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Pete Wright (musician)

Peter Wright, was bass guitar player and vocalist for anarchist punk band Crass, from 1977 until 1984. Occasionally he is credited as Pete Wrong (a play on his last name as "Wright" sounds identical to "right") on the band's record covers. After the dissolution of Crass he formed the performance art duo, Judas II.

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

title: Pete Wright (musician)


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Wikipedia:Mirrors and forks

Mirrors and forks of Wikipedia are publications that mirror (copy exactly) or fork (copy, but change parts of the material of) Wikipedia. Many correctly follow the licensing terms; however, many others fail – accidentally or intentionally – to place the notice required by these terms. Such pages are listed in subpages grouped alphabetically – see section below. If you find such links, please add them here. the subpages listed a total of 1030 mirrors and forks of Wikipedia.

Things you need to know

 * Using these mirrors and forks on Wikipedia
 * Copies of Wikipedia are not reliable sources and not acceptable external links in articles per the verifiability policy. Articles that use a republished work as a source should be edited to either remove the work or to tag the source with Circular-ref. Leave backwardscopy on the article's talk page to identify Wikipedia as the original source.

 * Copyright status of mirrors and forks
 * Every contribution to the English Wikipedia has been licensed for re-use, including commercial, for-profit websites. Republication is not necessarily a breach of copyright, so long as the appropriate licenses are complied with.

 * Effect of non-compliance with licenses
 * If the license is not complied with, then the republication is a copyright violation. You own the copyright to your contributions, not the Wikimedia Foundation. Legally, the Wikimedia Foundation is in the same position as the republishers (except that the WMF always complies with your license terms), because the WMF is republishing your copyrighted content under your license. If someone violates the terms of the license, then enforcement needs to come from the copyright owner. Consequently, complaints about violations need to be made by a person who actually wrote part of the improperly republished material. See for one typical method for dealing with publishers who violate your copyright. If your own copyright has not been violated, then you may contact one or more of the editors who own the copyright for the material in question, and suggest that they follow the steps in the suggested process. The Wikimedia Foundation and the community cannot do this on behalf of the copyright owner.

How to list new mirrors
List new mirrors in the appropriate alphabetical section:

#ABC – DEF – GHI – JKL – MNO – PQR – STU – VWXYZ

Also include them on the CC BY-SA Compliance (most sites) or GFDL compliance pages (if they say they comply with that license).

Archiving mirrors
If a mirror link is permanently offline, it should be copied to the archive page. A site is permanently offline if the domain has expired or the domain has been transferred to a new owner.

License
Wikipedia's main license, the Creative Commons Attribution-ShareAlike License (CC BY-SA), requires that any derivative of works from Wikipedia must be released under that same license, must state that it is released under that license, and must acknowledge the contributors (which can be accomplished with a link back to that article on Wikipedia).

As of 2009, most Wikipedia text is also dual-licensed under the GNU Free Documentation License. However, this will gradually change as CC BY-SA text is imported. Thus, it is not safe for most reusers to use the GFDL. Pages identified to use imported CC content are included at Category:Articles with imported Creative Commons licensed text. The GFDL can still be used indefinitely for pages without CC BY-SA only content. Generally, the GFDL imposes requirements that are similar to the CC BY-SA but more stringent.

For details about Wikipedia's interpretation of the CC BY-SA and GFDL, see Copyrights. However, always remember that only the CC BY-SA and GFDL themselves are legally binding.

Note that all notices and/or links must be visible to all users who can see the content. Thus, CSS and JavaScript-only links and/or notices are not acceptable if the Wikipedia article is plain HTML.

The license does not apply to materials in the public domain or that is used under fair use. Also, material can be used under other terms if and only if all contributors have approved them.

The websites listed on the "compliance" pages below use content original to Wikipedia as a source for at least some of their content. Wikipedia itself is not included.

Dealing with mirrors and forks
In some instances, it is clear that two pieces of text (one on Wikipedia, and one elsewhere) are copies of each other, but not clear which piece is the original and which is the copy. "Compliant" sites that copy Wikipedia text note that they have done so, but not all of our re-users are compliant.

In such cases, check the talk page to see if there is a note regarding any "backwards-copying". If not, try to identify any possible problems with the text. Does the website have a record of unattributed copying of articles (use the list below)? Did the content show up on Wikipedia all in one piece, inserted by a single editor? If you don't see good evidence that Wikipedia had it first, file an investigation request by following the instructions for listing at the Copyright Problems page.

If you confirm with certainty that the content originated from Wikipedia, please consider adding backwardscopy to the article's talk page with an explanation of how you know.

Non-compliance process

 * This section describes the steps that might be taken on discovering a new site that uses Wikipedia content without properly complying with the license.
 * Note that Wikipedia does not give legal advice. Contributors retain their own copyright for submitted work.

'If you do contact a website about infringement relating to work originally submitted to Wikipedia, please note it on the relevant subpage listed above. Doing this will help coordinate activities in helping other websites become compliant with our licence, without webmasters feeling harassed by lots of angry non-compliance notices.'

You may want to consider using a disposable e-mail address for this; since many of the websites listed here are built for advertising purposes, spamming is a possibility. Also, if the owner is planning to shut down the webpage, or remove the Wikipedia content as a whole, suggest to them that they use robots.txt or meta tags so we can remove and prevent future search engine indexing and caching for those websites. Also, if the owner is reachable, suggest that they update their Wiki with the latest database dumps to keep up with recent changes.

This is not an official guideline but a tool you can use for dealing with infringement. Continue the series below as long as the site is non-compliant. Note that you must choose only pages for which you hold (partial) copyright. These steps only work for dealing with infringement on websites in the United States.
 * Steps
 * 1) If the text is licensed under CC BY-SA only, send a standard CC BY-SA violation letter to the site owner. If it is dually licensed, send a standard license violation letter. You can use a whois lookup to get contact info if it is not otherwise available.
 * 2) One week (or more) later, send a follow-up reminder.
 * 3) Three weeks (or more) later, send a final warning, noting that continued infringement will result in a DMCA takedown notice being sent to their ISP.
 * 4) Two weeks (or more) later, send a DMCA takedown notice to the ISP, enumerating articles that infringe your copyright. Note separately that the site also violates the copyrights of others. To find the appropriate address, first search the ISP's website. To find the ISP, you can: enter the domain name in the DNS search at http://dnsstuff.com, then click the IP. First search the ISP's site for a legal address. If that doesn't work, try to look them up at https://dmca.copyright.gov/osp/. If they're not in the directory, send the notice to the abuse address. Note that sites are not legally required to accept DMCA notices. If they don't, the only recourse is legal action.

Remote loading
Some mirrors load a page from the Wikimedia servers directly every time someone requests a page from them. They alter the text in some way, such as framing it with ads, then send it on to the reader. This is called remote loading, and it is an unacceptable use of Wikimedia server resources. Even remote loading websites with little legitimate traffic can generate significant load on our servers, due to search engine web crawlers.

If you suspect a website is remote loading Wikipedia content, you can report it at Live mirrors.

The appropriate way to run a mirror is to download a dump of the compressed 'pages-article' file and the images from http://download.wikimedia.org/, and then use a modified instance of MediaWiki to generate the required HTML, along with above mentioned copyrights information. Please use Articles, templates, image descriptions, and primary meta-pages for mirroring purposes.

Copies of this list
A separate list of sites that utilise Wikipedia content is maintained at the OpenFacts site: Copies of Wikipedia content. This list consists primarily of complete copies of all Wikipedia articles. It is intended to show readers where they can get Wikipedia content when Wikipedia itself is down.

title: Wikipedia:Mirrors and forks


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Ludwig Scotty

Ludwig Derangadage Scotty (born 20 June 1948) is a Nauruan politician who twice served as President of Nauru and was Speaker of Parliament five times between 2000 and 2016. He served as president from 29 May 2003 to 8 August 2003 and again from 22 June 2004 until his ousting in a vote of no confidence on 19 December 2007. He was elected as president in 2003, again from November 2010 to April 2013, and from June 2013 to June 2016.

Background and earlier career
Scotty grew up in Anabar in the north of Nauru; he attended secondary school from 1960 until 1964 and studied law at the University of the South Pacific in the Fijian capital city Suva. On 15 March 1983 he was first elected to the Parliament for his district Anbar; in his longtime tenure as parliament member Scotty was the chairman of the Bank of Nauru, the Nauru Rehabilitation Corporation and in the board of directors of Air Nauru.

