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Chhatrapati Shivaji Maharaj International Airport

Chhatrapati Shivaji Maharaj International Airport is an international airport serving Mumbai and the Mumbai Metropolitan Region (MMR). It is the second busiest airport in India in terms of total and international passenger traffic after Delhi, and was the ninth busiest airport in Asia and 25th busiest airport in the world by passenger traffic in fiscal year 2023–24.

The airport is operated by Mumbai International Airport Limited (MIAL), a Joint Venture between Adani Enterprises, a subsidiary of the Adani Group and Airports Authority of India.

A dedicated six lane, elevated road connecting the new terminal with the main arterial Western Express Highway was also opened to the public the same day. The airport offers nonstop or connecting flights to all six inhabited continents.

The airport is named after Shivaji (1630–1680), 17th-century Chhatrapati of the Maratha Empire. It was renamed in 1999 from the previous "Sahar Airport" to "Chhatrapati Shivaji International Airport" (the title "Maharaj" was inserted on 30 August 2018 ). It is situated across the suburbs of Santacruz and Sahar Village in Vile Parle East.

History
RAF Santacruz was constructed in the 1930s. It was a bigger airfield than nearby Juhu Aerodrome and was home to several RAF squadrons during World War II from 1942 to 1947. The Airport covered an area of about 1500 acre and initially had three runways. The apron existed on the south side of runway 09/27, and the area, referred to today as the "Old Airport", houses, among others, maintenance hangars of Air India, Air Works India, Indamer Aviation Pvt Ltd, and MIAL's General Aviation Terminal.

By 1946, when the RAF began the process of handing over the airfield to the Director General of Civil Aviation for Civil operations, two old abandoned hangars of the Royal Air Force had been converted into a terminal for passenger traffic. One hangar was used as a domestic terminal and the other for international traffic. It had counters for customs and immigration checks on either side and a lounge in the center. Air India handled its passengers in its own terminal adjoining the two hangars. In its first year, it handled six civilian services a day.

Traffic at the airport increased after Karachi was partitioned to Pakistan and as many as 40 daily domestic and foreign services operated by 1949, prompting the Indian Government to develop the airport, equipping the airport with a night landing system comprising a Radio range and a modernised flare path lighting system. Construction of a new passenger terminal and apron began in 1950 and was commissioned in 1958. Named after the neighbourhood in which it stood and initially under the aegis of the Public Works Department, the new airport was subsequently run by the Ministry of Civil Aviation.

With the dawning of the jumbo jet era in the 1970s, Santacruz, despite several extensions, began suffering from insufficient operational capacity. The Santacruz terminal was designed to accommodate 600 passengers at any given time, but by the late 1970s, it was handling 1,200. In 1979–80, 5 million domestic and international passengers flew into and out of Santa Cruz compared with 3 million at Delhi's Palam Airport. The airlines were constantly expanding their services but there was no corresponding increase in space at the terminal, making it the most congested airport in the country. In one of its issues, Time magazine, referring to the chaos, called the terminal building a "black hole". A major fire gutted the International section of the terminal building on 21 September 1979, killing three passengers and shutting down the airport. A temporary departure extension or "Gulf Terminal" was made functional in October that year until the terminal was repaired.

The Tata committee, set up in 1967 to examine the issues concerning the airport, had recommended the construction of a new international terminal to meet the requirements of traffic in the seventies. The Santa Cruz terminal was to be used for domestic traffic alone. The International Airport Authority of India (IAAI), which was set up in 1972, started planning the construction of a new terminal building for handling international passenger traffic, to be completed by 1981. Accordingly, construction of the new international terminal at Sahar to the northeast of Santacruz in Vile Parle was taken up at an estimated cost of ₹ 110 million. Construction of the new international terminal at Sahar began in November 1977, and the first phase took three years to build. Sahar Terminal 2A, the first phase of the two-part terminal, was opened on 5 December 1980.

AAI had been considering the modernisation of Bombay Airport in 1996 although the AAI board approved a modernisation proposal only in 2003. By then, Bombay and Delhi Airports were handling 38% of the country's aircraft movement and generating one-third of all revenues earned by AAI. At that time, the Bombay airport handled 13.3 million passengers, 60% of which were domestic travellers. The airport faced severe congestion for both aircraft and passengers as it was handling twice as many aircraft movements per day than it was originally designed for. The bidding process for its modernisation eventually began in May 2004 with the decision by the Empowered Group of Ministers (EGoM) was announced in January 2006. In November 2006, Delta Air Lines inaugurated a direct flight from Mumbai to New York.

Passenger and Air traffic
Its passenger traffic was about 49.8 million in year 2018. It is also the second busiest airport in terms of cargo traffic. In March 2017, the airport surpassed London's Gatwick Airport as the world's busiest to operate a single runway at a time. This was later surpassed again by Gatwick Airport at the end of 2019 due to passenger numbers falling at Mumbai.

It handled a record of 1,007 aircraft movements on 9 December 2018, higher than its earlier record of 1,003 flight movements in a day in June 2018. It handled a record of 51 movements in one hour on 16 September 2014. In financial year 2020, the Mumbai Airport handled 45.87 million passengers, only second to IGI's 67.3 million in India. In financial year 2023–24, the airport handled the highest ever passengers in its history of 52.8 million passengers, surpassing its maximum capacity of 50 million passengers per year, and second only to IGI's 73.6 million in India.

Ownership
A consortium of GVK Industries, Airports Company South Africa, and Bidvest, won the bid to run the Mumbai Airport. To accomplish this task, Mumbai International Airport Private Limited (MIAL), a joint venture between the consortium (74%) and the Airports Authority of India (26%) was formed. Since then, MIAL has made several improvements in the aesthetics, design and passenger conveniences at CSMIA including the refurbishment of domestic terminals 1A & 1B, international terminals 2B & 2C, and the opening of a brand new domestic terminal 1C and new Terminal T2. MIAL also undertook airside improvement projects such as the commissioning of new taxiways, aprons and the reconstruction of both runways. In February 2008, MIAL entered into an agreement with Air Transport IT specialist SITA that led to CSIA becoming the first airport in India to Implement Common-use self-service Kiosks and CUTE (Common Use Terminal Equipment) check-in systems.

In February 2021, the Adani Group, through its subsidiary, Adani Enterprises acquired both GVK and Bidvest's stakes in MIAL, giving it a controlling interest of 74% in the venture.

Runways
The airport has two intersecting runways and handles an average of 980 flights per day. The runways were upgraded to Code F, which means they can accommodate larger aircraft like the Airbus A380. Following a presentation in March 2011 by UK's air traffic service provider NATS on how the capacity of the airport can be increased, MIAL set a target of 48 aircraft movements an hour in an effort to reduce congestion at the airport. Both runways were operated simultaneously especially during peak hours to try and attain this target. MIAL scrapped simultaneous Cross-runway flight operations in mid-2013 after it found that single runway operations were more effective for increasing aircraft movements per hour. Runway 14/32 was henceforth to be used only when the main runway was unavailable due to maintenance or other reasons. The construction of new rapid exit taxiways helped in increasing flight handling capacity from 32 movements per hour to 44 in 2012. NATS delivered and helped MIAL implement a 'change roadmap' to help CSMIA achieve more than 50 movements per hour in 2015. The increased air-side efficiencies resulted in CSMIA overtaking Gatwick Airport in March 2017 to become the world's busiest airport with only one operational runway at a time.

Runway notes

Once the longest commercial runway in India, Runway 09/27 is the airport's main runway. 13 taxiways, including four rapid exit taxiways, connect it to a full-length parallel taxiway to its north. It intersects the secondary runway south of the terminal buildings. The reconstruction of the runway started in September 2010 and was completed in May 2011. The runway width was increased from 45 m to 60 m with a runway shoulder width of 7.5 m added on each side. The ILS on 27 starts at 2900 ft and is 9.1 nmi long with a glide slope path of 3°.

Runway 14/32 has ten taxiways including three rapid exit taxiways that connect to a parallel taxiway running along its eastern flank. It runs between Terminals 1 and 2 and was reconstructed in 2010. The runway shoulders were widened from 7.5 to 15 m. The associated taxiways of secondary runway were upgraded in 2019. A new rapid exit taxiway and the conversion of taxiways to Code-F effectively increased the capacity of the runway. In 2020, the secondary runway set a record of 47 movements per hour during peak hour traffic as compared to 36 movements per hour.

Issues with utilising 14/32 are:
 * Trombay Hill, lies 4.5 nmi away from the 32 end, an approach that was temporarily made a No-Fly zone because the Bhabha Atomic Research Centre (BARC) nuclear complex at Trombay (Anushakti Nagar) lies within its flight path.

MIAL was considering constructing a second parallel runway as part of its master plan. However, the construction of this runway would necessitate a large-scale relocation of either Air India's hangars and maintenance facilities or the airport's flight kitchens and the Sahar police station, among others, depending on its alignment. The parallel runway remains an active part of the expansion plan but in the meantime the cross runway is being upgraded as much as possible.

Air traffic control tower
India's second tallest air traffic control tower with a height of 87.5 m after Delhi Airport (101.9 m) stands in a section of the parking area opposite terminal 1B. The triangular three-dimensional structure with soft vertices that won the Hong Kong Building Information Modelling (BIM) Award for the year 2009, has six storeys commencing from 62.1 m. The tower was inaugurated on 18 October 2013 and took over operations on 1 January 2014.

From the new tower, air traffic controllers are able to see 5 mile beyond the thresholds of both runways. The tower and its associated technical block and mechanical plant building cover a total of 2884 sqm. The cost of the fully equipped tower is estimated at ₹4 billion.

