title: Billy Bishop Toronto City Airport

text: In 2006, Jazz was forced out of the airport by REGCO, the terminal owners, which announced a new "Porter Airlines" regional airline. Porter began regional airline service with flights to Ottawa in the fall of 2006 using Q400 series Dash 8 planes, 70-seat aircraft. Its entry into service was met by protesters who attempted to block passengers from the airport. Airport traffic increased to over 93,000 takeoffs and landings in 2008. To support Porter, the TPA launched the larger "David Hornell" ferry in 2006. The "Maple City" ferry became the back-up.


title: Billy Bishop Toronto City Airport

text: In January 2009, it was announced that the TPA would purchase a second, larger ferry to support Porter's activities. The ferry was financed out of the "airport improvement fee" charged to passengers. The ferry had been proposed by Porter CEO Robert Deluce to the TPA's Board of Directors over the period of March–June 2008. The decision to approve the ferry precipitated a conflict-of-interest investigation of TPA director Colin Watson, who is a self-described friend of Deluce's, and who voted in a 5–4 decision to approve the ferry. Watson was cleared of the charge by the federal Ethics Commissioner Mary Dawson in June 2009. The new ferry, named "Marilyn Bell I" (the name was chosen after a public naming contest), went into service on January 22, 2010.


title: Billy Bishop Toronto City Airport

text: At its annual meeting on September 3, 2009, the TPA announced that it would rename the airport after William Avery "Billy" Bishop, a Canadian First World War flying ace. The proposal drew criticism from TPA critics such as Adam Vaughan, charging "the port authority is putting together a "feel-good story" to prevent people from asking tough questions about how the island airport is governed." On November 10, 2009, after approval from Transport Canada, the TPA officially renamed the airport to "Billy Bishop Toronto City Airport". It is the second airport in Canada, after Owen Sound Billy Bishop Regional Airport, to be named for Bishop. The airport continued to be listed in aeronautical publications and weather reports as Toronto City Centre Airport, until February 11, 2010.


title: Billy Bishop Toronto City Airport

text: In the September 17, 2009, "La Presse" newspaper, Air Canada president and CEO Calin Rovinescu was quoted as saying that the term of exclusivity for Porter at the airport ends in 2010 and that Air Canada is considering a return to the airport in 2010, if acceptable terms can be arranged. Later in September, Jazz chief executive officer Joseph Randell reiterated the comments stating that it intended to restore service as early as April 2010.


title: Billy Bishop Toronto City Airport

text: Passenger traffic increased 46% from 2009 to 2010. In January 2010, the TPA announced that it would spend on upgrades to the airport. The upgrades included a new Equipment Maintenance Building, apron paving, equipment upgrades and a noise barrier to deflect plane maintenance noise out over the lake. The expense would be recouped from the Airport Improvement Fee charged to passengers. In February 2010, Air Canada filed suit against the TPA to get access to the airport, access it had lost when Porter had evicted Jazz in 2006. On March 29, 2010, the Federal Court ruled that Air Canada would have a hearing in July 2010 of its objections to the TPA process. On March 7, 2010, the first half of the Porter's new terminal opened. The new terminal, estimated to cost , was completed in early 2011. The opening of the new terminal was met by new protests by Community Air activists protesting the proposed increase in flights.


title: Billy Bishop Toronto City Airport

text: In 2011, Air Canada Express (operated by Sky Regional) began flying again out of the island airport. In July 2011, an agreement was reached between the City and the Port Authority to enable construction of a pedestrian tunnel connecting the airport. Included in the agreement was the provision that the original 1939 airport terminal building could be relocated for future use. Dismantling of the building started in November 2011. By April 2012 the terminal building had been moved from its original location and was temporarily residing on the grass to the south of runway 24. In 2014, the TPA announced that it would move the terminal closer to Hanlan's Point and turn the facility into a restaurant for the general aviation community at the airport.


title: Billy Bishop Toronto City Airport

text: In January 2015, Porter Airlines Holdings and City Centre Terminal sold the passenger terminal to a consortium known as Nieuport Aviation Infrastructure that includes InstarAGF Asset Management, an alternative-investment manager, Kilmer Van Nostrand Co, an investment firm controlled by Larry Tanenbaum, the chairman of Maple Leaf Sports & Entertainment, Partners Group, a Swiss private equity firm, and institutional clients advised by J.P. Morgan Asset Management. The buyers did not disclose a price; Bloomberg, however, reported a possible sale price of more than . Public records indicated that Scotiabank held a mortgage of .


title: Billy Bishop Toronto City Airport

text: In June 2016, a three-year project to update the runways at the airport began and was completed in October 2018. The project repaved runways 06/24 and 08/26 and upgraded the electrical and lighting systems. The airport has now decommissioned runway 15/33, due to its lack of use and operational restrictions. It will be converted into a taxiway. In October 2016, PortsToronto approved a expansion of the terminal, including a new gate, and room for US Customs preclearance if it is approved in the future.


title: Billy Bishop Toronto City Airport

text: In April 2013, Porter announced a conditional purchase of 12 Airbus A220-100 passenger jets, with an option to purchase 18 more. Porter president Robert Deluce announced that the airline would seek an extension of the main runway by , at either end, to accommodate the longer landing and takeoff requirements of the aircraft. The airline would also seek an exemption for the CS100 aircraft from the jet ban at the airport imposed in the 1983 Tripartite Agreement of the airport. The changes would require the agreement of the Government of Canada, the Toronto Port Authority and the City of Toronto. The TPA announced that it would await the direction of Toronto City Council on the potential expansion. A new community group "NoJetsTO" was formed to collect opposition to the plan to allow jets at the airport. The City of Toronto started consultations in September 2013, both online and at "town hall" sessions, to produce a report from staff for presentation to Council. As consultations began, Porter increased its request to extensions at each end of the runway. The Toronto Port Authority notified the City of Toronto that it was seeking an extension to the tripartite agreement beyond 2033 as a condition of the runway extension plan.


title: Billy Bishop Toronto City Airport

text: The staff report was released to the public on November 28, 2013 and staff recommended putting off consideration of the plan until 2015, due to incomplete information and the various unresolved issues, including the CS100 noise information, Transport Canada regulations, and Toronto Port Authority requirements. The report also noted that the airport does not have a "Master Plan" unlike other airports, and staff suggested is essential for consideration to extend the tripartite agreement. The plan is to be discussed by the City Council executive committee and full Council in December 2013. The board of Waterfront Toronto endorsed the report, stating "serious transportation, road congestion, and community impact issues created by the airport's current operations" be addressed before any new plans are considered. Executive committee of Council agreed to defer its consideration of the proposal until January 2014.


title: Billy Bishop Toronto City Airport

text: In January 2014, the Toronto Port Authority announced that it would seek from the Government of Canada to expand infrastructure around the airport if the expansion plans and jets are approved for use at the airport.


title: Billy Bishop Toronto City Airport

text: In April 2014, Toronto City Council voted to defer approval of the plan, voting 44–0 to defer and wait for the Port Authority to produce plans for the airport. The Council refused to support spending any City money on the proposal. Council ordered the Port Authority to produce an environmental assessment (EA), preliminary runway design and updated airport master plan, as well as produce a figure for a proposed passenger cap on the facility. Council informed the TPA that it sought a maximum figure of 2.4 million, regardless of whether jets are implemented, while the TPA suggested an interim cap of 2.976 million, and deferred agreeing to a permanent cap figure. The TPA issued Requests For Proposals to private firms to conduct the EA and preliminary runway designs.


title: Billy Bishop Toronto City Airport

text: In April 2015, Air Canada, also a user of the airport, stated that it was opposed to the introduction of jets at the airport. "Air Canada's position on this matter is crystal clear. We do not support jets at Billy Bishop," said Derek Vanstone of the airline. Air Canada commissioned a study that concluded that the expansion would cost in public expenditure.


title: Billy Bishop Toronto City Airport

text: In March 2015, PortsToronto released preliminary information on the impact of jets as part of a Master Planning Exercise. The study envisioned that the runways would be extended by at either end (to a total length of ). The number of daily slots would increase to 242 from 202; the number of passengers would increase from two million to four million annually; aircraft movements would increase from 114,000 to 138,000; the marine exclusion zone around the runways would expand in width by to ; and the peak number of passengers at one time would grow from 944 to 1,761. The proposal would also include a jet blast barrier and a potential noise barrier. PortsToronto released the terms of reference for its environmental study in August 2015.


title: Billy Bishop Toronto City Airport

text: Under the tripartite management agreement, all three signatories must agree to re-open it; without one, the proposal cannot proceed. In November 2015, after the federal election that saw the Liberal Party of Canada return to power, the new transport minister Marc Garneau announced that the government would not re-open the tripartite agreement to allow the expansion. Porter Airlines and Ports Toronto had hoped that the government would not follow through on its promise and asked for the Government of Canada to wait until studies were complete. Pratt & Whitney stated that the CS100 would have been quieter compared to the existing turboprop aircraft currently used at the airport. On December 8, Ports Toronto announced it would not complete the expansion proposal reports for Council, ending work after any current technical studies were complete.


title: Billy Bishop Toronto City Airport

text: In 2015, a pedestrian tunnel to the airport was opened, after a previous plan to build a bridge was cancelled.


title: Billy Bishop Toronto City Airport

text: A tunnel was first proposed to connect to the island airport in 1935. A tunnel was started, but cancelled and filled in. Since 1938, a car ferry has provided service to and from the airport.


title: Billy Bishop Toronto City Airport

text: In 1997, Toronto City Council approved a bridge to connect to the island airport. In 2003, Council cancelled the bridge after Toronto Mayor David Miller was elected on a platform to cancel the bridge. The Port Authority bought two new car ferries instead.


title: Billy Bishop Toronto City Airport

text: In 2009, the Toronto Port Authority (TPA), operator of the airport, first proposed to build a pedestrian tunnel connecting the airport with the mainland, at a cost of $38 million. The TPA proposed that the project be paid for primarily through federal and provincial economic stimulus funds. Critics such as federal MP Olivia Chow and Toronto City Councillor Adam Vaughan criticized the proposal as benefiting only a small number of privileged users, as well as being a subsidy to Porter Airlines' business. The project was not included on a City-approved list of projects submitted to the Government of Canada. In October 2009, the TPA, having not yet received approval for the tunnel project, announced that it was now too late to proceed if the project was to meet the March 2011 completion date condition for receiving federal infrastructure stimulus funds and withdrew the project.