He served as Speaker of Parliament from April 2000 to March 2001, May 2001 to December 2002, February 2004 to April 2004, November 2010 to April 2013, and June 2013 to July 2016, while representing the Anabar district. He was appointed as Minister Assisting the President of Nauru in the cabinet of Derog Gioura from March 2003 to May 2003.

President of Nauru 2003
At the end of the short administration of Derog Gioura, Ludwig Scotty was elected President of Nauru by a parliamentary vote of 10–7, defeating Centre Party leader and former President Kinza Clodumar.

President Scotty's cabinet included himself as Minister of Foreign Affairs, Baron D. Waqa of Boe as Minister of Education, David Adeang of Ubenide as Minister of Finance, Dr. Kieren Keke of Yaren as Minister of Health, Russel E. Kun of Ubenide as Minister of Justice and Dogabe A. Jeremiah of Meneng as Minister of Public Works.

Ludwig Scotty was ousted in a vote of no confidence in August 2003 and was replaced as president by René Harris.

Period in Opposition 2003–2004
Scotty spent a short period in Opposition from August 2003 until June 2004, remaining a member of the Parliament of Nauru.

President of Nauru 2004–2007
Ludwig Scotty returned as president on 22 June 2004 after a member of Harris's faction of the Parliament of Nauru defected. Ludwig was re-elected to Parliament in elections in October 2004, and most of his allies also did well. In this term, Scotty became the first president of Nauru to give up the foreign affairs ministry, as David Adeang was appointed to that position.

Scotty's government implemented major reforms to restore the country's economy.

Scotty and his supporters won a landslide victory in the parliamentary election held on 25 August 2007. On 28 August, Scotty was re-elected as president with the support of 14 of the 18 members of parliament, defeating Marcus Stephen.

Despite the grave problems which the Nauruan authorities faced in the early 21st Century, the years under the Presidency of Ludwig Scotty saw some measure of stability return to the island Republic, albeit constrained by austerity measures. The liberal use of Parliamentary no-confidence motions, the occasion of many crises of government over several years, seemed initially to have subsided under Ludwig Scotty's widely respected tenure of office. A constitutional review was being proceeded with, with a view to improving the functioning of Parliament and the offices of state.

On 13 November 2007, a motion of no-confidence against Scotty's government was unsuccessful; although a majority of those voting supported the motion (eight in favor, seven opposed), it fell short of the necessary nine votes. The motion was led by Dr. Kieren Keke, and it was based on allegations of misconduct on the part of Adeang and Scotty's unwillingness to act against Adeang.

On 19 December 2007, however, a newly comprised majority in Parliament did succeed in ousting President Scotty through a new vote of no confidence (ten votes in favour, seven opposed). The motion was based on the same causes as the November vote. Marcus Stephen was sworn in as President of Nauru.

Post-Presidency and legacy
Ludwig Scotty remained a member of the Parliament of Nauru, following the no confidence defeat in Parliament of his Administration in 2007. Coming as it did only a few months after the landslide victory of his supporters at the polls in August 2007, his relinquishing of office so soon afterwards can be seen in terms of an element of promise and expectations unfilled.

It remained to be seen whether Scotty, who turned 60 in 2008, and whose Administration was replaced by a ministerial team several of whom were many years his junior, would in the future seek a further term of office as president. His second Administration of 2004 - 2007, however, is increasingly regarded by some observers as one which was characterized by relative stability for the Republic of Nauru in contrast with the political upheavals and crises which occurred before and after this Administration. It also arguably represented a period when the Nauru electorate and their representatives were appearing to come to terms with being educated into the perceived need for economic austerity measures and the disciplines which coincided with them, and into a broader reflection on improvements in political culture. In the earlier part of 2008, somewhat of an oblique compliment was being paid to constitutional review process identified with Scotty when both Government and Opposition were claiming it as part of their legacy.

In April 2008 Scotty stood again for the Parliament of Nauru and was reelected to serve as a Member.

In March 2010 former President Scotty intervened the constitutional reform debate. Mr Scotty doubted whether changes proposed by the current Government of Nauru commanded popular support.

Speaker of Parliament
Scotty served his first two terms as speaker from April 2000 to March 2001, and May 2001 to December 2002, after which he was elected as president.

In November 2010, Scotty was elected Speaker of the House again, breaking a 6-month deadlock which had paralysed the government. His election as Speaker enabled MPs to elect a President, and Marcus Stephen was duly re-elected President of Nauru. Scotty explained that he remained a member of the Opposition to Stephen's government (though he would of course carry out his duties in an impartial manner), but that he had accepted the position of Speaker so that Parliament could function (giving the Opposition a say in government), and so that a budget could be adopted. He explained that his decision was also due to the allegations over Opposition members receiving financial support from Australian company Getax. Speaker Scotty resigned on 18 April 2013 amid increasing parliamentary deadlock and infighting, started over his own attempt to dissolve Parliament, he was temporarily succeeded by Deputy Speaker Landon Deireragea who served as acting speaker until 25 April when Godfrey Thoma was elected as Speaker after being nominated by former President Marcus Stephen.

Scotty was returned to the chair after the 2013 parliamentary election as the nominee of the government of Baron Waqa. Scotty was elected with 14 votes to 5 five for opposition nominee Kieren Keke. His deputy is newly elected MP Ranin Akua who was elected unopposed.

title: Ludwig Scotty


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Montréal–Trudeau International Airport

Montréal–Trudeau International Airport (Aéroport International Montréal-Trudeau) or Montréal–Trudeau, formerly known and still commonly referred to as Montréal–Dorval International Airport (Aéroport international Montréal-Dorval), is an international airport in Dorval, Quebec, Canada. It is the only Transport Canada designated international airport serving Montreal and is situated 20 km west of Downtown Montreal. The airport terminals are located entirely in the suburb of Dorval, while one runway is located in the Montreal borough of Saint-Laurent. Air Canada, the country's flag carrier, also has its corporate headquarters complex on the Saint-Laurent side of the airport. It also serves Greater Montreal and adjacent regions in Quebec and eastern Ontario, as well as the states of Vermont and northern New York in the United States. The airport is named in honour of Pierre Elliott Trudeau, the 15th Prime Minister of Canada and father of current Prime Minister Justin Trudeau.

The airport is one of two managed and operated by Aéroports de Montréal (ADM), a not-for-profit corporation without share capital; the other is Montréal–Mirabel northwest of Montreal, which was initially intended to replace the one in Dorval but now deals almost solely with cargo and private flights. Montréal–Trudeau is owned by Transport Canada which has a 60-year lease with Aéroports de Montréal, as per Canada's National Airport Policy of 1994.

Trudeau is the busiest airport in the province of Quebec and the third-busiest airport in Canada by passenger traffic, with 21.17 million passengers in 2023. It is one of eight Canadian airports with United States border preclearance and is one of the main gateways into Canada with 14.58 million or 69% of its passengers being on non-domestic flights, the highest proportion amongst Canada's airports. It is one of three Air Canada hubs and, in that capacity, serves mainly Quebec, the Atlantic Provinces and Eastern Ontario. On an average day, 58,000 passengers transit through Montréal-Trudeau.

Airlines servicing Trudeau offer year-round non-stop flights to five continents, namely Africa, Asia, Europe, North and South America. It is one of only two airports in Canada with non-stop flights to five continents, the other being Toronto Pearson International Airport. Trudeau airport is the headquarters of and a large hub for Air Canada, the country's largest airline. It is also the headquarters of Air Inuit and Air Transat, and an operation base for Sunwing Airlines and Porter Airlines. It also plays a role in general aviation as home to the headquarters of Innotech-Execair, Starlink, ACASS and Maintenance Repair & Overhaul (MRO) facilities of Air Transat and Air Inuit. Transport Canada operates a Civil Aviation Maintenance, Repair and Overhaul facility on site, with a fleet of Government owned and operated civil aircraft. Bombardier Aerospace has an assembly facility on site where they build Global and Challenger business jets.

