text:
EVA Air

EVA Airways Corporation  is a Taiwanese international airline headquartered in Taoyuan City. It is one of the two largest airlines in Taiwan along with state-owned China Airlines. The privately owned airline operates passenger and dedicated cargo services to over 40 international destinations in Asia, Australia, Europe & North America. Its network fully consists of international routes, with no domestic routes. It is rated as a 5-star airline by Skytrax, and is the second largest airline based in Taiwan after China Airlines. EVA Air is headquartered at Taoyuan International Airport in Luzhu, Taoyuan City. The company slogan is "Sharing the World, Flying Together".

Since its founding in 1989 as an affiliate of shipping conglomerate Evergreen Group, EVA Air has expanded to include air cargo, airline catering, ground handling, and aviation engineering services. Its cargo arm, EVA Air Cargo, links with the Evergreen worldwide shipping network on sea and land. Its domestic and regional subsidiary, UNI Air, operates a medium and short-haul network to destinations within the island of Taiwan, Macau as well as mainland China with its main hub in Kaohsiung, Taiwan.

EVA Air operates a mixed fleet of Airbus and Boeing aircraft, with Airbus A330, Airbus A321, Boeing 777, Boeing 787, and ATR 72 (operated by UNI Air) airliners primarily used on passenger routes, along with Boeing 777 freighter aircraft used on cargo routes. The airline was the first carrier to introduce the Premium Economy class (previously called Elite Class by EVA Air), which it debuted in 1991.

Launch
In September 1988, during the 20th anniversary celebration of Evergreen Marine Corporation's founding, company chairman Chang Yung-fa announced his company's intentions to establish Taiwan's first private international airline. The opportunity to create a major Taiwanese airline had just arisen following a decision by the Taiwanese government to liberalise the country's air transportation system. At this time, the government still required global experience and financial capital requirements for any company seeking permission to initiate international airline service from Taiwan.

Upon receipt of regulatory approval, EVA Airways Corporation was formally established in March 1989. The airline was originally to be called Evergreen Airways, however this was deemed too similar to the unrelated Evergreen International cargo airline. In October 1989, the newly formed EVA Airways Corporation placed a US$3.6 billion order for 26 aircraft from Boeing and McDonnell Douglas, including Boeing 747-400 and MD-11 airliners.

Operations began on 1 July 1991 with a small fleet of Boeing 767-300ER aircraft featuring business and economy class seating. Initial destinations from Taipei were Bangkok, Seoul, Jakarta, Singapore, and Kuala Lumpur. These 767s were initially painted slightly different to the standard livery adopted in 1992. By the end of the year, the EVA Air network had expanded to include additional cities in East Asia and its first European destination, Vienna. First year revenues reached US$40 million.

Expansion in the 1990s
In 1992, EVA Air received the first of its Boeing 747-400 aircraft on order, and launched its premium economy class, "Economy Deluxe", on its 747 transpacific flights to Los Angeles, beginning in December of that year. EVA Air's premium economy cabin was the first in the world featured a wider 2-4-2 abreast configuration, legrests, individual seatback video, and enhanced meal services. EVA Air's Economy Deluxe cabin (later renamed "Evergreen Deluxe" and "Elite Class") proved popular with the traveling public. For international services, EVA Air's 747s were configured with 104 premium economy seats as part of a 370-seat, four-class cabin, in addition to first, business and economy classes. In 1993, EVA Air added flights to Seattle, New York, Bangkok and Vienna with the Boeing 747-400. By 1994, EVA Air was providing regular service to 22 destinations worldwide, and carrying over 3 million passengers annually. In 1995, the airline posted its first profit on revenues of US$1.05 billion, one year ahead of schedule. Internationally, EVA Air's rapid expansion and increased passenger volume was boosted by its safety record, in contrast to its primary competitor, China Airlines. In addition to receiving IOSA (IATA Operational Safety Audit) certification, EVA Air in 1997 achieved simultaneous official ISO 9002 certification in the areas of Passenger, Cargo, and Maintenance Services.

Dedicated EVA Air Cargo operations began in April 1995, with the first weekly McDonnell Douglas MD-11 freighter flights to Taipei, Singapore, Penang, San Francisco, New York, and Los Angeles. EVA Air Cargo's fleet was expanded to five freighters by the end of the year. Previously, EVA Air Cargo operations mainly relied on passenger aircraft cargo space.

In the mid-1990s, EVA Air expanded into the domestic Taiwan market by acquiring shares in Makung International Airlines, followed by Great China Airlines and Taiwan Airways. On 1 July 1998, all three carriers, as well as EVA's existing domestic operations, merged under the UNI Air title. UNI Air became EVA Air's domestic intra-Taiwanese subsidiary, operating short haul flights out of its base in Kaohsiung, Taiwan's southern port and second-largest city.

Maturation in the early 2000s
In 2000, EVA Air embarked on its first major long-haul fleet renewal. The airline became one of the launch customers for the Boeing 777-300ER, ordering four aircraft plus eight options. At the same time, the airline placed three orders for the Boeing 777-200LR. In January 2001, EVA Air ordered its first Airbus aircraft, the A330-200. The Boeing 777 aircraft were intended for United States and European services, while the Airbus A330 aircraft were intended for regional Asian routes.

In 2001, EVA Air began listing public stock offerings on the Taiwan Stock Exchange. Initially, one percent of the company's shares was offered over-the-counter, with one-quarter held by parent company Evergreen Marine Corporation and EVA Air employees, respectively. In 2002, EVA Air underwent internal corporate reforms, with staff reductions and streamlined management. This culminated a process which had begun in 1997, when the Asian financial crisis began affecting profitability. The 2002–2003 SARS contagion also affected passenger traffic for medium-haul flights in Southeast Asia, while long-haul flights to North America, Japan, and Europe were less affected.

In 2004, EVA Air converted its remaining eight options for Boeing 777-300ERs into firm orders. The first Boeing 777-300ER entered service as EVA Air's new flagship aircraft in July 2005. With the arrival of its new Boeing 777s, EVA Air launched a comprehensive revamp of its cabins, introducing lie-flat seats in its new Premium Laurel business class cabin, and upgrading its premium economy product to the new Elite Class cabin. The airline's A330s were introduced with two-class Premium Laurel and Economy cabins. In December 2005, EVA Air and its associated divisions had 5,098 employees, and the airline's network spanned 40 passenger destinations worldwide, with additional cargo destinations.

Repositioning in the late 2000s
In 2007, EVA Air announced a nonstop Taipei to New York (Newark Liberty International Airport) service, to be operated with its new long-range Boeing 777-300ERs. At the same time, the airline withdrew passenger service from Taipei to Paris. On 31 October 2008, EVA Air announced a resumption of Taipei to Paris service with twice-weekly passenger flights beginning 21 January 2009. In 2008, the airline also announced the suspension of services to Auckland. The carrier also prepared to increase direct flights to China, after initiating weekly charter flights in July 2008 following changes to the Three Links travel agreements.