title: Billy Bishop Toronto City Airport

text: In January 2010, the TPA announced that it was seeking a private-sector partner to build a pedestrian tunnel. The cost was now estimated at $45 million. This was to be financed through a $5/flight increase in the Airport Fee paid by passengers. On July 12, 2010, the TPA announced that it intended to begin construction of the tunnel as early as 2011, after conduction an environmental assessment. The tunnel would not be built on or over City of Toronto land, meaning City approval would not required. The TPA also announced that an opinion poll conducted on behalf of the TPA suggested that "a majority (56%) of Torontonians support a pedestrian tunnel to the island airport."


title: Billy Bishop Toronto City Airport

text: The TPA conducted a private environmental assessment of the project and decided to proceed in April 2011. The TPA then short-listed three companies to respond to a request for proposals to build the tunnel. The RFP ended in October 2011. In July 2011, an agreement was reached with the City of Toronto, exchanging lands with the Port Authority, enabling the Port Authority to proceed on the pedestrian tunnel. The agreement allows the Port Authority to expand their taxi and parking space for the airport. In exchange, the City of Toronto had a water main to serve the Islands included as part of the project. In January 2012, the TPA announced that ground-breaking would take place in February 2012, with construction to take approximately two years.


title: Billy Bishop Toronto City Airport

text: Ground-breaking began in March 2012. Initially, the tunnel was estimated at $38 million, but this was revised to a cost of $82.5 million. It was expected to take 25 months to complete but eventually took 40 to complete. Tunnelling contractor Technicore Underground, Inc. had to deal with left over metal pilings from the 1930s tunnel project and contaminated soil. The pilings themselves were not a surprise, their details being in the TPA archives, but the pilings had fractured much of the rock in the tunnel area, meaning that the strength of the rock around the tunnel area was weaker and needed extra shoring up. There was also a dispute over payments and Technicore filed a $10 million lien against the project alleging unpaid work. To deal with the delays, the contractor applied for an exemption from the city's noise bylaw to work around the clock. Its application for round-the-clock work was denied, but it was allowed to work longer hours until 11 p.m. The Toronto Port Authority announced that the project would be complete during the winter of 2014/2015 and blamed the delay on the winter of 2013/2014 being colder than in previous years and ice build-up slowed progress. The agency announced a further delay to the late spring of 2015. The project finally opened on July 30, 2015.


title: Billy Bishop Toronto City Airport

text: Federal agencies such as the TPA make a Payment in Lieu of Taxes (PILT) for property they own that is not leased to third parties. Such entities pay property taxes on property leased to third parties. By 2009, the City estimated that the TPA owed $37 million in unpaid PILT for all its properties. The PILT was based on the assessed value as calculated by the Municipal Property Assessment Corporation, which assesses all property for the province of Ontario. The City and the TPA presented their case before a federal dispute advisory panel. On January 26, 2009, the Dispute Advisory Panel recommended that TPA pay PILT for the airport on a per passenger basis of 80 cents per passenger. This amount was based on various considerations including similar payments made by other airports, which make the payments based on passenger numbers. At the time of the ruling, Pearson International Airport paid 94 cents per passenger. On February 10, 2009, the City applied for a judicial review to the Federal Court of Canada.


title: Billy Bishop Toronto City Airport

text: The Federal Court struck down the January 2009 DAP report, recommending a hearing before a new DAP, with TPA maintaining the right to appeal the court's decision. In an attempt to settle outstanding legal issues between the parties, the TPA and the City entered into a Settlement Agreement. Pursuant to the Agreement, TPA and the City agreed, among other things, to meet and work together to review and resolve issues regarding PILTs. Under the agreement the City agreed to pay $11.4 million owing on payments related to previous land transfers and $380,559 owing on harbour user fees. Pursuant to the terms of the agreement the TPA agreed to pay the City $6.4 million on account for PILTs for tax years 1999–2008 on a without prejudice basis, with the parties maintaining their rights to request a new DAP or apply for judicial review. The Agreement, which was ratified by Toronto City Council, was made in conjunction with the transfer of of land at Leslie Street and Lake Shore Boulevard for a proposed Toronto Transit Commission (TTC) light rail storage facility. As of February 28, 2013, the TPA had paid PILT of $11.66 million for the years 1999 to 2012, inclusive, which was a rate of 80 cents per passenger.


title: Billy Bishop Toronto City Airport

text: In April 2013, Toronto Council voted against adopting a tax agreement with the airport, under which the TPA would have paid PILTs for the airport on a per passenger basis at a rate of 94 cents per passenger, the same rate paid by Pearson Airport. In January 2014, the two sides agreed to the rate of 94 cents per passenger, settling the dispute over the airport. The settlement left other TPA properties on Cherry Street and the Outer Harbour Marina still in dispute. All outstanding PILT payments were settled in 2015 and a new payment structure was put in place for payments moving forward.


title: Billy Bishop Toronto City Airport

text: Since 1935, there have been repeated plans to construct either tunnels or a bridge to the airport. The airport continued to require public subsidies and various expansion plans, including jets and airport enlargement were seen as a way to increase its usage and make the airport self-sufficient. Meanwhile, during this time, the downtown area surrounding the airport was redeveloped. Whereas it was once port lands and industrial buildings, the area changed with the coming of Harbourfront Centre, which sparked condominium tower development along the waterfront near the airport and increasing the number of residents in the area.


title: Billy Bishop Toronto City Airport

text: Opposition to the airport was formalized into the Community AIR (Airport Impact Review) volunteer association in 2001, headed by activist and former councillor Allan Sparrow. It was formed by local residents to oppose expansion on the grounds of increased air and noise pollution, safety concerns and that the increase in air traffic will hamper recent government initiatives to rejuvenate the Toronto waterfront. In July 2001, at a news conference held with representatives of the Sierra Club, the David Suzuki Foundation and the Toronto Environmental Alliance, the group proposed converting the airport to parkland. Community Air was and is supported by the City councillors of the area.


title: Billy Bishop Toronto City Airport

text: It emerged during 2002, that Robert Deluce, former executive with Canada 3000, proposed to fly regional turboprop planes from the island airport. Deluce's proposal was initially conditional on the construction of a fixed link to the airport. In 2002, the TPA made plans to link the island to the mainland by a new bridge to serve expanded services.


title: Billy Bishop Toronto City Airport

text: At the same time, the TPA was pursuing a $1 billion lawsuit against the City of Toronto over some of port-lands it claimed were transferred improperly to the Toronto Economic Development Corporation by the TPA's predecessor, the Toronto Harbour Commission (THC), in the early 1990s during the mayorship of June Rowlands The port-lands had been transferred under the direction of THC directors appointed by the City in exchange for a permanent subsidy of the THC under agreements made in 1991 and 1994. The lands had been earmarked for waterfront revitalization by the City after the Crombie Commission. The lawsuit would emerge as a factor in the TPA's plans for expansion of the airport, and City Council support for the TPA's plans for a new bridge became conditional upon the lawsuit being dropped.


title: Billy Bishop Toronto City Airport

text: The proposal to link the airport with a bridge had been previously approved by Toronto City Council in 1995 and 1998, with the proviso that a business plan would be presented for approval by the THC and later the TPA for operating the airport. In November 2002, City Council met to debate the competing proposals, that of closing the airport in favour of some parkland, or of approving the TPA's plans and having uncontested title to the port lands. Despite pleas from former mayor David Crombie, urban planner/activist Jane Jacobs and Harbourfront residents, the TPA plan was supported by then-mayor Mel Lastman, who argued that the estimated $190 million of annual economic benefit the airport would create, was too good to pass up. On November 28, 2002, Council in a day-long debate, made two votes to settle the issue. First, Council voted 32–9 to accept a settlement to end the TPA port-lands lawsuit in exchange for an immediate payment of $5.5 million and an annual subsidy of $5.5 million to the TPA until 2012. Council then voted 29–11 to approve the amendment of the tripartite agreement to permit a fixed link and the construction of a lift bridge and the City, the Federal Government and the TPA signed and delivered such amending agreement dated June 26, 2003.


title: Billy Bishop Toronto City Airport

text: The next year, a municipal election year, saw public opinion change to oppose the bridge. In October 2003, a "Toronto Star" poll listed 53% of residents citywide opposed the airport bridge, while 36% supported it. Bridge supporter Mel Lastman was retiring. Councillor David Miller ran for Mayor on a platform to stop the building of the bridge, a position supported by Community Air and other local community groups. Other mayoral candidates Barbara Hall and John Tory supported the bridge. Although the bridge was an election issue, and the bridge project still required two federal approvals, the TPA continued developing the project, progressing to the point that contracts were signed with major participants (including companies operating from the airport).


title: Billy Bishop Toronto City Airport

text: In November 2003, Mr. Miller was elected Mayor of Toronto with 44% of the vote. While construction workers prepared the construction site, Miller immediately started the process to cancel the bridge project, sparking threats of another lawsuit from the TPA. The incoming City Council voted 26–18 in December 2003 to withdraw its support of the bridge project and federal Transport Minister David Collenette announced that the Government of Canada would accept the Council's position on the bridge and withdraw its support.


title: Billy Bishop Toronto City Airport

text: In January 2004, the Government of Canada would put approval of the project on hold, preventing its construction. Immediately, Deluce would file a $505 million lawsuit against the City of Toronto, claiming that Miller "abused his powers", by threatening councillors, had Toronto Fire Services and Toronto Hydro "interfere with the construction of a fixed link" and lobbying the Government of Canada to "withhold certain permits." The Government of Canada later transferred $35 million to the TPA in May 2005 to settle claims arising from the cancellation from Deluce, Aecon Construction and Stolport Corp. Compensation terms were not disclosed. TPA CEO (Lisa Raitt) commented "You will never hear about the bridge again." and "We have been working very hard since December of 2003 to deal with the request of the City of Toronto not to build a bridge, and we are very happy that the matter has been dealt with." New federal regulations were introduced to ban any future plans to build a fixed link to the airport.


title: Billy Bishop Toronto City Airport

text: At the 2009 TPA annual meeting, concerns were raised about landings at the airport after the 11 pm closing time. Local residents had two concerns: the late-night noise and safety. Control tower staff are not present at Bishop after 11 pm (a practice that is very common at most smaller Canadian airports). In one specific incident in September 2008, a late Porter flight was advised by air traffic controllers to divert to Pearson, but instead landed at Bishop. For the landing, Porter was fined an undisclosed amount by the TPA. Under the airport's curfew agreement, each commercial landing outside the airport's curfew may be subject to a fine of $10,000.