The previous ATC tower, built by the Airports Authority of India (AAI) at an overall project cost of about ₹2.80 billion, was functional from 1999 to 2013. During that period, many airlines such as Singapore Airlines, Saudia, Qantas and United avoided landing at Mumbai airport when the secondary runway was in use as the ATC tower was too close to the runway and not in compliance with ICAO standards. The tower penetrated runway 14/32's transitional obstacle limitation surfaces by over 50 metres (for instrument approaches). The tower also obstructed the path of a parallel taxiway under construction for the secondary runway. MIAL demolished the tower in 2014.

Terminals
The airport has two terminals for scheduled commercial passenger services: Terminal 1 at Santacruz for domestic flights and Terminal 2 at Sahar for both international and domestic flights. While both terminals use the same airside facilities, they are physically separated on the cityside, requiring a 15–20-minute (landside) drive between them. A dedicated General Aviation Terminal caters to passengers using private and non-scheduled flight operations.

Terminal 1
Terminal 1, locally known as Santacruz Airport, is used for domestic flights primarily operated by low-cost carriers. This was the original Santacruz building that was Mumbai's first passenger terminal which was once integrated, however was renamed Terminal 1 after the opening of the Sahar building for international operations and became a domestic operations terminal. It was refurbished several times over the decades, the most recent being during the 2000s. It was further divided into Terminal 1A, Terminal 1B, and Terminal 1C after their permanent closure during the course of late 1990s and early 2000s. It was used by SpiceJet, Go First, and IndiGo, but after Jet Airways dissolved on 17 April 2019, select flights from all the Terminal 1 airlines moved into the newer Terminal 2 building. The terminal has 11 passenger boarding bridges. MIAL renamed Terminal 1B to Terminal 1 in January 2017 to help fliers identify it easily. Citing safety and structural challenges, in March 2024, the Adani Group announced plans to demolish and re-build Terminal 1, after the Navi Mumbai International airport began operations. The rebuilding project will begin in 2025 and take three years to complete. The new T1 will be connected to Terminal 2 through a three-lane underground tunnel to facilitate airside passenger movement between terminals. The tunnel will cost 500 - 600 Crores and will be completed in two phases.

Terminal 2
Larsen & Toubro (L&T) was awarded the contract to construct the new Terminal 2, in order to differentiate it from the Old Terminal 2 Building. Skidmore, Owings & Merrill (SOM) was the architectural designer of the project. SOM also provided the schematic design of structure and MEP and the detailed structural design of the roof. Detailed design of the foundations and the rest of the structure and civil works, the MEP, IT, and airport systems, including the full construction documentation of the project was carried out by L&T's in-house design team, EDRC (Engineering Design and Research Center). The terminal covers a land area of 210,000 square metres and has replaced the Previous International Terminal (which has already been demolished). The entire project was estimated to cost inr 98000000000 and employ over 12,000 workers. The X-shaped terminal has a total floor area of 450,000 square metres across four floors and handles both domestic and international passengers. It includes new taxiways and apron areas for aircraft parking designed to cater to 40 million passengers annually. The structure has boarding gates on two piers extending southwards from a central processing building featuring a 42-metre high roof employing over 20,000 metric tonnes of fabricated steel covering 30 acres. However, the eastern pier of Terminal 2 remains truncated due to non-clearance of slums in the adjoining plot, giving an asymmetrical look when seen from above. The new Terminal 2 building operates Multiple Aircraft Ramp System (MARS) stands and swing gates, so that a single stand can accommodate either one wide body aircraft or two narrow body aircraft, in either domestic or international configuration. The new terminal is connected by the six-lane Sahar Elevated Access Road to the Western Express Highway. A metro rail link to the terminal is under construction.

The New Terminal has around 21,000 square metres of retail space, lounges and travel services, over 5,000 square metres of landscaping and a multi level car park for 5,000 cars. The parking Management System and Revenue control system for the entire MLCP has been designed and supplied by SKIDATA. It has 192 check-in counters and 60 immigration counters for departing passengers, and 14 baggage carousels and 76 immigration counters for arriving passengers. To transfer passengers across its four levels, the building has 48 escalators and 75 elevators. The terminal also features 42 travelators. In the initial phase of development, the apron adjoining Terminal 2 provides a total of 48 stands including 3 Code F stands (for the A380). In the final phase of development a total of 38 Code E/F contact stands, 14 Code E/F remote stands and 20 Code C remote stands are provided (total 72 stands).

The GVK Lounge, the first common luxury lounge at an airport in India, opened in November 2014. The lounge is open to First class and Business class travellers and can accommodate 440 guests at a time. It is spread over 30,000 square feet across two levels of the terminal and has a library, a business centre and fine-dining options, apart from the usual facilities like concierge services, smoking zone, food and beverage, bar, luxury spa, shower area and a relaxation area. The luxury lounge has won the 'World's Leading Airport Lounge – First Class 2015' award at the World Travel Awards 2015 held in Morocco.

The terminal also houses the Niranta Airport Transit Hotel and the 32-room hotel is the first of its kind in the country. It is located on Level 1 of the terminal and rooms may be booked by passengers who have checked into the airport. IWG plc, operating under the brand Regus operates a shared workspace out of the terminal.

The Old International Terminal was closed permanently at 13:00 on 12 February 2014, and international operations from the New Terminal 2 commenced from the same day. The first arrival was Air India flight 343 (an Airbus A330-200) from Singapore via Chennai, and the first departure was Jet Airways flight 118 (a Boeing 777-300ER) to London. It was inaugurated by the then Prime Minister of India Manmohan Singh. The domestic operations at Terminal 2 were launched on 9 January 2015, with the inaugural flight of Vistara arriving from New Delhi. Vistara initially operated from Level 4 of the Terminal, which is being used only by international passengers, but in July 2015, they shifted to Level 3, which will be used only for domestic operations. Air India shifted all of its domestic operations from Terminal 1A to Terminal 2 on 1 October 2015 making it the second airline to operate domestic flights from the Terminal 2, to ease their International and Domestic passenger transfers,  and Jet Airways shifted all of its domestic operations from Terminal 1 to Terminal 2 on 15 March 2016, facilitating a seamless transfer experience for its passengers, whereas all other domestic airlines, namely Indigo, Go First, and SpiceJet, took place, both Departure and Arrival, at Terminal 1.

After the demise of Jet Airways on 17 April 2019, other carriers launched additional domestic flights using slots vacated by Jet Airways. These flights were operated from Terminal 2. This arrangement resulted in some of the larger carriers having to operate domestic flights from both terminals. Hence, MIAL moved to streamline operations at both terminals in September 2019, shifting all of its domestic operations of Indigo, AirAsia India and Go First back to Terminal 1, while SpiceJet shifted all of its domestic operations from Terminal 1 to Terminal 2.

The airport has free Wifi connectivity provided by Tata Docomo across both Terminal 1 and 2. However, the service has been criticised for being ineffective and complicated access for international passengers, as the passengers need to get an OTP through an Indian phone number only, while the free service lasts for just 45 minutes, following which passengers have to buy data packs. Despite the criticism, there has been no change in the wifi policy from the airport operators.

All vehicles arriving at Terminal 2 to pick up arriving passengers are routed via the Multi-Level Car Park and are charged a fee to counter traffic congestion at the airport. Four wheelers are charged a minimum fee of inr 140 for 30 minutes in general parking and two-wheelers ₹Convert 30 for 240 minutes.
 * Car Parking and Passenger Arrivals

General Aviation Terminal
The airport's General Aviation Terminal for private and non-scheduled flight operators (NSOPs) is located at Kalina on the south-west side of the airfield. The terminal was approved for international operations in April 2011, making CSMIA the first airport in India to have a self-contained terminal for handling round the clock domestic and international flight operations for private and NSOPs. The terminal offers facilities for passengers departing and arriving on private aircraft and business jets. The terminal has two exclusive lounges, two conference halls, two crew restrooms and a café bar.

Terminal 1 (Divided into 1A, 1B, and 1C)
When the Sahar terminal was opened in the 1980s, the terminal at Santacruz reverted to being a domestic terminal. The terminal consisted of three structures, Terminals 1A, 1B, and 1C.
 * Terminal 1A - It was opened in April 1992, and was used solely by Indian Airlines (now Air India). In 2005, Kingfisher Airlines also began operating from 1A, after it entered into an agreement to source all ground handling and terminal space from Indian Airlines. In June 2013, shortly after Kingfisher ceased operations, MIAL allocated the vacant space to GoAir. From 1 October 2015, Air India moved all of its Terminal 1A operations to the new Terminal 2. GoAir moved its departure operations to Terminal 1B on that same date, resulting in the closure of the Terminal 1A departures level. GoAir, however, continued to use Terminal 1A's arrivals level until 15 March 2016 when its arrivals were also shifted to Terminal 1B and Terminal 1A was shut.
 * Terminal 1B - This was the original Santacruz building that was Mumbai's first passenger terminal which was once integrated, however was renamed Terminal 1 after the opening of the Sahar building for international operations and became a domestic operations terminal.
 * Terminal 1C - It was built at a cost of ₹ 3 billion and opened in April 2010. Architectural design was provided by Hafeez Contractor. EDRC, the in-house design unit of the EPC contractor Larsen & Toubro (L&T) performed the Structural, MEP and IT/Airport systems design. The terminal had six passenger boarding bridges and allowed connectivity between Terminals 1A and 1B. It was spread over 297,194 sq ft across three levels and had a seating capacity of about 900 passengers. Level 1 housed the offices of MIAL and some airlines, Level 2 comprised the security-hold area for passengers after checking in at either Terminal 1A or 1B. Level 3 accommodated a food court. The building served as a boarding-only facility for all airlines. Passengers entered this facility via Terminal 1B.

