text:
CFP franc

The CFP franc (French: Franc pacifique, called the franc in everyday use) is the currency used in the French overseas collectivities (collectivités d'outre-mer, or COM) of French Polynesia, New Caledonia, and Wallis and Futuna. The initials CFP originally stood for colonies françaises du Pacifique but since 2022 is officially Collectivités françaises du Pacifique. Its ISO 4217 currency code is XPF. The CFP franc is subdivided into 100 centimes, although there are no centime denominations. The currency is issued by Institut d'émission d'outre-mer (IEOM).

1945–1949
The CFP franc was created in December 1945, together with the CFA franc, used in Africa. The reason for the creation of these francs was the weakness of the French franc immediately after the Second World War. When France ratified the Bretton Woods Agreement in December 1945, the French franc was devalued in order to set a fixed exchange rate with the US dollar. New currencies were created in the French colonies to spare them the strong devaluation of December 1945. René Pleven, the French minister of finance, was quoted saying: "In a show of her generosity and selflessness, metropolitan France, wishing not to impose on her far-away daughters the consequences of her own poverty, is setting different exchange rates for their currency." The other French colonial currencies were set at a fixed exchange rate with the French franc. However, the CFP franc was set at a fixed exchange rate with the US dollar, which played a major role in the economy of the French Pacific territories on account of World War II. That situation ended in September 1949 when the CFP franc was given a fixed exchange rate with the French franc.

1949–1985
The CFP franc has been issued by the Institut d'émission d'outre-mer (IEOM, ) since 1967. The IEOM has its headquarters in Paris.

The currency was initially issued in three distinct forms for French Polynesia, New Caledonia and the New Hebrides (see French Polynesian franc, New Caledonian franc and New Hebrides franc). Wallis and Futuna used the New Caledonian franc.

Banknotes were first issued in 500, 1,000 and 5,000 franc denominations. Although the banknotes of the New Hebrides bore the name of the territory, the notes of French Polynesia and New Caledonia could only be distinguished by the name of the capital cities (Papeete and Nouméa, respectively) printed on the reverse side of the notes.

In 1969, the New Hebrides franc was separated from the CFP franc, and was replaced by the Vatu in 1982 after the establishment in 1980 of the Republic of Vanuatu.

Since 1985
The largest denomination 10,000 CFP franc banknote (€83.80) was first issued in 1986, and omitted the capital city name. The city was also omitted from 500 franc banknotes issued after 1992, and the 1,000 and 5,000 franc banknotes issued after 1995.

In 2014, a single set of new banknote designs and smaller sizes were introduced, identical in both New Caledonia and French Polynesia. One side of the banknotes shows landscapes or historical figures from French Polynesia, the other from New Caledonia.

Before 2023, the coins were issued in two sets, one each for New Caledonia and French Polynesia, in 1, 2, 5, 10, 20, 50, and 100 franc denominations. While the obverse side was identical, the reverse side was inscribed with either Nouvelle-Calédonie or Polynésie française, and used different designs depicting local landscapes, flora and fauna. However, both sets of coins could be used interchangeably in all three French territories.

The initials CFP originally stood for Colonies françaises du Pacifique. This was later changed to Communauté financière du Pacifique, and then Change franc Pacifique , from which the XPF currency code was derived. An ordinance of 15 September 2021, which entered into force on 26 February 2022, defines the name CFP franc as le franc des collectivités françaises du Pacifique.

In 2021, a new series of smaller coins were introduced, with a single set of designs common to all three territories. The 1 and 2 franc coins were discontinued and a new, bimetallic 200 franc coin introduced. The old coins were withdrawn in January 2023.

Historical exchange rates

 * 26 December 1945 to 20 September 1949 – Fixed exchange with the US dollar at US$1 = F.CFP 49.60. Non-fixed exchange rate with the old French franc, which devalued four times vs. the US dollar. From F.CFP 1 = FF 2.40 (FF = French franc) in December 1945, the exchange rate reached F.CFP 1 = FF 5.50 in September 1949.
 * 21 September 1949 to 31 December 1959 – Fixed exchange rate with the old French franc at F.CFP 1 = FF 5.50
 * 1 January 1960 to 31 December 1998 – Fixed exchange rate with the French franc at F.CFP 1 = NF 0.055 or NF 1 ≈ F.CFP 18.182 (1 January 1960: 100 'old' French francs became 1 'new' franc)
 * 1 January 1999 onward – Fixed exchange rate with the euro at F.CFP 1,000 = €8.38 or €1 ≈ F.CFP 119.332 (1 January 1999: euro replaced FRF at the rate of 6.55957 FRF for 1 euro)
 * The calculation to the euro was $$0.055 \div 6.55957 \times 1000 \approx 8.3847$$, which meant that 1000 XPF was not worth exactly €8.38 prior to the introduction of the euro. The value of 1000 XPF in euros was instead rounded to the nearest euro cent upon the introduction of the euro.

The 1960 and 1999 events are merely changes in the currency in use in France; the relative value of the CFP franc (XPF) vs. the French franc / euro is unchanged since 1949.

Coins
In 1949, New Caledonia and French Polynesia (then called French Oceania) began to issue coins with identical obverse sides, but distinct reverse side designs. They could be used interchangeably in all three French territories, in a similar way to the use of euro coins (with distinct national obverse sides) in all countries of the eurozone.

Until 2021, the IEOM issued two sets of CFP coins in denominations of 1, 2, 5, 10, 20, 50, and 100 francs. The New Caledonian series is marked with "Nouvelle Caledonie" on the reverse side and was circulated mainly in New Caledonia and Wallis and Futuna. The French Polynesian series is marked "Polynesie Française" and circulated in French Polynesia. The reverse designs depicted landscapes, plants, or animals typical of the region, as well as the coin denomination.

The obverse side, common to both regions, included the words Republique Français and depicted an allegorical representation of Minerva the goddess of wisdom on the 1, 2, and 5 franc coins, or Marianne, symbol of the French Republic, on the higher denominations. The obverse also included the mint year and the initials of the issuing central bank (IEOM) from 1972.

The 1, 2, and 5 franc coins were made from aluminium alloy, the 10, 20, and 50 franc coins from nickel (cupronickel after 2005), and the "gold" 100 franc coin from nickel bronze (copper nickel aluminium alloy after 2005).

2023 onwards
In September 2021 a new single set of coins was released, common to all three French Pacific Territories, to replace the two older sets of coins. The 1 and 2 franc coins were discontinued, and a new bimetallic 200 franc coin was issued. The old coins were withdrawn from circulation in January 2023. Since the lowest denomination in use is now the 5 franc coin, cash transactions are now subject to rounding: The rounding rule does not apply to electronic transactions, which are still completed to the franc.
 * Ending in 1 or 2 francs: round down to 0.
 * Ending in 3 or 4 francs: round up to 5.
 * Ending in 6 or 7 francs: round down to 5.
 * Ending in 8 or 9 francs: round up to 10.
 * Ending in 0 or 5 francs: remain unchanged.

The obverses of all the coins features a single wavy-line design, with the IEOM issuer and year engraved around the edge, and the denomination value. Each coin denomination has a single reverse design depicting landscapes, artefacts, flora and fauna from all three territories.

Banknotes
The IEOM began issuing banknotes in New Hebrides in 1965, and in New Caledonia and French Polynesia in 1969, in 500, 1,000, and 5,000 franc denominations. In 1986 the 10,000 franc banknote was introduced, which was common to both French Polynesia and New Caledonia. These were followed, between 1992 and 1995, by new 500, 1,000, and 5,000 franc banknote designs common to all of the French Pacific Territories. One side of the banknote shows landscapes or historical figures from New Caledonia, the other from French Polynesia.

In January 2014, the IEOM issued a new series of banknotes, and the older notes were withdrawn from circulation on 30 September of that year (they can be exchanged indefinitely at IEOM offices).

Tārā
Before the French regulated the currency on Tahiti, French Polynesia, traders often used dollars. The word dollar became tārā (often written without accents as tara, or tala), and this term is still used among native Tahitian and local Chinese traders as an unofficial unit, worth 5 francs. Thus for a price of 200 francs, one would say tārā e maha-ahuru (40 tārā) in Tahitian. The currency of Samoa is also called the tālā.

title: CFP franc


text:
Talk:Joseph Mobutu

It seems to me that this fellow was much more widely known as Mobutu Sese Seko at the time of his death. Perhaps we should move this there? - Montréalais 04:30, 11 Aug 2003 (UTC)

 * His name was never "Joseph Mobutu." The article should use either his correct original name {Joseph-Desire) or his later African name. Adam 11:07, 29 Jan 2004 (UTC)

I've removed Many residents, fed up with his corruption and mismanagement, cheered the rebel forces in every town they seized, while government troops either fled or surrendered. I don't really know anything about it but it does not sound very NPOV or encyclopedic to me. Especially the cheered the rebel forces in every town they seized part seems a bit non-NPOV to me. Maybe it could be rewritten? ---Dittaeva 11:04, 29 Jan 2004 (UTC)

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

title: Talk:Joseph Mobutu


text:
Talk:CFA franc

Untitled
The introduction of the 'new Franc' is not a reevaluation of the Franc but a accounting reform. Money change name, not value. -- Ann O'nyme

more info please
I'm trying to understand the CFA franc, and I'm a bit confused. The info I have from The Standard Catalog of World Coins does not seem to match what's here. I've been looking around the web and can't find the answers. Specifically: Ingrid 03:28, 2 January 2006 (UTC)
 * French Equatorial Africa has franc coins from 1942. If the CFA franc started in 1945, is the FEA franc the same thing as the Central African CFA franc?
 * French West Africa has franc coins from 1944. If the CFA franc started in 1945, is the FWA franc the same thing as the West African CFA franc?
 * Madagascar has coins from 1943-1958. The Malagasy Republic has coins from 1965. This page says that Madagascar left the CFA zone in 1972 or 1973. But when did it join? The Malagasy franc page mentions the Madagascar-Comoros CFA franc which is not mentioned on this page.
 * The discussion of the fact that there are two different CFA francs seems to imply that before the countries were independent, there was only one CFA franc (since after independence, they were differentiated by what CFA stood for in French, but before independence, CFA only had one meaning). From the coins though, it seems like there were two from the beginning.

Ingrid:

I added the following external link to the main page. It contains the most detailed information regarding the CFA's history that I have been able to find online. I have had to deal some with the CFA in my work, but I'm not terribly knowledgable about its history. To the best of my knowledge, I believe the Global Financial Data article to be accurate. I do know that it is accurate about the original six parts of the CFA franc. Only two now remain. So the history of the CFA franc here on Wikipedia is far from complete. I've tried in my apare time to research the history more. I'm still working on it. Initially all the colonial francs were managed in Paris by the French government. Over time, some parts of the French Empire were converted to Metropolitan francs, and the other parts were given more autonomy. Eventually, the organizations and central banks were more to Africa. Initially, the differences between the six CFA francs were nominal, because they were managed together in Paris.