For the 2007–2008 period, EVA Air coped with a 34% surge in fuel prices, which contributed to a US$61.2 million 2007 loss. In August 2008, EVA Air reported a second quarterly loss due to increased fuel costs. In response, the airline implemented cost-saving measures, including flight schedule reductions and fee increases. In early 2008, EVA Air's business office in El Segundo, California, announced a major staff reduction, with over half the staff advised that they would no longer be employed by May 2008. Functions performed by those local staff were shifted to Taiwan by half, such as the reservation center.

EVA Air carried 6.2 million passengers in 2007, and employed 4,800 staff members as of April 2008. The carrier returned to profitability in the first quarter of 2009, with a US$5.9 million net gain. In August 2010, EVA Air was named one of the top 10 international airlines in Travel+Leisure's World's Best Awards.

Further expansion in the early 2010s
In March 2010, EVA Air began services to Toronto. In November 2010, EVA Air began nonstop flights connecting the inner-city Taipei Songshan and Tokyo Haneda airports. In 2010, Chang Kuo-wei, son of Chang Yung-fa, returned to serve as EVA Air's president, and the carrier recorded increased sales and yearly profits. In early 2011, the carrier announced that it had applied for airline alliance membership with Star Alliance, and later that year clarified that it was in talks to join either Oneworld or Star Alliance by 2013. In June 2011, the carrier began nonstop flights from Taipei to Guam, and, in October 2011, the carrier announced nonstop service from New York (JFK) to Taipei.

On 27 March 2012, EVA Air announced that it would join Star Alliance in 2013. On 24 September 2012, EVA Air signed a partnership with Amadeus IT Group Altéa suite for its Altéa Revenue Management system. On 18 June 2013, EVA Air became a full member of Star Alliance.

In October 2014, EVA Air announced its intention to expand its North American network by adding new routes to Houston in 2015 and Chicago in 2016, along with expanding 55 flights per week to 63 flights per week to North America.

In October 2015, EVA Air announced its intent to purchase up to 24 Boeing 787 Dreamliners and two additional 777-300ER (Extended Range) jetliners from Boeing. EVA Airways joined the 787-10 launch customer team.

Recent developments
In November 2015, EVA Air unveiled a new livery on its Boeing 777-300ER.

In January 2016, Evergreen Group chairman Chang Yung-fa died, leaving control of the company to his son by his second marriage, Chang Kuo-Wei. In March 2016, a coup by the three children of Chang Yung-fa's first marriage removed Chang Kuo-Wei as chairman and replaced him with Lin Pang-Shui (Steven Lin). Chang Kuo-Wei later established a new airline separate from EVA Air, called StarLux Airlines.

In June 2016, EVA Air was one of eleven airlines to be given a Skytrax 5-star rating.

On 24 August 2017, EVA Air unveiled its third-generation uniform, designed by fashion house Shiatzy Chen. Those new uniforms were rolled out in November 2017, replacing the second generation uniform that was introduced in 2003.

On 2 October 2018, EVA Air took delivery of its first of four Boeing 787-9 Dreamliners. The airline has orders for 20 787-10s and options for six more. In June 2019, EVA Air took delivery of its first of twenty Boeing 787-10 Dreamliners.

Management
As of 2011, EVA Air's corporate leadership is headed by Chairman Lin Bou-shiu and President Cheng Chuan-yi. EVA Air's president plays a primary role in managing EVA's business operations. Other members of EVA Air's board manage support and service services of the company, including its catering and maintenance divisions. Related areas outside EVA Air's direct management include UNI Holidays, Evergreen's Evasión travel service and Evergreen Laurel Hotels. EVA Air has its headquarters, known as the EVA Air Building, in Luzhu, Taoyuan City.

EVA Air is largely privately owned. Primary shareholders are Evergreen Marine Corporation (20%), Evergreen founder Chang Yung-fa (15%), and Evergreen International Corporation (11%). Foreign investors and individual stockholders combined hold 28% of EVA Air shares.

Cultural details
EVA Air has differentiated its onboard service by using Taiwanese (Hokkien), Mandarin, Hakka, English, and other languages for its in-flight cabin announcements. The order of Hokkien and Mandarin has varied since the carrier's launch. EVA Air has also used Taiwanese folk songs in its boarding music, including an orchestral form of "Longing for Spring Wind" performed by the Evergreen Group's Evergreen Symphony Orchestra. The carrier's aircraft and employee color scheme has at times been interpreted by observers as support for the Pan-Green Coalition of Taiwanese politics, mainly due to Evergreen founder Chang Yung-fa's political views in the 2000 presidential election, but this association changed following Chang's support of the Pan-Blue Coalition in the 2004 presidential election. The carrier has further abstained from displaying official markings of Taiwan on its aircraft, and received expedited approval of international landing rights as a result.

Name and logo
The name "EVA" was taken from two letters of "Evergreen" and the first letter of "Airways." The name "EVA" is always spelled in capital letters and is pronounced "E-V-A". However, the ICAO callsign is pronounced “Eva”. The airline uses the logo of its parent company, using green with an orange trim. The orange trim was removed on the current logo.

Livery and uniforms
The standard EVA Air livery utilizes dark green, signifying durability, and orange, representing technological innovation. Originally, both the globe and background behind the globe were painted a respective shade of green on their initial 767-300ERs in 1991. This was later changed to the first standard scheme on all other aircraft. The tail globe logo is intended to represent stability and reliability, and its positioning on the tail, with one corner off the edge, represents service innovation. The first standard EVA Air livery was updated in 2002, adding a larger typeface and the use of green covering the aircraft below the window line. The tail design and logo remained unchanged. In late 2015, EVA Air redesigned the livery and tail logo, using the dark green color on the belly, and cancelled the orange line on the edge of the tail to highlight the corporate identity.

Since 2003, EVA Air has adopted its current uniform, featuring dark green dresses with cropped jackets. Chief pursers are distinguished by orange highlights, gold bands, and orange stripes; flight attendants feature green trim and white stripes. The current uniform replaced the former green-and-orange necktie ensembles used in EVA Air's first twelve years.

Marketing slogans
EVA Air has used different slogans throughout its operational history. The first slogan appeared on English language advertising in the United States, while the 1996 and 2003 versions were introduced internationally in both English and Mandarin. In 2005, a second "Sharing the world" slogan was introduced to complement the arrival of the airline's Boeing 777s. EVA Air slogans have been as follows:
 * Flying into the Future (2016–present)

EVA Air Cargo
Founded concurrently with the passenger operations of EVA Air, EVA Air Cargo operates facilities in Europe, Asia, and North America. Its cargo operations have diversified to include transportation of high-tech equipment and special care items such as museum artwork and live zoological specimens. EVA Air has stated its goal of achieving a 50/50 split in revenues between its passenger and cargo operations. The airline's cargo operations are mainly operated via a fleet of Boeing 747-400, MD-11 dedicated freighters, Boeing 747-400 Combi aircraft, and additional belly cargo space on passenger aircraft.

Following the establishment of its A330 fleet and the introduction of Boeing 777 long-haul aircraft, the airline converted some of its older Boeing 747-400 passenger aircraft to freighters to meet cargo market demands. EVA Air Cargo established its European Cargo Center in Brussels in 2003 and opened its Southern China Cargo Center in Hong Kong in 2006.