In January 2017, MIAL renamed the Terminal 1B as T1.

Terminal 2 (Divided into 2A, 2B, and 2C)
Terminal 2 of the airport is located at Sahar Village, in Vile Parle East. Designed by Aéroports de Paris and opened in January 1981, Terminal 2 was built in three modular phases as Terminals 2A, 2B, and 2C. Each module had a capacity of 2.5 million annual passengers. This terminal had an area of 120000 m2. The terminal structure was laid out in a space-saving vertical arrangement with separate levels for arrivals and departures. An overpass on the city-side took passengers to the upper level departure forecourt.

The original terminal was a convex shaped single concourse building with 14 Code E contact stands. The greater T2 apron also provided a further 15 Code D/E and 6 Code C remote stands. This gave a total of 35 stands on the existing apron. The departures section of 2A had 42 check-in counters, 18 more than in the international section at the Santacruz terminal. After completing customs and immigration formalities, the departing travellers were led down to a mezzanine floor where five elongated nodules connect the terminal with the aircraft via aerobridges.

 * Terminal 2A - This first phase of the terminal complex was completed at a cost of inr 180000000 and it served most international carriers. Its boarding gates 3 to 8 were the first aerobridges installed in the subcontinent. It was decommissioned and demolished in January 2009 to make way for the new T2 structure.
 * Terminal 2B - It costed inr 220000000 and was completed in 1984. It served Air India and carriers handled by Air India between September 1986 and October 1999 and was decommissioned when Terminal 2C opened. It was extensively refurbished and made operational once again following the demolition of Terminal 2A.
 * Terminal 2C - Inaugurated in October 1999, it was originally and exclusively for Air India, Air India Express and those carriers whose ground operations were handled by Air India.

Terminals 2B and 2C were decommissioned in February 2014 when the new T2 took over operations. They were demolished later that year, so that the remainder of the new T2 could be completed.

Cargo Complex
The Air Cargo Complex, located west of the international passenger Terminal 2, has been in operation since 1977. The cargo apron is capable of handling five wide-bodied aircraft. In 2009–10, the airport handled 385,937 metric tonnes of International Cargo and 165,252 metric tonnes of Domestic Cargo. Air India (AI) and Mumbai International Airport Pvt Ltd (MIAL) have been appointed as custodians of cargo by the Central Board of Excise and Customs at Mumbai. The Cargo Terminal has a Centre for Perishable Cargo (CPC) with an area of 1844 m2 for perishable and temperature sensitive international export shipments, strong rooms of 115 m2 for storage of valuable cargo and storage areas for dangerous goods in both import and export warehouses, dedicated Unaccompanied Baggage handling and clearance areas and 9 coloured X-ray cargo screening machines for export cargo.

Apart from handling 65% of the international volumes at CSIA, MIAL also operates a Common User Domestic Cargo Facility. After taking over the redevelopment work of the airport in 2006, MIAL commissioned an offshore Common User Terminal (CUT) near the Marol pipeline as a temporary arrangement. In June 2016, MIAL opened a new domestic cargo CUT near the Western Express Highway in Vile Parle.

The CUT has been outsourced to Concor Air Ltd. on a Build-operate-transfer basis. The terminal has the capacity to handle 300,000 metric tonnes of cargo annually and is built on an area of 60,000 square feet. The Cargo Terminal is an "elevated terminal structure" where all arriving domestic cargo is managed from the basement level while departing cargo is handled at the upper level. Air India and Blue Dart handle their own domestic cargo operations at their own terminals. Blue Dart opened its dedicated cargo facility at Mumbai Airport near Terminal 1 on 7 February 2019. The facility measures 4,300 square meters and has air-side and city-side access, allowing for faster transfer of shipments.

Connectivity
Vile Parle is a railway station on the Western line and Harbour line of the Mumbai Suburban Railway network closest to both T1 and T2 of the airport.

Airport Road and Marol Naka are the stations on Line 1 of the Mumbai Metro system closest to Terminal T2.

Western Express Highway (WEH) is the station on Line 1 of the Mumbai Metro system closest to Terminal T1.

The Brihanmumbai Electricity Supply and Transport Undertaking (BEST) operates air-conditioned buses to the Airport from Thane, Navi Mumbai, Borivali, South Mumbai and Andheri railway station which can be booked on the Chalo App. The Navi Mumbai Municipal Transport (NMMT) runs bus services to the Airport from various nodes of Navi Mumbai.

Upcoming airport metro stations
Line 3 of the Mumbai Metro will run underground from Cuffe Parade to SEEPZ and serve CSMIA via three stations – one each at the Santacruz and Sahar terminals and one in the GVK SkyCity. It will reduce the commute time between Colaba and the airport to 40 minutes.

In early 2012, the MMRDA held talks with MIAL to either construct or finance the construction of three of the line's stations. MIAL agreed to bear the cost of constructing the three stations, expected to total ₹ 777 crore, because of the potential increase in passenger convenience. However, CSIA placed conditions before MMRDA for the corridor;
 * The metro line should operate twenty-four hours a day in order to serve passengers of international flights scheduled at odd hours.
 * A provision be made for a check-in facility at all metro stations.

MIAL specified that the commercial rights of the three stations it constructs will fully rest with the authority, and that revenue earned from any commercial activity on the premises would go to MIAL. It would undertake the design and civil construction of the stations, costing ₹ 600 crore, on its own, and would pay the estimated cost of electromechanical equipment (around ₹ 177 crore) to MMRDA in three equal instalments over three years.

Line 7A is an extension of the 16.475 km long 'Red Line' that will connect to T2. The line will have an underground station at CSMIA. Civil work on this line began in early 2020. Tunneling work is expected to be completed by December 2024.

The MMRDA has also planned Line 8 between CSMIA and the under-construction Navi Mumbai International Airport.

Awards
Along with Delhi Airport, the airport was adjudged the "World's Best Airport" at Airport Service Quality Awards 2017 in the highest category of airports handling more than 40 million passengers annually by Airports Council International. It has also won the "Best Airport in India and Central Asia" award at the Skytrax 2016 World Airport Awards. It is one of the three airports in India to have implemented Airport Collaborative Decision Making (A-CDM) to ensure timely takeoffs and landings. The airport was awarded as the Best Airport In the Asia-Pacific in 2020 (over 40 million passengers per annum) by Airports Council International. In March 2023, the airport was awarded again as the Best Airport in the Asia-Pacific in the category of over 40 million passengers per annum by Airports Council International. In July 2023, the airport was ranked the fourth position out of the list of top 10 favourite airports in the world by Travel + Leisure.

1940s

 * On 12 July 1949,  Franeker, a Lockheed L-749-79-33 Constellation (registered PH-TDF) crashed into hills between Ghatkopar and Powai killing 33 passengers and 11 crew members. The victims included a large number of American journalists including Pulitzer Prize winner Hubert Renfro Knickerbocker. The crash was a result of pilot error.

1950s

 * On 19 July 1959, Rani of Aera, a Lockheed L-1049G Super Constellation (registered VT-DIN) carrying 46 people (39 passengers and seven crew) approached Santacruz Airport in conditions of poor visibility due to rain. The captain was using an altimeter with the barometric pressure set at 29.92". The aircraft crashed and suffered damage beyond repair. There were no fatalities.

1960s

 * On 16 March 1963, a ČSA Tupolev Tu-104A (registration OK-LDB) caught fire and burned out while being refuelled at Santa Cruz Airport, India; no casualties except for a flight attendant who was injured after jumping from the plane.[90]
 * On 28 July 1963, United Arab Airlines Flight 869 bound from Tokyo to Cairo, with a partial stop in Bombay, crashed into the Arabian Sea before approaching Santacruz Airport. All 63 people on board (55 passengers and eight crew members) died, including 24 passengers from the Philippines who were due to travel to Greece to attend the 11th World Scout Jamboree.
 * On 28 May 1968, Garuda Indonesian Airways Flight 892, a Convair 990A bound for Amsterdam but was on its next flight segment from Bombay to Karachi, crashed minutes after takeoff from Santacruz Airport. All 29 people on board (15 passengers and 14 crew members) died. In addition, there was also one casualty on the ground.

1970s

 * On 12 June 1975, Air France Flight 193, a Boeing 747-128 (N28888) operating the sector between Bombay (now Mumbai), and Tel Aviv to Paris-Charles de Gaulle Airport was destroyed by fire on the ground at Bombay's Santa Cruz Airport, following an aborted takeoff. The aircraft's tire on its right-hand main undercarriage had failed while the flight deck crew was executing a 180 degree turn at the beginning of Santa Cruz Airport's runway 27. When the flight deck crew began its takeoff run, another tire failed. At that point the plane's wheels and braking assembly came into contact with the runway, starting a fire. The crew aborted takeoff. The ensuing delay in shutting down the engines, as well as the improper deployment of the airport's fire service, caused the fire to spread, leading to the plane's total destruction. There were no fatalities among the 394 occupants (18 crew and 376 passengers).
 * On 12 October 1976, Indian Airlines Flight 171, a Sud Aviation SE 210 Caravelle had its right engine catch fire shortly after takeoff. The crew attempted to return, but the plane crashed approximately 1000 feet short of Runway 09. All six crew members and their 89 passengers were killed.
 * On 1 January 1978, Air India Flight 855 a Boeing 747-237B crashed into the Arabian Sea after takeoff from Bombay, killing all on board (213 persons; 190 passengers, 23 crew).
 * On 4 August 1979, an Indian Airlines Hawker Siddeley HS 748 aircraft was approaching Sahar International Airport (now Chhatrapati Shivaji Maharaj International Airport) at night and in poor weather when it flew into high terrain approximately 6 mi from the airport, killing the four crew and their 41 passengers.
 * On 21 September 1979, a big fire erupted at the International Terminal; 3 passengers lost their lives in the aftermath. Authorities battled the blaze for many hours.

