title: Multiple Sarcasms

abstract: Multiple Sarcasms is a 2010 American drama film starring Timothy Hutton, Mira Sorvino, Stockard Channing, Dana Delany and Mario Van Peebles. It was sold at the European Film Market on February 6, 2009 and was released in the United States May 7, 2010.

text:
# Multiple Sarcasms

***Multiple Sarcasms*** is a 2010 American drama film starring Timothy Hutton, Mira Sorvino, Stockard Channing, Dana Delany and Mario Van Peebles. It was sold at the European Film Market on February 6, 2009 and was released in the United States May 7, 2010.

## Plot

Gabriel (Timothy Hutton) is a man who, on the surface, has a perfect life: successful career as an architect, a beautiful wife, and a devoted young daughter. However, he realizes that he is not really happy. He decides to write a play about the sorry state of his life. After being fired from his job, he gets a pushy literary agent friend to represent him and starts writing. Eventually, his life does change.

## Cast

## InfoBox

| Multiple Sarcasms | |
| --- | --- |
| Theatrical poster | |
| Directed by | Brooks Branch |
| Written by | Brooks Branch
Linda Morris |
| Produced by | Chris Bongirne |
| Starring | Timothy Hutton
Mira Sorvino
Stockard Channing
Dana Delany
Chris Sarandon
Mario Van Peebles |
| Cinematography | Jacek Laskus |
| Edited by | Plummy Tucker |
| Music by | George J. Fontenette |
| Production
company | Multiple Avenue Releasing |
| Distributed by | Multiple Avenue Releasing |
| Release dates | * April 8, 2010 (2010-04-08) (Dallas International Film Festival) * May 7, 2010 (2010-05-07) (United States) |
| Running time | 97 minutes |
| Country | United States |
| Language | English |


title: Trolleybuses in Warsaw

abstract: A Warsaw trolleybus system formed part of the public transport network of Warsaw, the capital city of Poland, during two separate periods. The first trolleybus system was established in 1946 and lasted until 1973. It had a maximum of 10 routes. The second system, comprising only one route, was in operation from 1983 until 1995. Between 1992 and its closure, it was operated by Zarząd Transportu Miejskiego (ZTM), in English the Public Transport Authority (Warsaw).

text:
# Trolleybuses in Warsaw

A **Warsaw trolleybus system** formed part of the public transport network of Warsaw, the capital city of Poland, during two separate periods. The first trolleybus system was established in 1946 and lasted until 1973. It had a maximum of 10 routes. The second system, comprising only one route, was in operation from 1983 until 1995. Between 1992 and its closure, it was operated by Zarząd Transportu Miejskiego (ZTM), in English the Public Transport Authority (Warsaw).

## History

During World War II, most of the mass transit infrastructure in Warsaw was destroyed. The city was in need of a cheap and efficient transport network. In 1945, thirty secondhand trolleybuses, along with material for installation of overhead lines, were obtained from the Moscow trolleybus system, in the Soviet Union, and the first two lines in Warsaw opened on 5 January 1946. They operated from *Plac Unii Lubelskiej* to Warszawa Gdańska train station, and from the Łazienkowska depot to the city centre (*ulica Piękna*). In March 1946, another line was opened (*Plac Saski**Bonifraterska*), but was closed and replaced by trams in December. By 1955, five new trolleybus lines were opened and existing ones extended, covering mainly the city centre.

The first system's fleet had also included 15 French-built Vétra trolleybuses, purchased new in 1947, and 30 East German-built LOWA vehicles, received in 1952–53. These were later supplanted by trolleybuses built by Škoda, in what was then Czechoslovakia. They included seven of model 7Tr, 45 of model 8Tr and 77 of model 9Tr, though not all in service during the same periods.

1967 started a period of fast decline in both the number of trolleybuses and the trolleybus lines in Warsaw. The national government policy at the time was that as much Polish coal as possible be exported while the oil be imported at very low prices from the USSR. It was decided that electricity production should be decreased in order to save coal for export. The last trolleybus line (52) closed on 29 June 1973.

## Second system

The last period of the Warsaw trolleybus history started in 1977, when it was decided that the existing vehicles should be used on a new line between Warsaw and the southern suburb of Piaseczno. An additional longer route to Piaseczno was planned, through Wilanów, Powsin and Konstancin-Jeziorna. However, economic conditions made construction of the latter line impossible, and only the former, on the direct route between Warsaw and Piaseczno, was opened. This single route, numbered 51, opened on 1 June 1983, returning trolleybus service to Warsaw. In the meantime, it had been decided to purchase new trolleybuses, and these came from Uritsky (ZIU), in Russia, model ZIU-682. These wore a red-and-cream paint scheme. New trolleybuses were also purchased from the Polish manufacturer, Jelcz. Route 51 was 12.5 km (7.8 mi) long, and the depot (garage) was located only about 1.5 km (0.93 mi) from the outer end of the line.

After 1989 it became apparent that the ZIU trolleybuses were in need of replacement, and that the cost of running a single line was very high. In 1992, additional trolleybuses were acquired secondhand from the St. Gallen trolleybus system, in Switzerland. These comprised St. Gallen trolleybuses 119–130, built in 1957–58 by Saurer, and a number of passenger trailers, built in 1969–70. These entered service in 1992, with new fleet numbers but keeping their green-and-cream St. Gallen livery. The ZIU trolleybuses were withdrawn in 1993. By 1995, the 1957 Saurer trolleybuses had become "among the oldest trolleybuses still in service anywhere in the world".

In 1995, the Warsaw City Council decided to discontinue the service. The final day of operation was 31 August 1995. The trolleybus depot at Iwiczna, in Piaseczno, was closed, and the vehicles were placed in storage. The decision was taken to reduce costs. The depot had been designed for 300 vehicles but was only being used by 39 (counting trailers). In July 2000, what had been an indefinite closure was made permanent. The remaining vehicles were sold to Gdynia and Lublin, and to various museums.

## InfoBox

| Warsaw trolleybus system | |
| --- | --- |
| One of Warsaw's Jelcz trolleybuses in service in June 1995 | |
| Operation | |
| Locale | Warsaw, Poland |
| First era: 1946 (1946)–1973 (1973)  Status Closed  Routes 10 (maximum) | |
| Second era: 1983 (1983)–1995 (1995)  Status Closed  Routes 1  Operator(s) Public Transport Authority (from 1992)  Electrification 600  DC parallel overhead lines  Route length 12.5 km (7.8 mi)  Website Public Transport Authority | |


title: Walter Podbielniak

abstract: Walter Joseph Podbielniak (1899-1978), known as 'Dr Pod' was an American chemist, chemical engineer, and inventor of centrifugal devices for distillation and liquid-liquid contacting used in the petroleum industry and the production of penicillin.

text:
# Walter Podbielniak

**Walter Joseph Podbielniak** (1899-1978), known as 'Dr Pod' was an American chemist, chemical engineer, and inventor of centrifugal devices for distillation and liquid-liquid contacting used in the petroleum industry and the production of penicillin.

## Life

Podbielniak was born Władisław Josef Podbielniak March 13, 1899, to Polish immigrant parents in Buffalo, New York, and graduated in Analytical Chemistry at Buffalo University in 1920. He first worked as an analytical chemist for the National Aniline and Chemical Company, then went to study chemical engineering at the University of Michigan, receiving a BSc in 1923. He stayed on to do research on distillation in association with Phillips Petroleum Company, earning a PhD entitled Vaporization of Complex Mixtures in 1928.

On June 18, 1928, he married chemist Władzia Gajda.

His PhD equipment was the basis for a commercial analytical device to fractionate petroleum, which he patented, and he and his wife sold to the expanding petroleum industry. Two models covered low (–180 to +100 °C) and high temperature (0 to +300 °C). In 1934, they set up a company Podbielniak Inc. to sell them and offer analytical and consultancy services. They produced automatic versions of their fractionator, and expanded into analytical gas chromatography. For the low temperature fractional distillation apparatus, Podbielniak received the Hanlon Award of the National Gasoline Association of America in 1951, which was said to be "the most valuable single tool in the analysis of gas and liquid hydrocarbons ... familiarly known as the ‘Pod column’ in practically every oil company plant and laboratory,"

In the 1930s they published a series of patents for centrifugal devices for both fractional distillation and for liquid-liquid extraction. The Podbielniak Contactor for liquid-liquid extraction was particularly successful and important in the production of penicillin during World War II.

In 1961 Podbielniak Inc. was taken over by Dresser Industries

In 1959 the couple divorced, and in 1966 he married Nancy Bruce.

He died 13 December 1978 in Rancho Santa Fe, California.


title: Jeanie McLean

abstract: Jeanie McLean, formerly known as Jeanie Dendys, is a Canadian politician, the current deputy premier of Yukon since 2023. She was elected to the Legislative Assembly of Yukon in the 2016 election. She represents the electoral district of Mountainview as a member of the Yukon Liberal Party. Prior to entering territorial politics, McLean was the Director of Justice for the Kwanlin Dün First Nation. She has served in numerous advisory capacities, including the Yukon Policing Review and the review of the Yukon Corrections system. McLean also served for four years as the Yukon representative to the RCMP Commissioner's First Nation Policing Advisory Board. McLean defeated Yukon Premier Darrell Pasloski in his riding of Mountainview on November 7, 2016. On December 3, 2016, she was sworn in as the Yukon Minister of Tourism and Culture, as well as the Minister responsible for the Women's Directorate and the Minister responsible for the Yukon Workers' Compensation Health and Safety Board. She is currently also a member of the Standing Committee on Appointments to Major Government Boards and Committees. McLean is born and raised in the Yukon and of Tahltan First Nation and Norwegian ancestry. The Hon. Jeanie McLean was previously known as the Hon. Jeanie Dendys. She changed her surname in September 2020.

text:
# Jeanie McLean

**Jeanie McLean**, formerly known as **Jeanie Dendys**, is a Canadian politician, the current deputy premier of Yukon since 2023. She was elected to the Legislative Assembly of Yukon in the 2016 election. She represents the electoral district of Mountainview as a member of the Yukon Liberal Party.

Prior to entering territorial politics, McLean was the Director of Justice for the Kwanlin Dün First Nation. She has served in numerous advisory capacities, including the Yukon Policing Review and the review of the Yukon Corrections system. McLean also served for four years as the Yukon representative to the RCMP Commissioner's First Nation Policing Advisory Board.

McLean defeated Yukon Premier Darrell Pasloski in his riding of Mountainview on November 7, 2016. On December 3, 2016, she was sworn in as the Yukon Minister of Tourism and Culture, as well as the Minister responsible for the Women's Directorate and the Minister responsible for the Yukon Workers' Compensation Health and Safety Board. She is currently also a member of the Standing Committee on Appointments to Major Government Boards and Committees.

McLean is born and raised in the Yukon and of Tahltan First Nation and Norwegian ancestry.

The Hon. Jeanie McLean was previously known as the Hon. Jeanie Dendys. She changed her surname in September 2020.