You put a note on the Malagasy franc page. To the best of my knowledge, the Malagasy franc was initially the Malgasy CFA franc. It was sometimes called the Malagasy-Comoros franc because the Comoros was split off from Madagascar, but continued to use Malagasy money. I have also seen the term Djibouti CFA franc and I'm sure that other French territories like Saint-Pierre and Miquelon used the CFA franc. See the note on the left side of this page.

When I'm sure of the history, I'll add more. As a start, if someone wants to summarize the information on the www.globalfinancialdata.com website that would help. It is the best source of information I have found on the history of African currencies, but my knowledge of the matter is limited and so, I cannot judge its accuracy. SDC 07:05, 8 January 2006 (UTC)

 * Thank you! I use www.globalfinancialdata.com all the time for reference, but didn't realize that they had a page devoted to the CFA franc. That answers a lot of my questions. I'll try to incorporate the information into the CFA franc page as I have time. Ingrid 16:02, 8 January 2006 (UTC)

confused by first sentence
I don't think I understand the parenthetical note in the opening sentence. 'The CFA franc (in French: franc CFA, or just franc in everyday conversation if no ambiguity is possible)...' - isn't the singular word 'franc' actually more ambiguous than a term like 'franc CFA'? It seems like the correct phrase would be something along the lines of '...just franc in everyday conversation if ambiguity is permissible...'? Probably not quite the correct phrasing either - I'm having trouble understanding what the note about ambiguity is meant to say. Nice article. Mathtinder 19:40, 30 April 2006 (UTC)

 * What it means is that, for example, if you're in the CFA franc zone, and you want to know how muh something costs, you'd use 'franc'. Everyone would know that you meant CFA franc, and thus no ambiguity is possible (meaning there's no confusion about which franc you're talking about). Does that help? Ingrid 20:04, 2 May 2006 (UTC)

 * Oh, I see. Thanks for the clarification.  Just a suggestion, but for me, 'no amibiguity is possible' suggests a situation in which ambiguity is literally impossible, whereas the article seems to be describing a situation in which a misunderstanding between the speaker/writer and the listener/reader is unlikely (because ambiguity has been minimized).  Would it be correct to say something like '...(or, within the CFA zone, simply franc)...'?  Or '...(or simply franc when already speaking in context of the CFA zone)...'?  Cheers! Mathtinder 02:31, 3 May 2006 (UTC)

 * I've changed it to "if the context is clear", that should be unambiguous. =] — Nightst a  llion  (?) Seen this already? 11:28, 4 May 2006 (UTC)

 * Ace, Nightstallion! That's much more immediately understandable, at least for me.  :)  And I'll just say again that the original article was very helpful as well.  Mathtinder 07:36, 5 May 2006 (UTC)

While we're all here – was it you, Ingrid, who had plans to split the article and research the CFA franc's convoluted history en detail, or was it someone else? — Nightst a  llion  (?) Seen this already? 00:02, 6 May 2006 (UTC)

Francs anciens/noveaux
"100 CFA francs = 1 former French franc = 0.152449 euro"

To me this suggests that 100 CFA francs = 1 franc ancien (i.e., pre-1960 franc), but the exchange rate to the euro suggests that it is instead 1 franc noveau (i.e., post-1960 franc). Something needs to be made more clear here. (Stefan2 03:43, 19 June 2006 (UTC))

I have modified the wording to "100 CFA francs = 1 French (nouveau) franc = 0.152449 euro". I hope that this clarifies the statement.

Blair 2006-July-27

Support

 * This page needs to be split. Any questions? – Zntrip 05:21, 17 August 2006 (UTC)
 * Support And the split is a delicate work. It must be done with the most care, with coordinated effort. --Chochopk 07:31, 17 August 2006 (UTC)
 * Support A preliminary split to West African CFA franc and Central African CFA franc would be a good start (and perhaps all that is necessary, but I think it will require more -- I'll try to do some more work figuring it out and help with the split). Ingrid 14:06, 17 August 2006 (UTC)
 * Support They have separate institutions. They have separate coins and banknotes. They cannot be used in each other's zone, even though their value is the same. They are effectively separate currencies. Alr 00:06, 18 August 2006 (UTC)
 * Comment. Before splitting, I think we should really work on the history of the currencies.  The two currencies weren't always so separate.  And they share so much in common that it would be efficient to have a shared article and then subarticles for the two separate currencies. For example:
 * Initially there were more than two CFA francs. The Malagasy franc was initially part of the arrangement, but separate from the current two zones.  Also, Djibouti had its own CFA franc.
 * The two were created with the same treaty, and initially shared some bureaucratic structures. The arrangements with the French treasury are the same.
 * When the European monetary union was being considered, the two CFA francs (and the Comorian franc) were treated as a single issue.
 * So my conclusion is that I don't support splitting this article, so much as putting parts of it into sub-articles, because CFA is bigger than the two. And more importantly, I think we need to focus more on the overall history of the CFA franc as well as the legal agreements between the African countries and France.  SDC 23:41, 18 August 2006 (UTC)
 * What about having a CFA franc article for the common stuff, and have a "West African CFA franc" and a "Central African CFA franc" for their specific info? I never want CFA franc to be just a disambig page. --Chochopk 06:37, 19 August 2006 (UTC)

 * Support, clearly. — Nightst a  llion  (?) 10:03, 21 August 2006 (UTC)
 * Support German Wikipedia has two articles: CFA-Franc BCEAO and CFA-Franc BEAC; BCEAO and BEAC are already on en:Wikipedia in short-stub form. McTrixie 19:13, 10 November 2006 (UTC)
 * Support German Wiki Has 2.

Oppose
Someone has too, maybe just 2 new articles for the newer currencies and this page for the older historical currency. Enlil Ninlil 06:22, 4 September 2006 (UTC)

 * But every currency has an article on Wikipedia, why should this be different? – Zntrip 16:12, 4 September 2006 (UTC)

 * The 2 different currencies evolved from the one currency, French Africa, so a split would be when they issued there own seperate coins and banknotes, which was not likely in the 40's and 50's. Enlil Ninlil 22:31, 4 September 2006 (UTC)

 * There will still be a CFA franc article, there will be three articles. – Zntrip 22:45, 4 September 2006 (UTC)

 * So this one would end up in modern obsolete currency and the other 2 in circulating currency category! That is what I meant, so confused always. Enlil Ninlil 05:23, 5 September 2006 (UTC)

 * There's nothing wrong with that. It is, after all, the accurate representation. And the article "CFA franc" wouldn't be so unorganized like it is now. --ChoChoPK (球球PK) (talk | contrib) 06:55, 5 September 2006 (UTC)

 * Ok I will just start the new articles and leave this on with the current information. Enlil Ninlil 00:23, 3 January 2007 (UTC)

XOF francs picture
I have made picture of XOF money, don't really now if xof is copyrighted, guess so. If the moderator thinks it's safe to put it on the page, then do so. file name is Image:XOF.JPG cheers, —Preceding unsigned comment added by KVDP (talk • contribs) 11:39, 10 October 2006

great resource
http://www.beac.int/emission/brochure30.pdf in French tho. --ChoChoPK (球球PK) (talk | contrib) 12:39, 12 October 2006 (UTC)

Seperation
Ok the srticles have been seperated now, the original for the combined history and two for the seperate currencies. They could do with a thorough clean up though. Enlil Ninlil 02:53, 26 January 2007 (UTC)

 * Question, when was a common CFA franc replaced by two distinct currencies? --ChoChoPK (球球PK) (talk | contrib) 02:22, 7 February 2007 (UTC)

As far as I know: Never, they have always been distinct. But they have a common history, so a general page about both francs doesn't seem wrong to me. (Stefan2 18:30, 30 May 2007 (UTC))

 * I think it might have been between 1950 and 1960 but not sure. Enlil Ninlil 05:15, 31 May 2007 (UTC)

The GDP additions
The GDP additions in the middle are simply WRONG Cameroon on its own has a GDP of $43 Billion!! —The preceding unsigned comment was added by 24.68.136.24 (talk) 12:51, 29 March 2007 (UTC).

 * Thank you for pointing that out. I removed the info, since a more detail and more accurate version is available at West African CFA franc and Central African CFA franc. --ChoChoPK (球球PK) (talk | contrib) 13:16, 31 March 2007 (UTC)

European Council
The decision on the CFA given in the references (the link is broken) must be by the European Council (an informal EU institution) not the Council of Europe (a separate intergovernmental organization).

--JamesWim (talk) 11:55, 1 January 2009 (UTC)

St Pierre & Miquelon
http://en.wikipedia.org/wiki/Saint-Pierre_and_Miquelon#History It says here that it left the CFA Franc in 1960, not 1974 as claimed in this article. --89.124.241.234 (talk) 20:21, 13 November 2009 (UTC)

Acceptability/legal tender
"Therefore West African CFA coins and banknotes are theoretically not accepted in countries using Central African CFA francs, and vice versa. However in practice the permanent parity of the two CFA franc currencies is widely assumed."

I don't quite understand this. Either WA CFA francs are accepted in CA CFA countries (and vice versa), or they're not. It's a matter of fact and "theoretically" doesn't come into it, surely? Was the author trying to say something about whether they are legal tender (which is a different question to whether they're accepted in practice)?

Moreover, that sentence appears to contradict the subsequent sentence that reads "the West African CFA franc cannot be used in Central African countries, and the Central Africa CFA franc cannot be used in West African countries."

Luzzy fogic (talk) 05:33, 16 October 2011 (UTC)

 * This might mean that one monetary unit of one zone has no legal value in the other zone, but that some people might easily accept both monetary units, knowing how to change the first into the second. The same kind of things might occur with some pounds which can be changed with the British pound. — Preceding unsigned comment added by 88.136.215.26 (talk) 09:49, 23 December 2019 (UTC)

different values
according to this website (oanda.com) the two currencies have a different value: 1 XAF = .96117 XOF.  Liam98 7   15:16, 23 February 2012 (UTC)

 * @Liam987 it is said in almost all documents I read that the XAF and the XOF have the same monetary value Simone Élodie (talk) 17:35, 14 October 2022 (UTC)

changes in countries/missing info
Which version of the franc the countries/territories that left, used?

The ones in question are French Somaliland (Djibouti), Madagascar, Saint-Pierre and Miquelon, Réunion and Mayotte.