title: Billy Bishop Toronto City Airport

text: On October 19, 2009, the TPA published a press release indicating that other carriers were interested in using the airport and that it was accepting expressions of interest. The TPA noted that any increase in commercial traffic would be within the 1983 tripartite agreement governing usage and noise limits. In December 2009, the TPA announced that it would allow between 42 and 92 daily landings and takeoffs at the airport, beyond the current 120 per day 'slots' allotted. The slots would be allocated by an International Air Transport Association (IATA)-accredited slot coordinator. These slots would become available after Porter's new terminal building was complete.


title: Billy Bishop Toronto City Airport

text: In 2009, the Toronto Medical Officer of Health started studying the effects of the pollution from Toronto's airports. The TPA initiated a study by the Jacobs Consultancy to examine the air pollution from the airport, as part of an environmental review of the airport's activities. In January 2010, the Toronto Board of Health started holding hearings into the health effects of the island airport, including the proposed increased traffic.


title: Billy Bishop Toronto City Airport

text: In March 2010, the opening of Porter's new terminal was met by new protests by Community Air activists protesting the increase in flights. The number of slots is contested by Community Air, which asserts that this contravenes maximums previously calculated:


title: Billy Bishop Toronto City Airport

text: In April 2010, the TPA confirmed the final results from the capacity assessment study for the BBTCA conducted by a third-party consultant, Jacobs Consultancy. The study considered that existing BBTCA commercial carrier operations would utilize approximately 112 slots in the period leading up to the pending allocation of additional slots, and recommended that the maximum number of commercial slots available at the BBTCA be increased by 90, to 202, upon the completion of the new terminal.


title: Billy Bishop Toronto City Airport

text: Air Canada pursued a judicial review of TPA's plans to open the airport to other airlines. The action was heard in Federal Court in July 2010, and the Court dismissed Air Canada's claims against the TPA's decisions of December 2009 and April 2010 with respect to the airport slot allocations. Continental Airlines had also been reported as having interest in setting up Canada-U.S. flights from the airport. In June 2010, the TPA announced that Air Canada and Continental Airlines had submitted responses that met the initial requirements outlined in the TPA's formal RFP for additional commercial airline services at the Airport, and invited each to conclude a Commercial Carrier Operating Agreement with TPA, consistent with Porter's. The Airport's independent, IATA-accredited slot coordinator, Airport Coordination Limited had evaluated the RFP responses from Air Canada and Continental with regard to BBTCA slot requests, and recommended an allocation of 30 new slots to Air Canada and 16 new slots to Continental, subject to their entering into of a Commercial Carrier Operating Agreement with the TPA. The remaining 45 new slots were allocated to Porter in accordance with its Commercial Carrier Operating Agreement.


title: Billy Bishop Toronto City Airport

text: In March 2011, Air Canada and the TPA concluded a Commercial Carrier Operating Agreement with Air Canada. Air Canada Express began flying out of the airport on May 1, 2011. United Continental Holdings (the merged Continental Airlines and United Airlines), however, decided not to fly out of the airport. The 16 slots previously held by United Continental Holdings were awarded to Porter in September 2011.


title: Billy Bishop Toronto City Airport

text: On June 20, 1941, two Norwegian pilots training at the Island Airport were killed. Their Northrop N-3PB seaplane was taking off from the harbour waters, when a ferry boat, Sam McBride travelling from the mainland to the Toronto Island crossed their path. The plane crashed into the upper level of the ferry, then sank into Toronto Harbour (ferry was damaged but survived).


title: Billy Bishop Toronto City Airport

text: On February 22, 1943, a Norwegian flight instructor was killed when his Curtiss P-36 Hawk plane did not pull out of a dive and crashed at the airport. Witnesses did not see the plane make any moves to pull out of the dive. 2nd Lieutenant Conrad Mohr radioed the base that he would do a power dive. It was his last planned flight before leaving for England to rejoin his family, which had recently escaped Norway.


title: Billy Bishop Toronto City Airport

text: On August 23, 1952, a bi-plane piloted by Charles McKay and John Pretner took off from the island airport and crashed in the backyard of a home on Markham Street, near Dundas Street West in Toronto. Both men were killed in the crash and ensuing fire. The plane was used by owner Charles Catalano's Aerial Advertising Service to pull signs behind it over the annual Canadian National Exhibition (CNE). It was not pulling a sign at the time of the crash. McKay was a pilot for Catalano and Pretner was his guest aboard the plane. According to Catalano, the plane had passed an airworthiness test two weeks previous. According to witnesses, the pilot appeared to lose control of the plane when it went down. According to Donald Saunders, the Ontario District Air Regulations supervisor at the time, it was the first plane crash within Toronto since the island airport opened in 1938.


title: Billy Bishop Toronto City Airport

text: On September 12, 1953, a blimp parked at the airport was destroyed by a violent wind storm. The blimp, which had been advertising the Loblaws grocery chain, while flying over the CNE, was toppled from its mooring mast and then cut to shreds. Its pilot, Robert Brown of Lakehurst, New Jersey suffered back and head injuries while attempting to adjust its position. A crew attempting to deflate the blimp at the time was not injured.


title: Billy Bishop Toronto City Airport

text: In October 1954, Hurricane Hazel destroyed planes parked at the airport, including one of Charles Catalano's Tiger Moth aerial advertising planes. The airport ferry had to be disconnected from its dock and floated in the middle of the channel to avoid its destruction, taking the ferry out of service.


title: Billy Bishop Toronto City Airport

text: On June 8, 1961, Henry Sharpe, a Peterborough, Ontario farmer, was killed when his plane crashed into Lake Ontario between four and eight miles east of the Island Airport. Sharpe had taken off from Peterborough at about 7:00 am that day, and encountered an electrical storm on his flight to Toronto for a milk producers' meeting.


title: Billy Bishop Toronto City Airport

text: On December 7, 1964, a Beechcraft Bonanza aircraft crashed 1,500 ft from the Island Airport runway. The pilot, Bruce MacRitchie of Toronto was saved when Toronto Harbour Police reached the aircraft about 30 seconds after the impact. The plane was returning to the Island from the Oshawa airport, when its engine failed and the plane impacted with the water.


title: Billy Bishop Toronto City Airport

text: On September 2, 1966, United States Navy Blue Angels pilot Lt. Cmdr. Dick Oliver was killed when he crashed his F-11 Tiger into a breakwater at the Island Airport, while performing in the Canadian International Air Show. The airplane was travelling west-to-east across the waterfront, lost altitude and crashed. Debris injured two bystanders at the Island airport.


title: Billy Bishop Toronto City Airport

text: On July 23, 1976, a Cessna 401 crashed and sank into Lake Ontario, one half-mile west of the airport. The pilot and two passengers, on a flight from Chicago's Midway International Airport, perished in the crash. Donald Frankel of Chicago was the president and founder of the Flying Physicians Association, Inc. and was flying his plane to Toronto to attend the association's meeting.


title: Billy Bishop Toronto City Airport

text: On January 12, 1987, a Trillium Air Britten-Norman BN-2A-20 Islander crashed into Lake Ontario. The two people on board the aircraft, the pilot and a passenger, were rescued after the accident, but the pilot later died as a result of hypothermia.


title: Billy Bishop Toronto City Airport

text: On January 12, 1992, Graham Sellers, the pilot and only occupant of a Piper Twin Comanche two-engine four-seater plane, died when both engines failed on his final approach to land at the airport. Sellars was test flying the aircraft after it had been serviced for engine problems. His plane clipped the treetops, crashed through the airport's perimeter chain link fence and came to rest on the grass next to Runway 33.


title: Billy Bishop Toronto City Airport

text: On October 9, 1993, Nigel, Louise and Sarah Martin and Dennis Kaye died in the crash of a Beech Baron that had just taken off from the island airport. The plane crashed into Lake Ontario one mile west of Ontario Place, south of Sunnyside. The plane burst into flames upon impact and burned before sinking into of water. The pilot radioed that he had engine trouble and was going to return to the airport. The plane had engine work done the week before.


title: Billy Bishop Toronto City Airport

text: The airport is served by the nearby 509 Harbourfront and 511 Bathurst routes of the Toronto streetcar system. The nearest 509 Harbourfront stops are at Bathurst & Queen's Quay, while the nearest 511 Bathurst stops are at Fleet & Bathurst. The 509 Harbourfront streetcar provides a connection to Union Station, while the 511 Bathurst Streetcar provides a connection to the Bathurst station (which is served the by Line 2 Bloor–Danforth subway route).


title: Billy Bishop Toronto City Airport

text: For Porter and Air Canada passengers, a shuttle bus to Union Station and the Fairmont Royal York is provided. The airport provides parking lots adjacent and at the airport itself.


title: Billy Bishop Toronto City Airport

text: The airport terminal, located on the island, has, since 2015, been connected to mainland Toronto by a pedestrian tunnel.


title: Billy Bishop Toronto City Airport

text: The airport owns two ferries: the 200-passenger ferry "Marilyn Bell I", with the 150-passenger "David Hornell V.C." as a backup vessel. These are used to provide a further connection between the island airport and the Toronto mainland. At only in distance, the route is one of the world's shortest regularly scheduled ferry routes. The ferry transports vehicles (for a fee) and free for passengers.


title: Billy Bishop Toronto City Airport

text: The corporate headquarters of Porter Airlines is located on the airport property. According to a TPA study, the airport employs approximately 1,900 persons. 84% of the positions are related to airlines and airlines servicing. Another 52 jobs are held in contract positions.


title: Billy Bishop Toronto City Airport

text: In 2017, the airport opened a "Ground Run-Up Enclosure." After maintenance, plane operators must, by regulation, "run-up" their plane's engines to high thrust, creating a large amount of noise. The facility on the south side of the airport grounds, in height, and by in area, is intended to dampen the noise of the tests. The facility cost .


title: Billy Bishop Toronto City Airport

text: The airport operates a fire and rescue service to deal with emergencies at the airport. The current apparatus at the airport consist of:


title: Billy Bishop Toronto City Airport

text: Toronto Police Service marine unit vessels and Toronto Fire Services fire boats ("William Lyon Mackenzie" and "Sora") can provide rescue operations in the waters near the airport.