Early years
By the 1940s, it was increasingly clear that Montreal's original airport, Saint-Hubert Airport, in operation since 1927, was no longer adequate for the city's needs. The Minister of Transport purchased land at the Dorval Race Track, which was considered the best location for an enlarged airport because of its good weather conditions and few foggy days. The airport opened on September 1, 1941, as Dorval Airport/Aéroport Dorval with three paved runways. By 1946 the airport was hosting more than a quarter of a million passengers a year, growing to more than a million in the mid-1950s. During World War II thousands of Allied aircraft passed through Dorval on the way to England. At one time Dorval was the major transatlantic hub for commercial aviation and the busiest airport in Canada, with flights from airlines such as British Overseas Airways Corporation (BOAC). Until 1959, it also doubled as RCAF Station Lachine. Airport diagram for 1954

Growth
In November 1960, the airport was renamed Montreal–Dorval International Airport/Aéroport international Dorval de Montréal. On December 15 of that year the Minister of Transport inaugurated a new $30 million terminal. The structure was built by Illsley, Templeton, Archibald, and Larose. At its height, it was the largest terminal in Canada and one of the biggest in the world. It was the gateway to Canada for all European air traffic and served more than two million passengers per year. Eight years later, Montréal–Dorval International Airport underwent a major expansion program. Despite this, the government of Prime Minister of Canada Pierre Elliott Trudeau (who represented a Montreal riding) predicted that Dorval would be completely saturated by 1985 and also projected that 20 million passengers would be passing through Montreal's airports annually. They decided to construct a new airport in Sainte-Scholastique, what became Montréal–Mirabel International Airport. As the first phase in the transition that would eventually have seen Dorval closed, all international flights (except those to and from the United States) were to be transferred to the new airport in 1975.

The opening and closing of Mirabel Airport
The Trudeau government had developed Mirabel Airport to handle an expected growth in international traffic and eventually, to replace Dorval. On November 29, 1975, Mirabel International Airport went into service. With an operations zone of 70 km2 and a buffer zone of 290 km2, it became the largest airport in the world. Many connecting flights to Canadian centres were transferred to Mirabel and 23 international airlines moved their overseas activities there. As a consequence, Montréal–Dorval was repurposed to serve domestic flights and transborder flights to the United States, with the aim of eventually shifting these activities to Mirabel in the future and leading to Dorval's closure for redevelopment.

However, the extra traffic never materialized. Mirabel's traffic decreased due to the advent in the 1980s of longer-range jets that did not need to refuel in Montreal before crossing the Atlantic Ocean. Montreal's economic decline in the late 1970s and 1980s also had a significant effect on both airports' traffic, which made Mirabel's additional capacity redundant. Although this redundancy would have been resolved if Dorval was decommissioned as originally intended, public pressure supported Dorval's continued operation due to its closer proximity to downtown Montreal at 20 km instead of 39 km for Mirabel. Another obstacle of the planned transfer from Dorval to Mirabel was Air Canada's desire to keep flights in Dorval with its proximity to AVEOS workshops.

In particular, the simultaneous operation of Mirabel (international flights) and Dorval (continental flights) made Montreal less attractive to international airlines. Passengers who used Montreal in transit had to take long bus rides for connections from domestic to international flights (exacerbated by the partially-completed road links and non-existent rail connecting Mirabel to Montreal), unnecessarily complicating their journeys, while Montrealers grew to resent Mirabel as they were forced to travel far out of town for international flights. Faced with the stark economic reality of operating two Canadian points of entry, most international airlines opted to bypass Montreal altogether in favour of Toronto which enjoyed a single major airport at Pearson handling domestic and international flights. Although Dorval resumed handling international flights in 1997, international airlines were slow to return as they were content having established Toronto Pearson as their eastern Canadian gateway.

Back to Montréal–Dorval, renaissance
With all international scheduled flights returning to Montréal–Dorval in 1997, as well as charter flights in 2004, the consolidation of flights to Montréal–Dorval resulted in an increase in passenger traffic. Besides the transfer of flights, Montréal–Dorval International Airport could resume being a true hub for passengers in-transit, and those from continental flights would no longer have to travel to Mirabel to connect to international flights and vice versa. Nonetheless, this was insufficient to woo back international airlines who had already switched their eastern Canadian gateway to Toronto Pearson a decade ago.

Starting as Dorval Airport, then Montréal–Dorval International Airport, the airport was renamed Montréal–Pierre Elliott Trudeau International Airport in Trudeau's honour on January 1, 2004, by the federal government. The renaming had been announced in September 2003 by then Minister of Transport David Collenette. This move provoked some opposition, especially Quebec sovereigntists opposed to Trudeau's staunchly federalist policies. The renaming also provoked opposition from many aviation historians and enthusiasts who recalled Trudeau's role in the effort to shutter Dorval in favour of the much larger and modern Mirabel Airport, of which he was the greatest instigator of its construction. Many Montrealers still refer to Trudeau airport as "Dorval," or "Dorval Airport."

Operation Yellow Ribbon
After the September 11 attacks, Dorval Airport participated in Operation Yellow Ribbon, taking in seven diverted flights that had been bound for the closed airspace over the United States, even though pilots were asked to avoid the airport as a security measure. Mirabel International Airport also took in 10 other diverted flights totaling 17 diverted flight in the Montreal area bound for American cities.

75th anniversary
In 2016, Montréal-Trudeau celebrated its 75th anniversary. Under the theme Service, Destinations, Passion since 1941, various activities and contests were planned throughout the year. In partnership with the Canada Aviation and Space Museum, the airport hosted the Travelling Through Time exhibition in the public hall of the US Departures area. Exhibits showcasing important milestones in the airport's history were incorporated throughout the terminal.

Terminal expansion (2000–2007)
Montréal–Trudeau underwent a major expansion and modernization designed to increase the terminal's capacity and substantially enhance the level of passenger service. In February 2000, with a budget of CAD 716 million, ADM announced plans for an extensive expansion plan that would bring Montréal–Trudeau up to standard with other North American airports its size. The airport terminal had for the most part remained the same, with the exception of minor renovations, since its opening in 1960. With increased passenger volume resulting from the transfer of international scheduled passengers from Mirabel Airport in 1997, as well as Air Canada's intentions to make Montréal–Trudeau its Eastern Canada hub, there was a strong need to greatly expand the terminal, whose capacity of roughly 7 million passengers per year had been exceeded.

The expansion program included the construction of several brand-new facilities, including a jetty for flights to the United States (US Preclearance Terminal), another for other international destinations (International Terminal) and a huge international arrivals complex. An 18-gate Transborder Concourse opened in 2003, an 11-gate International Concourse opened in 2004, new customs hall and baggage claim area for non-domestic flights and an expanded parking garage opened in 2005. Additionally, sections of the domestic area were renovated and expanded in 2007, accompanied with additional retail space. The International part of the Aeroquay satellite was demolished in 2008, leaving the domestic part for regional carriers. The completion of the CAD 716 million expansion gives Montréal–Trudeau the ability to serve 15 million passengers a year. This ironically accomplished one of the goals that was to be met with the construction of Mirabel. (In the 1970s, the federal government projected that 20 million passengers would be passing through Montreal's airports annually by 1985, with 17 million through Mirabel). Aéroports de Montréal financed all of these improvements itself, with no government grants. By the end of 2007, CAD 1.5 billion had been spent to upgrade Montréal–Trudeau.

The last round of construction in this phase was to allow the airport to accommodate the Airbus A380. Gate 55, part of the international jetty, was designed for the requirements of the A380. It is equipped with two air bridges to load and unload passengers on both decks of the A380 simultaneously. With Phase II of the international jetty expansion now completed, the airport has two additional A380 gates, although there are currently no airlines operating this type of aircraft at the airport.

New hotel, transborder terminal expansion and modernization (2006–2009)

On June 15, 2006, construction began on a new four-star Marriott hotel at the airport, above the transborder terminal. Originally scheduled to be completed by September 2008, the 279 first-class room hotel opened its doors on August 19, 2009. Construction was slowed down because of the recession and a collapse in the Transborder market. It contains an underground train station that was planned to eventually connect the airport with downtown Montreal as well as ADM's corporate headquarters.

On the same day, Montreal–Trudeau airport opened the doors to the refurbished, expanded, modernized and user-friendly transborder terminal, meeting the industry's highest standards. This increased the total area of the terminal from 9320 to 18122 m2. Furthermore, the terminal is equipped with a new baggage sorting room which allows U.S. customs officers to retrieve luggage for secondary inspection.

International terminal expansion (2011–2016)

Air France became the first operator of the type in Montreal on April 22, 2011, when they officially launched their daily A380 service from Paris. A380 service was reduced to 4 weekly flights during summer 2012 and withdrawn in October 2012, due to low demand for business class and a high level of competition, with Air Canada, Air Transat and Corsair also operating Montreal–Paris flights.