## Electoral record

| 2021 Yukon general election: Mountainview | | | | | | | | |
| --- | --- | --- | --- | --- | --- | --- | --- | --- |
| Party | Candidate | Votes | % | ±% |
|  | Liberal | Jeanie McLean | 402 | 38.21 | +3.65 |
|  | New Democratic | Michelle Friesen | 356 | 33.84 | -0.18 |
|  | Yukon Party | Ray Sydney | 268 | 25.48 | -5.94 |
|  | Independent | Coach Jan Prieditis | 26 | 2.47 |  |
| Total valid votes | | | 1,052 | 99.91 |
| Total rejected ballots | | | 1 | 0.09 |
| Turnout | | | 1,053 |
| Eligible voters | | |  |
|  | Liberal **hold** | | Swing | | +1.91 |
| Source(s) "Unofficial Election Results 2021". Elections Yukon. Retrieved 24 April 2021. | | | | | | |

### Yukon general election, 2016

Mountainview
| Party | | Candidate | Votes | % | ±% |
| --- | --- | --- | --- | --- | --- |
|  | Liberal | **Jeanie Dendys** | 439 | 34.6% | +14.5% |
|  | NDP | Shaunagh Stikeman | 432 | 34.0% | -1.0% |
|  | Yukon Party | Darrell Pasloski | 399 | 31.4% | -13.3% |
| Total | | | 1,270 | 100.0% |  |

## InfoBox

| The HonourableJeanie McLeanMLA | |
| --- | --- |
|  | |
| Deputy Premier of Yukon | |
| **Incumbent** | |
| **Assumed office**
January 14, 2023 | |
| Premier | Ranj Pillai |
| Preceded by | Tracy-Anne McPhee |
| Member of the Yukon Legislative Assembly
for Mountainview | |
| **Incumbent** | |
| **Assumed office**
November 7, 2016 | |
| Preceded by | Darrell Pasloski |
| Minister of Tourism and Culture | |
| **In office**
December 3, 2016  January 14, 2023 | |
| Premier | Sandy Silver |
| Preceded by | Elaine Taylor |
|  | |
| Personal details | |
| Political party | Yukon Liberal Party |
|  | |


title: Nick Paul

abstract: Nicholas Paul is a Canadian professional ice hockey forward for the Tampa Bay Lightning of the National Hockey League (NHL). A left winger, he was selected by the Dallas Stars in the fourth round, 101st overall, of the 2013 NHL Entry Draft.

text:
# Nick Paul

**Nicholas Paul** (born March 20, 1995) is a Canadian professional ice hockey forward for the Tampa Bay Lightning of the National Hockey League (NHL). A left winger, he was selected by the Dallas Stars in the fourth round, 101st overall, of the 2013 NHL Entry Draft.

## Early life

Paul was born on March 20, 1995, in Mississauga, Ontario, to parents Ellwood and Melinda. He holds dual citizenship between Canada and the United States due to his mother being an American citizen. Growing up, his father and half brother Christopher built a backyard rink for Paul and his older brother Jesse to use for practice. As a youth, Paul was friends with Max Domi and attended Toronto Maple Leafs games with him.

## Playing career

### Junior

While growing up in Mississauga, Paul played minor midget hockey for the Mississauga Chargers of the Greater Toronto Hockey League (GTHL). During his 2011–12 season with the Chargers, Paul scored three goals and two assists for five points. While standing at only 5-foot-6 during his Ontario Hockey League (OHL) draft eligibility year, Paul tallied four goals and 25 points in 37 games. Despite failing to be drafted into the OHL in his first year of eligibility, Paul was later selected by the Brampton Battalion, (later the North Bay Battalion) as an overaged player. After his first season with the Battalion, where he scored 12 goals and 28 points, Paul was selected 101st overall by the Dallas Stars in the 2013 NHL Entry Draft.

Following the draft, Paul returned to the Battalion and continued his scoring prowess. By October 14, Paul led the team with five goals in eleven games. This continued throughout the season as he accumulated 37 goals and 29 assists through 58 regular-season games under coach Stan Butler. As such, he helped lead the team to the OHL's Eastern Conference Finals against the Oshawa Generals. Throughout the post-season, Paul maintained a four-game goal scoring streak and was tied for second in goal scoring with nine through 15 games. Following the playoffs, Paul's NHL rights were traded by the Stars on July 1, 2014, along with Alex Chiasson, Alex Guptill, and a 2015 second-round pick, to the Ottawa Senators in exchange for Jason Spezza and Ludwig Karlsson.

Paul re-joined the Battalion for his final season in the OHL during the 2014–15 season. By December, he had accumulated 19 goals and 34 points through 27 regular-season games and subsequently signed a three-year entry-level contract with the Senators on December 20, 2014. Upon joining the Senators for their 2015 development camp, he measured at 6-4 and 225 pounds.

### Professional

#### Ottawa Senators

Paul signed with Ottawa and made his professional debut with their American Hockey League (AHL) affiliate, the Binghamton Senators in the 2014–15 season. He finished with six goals and 11 assists in 45 games with Binghamton. Paul was assigned to Binghamton by Ottawa for the 2015–16 season also. Paul was called up in February 2016 and made his NHL debut on February 16, 2016, against the Buffalo Sabres. He recorded his first career NHL goal on February 24, 2016, in a 4–1 win over the Edmonton Oilers.

On July 16, 2018, Paul signed a one-year contract extension with the Senators. On July 2, 2019, Paul re-signed with the Senators for another season. Paul struggled to break into Ottawa's lineup under coach Guy Boucher. At the end of the 2019 training camp, Paul was placed on waivers but went unclaimed and was assigned to the Senators AHL affiliate, the Belleville Senators. Paul became a regular NHL player during the 2019–20 season, setting a new high in games played in the NHL with 56. After Erik Gudbranson was traded away by the Senators during the 2020–21 season, Paul was named an alternate captain. That season Paul established himself as one of the team's top penalty killers. Paul was named the Senators' nominee for the NHL's Bill Masterton Memorial Trophy at the end of the season. During the 2021–22 season, Paul was used all over the lineup by coach D. J. Smith, slotting in wherever the coach needed a hole in the lineup filled. However, contract negotiations stalled with the Senators and Paul was made available for a trade by the organization.

#### Tampa Bay Lightning

On March 20, 2022, just a day before the trade deadline, Paul was traded by Ottawa to the Tampa Bay Lightning in exchange for Mathieu Joseph and a 2024 fourth-round draft pick. He scored his first goal as a Lightning on March 22 versus the Carolina Hurricanes. Paul made his Stanley Cup playoff debut in the first round series against the Toronto Maple Leafs. In the seventh game of series against the Maple Leafs, Paul scored his first two playoff goals, including the series winner. Paul helped the Lightning advance to the Stanley Cup Finals for their third successive season and contributed with 5 goals and 9 points through 23 games before losing to the Colorado Avalanche.

On July 1, 2022, Paul opted to forego free-agency in agreeing to a seven-year, $22.05 million contract extension to remain with the Lightning. Paul helped the Lightning to the playoffs again during the 2022–23 season. They faced the Maple Leafs in the first round again and with Toronto leading the series 3–1 and the Lightning facing elimination in Game 5, Paul scored the game-winning goal to keep the Lightning in the series. However, the Maple Leafs eliminated the Lightning in the following game.

## International play

| Medal record | | |
| --- | --- | --- |
| Representing  Canada | | |
| Ice hockey | | |
| World Junior Championships | | |
|  | 2015 Canada |  |
| World Championships | | |
|  | 2021 Latvia |  |

Paul made his international debut for Canada with the national junior team at the 2015 World Junior Ice Hockey Championships. He finished the tournament with three goals in seven games to help Canada win a gold medal.

Paul was chosen to represent Team Canada again at the senior level for the 2021 IIHF World Championship. Paul scored at 6:26 of the first overtime in the gold medal game against Finland to give Canada its 21st all-time gold medal.

Following the Tampa Bay Lightning's ouster in the first round of the 2024 Stanley Cup playoffs, Paul again joined Team Canada for the 2024 IIHF World Championship.

## Career statistics

### Regular season and playoffs

|  | | |  | Regular season | | | | |  | Playoffs | | | | |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- |
| Season | Team | League | | GP |  |  | Pts | PIM | | GP | G | A | Pts | PIM |
| 2011–12 | Mississauga Chargers | OJHL | | 9 | 3 | 2 | 5 | 4 | |  |  |  |  |  |
| 2012–13 | Brampton Battalion | OHL | | 66 | 12 | 16 | 28 | 21 | | 5 | 0 | 1 | 1 | 0 |
| 2013–14 | North Bay Battalion | OHL | | 67 | 26 | 20 | 46 | 39 | | 22 | 12 | 6 | 18 | 10 |
| 2014–15 | North Bay Battalion | OHL | | 58 | 37 | 29 | 66 | 49 | | 15 | 7 | 8 | 15 | 6 |
| 2015–16 | Binghamton Senators | AHL | | 45 | 6 | 11 | 17 | 10 | |  |  |  |  |  |
| 2015–16 | Ottawa Senators | NHL | | 24 | 2 | 3 | 5 | 6 | |  |  |  |  |  |
| 2016–17 | Binghamton Senators | AHL | | 72 | 15 | 22 | 37 | 30 | |  |  |  |  |  |
| 2016–17 | Ottawa Senators | NHL | | 1 | 0 | 0 | 0 | 0 | |  |  |  |  |  |
| 2017–18 | Belleville Senators | AHL | | 54 | 14 | 13 | 27 | 40 | |  |  |  |  |  |
| 2017–18 | Ottawa Senators | NHL | | 11 | 1 | 0 | 1 | 0 | |  |  |  |  |  |
| 2018–19 | Belleville Senators | AHL | | 43 | 16 | 23 | 39 | 29 | |  |  |  |  |  |
| 2018–19 | Ottawa Senators | NHL | | 20 | 1 | 1 | 2 | 4 | |  |  |  |  |  |
| 2019–20 | Ottawa Senators | NHL | | 56 | 9 | 11 | 20 | 24 | |  |  |  |  |  |
| 2019–20 | Belleville Senators | AHL | | 3 | 1 | 3 | 4 | 0 | |  |  |  |  |  |
| 2020–21 | Ottawa Senators | NHL | | 56 | 5 | 15 | 20 | 19 | |  |  |  |  |  |
| 2021–22 | Ottawa Senators | NHL | | 59 | 11 | 7 | 18 | 22 | |  |  |  |  |  |
| 2021–22 | Tampa Bay Lightning | NHL | | 21 | 5 | 9 | 14 | 17 | | 23 | 5 | 4 | 9 | 6 |
| 2022–23 | Tampa Bay Lightning | NHL | | 80 | 17 | 15 | 32 | 33 | | 6 | 1 | 0 | 1 | 2 |
| 2023–24 | Tampa Bay Lightning | NHL | | 82 | 24 | 22 | 46 | 27 | | 5 | 2 | 0 | 2 | 6 |
| NHL totals | | | | 410 | 75 | 83 | 158 | 152 | | 34 | 8 | 4 | 12 | 14 |

### International

| Year | Team | Event | Result |  | GP | G | A | Pts | PIM |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- |
| 2015 | Canada | WJC |  | | 7 | 3 | 0 | 3 | 2 |
| 2021 | Canada | WC |  | | 10 | 2 | 2 | 4 | 4 |
| 2024 | Canada | WC | 4th | | 10 | 3 | 3 | 6 | 4 |
| Junior totals | | | | | 7 | 3 | 0 | 3 | 2 |
| Senior totals | | | | | 20 | 5 | 5 | 10 | 8 |

## InfoBox

| Nick Paul | | | |
| --- | --- | --- | --- |
| Paul with the Binghamton Senators | | | |
| Born | (1995-03-20) March 20, 1995
Mississauga, Ontario, Canada | | |
| Height | 6 ft 3 in (191 cm) | | |
| Weight | 223 lb (101 kg; 15 st 13 lb) | | |
| Position | Centre / left wing | | |
| Shoots | Left | | |
| NHL team
Former teams | *Tampa Bay Lightning*
Ottawa Senators | | |
| National team | Canada | | |
| NHL draft | 101st overall, 2013
Dallas Stars | | |
| Playing career | 2015present | | |


title: Hubert-Jan Henket

abstract: Hubert-Jan Henket is a Dutch architect. He is a specialist in the relations between old and new buildings, the redesign of buildings, renovation and restoration. He is the founder of DOCOMOMO international.

text:
# Hubert-Jan Henket

**Hubert-Jan Henket** (born 11 March 1940, in Heerlen) is a Dutch architect. He is a specialist in the relations between old and new buildings, the redesign of buildings, renovation and restoration. He is the founder of DOCOMOMO international.