title: Manor Racing

text: Manor Grand Prix Racing Limited, trading as Manor Racing MRT or Pertamina Manor Racing MRT, was a British Formula One racing team and constructor based in Banbury, Oxfordshire in the United Kingdom. The team originally started racing in 2010 under the "Virgin Racing" name; the following year Virgin adopted Marussia as a title sponsor becoming "Marussia Virgin Racing" until being fully rebranded as the "Marussia F1 Team" for .


title: Manor Racing

text: The team collapsed in November 2014 owing around £60m, two of the companies out of pocket being Marussia's former competitors McLaren and Ferrari. On 19 January 2015, the administrators of Marussia announced that the auction of its cars and assets had been cancelled so as to allow a possible buy out to take place. The team exited administration on 19 February 2015, and was re-established as the "Manor Marussia F1 Team" after a CVA had been signed and new investment was secured to rescue the team. It was later announced that OVO Energy Owner and CEO, Stephen Fitzpatrick had purchased the team. The team retained "Marussia" as its constructor name throughout the 2015 season, also adopting a British licence. On 19 January 2016, the team announced it would be renamed to "Manor Racing".


title: Manor Racing

text: On 6 January 2017, it was announced that Manor's parent company, Just Racing Services, had been placed into administration by administrators at FRP Advisory. On 27 January, Just Racing Services collapsed after failing to find a buyer. The team closed before the start of the 2017 season, in March 2017 as any attempt to sell the team to a new owner did not come to fruition. Their 2017 entry fee was returned at the end of 2017. The arrival of Haas F1 in has subsequently displaced Manor and the other 2010 teams as the sport's latest entry.


title: Manor Racing

text: In 2009, Manor Grand Prix were awarded an entry into Formula One for the season, as a tie-up between successful junior racing team Manor Motorsport and Wirth Research. Before the end of that year, these entities became known as Virgin Racing, after Richard Branson's Virgin Group of companies who had bought the title sponsorship rights. Marussia were one of the team's partners for its debut season, where it finished in twelfth and last place in the Constructors' Championship. In November 2010, Marussia Motors purchased a controlling stake in the team, and the team became known as 'Marussia Virgin Racing' for the season.


title: Manor Racing

text: Following a disappointing start to the 2011 season, the team parted company with Wirth Research and entered a partnership with McLaren Applied Technologies ahead of the 2012 season. With this came a relocation from the original base in Dinnington, to the old Wirth premises in Banbury in Great Britain. Meanwhile, the team again finished the year bottom of the Constructors' Championship. In November 2011, it applied to the Formula One commission to formally change their constructor name for the 2012 season from Virgin to Marussia, to reflect their new ownership becoming Marussia F1 Team in the process. Permission was granted before being formally ratified at a meeting of the FIA World Motor Sport Council. The team competed as Marussia until when it collapsed mid-season.


title: Manor Racing

text: In May 2015 the team announced the arrival of Luca Furbatto as Chief Designer. Bob Bell also joined as Consultant.


title: Manor Racing

text: A deal to save the team was put together ahead of the season, with Manor operating the team independently of Marussia, though the team kept the Marussia name to secure prize money from the 2014 season. After running an outdated chassis and power unit throughout 2015, the team rebranded itself as Manor Racing MRT for and signed a deal to use Mercedes engines.


title: Manor Racing

text: In December 2015 Dave Ryan was appointed Team Principal for the team and two further appointments followed in January 2016, the team appointed former Ferrari chief designer Nikolas Tombazis as its chief aerodynamicist, and recruited fellow former Ferrari employee Pat Fry as an engineering consultant.


title: Manor Racing

text: In February 2016, Manor confirmed that Pascal Wehrlein, 2015 DTM champion and Mercedes junior driver, and Rio Haryanto would race for the team in 2016.


title: Manor Racing

text: On 22 February 2016, Manor launched their new car at the first test. The team had undergone a complete re-branding under the ownership of Fitzpatrick, and had seen the team colours change to red, white and blue.


title: Manor Racing

text: During the first race of the season in Australia, Rio Haryanto retired due to a drivetrain problem, while Pascal Wehrlein finished in sixteenth place. At the next race, in Bahrain, Wehrlein was one place away from reaching Q2 for the first time in his career, qualifying sixteenth. Haryanto finished the race, a career first, in 17th place.


title: Manor Racing

text: At the , Wehrlein achieved a 12th place qualifying position, the highest achieved by the team. Wehrlein also scored the team's first ever point and its best result to date by finishing 10th in the race.


title: Manor Racing

text: Before the 2016 Belgian Grand Prix, Rio Haryanto was demoted to reserve driver due to "his failure to meet his contractual obligations", due to his sponsors being unable to fulfill their financial commitments. For the remaining nine races of the season, he was replaced by Esteban Ocon, who had made frequent appearances testing for both Renault and Mercedes and who was considered to be a promising young talent.


title: Manor Racing

text: At the end of a Brazilian Grand Prix, which was held in adverse conditions, Sauber gained two points, putting them ahead of Manor in the championship, costing the team £30 million in prize money.


title: Manor Racing

text: Before the Abu Dhabi Grand Prix reports circulated and were confirmed by Stephen Fitzpatrick, that the team were in advanced talks with a new investor. However, in early January 2017 the team's parent company was put under administration after the investment talks failed, putting their participation in the 2017 season into doubt. Although they paid their 2017 entry fee, since their participation did not materialise, the entry fee was returned by the FIA at the end of 2017.


title: Weetabix

text: Weetabix is a breakfast cereal produced by Weetabix Limited in the United Kingdom. It comes in the form of palm-sized (approx. 9.5 cm × 5.0 cm or 4" × 2") wheat biscuits. Variants include organic and Weetabix Crispy Minis (bite-sized) versions. The UK cereal is manufactured in Burton Latimer, Northamptonshire, and exported to over 80 countries. Weetabix for Canada and the United States is manufactured in Cobourg, Ontario, in both organic and conventional versions.


title: Weetabix

text: Weetabix is made from whole-grain wheat. UK Weetabix has 3.8 g of fibre in a 37.5 g serving (2 biscuits) (10.1% by weight). The product sold in Canada and the U.S. has 4 grams of fibre in a 35 g serving (11.4% by weight).


title: Weetabix

text: Produced in the UK since 1932, Weetabix is the British version of the original Australian Weet-Bix. Both Weet-Bix and Weetabix were invented by Bennison Osborne, an Australian. Weet-Bix was introduced in Australia through the company “Grain Products Limited” in the mid-1920s, with funding from businessman Arthur Shannon and marketing assistance from Osborne's New Zealand friend Malcolm Macfarlane. To both Osborne's and Macfarlane's disappointment, Grain Products sold both its Australian company (in 1928) and then its New Zealand company (in 1930), to the Sanitarium Health Foods Company. Osborne and Macfarlane then went to South Africa where Arthur Shannon, the owner of Grain Products, funded another Weet-Bix factory. While in South Africa, Osborne modified his Weet-Bix recipe and with Macfarlane, obtained private funding and began the development of a new company, The British and African Cereal Company Limited, naming the new company's product, Weetabix. The company commenced business in England in 1932 in an unused gristmill at Burton Latimer, near Kettering. In 1936, the name of the company was changed to Weetabix Limited.


title: Weetabix

text: Weet-Bix is currently marketed in Australasia by Sanitarium and South Africa by Bokomo. The product was introduced to Canada in 1967, when Weetabix Limited began exporting the product to Canada. The United States followed in 1968.


title: Weetabix

text: On 3 May 2012 Bright Food announced it was taking a 60% stake in Weetabix in a deal that values the company at £1.2bn. Baring Private Equity Asia acquired the remaining 40% from Lion Capital in 2015. On 18 April 2017, it was announced that the American company Post Holdings would buy the company from Bright Food.


title: Weetabix

text: In British advertising in the 1980s, Weetabix anthropomorphized the biscuits, representing a group of 'street-wise' young teens, beginning as 'skinheads'. Their appearances on the packaging and associated publicity featured catch phrases such as "titchy breakfast cereals" to describe rivals, with the response "Neet Weet Mate", "OK!". The lead Weetabix known officially as "Dunk" was voiced by Bob Hoskins.


title: Weetabix

text: During the 1990s, the brand was advertised with the slogan "Have you had your Weetabix?', based on the idea that someone who had eaten Weetabix would be filled with unbeatable strength and energy, causing those who oppose them to flee out of self-preservation. This was used to humorous effect in a variety of adverts re-imagining the outcome of fairy tales and historic events. In 2017, the campaign was reintroduced, with a reference to the English fairy tale Jack and the Beanstalk. The giant states: “Fee fi fo fum, I smell the blood of an Englishman”, with the boy responding: “Fee fi fo fix, I’ve just had my Weetabix”, resulting in the giant quickly leaving the room.


title: Weetabix

text: Weetabix was the title sponsor of the Women's British Open golf tournament for two decades, from 1987 until 2006. It became a women's major golf championship in 2001.


title: Weetabix

text: Weetabix Crispy Minis are a sweeter 'bite-size' version of the standard Weetabix biscuits, with various additions depending upon the variety. As of 2020, the varieties available in the UK are 'chocolate', 'banana' and 'fruit & nut'.


title: Weetabix

text: The bitesize versions of Weetabix have been renamed several times since their original launch. Previously, they were known as "Fruitibix", "Bananabix" and "Chocobix" (depending upon the additions), later as "Minibix", then as "Weetabix Minis".


title: Weetabix

text: Weetabix launched a chocolate-powder infused version of the original Weetabix in the UK in July 2010 in a 24 pack size.


title: Weetabix

text: A version with added wheat gluten protein granules was introduced in the UK in April 2016, available in three forms, the standard biscuit shapes, as well as regular and chocolate flavour "Crunch" pipe shapes.


title: Weetabix

text: Oatibix is a breakfast cereal that was introduced in the United Kingdom in August 2006. It was invented by Weetabix Limited. It is similar to Weetabix, but is based on whole grain oats instead of wheat.


title: Bognor Regis

text: Bognor Regis (), sometimes simply known as Bognor (), is a town and seaside resort in West Sussex on the south coast of England, south-west of London, west of Brighton, south-east of Chichester and east of Portsmouth. Other nearby towns include Littlehampton east-north-east and Selsey to the south-west. The nearby villages of Felpham, and Aldwick are now suburbs of Bognor Regis, along with those of North and South Bersted. The population of the Bognor Regis built-up area, including Felpham and Aldwick, was 63,855 at the 2011 census.