In July 2011, James Cherry, the CEO of Aéroports de Montréal, announced the construction of a two-phase expansion of Montréal–Trudeau's international terminal. The total cost of the project, now completed, has been around $620 million.

Phase I of this project, which was completed on December 20, 2012, opened a new boarding lounge which can accommodate as many as 420 passengers, along with a new gate, numbered 62. It was officially completed at a cost of $270 million. The new gate can accommodate three Passenger Transfer Vehicles, allowing passengers to be transferred from the terminal to an aircraft parked on a remote stand nearby. When phase II of the expansion began in 2014, this gate was closed to passengers. It was reopened with the inauguration of the extension two years later.

Phase II of the project, which was officially inaugurated on May 10, 2016, and put into service two days after, added six new contact gates for wide-body jets, including two for the Airbus A380, increasing the total number of contact gates from 10 to 16. This expansion holds gates 63 through 68. The area has 20,000 m2 of open spaces, restaurants, shops and a children's playground area. It took two years to complete and opened four months ahead of the original schedule for a total cost of $350 million. It was conceived by Humà Design and integrates three massive art installations and four vitrines showcasing Montreal's museums. The extension of the international jetty was built to alleviate the high level of congestion on the tarmac and in the terminal.

Apart from these expansions, ADM inaugurated in April 2016, a commercial area between gate 52 and 53. This area is called Haltes gourmandes (English: gourmet stops) referring to the large number of restaurants located there. The new restaurants are all owned by SSP Canada Food Service Inc. They operate 12 locations in the terminal, managing a total of 4000 m2 of terminal area. SSP invested over $200 million throughout 2016 in its airport locations.

Future projects (2018–2030)
In January 2016, ADM published a call for tenders on their website regarding the restoration and upgrade of the curtain wall of the main façade on the terminal. This part of the airport is one of the oldest remaining parts of the original terminal.

Also, according to the 2013–2033 master plan from ADM, the following future developments are in the works:

 * Increase in the capacity of the passenger curb-side areas
 * Development of a network of taxiways in the centre-west portion of the airport to support the development of a new air cargo handling area and an industrial development zone
 * Reconfiguration of the international arrivals hall and of the domestic and international departures luggage room
 * Extension of the transborder jetty and addition of a remote parking area

On April 30, 2018, a massive new expansion project was unveiled that will last until 2030. The first phase ($2.5 billion) will see the airport's multi-level parking lot demolished and rebuilt with a green roof and the Montreal-Trudeau Airport REM station underneath. The drop-off area will be greatly expanded and covered with glass, and a new remote terminal will be built where runway 10/28 used to stand. By 2030, the remote terminal will be connected via future phases to the current terminal building to handle the expected growth. ADM CEO Philippe Rainville stated "the airport's growth has been about double the international average in recent years [so the] goal is to meet the growth projections of the airport."

Runways
There are currently two runways in operation at Montréal-Trudeau: two parallel runways aligned in a northeast–southwest direction (06L/24R and 06R/24L.) There is another single runway in an east–west direction (10/28), but it has been decommissioned temporarily since May 2018 and permanently since July 2023. The former runway is still used as a taxiway and will continue to be used as such.

Terminal

Montréal-Trudeau airport consists of one two-storied terminal, divided into four different zones: the public area (departures and arrivals level), the domestic jetty, the international jetty and the transborder jetty. There are two distinct areas in the public part of the airport (departure level); one is dedicated for the check-in of flights within or outside Canada (except U.S.) and the other one is for flights departing for the U.S. Both public areas are equipped with self-service check-in kiosks, a prayer area, shops and cafés. There is free Wi-Fi throughout the airport, luggage trolleys, ATMs and nursing rooms. When passengers arrive at Montréal-Trudeau from an international destination, they are welcomed into a huge and bright arrival complex, before passing through primary customs inspection, then go down one level to the baggage claim area and finally the international arrivals public area. The Aérogalerie program places artworks throughout the airport to showcase the city's artistic and cultural history. Works throughout the airport include showcases, illuminated columns, temporary exhibitions in the international arrival complex and permanent collection from various artists from the city.

Domestic jetty

The domestic jetty, which is accessible via security checkpoint A, is divided into two parts: a satellite jetty connected by a tunnel to the main terminal and a wing attached to the main terminal building. The main jetty holds 16 gates: 1 through 12, 15, and 47 through 49. The satellite jetty holds another 10 gates: 17, 19, 21, 23, 25, 27, 28, 30, 32 and 34. There are only two boarding bridges located inside the satellite (17 and 21) as the other gates are mostly used for prop aircraft like the Bombardier Dash 8 family. These parts of the airport are the only departure areas remaining that were part of the original terminal.

International jetty

The International jetty, also accessible via the security checkpoint A, is dedicated to flights with destinations outside Canada and United States. This jetty holds 18 gates: 50 through 53 and 55 through 68. Gates 53 and 62 are used exclusively for Passenger Transfer Vehicles. In this area, travellers can shop, eat and relax with a wide varieties of boutiques, restaurants, cafés, spa facilities and one of the biggest airport duty-free shops in Canada. At the far end of the jetty, there is a wide open space with a lot of natural lights through floor to ceilings windows and a big skylight in the rooftop. The masterpiece of the jetty is a work of art, called Veil of Glass, composed of different coloured glass triangles illuminated by spotlights, created by local artist ATOMIC3. Several murals and other works of art are also located in this jetty, including four from various Montréal museums.

In the international jetty, there is a large area where passengers can relax before their flight. Travelers are able to download to their smartphone or e-reader the first chapter of any books available on the platform Lire vous transporte. After that, they can choose to buy the entire book through the Wi-Fi network in the airport. A rest area has been constructed near gate 57 in order to read these books in a calm environment, with cushions and dimmed lights. There are over 1000 chairs with charging stations and USB ports throughout the jetty as well as three water bottle-filling stations.

Transborder jetty

The transborder jetty is dedicated to all U.S. bound flights, and has 18 gates: 72 through 89. For access to gate 87, 88 or 89, passengers must go down one level via an escalator. Gate 56, 58 and 60 (part of the international jetty) can also be used for U.S. bound flights. They can be isolated from the other gates by moving glass walls known as swing gates. Unlike other jetties, the transborder jetty requires passengers to go through security checkpoint C and then the U.S. Customs and Border Protection and lastly through the duty-free shop before accessing their gates. The gate area contains the same services as the other parts of the airport such as shops, restaurants, rest zones and cafés. If needed, some gates can be isolated in order to offer additional security checkpoints if an aircraft flies to a potential risk zone like Washington–National.

Airport lounges
Two major airline alliances (SkyTeam and Star Alliance) are present at Montréal-Trudeau, and therefore both maintain frequent flyer lounges within the airport. There are also three "Pay-In" lounges open for use by all passengers, regardless of airline, frequent flyer status or class of travel.

 * Air Canada Maple Leaf Lounge (Star Alliance)
 * Domestic
 * International
 * USA Transborder
 * Air France/KLM Lounge (SkyTeam)
 * International
 * Desjardins Odyssey Lounge
 * International
 * Desjardins Odyssey – Plaza Premium Lounge
 * USA Transborder
 * National Bank Lounge
 * International

Annual traffic

 * At Montréal–Trudeau and at other airports in Canada with United States border preclearance, a distinction is made between "transborder" and "international" flights for operational and statistical purposes. A "transborder" flight is a flight between Canada and a destination in the United States, while an "international" flight is a flight between Canada and a destination that is not within the United States or Canada. A "domestic" flight is a flight within Canada only.

 * During 2020 & 2021, there was a significant decrease of passenger numbers due to the COVID-19 global pandemic and Canada border closures and/or restrictions.

Public transport
The Société de transport de Montréal (STM) currently has four regular bus routes serving Trudeau International Airport, including routes "204 Cardinal" and "209 Des Sources" which run every day, routes "356 Lachine/Montreal–Trudeau/Des Sources" and "378 Sauvé/Montreal–Trudeau" which are night buses and “460 Express Métropolitaine” runs during rush hours and frequently in peak direction. Four of the five routes can take passengers to and from the Dorval bus terminus and train station, within walking distance of Via's Dorval station. A shuttle bus also runs between the airport and Via's Dorval station.

On March 29, 2010, the STM introduced the 747 Montreal-Trudeau/Downtown route. Operating 7 days a week, 24 hours a day and 365 days a year, this route connects the airport to eight downtown stops, including transfer stops at Lionel-Groulx metro station, Central Station and Berri-UQAM metro station.

