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Melbourne Airport

Melbourne Airport, known locally as Tullamarine Airport, is the main international airport serving the city of Melbourne, the capital of the Australian state of Victoria. It is the second busiest airport in Australia. The airport operates 24/7 and has on-site parking, world-class shopping and dining. The airport opened in 1970 and replaced Essendon Airport. Melbourne Airport is the main international airport of the four airports serving the Melbourne metropolitan area, the other international airport being Avalon Airport.

The airport comprises four terminals: one international terminal, two domestic terminals and one budget domestic terminal. It is 18 km northwest of the city centre, adjacent to the suburb of Tullamarine. The airport has its own suburb with its own postcode — Melbourne Airport, Victoria, 3045 respectively. The facility presently covers 2,741 hectares (6,773 acres) of airport property, making MEL among the largest airports in Australia in terms of land area.

In 2016–17 around 25 million domestic passengers and 10 million international passengers used the airport. The airport features direct flights to 33 domestic destinations and to destinations in the Pacific, Europe, Asia, North America and South America. Melbourne Airport is the number one arrival/departure point for the airports of four of Australia's seven other capital cities. Melbourne serves as a major hub for Qantas and Virgin Australia, while Jetstar utilises the airport as home base. Domestically, Melbourne serves as headquarters for Team Global Express and handles more domestic freight than any other airport in the nation.

Establishment
Before the opening of Melbourne Airport, Melbourne's main airport was Essendon Airport, which was officially designated an international airport in 1950. In the mid-1950s, over 10,000 passengers were using Essendon Airport, and its limitations were beginning to become apparent. Essendon's facilities were insufficient to meet the increasing demand for air travel; the runways were too short to handle large jets, and the terminals failed to handle the increase in passengers. By the mid-1950s, an international overflow terminal was built in a new northern hangar. The airport could not be expanded, as it had become surrounded by residential districts.

The search for a replacement for Essendon commenced in February 1958, when a panel was appointed to assess Melbourne's civil aviation needs. Alternative sites considered were Tullamarine (9 mi from Melbourne), Whittlesea (22 mi), Hastings (37 mi), Port Melbourne (3 mi), Werribee (20 mi), Laverton (12 mi), Avalon (34 mi) and Moorabbin (12 mi). Considerations such as superior proximity to Melbourne and lower development costs narrowed the choice to either Tullamarine or Laverton, with Laverton eventually eliminated in part due to issues coordinating both military and civil activities that could not guarantee the degree of safety demanded, and that traffic coordination would be easier with the shorter distance between Essendon and Tullamarine.

In 1959, the Commonwealth Government acquired 5300 ha of grassland in then-rural Tullamarine.

In May 1959 it was announced that a new airport would be built at Tullamarine, with Prime Minister Robert Menzies announcing on 27 November 1962 a five-year plan to provide Melbourne with a A$45 million "jetport" by 1967. The first sod at Tullamarine was turned two years later in November 1964. In line with the five-year plan, the runways at Essendon were expanded to handle larger aircraft, with Ansett Australia launching the Boeing 727 there in October 1964, the first jet aircraft used for domestic air travel in Australia. On 1 July 1970, Prime Minister John Gorton opened Melbourne Airport to international operations ending Essendon's near two decade run as Melbourne's international airport. Essendon still was home to domestic flights for one year, until they transferred to Melbourne Airport on 26 June 1971, with the first arrival of a Boeing 747 occurring later that year. In the first year of operations, Melbourne handled six international airlines and 155,275 international passengers.

Melbourne Airport was originally called 'Melbourne International Airport'. It is at Tullamarine, a name derived from the indigenous name Tullamareena. Locally, the airport is commonly referred to as Tullamarine or simply as Tulla to distinguish the airport from the other three Melbourne airports: Avalon, Essendon and Moorabbin.

On opening, Melbourne Airport consisted of three connected terminals: International in the centre, with Ansett to the South and Trans Australia Airlines to the North. The design capacity of the airport was eight Boeing 707s at a rate of 500 passengers per hour, with minor expansion works completed in 1973 allowing Boeing 747s to serve the airport. By the late 1980s peak passenger flows at the airport had reached 900 per hour, causing major congestion.

In late 1989, Federal Airports Corporation Inspector A. Rohead was put in charge of a bicentennial project to rename streets in Melbourne Airport to honour the original inhabitants, European pioneers and aviation history. Information on the first two categories was provided by Ian Hunter, Wurundjeri researcher, and Ray Gibb, local historian. The project was completed but was shelved, with the only suggested name, Gowrie Park Drive, being allocated, named after the farm at the heart of the airport. During the 1920s, the farm had been used as a landing site for aircraft, which were parked at night during World War II in case Essendon Aerodrome was bombed.

Expansion and privatisation

In 1988, the Australian Government formed the Federal Airports Corporation (FAC), placing Melbourne Airport under the operational control of the new corporation along with 21 other airports around the nation.

The FAC undertook a number of upgrades at the airport. The first major upgrades were carried out at the domestic terminals, with an expansion of the Ansett domestic terminal approved in 1989 and completed in 1991, adding a second pier for use by smaller regional airlines. Work on an upgrade of the international terminal commenced in 1991, with the 'SkyPlaza' retail complex completed in late 1993 on a site flanking the main international departure gates. The rest of the work was completed in 1995, when the new three-level satellite concourse was opened at the end of the existing concourse. Diamond shaped and measuring 80 m on each side, the additional 10 aerobridges provided by the expansion doubled the international passenger handing capacity at Melbourne Airport.

In April 1994, the Australian Government announced that all airports operated by FAC would be privatized in several phases. Melbourne Airport was included in the first phase, being acquired by the newly formed Australia Pacific Airports Corporation for $1.3 billion. The transfer was completed on 30 June 1997 on a 50-year long-term lease, with the option for a further 49 years. Melbourne Airport is categorized as a Leased Commonwealth Airport.

Since privatization, further improvements to infrastructure have begun at the airport, including expansion of runways, car parks and terminals. The multi-storey carpark outside the terminal was completed between 1995 and August 1997 at a cost of $49 million, providing 3,100 parking spaces, the majority undercover. This initially four-level structure replaced the previous open air carpark outside the terminal. Work commenced on the six-story 276-room Hilton Hotel (now Parkroyal) above the carpark in January 1999, which was completed in mid-2000 at a cost of $55 million. Expansion of the Qantas domestic terminal was completed in 1999, featuring a second pier and 9 additional aircraft stands.

In December 2000, a fourth passenger terminal opened: the Domestic Express Terminal, located to the south of the main terminal building at a cost of $9 million. It was the first passenger terminal facility to be built at Melbourne Airport since 1971.

Expansion of carparks has also continued with a $40 million project commenced in 2004, doubling the size of the short term carpark with the addition of 2,500 spaces over six levels, along with 1,200 new spaces added to the 5,000 already available in the long term carpark. Revenue from retail operations at Melbourne Airport broke the $100 million mark for the first time in 2004, this being a 100 per cent increase in revenue since the first year of privatization.

In 2005, the airport undertook construction works to prepare the airport for the arrival of the double-decker Airbus A380. The main work was the widening of the main north–south runway by 15 m, which was completed over a 29-day period in May 2005. The improvements also included the construction of dual airbridges (Gates 9 and 11) with the ability to board both decks simultaneously to reduce turnaround times, the extension of the international terminal building by 20 m to include new penthouse airline lounges, and the construction of an additional baggage carousel in the arrivals hall. As a result, the airport was the first in Australia to be capable of handling the A380. The A380 made its first test flight into the airport on 14 November 2005. On 15 May 2008, the A380 made its first passenger flight into the airport when a Singapore Airlines Sydney-bound flight was diverted from Sydney Airport because of fog. Beginning services in October 2008, Qantas was the first airline to operate the A380 from the airport, flying nonstop to Los Angeles International Airport twice a week. This was the inaugural route for the Qantas A380.

In March 2006, the airport undertook a 5000 m2 expansion of Terminal 2, and the construction of an additional level of airline lounges above the terminal. In 2008 a further 25000 m2 expansion of Terminal 2 commenced, costing $330 million with completion in 2011. The works added 5 additional aerobridges on a new passenger concourse, and a new 5000 m2 outbound passenger security and customs processing zone.

In 2017, Melbourne Airport international passenger movements exceeded 10 million annual travellers. In the Financial Year of 2022/2023, international passenger movements exceeded 8 million travellers, up 330% post-COVID.

Terminals

Melbourne Airport's terminals have 68 gates: 53 domestic and 15 international. There are five dedicated freighter parking positions on the Southern Freighter Apron. The current terminal numbering system was introduced in July 2005; they were previously known as Qantas Domestic, International, and South (formerly Ansett Domestic).