## Life

Henket graduated in 1969 cum laude in architecture from the Technische Hogeschool Delft (Delft University of Technology) where he was taught by Jaap Bakema and Aldo van Eyck. In 1969 - 1970, he was given a grant by the Finnish government to study urbanism at the Otaniemi university of Helsinki, Teknillinen korkeakoulu. He worked with the Finnish architect Reima Pietilä. Between 1970 and 1974 he worked for Castle Park Dean Hook architects in London. Acting for this company, he was director of the Housing Renewal Unit in London from 1974 until 1976. In 1976, Henket started his own architectural practice in the Netherlands " Hubert-Jan Henket architecten". When he handed over the directorship of the office to Janneke Bierman in 2005, the name was changed to "Henket and partners architects" and in 2010 to "Bierman Henket architects". Since then, the practice has facilitated his architectural activities.

When he started working in London, Henket began teaching at The Bartlett School of Architecture of University College London. In 1976, he became "wetenschappelijk hoofdmedewerker" (scientific staff member) in renovation technique at the Technische Hogeschool Delft. From 1984 to 1998, he was professor in building technology at the Technische Universiteit Eindhoven (Eindhoven University of Technology), and from 1998 until in 2005, he held one of the chairs in architecture at Delft University of Technology.

In 1988, Henket and Wessel de Jonge founded Docomomo International, the working party for the documentation and conservation of buildings, neighborhoods and landscapes of the Modern Movement. The organization has 73 chapters worldwide. Henket is the honorary president of the organization. In 1999, the Dutch Broadcasting Corporation showed the documentary *Hubert-Jan Henket, man van staal, hout en glas* (Hubert-Jan Henket, man of steel, wood and glass) in the documentary series "Het Uur van de Wolf".

## Work

New buildings designed by Henket are amongst others the headquarters of the White Fathers Missionary in Dar es Salaam Tanzania, the law court buildings in Middelburg and Haarlem, the government building Ceramique in Maastricht, the wintergarden of the Hortus Botanicus in Leiden, the underground building for the faculties of theatre and dance of the ARTEZ academy in Arnhem, the Maastheatre in Rotterdam, a house near Graaff Reinet in the Great Karoo South Africa, a house near Batumi in Georgia, a house in Aerdenhout and the Dutch Embassy in Bangkok Thailand (together with Janneke Bierman).

Examples of building extensions and adaptive reuse designed by Henket are the Teylers Museum in Haarlem, the van Beuningen-de Vriese Pavilion of Museum Boymans van Beuningen in Rotterdam, het Brabants Museum and het Stedelijk Museum s'Hertogenbosch (together with Janneke Bierman), Museum de Fundatie in Zwolle, Museum het Catharijne Convent in Utrecht, the cultural centre de Verkade fabriek in s'Hertogenbosch and the royal palace Huis ten Bosch in the Hague.

Examples of restorations of 20th century buildings are Zonnestraal sanatorium (1928-1931) by Jan Duiker and Bernard Bijvoet in Hilversum (together with Wessel de Jonge) and the Academy of fine arts (1956) by Gerrit Rietveld in Arnhem. He was the supervising architect for the restoration of the Beurs van Berlage in Amsterdam, consultant for the restoration of the College Neerlandais (1931) by Willem Marinus Dudok in Paris and for the Centennial Hall (1911-1913) by Max Berg in Wroclaw Poland.

He was invited and participated in the limited competitions for the Nederlands Architectuur Instituut (NAi) in Rotterdam (1988), het Rijksmuseum (2004), the Stedelijk Museum (2005) and the Hermitage(2005) all in Amsterdam.

From 1996 until 2008, he was the supervisor of architecture of Amsterdam Airport Schiphol, he is a member of the supervising teams of among others het Hart van Zuid in Hengelo, de Spoorzone in Tilburg, and the Afsluitdijk.

## Recognition

In 1999, Henket won the Prins Bernhard Cultuurfonds) Prize for his oeuvre. In 2003, he was appointed a Knight in the Orde van de Nederlandse Leeuw (Order of the Dutch Lion). In 2004, he and Wessel de Jonge won" the BNA Kubus" of the Dutch Federation of Architects because of their contribution to the re-vitalization of architectioral heritage. Henket also won the "Victor de Steurs prijs", the "Scheudersprijs" for subterranean building and the "Bouwprijs" 2005. In 2007, the Fries Museum in Leeuwarden and the "Glaspaleis" in Heerlen honoured him with an exhibition of his work. In 2013, together with Wessel de Jonge he received the World Monuments Fund Knoll Prize for Modernism. In 2015, he was made an Honorary Fellow of the RIAI.

## Publications

* *Bouwen is dienstverlenen: op zoek naar geschikte technologie; ontwerpen is balanceren*, H.A.J. Henket (1986); inaugural speech TU Eindhoven
* *Bouwtechnisch onderzoek 'Jongere bouwkunst'*; Deel 1: *Methode restauratiekeuze*, H.A.J. Henket, W. de Jonge, joint publication of TU Delft and TU Eindhoven (1987); commissioned by Rijksdienst voor de Monumentenzorg
* *Bouwtechnisch onderzoek 'Jongere bouwkunst'*; Deel 2: *Demonstratie Dresselhuys paviljoen*, gezamenlijke uitgave van de TU Delft en de TU Eindhoven (1987), commissioned by Rijksdienst voor de Monumentenzorg
* *Conference proceedings: first international conference, September 12–15, 1990*, H.A.J. Henket; Wessel de Jonge, joint publication of Technische Universiteit Eindhoven and Rijksdienst voor Archeologie, Cultuurlandschap en Monumenten (1991), ISBN 9038600615
* *Takamasa Kuniyasu: return to the self,* H.A.J. Henket, Paul Panhuysen, Lucas van Beeck, Het Apollohuis (1992); ISBN 9071638162
* *Back from Utopia: the challenge of the Modern Movement*, H.A.J. Henket, Hilde Heynen; 010 Publishers (2002); ISBN 9064504830
* *Het Nieuwe Bouwen en restaureren: het bepalen van de gevolgen van restauratiemogelijkheden: onderzoek,* H.A.J. Henket, W. de Jonge, joint publication of Rijksdienst voor de Monumentenzorg en SDU (1990); ISBN 9012065402
* "Waar Nieuw en Oud Raken, een pleidooi voor houdbare moderniteit in architectuur", Hubert-Jan Henket, Uitgeverij Lexturis.nl (2013) ISBN 978-94-6226000-9

## Bibliography


title: Robert Mace

abstract: Robert Mace is a former Australian rules footballer who played for Hawthorn, St Kilda and the Brisbane Bears in the Victoria Football League (VFL) during the 1980s. Originally from Frankston YCW, Mace started his VFL career at Hawthorn in 1980 but was unable establish himself as a senior player there so crossed to St Kilda in 1982 where he became a regular in the side for five seasons. Mace was offloaded to the league's new club, Brisbane, in 1987 but he would only make one appearance. He represented Queensland at the 1988 Adelaide Bicentennial Carnival before returning to Victoria and finishing his career with Victorian Football Association (VFA) team Frankston, whom he also coached until 2002. On 5 August 2015 it was reported that Mace was suspended from Frankston following a fight with a Frankston official at a VFL match the previous weekend.

text:
# Robert Mace

**Robert Mace** (born 12 August 1958) is a former Australian rules footballer who played for Hawthorn, St Kilda and the Brisbane Bears in the Victoria Football League (VFL) during the 1980s.

Originally from Frankston YCW, Mace started his VFL career at Hawthorn in 1980 but was unable establish himself as a senior player there so crossed to St Kilda in 1982 where he became a regular in the side for five seasons.

Mace was offloaded to the league's new club, Brisbane, in 1987 but he would only make one appearance. He represented Queensland at the 1988 Adelaide Bicentennial Carnival before returning to Victoria and finishing his career with Victorian Football Association (VFA) team Frankston, whom he also coached until 2002.

On 5 August 2015 it was reported that Mace was suspended from Frankston following a fight with a Frankston official at a VFL match the previous weekend.

1. Nicholson, Larissa (6 August 2015). "AFL News: Former player suspended from local club after fight". *The Canberra Times*. Fairfax Digital. Retrieved 6 August 2015.

## InfoBox

| Robert Mace | | | |
| --- | --- | --- | --- |
| Personal information | | | |
| Full name | Robert Mace | | |
| Date of birth | (1958-08-12) 12 August 1958 | | |
| Original team(s) | Frankston YCW | | |
| Height | 178 cm (5 ft 10 in) | | |
| Weight | 93 kg (205 lb) | | |
| Position(s) | Half forward flanker | | |
| Playing career1 | | | |
| Years | **Club** | **Games (Goals)** |
| 1980–81 | Hawthorn | 07 0(7) |
| 1982–86 | St Kilda | 72 (32) |
| 1988 | Brisbane Bears | 01 0(0) |
| Total |  | **80 (39)** |
| 1 Playing statistics correct to the end of 1988. | | | |
| Sources: AFL Tables, AustralianFootball.com | | | |


title: Transfer Orbit Stage

abstract: The Transfer Orbit Stage (TOS) was an upper stage developed by Martin Marietta for Orbital Sciences Corporation during the late 1980s and early 1990s. The TOS was designed to be a lower-cost alternative to Inertial Upper Stage and Centaur G upper stages. The TOS was designed to be deployed by the Titan 34D, Commercial Titan III and Space Shuttle. The main propulsion system of the Transfer Orbit Stage was an Orbus 21 solid rocket motor. Attitude control was provided by hydrazine thrusters. The inertial guidance system used a ring laser gyroscope produced by Honeywell. Its control system employed a digital optimal, time-scheduled control algorithm to provide stability whilst the Orbus 21 was burning, while a phase-plane controller was used to manage its reaction-control system. Only two Transfer Orbit Stages were launched. The first was launched on 25 September 1992, aboard a Commercial Titan III with the Mars Observer spacecraft bound for Mars. Despite a successful launch, the Mars Observer spacecraft later malfunctioned. The second use of a TOS was the deployment of the Advanced Communications Technology Satellite from Space Shuttle Discovery on mission STS-51. This was also successful. The Transfer Orbit Stage was designed to separate from the Space Shuttle via pyrotechnic devices enclosed in a frangible metal joint known as a Super*Zip. On STS-51, the primary and backup pyrotechnic devices inside the Super*Zip were erroneously fired simultaneously, resulting in minor damage to both the TOS, and the Shuttle's payload bay lining. However, the ACTS satellite deployed successfully and functioned normally on orbit. The Shuttle landed safely despite the anomaly.

text:
# Transfer Orbit Stage

The **Transfer Orbit Stage** (**TOS**) was an upper stage developed by Martin Marietta for Orbital Sciences Corporation during the late 1980s and early 1990s. The TOS was designed to be a lower-cost alternative to Inertial Upper Stage and Centaur G upper stages. The TOS was designed to be deployed by the Titan 34D, Commercial Titan III and Space Shuttle.