Prior to the introduction of this public transportation service, Groupe La Québécoise operated a coach service known as L'Aerobus between the airport and Central Station, connecting with several hotels downtown.

Inter-city rail connections

Via Rail, the national train operator in Canada operates the "AirConnect" shuttle bus to Dorval station located 2 km to the south of the airport. It is the nearest station on the Québec City-Windsor Corridor and offers inter-city rail connections to Quebec City, Ottawa, Kingston and Toronto as well as a smaller regional centres in Quebec and Ontario. (Public transport options to downtown Montreal available from the STM are more frequent, and Via does not provide local service between Dorval and Montreal Central Station.)

The shuttle bus from Montréal–Trudeau International Airport to Dorval station is free of charge to Via Rail passengers, departs every 45–60 minutes from door 8 on the departures level of the airport and takes around 5 minutes of travel time.

Private bus
KLM Royal Dutch Airlines operates a bus from Trudeau Airport to Ottawa Railway Station only for Air France-KLM customers originating in/arriving in the Ottawa area. Air-France KLM has three daily bus services between those cities.

Air France also operates a bus from Trudeau to Sainte-Foy in Quebec City for its customers.

Swiss International Air Lines previously operated its Swissbus service from Trudeau to Ottawa Railway Station for Swiss customers.

Car
The airport is accessible from Highway 20 or from Highway 520, a spur off Highway 40 that leads directly towards the airport. Eastbound Highway 20 leads to the Dorval interchange, the exit which drivers must take for the airport. From the north, Côte-Vertu Boulevard that runs parallel to runways 24L and 24R provides access to the Air Canada Base and hangars, Air Transat hangars, Air Inuit hangars, Bombardier Aerospace assembly facility and the deicing facility.

When drivers pick up or drop off guests at Trudeau, they are permitted to stop momentarily outside the Arrivals and Departure areas at both the Canada and International departures as well as the Transborder Jetty.

Aéroports de Montréal, the City of Montreal, Transports Québec and Transport Canada made plans to improve the Dorval interchange and built direct road links between the airport and highways 20 and 520. Once the certificate of authorization was obtained, work began in June 2009 with an original projected end date of 2017, although some parts of the project will be on hold for several years. The project entails redesigning the road network within the airport site, which was mostly completed as planned.

Future connections
On April 22, 2016, the CEO of the Caisse de Dépot et de Placement du Québec Michael Sabia and Montreal mayor Denis Coderre announced a massive transit project called Réseau express métropolitain, slated to open between 2023 and 2027. This planned rapid transit network will connect the Trudeau Airport to the Central station in Downtown Montréal, the North Shore, the South Shore and the West Island. It will run from 5am to 1am, 7 days a week. Construction began in April 2018 and will connect Trudeau Airport with downtown by 2027.

Incidents and accidents

 * November 29, 1963 – Trans-Canada Air Lines Flight 831 crashed shortly after departure for Toronto International Airport, killing all 118 people on board the Douglas DC-8 jet.
 * On June 18, 1998, Propair Flight 420 suffered from brake dragging on departure from Trudeau Airport (then known as Montreal Dorval Airport). This heated up the wheel brakes of the Fairchild Metroliner, which eventually became lit by hydraulic fluid, starting a fire in the left wing. The aircraft attempted to divert to Mirabel International Airport. However, the left wing suffered a structural failure due to the extreme flames, and the aircraft rolled and hit the ground upside down, killing all 11 people on the flight.
 * June 5, 2015 – WestJet flight 588 from Toronto Pearson International Airport, operated by a Boeing 737-600 (Registration C GWCT) slid off the runway while landing. There were no fatalities or injuries among the passengers and crew.
 * July 9, 2023 – Air Canada Flight 885, a B777-300ER from Geneva International Airport (Registration C-FITL) was standing at the gate when a water truck caught fire under the tail section. As passengers began disembarking, the water service truck located near the rear cargo door caught fire. The flames reached the aircraft's skin and smoke was detected in the cabin. A rapid deboarding was ordered, and all passengers exited to the terminal while the fire was brought under control by emergency services. No injuries were reported.

Tenants
Jet Fuel A, A-1 and 100DLL are available from various FBOs at Dorval.

title: Montréal–Trudeau International Airport


text:
OVRA

The OVRA, unoffically known as the Organization for Vigilance and Repression of Anti-Fascism (Opera Vigilanza Repressione Antifascismo), was the secret police of the Kingdom of Italy during the reign of King Victor Emmanuel III. It was founded in 1927 under the regime of Italian fascist dictator Benito Mussolini. The OVRA was the Italian precursor of Nazi Germany's secret police. Mussolini's secret police were assigned to stop any anti-fascist activity or sentiment. Approximately 50,000 OVRA agents infiltrated most aspects of domestic life in Italy. The OVRA, headed by Arturo Bocchini, never appeared in any official document, so the official name of the organization still remains unclear.

Origin
In the aftermath of the attempted assassination of Mussolini by the young Anteo Zamboni, in Bologna on 31 October 1926, a swath of repressive legislation was swiftly enacted by the Italian government. All political parties, associations, and organizations opposed to Fascist Italy were dissolved, and everybody who was proven to have "committed or expressed intention to commit actions directed to violently subvert the social, economic or national order or undermine national security or to oppose or obstruct the actions of the government" could be sent into exile in remote locations by the police.

On 25 November 1926, the new Legge di Difesa dello Stato (State Defense Law) instituted a Tribunale Speciale (Special Court) to try those who were accused of being "enemies of the state", and sentence them to harsh prison terms or even to death, as the death penalty had also been restored under the new law. Priority was given to the reorganization of the National Police Force, known as Pubblica Sicurezza (PS), under career police officer Arturo Bocchini. The new Code of Laws concerning Public Security (Testo Unico delle Leggi di Pubblica Sicurezza, TULPS) enacted in 1926 and revised in 1931, specified a "Department of Political Police" as a special division of the force with the aim of controlling and preventing political dissent. Later, this division came to be known as OVRA, although its existence remained secret until December 1930 when the official press agency Agenzia Stefani released a statement quoting the OVRA as a "special section" of the police force.

Keeping the fascist regime in power
Bocchini appointed inspector Francesco Nudi as head of the OVRA. Nudi was later replaced by Guido Leto. The OVRA compiled files on around 130,000 potential subversives with the aid of a network of approximately 100,000 informants, and by 1930 they were organising around 20,000 raids each week. It is believed that about 6,000 of the people arrested by the OVRA, mainly communists and members of the Giustizia e Libertà, were either tried by the Tribunale Speciale or sent into exile on remote Mediterranean islands. The conditions in these places were extremely poor, so many anti-fascists simply left Italy for their own safety.

It is known that Heinrich Himmler met with Bocchini repeatedly and modeled the organization of Nazi Germany's secret police on that of the OVRA. A secret protocol was signed on 2 April 1936 by the heads of the two police organizations to further cooperation and collaboration. One of the chief duties of the OVRA was to operate and maintain the Casellario Politico Centrale (CPC), a special archive where all personal information about known "subversives" was dutifully compiled to create a "personal profile" containing all data concerning the subject's education, culture, and habits, down to minute details about personal character and sexual orientation.

Spying on the Vatican
A major duty for the OVRA was spying on Pope Pius XI, as the Roman Catholic Church was an extremely powerful institution in Italian life that the fascist regime never controlled, instead having a partnership with. It was a common practice of the OVRA to catch Roman Catholic priests in flagrante delicto and blackmail them into spying for the OVRA, which was therefore always very well informed about the affairs of the Holy See. The American historian David Kertzer described the OVRA's spy network within the Vatican as "robust", comprising four highly placed clerics and a number of lay Vatican employees. Mussolini was fascinated by reports of homosexual activity among senior Catholic clerics and always had them sent to his office for him to read.