Terminal 1

Terminal 1 hosts domestic and regional services for Qantas Group airlines, Qantas and QantasLink (which is located to the northern end of the building). Departures are located on the first floor, while arrivals are located on the ground floor. The terminal has 16 parking bays served by aerobridges; 12 are served by single aerobridges whilst four are served by double aerobridges. There are another five non-aerobridge gates, which are used by QantasLink.

Opened with Melbourne Airport in 1970 for Trans Australia Airlines, the terminal passed to Qantas in 1992 when it acquired the airline. Work on improving the original terminal commenced in October 1997 and was completed in late 1999 at a cost of $50 million, featuring a second pier, stands for 9 additional aircraft, an extended access roadway and the expansion of the terminal.

Today, a wide range of shops and food outlets are situated at the end of the terminal near the entrance into Terminal 2. Qantas has a Qantas Club, Business Class and a chairman's lounge in the terminal.

Terminal 2

Terminal 2 handles all international, and limited domestic flights out of Melbourne Airport, and opened in 1970. The terminal has 20 gates with aerobridges. Cathay Pacific, Qantas (which includes two lounges in Terminal 2, a First lounge, and a Business lounge/Qantas Club), Singapore Airlines, Air New Zealand and Emirates all operate airline lounges in the terminal.

The international terminal contains works by noted Australian Indigenous artists including Daisy Jugadai Napaltjarri and Gloria Petyarre.

A $330 million expansion programme for Terminal 2 was announced in 2007 and completed in 2012. The objectives of this project included new lounges and retail facilities, a new satellite terminal, increased luggage capacity and a redesign of customs and security areas. A new satellite terminal was also constructed as part of the project, featuring floor-to-ceiling windows which offer views of the North-South runway. The new concourse also includes three double-decker aerobridges, each of which can accommodate an A380 or two smaller aircraft and one single aerobridge. The baggage handling capacity was also increased, and two new baggage carousels were built to cater to increased A380 traffic.

Although described as a satellite terminal, the terminal building is connected by an above-ground corridor to Terminal 2. Departures take place on the lower deck (similar to the A380 boarding lounges currently in use at Gates 9 and 11), with arrivals streamed on to the first floor to connect with the current first floor arrivals deck.

Terminal 3

Terminal 3 opened with the airport as the Ansett Australia terminal, but is now owned by Melbourne Airport. Terminal 3 is currently home to Virgin Australia. It has eleven parking bays served by single aerobridges and eight parking bays not equipped with aerobridges.

An expansion of the terminal was approved in 1989 and completed in 1991 when a second pier was added by Ansett to the south for use by smaller regional airline Kendell, which Ansett owned. The terminal was used exclusively by the Ansett Group for all its domestic activities until its collapse in 2001. It was intended to be used by the "new Ansett", under ownership of Tesna; however, following the Tesna group's withdrawal of the purchase of Ansett in 2002, the terminal was sold back to Melbourne Airport by Ansett's administrators. As a result, Melbourne Airport undertook a major renovation and facelift of the terminal, following which Virgin Australia (then Virgin Blue) moved in from what was then called Domestic Express (now Terminal 4), and has since begun operating The Lounge in the terminal, using the former Ansett Australia Golden Wing Lounge area. Rex also operates an airline lounge in the terminal.

Terminal 4

Terminal 4 – originally called the Domestic Express or South Terminal – is dedicated to budget airlines and is the first facility of its kind at a conventional airport in Australia. It was originally constructed for Virgin Blue (Virgin Australia) and Impulse Airlines. Virgin Blue eventually moved into Terminal 3 following the demise of Ansett. A refit began in June 2007 along the lines of the budget terminal model at Singapore Changi Airport and Kuala Lumpur International Airport. The refit cost AU$5 million. Lower landing and airport handling fees are charged to airlines due to the basic facilities, lack of jet bridges, and fewer amenities and retail outlets compared to a conventional terminal. However, the terminal is located next to the main terminal building, unlike in Singapore and Kuala Lumpur. The terminal was rebuilt by Tiger Airways Australia, which had used it as its main hub since it operated its first domestic flight on 23 November 2007.

Jetstar confirmed its involvement in discussions with Melbourne Airport regarding the expansion of terminal facilities to accommodate for the growth of domestic low-cost services. The expansion of Terminal 4 includes infrastructure to accommodate Tigerair Australia and Jetstar flights. The development cost hundreds of millions of dollars. In March 2012, airport officials would break ground that October and they expected completion in July 2014, however, they pushed that date to late August 2015. The facility opened on 18 August 2015 with Jetstar first utilising the terminal. The new T4 terminal is 35000 m2 and linked "under one roof" with T3. Terminal 4 is currently used by Rex Airlines, Jetstar, and Airnorth. Tigerair Australia and Bonza formerly also used Terminal 4 before going into administration.

The terminal has Rex Airlines and Jetstar check-ins, baggage claim and bag drop on ground floor whilst the food court, shops and lounges are located on the first floor, which lead to the departure/arrival zone.

Rex Airlines currently use the jet bridge equipped section of Terminal 4 for operations, while Jetstar uses the non-jet bridge equipped section of Terminal 4 for operations. Additionally. some Virgin Australia departures and arrivals use the Terminal 4 gates. Currently Airnorth does not operate any services to Melbourne, however still retains their check-in/baggage check-in desks.

Southern freighter apron
The southern freighter apron has five dedicated freighter parking positions which host 21 dedicated freighter operations a week. In August 1997, the fifth freighter parking position and the apron was extended.

Other facilities
Melbourne Airport is served by six hotels. A Parkroyal Hotel is located 100 m from Terminal 2 atop the multi-level carpark. Work commenced on the six-story 280-room hotel in January 1999 and was completed in mid-2000. The hotel was originally a Hilton but was relaunched as the Parkroyal on 4 April 2011. A Holiday Inn is located 400 m from the terminal precinct. Ibis Budget offers budget rooms located 600 m from the terminals. Mantra Tullamarine opened in 2009, 2 km from the terminal precinct. A combined 4.5-star Novotel and 4-star Ibis Styles hotel located in The Hive precinct opened on 1 July 2024. The Novotel boasts 248 rooms, while the Ibis Styles offers 216 rooms. Both hotels are located a 5-minute walk from Terminals 3 and 4 and a 10-minute walk from Terminals 1 and 2. During late 2023, the Parkroyal underwent a major refurbishment of all guest rooms.

Overview
Melbourne is the second busiest airport in Australia. The airport is curfew-free and operates 24 hours a day, although between 2 am and 4 am, freight aircraft are more prevalent than passenger flights. In 2004, the environmental management systems were accredited ISO 14001, the world's best practice standard, making it the first airport in Australia to receive such accreditation.

Runways

Melbourne Airport has two intersecting runways: one 3657 m north–south and one 2286 m east–west. Due to increasing traffic, several runway expansions are planned, including an 843 m extension of the north-south runway to lengthen it to 4500 m, and a 1214 m extension of the east–west runway to a total of 3500 m. Two new runways are also planned: a 3000 m runway parallel to the current north–south runway and a 3000 m runway south of the current east–west runway. The current east west runway extension and new third runway were expected to cost $500–750 million with major construction originally set to begin around 2019 and be complete by 2022. However, in 2019 following an extensive consultation period, Melbourne Airport unexpectedly dropped plans for a new east-west runway in favour of constructing a new parallel north-south runway to the west of the airport, citing aircraft noise concerns for residents in nearby suburbs of Gladstone Park, Westmeadows, Attwood and Jacana. Although there is an additional 12–24 months of planning, Melbourne Airport Corporation anticipates the new north-south runway will be operational by 2025, with the potential to include the extension of the existing east-west runway. Traffic movement was expected to reach 248,000 per annum by 2017, and existing runway capacity is expected by 2023, necessitating a third runway.

On 5 June 2008, it was announced that the airport would install a Category III landing system, allowing planes to land in low visibility conditions, such as fog. This system was the first of its kind in Australia, and was commissioned March 2010 at a cost of $10 million.

Melbourne Airspace Control Centre
In addition to the onsite control tower, the airport is home to Melbourne Centre, an air traffic control facility that is responsible for the separation of aircraft in Australia's busiest flight information region (FIR), Melbourne FIR. Melbourne FIR monitors airspace over Victoria, Tasmania, southern New South Wales, most of South Australia, the southern half of Western Australia and airspace over the Indian and Southern Ocean. In total, the centre controls 6% of the world's airspace. The airport is also the home of the Canberra, Adelaide and Melbourne approach facilities, which provide control services to aircraft arriving and departing at those airports.

Cargo

 * Notes

Traffic and statistics
In 2016–17 Melbourne Airport recorded around 25 million domestic passenger movements and around 10 million international passenger movements. In that year there were 239,466 aircraft movements in total. Melbourne Airport was tipped to record 47 million passengers in the year to June 30, 2020, before the pandemic hit, but instead recorded 27.2 million as state and international borders were closed. Melbourne is the second busiest airport in Australia for passenger movements, behind Sydney and ahead of Brisbane.