The main propulsion system of the Transfer Orbit Stage was an Orbus 21 solid rocket motor. Attitude control was provided by hydrazine thrusters. The inertial guidance system used a ring laser gyroscope produced by Honeywell. Its control system employed a digital optimal, time-scheduled control algorithm to provide stability whilst the Orbus 21 was burning, while a phase-plane controller was used to manage its reaction-control system.

Only two Transfer Orbit Stages were launched. The first was launched on 25 September 1992, aboard a Commercial Titan III with the Mars Observer spacecraft bound for Mars. Despite a successful launch, the Mars Observer spacecraft later malfunctioned. The second use of a TOS was the deployment of the Advanced Communications Technology Satellite from Space Shuttle *Discovery* on mission STS-51. This was also successful.

The Transfer Orbit Stage was designed to separate from the Space Shuttle via pyrotechnic devices enclosed in a frangible metal joint known as a Super\*Zip. On STS-51, the primary and backup pyrotechnic devices inside the Super\*Zip were erroneously fired simultaneously, resulting in minor damage to both the TOS, and the Shuttle's payload bay lining. However, the ACTS satellite deployed successfully and functioned normally on orbit. The Shuttle landed safely despite the anomaly.

* Wade, Mark. "ACTS". Encyclopedia Astronautica. Archived from the original on February 8, 2002. Retrieved 2009-06-29.


title: Horace DeVaughn

abstract: Horace DeVaughn, of Birmingham, Alabama, was the first prison inmate in Alabama to be executed by the Alabama electric chair, nicknamed "Yellow Mama" because it was painted with bright yellow highway paint. DeVaughn was electrocuted on April 8, 1927. On January 19, DeVaughn murdered a couple named A.B. Moore and Ruby Thornton on a deserted road with a shotgun he had borrowed for a hunting trip, supposedly after he attempted to hold them up. The murder case for which DeVaughn was executed was solved by Birmingham Police Detective Paul Cole, who traced the shells found at the scene, which had a unique marking from a defective shotgun. After he was arrested, DeVaughn confessed to the murders and was sentenced to death. DeVaughn was put to death at Kilby Prison in an electric chair built for the purpose earlier that year. He prayed to Jesus for hours beforehand, and accepted no food, drink or cigarettes on the night of the execution. In his final statement he expressed that he had been forgiven and had no hard feelings toward anyone, and asked for someone to tell his mother goodbye and that his soul was saved. DeVaughn underwent three 2,000 volt discharges between 12:31 and 12:42 AM. At the first 40-second jolt his body surged forward, a thin gray smoke flowed from under the electrode over his head, and the odor of burning flesh was apparent. After the second discharge, flames were seen on his leg, but he was still alive. After the third jolt, he was pronounced dead. Twenty were present as witnesses, included Moore's brother, George, who traveled from Coffeyville, Kansas and claimed a piece of DaVaughn's belt as a souvenir of his visit.

text:
# Horace DeVaughn

**Horace DeVaughn** (died April 8, 1927), of Birmingham, Alabama, was the first prison inmate in Alabama to be executed by the Alabama electric chair, nicknamed "Yellow Mama" because it was painted with bright yellow highway paint. DeVaughn was electrocuted on April 8, 1927.

On January 19, DeVaughn murdered a couple named A.B. Moore and Ruby Thornton on a deserted road with a shotgun he had borrowed for a hunting trip, supposedly after he attempted to hold them up. The murder case for which DeVaughn was executed was solved by Birmingham Police Detective Paul Cole, who traced the shells found at the scene, which had a unique marking from a defective shotgun. After he was arrested, DeVaughn confessed to the murders and was sentenced to death.

DeVaughn was put to death at Kilby Prison in an electric chair built for the purpose earlier that year. He prayed to Jesus for hours beforehand, and accepted no food, drink or cigarettes on the night of the execution. In his final statement he expressed that he had been forgiven and had no hard feelings toward anyone, and asked for someone to tell his mother goodbye and that his soul was saved.

DeVaughn underwent three 2,000 volt discharges between 12:31 and 12:42 AM. At the first 40-second jolt his body surged forward, a thin gray smoke flowed from under the electrode over his head, and the odor of burning flesh was apparent. After the second discharge, flames were seen on his leg, but he was still alive. After the third jolt, he was pronounced dead. Twenty were present as witnesses, included Moore's brother, George, who traveled from Coffeyville, Kansas and claimed a piece of DaVaughn's belt as a souvenir of his visit.

* *Montgomery Advertiser*, October 7, 2002.


title: Vilampatti

abstract: Vilampatti is a small village located in the Virudhunagar district, Tamil Nadu, India. It is located 6.7 kilometres west from Sivakasi. The total population is estimated to be around 3000. Key establishments in Vilampatti are schools, Hindu temples, match factories and fireworks depots. The main source of livelihood of the people of Vilampatti is agriculture. The schools established in the village are Nadar George Primary School, A.V.M. MariMuthu Nadar Higher Secondary School, and Periya Karuppa Nadar Thillaiyammal Matriculation. There are four famous temples - Vilampatti Kali Amman Temple, Perumal koil, Sri Pavoor Vinayagar Temple, and Mariamman Temple. Aadi Perukku is a famous south Indian festival that is celebrated in the village.

text:
# Vilampatti

**Vilampatti** is a small village located in the Virudhunagar district, Tamil Nadu, India. It is located 6.7 kilometres west from Sivakasi. The total population is estimated to be around 3000.

Key establishments in Vilampatti are schools, Hindu temples, match factories and fireworks depots. The main source of livelihood of the people of Vilampatti is agriculture. The schools established in the village are Nadar George Primary School, A.V.M. MariMuthu Nadar Higher Secondary School, and Periya Karuppa Nadar Thillaiyammal Matriculation. There are four famous temples - Vilampatti Kali Amman Temple, Perumal koil, Sri Pavoor Vinayagar Temple, and Mariamman Temple. Aadi Perukku is a famous south Indian festival that is celebrated in the village.

## InfoBox

| Vilampatti Vilavainagar | |
| --- | --- |
| Village | |
| Coordinates: 9°26′03″N 77°44′54″E / 9.4341814°N 77.7482647°E / 9.4341814; 77.7482647 | |
| Country | India |
| State | Tamil Nadu |
| District | Virudhunagar |
| Population | |
| Total | 3,000 |
| Languages | |
| Official | Tamil |
| Time zone | UTC+5:30 (IST) |
| PIN | 626124 |
| Nearest city | Sivakasi |


abstract: North American collegiate sustainability programs are institutions of higher education in the United States, Mexico, and Canada that have majors and/or minors dedicated to the subject of sustainability. Sustainability as a major and minor is spreading to more and more colleges as the need for humanity to adopt a more sustainable lifestyle becomes increasingly apparent with the onset of global warming. The majors and minors listed here cover a wide array of sustainability aspects from business to construction to agriculture to simply the study of sustainability itself.

text:
# North American collegiate sustainability programs

**North American collegiate sustainability programs** are institutions of higher education in the United States, Mexico, and Canada that have majors and/or minors dedicated to the subject of sustainability. Sustainability as a major and minor is spreading to more and more colleges as the need for humanity to adopt a more sustainable lifestyle becomes increasingly apparent with the onset of global warming. The majors and minors listed here cover a wide array of sustainability aspects from business to construction to agriculture to simply the study of sustainability itself.

## Canada

### Acadia University

Acadia University is located in Wolfville, Nova Scotia, offers an undergraduate major in Environmental and Sustainability Studies. This major gives students the skills they need to make the changes necessary to create a more "sustainable and just society". There are four concentration areas (Sustainable Community Development, Innovation and Entrepreneurship for Sustainability, Environmental Thought and Practice, and Environmental Advocacy, Education, and Activism) and two different degree options (a Bachelor of Arts and a Bachelor of Recreation Management) offered within the major. Additionally, the university is home to the Arthur Irving Academy for the Environment which organizes sustainability programs on the campus.

### Dalhousie University

Dalhousie University in Halifax, Nova Scotia, offers two different majors, Environment, Sustainability, and Society (ESS) and Sustainable Resources and The Environment. Both majors incorporate different outlooks on sustainability. Sustainable Resource and The Environment focuses on managing environments, whereas ESS focuses on changing for the future. Along with these two majors, Dalhousie also has an Office of Sustainability which offers a wide variety of programs focusing on becoming more sustainable that range from transportation to eating sustainably.

### Trent University

Trent University, located in Peterborough, Ontario, offers an undergraduate degree in Sustainable Agriculture and Food Systems as well as a Master of Arts in Sustainability. The Sustainable Agriculture program encompasses the aspects of growing “healthy, sustainable, and affordable food ”. The Masters program delves into the three pillars of sustainability to prepare students to become leaders in sustainable endeavors. In addition, Trent has its own Office of Sustainability that leads several programs including lighting retrofits and the installation of green roofs.

### University of British Columbia

The University of British Columbia offers an Environment and Sustainability major at its Vancouver campus. This major promotes an understanding of the variety of factors that affect life on the planet now and in the future. Some courses that are part of the major include The Global Climate System as well as Environment and Resources. The University of British Columbia also has the Centre for Interactive Research on Sustainability that focuses on creating and implementing solutions to the "challenges of urban development".

## Mexico

### Instituto Tecnológico y de Estudios Superiores de Monterrey (ITESM)

Also known as Technologico De Monterrey (In English: Monterrey Institute of Technology), ITESM is based in Monterrey, but actually has thirty-one campuses throughout the country. The institute is offers a major in Sustainable Development Engineering, which focuses on the efficient use of energy and water as well as the management of emissions and the relationship between the environment and society. Some of the classes offered include Industrial Ecology and Sustainable Use of Water. The Sustainable Development Engineering major is offered at their Mexico City, State of Mexico, Monterrey, and Santa Fe campuses.

## United States

### Northeast

#### Columbia University

Columbia University in New York City offers a Sustainable Development major that focuses on educating students on how to accomplish a sustainable society. Students will take classes from multiple clusters including Sustainable Development Foundation, Basic Disciplinary Foundation, Skills/Action, and Analysis and Solutions to Complex Problems. The university has also developed a Master of Science in Sustainability Management geared towards the role of sustainability in organizations. Columbia is also home to the Earth Institute whose mission is to bring people together to address and overcome some of the most pressing problems facing the Earth and humanity today. The institute also oversees sustainability initiatives for Columbia's campus.

#### Drew University

Located in Madison, New Jersey, Drew University offers a major in Environmental Studies and Sustainability. This major studies the current environmental problems facing the world today and provides the skills needed to overcome these problems. Students who take part in this academic program will have an experiential requirement that involves an environmental-related, hands-on experience.

#### Philadelphia University

Located in Philadelphia, Pennsylvania, Philadelphia University has both a major and a minor in Environmental Sustainability that prepare students to serve as strategic leaders of environmental initiatives for corporations, communities, and organizations. The courses they offer are diverse and range from Sustainable Technologies for Architecture to the Economics of Sustainability. They also offer a Master of Science in Sustainable Design focusing on green design and the development of net zero carbon buildings.