The OVRA had a very long file on the Pope's Master of Ceremonials, his close friend Monsignor Camillo Caccia Dominioni. He was known to sexually molest young boys, despite the Pope being aware of this, at least from 1926 on. Another homosexual cleric was Monsignor Ricardo Sanz de Samper, the Prefect of the Pope's Household and papal majordomo, whose fondness for sex with young boys became so open that even Pius was forced to dismiss him in 1928. Another long OVRA file was on the Jesuit Father Pietro Tacchi Venturi, the Pope's emissary to Mussolini, who often had "illicit" relations with young men and had been wounded in a lover's quarrel, which he tried to pass off as an anti-fascist assassination attempt. The Pope retained Venturi as his preferred liaison with Mussolini, despite this obvious fabrication. Another senior cleric blackmailed by the OVRA was Monsignor Enrico Pucci, the chief of the Vatican press department, who worked as an informer for the OVRA from October 1927 onward. Pucci as a rule did not see the Pope very often. However, he met on a daily basis with the Pope's advisers, to get directions for the editorial stance of the Vatican media. This provided the OVRA with much information. One of the most important informers in the Vatican remains anonymous. His OVRA file simply describes him as the "noted Vatican informer". Kertzer wrote that judging from the high-quality intelligence he provided, the "noted Vatican informer" must have been someone very senior, so that his name was never written down.

During the Second World War
During World War II, the OVRA was used by Mussolini to control resistance groups in the Balkans (Josip Broz Tito's National Liberation Army especially) prior to the 1943 armistice of Cassibile and withdrawal. In 1943, with the Allied invasion of Italy starting the Italian campaign, the OVRA began to recruit double agents to infiltrate the British Special Operations Executives; these efforts failed to stop Mussolini's ouster. With the establishment of the Italian Social Republic in Northern Italy, many OVRA agents flocked to this state led by Mussolini, fighting until Mussolini was executed by Italian partisans on 28 April 1945. OVRA agents were favourite targets of communist partisans, as they were a symbol of the fascist government.

Legacy
After the war ended, the OVRA was officially disbanded. A decree issued on 26 April 1945 stated that the CPC should be maintained and "updated with all the information pertaining to anybody whose political activity is aimed at breaking the laws and regulations enacted by the democratic Government against neo-Fascism, anarchists who are by definition against any law and government, and political activists whose moral depravity and contempt of law could prompt them to instigate unrest or commit acts of terrorism". Later, a division of the PS named Servizio Informazioni Speciali (Special Informations Service, better known as SIS) was set up by the new Minister of Interior, the Italian Socialist Party member Giuseppe Romita, as a result of a new reorganization of the Police offices, with the task of taking over the management of the CPC and investigating politically motivated crimes and other felonies related to that particular time (such as black marketeering, etc.), and that many of the former officers of the OVRA were being reinstated as members of the new SIS. Even the person appointed as head of SIS was Inspector General Santoro, one of Leto's former deputies. Most of the laws and regulations of the old TULPS of 1931 were kept in force by the Italian Republic, and Leto was later reinstated as a fully fledged national Police officer, and entrusted with the supervision and coordination of police academies in post-war Italy.

title: OVRA


text:
Jacques Barzun

Jacques Martin Barzun (November 30, 1907 – October 25, 2012) was a French-born American historian known for his studies of the history of ideas and cultural history. He wrote about a wide range of subjects, including baseball, mystery novels, and classical music, and was also known as a philosopher of education. In the book Teacher in America (1945), Barzun influenced the training of schoolteachers in the United States.

A professor of history at Columbia College for many years, he published more than forty books, was awarded the American Presidential Medal of Freedom, and was designated a knight of the French Legion of Honor. The historical retrospective From Dawn to Decadence: 500 Years of Western Cultural Life, 1500 to the Present (2000), widely considered his magnum opus, was published when he was 93 years old.

Life
Jacques Martin Barzun was born in Créteil, France, to Henri-Martin Barzun and Anna-Rose Barzun, and spent his childhood in Paris and Grenoble. His father was a member of the Abbaye de Créteil group of artists and writers, and also worked in the French Ministry of Labor. His parents' Paris home was frequented by many modernist artists of Belle Époque France, such as the poet Guillaume Apollinaire, the Cubist painters Albert Gleizes and Marcel Duchamp, the composer Edgard Varèse, and the writers Richard Aldington and Stefan Zweig.

While on a diplomatic mission to the United States during the First World War (1914–1918), Barzun's father so liked the country he decided that his son should receive an American university education; thus, the twelve-year-old Jacques Martin attended Lycée Janson-de-Sailly until moving to America, where he graduated from Harrisburg Technical High School in 1923 and then went off to Columbia University, where he obtained a liberal arts education.

As an undergraduate at Columbia College, Barzun was drama critic for the Columbia Daily Spectator, a prize-winning president of the Philolexian Society, the Columbia literary and debate club, and valedictorian of the class of 1927. He obtained a master's degree in 1928 and a Ph.D. in 1932 from Columbia, and taught history there from 1928 to 1955, becoming the Seth Low Professor of History and a founder of the discipline of cultural history. For years, he and literary critic Lionel Trilling conducted Columbia's famous Great Books course. He was elected Fellow of the American Academy of Arts and Sciences in 1954 and a member of the American Philosophical Society in 1984.

From 1955 to 1968, he served as Dean of the Graduate School, Dean of Faculties, and Provost, while also being an Extraordinary Fellow of Churchill College at the University of Cambridge. From 1968 until his 1975 retirement, he was University Professor at Columbia. From 1951 to 1963 Barzun was one of the managing editors of The Readers' Subscription Book Club, and its successor the Mid-Century Book Society (the other managing editors being W. H. Auden and Lionel Trilling), and afterwards was Literary Adviser to Charles Scribner's Sons, 1975 to 1993.

In 1936, Barzun married Mariana Lowell, a violinist from a prominent Boston family. They had three children: James, Roger, and Isabel. Mariana died in 1979. In 1980, Barzun married Marguerite Lee Davenport. From 1996 the Barzuns lived in her hometown, San Antonio, Texas. His granddaughter Lucy Barzun Donnelly was a producer of the award-winning HBO film Grey Gardens. His grandson, Matthew Barzun, is a businessman who served from 2009 to 2011 as the U.S. Ambassador to Sweden, and from 2013 to 2017 as Ambassador to the United Kingdom. On May 14, 2012, Jacques Barzun attended a symphony performance in his honor at which works by his favorite composer, Hector Berlioz, were performed. He attended in a wheelchair and delivered a brief address to the crowd.

Barzun died at his home in San Antonio, Texas on October 25, 2012, aged 104. The New York Times, which compared him with such scholars as Sidney Hook, Daniel Bell, and Lionel Trilling, called him a "distinguished historian, essayist, cultural gadfly and educator who helped establish the modern discipline of cultural history". Naming Edward Gibbon, Jacob Burckhardt and Thomas Babington Macaulay as his intellectual ancestors, and calling him "one of the West's most eminent historians of culture" and "a champion of the liberal arts tradition in higher education," who "deplored what he called the 'gangrene of specialism'", The Daily Telegraph remarked, "The sheer scope of his knowledge was extraordinary. Barzun's eye roamed over the full spectrum of Western music, art, literature and philosophy." Essayist Joseph Epstein, remembering him in the Wall Street Journal as a "flawless and magisterial" writer who tackled "Darwin, Marx, Wagner, Berlioz, William James, French verse, English prose composition, university teaching, detective fiction, [and] the state of intellectual life", described Barzun as a tall, handsome man with an understated elegance, thoroughly Americanized, but retaining an air of old-world culture, cosmopolitan in an elegant way rare for intellectuals".

Career
Over seven decades, Barzun wrote and edited more than forty books touching on an unusually broad range of subjects, including science and medicine, psychiatry from Robert Burton through William James to modern methods, and art, and classical music; he was one of the all-time authorities on Hector Berlioz. Some of his books—particularly Teacher in America and The House of Intellect—enjoyed a substantial lay readership and influenced debate about culture and education far beyond the realm of academic history. Barzun had a strong interest in the tools and mechanics of writing and research. He undertook the task of completing, from a manuscript almost two-thirds of which was in first draft at the author's death, and editing (with the help of six other people), the first edition (published 1966) of Follett's Modern American Usage. Barzun was also the author of books on literary style (Simple and Direct, 1975), on the crafts of editing and publishing (On Writing, Editing, and Publishing, 1971), and on research methods in history and the other humanities (The Modern Researcher, which has seen at least six editions, and is one of the thousand most widely held library items according to the OCLC ).