1980s

 * On 21 June 1982, Air India Flight 403, a Boeing 707–420 (Reg: VT-DJJ) carrying 99 passengers and 12 crew from Kuala Lumpur to Bombay via Madras crashed while landing at Sahar International Airport during a rainstorm. The fuselage broke apart and seventeen people including two crew members were killed.

1990s

 * On 12 March 1993, during a series of bombings in Bombay, grenades were thrown at the terminal of the airport. There were no deaths. In addition, explosions went off in the Airport Hotel next to the airport.

2000s

 * On 26 July 2005, the airport operations were shut down for more than 30 hours due to heavy flooding of the runways, submerged Instrument Landing System equipment and extremely poor visibility. Over 700 flights were cancelled or delayed. The airports reopened on the morning of 28 July 2005. Within 24 hours of the airports becoming operational, there were 185 departures and 184 arrivals, including international flights. Again from early morning of 31 July, with increase in water logging of the runways and different parts of Mumbai, most of the flights were indefinitely cancelled.
 * On 30 July 2005, Air India Flight 127, a Boeing 747-400, flying on the route Bangalore-Mumbai-Frankfurt-Chicago, skidded on landing at Mumbai on runway 14/32 and damaged the nose wheel landing gear after hitting a few runway lights. There were no injuries among the 335 passengers and crew, however the plane was taken out of service to be repaired in a hangar. An alternative Boeing 747-400 was made available to continue the flight.
 * On 4 September 2009, Air India Flight 829 a Boeing 747–437 flying from Mumbai to Riyadh caught fire at the Airport. The fire started in the number one engine while the aircraft was taxiing to Runway 27 for take-off. An emergency evacuation was carried out with no injuries among the 229 people (213 passengers and 16 crew) on board. The Boeing 747-400 sustained severe fire damage which was beyond repair and was written off. The plane was scrapped in May 2011.

2010s and 2020s

 * On 28 May 2012, Air India Flight 112, a Boeing 777-200LR (registered VT-ALH), suffered damage to the nose radar dome and left engine cowling on landing at Chhatrapati Shivaji Maharaj International Airport in Mumbai following a flight from London Heathrow. The cause of the damage could not be determined, but the aircraft was withdrawn from service to be repaired. The Boeing 777 returned to service in January 2015 after repairs and test flight were completed.
 * On 17 December 2015, an Air India technician was killed in a freak accident after being sucked into the engine of an Airbus A320 during pushback. The aircraft, Air India Flight 619 was bound for Hyderabad. Although there were no casualties aboard the aircraft, The technician died after the co-pilot mistook a signal and started the engine.
 * On 6 May 2021, a Jet Serve Aviation (Reg: VT-JIL) air ambulance flight carrying two crew, a doctor, a COVID-19 patient, and one of the patient's relatives performed a belly landing after losing a wheel earlier in the flight while departing from a refuelling stop in Nagpur. Airport firefighters sprayed foam onto the runway to prevent fire, and there were no injuries.
 * On 14 September 2023, a VSR Aviation (Reg: VT-DBL) Learjet 45 carrying two crew and eight passengers, arriving from Visakhapatnam, crash landed at the airport due to heavy rain and thunderstorm. This impacted the airport's busy flight schedule delaying and diverting more than 40 flights to and from the city.


text:
Talk:Delhi

Repeating indefinite articles
It’s redundant to repeat indefinite articles unless distinctness of their nouns is ambiguous. I don’t think any reader would misread that “city and union territory” is a one entity (different from both ‘cities’ and ‘union territories’), it's obvious we’re talking about two distinct things (‘city’ and ‘union territory’). I’m reinstating my edit on this issue.

“Straddling”
The current phrasing

"Lying on both sides of the Yamuna river, but chiefly to the west, or beyond its right bank, Delhi …"

is the worst out of all the variations.

Straddle does mean to be on either side of—but all definitions of it include some sort of ‘imbalance’ or ‘irregularity’ in that positioning (on either side), so as to speak. I believe the meaning of straddle used here is in the sense of an ‘irregular sprawl’ (MWO, “Straddle”, V. (1): intransitive verb #2). “Chiefly straddle” is a fine construct—it means the sprawl is much larger to the west of the river, which it is; ‘straddling the Yamuna, chiefly its western bank …’ is an identical construct in meaning, I don’t understand why Fowler wouldn’t have issue with the usage of chiefly in one but not the other.

I removed that bracketed clause and replaced it with “chiefly on the west bank” because I felt the former was unnecessary. It wasn’t incorrect, but the prose felt tighter without it.

But the current wording of that sentence is much worse. It’s not wrong to say ‘lying between’, but it’s needlessly wordy. Straddle was a great word to describe that the river flows through the city, there’s no reason to make it more verbose the way that Fowler has; I think they’re mistaken about the meaning of straddle somewhere if they think “chiefly straddle” is an incorrect usage of that word here.

Right bank
And I disagree that “right bank” needs to be mentioned in the lede at all. I can think of two reasons:
 * 1) The Yamuna isn’t navigable at Delhi to begin with, how often are the right or left banks of the river mentioned for directions by Delhiites?
 * 2) The “or” there in “western or right bank” throws me off, the fact that it’s an inclusive-or isn’t intuitive. Maybe ‘western and right bank’ is preferrable? Personally I would like to cut “right bank” from there entirely.

I’m sure there’s a place down in the article somewhere to mention that most of Delhi lies on the right bank of the Yamuna, but I fail to see why it needs to clutter the second sentence of the lede.

—I'llbeyourbeach (talk) 13:59, 26 September 2023 (UTC)

 * Sorry, I did not see this. You are looking at one of the secondary meanings of the intransitive verb straddle; we, however, are using the word transitively.  Straddle is not used transitively in the meaning of sprawl.  Fowler&fowler  «Talk»  14:30, 26 September 2023 (UTC)
 * PS Oxford English Dictionary (subscription required): 1.d. 1565– intransitive. transferred of a thing, esp. of a thing having legs; also, to divaricate, sprawl. Also with complement and figurative.
 * Example:
 * 1875
 * "Lubber prose o'ersprawls, And straddling stops the path from left to right." R. Browning, Inn Album i. 1 Fowler&fowler  «Talk»  14:37, 26 September 2023 (UTC)
 * The right bank has little to do with navigation. Most rivers don't flow (in all scales) in a direction with respect to which "west" is clearly defined. Indeed the Jumna river has twists and turns in its course, one in Delhi's northeast, and several just beyond its southeast.
 * Also, although the word "bank" has come to imply relatively large areas, e.g. West Bank or the Left Bank of Sartre and Camus, it does not extend beyond the flood plain of a river, i.e. beyond the visible valley.  So we can't say: Delhi lies on the west bank of the Jumna.  Fowler&fowler  «Talk»  14:57, 26 September 2023 (UTC)
 * Or for that matter, "Delhi lies on the right bank of the Jumna." Fowler&fowler  «Talk»  15:00, 26 September 2023 (UTC)
 * See my map: File:HeadwatersGanges1.jpg. The headwaters are hardly navigable.  See also the larger-scale maps: File:The Indus river in the Kashmir region.jpg or File:DoabUnitedProvincesIGI1908.jpg  Fowler&fowler  «Talk»  15:09, 26 September 2023 (UTC)
 * Finally, "a city and a union territory." When the coordinate nouns X, Y, in X and Y act as one unit an article (whether indefinite (a/an) or definite (the)) does not need to be repeated. Example, "the horse and jockey surged ahead in the closing minutes." But "the horse and the jockey were thrown in different directions by the unexpected interruption," unless you are aiming for poetic or literary effect.
 * A union territory is a different entity than a city; it is more like a state, e.g. Jammu and Kashmir (union territory). You wouldn't say, "Delhi is a city and state in India."  Fowler&fowler  «Talk»  15:31, 26 September 2023 (UTC)
 * Also American English tends to drop articles (i.e. use the 0-article) more than Commonwealth English. E.g. Artist John X was commissioned by the city. (AmE)   The/An artist John X was commissioned by the city. (ComE).  I'm assuming that Delhi follows the rules of Indian English, which in its standard variety is no different from standard Commonwealth or standard British English.  Fowler&fowler  «Talk»  15:41, 26 September 2023 (UTC)

Municipal Logo
I am writing to request that the Municipal Corporation of Delhi’s logo be added to the Delhi Wikipedia page in the logo section. As you may know, many cities without a flag or logo use their municipal logo as a symbol of their identity. Examples include Lucknow, Ankara, and New Delhi, etc. The Municipal Corporation of Delhi is the governing body of most of Delhi, providing civic services to a population of about 20 million citizens in the capital city 1. It is one of the largest municipal bodies in the world, with an annual budget of over ₹16,000 crore (~US$1.95 billion) 1. The corporation covers an area of 1,397.3 km² (539.5 mi²). Adding the Municipal Corporation of Delhi’s logo to the Delhi Wikipedia page would help to provide a more complete picture of the city’s identity and governance. I believe that this would be a valuable addition to the page and would help to make it more informative and engaging for readers. Thank you for your consideration. Sincerely, Tamjeed Ahmed (talk) 06:39, 13 November 2023 (UTC)