Of those, Djibouti is in East Africa, Saint Pierre and Miquelon in North America and others South East Africa. This article has no other mention about them than the section "Changes in countries using the franc", and the respective articles (West African CFA franc & Central African CFA franc) have nothing. 82.141.117.146 (talk) 03:03, 19 December 2014 (UTC)

Where is the CFA printed?
Clermont-Ferrand Anybody else with additional info? It's not mentioned in the article, is it? --SvenAERTS (talk) 11:33, 30 August 2017 (UTC)

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Debate on its impact
More should be explained on the impact that the CFA franc has had on the countries that use. There is much debate on whether it has hindered development and if it serves as en extension for French colonialism. — Preceding unsigned comment added by Austin1304 (talk • contribs) 04:37, 2 May 2020 (UTC)

The futur of the CFA Franc
Knowing that the CFA Franc is effectively an instrument of control that prevents the development of African Countries,why are we still using it?? Simone Élodie (talk) 17:38, 14 October 2022 (UTC)

title: Talk:CFA franc


text:
Revised Romanization of Korean

Revised Romanization of Korean is the official Korean language romanization system in South Korea. It was developed by the National Academy of the Korean Language from 1995 and was released to the public on 7 July 2000 by South Korea's Ministry of Culture and Tourism in Proclamation No. 2000-8.

The new system addressed problems in the implementation of the McCune–Reischauer system, such as the phenomena where different consonants and vowels became indistinguishable in the absence of special symbols. To be specific, under the McCune–Reischauer system, the consonants ㄱ (k), ㄷ (t), ㅂ (p) and ㅈ (ch) and ㅋ (k`), ㅌ (t`), ㅍ (p`) and ㅊ (ch`) became indistinguishable when the apostrophe was removed. In addition, the vowels ㅓ (ŏ) and ㅗ (o), as well as ㅡ (ŭ) and ㅜ (u), became indistinguishable when the breve was removed. Especially in early internet use, where omission of apostrophes and breves is common, this caused confusion.

Features
These are notable features of the Revised Romanization system:
 * The aspiration distinction between consonants is represented in a new way. The unaspirated consonants ㄱ, ㄷ, ㅂ, and ㅈ are represented as ⟨g⟩, ⟨d⟩, ⟨b⟩, and ⟨j⟩ respectively. The aspirated consonants ㅋ, ㅌ, ㅍ, and ㅊ are represented as ⟨k⟩, ⟨t⟩, ⟨p⟩, ⟨ch⟩. These letter pairs have a similar aspiration distinction in English at the beginning of a syllable (though they also have a voicing distinction unlike Korean); this approach is also used by Hanyu Pinyin. By contrast, the McCune–Reischauer system uses ⟨k⟩ ⟨t⟩ ⟨p⟩ ⟨ch⟩ both for the unaspirated and aspirated consonants, adding an apostrophe for the aspirated versions (⟨k'⟩ ⟨t'⟩ ⟨p'⟩ ⟨ch'⟩). (The McCune–Reischauer system also includes voicing, which the revised romanization does not.)
 * When placed in the final position, ㄱ, ㄷ, and ㅂ are romanized as ⟨k⟩, ⟨t⟩, and ⟨p⟩ respectively, as they are neutralized to unreleased stops: 벽 → byeok, 밖  → bak, 부엌  → bueok, 벽에  → byeoge, 밖에  → bakke, 부엌에  → bueoke, 입  → ip,  입에  → ibe.
 * Vowels ㅓ and ㅡ are written as ⟨eo⟩ and ⟨eu⟩ respectively, replacing the ⟨ŏ⟩ and ⟨ŭ⟩ of the McCune–Reischauer system.
 * However, ㅝ is written as ⟨wo⟩, not ⟨weo⟩, and ㅢ  is written as ⟨ui⟩, not ⟨eui⟩.
 * ㅅ in the syllable-initial position is always written as ⟨s⟩. The McCune–Reischauer system used ⟨sh⟩ or ⟨s⟩ depending on context.
 * When followed by another consonant or when in the final position, it is written as ⟨t⟩: 옷 → ot (but 옷에  → ose).
 * ㄹ is ⟨r⟩ before a vowel or a semivowel and ⟨l⟩ everywhere else: 리을  → rieul, 철원  → Cheorwon, 울릉도  → Ulleungdo, 발해  → Balhae. Like in McCune–Reischauer, ㄴ  is written ⟨l⟩ whenever pronounced as a lateral rather than as a nasal consonant: 전라북도  → Jeollabuk-do
 * Phonological changes are reflected where ㄱ, ㄷ, ㅂ and ㅈ are adjacent to ㅎ: 좋고 → joko, 놓다 → nota, 잡혀 → japyeo, 낳지 → nachi.
 * However, aspirated sounds are not reflected in case of nouns where ㅎ follows ㄱ, ㄷ and ㅂ: 묵호 → Mukho, 집현전 → Jiphyeonjeon.

In addition, special provisions are for regular phonological rules in exceptions to transcription (see Korean phonology).

Other rules and recommendations include the following:
 * A hyphen optionally disambiguates syllables: 가을 → ga-eul (fall; autumn) versus 개울 → gae-ul (stream). Official publications usually do not make use of this provision (and actual instances of ambiguity among names are rare).
 * However, a hyphen must be used in a linguistic transliteration (not transcription) to denote syllable-initial ㅇ except at the beginning of a word: 없었습니다 → eobs-eoss-seubnida, 외국어 → oegug-eo
 * It is permitted to hyphenate syllables in a given name. Certain phonological changes, ordinarily indicated in other contexts, are ignored in names, for better disambiguating between names: 강홍립 → Gang Hongrip or Gang Hong-rip (not *Hongnip or Hong-nip), 한복남 → Han Boknam or Han Bok-nam (not *Bongnam or Bong-nam)
 * However, this does not guarantee perfect reversibility. For example, given names 빛나 and 샛별 are romanized as Bitna and Saetbyeol respectively – syllable-final consonants ㅊ and ㅅ both become t.
 * Administrative units (such as the do) are hyphenated from the placename proper: 강원도 → Gangwon-do
 * One may omit terms such as 시, 군, 읍: 평창군 → Pyeongchang-gun or Pyeongchang, 평창읍 → Pyeongchang-eup or Pyeongchang.
 * However, names for geographic features and artificial structures are not hyphenated: 설악산 → Seoraksan, 해인사 → Haeinsa
 * Proper nouns are capitalized.

Consonants
ㄱ, ㄷ, ㅂ and ㄹ are transcribed as g, d, b and r when placed at the beginning of a word or coming before a vowel, and as k, t, p and l when followed by another consonant or when appearing at the end of a word.

In South Korea
Almost all road signs, names of railway and subway stations on line maps and signs, etc. have been changed according to Revised Romanization of Korean (RR, also called South Korean or Ministry of Culture (MC) 2000). It is estimated to have cost at least 500 billion won to 600 billion won (US$500–600 million) to carry out this procedure. All Korean textbooks, maps and signs to do with cultural heritage were required to comply with the new system by 28 February 2002. Romanization of surnames and existing companies' names has been left untouched because of the reasons explained below. However, the Korean government recommends using the revised romanization of Korean for the new names.

Exceptions
Like several European languages that have undergone spelling reforms (such as Portuguese, German, Polish or Swedish), the Revised Romanization is not expected to be adopted as the official romanization of Korean family names (example I, Bak, Gim, Choe instead of Lee, Park, Kim, Choi which are used commonly). However, South Korea's Ministry of Culture, Sports and Tourism recommends those who "newly" register their romanized names to follow the Revised Romanization of Korean.

In addition, North Korea continues to use a version of the McCune–Reischauer system of romanization, a different version of which was in official use in South Korea from 1984 to 2000.

title: Revised Romanization of Korean


text:
Dublin Airport

Dublin Airport  is an international airport serving Dublin, Ireland. It is operated by DAA (formerly Dublin Airport Authority). The airport is located in Collinstown, 7 km north of Dublin, and 3 km south of the town of Swords. In 2019, 32.9 million passengers passed through the airport, making it the airport's busiest year on record. It is the 13th busiest airport in Europe, and is the busiest of Ireland's airports by total passenger traffic; it also has the largest traffic levels on the island of Ireland, followed by Belfast International Airport.

The airport has an extensive short and medium haul network, served by an array of carriers, as well as a significant long-haul network focused on North America and the Middle East. It serves as a hub for Ireland's flag carrier Aer Lingus, and is the home base for Europe's largest low-cost carrier Ryanair. British airline TUI Airways also operates a base at the airport.

United States border preclearance services are available at the airport for U.S.-bound passengers. Shannon Airport is the only other airport in Europe to offer this facility.

Collinstown Aerodrome
The airport began as a wartime aerodrome located in the townland of Collinstown, Fingal. In 1917, during World War I, Collinstown was selected as the base for the British Royal Flying Corps. By April 1918, when the Flying Corps was renamed the Royal Air Force, Collinstown Aerodrome was more than 20% complete. Construction was completed in 1919 when the Irish War of Independence broke out. On 20 March 1919, a group of 30 Irish Volunteers, including five employed by the RAF, stole 75 rifles and 5,000 rounds of ammunition from the base. As Collinstown Camp, the site was used for internment of Irish republicans. At the end of 1922, the land and buildings at Collinstown were transferred to the Irish Free State. The airfield fell into disrepair and grass grew on the former runways.

The beginnings in the 1930s and 1940s
In 1936, the Executive Council of the Irish Free State established a new civil airline — Aer Lingus — which began operating from Casement Aerodrome, at Baldonnel. A decision was made that a civil airport should replace Baldonnel as Dublin's airport. The Collinstown site was chosen and extended into the neighbouring townlands of Rock and Corballis.

Work on the new airport began in 1937. By the end of 1939, a grass airfield surface, internal roads, car parks and electrical power and lighting were set up. The inaugural flight from Dublin took place on 19 January 1940 to Liverpool. In August 1938, work began on a new airport terminal building. The terminal building was designed by architect Desmond FitzGerald, brother of politician Garret FitzGerald. FitzGerald, who had designed an airport terminal as part of his college studies, led a team of architects that also included Kevin Barry, Daithí Hanley, Charles Aliaga Kelly, Dermot O'Toole and Harry Robson. The terminal building opened in early 1941, with its design heavily influenced by the tiered structure of the luxury ocean liners of the time. The terminal was awarded the Triennial Gold Medal of the Royal Hibernian Institute of Architects in 1942 and is today a listed building.

Due to World War II, which was known as The Emergency in Ireland, services were severely restricted at Dublin Airport until late 1945. The only international scheduled routes operated during this time were by Aer Lingus to Liverpool (and for a period to Manchester's Barton Aerodrome). The end of the war meant the beginning of a major expansion in services at the airport. Aer Lingus resumed its London service to Croydon in November 1945. In 1947, KLM started the first European flights to Dublin with a service to Amsterdam. Three new concrete runways were completed in 1948, and in 1950 - after ten years in operation - the airport had welcomed a total of 920,000 passengers.

