either."