As of 2007, EVA Air Cargo had 43 weekly cargo flights to London, Vienna, Brussels and US destinations including Los Angeles, Dallas/Fort Worth, Chicago, Atlanta and New York. The carrier also has code-shares with international airlines including Air Nippon (a subsidiary of All Nippon Airways), British Airways World Cargo, Austrian Airlines and Lufthansa Cargo.

In recent years, the airline has focused its North American cargo operations solely on point-to-point routes. By 2004, EVA Air Cargo ranked among the world's top 10 largest air freight companies. Industry publication Air Cargo World ranked EVA Air Cargo sixth out of 50 in its 2008 Air Cargo Excellence Survey, a measure of cargo service customer service and performance. In 2008, EVA Air handled the transport of two Chinese pandas, donated as a gift to the Taipei Zoo.

Maintenance and support
EVA Air service divisions further include pilot and cabin attendant training facilities, along with its Evergreen Sky Catering and Evergreen Airline Services ground support divisions. EVA Air has partnered with General Electric since 1998 to operate the Evergreen Aviation Technologies Corporation (EGAT), a heavy maintenance and aircraft overhaul service. Evergreen Aviation Technologies Corporation provides safety, repair, and refit services for EVA Air, other airlines' aircraft, and has handled the modification of four Boeing 747 Large Cargo Freighter aircraft for Boeing's 787 Dreamliner production program.

Financial report
EVA Air's financial results are shown below:

Destinations

Most EVA Air flights originate out of Taoyuan International Airport, its main hub near Taipei, Taiwan. At Taoyuan International Airport, EVA Air's flight operations are concentrated in Terminal 2. Additionally, EVA Air and its domestic subsidiary UNI Air operate numerous flights out of Kaohsiung International Airport. A focus city for EVA Air outside of Taiwan is Bangkok, (its main hub being Suvarnabhumi Airport), with westerly connections to all its European destinations except for Paris, Munich, and Milan which are flown non-stop. Vienna is served both non-stop from Taipei and via Bangkok.

Through the mid-2000s, EVA Air's route network was affected by the political status of Taiwan, which has historically limited access for Taiwanese airlines to Europe and certain Asian countries. Because Taiwanese carriers did not have direct access to China, EVA Air has used Hong Kong, Bangkok and Macau as interline destinations. EVA Air operated regular charter flights to China in 2008. The airline began regularly scheduled, direct cross-strait operations in December 2008, following the restoration of direct travel links.

A Houston (George Bush Intercontinental Airport) route was opened in June 2015, and service to Chicago (O'Hare International Airport) began on 2 November 2016, using a 777-300ER, as part of a planned increase in North American flights from 58 flights to 77 flights a week.

EVA Air launched a new year-round service to Istanbul on 5 March 2016, operating 777-300ER aircraft. This route was first downgraded to a seasonal frequency and then cancelled altogether by September 2016. EVA Air also launched daily service to Cebu, Philippines on 27 March 2016 using A321-200 aircraft. Furthermore, EVA Air expanded its Southeast Asian services by offering daily flights to Chiang Mai on 1 July 2018.

Codeshare agreements
EVA Air has codeshare agreements with the following airlines:

 * Air Canada
 * Air China
 * Air India
 * Air New Zealand
 * All Nippon Airways
 * Asiana Airlines
 * Avianca
 * Bangkok Airways
 * Copa Airlines
 * Hainan Airlines
 * Hong Kong Airlines
 * Juneyao Air
 * Shandong Airlines
 * Shenzhen Airlines
 * Singapore Airlines
 * Thai Airways International
 * Turkish Airlines
 * Uni Air (Subsidiary)
 * United Airlines

Current fleet
, EVA Air operates the following aircraft:

Special liveries
In October 2005, EVA Air launched a campaign with Japanese company Sanrio to create the "Hello Kitty Jet," featuring the popular Japanese character. Using the airline's A330-200, the exterior adopted a livery of Hello Kitty characters. A year later, the airline launched a second Hello Kitty Jet. The aircraft featured a Hello Kitty motif on exterior and interior furnishings and features. Both aircraft were used to serve Japanese destinations, and from mid–July 2007, also Taipei-Hong Kong routes. The original Hello Kitty livery was retired in 2009, but in 2011 EVA Air announced its return in redesigned form to mark the carrier's 20th anniversary and renew interest in Japanese tourism. For this occasion, EVA Air had ordered brand-new Airbus A330-300s to be painted in an all-new Hello Kitty livery, which the first three were the Hello Kitty with Magic Stars, Hello Kitty Loves Apples, and Hello Kitty Around the World.

After the introduction of the "refreshed" Hello Kitty Livery on three EVA Air A330s, EVA Air decided to introduce two additional Hello Kitty A330 jets, launched in May and June 2012. The fourth and fifth Hello Kitty jets are known as Hello Kitty Speed Puff and Hello Kitty Happy Music respectively. In 2013, the carrier rolled out its sixth Hello Kitty jet Hand in Hand, this time on a Boeing 777-300ER, until it was repainted into the new EVA Air livery in May 2021. The aircraft featured all the main characters from the Sanrio family. In 2015, the seventh and final Hello Kitty jet, Kikilala-themed Shining Star Boeing 777-300ER, rolled out.

In 2017, the first 3 of the Hello Kitty jets, Hello Kitty with Magic Stars, Hello Kitty Loves Apples, and Hello Kitty Around the World were re-themed into Bad Badtz-Maru Travel Fun, Joyful Dream, and Celebration Flight respectively. At the same time, the Gudetama Comfort Flight were added onto the A321, and the Hello Kitty Speed Puff and Hello Kitty Happy Music were phased out. In July 2006, EVA Air's third new Boeing 777-300ER was Boeing's center stage at the 2006 Farnborough Airshow in a static display. The aircraft, with its special 777-300ER "Rainbow" livery, was leased by Boeing for a week to be presented at the show. The first three EVA Air Boeing 777 aircraft featured this livery, which were repainted in 2013 (B-16701 in Star Alliance livery, B-16702 in regular livery, B-16703 in Hello Kitty "Hand in Hand" livery, which has been repainted to the standard livery in 2021).

For the 2010 Taipei International Flora Exposition, EVA Air debuted a floral-inspired design for its A330-200 aircraft, highlighting the carrier's official sponsorship of the event; the "Flora Expo cabin concept" introduced interior products such as in-flight meals with a flower motif.

Fleet plans
The majority of EVA Air's long-haul fleet is based on the Boeing 777-300ER, with the carrier's initial order for 15 all delivered by 2011. In 2006, the airline decided against proceeding with an order for two Boeing 777-200LR (stating that with the 777-300ERs would give it sufficient passenger capacity), and they were converted into orders for two 777-200F cargo aircraft. In late 2010, EVA Air indicated it planned to lease three A330-300 aircraft for Asian routes in 2011. In mid-2011, EVA Air announced plans to acquire further 777-300ERs to complete the replacement of its 747-400 aircraft on Europe and US routes, along with A321 series narrow-body jets to replace its MD-90 fleet. On 8 May 2012, EVA Air signed orders with Boeing for three additional 777-300ERs, and also announced a lease of four more 777-300ERs. Due to falling freight demand, the airline restructured its cargo fleet by retiring its McDonnell Douglas MD-11s. The last 747-400M flight was conducted on 5 January 2015, ending its 22-year service.