Road
Melbourne Airport is 23 km from the city centre and is accessible via the Tullamarine Freeway. One freeway offramp runs directly into the airport grounds, and a second to the south serves freight transport, taxis, buses and airport staff. In June 2015, the Airport Drive extension was completed, creating a second major link to the airport. The link starts at the M80 Ring Road and provides direct access to Melrose Drive 1.5 kilometres from the terminal area. As of late 2018 the Tullamarine Freeway was widened. In mid-2023, a new exit was constructed specifically for Terminal 4, omitting the other exits in favour of an elevated off-ramp.

Melbourne Airport has five car parks, all of which operate 24 hours a day, 7 days a week. The short-term, multi-level long-term, business and express carparks are covered, while the long-term parking is not. The main multi-level carpark in front of the terminal was built in the late 1990s, replacing the pre-existing ground-level car parking, progressively expanded ever since.

Melbourne Airport recorded more than 2.2 million taxi movements in the year to 30 June 2017.

Bus and shuttle services
The SkyBus operates express bus services from the airport to Southern Cross railway station (on the western boundary of the Melbourne central business district) and St Kilda. Shuttle services also operate between the airport and the Mornington Peninsula, making stops in St Kilda, Elsternwick, Brighton and Frankston. SkyBus current transports around 3.4 million passengers between the airport and Melbourne's CBD.

Metropolitan and regional public buses also operate to or via the airport. Routes 478, 479 & 482 operate to Airport West, via the route 59 tram terminus. Route 479 also operates to Sunbury railway station, connecting with Sunbury and Bendigo line trains. Route 901 was introduced in September 2010 as a frequent bus service. Route 901 connects to trains at Broadmeadows (Craigieburn, Seymour, Shepparton and Albury lines), Epping (Mernda line), Greensborough (Hurstbridge line) and Blackburn (Belgrave and Lilydale lines). V/Line operates timetabled regional coach services to Barham and Deniliquin which stop at the airport.

There are nine other bus companies serving the airport, with services to Ballarat, Bendigo, Dandenong, Frankston, Mornington Peninsula, Geelong, Melbourne's suburbs, Shepparton and the Riverina, which provide alternatives to transfer onto other V/Line services.

Future rail connection

As of 2024, Melbourne Airport does not have a passenger rail connection to and from the city. Constructing a rail link has been discussed in Victorian politics since Melbourne Airport opened.

In 2022, the Andrews state government commenced early construction on Melbourne Airport Rail (SRL Airport), which was first expected to be complete by 2029. However since 2023, due to a lack of agreement in negotiations between the state government and the airport operator over the design of the Airport station, the opening of the rail link will be delayed until at least 2033. The 27 km link will run via Sunshine station in Melbourne's west into the central city via the under-construction Metro Tunnel. The link will connect to western regional rail services at Sunshine and to other services on the Metropolitan rail network at Sunshine, Footscray, and State Library and Town Hall in the CBD. The link will be the first direct rail connection to the Airport.

The business case was released in 2022 and was revealed that the Airport station would be elevated at a height of around 6 storeys, minimising construction costs and time. The airport operator, Australia Pacific Airports Corporation (APAC), has since objected to the elevated station, arguing for it to be built underground in order to safeguard future terminal expansion and improve connectivity to the proposed Suburban Rail Loop. The airport station cannot be built until the airport operator agrees to a design.

Accidents and incidents

 * On 29 May 2003, Qantas Flight 1737 from Melbourne to Launceston Airport was subjected to an attempted hijacking shortly after takeoff. The hijacker, a passenger named David Robinson, intended to fly the aircraft into the Walls of Jerusalem National Park, located in central Tasmania. The flight attendants and passengers successfully subdued and restrained the hijacker, and the aircraft returned to Melbourne.
 * On 20 March 2009, Emirates Flight 407, an Airbus A340-500, was taking off from Melbourne Airport on Runway 16 for a flight to Dubai International Airport and failed to become airborne in the normal distance. When the aircraft was nearing the end of the runway, the crew commanded nose-up sharply, causing its tail to scrape along the runway as it became airborne, during which smoke was observed in the cabin. The crew dumped fuel over Port Phillip Bay and successfully returned to Melbourne. The damage caused to the airport was considered substantial, with a damaged strobe light at the end of the runway as well as an antenna on the localiser, which led to the ILS being out of service for some time causing some disruptions to the airport's operation.
 * On 11 October 2022, a security breach occurred at the airport, with a Qantas spokesperson saying that "A passenger appears to have inadvertently passed from an unscreened area to a screened area of the airport in Melbourne". Australian Federal Police shut down a section of the airport, and ordered all passengers in the terminal be rescreened, including those already on planes waiting to take off.
 * In December 2023, it was confirmed that two planes had near misses at Melbourne Airport back in September the same year. There was construction work on one of the runways, leading to closure of a section of runway. In one case, a Malaysia Airlines plane took off about two hundred metres before construction workers and equipment. In the other case, a Bamboo Airlines plane took off narrowly missing construction workers and equipment (3 metres).

Awards and accolades
Melbourne Airport has received numerous awards. The International Air Transport Association ranked Melbourne among the top five airports in the world in 1997 and 1998. In 2003, Melbourne received the IATA's Eagle Award for service and two National Tourism Awards for tourism services.

The airport has received recognition in other areas. It has won national and state tourism awards, and Singapore Airlines presented the airport with the Service Partner Award and Premier Business Partner Award in 2002 and 2004, respectively. In 2006, the airport won the Australian Construction Achievement Award for the runway widening project, dubbed "the most outstanding example of construction excellence for 2006". In 2012, Parkroyal Melbourne Airport was awarded for the best airport hotel in Australia/the Pacific by Skytrax. According to Skytrax World's Top 100 Airports List, Melbourne Airport has improved from ranked 43rd in 2012 to 27th in 2018.

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Gnatcatcher

The gnatcatchers are a family of small passerine birds called Polioptilidae. The 21 species occur in North and South America (except for the far south and the high Andean regions). Most species of this mainly tropical and subtropical group are resident, but the blue-grey gnatcatcher of the United States and southern Canada migrates south in winter. They are close relatives of the wrens.

Description
These dainty birds are intermediate between Old World warblers and wrens in their structure and habits, moving restlessly through foliage seeking insects. The gnatcatchers are mainly soft bluish grey in color, and have the typical insectivore's long sharp bill. Many species have distinctive black head patterns (especially males) and long, regularly cocked, black-and-white tails. The skulking gnatwrens are browner, more thickset, and with proportionally shorter tails and longer bills.

Distribution and habitat
They are distributed from North to South America, with the exception of the far south and high Andean regions. Gnatwrens typically occur in the undergrowth of dense, often humid, forest, while gnatcatchers, depending on the species involved, occur in anything from dry scrubby habitats (e.g. the California gnatcatcher) to the canopy of humid Amazonian forest (e.g. the Guianan gnatcatcher). The North American species nest in bushes or trees, but the breeding behavior of several of the Neotropical species is essentially unknown.

Taxonomy and systematics
A species new to science, the critically endangered Iquitos gnatcatcher Polioptila clementsi, was first described in 2005. This species is a member of the Guianan gnatcatcher Polioptila guianensis complex, which recently has been proposed split into three species (four with the Iquitos gnatcatcher), but not all authorities have accepted this (e.g. SACC). Furthermore, other groups should possibly be split, notably the tropical gnatcatcher Polioptila plumbea and masked gnatcatcher Polioptila dumicola complexes, but at present scientific papers on these matters are lacking.

The family contains 21 species divided into 3 genera:
 * Ramphocaenus (2 species) – gnatwrens
 * Microbates (2 species) – gnatwrens
 * Polioptila (17 species) – gnatcatchers

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Gnatcatcher


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Sivan

Sivan (Hebrew:, Standard Sīvan, Tiberian Sīwān; from Akkadian simānu, meaning "Season; time") is the ninth month of the civil year and the third month of the religious year on the Hebrew calendar. It is a month of 30 days. Sivan usually falls in May–June on the Gregorian calendar.

Along with all other current, post-biblical Jewish month names, Sivan was adopted during the Babylonian captivity. In the Babylonian calendar it was named Araḫ Simanu.