Expanding in the 1950s, 1960s and 1970s
Throughout the 1950s Dublin Airport expanded with virtually uninterrupted traffic growth. Runway extensions and terminal enhancements were carried out to deal with the influx of traffic and passengers. New airlines began serving the airport also. These included British European Airways, Sabena, and BKS.

In 1958, a new transatlantic service was started by Aer Lingus via Shannon Airport. By the mid-1950s, it was clear that the original terminal building was too small to cope with growing passenger numbers. A new North Terminal was opened in June 1959. Originally, the plan was that North Terminal would handle all US and European flights, but instead, it became the arrivals terminal for all Dublin Airport passengers, while the original passenger terminal was used for departures.

During the 1960s, the number of scheduled carriers continued to grow. By the close of the 1960s, a sizeable number of Boeing 737s, BAC One-Elevens, Boeing 707s and Hawker Siddeley Tridents were using the airport regularly. In the late 1960s new departure gate piers were added close to the old terminal to cope with larger aircraft. These piers would subsequently be connected to Terminal 1. During 1969, the airport handled 1,737,151 passengers.

In his 1969 book Irish Pubs of Character, Roy Bulson describes the restaurant in Dublin airport as "one of the best airport restaurants in Europe" which served a table d'hôte lunch from noon until 3 pm, and hosted regular Saturday night dinner dances from October until April which had become very popular by that point. The airport bar, The Shamrock Lounge, operated from 7 am until 10:30 pm and included a cocktail bar from which the patron could watch the arrival and departure of aircraft. A separate premises named the Fáilte Bar existed in the arrivals building.

The advent of wide-body aircraft posed opportunities and challenges for aviation. In 1971, Aer Lingus took delivery of two new Boeing 747 aircraft; the first one arrived in March and, shortly afterwards, performed a flyover above O'Connell Street in Dublin on Saint Patrick's Day; a third Boeing 747 was delivered later that decade. To cope with this, a new £10 million passenger terminal capable of handling six million passengers per year, which became known as Terminal 1, was opened in June 1972. The growth which was anticipated at Dublin's airport (and provided for through heavy investment by the airport and Aer Lingus) during the 1970s did not materialise immediately.

On 30 November 1975, one person was killed and eight others were injured when the airport was bombed by the Ulster Defence Association.

Continuing in the 1980s and 1990s
In 1983 Aer Lingus opened its 'Aer Lingus Commuter' division which took delivery of Shorts, Saab AB and Fokker turboprop aircraft to open regular daily domestic services to and from Ireland's smaller regional airports for the first time, as well as to serve existing routes to smaller regional airports in the United Kingdom. At various stages of its operations, flights were operated to several Irish regional airports to feed passengers into Aer Lingus's international network. These domestic destinations included Cork Airport, Shannon Airport (the "Shannon stopover"), Kerry Airport, Galway Airport, Ireland West Airport Knock, Waterford Airport, Sligo Airport and City of Derry Airport. Aer Lingus Commuter has since been re-absorbed into the main company. The domestic routes, with the exception of Dublin-Shannon, were taken over by Aer Arann. Most of these routes have since been discontinued as the development of the motorway network in Ireland has resulted in significant reductions in travelling time by road. Aer Lingus has continued with the remaining Dublin–UK flights.

During the 1980s, major competition, especially on the Dublin–London routes, resulted in passenger numbers swelling to 5.1 million in 1989. In the same year a new 8650 ft runway and a state-of-the-art air traffic control centre were opened. Dublin Airport continued to expand rapidly in the 1990s, with 5.5 million passengers in 1991. Pier A, which had been the first extension to the old terminal building, was significantly extended. A new Pier C, complete with air bridges, was built and as soon as this was completed, work commenced to extend it to double its capacity. The ground floor of the original terminal building was returned to passenger service after many years to provide additional departure gates. Pier D, completed in October 2007, is a dedicated low-fares boarding area and provides 14 quick turn-around stands and departure gates; these are not served by air bridges.

The Bilateral Air Transport Agreement
In 1993, a major milestone for the airport was the signing of a new United States – Ireland bilateral agreement which allowed airlines to operate some direct transatlantic services for the first time to/from Dublin Airport instead of touching down en route at Shannon Airport on the west coast of Ireland. (Shannon had once been a major transatlantic refuelling stop for pre-jet aircraft, and this agreement was designed to protect the interests of the Shannon region when modern jets no longer required a refuelling stop and Shannon saw a fall-off in traffic.) Airlines still had to provide an equal number of flights either to or through Shannon as to Dublin. A gradual further watering down of Shannon's so-called 'stopover' status came into effect in November 2006 when more direct flights to Dublin were allowed. The stopover requirement disappeared completely in 2008. At that time, airlines were allowed to fly direct to the US from Dublin without having to match these with any to/from Shannon. It was expected that this would result in a huge increase in services between Dublin and the US and Aer Lingus identified 16 destinations that it would like to serve directly from Dublin.

Recent history
With the success of Ireland's 'Celtic Tiger' economy, Dublin Airport saw growth in the 1990s and 2000s. This demand was driven by an increased demand for business travel to and from the country, together with an increase in inward tourism and a surge in demand for foreign holidays and city breaks from the Irish.

The demand from Ireland's migrant workers, principally those from Eastern Europe, has resulted in a large number of new routes opening to destinations in the European Union accession states. Ireland was one of only three European Union countries (as well as the United Kingdom and Sweden) to open its borders freely to workers from the ten accession states that joined the European Union in 2004.

In 2007 the then shortest runway, 11/29, was closed and converted to an aircraft storage area. This runway would subsequently be demolished for the construction of a second long runway parallel to 10/28.

The airport saw significant declines in traffic in 2009 and 2010, although since 2011 the airport has seen an increase in traffic. During 2012, this increase continued with passenger numbers growing by 1.9%. During 2013, passenger numbers at Dublin Airport were above the 20 million mark for the first time since 2009 with a 5.6% increase year on year. During 2014, this positive trend continued with an 8% increase over 2013. As of early December 2015, passenger figures have increased by 16% compared to 2014, and the previous record of 23.46 million passengers set in 2008 has already been passed. 2019 was the airport's busiest year, recording 32.9 million passengers - an increase in passenger numbers by 4% during the year. Long-haul passenger numbers increased by 4% to almost 5.2 million, while Short-haul traffic increased by 5% to 27.7 million.

In August 2019, Dublin Airport was chosen for the Special Achievement in Geographic Information Systems (GIS) award for its use of mapping software from ESRI Ireland.

Due to the pandemic and its impact, the airport lost 115 routes, as in January 2021, it scheduled flights to just 85 cities, down from 200 before the crisis began.

In February 2023, a spate of drone sightings around the airport led to cancellations of flights on separate days. It is illegal to operate a drone within 5 kilometers of an Irish airfield. DAA called for the Garda Síochana to introduce a counter-drone system as operated in the UK, and for the government to increase sentences for offenders.

Long-haul traffic
As of August 2019, there are services to 31 intercontinental destinations from Dublin Airport (not including Anatolia). In 2007, Etihad Airways began operating between Dublin Airport and Abu Dhabi, and increased its capacity to 14 weekly flights in March 2010. In addition, Emirates has served Dublin from Dubai since January 2012. A total of 22 cities in North America are connected directly to Dublin Airport by seven airlines. In 2015, Ethiopian Airlines began serving Dublin from Addis Ababa, thus inaugurating the first direct air link between Ireland and Sub-Saharan Africa. In 2017, Qatar Airways commenced a daily service to Dublin Airport from Doha.

Services to East Asia
The Government of Ireland, owner of Dublin Airport, and the Dublin Airport Authority, its operator, have long sought to connect Dublin with East Asia by direct air service. Their plans were realized in 2018 when Cathay Pacific launched 4 weekly direct flights between Dublin and Hong Kong. This was followed by services to Beijing-Capital (via Edinburgh) and Shenzhen (nonstop), launched by Hainan Airlines in June 2018 and January 2019, respectively. In August 2019, however, Hainan Airlines withdrew from Dublin entirely. In September, due to the ongoing political unrest in Hong Kong, Cathay Pacific restricted its previously year-round Hong Kong route to the summer season only.

Shannon Stopover and Open Skies
In the mid twentieth century, the Irish government introduced a rule stating that all air traffic between Ireland and the United States must transit through Shannon Airport. In return, the United States government placed a limit of four airports in the US that Aer Lingus could operate to. On 22 March 2007, the Open skies agreement between the US and EU was ratified. This resulted in the immediate cancellation of the long-running 'Shannon Stopover' requirement, whereby the Irish government had insisted that 50% of all transatlantic flights between Ireland and the United States must pass through Shannon Airport.

US border preclearance
Dublin Airport is one of only two airports in Europe, and three outside the Americas, with United States border preclearance services for US-bound passengers (the other airports are Ireland's Shannon Airport and Abu Dhabi International Airport in the United Arab Emirates). Those traveling on nonstop flights to the United States complete immigration and customs procedures in Dublin prior to their departure, and are treated as domestic passengers on arrival.

Aer Rianta and DAA/Dublin Airport Authority
In October 2004, Aer Rianta (which is the Irish for 'Air Ways' or 'Air Tracks') was renamed Dublin Airport Authority plc, a result of the State Airports Act 2004. All assets and liabilities previously owned by Aer Rianta were transferred to Dublin Airport Authority. The State Airports Act 2004 also established new airport authorities at Shannon and Cork Airports. The Shannon Airport Authority and the Cork Airport Authority had separate boards of directors and were authorised under the Act to prepare business plans, which may have in time lead to their full separation from the Dublin Airport Authority. Following a decision by the Irish Government, Shannon Airport became a separate publicly owned airport on 31 December 2012.

In July 2013, the Dublin Airport Authority was officially renamed "DAA plc" by the Irish Government. The rename was principally to remove the "Dublin" and "Authority" elements of the name which were seen to have little relevance to the overall functions of DAA. The name change announced in July 2013 took effect on 6 November 2014.

As the largest gateway to Ireland, over 25 million passengers travelled through the airport in 2015, a 15% increase over the previous year. The main contributors to the growth in traffic in 2015 were the 23 new routes launched during the year and extra capacity on 40 existing services. Both long-haul and short-haul traffic increased by 15% in 2015. A record 8.9 million people travelled between Dublin Airport and Britain during 2015, which was a 14% increase on the previous year. Dublin Airport also welcomes more than one million passengers per annum from Northern Ireland and is a key international gateway for overseas visitors to Northern Ireland, whose largest airport is less than a quarter the size of Dublin in terms of passenger numbers.