Barzun did not disdain popular culture: his varied interests included detective fiction and baseball. His widely quoted statement, "Whoever wants to know the heart and mind of America had better learn baseball." was inscribed on a plaque at the Baseball Hall of Fame. He edited and wrote the introduction to the 1961 anthology, The Delights of Detection, which included stories by G. K. Chesterton, Dorothy L. Sayers, Rex Stout, and others. In 1971, Barzun co-authored (with Wendell Hertig Taylor), A Catalogue of Crime: Being a Reader's Guide to the Literature of Mystery, Detection, & Related Genres, for which he and his co-author received a Special Edgar Award from the Mystery Writers of America the following year. Barzun was also an advocate of supernatural fiction, and wrote the introduction to The Penguin Encyclopedia of Horror and the Supernatural. Barzun was a proponent of the theatre critic and diarist James Agate, whom he compared in stature to Samuel Pepys. Barzun edited Agate's last two diaries into a new edition in 1951 and wrote an informative introductory essay, "Agate and His Nine Egos".

Jacques Barzun continued to write on education and cultural history after retiring from Columbia. At 84 years of age, he began writing his swan song, to which he devoted the better part of the 1990s. The resulting book of more than 800 pages, From Dawn to Decadence: 500 Years of Western Cultural Life, 1500 to the Present, revealed a vast erudition and brilliance undimmed by advanced age. Historians, literary critics, and popular reviewers all lauded From Dawn to Decadence as a sweeping and powerful survey of modern Western history, and it became a New York Times bestseller. With this work he gained an international reputation. Reviewing it in the New York Times, historian William Everdell called the book "a great achievement" by a scholar "undiminished in his scholarship, research and polymathic interests," while also scrutinizing Barzun's scant treatment of figures like Walt Whitman and Karl Marx. The book introduces several novel typographic devices that aid an unusually rich system of cross-referencing and help keep many strands of thought in the book under organized control. Most pages feature a sidebar containing a pithy quotation, usually little known, and often surprising or humorous, from some author or historical figure. In 2007, Barzun commented that "Old age is like learning a new profession. And not one of your own choosing." As late as October 2011, one month before his 104th birthday, he reviewed Adam Kirsch's Why Trilling Matters for the Wall Street Journal.

In his philosophy of writing history, Barzun emphasized the role of storytelling over the use of academic jargon and detached analysis. He concluded in From Dawn to Decadence that "history cannot be a science; it is the very opposite, in that its interest resides in the particulars".

Recognition
In 1968, Barzun received the St. Louis Literary Award from the Saint Louis University Library Associates. Barzun was appointed a Chevalier of the National Order of the Legion of Honour. In 2003, he was awarded the Presidential Medal of Freedom by President George W. Bush.

In 1993, his book "An Essay on French Verse: For Readers of English Poetry" won the Poetry Society of America's Melville Cane Poetry Award.

On October 18, 2007, he received the 59th Great Teacher Award of the Society of Columbia Graduates in absentia.

On March 2, 2011, Barzun was awarded the 2010 National Humanities Medal by President Barack Obama, although he was not expected to be in attendance. On April 16, 2011, he received the Philolexian Award for Distinguished Literary Achievement in absentia.

The American Philosophical Society honors Barzun with its Jacques Barzun Prize in Cultural History, awarded annually since 1993 to the author of a recent distinguished work of cultural history. He also received the gold medal for Criticism from the American Academy of Arts and Letters, of which he was twice president.

Works

 * 1927 Samplings and Chronicles: Being the Continuation of the Philolexian Society History, with Literary Selections from 1912 to 1927  (editor). Philolexian Society.
 * 1932 The French Race: Theories of Its Origins and Their Social and Political Implications. P.S. King & Son.
 * 1937 Race: A Study in Modern Superstition (Revised, 1965 Race: A Study in Superstition). Methuen & Co. Ltd.
 * 1939 Of Human Freedom. Revised edition, Greenwood Press Reprint, 1977: ISBN 0-8371-9321-4.
 * 1941 Darwin, Marx, Wagner: Critique of a Heritage. ISBN 978-1-4067-6178-8.
 * 1943 Romanticism and the Modern Ego. Boston, Little, Brown and Company, 1943.
 * 1945 Teacher in America. Reprint Liberty Fund, 1981. ISBN 0-913966-79-7. Also published as: We Who Teach. London: Victor Gollancz Ltd, 1946.
 * 1950 Berlioz and the Romantic Century. Boston: Little, Brown and Company / An Atlantic Monthly Press Book, 1950 [2 vols.].
 * 1951 Pleasures of Music: A Reader's Choice of Great Writing About Music and Musicians From Cellini to Bernard Shaw Viking Press.
 * 1954 God's Country and Mine: A Declaration of Love, Spiced with a Few Harsh Words. Reprint Greenwood Press, 1973: ISBN 0-8371-6860-0.
 * 1956 Music in American Life. Indiana University Press.
 * 1956 The Energies of Art: Studies of Authors, Classic and Modern. Greenwood, ISBN 0-8371-6856-2.
 * 1959 The House of Intellect. Reprint Harper Perennial, 2002: ISBN 978-0-06-010230-2.
 * 1960 Lincoln the Literary Genius (first published in The Saturday Evening Post, February 14, 1959)
 * 1961 The Delights of Detection. Criterion Books.
 * 1961 Classic, Romantic, and Modern. Reprint University of Chicago Press, 1975: ISBN 0-226-03852-1.
 * 1964 Science: The Glorious Entertainment. HarperCollins. ISBN 0-06-010240-3.
 * 1967 What Man Has Built (introductory booklet to the Great Ages of Man book series). Time Inc.
 * 1968 The American University: How It Runs, Where It Is Going. Reprint University of Chicago Press, 1993: ISBN 0-226-03845-9.
 * 1969 Berlioz and the Romantic Century (3d ed.).
 * 1971 On Writing, Editing, and Publishing. University of Chicago Press.
 * 1971 A Catalogue of Crime: Being a Reader's Guide to the Literature of Mystery, Detection, and Related Genres (with Wendell Hertig Taylor). Revised edition, Harper & Row, 1989: ISBN 0-06-015796-8.
 * 1974 Clio and the Doctors. Reprinted University of Chicago Press, 1993: ISBN 0-226-03851-3.
 * 1974 The Use and Abuse of Art (A. W. Mellon Lectures in the Fine Arts) . Princeton University Press. ISBN 0-691-01804-9.
 * 1975 Simple and Direct: A Rhetoric for Writers. 4th ed, Harper Perennial, 2001: ISBN 0-06-093723-8.
 * 1976 The Bibliophile of the Future: His Complaints about the Twentieth Century (Maury A. Bromsen lecture in humanistic bibliography). Boston Public Library. ISBN 0-89073-048-2.
 * 1980 Three Talks at Northern Kentucky University. Northern Kentucky University, Dept. of Literature and Language.
 * 1982 Lincoln's Philosophic Vision. Artichokes Creative Studios.
 * 1982 Critical Questions: On Music and Letters, Culture and Biography, 1940–1980 (edited by Bea Friedland). University of Chicago Press. ISBN 0-226-03864-5.
 * 1982 Berlioz and His Century: An Introduction to the Age of Romanticism (Abridgment of Berlioz and the Romantic Century). University of Chicago Press. ISBN 0-226-03861-0.
 * 1983 A Stroll with William James. Reprint University of Chicago Press, 2002: ISBN 978-0-226-03869-8.
 * 1986 A Word or Two Before You Go: Brief Essays on Language. Wesleyan University.
 * 1989 The Culture We Deserve: A Critique of Disenlightenment. Wesleyan University. ISBN 0-8195-6237-8.
 * 1991 An Essay on French Verse: For Readers of English Poetry. New Directions Publishing. ISBN 0-8112-1158-4.
 * 1991 Begin Here: The Forgotten Conditions of Teaching and Learning. University of Chicago Press. ISBN 0-226-03846-7.
 * 2000 From Dawn to Decadence: 500 Years of Western Cultural Life, 1500 to the Present. ISBN 978-0-06-092883-4.
 * 2001 Sidelights on Opera at Glimmerglass. Glimmerglass Opera
 * 2002 A Jacques Barzun Reader. ISBN 978-0-06-093542-9.
 * 2002 What Is a School? and Trim the College! (What Is a School? An Institution in Limbo, Trim the College! A Utopia). Hudson Institute.
 * 2003 The Modern Researcher (6th ed.) (with Henry F. Graff). Wadsworth Publishing. ISBN 978-0-495-31870-5.
 * 2004 Four More Sidelights on Opera at Glimmerglass: 2001–2004

title: Jacques Barzun


text:
Minneapolis–Saint Paul International Airport

Minneapolis–Saint Paul International Airport, also less commonly known as Wold–Chamberlain Field, is a joint civil-military public international airport serving the Twin Cities in the U.S. state of Minnesota. It is located in Fort Snelling Unorganized Territory. Although situated within the unorganized territory, the airport is centrally located within 10 mi of both downtown Minneapolis and downtown Saint Paul. In addition to primarily hosting commercial flights from major American and some international airlines, the airport is also home to several United States Air Force and Minnesota Air National Guard operations. The airport is also used by a variety of air cargo operators. MSP is the busiest airport in the Upper Midwest.