Holidays

 * 6–7 Sivan – Shavuot

In Jewish history

 * 1 Sivan (1096) – Worms Jews massacred as part of the Rhineland massacres by the First Crusade during morning prayers after taking refuge in a local castle. (see "Iyar in Jewish History" for Iyar 8.)
 * 4 Sivan (c. 1040 BCE) – Birth of David.
 * 6 Sivan (c. ?) - Birth of the Seventh Antediluvian Patriarch/Hero Enoch.
 * 6 Sivan (c. 1313 BCE) – The Torah was given to Moses at Mount Sinai and thus observed as the holiday of Shavuot.
 * 6 Sivan (c. 940 BCE) - Death of David.
 * 6 Sivan (1760) – Death of Baal Shem Tov
 * 6 Sivan (1940) – Death of Rabbi Yaakov Yehuda Aryeh Leib Frenkel
 * 7 Sivan (c. 1233 BCE) – Moses was "drawn out" of the water at three months old, and thus given the name "Moshe" also observed on the holiday of Shavuot.
 * 7 Sivan (1834) – 1834 looting of Safed breaks out
 * 7 Sivan (1966) – Death of Rabbi Yisroel Moshe Olewski
 * 13 Sivan (1648) – Cossack riots begin with the Khmelnytsky Uprising pogrom
 * 20 Sivan (1171) – The first blood libel in France – tens of Jewish men and women were burned alive in the French town of Blois on the accusation that Jews used the blood of Christian children in the preparation of matzah for Passover. Commemorated by Twentieth of Sivan, which also marks anniversary of Khmelnytsky Uprising.
 * 23 Sivan (474 BCE) – Mordecai and Esther sent letters so that the Jews shall prepare themselves for the annihilation plan orchestrated by Haman to be committed against them on the 13th of the following Adar.
 * 27 Sivan (1790) – "Purim of Florence" – a celebration set to celebrate this day when Florentine Jews were saved from a mob.

title: Sivan


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Elul

Elul (Hebrew:, Standard ʾElūl, Tiberian ʾĔlūl) is the twelfth month of the civil year and the sixth month of the religious year in the Hebrew calendar. It is a month of 29 days. Elul usually occurs in August–September on the Gregorian calendar.

Etymology
The name of the month Elul, like the names of the rest of the Hebrew calendar months, was brought from the Babylonian captivity, and originated from the Akkadian word for "harvest". A similar month name was also used in Akkadian, in the form Elūlu. The month is known as Araḫ Ulūlu "harvest month" in the Babylonian calendar. The only difference is that in the Babylonian calendar, Ulūlu can serve as a leap month, while in the Jewish calendar, only Adar can serve as a leap month.

Eylül is also the name for September in Turkish; this is derived from أيلول ʾAylūl, used in Iraq and the Levant (see Arabic names of Gregorian months), from, also tracing its origin from the Akkadian word Elūlu. In Hebrew, a popular backronym for Elul is from a verse in the Song of Songs: Ani LeDodi VeDodi Li (Chapter 6, verse 3A).

Customs
In Jewish tradition, the month of Elul is a time of repentance in preparation for the High Holy Days of Rosh Hashanah and Yom Kippur. The word "Elul" is similar to the root of the verb "search" in Aramaic. Jewish sources from the 14th century and on write that the Hebrew word "Elul" can be understood to be an bacronym for the phrase "Ani L'dodi V'dodi Li" – "I am my beloved's and my beloved is mine", referring to one's relationship with God. Elul is seen as a time to search one's heart and draw close to God in preparation for the coming Day of Judgement, Rosh Hashanah, and Day of Atonement, Yom Kippur. Rabbi Shneur Zalman of Liadi compared, by way of analogy, the month of Elul to a king visiting his peasants in the field before returning to his palace.

During the month of Elul, there are a number of special rituals leading up to the High Holy Days. It is customary to blow the shofar every morning (except on Shabbat) from Rosh Hodesh Elul (the first day of the month) until the day before Rosh Hashanah. The blasts are meant to awaken one's spirits and inspire believers to begin the soul searching which will prepare them for the High Holy Days. As part of this preparation, Elul is the time to begin the sometimes-difficult process of granting and asking for forgiveness. It is also customary to recite a Psalm 27 every day from Rosh Hodesh Elul through Hoshanah Rabbah on Sukkot (in Tishrei).

Aside from the blowing of the shofar, the other significant ritual practice during Elul is to recite selichot (special penitential prayers) either every morning before sunrise beginning on the Sunday immediately before Rosh Hashanah, or, if starting Sunday would not afford four days of selichot, then the Sunday one week prior (Ashkenazi tradition) or every morning during the entire month of Elul (Sephardi tradition). Ashkenazi Jews begin the recitation of selichot with a special service on Saturday night between solar mid-night (not 12:00) and morning light on the first day of Selichot.

Many Jews also visit the graves of loved ones throughout the month in order to remember and honor those people in our past who inspire us to live more fully in the future.

Another social custom is to begin or end all letters written during the month of Elul with wishes that the recipient have a good year. The standard blessing is "K'tiva VaHatima Tova" ("a good writing and sealing [of judgement]"), meaning that the person should be written and sealed in the Book of Life for a good year. Tradition teaches that on Rosh Hashanah, each person is written down for a good or a poor year, based on their actions in the previous one, and their sincere efforts at atoning for mistakes or harm. On Yom Kippur, that fate is "sealed."

In Jewish history

 * 1 Elul (1313 BCE) – Moses ascends Mount Sinai for 3rd set of 40 days
 * 1 Elul (520 BCE) – The Prophet Haggai commands that the rebuilding of the Second Temple continue
 * 2 Elul (1555) – Shulchan Aruch published
 * 3 Elul (1935) – Death of Abraham Isaac Kook
 * 5 Elul – Ezekiel the prophet has a prophecy of the destruction of Solomon's Temple
 * 10 Elul (2105 BCE) – Noah dispatches raven
 * 12 Elul (1294) – Birth of Nachmanides
 * 12 Elul (1945) – Rabbi Shlomo Zev Zweigenhaft publicly performs the first shechitah on German soil since it was outlawed by the Nazis in 1933.
 * 13 Elul (1909) – Death of Yosef Hayyim

 * 14 Elul (1983) – Birth of Shlomo Rafuel Ben Moshe Dovid

 * 15 Elul (1964) – birth of Watson de Emmanuel, OBE
 * 17 Elul (2105 BCE) – Noah dispatches dove
 * 18 Elul (1609) – Death of Judah Loew ben Bezalel
 * 18 Elul (1698) – Birth of Baal Shem Tov
 * 18 Elul (1745) – Birth of rabbi Shneur Zalman of Liadi
 * 23 Elul (2105 BCE) – Dove brings olive Leaf to Noah
 * 23 Elul (1942) – Death of the Grand Rabbi of Aleksander, Yitzchak Menachem Danziger, in Treblinka
 * 23 Elul (1978) – Vladimir Horowitz Golden Jubilee Concert was broadcast live by NBC from Avery Fisher Hall of New York Philharmonic conducted by Zubin Mehta
 * 23 Elul (2001) – September 11 attacks
 * 24 Elul (1933) – Death of Israel Meir Kagan
 * 25 Elul (3761 BCE) – The 1st day of the world according to the Genesis creation narrative
 * 25 Elul (335 BCE) – Jerusalem Walls Rebuilt
 * 25 Elul (2nd century CE) – Death of Eleazar ben Simeon, son of Simeon bar Yochai
 * 27 Elul (1855 CE) – Death of Sholom Rokeach
 * 28 Elul (1983 CE) – Death of Rabbi Yoel Halpern
 * 29 Elul (1789 CE) – Birth of Menachem Mendel Schneersohn

title: Elul


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Sovereign (British coin)

The sovereign is a British gold coin with a nominal value of one pound sterling (£1) and contains 0.2354 troy oz of pure gold. Struck since 1817, it was originally a circulating coin that was accepted in Britain and elsewhere in the world; it is now a bullion coin and is sometimes mounted in jewellery. In addition, circulation strikes and proof examples are often collected for their numismatic value. In most recent years, it has borne the design of Saint George and the Dragon on the reverse; the initials (B P) of the designer, Benedetto Pistrucci, are visible to the right of the date.

The coin was named after the English gold sovereign, which was last minted about 1603, and originated as part of the Great Recoinage of 1816. Many in Parliament believed a one-pound coin should be issued rather than the 21-shilling guinea that was struck until that time. The Master of the Mint, William Wellesley Pole had Pistrucci design the new coin; his depiction was also used for other gold coins. Originally, the coin was unpopular because the public preferred the convenience of banknotes but paper currency of value £1 was soon limited by law. With that competition gone, the sovereign became a popular circulating coin, and was used in international trade and overseas, being trusted as a coin containing a known quantity of gold.

The British government promoted the use of the sovereign as an aid to international trade, and the Royal Mint took steps to see lightweight gold coins withdrawn from circulation. From the 1850s until 1932, the sovereign was also struck at colonial mints, initially in Australia and later in Canada, South Africa and India—they have again been struck in India for the local market since 2013, in addition to the production in Britain by the Royal Mint. The sovereigns issued in Australia initially carried a unique local design but by 1887, all new sovereigns bore Pistrucci's George and Dragon design. Strikings there were so large that by 1900, about forty per cent of the sovereigns in Britain had been minted in Australia.