Terminal 1
The current Terminal 1 building opened in 1972 was designed to handle five million passengers per year. The original design included a second pier which would have been identical to the current decagon-shaped boarding Pier B, but this was never built. A car park was originally located on the upper floor of the building and the access ramps are still in place but it was closed for security reasons in the 1970s and converted into offices. Terminal 1 has been regularly extended and improved over the last two decades. In October 2007, a new pier designed by Larry Oltmanns, while design director of the London office of Skidmore, Owings & Merrill, who also designed graphics for its interior, was opened to the north of Terminal 1. This pier caters for the majority of Ryanair flights. In 2009, a new extension featuring new food and retail outlets was added to the side of Terminal 1. Terminal 1 is currently home to all airlines except Aer Lingus, American Airlines, British Airways, Delta Air Lines, Emirates, Iberia Express, JetBlue, United Airlines and Vueling.

Terminal 2
Terminal 2 is a 75,000 m2 (810,000 sq ft) terminal and pier (Pier E) which provides aircraft parking for 27 narrow body aircraft through 25 departure gates and 16 immigration desks which can handle up to 15 million passengers annually. The project was designed by Pascall+Watson architects and the total cost was €600 million. Aer Lingus is the main carrier operating at Terminal 2 and since its opening have developed a hub at Dublin primarily for traffic traveling between Europe and the United States. Terminal 2 is now the transatlantic gateway for flights to the United States as it features a US pre-clearance immigration facility which was previously housed in Terminal 1.

Construction of Terminal 2 began on 1 October 2007, and it was officially opened on 19 November 2010 by the then Taoiseach Brian Cowen T.D. The intended purpose of Terminal 2 was to house all long-haul carriers in addition to Aer Lingus; however significant growth in US traffic has resulted in most long haul carriers flying outside the United States remaining in Terminal 1. During the design of Terminal 2 provisions were made for an expanded check in hall and additional pier (Pier F) to cater for future growth. Terminal 2 is currently home to IAG airlines Aer Lingus, British Airways, Iberia Express and Vueling, and U.S. carriers American Airlines, Delta Air Lines, JetBlue and United Airlines. Emirates also operates from the terminal.

Safety and security
DAA has its own branch of the Airport Police Service which is mandated to provide aviation and general policing at the airport. The Airport Police Station is centrally located on the Arrivals road between Terminals 1 and 2. The airport also has its own Airport Fire and Rescue Service which provides cover to the entire campus, its roadways and lands.

The Office of the Revenue Commissioners provide a customs service to both passenger and cargo terminals, while the Department of Agriculture also has a presence in the airport. Irish Naturalisation and Immigration Service performs immigration checks on all international passengers arriving at the airport. The Gardaí also have a small sub-station located beside the old terminal.

In 2016 it was confirmed that Garda Armed Support Units (ASU) would be deployed overtly to patrol Dublin Airport and Dublin Port full-time on foot inside terminal buildings and via vehicles outside and surrounding the perimeter to counter the rising threat of terrorist attacks in Europe. The decision was made as a direct result of the 2016 Brussels bombings in Belgium.

Maintenance facilities
Aer Lingus, Ryanair, CityJet, Eirtech and Dublin Aerospace have aircraft maintenance hangars and facilities at Dublin Airport.

Other facilities
Our Lady Queen of Heaven, a Catholic church built in 1964, is in the airport.

New air traffic control complex
The construction of a new control complex was required, as the location, height and visibility of the existing tower would be inadequate to operate the planned 10L/28R Runway.

The new complex opened on 15 June 2022. At nearly 87 m high, it is the tallest inhabited structure in Ireland. It has space for twelve operators as opposed to the five of the previous tower and a 360 degree view of the Airport and its surroundings. The new complex will be ideal for simultaneous operation of 10R/28L and 10L/28R.

The old control complex will become a contingent tower in case of emergency

New runway
After a delay of several years due to the global financial crisis and predictions of falling consumer demand, it was announced in April 2016 that a new runway would start construction in 2017 and to be completed by 2021.

On 8 October 2020, the existing runway 10/28 was redesignated as 10R/28L in anticipation of the new runway becoming 10L/28R.

The new runway measuring 3110 m opened on 24 August 2022 parallel to the existing runway 10R/28L, which opened (as runway 10/28) in 1989. Planning permission for the runway was originally granted in August 2007, with 31 planning conditions attached. The new runway runs parallel to the north of runway 10R/28L and allows the airport to accommodate 30 million passengers annually, at a length of 3110 m. In March 2009 the DAA announced in a proposal for consultation that the new runway may be built to a length of 3660 m following consultation with potential long-haul carriers. A runway of this length would allow direct flights from Dublin to the Far East. The runway cost in the region of €320 million. The airport also has invested heavily in extending aprons and creating rapid exit taxiways to derive maximum efficiency from the existing main runway. Runway 16/34 is most often used in the evening, depending on airport construction. In the day, 16/34 is generally used as a taxiway for aircraft utilizing runway 10R/28L. The first flight on the new runway was Ryanair flight FR1964 to Eindhoven at 11:00 UTC on 24 August 2022.

Future Developments
A number of infrastructure additions and improvements are planned for the airport in the coming years, including two new passenger piers, expanded aircraft parking and apron facilities, an airside tunnel which will link the terminal area with remote stands and an expanded United States border preclearance facility.

Proposed Third Terminal
Developers have proposed the development of a new terminal to the west of the existing terminal campus. The land owners and the Dublin Airport Authority have to date been unable to come to an agreement on the development of the land and discussions are ongoing.

Passenger
The following airlines offer regular scheduled and charter flights at Dublin Airport:

Cargo
The following airlines operate scheduled cargo services at Dublin Airport:

Passenger numbers
Passenger numbers at Dublin Airport increased every year during the 10 years between 1998 and 2008, from around 11.6 million to over 23.4 million. Passenger numbers fell however during the subsequent two years to around 18.4 million in 2010, with a small increase to 18.7 million in 2011 and 19.1 million in 2012, then 2013 saw a significant increase of 5.6% to 20.2 million. In 2014, passenger numbers increased by almost 8% to over 21.7 million. Traffic growth of over 15% during 2015 resulted in passenger numbers exceeding 25 million for the first time. The previous record of 23.46 million (set in 2008) was exceeded during the first week of December 2015.

Ground transport
Dublin Airport is located just off the M1 and the M50 10 km north from the city centre and 2 km south of the town of Swords. There is no rail link to Dublin city centre, and the public transport options to the city are taxis, buses and private transport.

Bus services
Dublin Airport is served by a large network of bus and coach routes, serving both the wider Dublin area and the rest of Ireland. More than 700 buses a day service Dublin Airport. In addition, Dublin Bus and Go-Ahead Ireland run local stopping services that serve such residential areas as Santry, Swords, Rathfarnham, Ballinteer, Sutton, Malahide, Beaumont, Harold's Cross, Terenure, Drumcondra, Balbriggan, Skerries, Rush and Portmarnock.

Aircoach offers a number of coach services from the Airport to the Dublin area, serving both the city centre and surrounding areas including Leopardstown, Sandyford, Bray and Dún Laoghaire.

Dublin Coach links Portlaoise and Red Cow Luas to Dublin Airport.

Dublin Express runs non-stop coach services to the city centre via the Port Tunnel, offering interchange with the rail network at Tara Street station as well as serving other city centre destinations such as Heuston Station the main railway station connecting to Cork, Waterford, Limerick and Galway etc.

Bus Éireann has 18 routes from Dublin Airport to places such as Waterford, Drogheda and Dundalk Ulsterbus Goldline offer cross-border bus services to Belfast. Translink solely operate services to Derry via either Monaghan and Omagh, or Armagh and Cookstown respectively.

Aircoach runs longer distance services to Cork City and Belfast, whilst Citylink and Gobus offer services to Galway, Éirebus and JJ Kavanagh operate regular services to Carlow, Limerick, Kilkenny and Waterford. Wexfordbus connects the airport with Wexford, and John McGinley Coaches also connects the airport with Donegal ending in Annagry.

Taxi
Taxis are available at taxi ranks located directly outside of Terminal 1 and Terminal 2.

Rail
There is no direct rail connection to Dublin Airport. However, Iarnród Éireann (Irish Rail) provide suburban and intercity railway services from Dublin Connolly and Dublin Heuston railway stations, and there are regular bus services from both stations to the airport. Some city bus services serve Drumcondra suburban railway station, which is on the Connolly to Maynooth railway line while the 102 route connects Dublin Airport to Sutton DART station. Bus services to Busáras/Dublin Connolly and Dublin Heuston railway stations connect with the Luas Red Line.

Proposed rail link
For many years, it was expected that Iarnród Éireann would extend the Dublin Area Rapid Transit (DART) to serve the airport. These plans were replaced with a proposal for an underground metro line, which would run from the city centre to Swords via the airport. The route for the line, Metro North, was announced in October 2006 and was proposed to connect with several other modes of transport. In 2011, it was announced that the Metro North plan would be deferred due to a lack of funding. As of July 2022, the project was proposed to begin construction in and that, "all going well" it could be in operation by 2035. In 2024, it was announced that a DART line to the airport could be completed within 5 years.

Accidents and incidents

 * On 12 June 1967, Aer Turas Flight 612, a Bristol 170 Freighter 31E, crashed while performing a go-around after a failed landing. The two crew died in the crash.
 * 29 November 1975 the Ulster Defence Association planted two bombs inside the arrivals terminal, one bomb exploded and the other was made safe. The attack killed one person and wounded ten more.

title: Dublin Airport


text:
User:Ann O'nyme

Well, let it be 'my' page!

I've realised the 'User contribution' can be cool... but that I had a floating IP...

From August 1st to August 16th 2003, this is mine:

http://www.wikipedia.org/w/wiki.phtml?title=Special:Contributions&target=128.193.0.6 http://www.wikipedia.org/w/wiki.phtml?title=Special:Contributions&target=128.193.4.98

My Wikipediadiction is getting higher and higher... --Ann O'nyme 21:41, 18 Aug 2003 (UTC)

 * 1) Ok. Let's log off & be wikioff a few days! --Ann O'nyme 23:20, 31 Aug 2003 (UTC)

Notes to myself

 * List of articles frequently visited through Google

I think Wikipedia should have something about the expantion of Patentable subject matter... Just voted to delete Storyline patent, but I keep it here for reference...