 * MOS:INFOBOXFLAG applies in this? - Fylindfotberserk (talk) 10:46, 13 November 2023 (UTC)
 * Yes, MOS:INFOBOXFLAG does apply to logos. Unless there is something particularly identifying about the logo, it is better not to include it. RegentsPark (comment) 12:26, 13 November 2023 (UTC)
 * But most Indian cities do have a logo. I think Delhi should have one too. Tamjeed Ahmed (talk) 14:22, 13 November 2023 (UTC)
 * Let's add both the state government emblem and the municipal logo as well? Tamjeed Ahmed (talk) 17:41, 14 November 2023 (UTC)
 * What do they add to the article? --RegentsPark (comment) 19:07, 14 November 2023 (UTC)
 * So, by this logic we should remove the logos and emblems of all Indian states and cities. Right? Tamjeed Ahmed (talk) 15:44, 22 November 2023 (UTC)
 * ??? Tamjeed Ahmed (talk) 11:33, 30 November 2023 (UTC)
 * Sorry, I've been an infrequent visitor here lately. I agree with  entirely.  Fowler&fowler  «Talk»  18:04, 17 April 2024 (UTC)

Infobox tweaks
I did not mean to use the 'rollback' tool but the changes need a consensus. TrangaBellam (talk) 07:59, 10 March 2024 (UTC)

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

title: Talk:Delhi


text:
Number line

In elementary mathematics, a number line is a picture of a straight line that serves as spatial representation of numbers, usually graduated like a ruler with a particular origin point representing the number zero and evenly spaced marks in either direction representing integers, imagined to extend infinitely. The metaphorical association between numbers and points on the line links arithmetical operations on numbers to geometric relations between points, and provides a conceptual scaffold for learning mathematics.

The number line is initially used to teach addition and subtraction of integers, especially involving negative numbers. As students progress, more kinds of numbers can be placed on the line, including fractions, decimal fractions, square roots, and transcendental numbers such as the circle constant $π$: Every point of the number line corresponds to a unique real number, and every real number to a unique point.

Using a number line, numerical concepts can interpreted geometrically and geometric concepts interpreted numerically. An inequality between numbers corresponds to a left-or-right order relation between points. Numerical intervals are associated to geometrical segments of the line. Operations and functions on numbers correspond to geometric transformations of the line. Wrapping the line into a circle relates modular arithmetic to the geometric composition of angles. Marking the line with logarithmically spaced graduations associates multiplication and division with geometric translations, the principle underlying the slide rule. In analytic geometry, coordinate axes are number lines which associate points in a geometric space with tuples of numbers, so geometric shapes can be described using numerical equations and numerical functions can be graphed.

In advanced mathematics, the number line is usually called the real line or real number line, and is a geometric line isomorphic to the set of real numbers, with which it is often conflated; both the real numbers and the real line are commonly denoted $R$ or $\R$. The real line is a one-dimensional real coordinate space, so is sometimes denoted $R^{1}$ when comparing it to higher-dimensional spaces. The real line is a one-dimensional Euclidean space using the difference between numbers to define the distance between points on the line. It can also be thought of as a vector space, a metric space, a topological space, a measure space, or a linear continuum. The real line can be embedded in the complex plane, used as a two-dimensional geometric representation of the complex numbers.

History
The first mention of the number line used for operation purposes is found in John Wallis's Treatise of algebra. In his treatise, Wallis describes addition and subtraction on a number line in terms of moving forward and backward, under the metaphor of a person walking.

An earlier depiction without mention to operations, though, is found in John Napier's A description of the admirable table of logarithmes, which shows values 1 through 12 lined up from left to right.

Contrary to popular belief, René Descartes's original La Géométrie does not feature a number line, defined as we use it today, though it does use a coordinate system. In particular, Descartes's work does not contain specific numbers mapped onto lines, only abstract quantities.

Drawing the number line
A number line is usually represented as being horizontal, but in a Cartesian coordinate plane the vertical axis (y-axis) is also a number line. According to one convention, positive numbers always lie on the right side of zero, negative numbers always lie on the left side of zero, and arrowheads on both ends of the line are meant to suggest that the line continues indefinitely in the positive and negative directions. Another convention uses only one arrowhead which indicates the direction in which numbers grow. The line continues indefinitely in the positive and negative directions according to the rules of geometry which define a line without endpoints as an infinite line, a line with one endpoint as a ray, and a line with two endpoints as a line segment.

Comparing numbers
If a particular number is farther to the right on the number line than is another number, then the first number is greater than the second (equivalently, the second is less than the first). The distance between them is the magnitude of their difference—that is, it measures the first number minus the second one, or equivalently the absolute value of the second number minus the first one. Taking this difference is the process of subtraction.

Thus, for example, the length of a line segment between 0 and some other number represents the magnitude of the latter number.

Two numbers can be added by "picking up" the length from 0 to one of the numbers, and putting it down again with the end that was 0 placed on top of the other number.

Two numbers can be multiplied as in this example: To multiply 5 × 3, note that this is the same as 5 + 5 + 5, so pick up the length from 0 to 5 and place it to the right of 5, and then pick up that length again and place it to the right of the previous result. This gives a result that is 3 combined lengths of 5 each; since the process ends at 15, we find that 5 × 3 = 15.

Division can be performed as in the following example: To divide 6 by 2—that is, to find out how many times 2 goes into 6—note that the length from 0 to 2 lies at the beginning of the length from 0 to 6; pick up the former length and put it down again to the right of its original position, with the end formerly at 0 now placed at 2, and then move the length to the right of its latest position again. This puts the right end of the length 2 at the right end of the length from 0 to 6. Since three lengths of 2 filled the length 6, 2 goes into 6 three times (that is, 6 ÷ 2 = 3).

Portions of the number line
The section of the number line between two numbers is called an interval. If the section includes both numbers it is said to be a closed interval, while if it excludes both numbers it is called an open interval. If it includes one of the numbers but not the other one, it is called a half-open interval.

All the points extending forever in one direction from a particular point are together known as a ray. If the ray includes the particular point, it is a closed ray; otherwise it is an open ray.

Logarithmic scale

On the number line, the distance between two points is the unit length if and only if the difference of the represented numbers equals 1. Other choices are possible.

One of the most common choices is the logarithmic scale, which is a representation of the positive numbers on a line, such that the distance of two points is the unit length, if the ratio of the represented numbers has a fixed value, typically 10. In such a logarithmic scale, the origin represents 1; one inch to the right, one has 10, one inch to the right of 10 one has 10×10 = 100, then 10×100 = 1000 = 103, then 10×1000 = 10,000 = 104, etc. Similarly, one inch to the left of 1, one has 1/10 = 10–1, then 1/100 = 10–2, etc.

This approach is useful, when one wants to represent, on the same figure, values with very different order of magnitude. For example, one requires a logarithmic scale for representing simultaneously the size of the different bodies that exist in the Universe, typically, a photon, an electron, an atom, a molecule, a human, the Earth, the Solar System, a galaxy, and the visible Universe.

Logarithmic scales are used in slide rules for multiplying or dividing numbers by adding or subtracting lengths on logarithmic scales.

Combining number lines
A line drawn through the origin at right angles to the real number line can be used to represent the imaginary numbers. This line, called imaginary line, extends the number line to a complex number plane, with points representing complex numbers.

Alternatively, one real number line can be drawn horizontally to denote possible values of one real number, commonly called x, and another real number line can be drawn vertically to denote possible values of another real number, commonly called y. Together these lines form what is known as a Cartesian coordinate system, and any point in the plane represents the value of a pair of real numbers. Further, the Cartesian coordinate system can itself be extended by visualizing a third number line "coming out of the screen (or page)", measuring a third variable called z. Positive numbers are closer to the viewer's eyes than the screen is, while negative numbers are "behind the screen"; larger numbers are farther from the screen. Then any point in the three-dimensional space that we live in represents the values of a trio of real numbers.

As a linear continuum
The real line is a linear continuum under the standard $[a,b]$ ordering. Specifically, the real line is linearly ordered by $<$, and this ordering is dense and has the least-upper-bound property.

In addition to the above properties, the real line has no maximum or minimum element. It also has a countable dense subset, namely the set of rational numbers. It is a theorem that any linear continuum with a countable dense subset and no maximum or minimum element is order-isomorphic to the real line.

The real line also satisfies the countable chain condition: every collection of mutually disjoint, nonempty open intervals in $<$ is countable. In order theory, the famous Suslin problem asks whether every linear continuum satisfying the countable chain condition that has no maximum or minimum element is necessarily order-isomorphic to $R$. This statement has been shown to be independent of the standard axiomatic system of set theory known as ZFC.

As a metric space
The real line forms a metric space, with the distance function given by absolute difference:
 * $$d(x, y) = |x - y|.$$

The metric tensor is clearly the 1-dimensional Euclidean metric. Since the $n$-dimensional Euclidean metric can be represented in matrix form as the $n$-by-$n$ identity matrix, the metric on the real line is simply the 1-by-1 identity matrix, i.e. 1.

If $R$ and $ε$, then the $ε$-ball in $a$ centered at $p$ is simply the open interval $p ∈ R$.