With the start of the First World War in 1914, the sovereign vanished from circulation in Britain; it was replaced by paper money and did not return after the war, though issues at colonial mints continued until 1932. While it faded out of usage in Britain, the sovereign was still used in the Middle East and demand rose in the 1950s, to which the Royal Mint eventually responded by striking new sovereigns in 1957. Since then, it has been struck both as a bullion coin and beginning in 1979 for collectors. Although the sovereign is no longer in circulation, it – along with the half sovereign, double sovereign and quintuple sovereign – is still legal tender in the United Kingdom, having survived the decimalisation of the pound in 1971.

Background and authorisation

There had been an English coin known as the sovereign, first authorised by Henry   VII in 1489. It had a diameter of 42 mm, and weighed 15.55 g, twice the weight of the existing gold coin, the ryal. The new coin was struck in response to a large influx of gold into Europe from West Africa in the 1480s, and Henry at first called it the double ryal, but soon changed the name to sovereign. Too great in value to have any practical use in circulation, the original sovereign likely served as a presentation piece to be given to dignitaries.

The English sovereign, the country's first coin to be valued at one pound, was struck by the monarchs of the 16th century, the size and fineness often being altered. James I, when he came to the English throne in 1603, issued a sovereign in the year of his accession, but the following year, soon after he proclaimed himself King of Great Britain, France and Ireland, he issued a proclamation for a new twenty-shilling piece. About ten per cent lighter than the final sovereigns, the new coin was called the unite, symbolising that James had merged the Scottish and English crowns.

In the 1660s, following the Restoration of Charles II and the mechanisation of the Royal Mint that quickly followed, a new twenty-shilling gold coin was issued. It had no special name at first but the public soon nicknamed it the guinea and this became the accepted term. Coins were at the time valued by their precious metal content, and the price of gold relative to silver rose soon after the guinea's issuance. Thus, it came to trade at 21 shillings or even sixpence more. Popular in commerce, the coin's value was set by the government at 21 shillings in silver in 1717, and was subject to revision downwards, though in practice this did not occur. The term sovereign, referring to a coin, fell from use—it does not appear in Samuel Johnson's dictionary, compiled in the 1750s.

The British economy was disrupted by the Napoleonic Wars, and gold was hoarded. Among the measures taken to allow trade to continue was the issue of one-pound banknotes. The public came to like them as more convenient than the odd-value guinea. After the war, Parliament, by the Coinage Act 1816, placed Britain officially on the gold standard, with the pound to be defined as a given quantity of gold. Almost every speaker supported having a coin valued at twenty shillings, rather than continuing to use the guinea. Nevertheless, the Coinage Act did not specify which coins the Mint should strike. A committee of the Privy Council recommended gold coins of ten shillings, twenty shillings, two pounds and five pounds be issued, and this was accepted by George, Prince Regent on 3   August 1816. The twenty-shilling piece was named a sovereign, with the resurrection of the old name possibly promoted by antiquarians with numismatic interests.

Creation

William Wellesley Pole, elder brother of the Duke of Wellington, was appointed Master of the Mint (at that time a junior government position) in 1812, with a mandate to reform the Royal Mint. Pole had favoured retaining the guinea, due to the number extant and the amount of labour required to replace them with sovereigns. Formal instruction to the Mint came with an indenture dated February 1817, directing the Royal Mint to strike gold sovereigns. As one troy pound (12 troy ounces) of 22-karat gold used to be minted into 44$1/undefined$ guineas worth 44.5*£1$1/undefined$ = £46$29/40$, each troy pound of 22K gold was henceforth minted into 46.725 sovereigns, with each coin weighing 7.98805 g and containing 7.32238 g fine gold.

The Italian sculptor Benedetto Pistrucci came to London early in 1816. His talent opened the doors of the capital's elite, among them Lady Spencer, who showed Pistrucci a model in wax of Saint George and the Dragon by Nathaniel Marchant and commissioned him to reproduce it in the Greek style as part of her husband's regalia as a Knight of the Garter. Pistrucci had already been thinking of such a work, and he produced the cameo. The model for the saint was an Italian waiter at Brunet's Hotel in Leicester Square, where he had stayed after coming to London.

In 1816, Pole hired Pistrucci to create models for the new coinage. After completing Lady Spencer's commission, by most accounts, Pistrucci suggested to Pole that an appropriate subject for the sovereign would be Saint George. He created a head, in jasper, of King George III, to be used as model for the sovereign and the smaller silver coins. He had prepared a model in wax of Saint George and the Dragon for use on the crown; this was adapted for the sovereign. The Royal Mint's engravers were not able to successfully reproduce Pistrucci's imagery in steel, and the sculptor undertook the engraving of the dies himself.

Pistrucci's George and Dragon design

Pistrucci's design for the reverse of the sovereign features Saint George on horseback. His left hand clutches the rein of the horse's bridle, and he does not wear armour, other than on his lower legs and feet, with his toes bare. Further protection is provided by the helmet, with, on early issues, a streamer or plume of hair floating behind. Also flowing behind the knight is his chlamys, or cloak; it is fastened in front by a fibula. George's right shoulder bears a balteus for suspending the gladius, the sword that he grasps in his right hand. He is otherwise naked—the art critic John Ruskin later considered it odd that the saint should be unclothed going into such a violent encounter. The saint's horse appears to be half attacking, half shrinking from the dragon, which lies wounded by George's spear and in the throes of death.

The original 1817 design had the saintly knight still carrying part of his broken spear. This was changed to a sword when the garter that originally surrounded the design was eliminated in 1821, and George is intended to have broken his spear earlier in the encounter with the dragon. Also removed in 1821 was the plume of hair, or streamer, behind George's helmet; it was restored in 1887, modified in 1893 and 1902, and eliminated in 2009.

The George and Dragon design is in the Neoclassical style. When Pistrucci created the coin, Neoclassicism was all the rage in London, and he may have been inspired by the Elgin Marbles, which were exhibited from 1807, and which he probably saw soon after his arrival in London. Pistrucci's sovereign was unusual for a British coin of the 19th century in not having a heraldic design, but this was consistent with Pole's desire to make the sovereign look as different from the guinea as possible.

Early years (1817–1837)
When the sovereign entered circulation in late 1817, it was not initially popular, as the public preferred the convenience of the banknotes the sovereign had been intended to replace. Lack of demand meant that mintages dropped from 2,347,230 in 1818 to 3,574 the following year. Another reason why few sovereigns were struck in 1819 was a proposal, eventually rejected, by economist David Ricardo to eliminate gold as a coinage metal, though making it available on demand from the Bank of England. Once this plan was abandoned in 1820, the Bank encouraged the circulation of gold sovereigns, but acceptance among the British public was slow. As difficulties over the exchange of wartime banknotes were overcome, the sovereign became more popular, and with low-value banknotes becoming scarcer, in 1826 Parliament prohibited the issuance of notes with a value of less than five pounds in England and Wales.

The early sovereigns were heavily exported; in 1819, Robert Peel estimated that of the some £5,000,000 in gold struck in France since the previous year, three-quarters of the gold used had come from the new British coinage, melted down. Many more sovereigns were exported to France in the 1820s as the metal alloyed with the gold included silver, which could be profitably recovered, with the gold often returned to Britain and struck again into sovereigns. Beginning in 1829, the Mint was able to eliminate the silver, but the drain on sovereigns from before then continued.

George III died in January 1820, succeeded by George, Prince Regent, as George IV. Mint officials decided to continue to use the late king's head on coinage for the remainder of the year. For King George   IV's coinage, Pistrucci modified the George and Dragon reverse, eliminating the surrounding Garter ribbon and motto, with a reeded border substituted. Pistrucci also modified the figure of the saint, placing a sword in his hand in place of the broken lance seen previously, eliminating the streamer from his helmet, and refining the look of the cloak.

The obverse design for George   IV's sovereigns featured a "Laureate head" of George    IV, based on the bust Pistrucci had prepared for the Coronation medal. The new version was authorised by an Order in Council of 5   May 1821. These were struck every year between 1821 and 1825, but the king was unhappy with the depiction of him and requested a new one be prepared, based on a more flattering bust by Francis Chantrey. Pistrucci refused to copy the work of another artist and was barred from further work on the coinage. Second Engraver (later Chief Engraver) William Wyon was assigned to translate Chantrey's bust into a coin design, and the new sovereign came into use during 1825. It did not bear the George and Dragon design, as the new Master of the Mint, Thomas Wallace, disliked several of the current coinage designs, and had Jean Baptiste Merlen of the Royal Mint prepare new reverse designs. The new reverse for the sovereign featured the Ensigns Armorial, or royal arms of the United Kingdom, crowned, with the lions of England seen in two of the quarters, balanced by those of Scotland and the harp of Ireland. Set on the shield are the arms of Hanover, again crowned, depicting the armorial bearings of Brunswick, Lüneburg and Celle. The George and Dragon design would not again appear on the sovereign until 1871.