Need to update France & related article with info from: Vers un catholicisme minoritaire (not a permalink) --Ann O'nyme 05:34, 10 January 2007 (UTC)

 * Update Culture of France --Ann O'nyme 05:38, 10 January 2007 (UTC)

Need to update Kfar Bar'am with User:Ann O'nyme/Kfar Bar'am Ann O'nyme (talk) 23:17, 13 April 2009 (UTC)

title: User:Ann O'nyme


text:
Auditory

Auditory means of or relating to the process of hearing:

 * Auditory system, the neurological structures and pathways of sound perception
 * Auditory bulla, part of auditory system found in mammals other than primates
 * Auditory nerve, also known as the cochlear nerve is one of two parts of a cranial nerve
 * Auditory ossicles, three bones in the middle ear that transmit sounds
 * Hearing (sense), the auditory sense, the sense by which sound is perceived
 * Ear, the auditory end organ
 * Cochlea, the auditory branch of the inner ear
 * Sound, the physical signal perceived by the auditory system
 * External auditory meatus, the ear canal
 * Primary auditory cortex, the part of the higher-level of the brain that serves hearing
 * Auditory agnosia
 * Auditory exclusion, a form of temporary hearing loss under high stress
 * Auditory feedback, an aid to control speech production and singing
 * Auditory hallucination, perceiving sounds without auditory stimulus
 * Auditory illusion, sound trick analogous to an optical illusion
 * Auditory imagery, hearing in head in the absence of sound
 * Auditory learning, learning by listening
 * Auditory phonetics, the science of the sounds of language
 * Auditory scene analysis, the process by which a scene containing many sounds is perceived
 * Auditory science, concerning the perception of sound

title: Auditory


text:
Arisaka

The Arisaka rifle (有坂銃) is a family of Japanese military bolt-action service rifles, which were produced and used since approximately 1897, when it replaced the Murata rifle (村田銃, Murata-jū) family, until the end of World War II in 1945. The most common models include the Type 38 chambered for the 6.5×50mmSR Type 38 cartridge, and the Type 99 chambered for the 7.7×58mm Type 99 cartridge, which is comparable in power to a modern .308 Winchester round.

History
The Arisaka rifle was designed under the supervision of Colonel Arisaka Nariakira (有坂 成章; 1852–1915), who was later promoted to lieutenant general and also received the title of baron from Emperor Meiji, in 1907. The design was similar to, and may have been influenced by the German Rifle Test Commission 8mm Model 1888 bolt-action rifle, which was based on the earlier Mauser design. Over the course of several wars, the rifle went through multiple production runs, during which several variants were developed, including the transition from the 6.5mm Type 38 cartridge to the larger 7.7mm Type 99, as well as the introduction of a paratrooper rifle that could be broken down into two major parts for easier stowage during airborne operations. Post war testing of Arisaka rifles revealed that their bolts and receivers were constructed of carbon steel "similar to SAE steel grade No. 1085 with a carbon content of 0.80% to 0.90%, and a manganese content of 0.60% to 0.90%." During destructive stress tests, the Arisaka rifles were shown to be stronger than the American made M1903 Springfield, British made Lee–Enfield, and German Mauser rifles. The Arisaka rifles were also one of the only firearms of the era to use polygonal rifling in its barrel, rather than lands and grooves.

Some of the early issue Type 99 rifles were fitted with a folding wire monopod intended to improve accuracy in the prone position. The rear sights also featured folding horizontal extensions to give a degree of lead suitable for firing at aircraft. Near the end of World War II, ersatz models were manufactured with various cost-cutting measures, with the goal of cheaply bolstering the imperial armed forces. Some of these cost cutting measures included the replacement of the ovoid bulb-shaped bolt of earlier runs with a smaller, more utilitarian cylindrical shape. Additionally, the hand guard on the barrel was omitted, and crude fixed sights were fitted to the weapon.

The Arisaka bolt-action service rifle was used everywhere in the Imperial Japanese Army and the Imperial Japanese Navy. Prior to World War II, Arisakas were used by the Royal Navy and Russian Army, in Finland and Albania. The Czech Legions that fought in the Russian Revolution were almost entirely armed with Type 30 and 38 Arisaka rifles. Many captured rifles were employed by neighboring countries both during and after World War II, by nations such as China, Thailand and Cambodia. After the Japanese surrender from World War II in the summer of 1945, the manufacture of Arisaka rifles and ammunition stopped abruptly, quickly becoming obsolete. As most weapons from the Imperial Japanese Armory were thrown into Tokyo Harbor after the signing of the surrender, ammunition for the Arisaka rifle also became rare, although China continued to manufacture 6.5×50mmSR and 7.7×58mm for use in their captured rifles.

The imperial ownership seal, a 16-petal chrysanthemum known as the Chrysanthemum Flower Seal stamped upon the top of the receiver in all official imperial-issue rifles, has often been defaced by filing, grinding, or stamping on surviving examples. While there are conflicting claims that this was done on the orders of the Imperial Japanese Military prior to surrender, it is generally accepted by most historians that the imperial chrysanthemums were ground off the rifles on the orders from General Douglas MacArthur, the commander of occupation forces at that time. To date, no documentation from either Japanese or U.S. forces has been found that required the defacing. Most of the Arisakas with surviving insignia are in Japan, though there are a few remaining on samples taken as war trophies before the surrender, and those captured by Chinese forces. Some of the captured Sino Arisakas were later exported to the United States, examples including a number of Type 38 carbines and Type 44 carbines rebarrelled and rechambered for the 7.62×39mm round. Some Type 38 rifles and Type 99 rifles captured by the Kuomintang forces were also converted to fire the 7.92×57mm Mauser round.

Many of the Chrysanthemum Seals were completely ground off, although some were only defaced with a chisel, scratched off, or had the number "0" stamped repeatedly along the edges. The latter was usually done with rifles removed from Japanese military service (and thus no longer the emperor's property), including rifles given to schools or sold to other nations, such as the British Royal Navy's purchase of many Type 38s in World War I to free up SMLE rifles for their land forces.

A very small run of Type 38 rifles was also manufactured for export to Mexico in 1910, with the Mexican coat of arms instead of the imperial chrysanthemum, though few arrived before the Mexican Revolution and the bulk remained in Japan until World War I, when they were sold to Imperial Russia.

Many thousands of Type 99s and other Arisaka variants were brought to the United States by Army soldiers and Marines as war trophies during and after World War II.

Type 30
First rifle of the Arisaka series. Chambered in 6.5×50mmSR Type 30. 554,000 built.

Type 30 carbine
Carbine variant of the Type 30; 300 mm shorter. 45,000 built.

Type 35
Officially designated as Type 35 navy rifle. Also in 6.5×50mmSR Type 30.

Design overhaul based on the Type 30 for the Imperial Japanese Navy Land Forces by Major Nambu Kijirō. Changes include tangent type rear sight, separate sliding bolt cover (as opposed to simultaneously moving ones on all other types after) of the same type later used on the Siamese Mauser style rifle, hook safety replaced with a large knob cocking piece to protect from gases in case of a blown primer, larger bolt handle knob, improved bolt head, gas port in bolt body, and improved chamber configuration for better cartridge feeding.

Type 38
Developed by Major Nambu Kijirō. Chambered in 6.5×50mmSR Type 38, Type 30 cartridge is also usable. A short variant exists for ease of handling, its length is between the basic rifle and the carbine.

One of the most produced and commonly encountered model. Designed in 1905 and simultaneously produced until 1942 with 3,400,000 built.

Type 38 carbine
Carbine variant of the Type 38; 300 mm shorter. Also fielded by support personnel.

Type 44 carbine
Carbine derived from the Type 38 rifle. Chambered in 6.5×50mmSR Type 38, Type 30 cartridge is also usable. Distinguishing features are its folding spike bayonet and two-piece takedown cleaning rods concealed within the buttstock. Originally intended for the cavalry, also used by other support personnel.

Type 97 sniper rifle
One of the two main sniper rifles in imperial military service. Based on the Type 38 rifle. Chambered in 6.5×50mmSR Type 38, but more commonly used reduced charge cartridges associated with the Type 11 and 96 light machine guns for lighter recoil, reduced report, camouflaged muzzle flash, and overall accuracy. Uses factory-zeroed Type 97 telescopic sight (2.5X).

About 22,500 built.

Type 99
Successor to the Type 38 rifle. Chambered in 7.7×58mm Type 99, later rimless variants of the Type 92 and 97 cartridges also usable.

Designed in 1939, then produced and fielded from 1941 to 1945, the Type 99 was the most common Imperial Japanese service rifle of World War II and second most produced imperial rifle with 2,500,000 built. Significant changes are the improvement of the rear sight form transitioning from a V-notch type like those on a Type 38, to an aperture, the front sight blade was renewed to a triangular shape, chrome-lined barrels were used, and on earlier productions, the rear sight was equipped with anti-aircraft calipers.

Sub-variations included a long rifle (approximately only 38,000 made), and short rifle; former being 1258 mm in total and latter being 1118 mm. The short rifle also varied in quality from initial, intermediate, to last-ditch.

Type 99 sniper rifle
The other sniper rifle of the Imperial Japanese Military. Built on both the long and short models with the latter being higher in number. Chambered in 7.7×58mm Type 99, later rimless variants of the Type 92 and 97 cartridges also usable. The larger, more powerful caliber allowed the ballistics to be less affected by windage at the cost of stronger recoil. Two different types of scopes were issued to the rifles: the Type 97 2.5X telescopic scope, or the Type 99 4X telescopic scope. Later production of the Type 99 scope allowed for distance adjustment. Scopes were issued with their respective holsters and were often detached from the rifle and placed within them while advancing.

By doctrine, snipers of the imperial military were selected by their skill in marksmanship. The caliber of the rifle assigned to a sniper corresponded with the ammunition of the company he served under.

Production began in May 1942. Total number made is approximately 10,000.

TERA
A small series of takedown rifles produced for the imperial army paratroopers and imperial navy paratroopers. Only production model is the Type 2 based on the Type 99 short rifle; the rest are two proto-test types (Type 100 and Type 1). The Type 2 is chambered in 7.7×58mm Type 99, later rimless variants of the Type 92 and 97 cartridges also usable.

The Type 2 allowed for compact storage by breaking down to two pieces: the stock and action, and barrel and handguard.

About a total of 19,000 were produced from 1942 to 1944.

Type 30
Created simultaneously with the Type 30 rifle, this sword-type bayonet is compatible with all variants of the Arisaka rifle except for the Type 44 carbine. Twenty different variations exist, and is further categorized by early, mid, and late-war production phases. Also fixable on Type 96 and 99 light machine guns.

Type 35 bayonet
The Type 35 bayonet is a slightly modified Type 30 bayonet made specifically for the Type 35 rifle. The dimensions of the bayonet are almost exactly the same as the Type 30 bayonet. The only significant difference between the two is the added addition of a sprung catch that hooks into the scabbard when not in use.

About 8,400,000 were made.

Type 44
Fixed permanently on the Type 44 carbine, this spike-type bayonet is foldable under the handguard and does not interfere with the barrel when deployed.