#### Unity College

Unity College in Unity, Maine, offers two sustainability majors. Their Sustainable Energy Management major is both a technical and conceptual major designed to educate students in building sustainable structures that focus on renewable energy. On the other hand, their Sustainable Agriculture major concentrates on teaching sustainable agricultural practices that emphasize local farming and activism when it comes to governmental food policies.

#### Wilson College

Located in Chambersburg, Pennsylvania, Wilson College is a women's college that offers two sustainability majors. Business Sustainability and Environmental Management integrates sustainability practices into the business world. Environmental Sustainability focuses more on solving environmental problems. Wilson has a Center for Sustainable Living that works with the Fulton Center for Sustainable Living (which serves as an environmental educational facility as well as a produce farm).

### Southeast

#### Eastern Mennonite University

Eastern Mennonite University in Harrisonburg, Virginia, offers a major in Environmental Sustainability. This program focuses on forward-looking sustainability practices and requires students to choose one of two areas of study: Environmental Science Concentration (focuses on traditional environmental sciences) or Environmental and Social Sustainability Concentration (combines concepts from the first concentration and incorporates sociological aspects).

#### Furman University

Furman University in Greenville, South Carolina, offers a major in Sustainability science. The focus of this major is to prepare and educate students on how to enhance the long-term quality of life. This program offers nearly 30 different elective courses along with the required coursework. All of the elective courses are broken into three different categories: Environmental Security, Human Security, and Sustainable Production and Consumption. Furman University also has the Sustainability Planning Council (SPC) and the David E. Shi Center of Sustainability, which both focus on promoting sustainability throughout the campus.

#### University of Florida

The University of Florida in Gainesville, Florida, offers three different types of majors and minors that incorporate sustainability: Sustainability Studies, Sustainability and the Built Environment, and Sustainable Crop Production and Management. Each major or minor provides a diverse look into sustainability topics, while offering an array of courses from Agriculture and Environmental Quality to Organic & Sustainable Crop Production and from Sustainable Ecotourism Development to Social and Cultural Sustainability. University of Florida also has an Office of Sustainability that has created nine different sustainability programs for the University of Florida including the One Less Car and Tailgator Game Day Recycling programs.

### Central

#### Aquinas College

Aquinas College, located in Grand Rapids, Michigan, is one of the first to offer a major and minor in Sustainable Business. Recognizing that businesses have a huge impact on the environment, Aquinas' academic program seeks to educate students in sustainable business practices that not only promote profitability, but environmental and societal well being too. Courses for the major and minor include Sustainable Business Management and Building Social Capital.

#### Baldwin Wallace University

Located in Berea, Ohio, Baldwin Wallace University offers a major and minor in Sustainability. This academic program focuses on preparing students to create solutions to the world's current environmental and social problems through courses such as Sustainable Food and Green Business. In addition to their undergraduate program, Baldwin Wallace University also has a Master of Business Administration in Sustainability.

#### Maharishi University of Management

The Maharishi University of Management found in Fairfield, Iowa, began its Sustainable Living degree program in 2003, making it a leader in its field. Its Bachelor of Science and minor in Sustainable Living both focus on sustainable community development. Other than implementing hands-on projects and internship opportunities, this program operates on the block system (students focus only on one course per month) and concentrates on the development of consciousness.

#### Minneapolis College of Art and Design

The Minneapolis College of Art and Design (MCAD), located in Minneapolis, Minnesota, offers a fully online Master of Arts in Sustainable Design Program. MCAD was the first art and design school with a fully online program in sustainability. The college and program are fully accredited by both the Higher Learning Commission (HLC) and the National Association of Schools of Art + Design (NASAD). The program covers cutting-edge theories to practical applications and leadership strategies, and emphasizes systems thinking, biomimicry, business, lifecycle analysis, and collaboration. Every student completes an independent thesis project and presentation.

#### Northland College

Ashland, Wisconsin, is the site of Northland College that offers both a major and a minor in Sustainable Community Development. Both programs are geared toward students who wish to be agents of change for communities in the way of sustainability. Courses include Methods of Sustainable Community Development and Capitalism, Justice, and Sustainability. Northland is one of five colleges that are part of the Eco League (a group of colleges dedicated to the pursuit of sustainability education) and offers a campus sustainability work study program to its students.

#### University of Michigan

The University of Michigan in Ann Arbor, Michigan, offers both a major and minor in Sustainable Systems. These programs focus on how to enhance systems so that they're more sustainable using technology and enterprise. Students can choose from over forty different courses in three different clusters: Systems Analysis for Sustainability, Sustainable Design and Technology, and Sustainable Enterprise that cover a broad range of themes (including the built environment, mobility, and food systems). Additionally, the University of Michigan has an Office of Campus Sustainability and includes the Graham Environmental Sustainability Institute.

#### Western Michigan University

Western Michigan University has a Sustainabity department.

### West/Southwest

#### Arizona State University

The ASU School of Sustainability at Arizona State University in Tempe, Arizona, offers the BA, BS, MA, MS, and PhD in Sustainability. Other degrees offered are the Master of Sustainable Solutions (applied non-thesis program) and the Executive Master in Sustainability Leadership (13-month executive degree). Through the university's online platform, students may also pursue a BA in Sustainability and a Master of Sustainability Leadership degree. It is the first School of Sustainability in the United States, founded in 2006. Several sustainability programs are found in other colleges at ASU, including Business, Engineering, Public Service and Community Solutions.

#### Cal Poly Pomona

The Lyle Center for Regenerative Studies at Cal Poly Pomona is one of the oldest sustainability programs in the US, and began granting the Master of Science in Regenerative Studies (MSRS) degree in 2004. MSRS is a unique interdisciplinary program that prepares students to find successful solutions to environmental problems in the 21st century. Undergraduate students at Cal Poly Pomona can also enroll in the Regenerative Studies Minor.

#### Prescott College

Prescott College has offered a PhD degree in Sustainability Education using a cohort-based limited-residency model since 2005. Doctoral students complete most of the work offsite in three stages. Foundational coursework in pedagogy, sustainability science, and social science research methods are completed via virtual classroom space. Elective courses are designed by the students and overseen by degreed mentors found by the students. The research work and writing are traditional, with a doctoral committee made up of a chair and two other members, plus an external reader. Each cohort of doctoral students also meets onsite for a week twice per year. Doctoral student work, including dissertation proposals, is highlighted at a Sustainability Symposium held on campus every April.

Prescott College is also home to a MS in Resilient and Sustainable Communities, a MS in Sustainable Food Systems, and an MBA in Sustainability leadership. These asynchronous programs were developed at Green Mountain College as the first online sustainability programs of their kind--the MBA in 2006, the MS in Sustainable Food Systems in 2011, and the MS in Resilient and Sustainable Communities in 2013--and were absorbed by Prescott College after Green Mountain College closed in 2019. The MS programs feature "a bioregional approach to distance education," asking students to apply what they learn online to their own communities and regions. This bioregional approach was originally designed in 2006 for Green Mountain College's MS in Environmental Studies (which also moved to Prescott College); the pedagogical model is described in Laird Christensen' "Teaching Bioregional Perception--At a Distance," in *The Bioregional Imagination*, edited by Tom Lynch, Cheryll Goltfelty, and Karla Armbruster (Georgia UP, 2012). In addition to grounding their lessons in local case studies, students also get to know other professionals working in their regions through assignments designed to create rich local networks.

## Additional programs

Most of the schools above did not start out with a sustainability focused major. Many started with a major that was related to sustainability or a sustainability minor that eventually evolved into the major(s) they have today. Therefore, the following table not only represents colleges that have sustainability related majors and minors but colleges that have a good chance of developing sustainability majors in the future.

| Institution | Location | Type of Program Offered | Title of Program |
| --- | --- | --- | --- |
| **Canada** | | | | | | | |
| McGill University | Montreal, Quebec, Canada | Bachelor of Engineering | Bioresource Engineering |
| University of Western Ontario | London, Ontario, Canada | Bachelor of Engineering | Green Process Engineering |
| **Northeastern United States** | | | | | | | |
| Carnegie Mellon | Pittsburgh, Pennsylvania | Minor | Environmental Engineering and Sustainability |
| College of the Atlantic | Mount Desert Island, Maine | Area of Study | Sustainable Business Sustainable Food Systems |
| Dickinson College | Carlisle, Pennsylvania | Over 60 Sustainability Courses Offered | Courses Offered |
| Green Mountain College | Poultney, Vermont | Program (not a major or minor) | Sustainable Agriculture and Food Production |
| Hartwick College | Oneonta, New York | Living-Learning Community | The Pine Lake Institute For Environmental and Sustainability Studies |
| Paul Smith's College | Brighton, New York | Bachelor of Science | Natural Resources Sustainability |
| Pennsylvania State University | University Park, Pennsylvania | Minor | Sustainability Leadership |
| State University of New York
College of Environmental Science and Forestry | Syracuse, New York | Minor | Sustainable Construction |
| University of Baltimore | Baltimore, Maryland | Bachelor of Arts | Environmental Sustainability and Human Ecology |
| University of Rochester | Rochester, New York | Minor | Sustainability |
| **Southeastern United States** | | | | | | | |
| Berea College | Berea, Kentucky | Minor | Sustainability and Environmental Studies |
| Catawba College | Salisbury, North Carolina | Major | Environment & Sustainability |
| Clemson University | Clemson, South Carolina | Bachelor of Science | Soils and Sustainable Crop Systems |
| **Central United States** | | | | | | | |
| Rice University | Houston, Texas | Interdisciplinary Program | Shell Center for Sustainability |
| University of Dayton | Dayton, Ohio | Minor | Sustainability |
| University of Illinois at
Urbana-Champaign | Urbana and Champaign, Illinois | Minor | Environmental Fellows Program Earth, Society, and Environment |


title: Trolleybuses in Valparaíso

abstract: Trolleybuses in Valparaíso, Chile, have provided a portion of the public transit service since 1952. The trolleybus system is the second-oldest in South America. The originally state-owned system has been privately owned since 1982, and since 1994 it has been Chile's only operational trolleybus system. Almost half of its vehicles were built in 1946–52 by the Pullman-Standard Company, and they are the oldest trolleybuses in regular service anywhere in the world. Those vehicles were collectively declared a national monument by the Chilean government in 2003. They helped the city gain its designation by UNESCO as a World Heritage Site, and have been called "a heritage sight in their own right" by at least one travel writer. In 1991–1992 the system acquired several secondhand trolleybuses from four Swiss cities. Even these vehicles, already old at the time of acquisition, became historic in their continued service after some 45–50 years or more, with 1959-built ex-Zürich number 105 being the oldest articulated trolleybus of any make still in service on any trolleybus system worldwide for almost 20 years until its retirement in May 2015. In the late 2010s, a new group of secondhand Swiss trolleybuses, 18 1989-built NAWs from the Lucerne trolleybus system, replaced all of the older Swiss vehicles, and now make up more than half of the fleet, with vintage Pullman-Standard trolleybuses continuing to make up the remainder. The Valparaíso trolleybus system has become one of the icons of the city, considered an important part of its cultural heritage. Many porteños – as residents of this port city commonly call themselves – are fond of their city's distinctive and historic trolleybus service and have spoken up in its defense when the system has come under threat of closure. The private operating company receives no government subsidy, and at times it has struggled financially, putting the system in danger of being closed. One such occasion, the company's announcement in May 2007 of imminent closure plans, brought an outcry from local citizens, and even Chile's president, Michelle Bachelet, expressed support for keeping the trolleybuses going. Trolleybuses currently serve two routes, numbered 801 and 802 in a regional transportation plan implemented in 2007, Monday through Saturday, from about 7 a.m. to 10 p.m. There is no service on Sundays. Both routes connect Barón with Aduana, 801 via Avenida Pedro Montt, 802 via Avenida Colón and each is about 5 km (3 mi) long. The system is currently owned and operated by Trolebuses de Chile, S.A. Locally, the vehicles are often referred to as troles (trolleys), as opposed to trolebuses.

text:
# Trolleybuses in Valparaíso

**Trolleybuses in Valparaíso**, Chile, have provided a portion of the public transit service since 1952. The trolleybus system is the second-oldest in South America. The originally state-owned system has been privately owned since 1982, and since 1994 it has been Chile's only operational trolleybus system. Almost half of its vehicles were built in 1946–52 by the Pullman-Standard Company, and they are the oldest trolleybuses in regular service anywhere in the world. Those vehicles were collectively declared a national monument by the Chilean government in 2003. They helped the city gain its designation by UNESCO as a World Heritage Site, and have been called "a heritage sight in their own right" by at least one travel writer.