William IV's accession in 1830 upon the death of his brother George IV led to new designs for the sovereign, with the new king's depiction engraved by William Wyon based on a bust by Chantrey. Two slightly different busts were used, with what is usually called the "first bust" used for most 1831 circulating pieces (the first year of production) and some from 1832, with the "second bust" used for the prototype pattern coins that year, as well as for proof coins of 1831, some from 1832 and taking over entirely by 1833. The reverse shows another depiction by Merlen of the Ensigns Armorial, with the date accompanied by the Latin word Anno, or "in the year". These were struck every year until the year of the king's death, 1837.

Victorian era

The accession of Queen Victoria in 1837 ended the personal union between Britain and Hanover, as under the latter's Salic Law, a woman could not take the Hanoverian throne. Thus, both sides of the sovereign had to be changed. Wyon designed his "Young head" portrait of the Queen, which he engraved, for the obverse, and Merlen engraved the reverse, depicting the royal arms inside a wreath, and likely played some part in designing it. The new coin was approved on 26 February 1838, and with the exception of 1840 and 1867, the "shield back" sovereign was struck at the Royal Mint in London every year from 1838 to 1874. Sovereigns struck in London with the shield design between 1863 and 1874 bear small numbers under the shield, representing which coinage die was used. Records of why the numbers were used are not known to survive, with one widely printed theory that they were used to track die wear. George Frederick Ansell states in his 1870 book The Royal Mint, Its Workings, Conduct, And Operations Fully And Practically Explained that "the reverse die has been made to carry, in addition to its recognised device, a small number, with a view to determine at which coining press, and on what particular day, the numbered die was used, that bad work might be traced to an individual."

By 1850, some £94   million in sovereigns and half sovereigns had been struck and circulated widely, well beyond Britain's shores, a dispersion aided by the British government, who saw the sovereign's use as an auxiliary to their imperialist ambitions. Gold is a soft metal, and the hazards of circulation tended to make sovereigns lightweight over time. In 1838, when the legacy of James Smithson was converted into gold in preparation for transmission to the United States, American authorities requested recently-struck sovereigns, likely to maximise the quantity of gold when the sovereigns were melted after arrival in the United States.

The weight of a newly-struck sovereign was intended to be 123.274 grains (7.98805 g). It ceased to be legal currency for £1 if found to weigh less than 122$1/2$ grains  (i.e. a deficiency of 1$2,740/10,000$ pence in gold per sovereign). By the early 1840s, the Bank of England estimated that twenty per cent of the gold coins that came into its hands were lightweight. In part to boost the sovereign's reputation in trade, the Bank undertook a programme of recoinage, melting lightweight gold coins and using the gold for new, full-weight ones. Between 1842 and 1845, the Bank withdrew and had recoined some £14   million in lightweight gold, about one-third the amount of that metal in circulation. This not only kept the sovereign to standard, it probably removed most of the remaining guineas still in commerce. The unlucky holder of a lightweight gold coin could only turn it in as bullion, would lose at least 1$1/undefined$ pence because of the lightness and often had to pay an equal amount to cover the Bank of England's costs. There was also increased quality control within the Royal Mint; by 1866, every gold and silver coin was weighed individually. The result of these efforts was that the sovereign became, in Sir John Clapham's later phrase, the "chief coin of the world".

The California Gold Rush and other discoveries of the 1840s and 1850s boosted the amount of available gold and also the number of sovereigns struck, with £150   million in sovereigns and half sovereigns coined between 1850 and 1875. The wear problem continued: it was estimated that, on average, a sovereign became lightweight after fifteen years in circulation. The Coinage Act 1870 tightened standards at the Royal Mint, requiring sovereigns to be individually tested at the annual Trial of the Pyx rather than in bulk. These standards resulted in a high rejection rate for newly coined sovereigns, though less than for the half sovereign, which sometimes exceeded 50 per cent. When the Royal Mint was rebuilt in 1882, a decisive factor in shutting down production for renovation rather than moving to a new mint elsewhere was the Bank of England's report that there was an abnormally large stock of sovereigns and that no harm would result if they could not be coined in London for a year. Advances in technology allowed sovereigns to be individually weighed by automated machines at the Bank of England by the 1890s, and efforts to keep the coin at full weight were aided by an 1889 Act of Parliament which allowed redemption of lightweight gold coin at full face value, with the loss from wear to fall upon the government. The Coinage Act 1889 also authorised the Bank of England to redeem worn gold coins from before Victoria's reign, but on 22 November 1890 all gold coins from before her reign were called in by Royal Proclamation and demonetised effective 28 February 1891. Owing to an ongoing programme to melt and recoin lightweight pieces, estimates of sovereigns in trade weighing less than the legal minimum had fallen to about four per cent by 1900.

The sovereign was seen in fiction: in Dickens' Oliver Twist, Mrs Bumble is paid £25 in sovereigns for her information. Joseph Conrad, in his novels set in Latin America, refers several times to ship's captains keeping sovereigns as a ready store of value. Although many sovereigns were melted down for recoining on reaching a foreign land (as were those for the Smithsonian) it was regarded as a circulating coin in dozens of British colonies and even in nations such as Brazil and Portugal; the latter accepted it at a value of 4,500 reis.

In 1871, the Deputy Master of the Mint, Charles William Fremantle, restored the Pistrucci George and Dragon design to the sovereign, as part of a drive to beautify the coinage. The return of Saint George was approved by the Queen, and authorised by an Order in Council dated 14 January 1871. The two designs were struck side by side in London from 1871 to 1874, and at the Australian branch mints until 1887, after which the Pistrucci design alone was used. The saint returned to the rarely-struck two- and five-pound pieces in 1887, and was placed on the half sovereign in 1893. Wyon's "Young head" of Queen Victoria for the sovereign's obverse was struck from 1838 until 1887, when it was replaced by the "Jubilee head" by Joseph Boehm. That obverse was criticised and was replaced in 1893 by the "Old head" by Thomas Brock. Victoria's death in 1901 led to a new obverse for her son and successor, Edward VII by George William de Saulles, which began production in 1902; Edward's death in 1910 necessitated a new obverse for his son, George V by Bertram Mackennal. Pistrucci's George and Dragon design continued on the reverse.

Branch mint coinage

The 1851 discovery of gold in Australia quickly led to calls from the local populace for the establishment of a branch of the Royal Mint in the colonies there. Authorities in Adelaide did not wait for London to act, but set up an assay office, striking what became known as the "Adelaide Pound". In 1853, an Order in Council approved the establishment of the Sydney Mint; the Melbourne Mint would follow in 1872, and the Perth Mint in 1899. The act which regulated currency in New South Wales came into force on 18 July 1855 and stipulated that the gold coins were to be called sovereigns and half sovereigns. They were also to be the same weight, fineness and value as other sovereigns.

Early issues for Sydney, until 1870, depicted a bust of Victoria similar to those struck in Britain, but with a wreath of banksia, native to Australia, in her hair. The reverse was distinctive as well, with the name of the mint, the word AUSTRALIA and the denomination ONE SOVEREIGN on the reverse. These coins were not initially legal tender outside Australia, as there were concerns about the design and about the light colour of the gold used (due to a higher percentage of silver in the alloy) but from 1866 Australian sovereigns were legal tender alongside those struck in London. Beginning in 1870, the designs were those used in London, though with a mint mark "S" or "M" (or, later, "P") denoting their origin. The mints at Melbourne and Sydney were allowed to continue striking the shield design even though it had been abandoned at the London facility, and did so until 1887 due to local popularity. The large issues of the colonial mints meant that by 1900, about forty per cent of the sovereigns circulating in Britain were from Australia. Dies for the Australian coinage were made at London.

Following the Klondike Gold Rush, the Canadian Government asked for the establishment of a Royal Mint branch in Canada. It was not until 1908 that what is now the Royal Canadian Mint, in Ottawa, opened, and it struck sovereigns with the mint mark "C" from 1908 to 1919, except 1912 and 1915, each year in small numbers. Branch mints at Bombay (1918; mint mark "I") and Pretoria (1923–1932; mint mark "SA") also struck sovereigns. Melbourne and Perth stopped striking sovereigns after 1931, with Sydney having closed in 1926. The 1932 sovereigns struck at Pretoria were the last to be issued intended as currency at their face value.

To address the high demand for gold coins in the Indian market, which does not allow gold coins to be imported, the minting of gold sovereigns in India with mint mark I has resumed since 2013. Indian/Swiss joint venture company MMTC-PAMP mints under licence in its facility close to Delhi with full quality control from the Royal Mint. The coins are legal tender in the United Kingdom.

Trade coin (1914–1979)

In the late 19th century, several Chancellors of the Exchequer had questioned the wisdom of having much of Britain's stock of gold used in coinage. Lord Randolph Churchill proposed relying less on gold coinage and moving to high-value silver coins, and the short-lived double florin or four-shilling piece is a legacy of his views. Churchill's successor, George Goschen, urged issuing banknotes to replace the gold coins, saying he preferred £20   million in gold in the Bank of England to thirty million sovereigns in the hands of the public. Fears that widespread forgery of banknotes would shake confidence in the pound ended his proposal.