title: Bognor Regis

text: A seaside resort was developed by Sir Richard Hotham in the late 18th century on what was a sand and gravel, undeveloped coastline. It has been claimed that Hotham and his new resort are portrayed in Jane Austen's unfinished novel "Sanditon". The resort grew slowly in the first half of the 19th century but grew rapidly following the coming of the railway in 1864. In 1929 the area was chosen by advisors to King George V which led to its regal suffix, by royal consent. Butlin's has been present in the town since the early 1930s when an amusement park and zoo were opened. A holiday camp followed in 1960 and this has more recently moved towards hotel accommodation with modern amenities.


title: Bognor Regis

text: Bognor is one of the oldest recorded Anglo-Saxon place names in Sussex. In a document of AD 680, it is referred to as meaning Bucge's (an Anglo-Saxon name) shore, or landing place.


title: Bognor Regis

text: Bognor Regis was originally named just "Bognor", being a fishing (and smuggling) village until the 18th century, when it was converted into a resort by Sir Richard Hotham who renamed the settlement Hothamton, although this did not catch on. It has been postulated that Hotham and his new resort are portrayed in Jane Austen's unfinished novel "Sanditon".


title: Bognor Regis

text: Bognor was originally part of the ancient parish of Pagham in the county of Sussex, with a port or haven on the Aldingbourne Rife. From around 1465 it was included in the parish of Bersted before attaining ecclesiastical parish status separate from South Bersted in 1873. Until 1894 it formed part of the Hundred of Aldwick, an ancient division of Chichester Rape. From 1894 to 1974 it was part of Bognor Regis Urban District.


title: Bognor Regis

text: On the beach between Bognor Regis and Aldwick lies the wreck of a floating pontoon (caisson) which was once part of the Mulberry floating harbours used by the Allies to invade the French coast on D-Day 6 June 1944. It was a part of the Mulberry harbour which broke free in a storm on 4 June, the day before it was due to go over the channel to Arromanches. This particular section of Mulberry was abandoned and did not make it across the Channel. It was washed up on the beach shortly after D-Day.


title: Bognor Regis

text: There is a memorial to the brave men who were involved in the Mulberry Harbour project. The memorial was placed there in June 1999, and states: "To mark the 55th Anniversary of D-Day in 1944. This plaque is erected as a memorial to mark the historical association that Pagham Beach had with the Mulberry Harbour Project in support of the liberation of Europe." The plaque continues 'some 50 had been assembled between Pagham beach and Selsey. To hide them from enemy view they were sunk to await refloating when the invasion got under way'. Finally, the plaque records "The Mulberry Harbour project was without doubt, a great feat of British and allied engineering skills, many still remain at Arromanches in Normandy."


title: Bognor Regis

text: The historic meeting of the crews (and associated handshake) of the Apollo-Soyuz Test Project on 17 July 1975 was intended to have taken place over Bognor Regis, but a flight delay caused it to occur over Metz in France instead.


title: Bognor Regis

text: Bognor Regis town centre was damaged in 1994 by an IRA device left in a bicycle outside Woolworth's. Fifteen shops were damaged but no injuries occurred.


title: Bognor Regis

text: King George V had become ill, requiring lung surgery to be carried out on 12 December 1928. His recovery was slow and on 22 January 1929 Buckingham Palace issued the statement saying "it has been realised by the King's medical advisers that, prior to the establishment of convalescence, there would arrive a time when sea air would be necessary in order to secure the continuation of His Majesty's progress". The Palace statement went on "with the knowledge, a careful search was made for a "residence" not only suitable in itself but possessing the necessary attributes of close proximity to the sea, southern exposure, protection from wind, privacy and reasonable access to and from London." The residence selected was Craigweil House, Bognor (demolished in 1939) placed at His Majesty's disposal by owner Sir Arthur Du Cros who was a wealthy businessman, having acquired the house from Dr Stocker who bought it from the Countess of Newburgh who had constructed the building in 1806. The house, technically, was in Aldwick. As a result, the King was asked to bestow the suffix "Regis" ("of the King") on "Bognor". The petition was presented to Lord Stamfordham, the King's Private Secretary, who in turn delivered it to the King. King George supposedly replied, "Oh, bugger Bognor." Lord Stamfordham then went back to the petitioners and told them, "the King has been graciously pleased to grant your request."


title: Bognor Regis

text: A slightly different version of the "Bugger Bognor" incident is that the King, upon being told, shortly before his death, that he would soon be well enough to revisit the town, uttered the words "Bugger Bognor!" Although there is little evidence that these words were actually spoken in this context, and although the sea air helped the King to regain his health, it is certain that the King had little regard for the town.


title: Bognor Regis

text: Billy Butlin made his first appearance in the town with his Recreation Shelter, which was situated on the corner of Lennox Street and the Esplanade. The Recreation Shelter was to prove to be a popular entertainment venue, containing one-armed-bandits and dodgem cars. This was eventually followed on 5 July 1933 by the Butlin Zoo on the seafront, which contained a wide array of animals, including brown, black and polar bears, hyenas, leopards, pelicans, kangaroos, monkeys and "Togo the snake king". Within three years, Billy Butlin was opening his first holiday centre at Skegness. Eventually, in 1958, the Bognor Regis town council announced that they had reached an agreement with Butlin to take on the 39 acre Brookland site to build a holiday camp, the site on which Butlins still stands today. The camp first opened to the public on 2 July 1960.


title: Bognor Regis

text: The town has several areas, and buildings, that still link it with its past. Good examples, and prominent local landmarks, are the Royal Norfolk Hotel and Hotham Park.


title: Bognor Regis

text: The Anglican parish church is dedicated to St. Wilfrid while the local Roman Catholic church is Our Lady of Sorrows Church.


title: Bognor Regis

text: Bognor Regis lies within the constituency of Bognor Regis and Littlehampton, the MP for which is Nick Gibb (Conservative).


title: Bognor Regis

text: Bognor Regis experiences an oceanic climate (Köppen climate classification "Cfb") similar to almost all of the United Kingdom albeit sunnier and milder due to its proximity to the coast - It has, at over 1,900 hours on average, the highest known annual level of sunshine of any British mainland weather station resulting in Bognor Regis being named the sunniest town in Britain. Besides inhibiting summer cloud development, its coastal location also prevents extreme temperatures; Whereas locations in the Sussex Weald, to the North, can, on occasion, fall below or rise above , since 1960, the temperatures recorded at Bognor have never fallen below (January 1963) or risen above (June 1976). Rainfall in Bognor peaks during the winter months, and reaches a minimum in summer, as is typical for the South Coast of England.


title: Bognor Regis

text: Billy Butlin opened one of his Butlin's Holiday Camps in Bognor in 1960. The camp later became known as Southcoast World until 1998 and is now known as Butlin's Bognor Regis Resort. In 1999 Butlin's erected a large indoor leisure park, the buildings construction sharing aspects similar with the Millennium Dome in London. In 2005, a new £10m hotel, called <nowiki>"The Shoreline"</nowiki> was unveiled at the Bognor Regis resort. A second hotel "The Ocean" opened on the site in Summer 2009 and general landscaping and upgrading have also taken place. A third hotel "Wave" opened in Summer 2012.


title: Bognor Regis

text: In 2017 Bognor Regis Town Council appointed a Town Crier to promote tourism. Jane Smith can be seen regularly during the year, giving proclamations in the town and along the seafront in her regal purple and gold livery.


title: Bognor Regis

text: The International Bognor Birdman is an annual competition for human-powered 'flying' machines held each summer on Bognor Regis Pier. Contestants launch themselves from the end of the Grade II listed pier, a prize being awarded to the one who glides the furthest distance. Rarely taken completely seriously, the event provides competitors with an opportunity to construct improbable machines complete with outlandish dress, and is viewed as a display of British eccentricity. The spectacle draws a sizeable crowd in addition to the local media. Inaugurated in nearby Selsey in 1971, the "Birdman" transferred to Bognor in 1978 when it had outgrown its original location. Competitors have included Richard Branson.


title: Bognor Regis

text: The Birdman Event of 2008 was transferred to Worthing after of the pier had been removed by the owners due to storm damage in March 2008. This meant that there were question marks over the possible safety of the contestants landing in shallower water. The shortened pier was judged safe for the event in 2010, and the event subsequently returned to Bognor.


title: Bognor Regis

text: Each summer "Bognor Rox" free music and arts festival is held. 2015 was to be the 25th anniversary of the ROX Music and Arts Festival which attracts over 30,000 visitors and features many genres of music in seven performance areas over two days. The town is also home to the Bognor Regis Concert Band, who perform at various local locations and events, including the yearly "Proms in the Park" hosted at Hotham Park.


title: Bognor Regis

text: The Picturedrome Cinema in London Road has been trading as a cinema for over 100 years. It has been extensively refurbished, the freehold having been acquired by the Bognor Regis Town Council to secure the building's future, after extensive consultation.


title: Bognor Regis

text: The Alexandra Theatre is a 357-seat auditorium showing a variety of entertainment from comedy to drama to pantomime. It was built in 1979 on the site of the former Edwardian Theatre Royal complex. It is currently run by a voluntary trust and shows a mixture of local groups, tribute bands and concerts.


title: Bognor Regis

text: The film "The Punch and Judy Man" (1963), starring Tony Hancock, was partly shot in Bognor Regis. Several scenes of the film "Wish You Were Here" (1987) were also filmed in Bognor Regis. The BBC series "Don't Forget the Driver" (2019) starring Toby Jones was filmed and set in Bognor.


title: Bognor Regis

text: Bognor Regis War Memorial Hospital first opened in 1919 and is managed by the Sussex Community NHS Trust. Bognor Regis Town Hall was designed by Charles Cowles-Voysey and completed in 1930.


title: Bognor Regis

text: Bognor Regis has two secondary schools, The Regis School and Felpham Community College. The area also has several primary schools, both in Bognor Regis and Felpham.


title: Bognor Regis

text: Bognor Regis Town F.C. plays in the Isthmian Premier Division. They play their home games at Nyewood Lane.


title: Bognor Regis

text: Bognor Regis railway station is on a branch line from Barnham, on the West Coastway Line. It has half-hourly services to London and to other south coast towns, some being direct. Trains are operated by Southern using Class 377s and Class 313s.


title: Bognor Regis

text: Since 1997 Bognor Regis has been in the parliamentary constituency of Bognor Regis and Littlehampton. Prior to this, it was in the constituencies of Arundel (1974–1997) and Chichester (1885–1974). Bognor is an electoral ward of Arun District.