At the Paris Airshow in 2015, EVA Air announced its intention to purchase five Boeing 777F cargo aircraft and four Airbus A330-300s. EVA Air confirmed the order of up to 24 Boeing 787-10s and two additional Boeing 777-300ERs. It also announced the additional lease of 787 aircraft.

EVA announced in late 2015 that it would be retiring all of its leased A330-200 aircraft by the end of 2016, replacing them with the newly ordered A330-300s.

Following the changes of air traffic demand due to the COVID-19 pandemic, the airline switched 7 787-10s with 4 787-9s and 3 777Fs. Regarding the replacement of the 777-300ER passenger aircraft, the airline ordered 18 Airbus A350-1000 aircraft in November 2023 to replace the first batch models (those built between 2005 and 2010), three of which would be converted to freighters under EVA Air Cargo to supplement the 777-200F. The later batch models (those built between 2014 and 2017) can be replaced with either the 777-9 or additional A350-1000 orders. As with the older Airbus fleet, 15 A321neos are ordered from Airbus to replace the older A321's, while the A330s are planned to be replaced by further 787 orders by 2029.

747 retirements
As the 777s continued to phase in, the 747s were progressively retired. On 5 January 2015, EVA Air retired its first 747 variant, the 747-400M Combi. In 2016, EVA announced that the last 747-400 passenger service would be mid-May 2017. The airline also plans to retire the 747 freighters when the 777 freighters are delivered. EVA retired the Boeing 747-400 passenger aircraft from its fleet on 21 August 2017. The following year, the production 747 freighters were retired, leaving the converted 747 freighters in service until 2019.

Services
Hello Kitty Flights EVA Air operated Hello Kitty-themed flights from 2005 to 2008, and reintroduced them in 2011. These flights have since become a popular feature of their service, with some routes experiencing high passenger load factors, typically around 85%.

Check-in
At Taiwan Taoyuan International Airport, EVA Air has introduced the EVA Air Check-in Kiosks at T2, counters 6A, allowing passengers to check in and print their boarding passes electronically, since December 2009. The kiosks are currently available at Taiwan Taoyuan International Airport and Taipei Songshan Airport. Over time, EVA will install these counters in airports in China and other international EVA Air destinations. Outside of Taiwan, it is only currently available in Los Angeles, Tokyo, and Osaka. Previously, if passengers were to check in for an EVA Air flight, they would have to go to an airline representative at the counters.

Onboard
EVA Air offers three classes of service on its long-haul flights: "Royal Laurel"/"Premium Laurel" (business), Premium Economy Class, and Economy Class. All cabins feature satellite phones, audio video on demand (AVOD) entertainment, SMS service, and in a number of Boeing 777 cabins, mood lighting (B-16718-B-16738). Domestic and short-haul international services flown also feature a short-haul business class.

In the latter half of 2007, EVA Air's Boeing 747-400 fleet was upgraded to feature the airline's latest seating classes; the addition of Premium Laurel class on the Boeing 747-400 succeeded the previous "Super First" and "Super Business" cabins. In early 2012, EVA Air officials unveiled a redesigned "Royal Laurel" business class, including 180-degree, fully flat seats in reverse herringbone layout, which was first introduced on Boeing 777-300ER services in June 2012 between Taipei and New York.

Cabin classes

EVA Air currently has five classes. In May 2012, EVA Air announced the introduction of a new business class on select, redesigned Boeing 777-300ER aircraft: Royal Laurel Class. The cabin features 38 lie-flat bed/seats in a reverse herringbone configuration pitched at 2000 and 650 mm wide. Laptop power and multi-port connectors (USB/iPod) are available at each seat. The Royal Laurel class seating arrangement is in a 1–2–1 abreast arrangement. The airline is offering this cabin on all flights operated by the Boeing 777. On 20 September 2018, EVA Air debuted the Boeing 787 Royal Laurel Class. The seat was designed by Designworks, a BMW Group company. The new Royal Laurel Class seats are 584 mm (23 in) wide and recline into flat-bed positions that have a pitch of 1,930 mm (76 in) long. There are 26 Royal Laurel Class seats on the Boeing 787-9. The Royal Laurel Class cabin on the Boeing 787-10 features 40 seats.

Premium Laurel Class, EVA Air's existing business class cabin, was introduced in 2003 with the A330-200, and expanded to more destinations with the Boeing 777-300ER in 2005 and refitted Boeing 747-400 (replacing "Super First") in 2007. Seats are pitched at 1549 mm in Premium Laurel in a pod-style layout, and can convert to an angled lie-flat bed. Laptop power is available. Premium Laurel class seating is in a 2–2–2 abreast arrangement on the A330. In 2016, Premium Laurel was upgraded to the new B/E Aerospace seats in a 2-2-2 configuration.

Business Class, EVA Air's short haul business class cabin on the A321, consists of eight seats. These seats feature a 10.6-inch in-flight entertainment system and 110 V power outlets. Seat pitch is 45 inches.

is offered in a dedicated cabin on the Boeing 777. Premium Economy Class has wider seating and legroom (in a 2-4-2 layout), and a seat similar to short-haul business class with a footrest, 970 to 1020 mm pitch, adjustable winged headrests, and laptop power. Service levels in Premium Economy Class are similar to Economy Class, but food and amenities are improved, along with the seating. Premium Economy passengers further receive an amenity kit on most flights. There are two or four lavatories (dependent on aircraft configuration) that are dedicated to Premium Economy Class passengers.

Economy Class is available on all EVA Air aircraft, featuring 840 mm pitch, touchscreen personal entertainment screens, sliding seat cushions, and adjustable winged headrests. Each seat is also equipped with a personal handset satellite telephone which can be used with a credit card. Economy seating is in 3–3–3 arrangement on the Boeing 777 and Boeing 787 Dreamliner, 3–4–3 on certain Boeing 777 aircraft, 3–3 on the A321, and 2–4–2 on all A330s. In Economy Class of the A321 there is no personal entertainment, with only overhead screens.

A new Economy and Premium Economy cabin is available on 777-300ER aircraft. Those new seats have improved entertainment systems and USB and 110 V AC ports in each seat. It includes a seat-back screen that is 11.1 inches, compared to the previous 9 inches. In 2018, EVA Air renamed Elite Class to Premium Economy Class.

In-flight entertainment
EVA Air's audio video on demand (AVOD) entertainment system, Star Gallery, is available in all classes, except Airbus A321 Economy class. This system has 40 movies and short features, interactive games, and over 100 music albums. Programs are mainly in Mandarin and English, with some selections in Japanese, German, and French.