In 1991–1992 the system acquired several secondhand trolleybuses from four Swiss cities. Even these vehicles, already old at the time of acquisition, became historic in their continued service after some 45–50 years or more, with 1959-built ex-Zürich number 105 being the oldest articulated trolleybus of any make still in service on any trolleybus system worldwide for almost 20 years until its retirement in May 2015. In the late 2010s, a new group of secondhand Swiss trolleybuses, 18 1989-built NAWs from the Lucerne trolleybus system, replaced all of the older Swiss vehicles, and now make up more than half of the fleet, with vintage Pullman-Standard trolleybuses continuing to make up the remainder.

The Valparaíso trolleybus system has become one of the icons of the city, considered an important part of its cultural heritage. Many *porteños*  as residents of this port city commonly call themselves  are fond of their city's distinctive and historic trolleybus service and have spoken up in its defense when the system has come under threat of closure. The private operating company receives no government subsidy, and at times it has struggled financially, putting the system in danger of being closed. One such occasion, the company's announcement in May 2007 of imminent closure plans, brought an outcry from local citizens, and even Chile's president, Michelle Bachelet, expressed support for keeping the trolleybuses going.

Trolleybuses currently serve two routes, numbered 801 and 802 in a regional transportation plan implemented in 2007, Monday through Saturday, from about 7 a.m. to 10 p.m. There is no service on Sundays. Both routes connect Barón with Aduana, 801 via Avenida Pedro Montt, 802 via Avenida Colón and each is about 5 km (3 mi) long. The system is currently owned and operated by *Trolebuses de Chile, S.A.* Locally, the vehicles are often referred to as *troles* (trolleys), as opposed to *trolebuses*.

## History

Trolleybus service was inaugurated on 31 December 1952, as the country's second trolleybus system, after one that had opened in the capital, Santiago, in 1947. The Santiago system closed in 1978, and a second system that opened there in 1991 lasted only until 1994.

Trolleybuses replaced Valparaíso's last tram (streetcar) service, which had been introduced in 1863 as a horse-drawn street railway, one of the first in South America, and been converted to electric trams in 1904. The last tram ran on 30 December 1952, and trolleybus service began the following day, on a route connecting Barón with Plaza Victoria. Only eight days later, on 7 January 1953, the route was extended from Plaza Victoria to Aduana. The eastern half of this first Barón–Aduana route followed Avenida Pedro Montt, but a second route connecting the same two termini but following Avenida Colón was introduced in February 1953. The western half of both routes was identical. The Avenida Colón route has remained in operation to the present day.

For many years, the Santiago and Valparaíso trolleybus systems were owned by the national government. Their original operator was the ***Empresa Nacional de Transportes*** (ENT), which had taken over the tram systems in both cities in 1945. ENT was reorganized on 2 May 1953 as a new government agency, ***Empresa de Transportes Colectivos del Estado*** (ETCE), which then ran the system for the next 28 years. Both cities' systems used vehicles built by the American manufacturer, Pullman-Standard. For Valparaíso, ENT had purchased 30 new trolleybuses from Pullman. Although Pullman  better known for its railway coaches  was a major U.S. builder of trolleybuses, manufacturing more than 2,000 in total, the 30 for Valparaíso were the very last trolleybuses the company ever built. They were built in October and November 1952.

ETCE's Santiago system had a fleet of 100 Pullman trolleybuses (801–900), built in 1946 (the first six), 1947 and 1948, expanded in 1953 by the acquisition of 100 trolleybuses supplied by the French company, Vétra (numbered 901–1000). In 1954, ETCE transferred 39 of the Santiago Pullmans to Valparaíso, for use on a new 10 km (6.2-mile) interurban route to Viña del Mar. Trolleybus service to Viña del Mar was inaugurated on 7 December 1959. However, the interurban service lasted less than five years, having already been abandoned by 1964, leaving trolleybuses in operation only within Valparaíso thereafter.

After the 1973 military coup, the new Pinochet administration reduced funding for government-run public transit, and the two trolleybus systems both deteriorated quickly. ETCE abandoned its Santiago trolleybus system in the latter half of 1978. The Vetra trolleybuses had been less reliable and had all been scrapped by this time, but ETCE transferred its remaining Santiago Pullman trolleybuses to Valparaíso, where some were placed in service and the remainder provided a supply of parts to keep the others running.

The Valparaíso system struggled to maintain its now-elderly vehicles and infrastructure with limited funds, but eventually succumbed, closing on 30 November 1981. However, a group of local businessmen interested in reviving the trolleybus service soon acquired the assets of the now-dissolved *Empresa de Transportes del Estado*. On 26 April 1982 they formed a new company whose name intentionally used the same initials, ***Empresa de Transportes Colectivos Eléctricos, Limitada*** (Electric Public Transport Company, Ltd.) (ETCE, again), and within two weeks had restored the service, using the same vehicles. Service continued to follow two routes, both connecting Barón with Aduana but alternatively via either Avenida Colón or Avenida Pedro Montt. The routes were not numbered.

## Fleet evolution

For nearly 40 years, the fleet comprised solely Pullman-Standard trolleybuses, a combination of new-to-Valparaíso 1952-built Pullmans (the 700-series) and, from 1954 on, a number of ex-Santiago Pullmans, built in 1946–1948 (the 800-series). All had electrical propulsion equipment by General Electric. As of 1986, the total number of trolleybuses available for service was 23–24.

Under a program started in late 1986 and continuing until 1989, ETCE rebuilt the bodies of some of its 800-series vehicles with more modern front ends and, in some cases, sides and backs also. The remaining 700-series vehicles were not rebuilt.

### Expansion generated by plans for Santiago

In 1989 ETCE announced plans to build a new trolleybus system in Santiago. For this purpose and to augment its Valparaíso fleet the company began to acquire trolleybuses secondhand from cities in Switzerland. The vehicles involved were being retired from service and replaced with new trolleybuses on their home systems, but while the vehicles were already 15–30 years old ETCE found this to be a relatively low-cost source of trolleybuses that had been well-maintained. The first such acquisitions were six articulated FBW trolleybuses from Zürich, built in 1959–1964. These arrived in Valparaíso in September 1991 and entered service there later that year.

To operate the new Santiago system, ETCE created a subsidiary named *Empresa de Trolebuses Santiago* (Santiago Trolleybus Company), or ETS. By the end of 1992 ETCE had acquired no less than 31 secondhand Swiss trolleybuses, of several types and from four cities. From Zürich came one additional, later-model (1974-built) articulated FBW in early 1992; from Geneva, 16 articulated trolleybuses (comprising 14 1965 Berna vehicles and two 1975 FBWs); from St. Gallen five two-axle 1970–1975 Saurer vehicles; and from Schaffhausen three 1966 FBWs, of which two were articulated.

ETCE carried out a program of heavy rebuilding of 18 Pullmans, much more extensive than the earlier rebuildings and effectively a full rebodying, for use exclusively on its new ETS system; these were renumbered into the series 101–118. The Santiago system opened on 24 December 1991, using four ex-Zürich vehicles (renumbered 501–504) and the first few of the rebodied Pullmans. Within two months, these had been joined in Santiago by eight brand-new Chinese "Shenfeng" trolleybuses (601–608) from Norinco, which ETCE/ETS purchased after evaluating a prototype Shenfeng vehicle in Valparaíso in early 1990. China has had several trolleybus manufacturers, and these nine units for ETCE/ETS were notable in being the first Chinese-built trolleybuses ever exported outside of Asia.

### Sharing between cities

Most of the secondhand Swiss vehicles remained in Valparaíso, some entered service there, and some remain in service there in 2011. Others were used as sources of parts. The three Schaffhausen vehicles all entered service in Valparaíso and never went to Santiago. Three or four of the ex-Geneva vehicles were transferred to the Santiago system for a time, but later returned to Valparaíso. Meanwhile, the Santiago fleet kept its four ex-Zürich and eight Shenfeng vehicles and the 18 heavily rebuilt Pullmans.

The Santiago trolleybus system closed in July 1994. ETS suspended service after operation on 9 July 1994, after months of struggling financially in the face of competition from other private bus companies serving the same areas of Santiago, and ultimately service never resumed. Most of the Santiago fleet remained in storage there, as ETCE/ETS initially hoped to revive the service, until being moved to ETCE's depot (garage) in Valparaíso in early 1996.

### Post-1995

Most of the ex-ETS fleet remained stored, unused, in Valparaíso for several years and was eventually scrapped. The few Geneva trolleybuses that had run briefly in Santiago entered service in Valparaíso soon after returning. Otherwise, the only ETS-system trolleybuses that entered service in Valparaíso did so only several years later: two of the Zürich vehicles in 2003, one rebuilt Pullman (116) in 2004 and two Shenfengs (603 and 607), in 2004 and 2005, respectively.

The five ex-St. Gallen trolleybuses never performed to ETCE's satisfaction under the low overhead-line voltage in Valparaíso, about 500–550V as compared with 600 V in St. Gallen, and they were used in service only briefly – most in 1992 only, with one (142) in sporadic use until 1995 or early 1996. They then were stored until being scrapped in 2008, except for No. 142. That sole remaining St. Gallen vehicle was installed at Barón terminus (on Avenida Argentina at Calle Chacabuco) in a semi-permanent arrangement, after being extensively modified inside for use as a sales outlet for tickets and souvenirs and for use by drivers and supervisors.

By 1992 only one of the older (1946–1948) Pullmans remained unrebuilt and still serviceable, 1947-built No. 814. ETCE's longtime president, Pedro Massai, decided to keep No. 814 in original form, due to its appeal as a heritage vehicle, No. 814 having become the oldest unmodernized trolleybus still in normal service anywhere in the world. Pullman 814 was damaged by fire in August 2003, but ETCE repaired it, and the unique vehicle returned to service in December 2003. It remains in regular service in 2017.

In July 2003, the system's 15 remaining Pullman-Standard trolleybuses, built between 1946 and 1952, were accorded National Historic Monument status by the Chilean government's *Consejo de Monumentos Nacionales*, the formal decree of this being signed on 26 September 2003. They are the oldest trolleybuses still in regular service anywhere. Also, Valparaíso has long been the only city in the world where Pullman-built trolleybuses still operate in revenue service.