Type 2
With the long length of the Type 30 bayonet unfit for concealing within a paratrooper's personal equipment set, this knife-type bayonet was created to address this issue. Twenty centimetres shorter than a Type 30, its total length is 32.3 cm. Used primarily with the Type 2 TERA rifle or the Type 100 submachine gun by the Imperial Military Airborne Divisions.

About 25,000 were made.

Details
As with all captured foreign firearms they may be dangerous when fired, due to both the lower quality of the "last-ditch" rifles produced during the end-half of World War II, and to modifications performed by returning U.S. servicemen on those rifles. Ammunition for the Arisaka series, which were often battlefield pick-ups, or souvenirs, were not readily available after the end of the war. Consequently, many were rebored or rechambered for readily available calibers of that time. Additionally, some were occasionally rendered inoperable prior to being shipped home, or even potentially sabotaged. The manner in which rifles may have been demilled can include permanently damaging the receiver or removal of parts.

Type 38s in particular were commonly rechambered to 6.5×.257 Roberts, a wildcat cartridge made using the readily available .257 Roberts cases with the neck expanded to use 6.5mm bullets specific to the already existing barrel. Likewise, the Type 99 in 7.7×58mm were known to be converted to .30-06 Springfield, which is again of similar but not identical dimensions. While the .30-06 can be fired by lengthening the chamber of the rifle slightly (from 58 to 63mm), the 7.7mm case is slightly wider than the .30-06 and uses a slightly larger-diameter bullet, meaning a .30–06 cartridge case will swell slightly to fit the oversized chamber, and a standard .30-06 bullet with a .308 diameter will not provide a good fit to the .310–312 diameter rifling.

Those seeking ammunition for their Type 99 rifles often manufacture it by modifying .30–06 cases. The German 7.92×57mm Mauser cartridge may also be used with the proper .311 diameter bullet. The widely available British .303 bullets also provide a proper fit for the firearm's rifling. Norma currently manufactures stock 7.7×58mm ammunition, as well as making new brass available for reloaders. Hornady also produces new Arisaka ammunition in both 6.5mm and 7.7mm calibers. Since the base of the 7.7mm case is slightly larger than the .30-06 (thereby causing varying amounts of bulging in the reformed brass), some owners may find it preferable to use proper brass or new factory cartridges. Bullets and powder charges of surplus .303 British ammunition may also be loaded into proper 7.7×58mm cases to produce rifle cartridges with ballistics that are similar to the original Japanese military load.

title: Arisaka


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Closure (mathematics)

In mathematics, a subset of a given set is closed under an operation of the larger set if performing that operation on members of the subset always produces a member of that subset. For example, the natural numbers are closed under addition, but not under subtraction: 1 − 2 is not a natural number, although both 1 and 2 are.

Similarly, a subset is said to be closed under a collection of operations if it is closed under each of the operations individually.

The closure of a subset is the result of a closure operator applied to the subset. The closure of a subset under some operations is the smallest superset that is closed under these operations. It is often called the span (for example linear span) or the generated set.

Definitions
Let $S$ be a set equipped with one or several methods for producing elements of $S$ from other elements of $S$. A subset $S$ of $S$ is said to be closed under these methods, if, when all input elements are in $S$, then all possible results are also in $S$. Sometimes, one may also say that $S$ has the closure property.

The main property of closed sets, which results immediately from the definition, is that every intersection of closed sets is a closed set. It follows that for every subset $X$ of $S$, there is a smallest closed subset $X$ of $X$ such that $$Y\subseteq X$$ (it is the intersection of all closed subsets that contain $X$). Depending on the context, $Y$ is called the closure of $S$ or the set generated or spanned by $X$.

The concepts of closed sets and closure are often extended to any property of subsets that are stable under intersection; that is, every intersection of subsets that have the property has also the property. For example, in $$\Complex^n,$$ a Zariski-closed set, also known as an algebraic set, is the set of the common zeros of a family of polynomials, and the Zariski closure of a set $S$ of points is the smallest algebraic set that contains $Y$.

In algebraic structures
An algebraic structure is a set equipped with operations that satisfy some axioms. These axioms may be identities. Some axioms may contain existential quantifiers $$\exists;$$ in this case it is worth to add some auxiliary operations in order that all axioms become identities or purely universally quantified formulas. See Algebraic structure for details.

In this context, given an algebraic structure $X$, a substructure of $Y$ is a subset that is closed under all operations of $Y$, including the auxiliary operations that are needed for avoiding existential quantifiers. A substructure is an algebraic structure of the same type as $V$. It follows that, in a specific example, when closeness is proved, there is no need to check the axioms for proving that a substructure is a structure of the same type.

Given a subset $V$ of an algebraic structure $S$, the closure of $S$ is the smallest substructure of $S$ that is closed under all operations of $S$. In the context of algebraic structures, this closure is generally called the substructure generated or spanned by $X$, and one says that $S$ is a generating set of the substructure.

For example, a group is a set with an associative operation, often called multiplication, with an identity element, such that every element has an inverse element. Here, the auxiliary operations are the nullary operation that results in the identity element and the unary operation of inversion. A subset of a group that is closed under multiplication and inversion is also closed under the nullary operation (that is, it contains the identity) if and only if it is non-empty. So, a non-empty subset of a group that is closed under multiplication and inversion is a group that is called a subgroup. The subgroup generated by a single element, that is, the closure of this element, is called a cyclic group.

In linear algebra, the closure of a non-empty subset of a vector space (under vector-space operations, that is, addition and scalar multiplication) is the linear span of this subset. It is a vector space by the preceding general result, and it can be proved easily that is the set of linear combinations of elements of the subset.

Similar examples can be given for almost every algebraic structures, with, sometimes some specific terminology. For example, in a commutative ring, the closure of a single element under ideal operations is called a principal ideal.

Binary relations
A binary relation on a set $X$ can be defined as a subset $S$ of $$A\times A,$$ the set of the ordered pairs of elements of $S$. The notation $$xRy$$ is commonly used for $$(x,y)\in R.$$ Many properties or operations on relations can be used to define closures. Some of the most common ones follow:

 * Reflexivity
 * A relation $X$ on the set $X$ is reflexive if $$(x,x)\in R$$ for every $$x\in A.$$ As every intersection of reflexive relations is reflexive, this defines a closure. The reflexive closure of a relation $A$ is thus

 * Symmetry
 * Symmetry is the unary operation on $$A\times A$$ that maps $$(x,y)$$ to $$(y,x).$$ A relation is symmetric if it is closed under this operation, and the symmetric closure of a relation $R$ is its closure under this relation.

 * Transitivity
 * Transitivity is defined by the partial binary operation on $$A\times A$$ that maps $$(x,y)$$ and $$(y,z)$$ to $$(x,z).$$ A relation is transitive if it is closed under this operation, and the transitive closure of a relation is its closure under this operation.

A preorder is a relation that is reflective and transitive. It follows that the reflexive transitive closure of a relation is the smallest preorder containing it. Similarly, the reflexive transitive symmetric closure or equivalence closure of a relation is the smallest equivalence relation that contains it.

Other examples

 * In matroid theory, the closure of X is the largest superset of X that has the same rank as X.
 * The transitive closure of a set.
 * The algebraic closure of a field.
 * The integral closure of an integral domain in a field that contains it.
 * The radical of an ideal in a commutative ring.
 * In geometry, the convex hull of a set S of points is the smallest convex set of which S is a subset.
 * In formal languages, the Kleene closure of a language can be described as the set of strings that can be made by concatenating zero or more strings from that language.
 * In group theory, the conjugate closure or normal closure of a set of group elements is the smallest normal subgroup containing the set.
 * In mathematical analysis and in probability theory, the closure of a collection of subsets of X under countably many set operations is called the σ-algebra generated by the collection.

Closure operator
In the preceding sections, closures are considered for subsets of a given set. The subsets of a set form a partially ordered set (poset) for inclusion. Closure operators allow generalizing the concept of closure to any partially ordered set.

Given a poset $A$ whose partial order is denoted with $≤$, a closure operator on $R$ is a function $$C:S\to S$$ that is
 * increasing ($$x\le C(x)$$ for all $$x\in S$$),
 * idempotent ($$C(C(x))=C(x)$$), and
 * monotonic ($$x\le y \implies C(x)\le C(y)$$).

Equivalently, a function from $A$ to $R$ is a closure operator if $$x \le C(y) \iff C(x) \le C(y)$$ for all $$x,y\in S.$$

An element of $R$ is closed if it is its own closure, that is, if $$x=C(x).$$ By idempotency, an element is closed if and only if it is the closure of some element of $S$.

An example is the topological closure operator; in Kuratowski's characterization, axioms K2, K3, K4' correspond to the above defining properties. An example not operating on subsets is the ceiling function, which maps every real number $S$ to the smallest integer that is not smaller than $S$.

Closure operator vs. closed sets
A closure on the subsets of a given set may be defined either by a closure operator or by a set of closed sets that is stable under intersection and includes the given set. These two definitions are equivalent.

Indeed, the defining properties of a closure operator $S$ implies that an intersection of closed sets is closed: if is an intersection of closed sets, then $$C(X)$$ must contain $S$ and be contained in every $$X_i.$$ This implies $$C(X) = X$$ by definition of the intersection.

Conversely, if closed sets are given and every intersection of closed sets is closed, then one can define a closure operator $S$ such that $$C(X)$$ is the intersection of the closed sets containing $x$.

This equivalence remains true for partially ordered sets with the greatest-lower-bound property, if one replace "closed sets" by "closed elements" and "intersection" by "greatest lower bound".

title: Closure (mathematics)


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Cork Airport

Cork Airport (Aerfort Chorcaí) is the second-largest of the three principal international airports in Ireland, after Dublin and ahead of Shannon. It is located in Cork City, 6.5 km south of the city centre in an area known as Farmers Cross. In 2018, Cork Airport handled 2.39 million passengers, growing by over 8% to 2.58 million in 2019. Following a decline during the COVID-19 global pandemic, which saw passenger numbers fall to 530,000 in 2020, numbers in 2022 rose to 2.24 million.

Cork is the state's second-busiest airport in terms of passenger numbers, after Dublin, and third busiest on the island of Ireland, after Dublin and Belfast International.

1957 to 1980
In 1957, the Government of Ireland agreed in principle to the building of an airport for Cork. After considering many sites in the area, it was agreed that the airport should be built at Ballygarvan. Tenders were invited for the construction of the airport in 1959 at an estimated cost of £1 million. The airport was officially opened on 16 October 1961, following proving flights four days earlier by Aer Lingus and Cambrian Airways. Vincent Fanning was the first manager at the airport. In its first year the airport handled 10,172 passengers – close to the average number of passengers handled each day at the airport in 2007. Throughout the 1960s the airport expanded with the arrival of more advanced aircraft and more destinations. The first jet, a British Overseas Airways Corporation Comet, landed at Cork Airport on 29 March 1964. By 1969 Aer Lingus was operating to London Heathrow, Manchester and Bristol.