Star Gallery entertainment categories include such areas as Sky Hollywood (films), Sky Concert Hall (music and playlist creator), Kids' World (entertainment geared toward younger travelers), among others. The Panasonic Avionics 3000i system can display Mandarin, English, or Japanese text. On certain aircraft, a Panasonic EX3 system is installed. Since 2005, customers can also send SMS text messages and emails to the ground using their personal handsets and seatback screens. Seatback video is not available in Economy Class on A321-200s.

enVoyage is EVA's inflight magazine and features articles in English, Mandarin and Japanese. EVA Air's duty-free shopping brochure, named EVA Air Sky Shop, is included at each seat in either paper or video form, with sales occurring in-flight, typically after meal services. EVA Air also stocks a supply of newspapers and magazine publications on international flights, selection depending on route.

Catering
EVA Air offers a variety of meals on intercontinental routes, depending on seat class, destination, and flight length. Western and Eastern menu selections are typically offered, including seasonal menu selections varied by destination. Special meal offerings can be requested in each class during booking, including children's, religious, vegetarian, and other meals.

In Royal Laurel Class and Premium Laurel Class, passengers can pre-order gourmet entreés, depending on destination, including specialties produced by Din Tai Fung, an award-winning Taiwanese restaurant. Royal Laurel cabins on the Boeing 777 also feature an in-flight refreshment bar, and European wine selections are served.

EVA AIR lounges
EVA AIR operates airline lounges under the brand name EVA AIR lounge (formerly branded Evergreen Lounge) in major destination airports. Passengers eligible to enter these facilities include Royal Laurel, Premium Laurel and business class passengers, Infinity MileageLands Diamond, Gold, and Silver Card holders, Star Alliance Gold members, and eligible passengers travelling with airlines that have contracted with EVA Air on the lounge facilities.

EVA Air's four flagship lounges, located at Taiwan Taoyuan International Airport, are:

 * The Garden (Exclusively to Infinity MileageLands Diamond and American Express Centurion/EVA Air Co-brand Platinum/Citibank EVA Air Co-brand World Cardholders travelling in Royal Laurel/Premium Laurel/Business Class)
 * The Infinity (Accessible by all eligible passengers above and: Royal Laurel/Premium Laurel/Business Class passengers, Star Alliance First/Business Class Passengers and American Express Centurion/EVA Air Co-brand Platinum/Citibank EVA Air Co-brand World Cardholders travelling in Premium Economy/Economy Class)
 * The Star (Accessible by all eligible passengers above and: Infinity MileageLands Gold, Star Alliance Gold members, Business customers, Business class/elite passengers travelling with airlines contracted with EGAT on lounge facilities)
 * The club by EVA Air (Accessible by all eligible passengers above and: Infinity MileageLands Silver, Citibank Diamond Cardholders, Diners Club cardholders and Citibank EVA Air Cobrand Titanium/Platinum Cardholders).

EVA Air also operates its EVA AIR lounges at Bangkok and Kaohsiung. It previously operated an outstation lounge at San Francisco.

EVA Air lounge services typically include refreshments, business facilities, and television and reading entertainment.

Infinity MileageLands
EVA Air's frequent flyer program, Infinity MileageLands, awards members points based on miles traveled and class of service. Infinity MileageLands points are redeemable for upgrades and free tickets, and can also be accumulated through credit card use, rental car agencies, Evergreen Laurel Hotels, and other participating services. Membership benefits include a dedicated reservation line, dedicated customer service hotlines, dedicated check-in services, holiday gifts (Diamond Card Holders), Evergreen Lounge access, additional baggage allowance with priority handling, and discounts on car rentals and hotels.

Membership into the program is free. The program is divided into four tiers: Green, Silver, Gold, and Diamond. Infinity MileageLands privileges are additive by membership tier, with higher tiers including all benefits listed for prior tiers. The program accepts miles flown on partner airlines and Star Alliance partners such as All Nippon Airways, Air Canada, and United Airlines, provided that the flights are booked and logged according to EVA Air frequent flier rules. Co-branded Cathay United Bank, American Express, Citibank, and Diners Club cards can also earn miles. Qualification levels and general benefits are listed on the EVA Air website.

Shuttle services
EVA Air operates the following shuttle services in the United States and Europe, free for customers:
 * To/from John F. Kennedy International Airport (New York City): In New Jersey: Jersey City, Piscataway, Fort Lee, East Hanover, Cherry Hill – In Pennsylvania: South Philadelphia and Cheltenham
 * To/from George Bush Intercontinental Airport (Houston): Stops in the Dallas-Fort Worth area: Richardson
 * To/from Amsterdam Airport Schiphol: Saint-Gilles (Sint-Gillis), Brussels (near the Brussels-South (Midi) railway station) and Berchem, Antwerp (near Antwerp-Berchem bus station) – Co-operated with Reizen Lauwers NV

Accidents and incidents
To date, EVA Air has not had any aircraft losses or passenger fatalities in its operational history. As of 21 January 2021, EVA Air is ranked number 6 in safety after Qantas and five other airlines by cntraveler.com. According to the JACDEC Airline Safety Ranking 2018, EVA Air was ranked 15th out of 100 major airlines.

 * On 16 December 2016, EVA Air Flight 015 (operated by a Boeing 777-300ER registered as B-16726) from Los Angeles International Airport to Taiwan Taoyuan International Airport narrowly missed colliding with Air Canada Flight 788 on takeoff, and subsequently nearly impacted Mount Wilson above Pasadena, California. With takeoffs that evening rerouted to the rarely used eastbound departure due to weather, the Los Angeles air traffic controller mistakenly told the pilot to turn left instead of right (as they would if the aircraft were taking off westbound, over the ocean). The aircraft complied, and instead headed north, climbing to 5000 ft as it headed towards 5710 ft Mt. Wilson. The EVA aircraft was forced to take evasive action, and climb to 6000 ft, missing Mt. Wilson by less than 600 ft. Air Canada Flight 788, also departing Los Angeles, was taking the same route as the EVA aircraft and was forced to climb to 10,000 ft in evasive action.
 * On 2 December 2017, EVA Air Flight 035 from Toronto Pearson International Airport to Taiwan Taoyuan International Airport struck a pole while taxiing in darkness. The aircraft (a Boeing 777-300ER registered as B-16718) suffered significant damage on its right leading edge and wing surface. The aircraft had not been taxiing on the centerline after deicing and therefore lacked wing clearance with the light pole.
 * On 10 June 2023, EVA Air Flight 189 from Taipei Songshan Airport, an Airbus A330-300 heading to Haneda Airport in Japan struck the wing of Thai Airways International Flight 683, an Airbus A330-300, which was to depart for Bangkok Suvarnabhumi Airport. The Thai Airways aircraft reportedly sustained minor damage, with reportedly losing its wing as a result of the collision. The collision forced one of the runways of Haneda to close.

Controversies and labor disputes

 * On 29 January 2019, a female EVA Air flight attendant issued a public complaint after EVA Air falsely accused her of taking part in pornography.
 * On 20 June 2019, Taiwan Flight Attendants Union (TFAU) started an air strike. EVA Air and Taiwan Flight Attendants reached an agreement on 7 July 2019, stating that the strike would end on 10 July 2019. About 1440 flights were cancelled and more than 280,000 passengers were affected from the air strike. The strike became the longest strike in Taiwan's history. The airline estimated a prospective loss of about US$97 million as a result of the strike.

title: EVA Air


text:
Chevrolet Biscayne

The Chevrolet Biscayne was a series of full-size cars produced by the American manufacturer General Motors through its Chevrolet division between 1958 and 1975. Named after a show car displayed at the 1955 General Motors Motorama, the Biscayne was the least expensive model in the Chevrolet full-size car range (except the 1958-only Chevrolet Delray). The absence of most exterior and fancy interior trimmings remained through the life of the series, as the slightly costlier Chevrolet Bel Air offered more interior and exterior features at a price significantly lower than the top-of-the-line Impala and Caprice.