This real line has several important properties as a metric space:
 * The real line is a complete metric space, in the sense that any Cauchy sequence of points converges.
 * The real line is path-connected and is one of the simplest examples of a geodesic metric space.
 * The Hausdorff dimension of the real line is equal to one.

As a topological space
The real line carries a standard topology, which can be introduced in two different, equivalent ways. First, since the real numbers are totally ordered, they carry an order topology. Second, the real numbers inherit a metric topology from the metric defined above. The order topology and metric topology on $ε > 0$ are the same. As a topological space, the real line is homeomorphic to the open interval $R$.

The real line is trivially a topological manifold of dimension. Up to homeomorphism, it is one of only two different connected 1-manifolds without boundary, the other being the circle. It also has a standard differentiable structure on it, making it a differentiable manifold. (Up to diffeomorphism, there is only one differentiable structure that the topological space supports.)

The real line is a locally compact space and a paracompact space, as well as second-countable and normal. It is also path-connected, and is therefore connected as well, though it can be disconnected by removing any one point. The real line is also contractible, and as such all of its homotopy groups and reduced homology groups are zero.

As a locally compact space, the real line can be compactified in several different ways. The one-point compactification of $(p − ε, p + ε)$ is a circle (namely, the real projective line), and the extra point can be thought of as an unsigned infinity. Alternatively, the real line has two ends, and the resulting end compactification is the extended real line $R$. There is also the Stone–Čech compactification of the real line, which involves adding an infinite number of additional points.

In some contexts, it is helpful to place other topologies on the set of real numbers, such as the lower limit topology or the Zariski topology. For the real numbers, the latter is the same as the finite complement topology.

As a vector space
The real line is a vector space over the field $(0, 1)$ of real numbers (that is, over itself) of dimension. It has the usual multiplication as an inner product, making it a Euclidean vector space. The norm defined by this inner product is simply the absolute value.

As a measure space
The real line carries a canonical measure, namely the Lebesgue measure. This measure can be defined as the completion of a Borel measure defined on $R$, where the measure of any interval is the length of the interval.

Lebesgue measure on the real line is one of the simplest examples of a Haar measure on a locally compact group.

In real algebras
When A is a unital real algebra, the products of real numbers with 1 is a real line within the algebra. For example, in the complex plane z = x + iy, the subspace {z : y = 0} is a real line. Similarly, the algebra of quaternions
 * q = w + x i + y j + z k

has a real line in the subspace {q : x = y = z = 0 }.

When the real algebra is a direct sum $$A = R \oplus V,$$ then a conjugation on A is introduced by the mapping $$v \to -v$$ of subspace V. In this way the real line consists of the fixed points of the conjugation.

For a dimension n, the square matrices form a ring that has a real line in the form of real products with the identity matrix in the ring.

title: Number line


text:
Guillaume Dubois

Guillaume Dubois (6 September 1656 – 10 August 1723) was a French cardinal and statesman.

Early years
Dubois, the third of the four great Cardinal-Ministers (Richelieu, Mazarin, Dubois, and Fleury), was born in Brive-la-Gaillarde, in Limousin. He was, according to his enemies, the son of an apothecary, his father being in fact a doctor of medicine of a respectable family, who kept a small drug store as part of the necessary outfit of a country practitioner. He was educated at the school of the Brothers of the Christian Doctrine at Brive, where he received the tonsure at the age of thirteen. In 1672, having finished his philosophy course, he was given a scholarship at the college of St. Michel in Paris by the lieutenant-general of the Limousin. The head of the college, the abbé Antoine Faure, who was from the same part of the country as himself, befriended the lad, and continued to do so for many years after he had finished his course, finding him pupils and ultimately obtaining for him the post of tutor to the young duke of Chartres, afterwards the regent Duke of Orléans.

Career
Dubois gained the favour of Louis XIV by bringing about the marriage of his pupil with Françoise-Marie de Bourbon, Mlle de Blois, a natural but legitimized daughter of the king and Mme de Montespan; and for this service he was rewarded with the gift of the abbey of St. Just in Picardy. He was present with his pupil at the Battle of Steenkerque, and "faced fire," says Marshal Luxembourg, "like a grenadier." Sent to join the French embassy in London, he made himself so active that he was recalled by the request of the ambassador, who feared his intrigues. This, however, tended to raise his credit with the king. When the Duc D'Orléans became regent (1715) Dubois, who had for some years acted as his secretary, was made councillor of state, and the chief power passed gradually into his hands.

Dubois' policy was steadily directed towards maintaining the peace of Utrecht, and this made him the main opponent of the schemes of Cardinal Alberoni for the aggrandizement of Spain. To counteract Alberoni's intrigues, he suggested an alliance with Britain and in the face of great difficulties succeeded in negotiating the Triple Alliance (1717). In 1719 he sent armies into Spain as part of the Quadruple Alliance which forced Philip V to dismiss Alberoni. Otherwise, his policy remained that of peace. Dubois' success strengthened him against the bitter opposition of a large section of the court. Dubois was instrumental during the Cellamare conspiracy of 1718.

He prayed the regent to give him the archbishopric of Cambrai, the richest in France. This demand was supported by George I and the regent yielded. Dubois aimed for the Cardinal's hat because such an ecclesiastical title would give him the utmost prominence and precedence in the Conseil d'en haut, giving him the ability to remove his political adversaries with impunity. The regent was initially reluctant: though not himself a religious man, he could hardly regard Dubois as a suitable archbishop, at a time when the ambitious Claudine Guérin de Tencin was universally believed to be his mistress. The regent called Dubois "the most rascally, atheistic, and worst priest there has ever been." He was so irreligious that it was reputed he could barely recite the Lord's Prayer when he took holy orders to assume the archbishopric of Cambrai.

In one day all the usual orders were conferred upon him, and even the great preacher Massillon consented to take part in the ceremonies. His next aim was the cardinalate, and, after long and most profitable negotiations on the part of Pope Clement XI, the red hat was given to him by Innocent XIII (1721), whose election was largely due to the bribes of Dubois. It is estimated that this cardinalate cost France about eight million francs. In the following year he was named first minister of France (August). He was soon after received at the Académie Française, and he was named President of the Assembly of Clergy.

When Louis XV attained his majority in 1723 Dubois remained chief minister. He had accumulated an immense private fortune (though nothing compared to the avaricious acquisition of wealth of Concini, Richelieu, Mazarin, Fouquet, and Colbert) possessing in addition to his see the revenues of seven abbeys. He was, however, a prey to the most terrible pains of body and agony of mind. His health was ruined by his debaucheries, and a surgical operation became necessary. This was almost immediately followed by his death, at Versailles, on 10 August 1723.

Dubois' portrait was thus drawn by his long-time rival, the Duc de St Simon (who kept a painting of him in his lavatory),

"He was a little, pitiful, wizened, herringgutted man, in a flaxen wig, with a weasel's face, brightened by some intellect. All the vices - perfidy, avarice, debauchery, ambition, flattery - fought within him for the mastery. He was so consummate a liar that, when taken in the fact, he could brazenly deny it. Even his wit and knowledge of the world were spoiled, and his affected gaiety was touched with sadness, by the odour of falsehood which escaped through every pore of his body."

This famous picture is certainly biased. Dubois was unscrupulous, but so were his contemporaries, and whatever vices he had, he forged a European peace that, with the exception of small, restrained military expeditions against the Austrian Habsburgs, would last for a quarter of a century.

In 1789 appeared Vie privée du Cardinal Dubois, attributed to one of his secretaries, Mongez; and in 1815 his Mémoires secrets et correspondance inédite, edited by L de Sevelinges. See also A Chéruel, Saint-Simon et l'abbé Dubois; L Wiesener, Le Régent, l'abbé Dubois et les Anglais (1891); and memoirs of the time.

He is played by Jean Rochefort in the movie by Bertrand Tavernier, Que la fête commence...

title: Guillaume Dubois


text:
Helipad

A helipad is a landing area or platform for helicopters and powered lift aircraft.

While helicopters and powered lift aircraft are able to operate on a variety of relatively flat surfaces, a fabricated helipad provides a clearly marked hard surface away from obstacles where such aircraft can land safely.

Larger helipads, intended for use by helicopters and other vertical take-off and landing (VTOL) aircraft, may be called vertiports. An example is Vertiport Chicago, which opened in 2015.

Usage
Helipads may be located at a heliport or airport where fuel, air traffic control and service facilities for aircraft are available.

Most helipads are located away from populated areas due to sounds, winds, space and cost constraints. Some skyscrapers have one on their roofs to accommodate air taxi services. Some basic helipads are built on top of highrise buildings for evacuation in case of a major fire outbreak. Major police departments may use a dedicated helipad at heliports as a base for police helicopters.

Large ships and oil platforms usually have a helipad on board for emergency use. In such a case, the terms "helicopter deck", "helideck", or "helodeck" are used.

Helipads are common features at hospitals where they serve to facilitate medical evacuation or air ambulance transfers of patients to trauma centers or to accept patients from remote areas without local hospitals or facilities capable of providing the level of emergency medicine required. In urban environments, these heliports are sometimes located on the roof of the hospital.

Rooftop helipads sometimes display a large two-digit number, representing the weight limit (in thousands of pounds) of the pad. A second number may be present, representing the maximum rotor diameter in feet.

Location identifiers are often, but not always, issued for helipads. They may be issued by the appropriate aviation authority. Authorized agencies include the Federal Aviation Administration in the United States, Transport Canada in Canada, the International Civil Aviation Organization, and the International Air Transport Association. Some helipads may have location identifiers from multiple sources, and these identifiers may be of different format and name.