In March 1914, John Maynard Keynes noted that the large quantities of gold arriving from South Africa were making the sovereign even more important. "The combination of the demand for sovereigns in India and Egypt with London's situation as the distributing centre of the South African gold is rapidly establishing the sovereign as the predominant gold coin of the world. Possibly it may be destined to hold in the future the same kind of international position as was held for several centuries, in the days of a silver standard, by the Mexican dollar."

As Britain moved towards war in the July Crisis of 1914, many sought to convert Bank of England notes into gold, and the bank's reserves of the metal fell from £27   million on 29 July to £11    million on 1    August. Following the declaration of war against Germany on 4   August, the government circulated one-pound and ten-shilling banknotes in place of the sovereign and half sovereign. Restrictions were placed on sending gold abroad, and the melting-down of coin made an offence. Not all were enthusiastic about the change from gold to paper: J.J. Cullimore Allen, in his 1965 book on sovereigns, recalled meeting his first payroll after the change to banknotes, with the workers dubious about the banknotes and initially asking to be paid in gold. Allen converted five sovereigns from his own pocket into notes, and the workers made no further objection. Conversion into gold was not forbidden, but the Chancellor, David Lloyd George, made it clear that such actions would be unpatriotic and would harm the war effort. Few insisted on payment in gold in the face of such appeals, and by mid-1915, the sovereign was rarely seen in London commerce. The coin was depicted on propaganda posters, which urged support for the war.

Although sovereigns continued to be struck at London until the end of 1917, they were mostly held as part of the nation's gold reserves, or were paid out for war debts to the United States. They were still used as currency in some foreign countries, especially in the Middle East. Sovereigns continued to be struck at the Australian mints, where different economic circumstances prevailed. After the war, the sovereign did not return to commerce in Britain, with the pieces usually worth more as gold than as currency. In 1925, the Chancellor, Winston Churchill, secured the passage of the Gold Standard Act 1925, restoring Britain to that standard, but with gold to be kept in reserve rather than as a means of circulation. The effort failed—Churchill regarded it as the worst mistake of his life—but some lightweight sovereigns were melted and restruck dated 1925, and were released only later. Many of the Australian pieces struck in the postwar period were to back currency, while the South African sovereigns were mostly for export and to pay workers at the gold mines.

By the time Edward VIII came to the throne in 1936, there was no question of issuing sovereigns for circulation, but pieces were prepared as part of the traditional proof set of coins issued in the coronation year. With a bust of King Edward by Humphrey Paget and the date 1937, these sovereigns were not authorised by royal proclamation prior to Edward VIII's abdication in December 1936, and are considered pattern coins. Extremely rare, one sold in 2020 for £1,000,000, setting what was then a record (since broken) for a British coin. Sovereigns in proof condition dated 1937 were struck for Edward's brother and successor, George VI, also designed by Paget, the only sovereigns to bear George's effigy. The 1925-dated George   V sovereign was restruck in 1949, 1951 and 1952, lowering the value of the original, of which only a few had hitherto been known. These were struck to meet the need for sovereigns, and to maintain the skills of the Royal Mint in striking them.

The sovereign remained popular as a trade coin in the Middle East and elsewhere following the Second World War. The small strikings of 1925-dated sovereigns in the postwar period were not enough to meet the demand, which was met in part by counterfeiters in Europe and the Middle East, who often put full value of gold in the pieces. A counterfeiting prosecution was brought, to which the defence was made that the sovereign was no longer a current coin. The judge directed an acquittal although the sovereign remained legal tender under the Coinage Act 1870.

Sovereigns were struck in 1953, the coronation year of Elizabeth II, bearing the portrait of her by Mary Gillick, though the gold pieces were placed only in the major museums. A 1953 sovereign sold at auction in 2014 for £384,000. In 1957, the Treasury decided to defend the status of the sovereign, both by continuing prosecutions and by issuing new pieces with the current date. Elizabeth   II sovereigns bearing Gillick's portrait were struck as bullion pieces between 1957 and 1959, and from 1962 to 1968. The counterfeiting problem was minimised by the striking of about 45,000,000 sovereigns by 1968, and efforts by Treasury solicitors which resulted in the sovereign's acceptance as legal tender by the highest courts of several European nations. In 1966, the Wilson government placed restrictions on the holding of gold coins to prevent hoarding against inflation, with collectors required to obtain a licence from the Bank of England. This proved ineffective, as it drove gold dealing underground, and was abandoned in 1970.

The sovereign's role in popular culture continued: in the 1957 novel From Russia, with Love, Q issues James Bond with a briefcase, the handle of which contains 50 sovereigns. When held at gunpoint on the Orient Express by Red Grant, Bond uses the gold to distract Grant, leading to the villain's undoing. The sovereign survived both decimalisation and the Royal Mint's move from London to Llantrisant, Wales. The last of the Gillick sovereigns had been struck in 1968; when production resumed in 1974, it was with a portrait by Arnold Machin. The last coin minted at Tower Hill, in 1975, was a sovereign.

Bullion and collectors coin (1979–present)
From 1979, the sovereign was issued as a coin for the bullion market, but was also struck by the Royal Mint in proof condition for collectors, and this issuance of proof coins has continued annually. In 1985, the Machin portrait of Elizabeth was replaced by one by Raphael Maklouf. Striking of bullion sovereigns had been suspended after 1982, and so the Maklouf portrait, struck every year but 1989 until the end of 1997, is seen on the sovereign only in proof condition. In 1989, a commemorative sovereign, the first, was issued for the 500th anniversary of Henry   VII's sovereign. The coin, designed by Bernard Sindall, evokes the designs of that earlier piece, showing Elizabeth enthroned and facing front, as Henry appeared on the old English sovereign. The reverse of the 1489 piece depicts a double Tudor rose fronted by the royal arms; a similar design with updated arms graces the reverse of the 1989 sovereign.

Ian Rank-Broadley designed the fourth bust of Elizabeth to be used on the sovereign, and this went into use in 1998 and was used until 2015. Bullion sovereigns began to be issued again in 2000, and this has continued. A special reverse design was used in 2002 for the Golden Jubilee, with an adaptation of the royal arms on a shield by Timothy Noad recalling the 19th-century "shield back" sovereigns. The years 2005 and 2012 (the latter, Elizabeth's Diamond Jubilee) saw interpretations of the George and Dragon design, the first by Noad, the later by Paul Day. Day’s design was used for the first strike-on-the-day sovereign which commemorated the jubilee. In 2009, the reverse was re-engraved using tools from the reign of George   III in the hope of better capturing Pistrucci's design. A new portrait of the Queen by Jody Clark was introduced during 2015, and some sovereigns were issued with the new bust. The most recent special designs, in 2016 and 2017, were only for collectors. The 2016 collector's piece, for Elizabeth's 90th birthday, has a one-year-only portrait of her on the obverse designed by James Butler. The 2017 collector's piece returned to Pistrucci's original design of 1817 for the modern sovereign's 200th birthday, with the Garter belt and motto. A piedfort was also minted, and the bullion sovereign struck at Llantrisant, though retaining the customary design, was given a privy mark with the number 200. For 2022, a reverse design by Noad in honour of Elizabeth's Platinum Jubilee, depicting his interpretation of the Royal Coat of Arms was used.

Following the death of Elizabeth II in September 2022, the Royal Mint announced the issue of sovereigns showing the new king, Charles III, on the obverse, and with a depiction of the Royal Arms by Clark, chosen in memory of Elizabeth and her long reign. When they began accepting orders on 15 November, there was such demand that visitors to the Mint's website were placed in virtual queues. For the Coronation of Charles III in May 2023, the Royal Mint issued sovereigns showing a crowned bust of the king, with the Pistrucci reverse. Both the crowned bust and the uncrowned one first issued in 2022 were designed by Martin Jennings. For 2024, Jennings' uncrowned portrait of Charles was paired with Pistrucci's reverse on each of the five sovereign denominations struck in proof, from the quarter sovereign to the five-pound piece.

Collecting, other use and tax treatment

Many of the variant designs of the sovereign since 1989 have been intended to appeal to coin collectors, as have the other gold coins based on the sovereign, from the quarter sovereign to the five-sovereign piece. To expedite matters, the Royal Mint is authorised to sell gold sovereigns directly to the public, rather than having its output channelled through the Bank of England as was once the case. As a legal tender coin, the sovereign is exempt from capital gains tax for UK residents.

As well as being used as a circulating coin, the sovereign has entered fashion: some men in the 19th century placed one on their pocket watch chains (seen as a sign of integrity), and others carried them in a small purse linked to the chain. These customs vanished with the popularisation of the wrist watch. Women also have worn sovereigns, as bangles or ear rings. In the 21st century, the wearing of a sovereign ring has been seen as a sign of chav culture.