### 2010s: Ex-Lucerne vehicles

In March 2014, a contract was signed for the acquisition of ten secondhand trolleybuses from Verkehrsbetriebe Luzern, the operator of the Lucerne trolleybus system, in Switzerland, by *Trolebuses de Chile SA* (TCSA), operator of the Valparaíso trolleybus system since 2007 (see below). The vehicles concerned were built in 1989 by NAW, but were still younger than every vehicle in the TCSA fleet but one (a 1991 Shenfeng unit), and much younger than most, as the next-youngest vehicle in the fleet at that time was built in 1966. They are 12-meter, two-axle trolleybuses and were the first trolleybuses acquired by the system since 1992. The first vehicle arrived in Valparaíso on 28 June, followed by the other nine between September 2014 and January 2015.

The start of testing of the vehicles was delayed several months after it was discovered that current traffic regulations prohibited transit vehicles as old as these from operating in passenger service, TCSA's existing fleet having been granted an exemption some years ago. The regulations were amended in early 2015, and testing and training with the ex-Lucerne NAW trolleybuses began in mid-February 2015. They began to enter service on 23 March 2015, and all 10 had entered service by 1 April. TCSA later purchased another eight trolleybuses of the same type from Lucerne. Four arrived in August 2017 and entered service in October 2017, while the final group of four arrived at the end of November 2017 but had not yet entered service as of January 2019, more than a year later.

## Current fleet

As of July 2010, the serviceable fleet included 23 trolleybuses. In January 2019 the number was unchanged, but with 18 newly acquired ex-Lucerne trolleybuses having replaced all of the fleet's older Swiss trolleybuses. Pullman-Standard trolleybuses built between 1946 and 1952 still made up more than half of the active (in service) fleet in 2015, but by 2019 they accounted for only nine of the 23 active vehicles. In 2022 it was reported that all Pullman-Standard trolleybuses were stored out of service and only the ex-Lucerne NAW vehicles were in operation.

**Table 1 – The Pullman-Standard vehicles** (ones active in 2010 or later)
| Fleet numbers | Manufacturer | Year built | Year rebuilt | Notes |
| --- | --- | --- | --- | --- |
| **116** | Pullman | 1947 | 1991 | Ex-Santiago 820. Renumbered 116 in 1991, when rebodied for second Santiago system (ETS) |
| **709**, 714, **715**, 721, 723 | Pullman | 1952 | n/a | Vehicles built new for Valparaíso and still retaining their original bodies. No. 714 received modernized electrical equipment in 2010–11, but was taken out of service in late 2011 and retired in 2015. |
| **814** | Pullman | 1947 | n/a | Ex-Santiago 814. Retaining its original, unmodernized body. Was out of service in 2015–16, but returned to service August 2016 after an overhaul of its mechanical and electrical equipment. |
| **801**, 806, 821, **859** | Pullman | 1946–48 | (1987–89) | Ex-Santiago. Rebuilt on all four sides but not rebodied |
| **802, 832, 888** | Pullman | 1946–48 | (1988–89) | Ex-Santiago. Rebuilt on front end only |

**Notes:**
n/a = not applicable (vehicles not rebuilt, still in original form); "ex-Santiago" in this table refers to the 1947–78 trolleybus system there.
: Bold typeface indicates a vehicle active (in service) as of January 2019.

**Table 2 – The Swiss and Chinese vehicles** (ones active in 2008 or later)
| Fleet numbers | Manufacturer | Year built | Arrival
in Chile | Type | Date withdrawn
from service,
if applicable | Former identity |
| --- | --- | --- | --- | --- | --- | --- |
| 105 | FBW | 1959 | 1991 | articulated | May 2015 | Ex-Zürich 105 |
| 503 | FBW | 1963 | 1991 | articulated | Dec. 2016 | Ex-Zürich 129 |
| 504 | FBW | 1964 | 1991 | articulated | Feb. 2012 | Ex-Zürich 132 |
| 99, 612, 617 | Berna | 1965 | 1992 | articulated | 2013–15 | Ex-Geneva 99 (ex-607), 612, 617 |
| 102 | Berna | 1966 | 1992 | articulated | late 2009 | Ex-Schaffhausen 102 |
| 203 | Berna | 1966 | 1992 | two-axle | May 2017 | Ex-Schaffhausen 203 |
| 603 | Shenfeng | 1991 | 1991 | two-axle | 2014 | Was used as Santiago (ETS) 603 in 1991–1994 |
| 607 | Shenfeng | 1991 | 1991 | two-axle | October 2016 | Was used as Santiago (ETS) 607 in 1991–1994 |
| 252, 260, **261**, 262,
**263**, 264, **265, 266,
268–270, 272–276,
278, 279** | NAW | 1989 | 2014–17 | two-axle | in service | Ex-Lucerne, same numbers |

**Note †**: Bold typeface indicates a vehicle active (in service) as of January 2019.

Of the last three active ex-Geneva trolleybuses, No. 612 was retired after sustaining major damage when it crashed into a building in November 2010, and it was scrapped in 2012, and as late 2014 Nos. 617 and 099 had been out of service since mid-2013 and March 2014, respectively, with problems with their compressors and suspension. Ex-Zurich FBW No. 504 was retired after being heavily damaged by fire in February 2012. After the 10 ex-Lucerne NAW trolleybuses entered service, in 2015, the indefinite withdrawals of the last two Geneva vehicles (617 and 099) became permanent, and Shenfeng trolleybuses 603 and 607 were also retired. However, Shenfeng 607 returned to service in December 2015. Ex-Schaffhausen 203, the last of the older generation of secondhand Swiss trolleybuses, from the 1960s, was finally retired in May 2017.

## Service changes after 1990

The Avenida Pedro Montt route was discontinued in 1991, leaving only the Avenida Colón route in service. ETCE tried reinstating the Pedro Montt service twice since then, in October 2002 and January 2007, but withdrew it again just a few months later in both instances, after finding that competing service run by other bus companies along the same street made that corridor a money-loser for ETCE.

A new company named ***Trolebuses de Chile, S.A.*** (TCSA) was established in 2000, with 40% ownership by ETCE president Pedro Massai. ETCE remained the system's overall owner and operator, but some of its assets, including the overhead trolley wires, were transferred to the new company. During a three-week suspension of service in August 2002, caused by a drivers' strike, some 20,000 residents signed a petition urging the two sides to reach agreement so that trolleybus service could be restored. The city's largest-circulation newspaper, *El Mercurio*, also published an editorial in support of restoring and maintaining the trolleybus service.

*Trolebuses de Chile, S.A.* became the operator of the trolleybus system in early 2007.

## 2007 improvements, upheaval

The trolleybus system underwent several changes in early 2007 in connection with the implementation of a regional public-transportation coordination program called the *Plan de Transporte Metropolitano Valparaíso* (TMV) by the regional ministry of transportation. TCSA reinstated the former Avenida Pedro Montt route in January, after the ministry granted the company near-exclusive rights to provide transit service in that corridor. The company's now-two routes became numbered 801 (via Av. Pedro Montt) and 802 (via Av. Colón), under the TMV plan, which assigned route numbers to all bus and minibus routes in the region; previously, they had been unnumbered. Both routes continued to terminate at Aduana and Barón. The TMV also required that operators apply a uniform paint scheme to their vehicles, with different colors for different *Unidades de negocios* (business units). TCSA's routes were the sole routes in Unidad 8, and the company was required to repaint all of its trolleybuses into a common livery of green-and-cream, which was completed in April 2007. Until then, some of the secondhand Swiss trolleybuses (acquired 15–16 years earlier) had retained the paint schemes of their cities of origin, while others, and some Pullmans, had been wearing advertising liveries; the latter were also no longer allowed under the TMV. The company also introduced Sunday service (on both routes), for the first time in the history of private operation, and perhaps the system's history, starting on 6 January 2007.

TCSA initially reported an increase of at least 30% in its revenue following the reorganization, thanks to its near-monopoly on serving busy Avenida Pedro Montt. However, the situation turned around quickly after complaints from merchants along the street convinced the transportation ministry to permit the return to Avenida Montt of 16 bus routes run by other companies only three weeks later. The trolleybus company's revenue dropped sharply, and it discontinued Sunday service in April 2007. Faced with this unexpected loss of revenue at the same time that it had just incurred the expenses of having to repaint its fleet (to meet the TMV requirements) and expand service (to a second route), the company announced in May that the trolleybus system would close in mid-June. The unexpected news upset many citizens, as the vintage trolleybuses, designated a national historic monument in 2003, had become a cherished local icon. Even Chilean president Michelle Bachelet voiced her support, telling regional transportation minister René Cortázar, "The trolleys can't stop running in Valparaíso", while at a luncheon with Valparaíso's mayor. Negotiations between TCSA and government officials led to agreements that averted the planned closure. Service continued relatively unchanged on the system's longtime Avenida Colón route (802), but the recently revived Avenida Pedro Montt service (route 801) was discontinued once again, on or around 1 September 2007.

On 31 October 2007, the *historic monument* designation given earlier to the Pullman-Standard trolleybuses was expanded to include most of the system's infrastructure, such as overhead wires, support poles and substations.

On 4 May 2021, route 801 was restored to operation after an absence of almost 14 years.

## Maintenance facilities

During the efforts to resolve the mid-2007 crisis officials pledged to help TCSA find a better site and facilities for its garage. Until 2000, the trolleybus fleet had been housed and maintained at the city's former tram depot (carhouse), opened in 1904 for trams. However, the property was municipally owned, and in 2000 the city sold it, for planned redevelopment. The trolleybus system's then-owner ETCE was obliged to find other accommodation for its fleet. It was unable to find any suitable enclosed facility that was available near its route, and consequently for several years the trolleybuses were mostly parked on city streets when not in use (including overnight), and all maintenance work had to be done outdoors. In mid-2008, TCSA began leasing a building located only 90 m (300 ft) from its route, for use as its new depot. For the first time in eight years, it became possible to house most of the trolleybus fleet indoors at night and to have indoor maintenance facilities.

The trolleybus system did not incur any major damage in the 2010 earthquake. Service was suspended for two days, while all of the route's infrastructure was inspected for possible damage.

TCSA introduced a summer-only city-tour service in January 2010, using one of its historic 1948-built Pullman-built trolleybuses. This operated in January and February 2010, and it returned for a second season in summer 2011 (January 2011).

33°02′46″S 71°36′16″W / 33.046167°S 71.604528°W / -33.046167; -71.604528

## InfoBox

| Trolleybuses in Valparaíso | |
| --- | --- |
| One of Valparaíso's 1952-built Pullman-Standard trolleybuses in 1996, when still in the system's original paint scheme and with the name of the private operating company, ECTE, along its sides | |
| Overview | |
| Locale | Valparaíso, Chile |
| Transit type | trolleybus |
| Number of lines | 2 |
| Website | Official page on Facebook |
| Operation | |
| Began operation | 31 December 1952 |
| Operator(s) | Since 2007: *Trolebuses de Chile, S.A.* |
| Number of vehicles | 30 |
| Technical | |
| System length | Approx. 5 km (3 mi) |
| Electrification | 500–550 Volts DC |


title: Walter Plowden

abstract: Walter Charles Metcalf Chichele Plowden was a British diplomat, consul at Massawa on the Red Sea coast from 1848 to his death. He played a role in Ethiopian politics in the mid 19th-century: during his tenure he cultivated the friendship of first Ras Ali, and later the Ethiopian emperor Tewodros II. J. R. Hooker remarks that "as a political agent, Plowden was valuable; as a writer of travel literature he was engaging and intelligent; but as a consul he was useless, his commercial reports being limited to three in 1852. He was never at his post after 1855." In 1860, Plowden was murdered aged 39 during a journey between Gondar and the Red Sea by a follower of Agew Niguse, a warlord hostile to Tewodros. Plowden was interred in the Royal Enclosure, next to the Gemjabet Mariyam church. His writings were published as Travels in Abyssinia and the Galla Country, with an account of a mission to Ras Ali in 1848 by his brother in London in 1868.

text:
# Walter Plowden

**Walter Charles Metcalf Chichele Plowden** (3 August 1820 – 13 March 1860) was a British diplomat, consul at Massawa on the Red Sea coast from 1848 to his death. He played a role in Ethiopian politics in the mid 19th-century: during his tenure he cultivated the friendship of first *Ras* Ali, and later the Ethiopian emperor Tewodros II.