Construction
Helipads are usually constructed out of concrete and are marked with a circle and/or a letter "H", so as to be visible from the air. Sometimes wildfire fighters will construct a temporary one from timber to receive supplies in remote areas. Rig mats may be used to build helipads. Landing pads may also be constructed in extreme conditions such as on ice.

The world's highest helipad, built by India, is located on the Siachen Glacier at a height of 21,000 feet (6400 m) above sea level.

Portability
A portable helipad is a helipad structure with a rugged frame that can be used to land helicopters in any areas with slopes of up to 30 degrees, such as hillsides, riverbeds and boggy areas. Portable helipads can be transported by helicopter or powered-lift to place them where a VTOL needs to land, as long as there are no insurmountable obstructions nearby.

title: Helipad


text:
Jacksonville International Airport

Jacksonville International Airport is a civil-military public airport 13 miles (21 km) north of Downtown Jacksonville, in Duval County, Florida. It is owned and operated by the Jacksonville Aviation Authority.

History
Construction started in 1965 on a new airport to handle travel to nearby naval bases. The new airport was dedicated on September 1, 1968, replacing Imeson Field. Terrain precluded lengthening the runways at Imeson, a necessity with the inception of commercial jet airliners. A new idea at JIA was separating departing and arriving passengers on different sides of the terminal. This is no longer the case, and the airport now uses the more typical layout with departing passengers on an upper level with an elevated roadway, and arriving passengers on the lower level.

The new airport was slow to expand, only serving two million passengers a year by 1982, but it served over five million annually by 1999 and an expansion plan was approved in 2000. The first phase, which included rebuilding the landside terminal, the central square and main concessions area, as well as consolidating the security checkpoints at one location, and more parking capacity was completed in 2004–2005. In 2007, 6,319,016 passengers were processed.

The second phase of the expansion program was carried out over three years, commencing in mid-2006 and projected to cost about $170 million. Concourses A and C were completely rebuilt; the former concourses have been demolished. Work on Concourse B was given a low priority because the capacities of the rebuilt Concourses A and C were more than adequate for existing demand. The expansion was designed by Reynolds, Smith & Hills (RS&H).

The economic downturn of 2009 caused a decrease in passengers and flights. This led the JAA to commence the demolition of Concourse B in June 2009 because it was safer and easier for the contractor. After the debris was removed, asphalt was laid to provide space for ground equipment parking. The concourse will be rebuilt when passenger traffic increases, which the JAA had originally projected would occur in 2013 but did not materialize. A section of the old concourse eventually became part of an airline club lounge which opened in 2019.

Expansion
In 2018, the airport handled 6,460,253 passengers, breaking the previous record set in 2007. 7,186,639 passengers were handled in 2019. This increase in traffic prompted the JAA to revive the plan to rebuild concourse B. On May 10, 2024, ground was broken on a new Concourse B. The concourse will have six additional gates, with the ability to expand to up to 10 additional gates. The design of concourses A and C also allow them to be extended to accommodate additional gates. In 2019, RS&H and Jacobs Engineering were chosen to perform the design, while Balfour Beatty was selected as the construction manager for the concourse B project. By 2022 traffic recovered to over 6.5 million passengers annually and the expansion project was restarted. Concourse B is anticipated to be completed by the end of 2026.

Facilities
The airport covers 7911 acre and has two concrete runways: 08/26, 10,000 x 150 ft (3,048 x 46 m) and 14/32, 7,701 x 150 ft (2,347 x 46 m). The terminal at JIA is composed of a baggage claim area, on the first floor and a ticketing area on the second floor, at the front of the structure. Past baggage claim and ticketing is the mezzanine, where shops, restaurants and the security checkpoint are located. Beyond the mezzanine are the airport's Concourses A and C, which include 10 gates each (for a total of 20), along with other shops and restaurants.

The airport also has a Delta Sky Club on Concourse A and a multi-airline passenger club located behind the airside food court.

There are three galleries located off of the main courtyard before the security checkpoint. One features an art exhibit, the second houses a revolving exhibit about a Jacksonville-area landmark or institution, and the third houses a permanent exhibit highlighting the history of aviation in the region.

The airport's two runways form a "V" pattern (with the tip of the "V" pointing west). A plan exists to build two more runways, each paralleling one existing runway. The one alongside the existing southern runway will be built first. No date has been set.

In the year ending February 28, 2023, the airport had 99,616 aircraft operations, an average of 273 per day: 63% scheduled commercial, 19% general aviation, 14% air taxi and 4% military. In February 2023, there were 72 aircraft based at this airport: 3 single-engine, 3 multi-engine, 46 jet and 20 military.

Military facilities

Concurrent with the closure of Imeson Airport, the 125th Fighter-Interceptor Group (125 FIG) of the Florida Air National Guard (FANG) relocated to Jacksonville International Airport. Military Construction (MILCON) funds provided for the establishment of Jacksonville Air National Guard Base in the southwest quadrant of the airport and placement of USAF-style emergency arresting gear on the JAX runways. Upgraded from group to wing status and redesignated as the 125th Fighter Wing (125 FW) in the early 1990s, the wing is the host unit for Jacksonville ANGB and operates F-15C and F-15D Eagle aircraft. The 125 FW is operationally-gained by the Air Combat Command (ACC).

Jacksonville ANGB is basically a small air force base, albeit without the military housing, military hospital or other infrastructure of major U.S. Air Force installations. The Air National Guard provides a fully equipped USAF Crash Fire Rescue station to augment the airport's own fire department for both on-airport structural fires and aircraft rescue and firefighting (ARFF) purposes. The base employs approximately 300 full-time military personnel (ART and AGR) and 1,000 part-time military personnel who are traditional air national guardsmen.

Passenger
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Passenger traffic
The 2023 fiscal year (10/1/2022-9/30/2023) set a record for passenger numbers at Jacksonville International Airport. handling 7,306,171 passengers, which was a 14.4% increase from the prior fiscal year.

Ground transportation
Jacksonville International Airport has direct public transit service to Jacksonville Transportation Authority's bus network. The Route 1 bus connects the airport to downtown Jacksonville, with connections to Greyhound Bus Lines and to the Jacksonville Skyway monorail system.

Accidents and incidents
On October 4, 1971, George M. Giffe Jr. hijacked a plane in Nashville, Tennessee, then forced the pilot to fly to Jacksonville, where Giffe killed his wife, the pilot and himself when cornered by the FBI.

On December 6, 1984, Provincetown-Boston Airlines Flight 1039 crashed on takeoff, killing 11 passengers and 2 crew on board. The debris from the Tampa-bound flight burned near Lem Turner Road. The 1986 National Transportation Safety Board report cited elevator trim control system failure, causing separation of the horizontal stabilizer.

title: Jacksonville International Airport


text:
AmericanConnection

AmericanConnection was an American flight connection service brand name for the spoke-hub of U.S. mainline carrier American Airlines, under which regional airline operator Chautauqua Airlines operated feeder flights for American Airlines at its Chicago hub. American Airlines also uses affiliated companies (corporations under common ownership) operating under the American Eagle brand to provide regional service to its other hubs in addition to the AmericanConnection service that was operated by Chautauqua Airlines.

On April 6, 2010, American moved all existing AmericanConnection operations to Chicago–O'Hare as part of its restructuring plan, eliminating service by AmericanConnection at St. Louis.

At one time AmericanConnection operated over 180 flights a day to 21 destinations.

History
Most of the AmericanConnection carriers previously operated under a marketing agreement with Trans World Airlines (TWA) as Trans World Express carriers and later as Trans World Connection during the merger transition between TWA and American.

RegionsAir operated as AmericanConnection until March 2007 and Trans States Airlines operated as AmericanConnection until May 2009.

Though not associated with TWA as many of former AmericanConnection airlines were, Business Express Airlines was yet another air carrier which flew under the AmericanConnection marketing banner. Prior to its acquisition by AMR Corporation and its integration into the American Eagle destinations route network, Business Express linked many smaller localities directly to American Airlines's expansive national and worldwide route network.

Discontinuation of the marketing brand
On September 12, 2012 AMR Corporation, announced it was discontinuing the AmericanConnection marketing brand and reverting to using the sole marketing brand of American Eagle for its feeder services to small cities it contracts regional airlines to perform. However, in 2014 an announcement was made that Chautauqua, the last airline operating under the brand, would not seek renewal of its AmericanConnection contract and all flying would end by August 19, 2014.

AmericanConnection Flight 5329 from White Plains to Chicago–O'Hare was the final flight.

Accidents and incidents

 * Corporate Airlines Flight 5966 crashed on October 19, 2004, near Kirksville, Missouri, killing 13 people, with two survivors.

title: AmericanConnection


text:
Philip Owen

Philip Walter Owen (March 11, 1933 – September 30, 2021) was the 36th mayor of Vancouver, British Columbia from 1993 to 2002, making him one of Vancouver's longest serving mayors. His father was Walter S. Owen, who was Lieutenant Governor of British Columbia from 1973 to 1978.

Background
Owen was born and raised in Vancouver. He completed his education at Prince of Wales Secondary School and later New York University. In his late 20s, Owen started a textile business that later expanded to both Toronto and New York City. He became a director of the Vancouver Art Gallery, president of the Downtown Vancouver Association, chair of St. George’s School and was involved with many other local organizations.

Political career
He entered civic politics in 1978 after being elected to the Vancouver Parks Board. In 1986 he became a member of Vancouver City Council, and served there for seven years.

Owen was elected Vancouver’s 36th mayor in November 1993, and was re-elected in 1996 and 1999, making him Vancouver’s longest serving consecutive-term mayor.