A joint civil-military airport, MSP is home to the Minneapolis–Saint Paul International Airport Joint Air Reserve Station, supporting both Air Force Reserve Command and Air National Guard flight operations. Units stationed there include the 934th Airlift Wing (934 AW). The airport is located in Fort Snelling Unorganized Territory. Small sections of the airport border the city limits of Minneapolis and Richfield. However, under Minnesota state law, the parcel of land covered by the airport is not part of any city or school district. MSP covers 2,930 acres (1,186 ha) of land. The airport generates an estimated $15.9 billion a year for the Twin Cities' economy and supports 87,000 workers.

MSP is a major hub for Delta Air Lines. It also serves as the home airport for Minnesota-based Sun Country Airlines. Delta Air Lines and its regional affiliates account for about 70% of the airport's passenger traffic. The airport is operated by the Metropolitan Airports Commission, which also handles the operation of six smaller airports in the region.

History
What is now known as Minneapolis–Saint Paul International Airport started in 1919 as Speedway Field when several local groups came together to take control of the former bankrupt Twin City Speedway race track. The first hangar was a wooden structure, constructed in 1920 for airmail services. The Minneapolis Park Board took possession of Speedway Field on June 1, 1928, and in 1929, passenger services began. In 1923, the airport was renamed "Wold–Chamberlain Field" for the World War I pilots Ernest Groves Wold and Cyrus Foss Chamberlain. In 1944 the site was renamed to "Minneapolis–St. Paul Metropolitan Airport/Wold-Chamberlain Field", with "International" replacing "Metropolitan" four years later. Today it is rare to see the Wold–Chamberlain portion of the name used anywhere.

Expansions
Ground was broken for the current Terminal 1 building on October 26, 1958. The US $8.5 million, 600,000 square foot (56,000 m2) terminal with 24 gates on two concourses was designed by Lyle George Landstrom. who worked for Cerny Associates. The terminal, then referred to as the New Terminal, was completed on January 13, 1962, and operations began on January 21. Pier D (formerly the Gold Concourse, now Concourse G) was completed in 1971 and Pier A (formerly the Green Concourse, now Concourse C) was completed in 1972 as part of an expansion of the terminal designed by Cerny Associates. This project also involved rebuilding the existing concourses into bi-level structures equipped with holding rooms and jet bridges. The Gold Concourse was expanded in 1986 and included the airport's first moving walkway. Concourses A and B opened on June 1, 2002, as part of a $250 million terminal expansion designed by Minneapolis-based Architectural Alliance. The final component of the project included a $17.5 million extension of Concourse C consisting of six additional gates, which opened on October 31, 2002.

Terminal 2 was first built in 1986 and then rebuilt in 2001. It is used mostly for charter and low cost airlines, including Minnesota-based Sun Country and Southwest, but is also used for Condor, Icelandair and JetBlue. The terminal has since been expanded and has a total of 14 gates. The colored labeling system for concourses in both terminals was replaced beginning in 2000 with the current system of lettered concourses.

Recent history
Due in part to aircraft noise in south Minneapolis, the Highland Park neighborhood in St. Paul, and surrounding suburbs, proposals were made in the 1990s to build a new airport on the fringes of the Twin Cities metro in Dakota County to handle larger jets and more international traffic. Minneapolis, St. Paul, and other neighboring cities were concerned that such a move would have a negative economic impact, so an arrangement was made where the Metropolitan Airports Commission would outfit many homes in the vicinity of the airport with sound insulation and air conditioning so that indoor noise could be reduced. A citizen group named ROAR (Residents Opposed to Airport Racket) was created in 1998 and helped push the MAC to make these concessions. Later, in 2004, the MAC voted to reduce funding for the soundproofing projects, saying in part that the economic climate had turned in the wake of the September 11 attacks. Minneapolis Mayor R. T. Rybak, who had been a founding member of ROAR, promised that the city would challenge the changes. In 2005, the cities of Minneapolis, Eagan, and Richfield and the Minneapolis Public Housing Authority filed a lawsuit against the MAC, which was settled with a Consent Decree in 2007. The terms in the Consent Decree specified levels of sound insulation for homes within a fixed boundary of projected aircraft noise exposure around MSP. Upon the completion of the noise mitigation program in 2014, more than 15,000 single-family homes and 3,303 multi-family units around MSP were provided noise mitigation at cost of $95 million.

A 2022 J.D. Power survey concluded that with ranking the largest US and Canadian airports on a 1,000 point scale based on traveler satisfaction, the airport received a score of 800, ranking it the best airport in the US and Canada. MSP's high ranking was accredited to its recently updated facilities.

In 2023, MSP was recognized by Cirium as the world's most on-time international airport, having an on-time departure rate of 84.44% and on-time arrival rate of 84.62%.

Terminals
Minneapolis–Saint Paul International Airport has two terminals with a total of 131 gates.

 * Terminal 1 (Lindbergh) contains 117 gates across seven concourses, lettered A–G.
 * Terminal 2 (Humphrey) contains 14 gates across one concourse, lettered H.

International arrivals are processed in Concourse G in Terminal 1, and in Terminal 2.

The two terminals are located about 1 mi apart and accessed from separate exits of Minnesota State Highway 5. The arrangement can be confusing for some drivers, as the terminals are not connected within the airport facilities, meaning that taking the wrong exit can cause a delay of several minutes, and require the use of lightrail public transit or the roadway to travel between terminals. In 2010, signage along Highway 5 was updated to make it more clear which airlines serve each terminal.

Terminal 1 is named after aviator Charles Lindbergh, who was raised in Minnesota and Terminal 2 is named after vice president Hubert Humphrey, who also had represented Minnesota in Congress.

Ground transportation
The terminal buildings are directly located off of Minnesota State Highway 5. Several other major highways that border the airport are Minnesota State Highway 62, Minnesota State Highway 77, and Interstate 494.

Metro Transit, the region's public transportation provider, operates the Blue Line, a light rail route, on the airport grounds. Travelers can use the line to connect between the two terminals. No fare is charged for passengers only travelling between Terminal 1 and 2, and service between the terminals operates all day (the rest of the line shuts down for about four hours overnight). Beyond the airport, the Blue Line travels to downtown Minneapolis and the Mall of America in nearby Bloomington. Metro Transit also operates bus route 54 to St. Paul.

Military facilities
The Minneapolis–Saint Paul International Airport Joint Air Reserve Station at MSP is home to the 934th Airlift Wing (934 AW), an Air Force Reserve Command (AFRC) unit and the 133d Airlift Wing (133 AW) of the Minnesota Air National Guard. Both units fly the C-130 Hercules and are operationally-gained by the Air Mobility Command (AMC). The 934th consists of over 1,300 military personnel, of whom approximately 250 are full-time Active Guard and Reserve (AGR) and Air Reserve Technician (ART) personnel. The 133rd is similarly manned, making for a total military presence of over 2,600 full-time and part-time personnel.

The 934 AW serves as the "host" wing for the installation, which also includes lodging/billeting, officers club, Base Exchange (BX) and other morale, welfare and recreation (MWR) facilities for active, reserve/national guard and retired military personnel and their families.

Accidents and incidents

 * On March 7, 1950, Northwest Orient Airlines Flight 307, a Martin 2-0-2 diverted from Rochester International Airport crashed 5 km northwest of MSP after first hitting a 70 foot high flagpole with its left wing on final approach, 8/10 of a mile from the touchdown point, in blinding snow. The left wing eventually detached and the aircraft dived and crashed into a house. All 13 passengers and crew and two children in the house were killed. A loss of visual reference to the ground on approach was the probable cause.
 * On May 10, 2005, Northwest Flight 1495, a McDonnell Douglas DC-9, suffered a valve fracture and lost hydraulic pressure in its right engine shortly after takeoff from John Glenn Columbus International Airport en route to MSP. The aircraft performed a successful emergency landing at MSP, but began experiencing steering problems and a loss of the brakes while taxing to the gate, resulting in it colliding with the wing of an Airbus A319-114 at approximately 16 mph. Eight injuries were reported among the crew and passengers of both planes and the ground crew.