J. R. Hooker remarks that "as a political agent, Plowden was valuable; as a writer of travel literature he was engaging and intelligent; but as a consul he was useless, his commercial reports being limited to three in 1852. He was never at his post after 1855."

In 1860, Plowden was murdered aged 39 during a journey between Gondar and the Red Sea by a follower of Agew Niguse, a warlord hostile to Tewodros. Plowden was interred in the Royal Enclosure, next to the Gemjabet Mariyam church. His writings were published as *Travels in Abyssinia and the Galla Country, with an account of a mission to Ras Ali in 1848* by his brother in London in 1868.


title: Jeanie Johnston

abstract: Jeanie Johnston is a replica of a three-masted barque that was originally built in Quebec, Canada, in 1847 by the Scottish-born shipbuilder John Munn. The replica Jeanie Johnston performs a number of functions: it is an ocean-going sail training vessel at sea, and in port, it converts into a living history museum on 19th century emigration and, in the evenings, is used as a corporate event venue.

text:
# Jeanie Johnston

***Jeanie Johnston*** is a replica of a three-masted barque that was originally built in Quebec, Canada, in 1847 by the Scottish-born shipbuilder John Munn. The replica *Jeanie Johnston* performs a number of functions: it is an ocean-going sail training vessel at sea, and in port, it converts into a living history museum on 19th century emigration and, in the evenings, is used as a corporate event venue.

## Original ship

The original *Jeanie Johnston* was bought by Tralee-based merchants John Donovan & Sons, as a cargo vessel and traded successfully between Tralee and North America for a number of years. The trading pattern was to bring emigrants from Ireland to North America, and then to bring timber back to Europe.

### Famine voyages

The ship made a voyage from County Kerry to Quebec on 24 April 1848, with 193 emigrants on board, as the effects of the Great Famine ravaged Ireland. Between 1848 and 1855, the *Jeanie Johnston* made 16 voyages to North America, sailing to Quebec, Baltimore, and New York. On average, the length of the transatlantic journey was 47 days. The most passengers she ever carried was 254, from Tralee to Quebec on 17 April 1852. To put this number in perspective, the replica ship is only licensed to carry 40 people including crew.

Despite the number of passengers and the long voyage, no crew or passenger lives were ever lost on board the *Jeanie Johnston*. This is generally attributed to the captain, James Attridge, not overloading the ship, and the presence of a qualified doctor, Richard Blennerhassett, on board for the passengers. This lack of mortality contrasted sharply with coffin ships that carried many other Irish immigrants.

In 1855, the ship was sold to William Johnson of North Shields in England. In 1858, *en route* to Quebec from Hull with a cargo of timber, she became waterlogged. The crew climbed into the rigging, and after nine days clinging to their slowly-sinking ship, they were rescued by a Dutch ship, the *Sophie Elizabeth*. Even in her loss, she maintained her perfect safety record.

## Replica

### Construction and design

The project was conceived in the late 1980s, but did not become a reality until November 1993 when a feasibility study was completed. In May 1995, The Jeanie Johnston (Ireland) Company Ltd. was incorporated. The ship was designed by Fred Walker, former Chief Naval Architect with the National Maritime Museum in Greenwich, England. The recreation project was modeled closely on that of the 17th century ship, the *Batavia*, and the *Matthew* in Bristol.

An international team of young people, linking Ireland North and South, the United States, Canada, and many other countries, built the replica under the supervision of experienced shipwrights. The original cost had been projected at £4.265m sterling (~€5.8m) in 1993 and the final cost was just under €14m in 2002. The final figure includes the seagoing ship, shipyard, workshops and visitor centre at Blennerville, cost of launch, fit out at Fenit and the cost of training in shipbuilding skills provided by the *Foras Áiseanna Saothair* ("Training and Employment Authority") to some 50 unemployed young people. The escalation in cost was attributed to the complex nature of the project, the delay in getting the project underway and completed (9 years), and the efforts made to meet an unachievable completion deadline of June 2000. The cost of the project was borne by the Irish government, Kerry County Council, Tralee Town Council, the European Union, the American Ireland Fund, Shannon Development, Kerry Group, the FÁS, and the Irish Department of the Marine, most of which later agreed to write off their losses. Over €2m was raised though private fundraising in Ireland and the United States. According to a valuation obtained by Kerry County Council in 2002, the *Jeanie* was then worth €1.27m. In 2015, it was valued at €150,000.

The hull of the ship was built with larch planks on oak frames. The decks were constructed from iroko and Douglas fir, with Douglas fir masts and spars.

To comply with international maritime regulations, some concessions to modernity had to be made. She has two Caterpillar main engines, two Caterpillar generators, a bow thruster for maneuverability in lakes and rivers, and an emergency generator that is located above the waterline in the forward deckhouse. She is fully compliant to the highest standards of modern ocean-going passenger ships, with steel water-tight bulkheads, down-flooding valves, and fire-fighting equipment.

A wooden plaque is mounted on the foremast listing some of the many people involved in the physical building of the ship. Many people gave time, money, and support to the project. The reconstruction efforts involved the labor of trainees from different religious and political backgrounds in Northern Ireland's disadvantaged areas who were funded by the International Fund for Ireland, the aim of the fund being to promote economic and social advance and to encourage contact, dialogue and reconciliation between nationalists and unionists throughout Ireland.

When several of the oak frames were in place and planking was being applied, the density of the oak was checked and the flotation levels estimated. These checks revealed that the ship would float higher than anticipated in the water, causing stability problems. To rectify the problem, a steel keel was attached beneath the original oak keel. This is the reason that the *Jeanie Johnston* draws more water than most ships of her size and cannot enter some ports the original ship would have been able to visit, such as Nantucket. However, she has proved to be remarkably stable even in the harshest weather conditions at sea. During her maiden voyage to America in March 2003, she was battered by a Force 10 storm in the Bay of Biscay and similarly on the return voyage from Newfoundland in November 2003 and prevailed unscathed.

### Launching

It was originally planned to launch the ship from her shipyard in Blennerville, but a 19th-century shipwreck was discovered by marine archaeologists while a channel was being dredged. To preserve the find, on 19 April 2000, the hull of the *Jeanie Johnston* was hauled to the shore and loaded onto a shallow-draft barge. There she was fitted with masts and sails, and on 4 May was transported to Fenit, a short distance away. On 6 May, the barge was submerged and the *Jeanie Johnston* took to the water for the first time. The next day she was officially christened by President of Ireland Mary McAleese.

### Ship history

In 2003, the replica *Jeanie Johnston* sailed from Tralee to Canada and the United States, visiting 32 US and Canadian cities and attracting over 100,000 visitors. She took part in the Tall Ships Race from Waterford to Cherbourg in 2005 and finished 60th out of 65 ships. Other notable Irish tall ships or sail-training ships are the *Asgard II* (lost in the Bay of Biscay in 2008), the *Dunbrody*, the *Lord Rank* (N.I.), and the *Creidne* (I.N.S.).

The replica is currently owned by the Dublin Docklands Development Authority, who bought it in 2005 for a reported €2.7m, which was used to clear outstanding loans on the vessel guaranteed by Tralee Town Council and Kerry County Council. From 2006 to 2008, she was operated on their behalf by Rivercruise Ireland. During that time she carried approximately 980 sail trainees and over 2,500 passengers, making regular visits to ports around Britain and Ireland, and also undertaking several trips to Spain each summer, often carrying voyage crew who intended to join the Camino de Santiago. In between these voyages she would offer day-sails in Dublin Bay.

In early 2009, the Dublin Docklands Development Authority and Rivercruise Ireland could not reach agreement. DDDA then offered the Department of Defence use of the ship as a training vessel for free (as a replacement for the sunken *Asgard II*), but the offer was turned down. The Department of Defence declared the *Jeanie Johnston* unsuitable because of her lack of speed, her required crew size of 11, and her inability to participate in tall ships races.

No alternative operator was found until mid-2010, when Galway-based company Aiseanna Mara Teoranta was appointed to operate the ship as a museum. In 2010, the ship was not in seagoing condition. In 2011, significant water damage was discovered, but repair work was not carried out until three years later, since the DDDA claims it did not have the funding to dry dock the vessel. As of 2015, another €500,000 would be required to make the ship seaworthy and suitable for training.

Running the ship as a tourist attraction costs €240,000 a year, of which €70,000 are costs of operating the ship. Dry docking and repairs cost €70,000, €40,000 is spent on maintenance, and some €30,000 on marketing. Ticket sales to 20,000 visitors in 2014 made €140,000.

* The Jeanie Johnston Walk-around Guide
* English, Michael (2012). *Jeanie Johnston: sailing the Irish famine tall ship*. Cork: Collins. ISBN 9781848891517.

53°20′51.79″N 6°14′44.11″W / 53.3477194°N 6.2455861°W / 53.3477194; -6.2455861

## InfoBox

| *Jeanie Johnston*, moored off Custom House Quay, Dublin | |
| --- | --- |
| History | |
| Ireland | |
| Name | *Jeanie Johnston* |
| Owner | Dublin Docklands Development Authority |
| Operator | Aiseanna Mara Teoranta |
| Port of registry | Tralee, County Kerry |
| Builder | The Jeanie Johnston (Ireland) Company Ltd., Blennerville, Tralee |
| Cost | €13.7m |
| Laid down | 1998 |
| Launched | 6 May 2000 |
| Sponsored by | President Mary McAleese |
| Christened | 7 May 2000 |
| Completed | 2002 |
| Maiden voyage | March 2003 |
| Identification |  |
| Status | Museum ship |
| General characteristics | |
| Type | Three-masted barque |
| Tonnage | 301 GT |
| Displacement | 518  (510 long tons) |
| Length | * 47 m (154 ft 2 in) o/a * 37.5 m (123 ft 0 in) on deck |
| Beam | 8 m (26 ft 3 in) |
| Height | 28 m (91 ft 10 in) air draft |
| Draft | 4.6 m (15 ft 1 in) |
| Installed power | * 2 × 106 kVA Caterpillar 3304 diesel generators * 1 × Emergency generator |
| Propulsion | * 2 × 290 hp (216 kW) Caterpillar 3306 diesel engines * 1 × 50 kW (67 hp) bow thruster |
| Sail plan | * 18 Duradon sails * 645 m2 (6,940 sq ft) sail area |
| Endurance | * Under sail: 70 days * On 1 engine: 17 days |
| Crew | 40 (11 permanent and 29 voyage crew) |