During his nine years as mayor, the city's downtown residential population doubled from 40,000 to 80,000 and the residents enjoy a new vitality in a part of the city that continues to improve and is a model for North American cities. The city maintained a "Triple-A" credit rating as well as being rated the number one city in the world for quality of life by the William Mercer Study.

Under his leadership, the city also opened Library Square, a new downtown headquarters for the Vancouver Public Library which features an innovative architectural design by Moshe Safdie.

Drug reform
Owen was most noted, however, for his championing of drug policy reform.

After four years of research, Owen led local and national debate to fight drug addiction problems in Canadian cities through a "Four Pillar Approach", a comprehensive program with provisions for prevention, treatment, enforcement and harm reduction. An 85-page action plan was passed unanimously by Vancouver City Council in May 2001. This new policy had the support of over 80 per cent of Vancouver's residents, as well as the Federation of Canadian Municipalities' Big City Mayor's Caucus.

As a result of the Four Pillar Approach, Vancouver opened Insite, North America's first legal safe injection site for intravenous drug users, in 2003.

Awards
Owen received recognition from many organizations, including B.C. Health Officers, Simon Fraser University, Lions International, Rotary International, the Brotherhood Inter-Faith Society, the B.C. Civil Liberties Association, the Richard J. Dennis Drugpeace Award (New York) and the Canadian Criminal Justice Association.

He served on the boards of Ovarian Cancer Canada, Opportunity International, the Salvation Army and Vancouver International Airport. In later years, he and his wife Brita travelled to drug policy reform conferences in Canada, Europe, the United States and Afghanistan.

In the spring of 2008, Owen was named a Member of the Order of Canada.

In 2014, Owen was awarded the Order of the Diocese of New Westminster in recognition of his lifelong membership of and service as a vestryman and warden to St. John's Shaughnessy.

Criticism
On February 15, 2011, Owen published letters in several major Canadian newspapers apologising for comments that he made blaming former Vancouver Police Department Inspector Kim Rossmo for delays in the investigation of serial killer Robert Pickton. During much of the Pickton investigation, Owen was the head of the Vancouver Police Board. He was criticized for commenting, after some 20 prostitutes went missing from Vancouver's Downtown Eastside, that there was "no evidence that a serial killer is at work."

Death
Owen died of complications related to Parkinson's disease on September 30, 2021. He was 88 years old.

title: Philip Owen


text:
Pierre Adolphe Chéruel

Pierre Adolphe Chéruel (January 17, 1809 – May 1, 1891) was a French historian.

Chéruel was born at Rouen and educated at the École Normale Supérieure, becoming a fellow (agregé) in 1830. His early studies were concerned with local history. His Histoire de Rouen sous la domination anglaise au XVe siècle (1840) and Histoire de Rouen pendant l'époque communale, 1550–1382 (Rouen, 1843–1844), are major productions for a time when the archives were neither catalogued nor classified, and contain useful documents previously unpublished. His theses for the degree of doctor, De l'administration de Louis XIV d'après les Mémoires inédits d'Olivier d'Ormesson and De Maria Stuarta et Henrico III (1849), led him to the study of general history. The former was expanded afterwards under the title Histoire de l'administration monarchique en France depuis l'avènement de Philippe-Auguste jusqu'à la mort de Louis XIV (1855), and in 1855 he also published his Dictionnaire historique des institutions, mœurs et coutumes de la France, of which many editions have appeared.

These works may still be consulted for the 17th century, the period upon which Chéruel concentrated all his scientific activity. He edited successively the Journal d'Olivier Lefèvre d'Ormesson (1860–1862), interesting for the history of the parlement of Paris during the minority of King Louis XIV; Lettres du cardinal Mazarin pendant son ministère (9 vols, 1870–1891), continued by the vicomte Georges d'Avenel; and Mémoires du duc de Saint-Simon, published for the first time according to the original manuscripts (2 editions, 1856–1858 and 1878–1881).

To Saint-Simon he devoted two critical studies, which are acute but not definitive: Saint-Simon considéré comme historien de Louis XIV (1865) and Notice sur la vie et sur les mémoires du duc de Saint-Simon (1876). The latter may be considered as an introduction to the famous Mémoires. Among his later writings were the Histoire de la France pendant la minorité de Louis XIV (4 volumes, 1880) and Histoire de la France sous le ministère de Mazarin (1882–1883). These two works are valuable for abundance of facts, precision of details, and clear and intelligent arrangement, but are characterized by a slightly frigid style. In their compilation Chéruel used a fair number of unpublished documents. To the student of the second half of the 17th century in France, the works of Chéruel are a mine of information.

title: Pierre Adolphe Chéruel


text:
COPE

COPE may refer to:

Organized labour bodies

 * Canadian Office and Professional Employees Union, a Canadian labour union
 * Committee on Political Education, the political arm of the AFL-CIO
 * Council of Pacific Education, a regional branch of Education International, the global federation of teachers' trade unions

Political organizations

 * Coalition of Progressive Electors, a municipal political party in Vancouver, British Columbia, Canada
 * Committee On Public Enterprises (Sri Lanka), a parliamentary committee of Sri Lanka
 * Congress of the People (South African political party), a political party formed in 2008 in South Africa

Other organizations

 * Center for Organic Photonics and Electronics at Georgia Institute of Technology College of Sciences
 * Coalition on Psychiatric Emergencies, an American medical collaborative focused on behavioural health and emergency medicine
 * Committee on Publication Ethics, a nonprofit organization

Other uses

 * Cadena COPE, the Spanish private national radio of the Spanish Catholic Church
 * Communications Opportunity, Promotion and Enhancement Bill of 2006, aka the Barton/COPE Act (HR 5252)
 * Company owned/personally enabled, IT business strategy through which an organization provides its employees with computing resources and devices, for a purely professional usage; see Bring your own device
 * COPE (Boy Scouts of America), a Boy Scouts of America program designed to develop a Challenging Outdoor Personal Experience
 * Cope (film), a 2007 psychological thriller/horror independent film
 * COPE (gene), a human gene that encodes the protein coatomer subunit epsilon

title: COPE


text:
NPA

NPA may refer to:

Organizations and companies

 * National Parks Association (disambiguation)
 * National People's Action, a community organizing network in the United States
 * National Pasta Association, an association for the United States pasta industry
 * National Pawnbrokers Association, an American-based trade association
 * National Physicians Alliance, a multi-specialty medical organization in the United States
 * National Ploughing Association, organises the National Ploughing Championships in Ireland
 * National Postdoctoral Association, an organization for postdoctoral researchers in the United States
 * National Prescription Administrators, a former pharmaceutical company in the United States
 * Natural Philosophy Alliance, a group that believes mainstream physics and cosmology are wrong
 * Network Printing Alliance, a group of printer manufacturers
 * Network Professional Association, an advocate for the international network computing professional in the United States
 * Northern Pacific Airways, a US low-cost airline
 * Norwegian People's Aid, a non-governmental labour and humanitarian organization in Norway
 * National Pharmacy Association of the UK

Government and politics

 * National Pacification Army, Chinese anti-Kuomintang warlord army formed in 1926
 * National park authority, a term used in the United Kingdom for the legal body in charge of a national park
 * National Party of Australia, an Australian political party
 * National People's Ambassadors, a South African political party
 * National People's Army, the armed forces of the former German Democratic Republic (GDR)
 * Sardar Vallabhbhai Patel National Police Academy, Indian national institute for training of Indian Police Service (IPS) officers
 * National Police Agency (disambiguation)
 * National Port Authority, Liberia
 * National Production Authority, a former agency of the United States government for defense mobilization from 1950 to 1953
 * National Prosecuting Authority, a governing body of the Republic of South Africa
 * New Anticapitalist Party (Nouveau Parti Anticapitaliste), a far-left French political party
 * New People's Army, armed wing of the Communist Party of the Philippines
 * Nigerian Ports Authority, a government agency that governs and operates the ports of Nigeria
 * No party affiliation (disambiguation), a voter or politician who is not affiliated with any political party
 * Non-Party Affiliate, a politician who is not affiliated with any political party
 * Non-Partisan Association, a civic political party in Vancouver, British Columbia
 * Note Printing Australia, a subsidiary of the Reserve Bank of Australia
 * Transnet National Ports Authority of South Africa
 * NPA Satellite Mapping, a UK remote sensing company

Law

 * Non-Prosecution Agreement, a way to avoid prosecution (similar to a Deferred Prosecution Agreement)

Science and medicine

 * N-Propyl-L-arginine, a chemical substance
 * 1-N-Naphthylphthalamic acid, an auxin plant hormone transport inhibitor
 * Nanopascal (nPa), a unit of pressure
 * Nasopharyngeal airway, a tube that is designed to be inserted into the nasal passageway
 * Niemann–Pick disease type A, a genetic disorder

Miscellaneous

 * Naval Air Station Pensacola (airport code), Pensacola, Florida, USA
 * .NET Persistence API, also known as NPersistence
 * Non-performing asset, banking term for loans in jeopardy of default, ones that have not paid principal or interest for 90+ days
 * Northcoast Preparatory and Performing Arts Academy, a high school in Arcata, California, USA
 * Northland Preparatory Academy, a middle and high school in Flagstaff, Arizona, USA
 * Numbering Plan Area, a geographic area assigned a three-digit area code in the North American Numbering Plan (NANP)
 * Neutral Paralympic Athletes; see Neutral Paralympic Athletes at the 2018 Winter Paralympics

title: NPA