The staff carried by the Gentleman or Lady Usher of the Black Rod (known as Black Rod) as a symbol of office, and used to strike the door of the House of Commons of the United Kingdom during the State Opening of Parliament, has a sovereign inset into one of its ends.

Coin auction houses deal in rare sovereigns of earlier date, as do specialist dealers. As well as the 1937 Edward   VIII and 1953 Elizabeth    II sovereigns, rare dates in the series include the 1819, and the 1863 piece with the number "827" on the obverse in place of William Wyon's initials. The 827 likely is an ingot number, used for some sort of experiment, though research has not conclusively established this. Few 1879 sovereigns were struck at London, and those that remain are often well-worn. Only 24,768 of the Adelaide Pound were struck; surviving specimens are rare and highly prized. The sovereign itself has been the subject of commemoration; in 2005, the Perth Mint issued a gold coin with face value A$25, reproducing the reverse design of the pre-1871 Sydney Mint sovereigns.

Strike-on-the-Day
Strike-on-the-day pieces are limited edition coins, mostly sovereigns, that were struck by the Royal Mint on the specific day of the occasion celebrated. The coins are issued in a brilliant uncirculated condition or matte finish. Strike-on-the-day sovereigns are often minted with a plain edge, differentiating them from other, milled-edge sovereigns.

title: Sovereign (British coin)


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Cape Town International Airport

Cape Town International Airport  is the primary international airport serving the city of Cape Town, and is the second-busiest airport in South Africa and fifth-busiest in Africa. Located approximately 20 km from the city center, the airport was opened in 1954 to replace Cape Town's previous airport, Wingfield Aerodrome. Cape Town International Airport is the only airport in the Cape Town metropolitan area that offers scheduled passenger services. The airport has domestic and international terminals, linked by a common central terminal.

The airport has direct flights from South Africa's other two main urban areas, Johannesburg and Durban, as well as flights to smaller centers in South Africa. Internationally, it has direct flights to several destinations in Africa, the Middle East, Asia, Europe, South America and the United States. The air route between Cape Town and Johannesburg was the world's ninth-busiest air route in 2011 with an estimated 4.5 million passengers.

History
D.F. Malan Airport was opened in 1954, a year after Jan Smuts Airport (now O. R. Tambo International Airport) on the Witwatersrand, near Johannesburg, opened. The airport replaced Cape Town's previous airport, Wingfield Aerodrome. Originally named after the then South African prime minister, it initially offered two international flights: a direct flight to Britain and a second flight to Britain via Johannesburg.

With the fall of apartheid in the early 1990s, ownership of the airport was transferred from the state to the newly formed Airports Company South Africa, and the airport was renamed to the politically neutral Cape Town International Airport. South African Airways launched a route to Miami in December 1992. In January 2000, the carrier replaced it with a flight to Atlanta, whose outbound leg from Cape Town included a stop in Fort Lauderdale.

The first years of the twenty-first century saw tremendous growth at the airport; from handling 6.2 million passengers per annum in 2004–05, the airport peaked at 8.4 million passengers per annum in 2007–08 before falling back to 7.8 million in 2008–09. In June 2008, Delta Air Lines started a flight to New York via Dakar. It used a Boeing 767 on the route. Delta began flying to Atlanta instead the following June. The company terminated the route in September 2009. In December 2011, Malaysia Airlines discontinued its service to Buenos Aires.

In 2016, the airport saw a 29% increase in international arrivals; 2016 also saw the airport handle 10 million passengers per annum. United Airlines commenced seasonal flights to Newark on a Boeing 787 in December 2019. The route became year-round in 2022. In October 2023, South African Airways inaugurated a link to São Paulo.

Name change
On 16 April 2018, it was reported in the Cape Times that the Minister of Transport, Bonginkosi Nzimande, had directed ACSA on 22 March 2018 to change the name of Cape Town International Airport to Nelson Mandela International Airport. The name change was discussed and as yet no name change had been published in the Government Gazette.

On 5 March 2019, the EFF filed a motion in Parliament calling for the renaming of Cape Town International Airport after anti-apartheid icon Winnie Madikizela-Mandela. While members of the Khoi community pushed for the airport to be named after the! Uriǁ'aeǀona translator and cultural icon Krotoa. One of the arguments of the opposition was that Parliament is not constitutionally empowered to resolve any name change and that it was the responsibility of the South African Geographical Names Council (SAGNC) to deal with name changes. The motion was not successful.

Until a name change has been published in the Government Gazette, it remains Cape Town International Airport. In February 2021, the Cape Times reported that the proposed name change of the airport had been "quietly ditched".

Developments
In preparation for the 2010 FIFA World Cup, Cape Town International Airport was extensively expanded and renovated. The main focus was the development of a Central Terminal Building at a cost of R1.6 billion, which linked the formerly separate domestic and international terminals and provided a common check-in area. The departures level of the Central Terminal opened in November 2009, with the entire building opened in April 2010.

Apart from the now-completed 2010 expansion project, it had been proposed that a second runway for large aircraft be constructed at the airport, to be completed by 2015. However, this second runway has not been constructed. In May 2015, Airports Company South Africa announced a R7.7 billion expansion for the airport. The expansion includes the upgrades of the Domestic & International terminals. The expansion has been postponed indefinitely due to the drop in passenger numbers due to the global COVID-19 pandemic from 2020.

Terminals
The airport has two terminals linked together by one central terminal.

Central Terminal
The terminal building has a split-level design, with departures located on the upper floors and arrivals in the lower floors; an elevated roadway system provides vehicular access to both departures and arrivals levels. All check-in takes place within the Central Terminal Building, which contains 120 check-in desks and 20 self-service kiosks. Passengers then pass through a consolidated security screening area before dividing. Passengers flying internationally head to the northern part of the airport which is the international terminal, and passengers flying to other parts of South Africa head to the southern part of the airport to the domestic terminal.

The terminal has 10 air bridges, evenly split between domestic and international usage. Sections of lower levels of the domestic and international terminals are used for transporting passengers via bus to and from remotely parked aircraft.

Arriving passengers collect luggage in the old sections of their respective terminals, before proceeding through new passageways to the new Central Terminal Building. The terminal contains an automated baggage handling system, capable of handling 30,000 bags per hour.

Retail outlets are located on the lower (arrivals) level of the terminal at landside, as well as airside at the departure gates. Retail outlets are diverse, including foreign exchange services, bookstores, clothing retailers, grocery stores, souvenir outlets and duty-free in international departures. Restaurants within the terminal building are located on the upper (3rd) level above the departures level, which includes what is purported to be the largest Spur restaurant on the African continent, at 1080 m2. The restaurant level overlooks the airside of the terminal, where a glass curtain wall separates the patrons from the planes three stories below. On the 4th floor is where the airport's lounges are situated. The Bidvest, as well as South African Airways lounges, can be found here.

International Terminal
The international terminal is located on the northern side of the airport. Customs and Immigration facilities, lounges, duty-free shops, restaurants, prayer rooms, conference rooms, airline offices, and chapels are located in the terminal.

Domestic Terminal
Located on the southern side of the airport, it has the same facilities as the international terminal, with the exception of Immigration facilities.

Other facilities
There are two hotels located within the airport precinct: Hotel Verde, a four-star hotel owned by Bon Hotels and ranked as "Africa's greenest hotel", and the other being Road Lodge, a budget hotel owned by the City Lodge hotel chain group. An ExecuJet facility is located near the southern end of the main runway and caters for business jets.

Passenger

 * Notes
 * Kenya Airways flights to Nairobi operate via Victoria Falls and Livingstone.
 * Flights to and from Kigali have a stopover in Harare. The airline has full traffic rights to transport passengers between Harare and Cape Town.
 * This flight operates via Johannesburg. However, this carrier does not have rights to transport passengers solely between Cape Town and Johannesburg.
 * Some Delta Air Lines flights from Atlanta to Cape Town operate via Johannesburg. However, all flights from Cape Town to Atlanta are nonstop.

Car
Cape Town International Airport is approximately 20 km from the city centre and is accessible from the N2 freeway, with Airport Approach Road providing a direct link between the N2 (at exit 16) and the airport. The airport can also be indirectly accessed from the R300 freeway via the M12, M10 and M22.

The airport provides approximately 1,424 parking spaces in the general parking area, and 1,748 parking bays in the multi-storey car park located near the domestic terminal. A new car park opened in 2010, which is located near the international terminal and provides an additional 4,000 parking spaces. The airport also offers a valet parking service.

Public transport
Transport to and from the airport is provided by metered taxis, e-hailing services (such as Uber and Bolt) and various private shuttle companies.

Rail link
There is no direct rail access to Cape Town International Airport. The Passenger Rail Agency of South Africa has proposed a 4 km rail link between the airport and Cape Town's existing suburban rail network.

title: Cape Town International Airport