The Biscayne was named after Biscayne Bay, near Miami, Florida, following a trend by Chevrolet at the time to name cars after coastal cities or beaches such as the Bel Air and the later Chevrolet Malibu.

Overview
The first use of the Biscayne name by Chevrolet was on the 1955 Biscayne XP-37 concept car built for the General Motors Motorama.

Biscaynes were produced primarily for the fleet market, though they were also available to the general public — particularly to those who wanted low-cost, no-frills transportation with the convenience, room and power of a full-size automobile. While most Biscaynes were sold with a six-cylinder engine through the late 1960s, the V8 engine became the more popular powerplant by the early 1970s. The Biscayne was usually built as a two- or four-door sedan, although a four-door station wagon was available between 1962 and 1968 (and again after 1973 in Canada only). A low-priced, full-size Biscayne station wagon equivalent was available as the Chevrolet Brookwood both before and after this period. The two-door sedan was dropped after 1969, and consequently, from 1970 to 1972 the only Biscayne model available was a four-door sedan. In 1958, the Delray was priced below the Biscayne but was discontinued the following year.

Many of the luxury convenience options available on the more expensive full-sized Chevrolet models, such as power windows, were not available on the Biscayne. However, customers could purchase a Biscayne with any of Chevrolet's high-output big-block V8 engines and performance-oriented transmissions, including the floor-mounted four-speed manual transmission with Hurst shifter and low-ratio final drive. Original production numbers of cars built this way were very low, and examples of these high-performance cars are highly sought after by collectors today. Notably, Baldwin Chevrolet of Long Island, New York, became famous for offering the "Street Racer Special," a 1968 Biscayne coupe with dealer-fitted high-performance 427 cubic-inch V8, and heavy-duty suspension components, turning the Biscayne into a serious drag car. Biscayne with high-performance equipment was often nicknamed "Bisquick" by enthusiasts.

Like the slightly upscale Bel Airs, Biscaynes are easily identified by the use of two taillights per side; the only exceptions to this were in 1959 and 1972. The more expensive Impalas (and later Caprices) have three taillights per side. The Biscayne was largely devoid of exterior chrome trim and was normally fitted with small hubcaps, though several exterior trim pieces and upgraded wheel covers were available at extra cost. Interior trim was spartan, with lower-grade cloth and vinyl or all-vinyl upholstery trim, a standard steering wheel with centre horn button, and rubber floor mats. Slight upgrades were made throughout the life of the series — for instance, the 1964 models came standard with deluxe steering wheels with horn rings, deep-twist carpeting and foam-cushioned front seats.

First generation (1958)
At its introduction for the 1958 model year, the Biscayne was available as a two- or four-door pillared sedan. In 1958, there was also the even lower-priced Chevrolet Delray, but this was discontinued for 1959. There was a 2-door Delray Utility Sedan offered in 1958, which substituted a platform for the rear seating area. This was described, but not pictured, in the dealer brochure.

Second generation (1959–1960)
In 1959, the car was redesigned, and now sat on an inch-and-a-half (1.5 in) longer wheelbase. In 1959 the two-door Utility Sedan appeared, a version lacking a rear seat and being intended as a delivery vehicle. In total, there was 2 different body styles, 2-door sedan and 4-door sedan. The Chevrolet Biscayne had a price of $2,365, the entry level Biscayne Fleet Master had a price of $2,295 and the top level Impala had a price of $2,772.

1960 Chevy Biscayne were used as presidential vehicle in South Korea.

Biscayne Fleetmaster
In 1960, a lower-priced, sparsely trimmed version of the Biscayne called the Fleetmaster was produced. Aimed primarily at the fleet market, the Fleetmaster included a lower grade of upholstery than the standard Biscayne and deleted routine convenience items such as a cigarette lighter, door armrests, and passenger-side sun visor. In addition, many parts were painted rather than chrome plated. Both two- and four-door sedans were available.

A number of economy-minded options were available exclusive to the Fleetmaster model, although the performance-oriented engines and transmissions were also available (for police applications or performance-oriented customers who wanted the lightest car possible). The Fleetmaster was dropped after 1961. Under 5,000 of them were made.

Third generation (1961–1964)
The Biscayne underwent a full model change for the 1961 model year. The stripped down Fleetmaster and the three-passenger Utility Sedan were still available for 1961 but sold in very small numbers. Series numbers were 1100 and 1200 (six- and eight-cylinder Biscayne), with the 1300 and 1400 used for the six- and eight-cylinder Fleetmaster. For 1963, the short-stroke Turbo-Thrift inline-six replaced the earlier "Stovebolt" 235, meaning lower weight and a slight gain in power.

In 1962, a four-door station wagon version appeared, replacing the earlier Brookwood model. As usual, the full range of GM's full-size engine and transmission options were available to the low priced Biscayne. A very few of the brand-new, high-powered 409 V8s (of which only 142 were built in 1961) even found their way into the bargain-basement Biscayne Fleetmaster, with the direct intention of being used for drag racing.

Fourth generation (1965–1970)
The all-new 1965 Biscayne was larger yet, and offered an even wider range of engines, including a new, larger 250-ci inline-six. For the 1967 model year the smaller 230 was dropped. For 1966 the top engine became the new Big-Block 427 ci V8, available in a high-powered, high-revving 425 hp version with solid lifters. Although not available for the big Chevrolets in 1967, it returned in 1968 for two more model years. After 1968 the Biscayne station wagon was discontinued, henceforth being sold as the Brookwood. Power steering and power brakes were made standard for the 1970 model year. The 1967 Chevrolet Biscayne 2-door sedan with a 427 under the hood and a 3-speed manual did 0-60 mph in 6.1 seconds, and the quarter mile in 14.6 seconds. A base model 2-door Biscayne would cost you $2,472 (the Impala was $2,728) in 1965. In 1970 a base model Biscayne would cost $2,897 (the Impala was $3,150).

Fifth generation (1971–1975)
The Turbo Hydra-Matic transmission was made standard on all cars ordered with a V8 engine starting midway through the 1971 model year. Production of the Biscayne for the United States market ended for 1972; it wasn't advertised that year in Chevrolet's brochure but was available for fleet buyers. However, the Biscayne name was still used in Canada through the 1975 model year, with a 350 cubic-inch V8 engine and Turbo Hydra-Matic automatic transmission made standard for 1974. The station wagon model had been sold as the Brookwood, but for 1973 the Biscayne station wagon made a return for the Canadian market only. Like its stablemates, the 1975 Biscayne received new dashboard, radio and climate control graphics (including a 100-mph speedometer with kilometer equivalents) and the availability of two new options: an Econominder gauge package (with temperature gauge and a gauge that monitored fuel economy, based on the driver's current driving habits) and intermittent windshield wipers.