"It's the End of the World as We Know It (And I Feel Fine)" is a song by American rock band R.E.M., which first appeared on their 1987 album, "Document". It was released as the album's second single in November 1987, reaching No. 69 in the US "Billboard" Hot 100 and later reaching No. 39 on the UK Singles Chart on its re-release in December 1991.


title: It's the End of the World as We Know It (And I Feel Fine)

text: The track is known for its quick-flying, seemingly stream of consciousness rant with many diverse references, such as a quartet of individuals with the initials "L.B.": Leonard Bernstein, Leonid Brezhnev, Lenny Bruce, and Lester Bangs. In a 1990s interview with "Musician" magazine, R.E.M.'s lead singer Michael Stipe claimed that the "L.B." references came from a dream he had in which he found himself at a party surrounded by famous people who all shared those initials. "The words come from everywhere," Stipe explained to "Q Magazine" in 1992. "I'm extremely aware of everything around me, whether I am in a sleeping state, awake, dream-state or just in day to day life, so that ended up in the song along with a lot of stuff I'd seen when I was flipping TV channels. It's a collection of streams of consciousness."


text: The song originated from a previously unreleased song called "PSA" ("Public Service Announcement"); the two are very similar in melody and tempo. "PSA" was itself later reworked and released as a single in 2003, under the title "Bad Day". In an interview with "Guitar World" magazine published in November 1996, R.E.M. guitarist Peter Buck agreed that "End of the World" was in the tradition of Bob Dylan's "Subterranean Homesick Blues".


text: The song was included on the 2001 Clear Channel memorandum of songs thought to be "lyrically questionable" after the September 11 terrorist attacks.


text: "Cash Box" said that "Overdriven guitars push this blazing rock ode to the modem calamity. A high energy AOR smash with R.E.M.'s unique stamp of disapproval."


text: In 1992, the song was played repeatedly for a 24-hour period (with brief promos interspersed) to introduce the new format for WENZ 107.9 FM "The End", a radio station in Cleveland, Ohio. When the station underwent a new format change in 1996, they again played the song in 24-hour loop. There was a documentary film made about the station entitled "The End of the World As We Knew It", released in 2009, which featured many of the former staffers and jocks.


text: The song was featured in several satirical videos on YouTube, in connection with the prediction of radio pastor Harold Camping of Family Radio, that the world would end on May 21, 2011. Also, before the supposed Mayan apocalypse on December 21, 2012, sales for the song jumped from 3,000 to 19,000 copies for the week. Alternative radio station CFEX-FM in Calgary, Alberta, Canada, stunted by playing the song all day on December 21, 2012, interspersed with "Get to Know a Mayan" and "Apocalypse Survival Tips" segments.


text: Amid the global COVID-19 pandemic, the song received an increase in downloads and streaming in March 2020 alongside other apocalypse- and sickness-themed songs. Online downloads of the song rose 184 percent, while streams rose 48 percent.


text: The music video was directed by James Herbert, who worked with the band on several other videos in the late 1980s. It depicts a teenage skateboarder, Noah Ray, in a cluttered room of an abandoned, half-collapsed farmhouse. As he rummages through the junk, including several band pictures and flyers, he shows off various toys and items to the camera and plays with a dog that wanders into the house. As the video ends, he removes his shirt and starts performing skateboard tricks while still inside the room.


title: Starship

text: A starship, starcraft, or interstellar spacecraft is a theoretical spacecraft designed for traveling between planetary systems.


title: Starship

text: The term is mostly found in science fiction. Reference to a "star-ship" appears as early as 1882 in "".


title: Starship

text: While NASA's "Voyager" and "Pioneer" probes have traveled into local interstellar space, the purpose of these uncrewed craft was specifically interplanetary, and they are not predicted to reach another star system (although "Voyager 1" will travel to within 1.7 light years of Gliese 445 in approximately 40,000 years). Several preliminary designs for starships have been undertaken through exploratory engineering, using feasibility studies with modern technology or technology thought likely to be available in the near future.


title: Starship

text: In April 2016, scientists announced Breakthrough Starshot, a Breakthrough Initiatives program, to develop a proof-of-concept fleet of small centimeter-sized light sail spacecraft named "StarChip", capable of making the journey to Alpha Centauri, the nearest star system, at speeds of 20% and 15% of the speed of light, taking between 20 and 30 years to reach the star system, respectively, and about 4 years to notify Earth of a successful arrival.


title: Starship

text: To travel between stars in a reasonable time using rocket-like technology requires very high effective exhaust velocity jet and enormous energy to power this, such as might be provided by fusion power or antimatter.


title: Starship

text: There are very few scientific studies that investigate the issues in building a starship. Some examples of this include:


title: Starship

text: Examined in an October 1973 issue of "Analog", the Enzmann Starship proposed using a 12,000-ton ball of frozen deuterium to power pulse propulsion units. Twice as long as the Empire State Building is tall and assembled in-orbit, the proposed spacecraft would be part of a larger project preceded by interstellar probes and telescopic observation of target star systems.


title: Starship

text: The NASA Breakthrough Propulsion Physics Program (1996–2002) was a professional scientific study examining advanced spacecraft propulsion systems.


title: Starship

text: A common science-fiction device is to posit a faster-than-light propulsion system (such as warp drive) or travel through hyperspace, although some posit starships as outfitted for centuries-long journeys of slower-than-light travel. Other designs posit a way to boost the ship to near-lightspeed, allowing relatively "quick" travel (i.e. decades, not centuries) to nearer stars. This results in a general categorization of the kinds of starships:


title: Starship

text: The Alcubierre drive is a speculative warp drive conjectured by Mexican physicist Miguel Alcubierre in a 1994 paper which has not been peer-reviewed. The paper suggests that space itself could be topographically warped to create a local region of spacetime wherein the region ahead of the "warp bubble" is compressed, allowed to resume normalcy within the bubble, and then rapidly expanded behind the bubble creating an effect that results in apparent FTL travel, all in a manner consistent with the Einstein field equations of general relativity and without the introduction of wormholes. However, the actual construction of such a drive would face other serious theoretical difficulties.


title: Starship

text: There are widely known vessels in various science fiction franchises. The most prominent cultural use and one of the earliest common uses of the term "starship" was in "".


title: Whiskey Cavalier

text: Whiskey Cavalier is an American action comedy-drama television series, created by David Hemingson, that premiered on February 24, 2019. The full pilot episode debuted after the Oscars and was rebroadcast in the show’s regular time slot three nights later (February 27, 2019), on ABC. On May 12, 2019, ABC cancelled the series after one season, and the series finale aired on May 22, 2019.


title: Whiskey Cavalier

text: "Whiskey Cavalier" follows the "adventures of FBI agent Will Chase (codename: Whiskey Cavalier) who, following an emotional break-up, is assigned to work with CIA operative Francesca 'Frankie' Trowbridge (codename: Fiery Tribune). Together, they lead an inter-agency team of spies who periodically save the world (and each other) while navigating the rocky roads of friendship, romance and office politics".


title: Whiskey Cavalier

text: On October 24, 2017, it was announced that ABC had given the production a put pilot commitment after multiple networks had shown interest. The pilot was written by David Hemingson who was expected to executive produce alongside Bill Lawrence and Jeff Ingold. Scott Foley was set to serve as a producer. Production companies involved with the pilot were slated to consist of Doozer and Warner Bros. Television. On February 16, 2018, it was announced that Peter Atencio would direct the pilot and become an executive producer. On May 11, 2018, it was announced that ABC had given the production a series order. A few days later, it was announced that the series would premiere in the spring of 2019 as a mid-season replacement.


title: Whiskey Cavalier

text: Alongside the put pilot announcement, it was confirmed that Scott Foley would star in the series in addition to producing. In February 2018, it was announced that Lauren Cohan, Ana Ortiz, Vir Das and Tyler James Williams had joined the pilot's main cast. On August 23, 2018, it was reported that Josh Hopkins had joined the cast as a series regular after making a guest appearance in the pilot episode. On September 20, 2018, it was announced that Bellamy Young had been cast in a guest role. On December 18, 2018, it was reported that Dylan Walsh would appear in a recurring capacity. On January 25, 2019, it was announced that Foley's wife, Marika Domińczyk, and Christa Miller had joined the cast in recurring roles.


title: Whiskey Cavalier

text: On May 15, 2018, ABC released the first official trailer for the series. On December 12, 2018, it was announced that the series would premiere on February 27, 2019 and air weekly on Wednesdays during the 10 PM time slot. On January 10, 2019, it was announced that the series would premiere as a special "preview" on February 24, 2019, following the 91st Academy Awards and late local newscasts before premiering in its regular timeslot three days later.


title: Whiskey Cavalier

text: ABC did not renew "Whiskey Cavalier" for a second season, with the network citing declining ratings as a factor. Its distributor, Warner Bros. Television, stated that it planned to shop the series to other networks. After the announcement, a campaign to save the series emerged on social media, which "Deadline Hollywood" compared to a similar campaign surrounding NBC's "Timeless" (which was cancelled, but renewed for a second season under similar circumstances). However, "Live in Front of a Studio Audience". On May 23, 2019, it was reported that ABC was "re-evaluating" a possible renewal based on these developments. However, showrunner David Hemingson stated on Twitter the next day that ABC would not reverse its decision.


title: Whiskey Cavalier

text: On review aggregator Rotten Tomatoes, the series holds an approval rating of 85% based on 33 reviews, with an average rating of 6.09/10. The website's critical consensus reads, "Fun, feisty, and fueled by the chemistry between its charismatic leads, "Whiskey Cavalier" overcomes its familiar structure to deliver an attractive take on a well-worn formula." On Metacritic, it has a weighted average score of 64 out of 100, based on 16 critics, indicating "generally favorable reviews".


title: Warrior

text: A warrior is a person specializing in combat or warfare, especially within the context of a tribal or clan-based warrior culture society that recognizes a separate warrior aristocracies, class, or caste.


title: Warrior

text: Warriors seem to have been present in the earliest pre-state societies. Scholars have argued that horse-riding Yamnaya warriors from the Pontic–Caspian steppe played a key role during the Indo-European migrations and the diffusion of Indo-European languages across Eurasia. Most of the basic weapons used by warriors appeared before the rise of most hierarchical systems. Bows and arrows, clubs, spears, swords, and other edged weapons were in widespread use. However, with the new findings of metallurgy, the aforementioned weapons had grown in effectiveness.