In 1975, Aer Rianta, the then state airports authority, undertook a passenger terminal study aimed at improving the terminal facilities. The findings resulted in the provision, over the next two years, of new departure and arrival halls, a new check-in area, office complex, information desk, duty office and executive lounge. The new extensions and facilities were opened in 1978.

1980 to 2000
The 1980s began with an extension of the main apron. New services to London Gatwick began, while Aer Lingus' commuter division started a new domestic service to Dublin Airport. In 1985 following significant growth, Aer Rianta carried out a survey of the terminal facilities with a view to carrying out a major expansion and development programme. On 8 June 1987, Ryanair commenced services at Cork Airport. The following year, Phase I of the Terminal Expansion and Development Plan was completed. The following year the main runway extension of 1000 ft was opened.

The 1990s began with the completion of Phase II of the terminal expansion in 1991 and Phase III being completed in 1992 with the plan being brought to completion in 1994.

2000 to 2010
A Great Southern Hotel was opened on the airport grounds during 2001, and plans were drawn up for the construction of a new terminal building and ancillary capital investment works at an estimated cost of €140 million. Also towards the end of 2001, new Irish regional airline Aer Arann opened its second base at Cork opening new routes to/from the airport.

Along with the construction of the terminal, roads were upgraded from single to dual carriageway and re-aligned, and a new short term multi-storey car park was constructed. Airbridges were included in the original terminal design, however only one airbridge was built because airline representatives from the low-cost carriers who use Cork Airport made it clear that they did not want airbridges, would not use them and would not pay for them. In the circumstances, the DAA removed the airbridges from the terminal design during construction of the new facility. The new terminal was completed with four fixed links to the main building, and was designed to accommodate additional airbridges in future or if needed.

In 2005, Ryanair opened its 15th European base and second Irish base at Cork. The following year, the new terminal opened on 15 August 2006. Designed by HOK and Jacobs Engineering Group, the new terminal was the first built in Ireland in the 21st century.

In April 2008, the board of Cork Airport Authority agreed by one vote to accept responsibility for a debt of €113 million incurred by the Dublin Airport Authority in the redevelopment of Cork Airport to secure independence from Dublin Airport. This was despite government commitments that the Cork Airport Authority would be established on a debt-free basis. The Cork Airport Authority Board also stated that their strong reservations about the level of debt that Cork Airport was being levied with and the potential impact on its future sustainability. In late April 2008, Cork Airport Authority chairman, Joe Gantly, announced his resignation effective from the end of July 2008. Gerry Walsh replaced Gantly as chairman.

The Irish Aviation Authority completed a new control tower 1 km from the old terminal to the west of the main runway. The total cost was €7.5 million and was funded entirely by the IAA with no government funding. Construction began in August 2007 and was completed in June 2008 but it took until mid October 2009 to get all the new systems tested and working. The new control tower officially opened on 20 October 2009 at 00:01.

2010 to present
On 22 May 2011, at around 4:30pm a man entered a Garda Síochána vehicle in Cork City Centre and slashed the Garda in the vehicle with a knife. The Garda jumped from his vehicle and the man hijacked it, hitting a number of vehicles while driving to Cork Airport. At approximately 4:50pm the vehicle rammed through a perimeter airport fence, before breaking down. The man abandoned the Garda vehicle and, again producing a knife, hijacked an Airport Fire Service vehicle. By this time Air Traffic Control had suspended all operations. The man drove erratically on the airport taxiway, driving underneath a stationary Thomas Cook aircraft at high speed. The man proceeded to ram several Garda and airport vehicles, before attempting to ram an Aer Lingus aircraft. The hijacked vehicle stalled, halting feet from the Airbus A320. Armed Gardaí subdued the man with a taser. Flights were resumed after the man was removed and the airport perimeter secured.

On 16 October 2011, Cork Airport celebrated its 50th anniversary.

In 2013, Cork Airport was placed first for overall customer satisfaction in a global survey of passengers carried out by Airports Council International. The survey measured customer satisfaction across eight categories in 61 regional airports worldwide, with Cork Airport scoring highest.

In 2014, the Airport met its public sector obligation of a 33% reduction in energy costs, 6 years earlier than their 2020 target, and were awarded first place in the public sector category at the Sustainable Energy Awards 2014.

In 2016, Cork Airport won the Corporate Campaign of the Year Prize at the EU Public Affairs Awards (EuroPAwards) in Brussels, primarily for its efforts to secure a direct transatlantic route. Also in 2016, Cork Airport became the first Irish airport to launch a no drone zone within 5 km of the airfield. The campaign was launched following a number of incidents involving drones or aircraft on approach or departure from aerodromes throughout Europe. Despite this campaign, at least two drones encroached airspace during April 2017.

The airport was named as "Best Airport in Europe under 5 million passengers" at the Airports Council International (ACI) Europe General Assembly in both 2017 and 2019.

Geographical situation
With an elevation of 153 m above sea level, Cork Airport is sometimes prone to fog and a low cloud ceiling. The Instrument landing system has been upgraded to Category II, and together with a 305 m extension of the main runway has significantly reduced the number of diversions. However, during times of severe inclement weather the airport can suffer from delays or diversions to airports such as Shannon, Dublin or Kerry. Similarly, diversions from these airports occasionally land at Cork.

The length of the main runway dictates that the airport cannot handle fully laden large widebody aircraft. Large wide-bodied aircraft do visit Cork Airport on an irregular basis, for example to operate ad-hoc charter services for flights to sporting events such as those of the Munster Rugby team.

Operator
From its opening in 1961, the airport was managed by the Department of Transport and Power, now the Department of Transport. Aer Rianta took control of Cork and Shannon Airports on 1 April 1969 and the assets of the airports were transferred to the company under the Air Navigation and Transport (Amendment) Act, 1998. The name of Aer Rianta was changed to the Dublin Airport Authority (DAA) under the State Airports Act 2004, which also created the Cork Airport Authority and the Shannon Airport Authority. These companies were charged with preparing a business plan in preparation for taking over the assets of their airports from the DAA.

Cork Airport is responsible for the infrastructure which enables airlines and handling agents at the airport. Aer Lingus provide their own aircraft ground handling services, while other airlines and private flights contract services to third party ground handlers (Swissport and Weston Aviation).

Passenger facilities
The main terminal at Cork Airport contains several shopping and eating facilities both before and after the security screening area, a bureau de change kiosk and ATM (cash machine) and a business lounge operated by Swissport. There are eight departure gates in the airport, two of which have an airbridge. Wi-Fi is available throughout the terminal.

There are two hotels located adjacent to the passenger terminal, the Cork International Hotel which is located in the business park, and the Cork Airport Hotel (previously branded Park Inn by Radisson) which is located opposite the terminal on airport grounds.

Development plans
In 2013, Cork Airport completed a Master Plan for the overall development of the airport until 2023.

This plan envisages that the cargo area, currently located to the north–east of the airport, would be moved to the south–east of the grounds, with the general aviation area transferred opposite the main runway at the south–west of airport. Using space from the removal of the cargo area, the main terminal could be extended northwards, potentially doubling the space for aircraft. The plan also calls for the old terminal to be demolished.

Parallel plans for transport infrastructure also exist, including upgrading the N27 to two lanes in each direction and a dedicated bus lane for city–bound traffic. The roundabout at the entrance of the airport would be enhanced with an under-pass.

In February 2017, it was announced that €4 million was to be invested at the airport for training, screening and restaurant facilities, with the existing restaurant moving from landside to airside.

In November 2020, it was announced that Cork Airport was bringing forward its plans to rebuild and refurbish its main runway from Q4 2022/Q1 2023 to Q3 2021 as a result of the COVID-19 pandemic and the impact on its traffic.

Airlines and destinations
The following airlines operate regularly scheduled and chartered flights from Cork Airport:

Passenger numbers
Passenger numbers at Cork Airport increased every year during the ten years between 1998 and 2008 by an average of 14.8% per annum from around 1.3 million to over 3.2 million. Passenger numbers fell however during the subsequent seven years to just below 2.1 million in 2015. Passenger numbers returned to growth in 2016, with a year-on-year increase of 7.7% to 2.23 million passengers. In 2017 this number rose to 2.3 million, increasing during 2018 by a further 4% to around 2.4 million passengers. By 2019 it had increased to 2.6 million after which it suffered a drop due to the COVID-19 pandemic, along with most "other airports [..] across the world".

General aviation and business jets
Cork Airport has a number of services supporting general aviation flying, and also serves business jets. Both fixed wing and rotary wing flight training providers operate at the airport, with flying schools located to the south of the terminal building, on the east side of the main runway.

Business park
A 9.3 ha business park was developed at the airport from October 1998. , there were in excess of 50 tenant companies in the business park, including Amazon, IBM, BNY Mellon, Nuix, McKesson and Aviva.

Bus
Bus Éireann serve the airport on route number 225 (from Kent Rail Station to Haulbowline) and route 226 (Kent Rail Station to Kinsale). Irish Citylink also operate coach services to the airport from Galway via Limerick:

Taxi
The airport is served by taxi, with a taxi rank outside the arrivals entrance.

Rail
There is no rail link to the airport, and the nearest station is Kent Station on the edge of the city centre. There are multiple Bus Éireann routes connecting the airport to Kent Station via the city centre.

Car
Cork Airport is located 7.5 km from the city centre. It is connected to the city centre via the N27 and N40. The R600 connects the airport to the port town of Kinsale, which forms part of the Wild Atlantic Way tourist route. The airport is approximately 260 km away from Dublin and 107 km from Limerick, accessed via the M8 and N20 respectively. DAA operates all car parks at the airport, with both short-term and long-term parking within the campus and over 4,600 spaces in total. A number of companies offer car-hire in the arrivals hall of the terminal building.

Accidents and incidents

 * On 10 February 2011, a Fairchild SA 227-BC Metro III owned by the Spanish airline Air Lada registered EC-ITP, was operating a scheduled flight under the AOC of Flightline S.L for the ticket seller Manx2. The flight NM7100 was operating from Belfast-City to Cork with ten passengers and two crew. At 09:50 hrs during the third attempt to land at Cork Airport in low visibility conditions, control was lost and the aircraft impacted the runway. The aircraft came to a rest inverted in soft ground to the right of the runway surface. Post impact fires occurred in both engines which were quickly extinguished by the Airport Fire Service (AFS). Six persons, including both pilots, were fatally injured. Four passengers were seriously injured and two received minor injuries.

title: Cork Airport