The fourth generation wagons featured a 'clamshell' design marketed as the Glide-away tailgate, also called a "disappearing" tailgate because when open, the tailgate was completely out of view. On the clamshell design, the rear power-operated glass slid up into the roof and the lower tailgate (with either manual or optional power operation), lowered completely below the load floor. The manual lower tailgate was counterbalanced by a torque rod similar to the torque rods used in holding a trunk lid open, requiring a 35 lb push to fully lower the gate. Raising the manual gate required a 5 lb pull via a handhold integral to the top edge of the retractable gate. The power operation of both upper glass and lower tailgate became standard equipment in later model years. Wagons with the design featured an optional third row of forward-facing seats accessed by the rear side doors and a folding second-row seat — and could accommodate a 4 x 8' sheet of plywood with rear seats folded. The clamshell design required no increased footprint or operational area to open, allowing a user to stand at the cargo opening without impediment of a door — for example, in a closed garage.

Discontinuation
Three main factors helped kill off the Biscayne, the first being that the government wanted more fuel efficient cars, and the Biscayne was not such. The second reason being that the Chevrolet Biscayne was starting to overlap with other GM models like the Chevrolet Bel Air and the Pontiac Catalina, including prices that also overlapped. The third and final reason was money, Chevrolet was losing money to foreign imports, so Chevrolet phased out the Biscayne to put more effort into cars like the Chevrolet Vega and Chevrolet Chevette.

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

title: Chevrolet Biscayne


text:
Talk:Chevrolet Biscayne

Is this article going to contain anything other than a photograph? RickK 05:06, 5 Dec 2003 (UTC)

 * I added some stuff, but I'm not able to find much about them. As far as I can tell, the Biscayne was the lower model of the Impala ... generally two tail lights per side rather than three, less trim & luxury, more the 'family car'. --Morven 16:22, 6 Dec 2003 (UTC)

I just edited this page. The Biscayne was Chevy's big-car value leader, or fleet special. A family could get one, but they had to search for it. I know as ours owned two (1964, 1969) when I was growing up. I may post some snapshots from my childhood once I unearth and scan them. The Biscayne picture I posted was an all-original big-block special with 4-on-the-floor, radio and heater delete and dog dish hubcaps with less than 1,000 miles. Asking price was $60,000.00. If I had the resources, I'd've paid it. --Tcotrel 23:13 6 Dec 2003

 * Nice car! but I have to say, I can think of cars I'd rather spend $60K on, and I'd just never dare drive an old car with only 1k miles on, so it'd be a waste.  But to each his own ... --Morven 09:31, 7 Dec 2003 (UTC)

 * I understand your point about being afraid to drive a time-warp car like that. Given the choice, I'd put together something with an older junker as the base and put in a crate engine with modern transmission and engine management. No attempt at originality would be made, and it would be my daily driver. Tcotrel 21:30 7 Dec 2003

 * One sees quite a few of those -- mostly pre-1955 cars, it seems. I think a pre-1955 car is very hard to use as a regular driver anymore, plus a lot of them don't perform all that well.  There a lot of beautiful 40s cars I've seen with modern Corvette drivetrains, for example.  Mostly rebuilt from total junkers.

 * There's definitely an appeal to the pre-1973 American performance car concept of no subtlety, just cubic inches, though. I'd like to do a T-Bird of about the vintage of mine (maybe a '69) with a 460 bored and stroked up to over 500 (I've seen up to 512 or so, maybe bigger is possible), and replacing as much of the ancilliaries with modern replacements as possible.  Replace the stock wheels and tires with something a bit better, work on the suspension, and that's one perfect freeway cruiser that's not too bad off the lights either.  Hell, my unmodified not-in-great-tune '67 kicks butt on the freeway (and gives not a few rice-boys a little surprise around town, too).  --Morven 08:47, 8 Dec 2003 (UTC)

1971-72 Chevrolet Biscayne (USA)
Chevrolet Biscayne from 1971-72 model years do exist which they were not advertised and/or sold for the fleet. See at 1971 Chevrolet Taxi Cab Brochure and 1972 Chevrolet Biscayne. Rjluna2 (talk) 12:02, 25 May 2018 (UTC)

 * Can someone change the photo? The red car with white top is not a Biscayne, as the side trim runs the full length of the car. On a Biscayne it would stop at the driver's door. I know; I own one. 2603:B050:3158:0:84B:86F7:5597:A57F (talk) 21:50, 17 June 2023 (UTC)

title: Talk:Chevrolet Biscayne


text:
George Woltman

George Woltman (born November 10, 1957) is the founder of the Great Internet Mersenne Prime Search (GIMPS), a distributed computing project researching Mersenne prime numbers using his software Prime95. He graduated from the Massachusetts Institute of Technology (MIT) with a degree in computer science. He lives in North Carolina. His mathematical libraries created for the GIMPS project are the fastest known for multiplication of large integers, and are used by other distributed computing projects as well, such as Seventeen or Bust.

He also worked on a TTL version of Maze War while a student at MIT. Later he worked as a programmer for Data General.

title: George Woltman


text:
Air Koryo

Air Koryo is North Korea’s flag carrier and only commercial airline. It is state-owned and controlled by the North Korean air force. Headquartered in Sunan-guyŏk, Pyongyang, it operates domestic and international routes – on a regular schedule only to Beijing, Shenyang, and Vladivostok – from its hub at Pyongyang’s Sunan International Airport. It also operates flights on behalf of the North Korean government, with one of its aircraft serving as North Korean supreme leader Kim Jong Un's personal plane. Its fleet consists of Ilyushin and Tupolev aircraft from the Soviet Union and Russia, and Antonovs from Ukraine.

Air Koryo’s history can be traced to the founding of the Soviet–North Korean Airline (SOKAO) in 1950. Following the Korean War, in 1955, the airline was reorganized as Korean Airways and started domestic and international routes to other communist Eastern Bloc states in Asia and Europe. Another reorganization followed after the collapse of the Soviet Union, and in 1993, the airline adopted its current name, Air Koryo. Due to its aging fleet of Soviet aircraft and related safety and maintenance concerns, Air Koryo was banned in the European Union between 2006 and 2020, when it was allowed to resume operations into the EU with their newly acquired Tu-204 aircraft. During the rule of Kim Jong Un, Air Koryo also started branching out into commercial sectors beyond aviation, such as ground transportation and consumer goods. The COVID-19 pandemic caused Air Koryo to suspend regular operations, with no scheduled international flights between 2020 and 2023.

Early years
In early 1950, SOKAO (Soviet–Korean Airline), ) was established as a joint North Korean-Soviet venture to connect Pyongyang with Moscow. Regular flights began that same year. Services were suspended during the Korean War, resuming in 1953 as Bureau of Civil Aviation Ministry of Transport of DPRK. The state airline was then placed under the control of the Civil Aviation Administration of Korea (CAAK) and re-branded Korean Airways, starting operations on 21 September 1955 with Lisunov Li-2, Antonov An-2 and Ilyushin Il-12 aircraft. Ilyushin Il-14s and Ilyushin Il-18s were added to the fleet in the 1960s.