title: Warrior

text: When the first hierarchical systems evolved 5000 years ago, the gap between the rulers and the ruled had increased. Making war to extend the outreach of their territories, rulers often forced men from lower orders of society into the military role. This had been the first use of professional soldiers —a distinct difference from the warrior communities.


title: Warrior

text: The warrior ethic in many societies later became the preserve of the ruling class. Egyptian pharaohs would depict themselves in war chariots, shooting at enemies, or smashing others with clubs. Fighting was considered a prestigious activity, but only when associated with status and power. European mounted knights would often feel contempt for the foot soldiers recruited from lower classes. In Mesoamerican societies of pre-Columbian America, the elite aristocratic soldiers remained separated from the lower classes of stone-throwers. The samurai were the hereditary military nobility and officer caste of Japan from the 12th to the late 19th century.


title: Warrior

text: In contrast to the beliefs of the caste and clan-based warrior, who saw war as a place to attain valor and glory, warfare was a practical matter that could change the course of history. History always showed that men of lower orders would almost always outfight warrior elites through an individualistic and humble approach to war, provided that they were practically organized and equipped. This was the approach of the Roman legions who had only the incentive of promotion, as well as a strict level of discipline. When Europe's standing armies of the 17th and 18th centuries developed, discipline was at the core of their training. Officers had the role of transforming men that they viewed as lower class to become reliable fighting men.


title: Warrior

text: Inspired by the Ancient Greek ideals of the 'citizen soldier', many European societies during the Renaissance began to incorporate conscription and raise armies from the general populace. A change in attitude was noted as well, as officers were told to treat their soldiers with moderation and respect. For example, men who fought in the American Civil War often elected their own officers. With the mobilization of citizens in the armies sometimes reaching the millions, societies often made efforts in order to maintain or revive the warrior spirit. This trend continues to the modern day.


title: Warrior

text: Due to the heroic connotations of the term "warrior", this metaphor is especially popular in publications advocating or recruiting for a country's military.


title: History of the Peloponnesian War

text: The History of the Peloponnesian War is a historical account of the Peloponnesian War (431–404 BC), which was fought between the Peloponnesian League (led by Sparta) and the Delian League (led by Athens). It was written by Thucydides, an Athenian historian who also served as an Athenian general during the war. His account of the conflict is widely considered to be a classic and regarded as one of the earliest scholarly works of history. The "History" is divided into eight books.


title: History of the Peloponnesian War

text: Analyses of the "History" generally occur in one of two camps. On the one hand, some scholars such as J. B. Bury view the work as an objective and scientific piece of history. The judgment of Bury reflects this traditional interpretation of the "History" as "severe in its detachment, written from a purely intellectual point of view, unencumbered with platitudes and moral judgments, cold and critical."


title: History of the Peloponnesian War

text: On the other hand, in keeping with more recent interpretations that are associated with reader-response criticism, the "History" can be read as a piece of literature rather than an objective record of the historical events. This view is embodied in the words of W. R. Connor, who describes Thucydides as "an artist who responds to, selects and skillfully arranges his material, and develops its symbolic and emotional potential."


title: History of the Peloponnesian War

text: Thucydides is considered to be one of the key figures in the development of Western history, thus making his methodology the subject of much analysis in area of historiography.


title: History of the Peloponnesian War

text: Thucydides is one of the first western historians to employ a strict standard of chronology, recording events by year, with each year consisting of the summer campaign season and a less active winter season. This method contrasts sharply with Herodotus.


title: History of the Peloponnesian War

text: Thucydides also makes extensive use of speeches in order to elaborate on the event in question. While the inclusion of long first-person speeches is somewhat alien to modern historical method, in the context of ancient Greek oral culture speeches are expected. These include addresses given to troops by their generals before battles and numerous political speeches, both by Athenian and Spartan leaders, as well as debates between various parties. Of the speeches, the most famous is the funeral oration of Pericles, which is found in Book Two. Being an Athenian general in the war, Thucydides heard some of these speeches himself. For the other speeches, he relied on eyewitness accounts.


title: History of the Peloponnesian War

text: These speeches are suspect in the eyes of Classicists, however, inasmuch as it is not clear to what degree Thucydides altered these speeches in order to elucidate better the crux of the argument presented. Some of the speeches are probably fabricated according to his expectations of, as he puts it, "what was called for in each situation" (1.22.1).


title: History of the Peloponnesian War

text: Despite being an Athenian and a participant in the conflict, Thucydides is often regarded as having written a generally unbiased account of the conflict with respect to the sides involved in it. In the introduction to the piece he states, "my work is not a piece of writing designed to meet the taste of an immediate public, but was done to last for ever" (1.22.4).


title: History of the Peloponnesian War

text: There are scholars, however, who doubt this. Ernst Badian, for example, has argued that Thucydides has a strong pro-Athenian bias. In keeping with this sort of doubt, other scholars claim that Thucydides had an ulterior motive in his Histories, specifically to create an epic comparable to those of the past such as the works of Homer, and that this led him to create a nonobjective dualism favoring the Athenians. The work does display a clear bias against certain people involved in the conflict, such as Cleon.


title: History of the Peloponnesian War

text: The gods play no active role in Thucydides' work. This is very different from Herodotus, who frequently mentions the role of the gods, as well as a nearly ubiquitous divine presence in the centuries-earlier poems of Homer. Instead, Thucydides regards history as being caused by the choices and actions of human beings.


title: History of the Peloponnesian War

text: Despite the absence of actions of the gods, religion and piety play critical roles in the actions of the Spartans, and to a lesser degree, the Athenians. Thus natural occurrences such as earthquake and eclipses were viewed as religiously significant (1.23.3; 7.50.4)


title: History of the Peloponnesian War

text: Despite the absence of the gods from Thucydides' work, he still draws heavily from the Greek mythos, especially from Homer, whose works are prominent in Greek mythology. Thucydides references Homer frequently as a source of information, but always adds a distancing clause, such as "Homer shows this, if that is sufficient evidence," and "assuming we should trust Homer's poetry in this case too."


title: History of the Peloponnesian War

text: However, despite Thucydides' skepticism in secondhand information such as Homer's, he does use the poet's epics to infer facts about the Trojan War. For instance, while Thucydides considered the number of over 1,000 Greek ships sent to Troy to be a poetic exaggeration, he uses Homer's Catalog of Ships to determine the approximate number of Greek soldiers who were present. Later, Thucydides claims that since Homer never makes reference to a united Greek state, the pre-Hellenic nations must have been so disjointed that they could not organize properly to launch an effective campaign. In fact, Thucydides claims that Troy could have been conquered in half the time had the Greek leaders allocated resources properly and not sent a large portion of the army on raids for supplies.


title: History of the Peloponnesian War

text: Thucydides makes sure to inform his reader that he, unlike Homer, is not a poet prone to exaggeration, but instead a historian, whose stories may not give "momentary pleasure," but "whose intended meaning will be challenged by the truth of the facts." By distancing himself from the storytelling practices of Homer, Thucydides makes it clear that while he does consider mythology and epics to be evidence, these works cannot be given much credibility, and that it takes an impartial and empirically minded historian, such as himself, to accurately portray the events of the past.


title: History of the Peloponnesian War

text: The first book of the History, after a brief review of early Greek history and some programmatic historiographical commentary, seeks to explain why the Peloponnesian War broke out when it did and what its causes were. Except for a few short excursuses (notably 6.54–58 on the Tyrant Slayers), the remainder of the History (books 2 through 8) rigidly maintains its focus on the Peloponnesian War to the exclusion of other topics.


title: History of the Peloponnesian War

text: While the "History" concentrates on the military aspects of the Peloponnesian War, it uses these events as a medium to suggest several other themes closely related to the war. It specifically discusses in several passages the socially and culturally degenerative effects of war on humanity itself. The "History" is especially concerned with the lawlessness and atrocities committed by Greek citizens to each other in the name of one side or another in the war. Some events depicted in the "History", such as the Melian dialogue, describe early instances of realpolitik or power politics. Noteworthy, there is a possibility that translation mistakes influenced the deductions of realists with regards to the work of Thucydides.


title: History of the Peloponnesian War

text: The "History" is preoccupied with the interplay of justice and power in political and military decision-making. Thucydides' presentation is decidedly ambivalent on this theme. While the "History" seems to suggest that considerations of justice are artificial and necessarily capitulate to power, it sometimes also shows a significant degree of empathy with those who suffer from the exigencies of the war.


title: History of the Peloponnesian War

text: The "History" emphasizes the development of military technologies. In several passages (1.14.3, 2.75–76, 7.36.2–3), Thucydides describes in detail various innovations in the conduct of siegeworks or naval warfare. The "History" places great importance upon naval supremacy, arguing that a modern empire is impossible without a strong navy. He states that this is the result of the development of piracy and coastal settlements in earlier Greece.


title: History of the Peloponnesian War

text: Important in this regard was the development, at the beginning of the classical period (c. 500 BC), of the trireme, the supreme naval ship for the next several hundred years. In his emphasis on sea power, Thucydides resembles the modern naval theorist Alfred Thayer Mahan, whose influential work "The Influence of Sea Power upon History" helped set in motion the naval arms race prior to World War I.


title: History of the Peloponnesian War

text: The "History" explains that the primary cause of the Peloponnesian War was the "growth in power of Athens, and the alarm which this inspired in Sparta" (1.23.6). Thucydides traces the development of Athenian power through the growth of the Athenian empire in the years 479 BC to 432 BC in book one of the "History" (1.89–118). The legitimacy of the empire is explored in several passages, notably in the speech at 1.73–78, where an anonymous Athenian legation defends the empire on the grounds that it was freely given to the Athenians and not taken by force. The subsequent expansion of the empire is defended by these Athenians, "...the nature of the case first compelled us to advance our empire to its present height; fear being our principal motive, though honor and interest came afterward." (1.75.3)


title: History of the Peloponnesian War

text: The Athenians also argue that, "We have done nothing extraordinary, nothing contrary to human nature in accepting an empire when it was offered to us and then in refusing to give it up." (1.76) They claim that anyone in their position would act in the same fashion. The Spartans represent a more traditional, circumspect, and less expansive power. Indeed, the Athenians are nearly destroyed by their greatest act of imperial overreach, the Sicilian expedition, described in books six and seven of the "History".


title: History of the Peloponnesian War

text: Thucydides correlates, in his description of the 426 BC Malian Gulf tsunami, for the first time in the recorded history of natural science, quakes and waves in terms of cause and effect.


title: History of the Peloponnesian War

text: Thucydides' "History" is extraordinarily dense and complex. His particular ancient Greek prose is also very challenging, grammatically, syntactically, and semantically. This has resulted in much scholarly disagreement on a cluster of issues of interpretation.


title: History of the Peloponnesian War

text: It is commonly thought that Thucydides died while still working on the "History", since it ends in mid-sentence and only goes up to 410 BC, leaving six years of war uncovered. Furthermore, there is a great deal of uncertainty whether he intended to revise the sections he had already written. Since there appear to be some contradictions between certain passages in the "History", it has been proposed that the conflicting passages were written at different times and that Thucydides' opinion on the conflicting matter had changed. Those who argue that the "History" can be divided into various levels of composition are usually called "analysts" and those who argue that the passages must be made to reconcile with one another are called "unitarians". This conflict is called the "strata of composition" debate. The lack of progress in this debate over the course of the twentieth century has caused many Thucydidean scholars to declare the debate insoluble and to side-step the issue in their work.


title: History of the Peloponnesian War

text: The "History" is notoriously reticent about its sources. Thucydides almost never names his informants and alludes to competing versions of events only a handful of times. This is in marked contrast to Herodotus, who frequently mentions multiple versions of his stories and allows the reader to decide which is true. Instead, Thucydides strives to create the impression of a seamless and irrefutable narrative. Nevertheless, scholars have sought to detect the sources behind the various sections of the "History". For example, the narrative after Thucydides' exile (4.108"ff.") seems to focus on Peloponnesian events more than the first four books, leading to the conclusion that he had greater access to Peloponnesian sources at that time.


title: History of the Peloponnesian War

text: Frequently, Thucydides appears to assert knowledge of the thoughts of individuals at key moments in the narrative. Scholars have asserted that these moments are evidence that he interviewed these individuals after the fact. However, the evidence of the Sicilian Expedition argues against this, since Thucydides discusses the thoughts of the generals who died there and whom he would have had no chance to interview. Instead it seems likely that, as with the speeches, Thucydides is looser than previously thought in inferring the thoughts, feelings, and motives of principal characters in his "History" from their actions, as well as his own sense of what would be appropriate or likely in such a situation.


title: History of the Peloponnesian War

text: The historian J. B. Bury writes that the work of Thucydides "marks the longest and most decisive step that has ever been taken by a single man towards making history what it is today.”


title: History of the Peloponnesian War

text: Historian H. D. Kitto feels that Thucydides wrote about the Peloponnesian War not because it was the most significant war in antiquity but because it caused the most suffering. Indeed, several passages of Thucydides' book are written "with an intensity of feeling hardly exceeded by Sappho herself."


title: History of the Peloponnesian War

text: In his "Open Society and Its Enemies", Karl R. Popper writes that Thucydides was the "greatest historian, perhaps, who ever lived." Thucydides' work, however, Popper goes on to say, represents "an interpretation, a point of view; and in this we need not agree with him." In the war between Athenian democracy and the "arrested oligarchic tribalism of Sparta," we must never forget Thucydides' "involuntary bias," and that "his heart was not with Athens, his native city:""Although he apparently did not belong to the extreme wing of the Athenian oligarchic clubs who conspired throughout the war with the enemy, he was certainly a member of the oligarchic party, and a friend neither of the Athenian people, the demos, who had exiled him, nor of its imperialist policy."


title: History of the Peloponnesian War

text: Thucydides' "History" has been enormously influential in both ancient and modern historiography. It was embraced by many of the author's contemporaries and immediate successors with enthusiasm; indeed, many authors sought to complete the unfinished history. For example, Xenophon wrote his "Hellenica" as a continuation of Thucydides' work, beginning at the exact moment that Thucydides' "History" leaves off. Xenophon's work, however, is sometimes considered inferior in style and accuracy compared with Thucydides'. In later antiquity, Thucydides' reputation suffered somewhat, with critics such as Dionysius of Halicarnassus rejecting the "History" as turgid and excessively austere. Lucian also parodies it (among others) in his satire "The True Histories". Woodrow Wilson read the "History" on his voyage across the Atlantic to the Versailles Peace Conference.


title: History of the Peloponnesian War

text: It hath been noted by divers, that Homer in poesy, Aristotle in philosophy, Demosthenes in eloquence, and others of the ancients in other knowledge, do still maintain their primacy: none of them exceeded, some not approached, by any in these later ages. And in the number of these is justly ranked also our Thucydides; a workman no less perfect in his work, than any of the former; and in whom (I believe with many others) the faculty of writing history is at the highest.


title: History of the Peloponnesian War

text: The most important manuscripts include: Codex Parisinus suppl. Gr. 255, Codex Vaticanus 126, Codex Laurentianus LXIX.2, Codex Palatinus 252, Codex Monacensis 430, Codex Monacensis 228, and Codex Britannicus II, 727.


title: History of the Peloponnesian War

text: Grenfell and Hunt discovered about 20 papyrus fragments copied some time between the 1st and 6th centuries AD in Oxyrhynchus, including Papyrus Oxyrhynchus 16 and 17.


title: Hiro Kanagawa

text: Kanagawa has also written several stage dramas. He won the Governor General’s Literary Award for English-language Drama for his 2017 play "Indian Arm".


title: Hiro Kanagawa

text: Kanagawa was born in Sapporo, Hokkaido, Japan and grew up in Guelph, Ontario; Sterling Heights, Michigan and Tokyo.


title: Hiro Kanagawa

text: Kanagawa conducted his undergraduate studies in sculpting at Middlebury College, where he graduated in 1986. After dropping out of his initial graduate program, he re-enrolled at Simon Fraser University, where he completed his first play and completed his MFA in 1994.


title: Hiro Kanagawa

text: Kanagawa played Principal Kwan in TV series "Smallville". He also voiced Gihren Zabi from "Mobile Suit Gundam". He was also the voice of Mister Fantastic on "". Kanagawa has the distinction of having played three different characters in the TV series "The X-Files", appearing independently in seasons 2, 4 and 10. Besides acting, Kanagawa is also a playwright and screenwriter and teaches creative writing in the English department at Capilano University.


title: Hiro Kanagawa

text: In 2015, he won the Jessie Richardson Theatre Award for Outstanding Script for his play "Indian Arm", an adaptation of Henrik Ibsen's "Little Eyolf." In 2017, "Indian Arm" won the Governor General's Award for English-language drama.


title: Bernadette Devlin McAliskey

text: Josephine Bernadette McAliskey (née Devlin; born 23 April 1947), usually known as Bernadette Devlin or Bernadette McAliskey, is an Irish civil rights leader, and former politician. She served as Member of Parliament (MP) for Mid Ulster in Northern Ireland from 1969 to 1974.


title: Bernadette Devlin McAliskey

text: Devlin was born in Cookstown, County Tyrone, to a Catholic family, where she was the third eldest of six children born to John James and Elizabeth Bernadette Devlin. Her father raised her to hold Irish Republican ideals before he died when Bernadette was nine years old. Subsequently, the family had to depend on welfare to survive, an experience which affected Bernadette deeply. Bernadette's mother died when Bernadette was nineteen years old, leaving her to partially raise her siblings while also attending university.


title: Bernadette Devlin McAliskey

text: She attended St Patrick's Girls Academy in Dungannon. She was studying psychology at Queen's University Belfast in 1968 when she took a prominent role in a student-led civil rights organisation, People's Democracy. Devlin was subsequently excluded from the university.


title: Bernadette Devlin McAliskey

text: She stood unsuccessfully against James Chichester-Clark in the 1969 Northern Ireland general election. When George Forrest, the MP for Mid Ulster, died, she fought the subsequent by-election on the "Unity" ticket, defeating the Ulster Unionist Party candidate, Forrest's widow Anna, and was elected to the Westminster Parliament. Aged 21, she was the youngest MP at the time, and remained the youngest woman ever elected to Westminster until the May 2015 general election when 20-year-old Mhairi Black eclipsed Devlin's achievement.


title: Bernadette Devlin McAliskey

text: Devlin stood on the slogan "I will take my seat and fight for your rights" – signalling her rejection of the traditional Irish republican principle of abstentionism. On 22 April 1969, the day before her 22nd birthday, she swore the Oath of Allegiance and made her maiden speech within an hour.


title: Bernadette Devlin McAliskey

text: After engaging, on the side of the residents, in the Battle of the Bogside in August, she was convicted of incitement to riot in December 1969, for which she served a short jail term. After being re-elected at the 1970 general election, Devlin declared that she would sit in Parliament as an independent socialist.


title: Bernadette Devlin McAliskey

text: Almost immediately after the Battle of the Bogside, Devlin undertook a tour of the United States in August 1969, a trip which generated a significant amount of media attention. She met with members of the Black Panther Party in Watts, Los Angeles and gave them her support. She also made an appearance on "The Johnny Carson Show". At a number of speaking events, she made parallels between the struggle in the U.S. by African-Americans seeking civil rights and Catholics in Northern Ireland, sometimes to the embarrassment of her audience. During an event in Philadelphia, she had to goad an African-American singer to sing "We Shall Overcome" to the Irish-American audience, many of whom refused to stand for the song. In Detroit, she refused to take the stage until African-Americans, who were barred from the event, were allowed in. In New York, Mayor John Lindsay arranged a ceremony to present Devlin with a key to the city of New York. Devlin, frustrated with conservative elements of the Irish-American community, left the tour to return to Northern Ireland and, believing the freedom of New York should go to the American poor, sent Eamonn McCann to present the key on her behalf to a representative from the Harlem chapter of the Black Panther Party.


title: Bernadette Devlin McAliskey

text: Having witnessed the Bloody Sunday massacre in Derry in 1972, Devlin was infuriated that she was later consistently denied the floor in the House of Commons by the Speaker Selwyn Lloyd, despite the fact that parliamentary convention decreed that any Member of Parliament witnessing an incident under discussion would be granted an opportunity to speak about it therein.


title: Bernadette Devlin McAliskey

text: The day following Bloody Sunday, Devlin slapped Conservative Home Secretary Reginald Maudling across the face when he incorrectly asserted in the House of Commons that the Parachute Regiment had fired in self-defence on Bloody Sunday.