Expansion
Jet operations commenced in 1975 when the first Tupolev Tu-154 was delivered for service from Pyongyang to Prague, East Berlin, and Moscow with refueling stops in Irkutsk and Novosibirsk. As the Tu-154 had insufficient range, the aircraft refueled at Irkutsk and Novosibirsk. Tu-134s and An-24s were also delivered to start domestic services. The Tu-154 fleet was increased at the start of the 1980s, while the first long-haul Ilyushin Il-62 was delivered back in 1979 (two of these aircraft are used in VIP configuration), allowing Korean Airways to offer a direct non-stop service to Moscow for the first time, as well as serving Sofia and Belgrade.

Alongside Soviet aicraft, North Korea also considered acquiring Concorde supersonic jets for Air Koryo under a plan by Kim Il Sung to boost the country's international prestige. North Korea and Aérospatiale and British Aerospace – Concorde's two European manufacturers – signed a preliminary purchase agreement with the country for two Concordes in 1979, but the deal never proceeded because of North Korea's economic challenges and Cold War tensions between East and West.

21st century

The end of the Cold War and the collapse of communism in Eastern Europe saw a vast reduction in the number of international services offered. Korean Airways re-branded as Air Koryo on 28 March 1992, and in 1993, ordered three Ilyushin Il-76 freight aircraft to carry cargo to and from its destinations in China and Russia.

Air Koryo purchased a Tupolev Tu-204-300 aircraft in December 2007 and another in March 2010 to replace its aging international fleet. With the Tu-204, Air Koryo would be able to fly to Europe.

Due to safety and maintenance concerns, Air Koryo was added to the list of air carriers banned in the European Union in March 2006. The European Commission found evidence of serious safety deficiencies on the part of Air Koryo during ramp inspections in France and Germany. Air Koryo persistently failed to address these issues during other subsequent ramp inspections performed by the EU under the SAFA programme, pointing to blatant systemic safety deficiencies at Air Koryo operations. The airline failed to reply to an inquiry by the French Civil Aviation Authority regarding its safety operations, pointing to a lack of transparency or communication on the part of Air Koryo. The plan by Air Koryo for corrective action, presented in response to France's request, was found to be inadequate and insufficient. The EC also held that North Korean authorities did not adequately oversee the flag carrier, which it was obliged to do under the Chicago Convention. Therefore, on the basis of the common criteria, the Commission assessed that Air Koryo did not meet the relevant safety standards.

In September 2009, Air Koryo ordered an additional example of the Tupolev Tu-204-300 aircraft and a single Tupolev Tu-204-100. Air Koryo was to receive its first of two Tupolev Tu-204-100B aircraft fitted with 210 seats. Flights to Dalian in China were added to the Air Koryo schedule. Also, twice weekly Tu-134 flights from Pyongyang and direct services from Pyongyang to Shanghai Pudong were inaugurated with a two weekly service on JS522 and returning on JS523 in 2010.

In March 2010, Air Koryo was allowed to resume operations into the EU with their Tu-204 aircraft, which were fitted with the necessary equipment to comply with mandatory international standards. Currently, the Tu-204 is the only aircraft Air Koryo operates that is allowed into EU airspace. In April 2011, Air Koryo launched its first services to Malaysia with the inauguration of flights from Pyongyang to Kuala Lumpur. The flights operated twice a week utilizing the Tu-204, but were cancelled in mid-2017 due to sanctions imposed resulting from the poisoning murder of Kim Jong-nam at Kuala Lumpur International Airport by suspected North Korean agents.

In 2011, Air Koryo also inaugurated services to Kuwait City, being operated weekly by Tu-204 aircraft. The services operate during peak travel season – April to October.

In 2012, Air Koryo resumed flights to Kuala Lumpur but ceased the service in 2014 along with its expansion into Harbin, China. In 2012, Juche Travel Services, a company operating tours to North Korea, launched "aviation enthusiast" tours using chartered Air Koryo aircraft, which offered visitors the chance to fly on every type of Air Koryo aircraft within North Korea, the Mil-17, An-24, Tu-134, Tu-154, and Il-62. The international services were operated by An-148, Tu-154, or Tu-204.

In 2017, during the rule of North Korean Chairman Kim Jong-un, there were signs that Air Koryo was branching out into commercial sectors beyond aviation, providing goods and services as diverse as petrol stations, taxis, tobacco, soft drinks, and tinned pheasant meat.

As of 2021, two further Tupolev Tu-204-100B aircraft were allegedly prepared to be leased to Air Koryo. However, both have since been sighted with the name of Sky KG Airlines added on top of Air Koryo's colors and have been moved to Zhukovsky International Airport by Moscow, where they remain as of November 2023. Intelligence and media reports suggest that North Korea might still be trying to acquire these two jets with Russian assistance as of November 2023.

COVID-19 pandemic
Air Koryo was severely affected by the COVID-19 pandemic. On 24 January 2020, the airline canceled several flights to China – to Macao, Shanghai, and Shenyang – and on 1 February canceled its two remaining international routes to Beijing and Vladivostok. International flights remained canceled through August 2023, flying anew on 22 August to Beijing and on 25 August to Vladivostok using Tu–204 aircraft.

The company flew to neighboring China to collect COVID-19-related supplies.

Destinations
Scheduled international services are only operated from Pyongyang to Beijing, Shenyang, and Vladivostok; additional destinations not listed on their website, but showing up elsewhere as charters or seasonal charter services are also included.

The first regular charter flights between North Korea and South Korea began in 2003. The first Air Koryo flight operated by a Tu-154 touched down at Seoul's Incheon International Airport. Air Koryo operated 40 return services to Seoul, along with flights into Yangyang and Busan in South Korea. Inter-Korean charters from Hamhung's Sondok Airport to Yangyang International in South Korea began in 2002. Currently, there are no inter-Korean flights, due to laws in both countries. In 2014, Air Koryo operated a series of services to Seoul Incheon International Airport with Tu-204 and An-148 aircraft for the 2014 Asian Games held in Incheon.

Air Koryo operated an airline interline partnership with Aeroflot (SkyTeam) on services radiating from Vladivostok and Pyongyang until 2017 when it was forced to close the agreement due to newly imposed sanctions.

Current fleet
As of June 2024, Air Koryo operates the following fleet for international routes:

Historic, Domestic routes fleet and Unknown Status

 * Ilyushin Il-18 1 in service (P-835) and 1 parked (P-836) (Most likely retired) P-835: new livery
 * Tupolev Tu-154 2 in service (P-552 and P-561) and 2 stored (retired) (P-551 and P-553) P-552 and P-561: new livery
 * Tupolev Tu-134 2 in service (P-813 and P-814) P-813: new livery
 * Ilyushin Il-62 1 in service (P-885) and 2 stored (P-881 and P-882) and 1 (P-889) written off in 1983 P-881* and P-885: new livery * The plane wasn't painted with the title of the airline
 * Antonov An-24 It is unknown if any are in service. But there are 3 in the fleet (P-532, P-533, P-537) P-533 is likely stored, and P-532 and P-537 may still be flying. P-532 and P-537: new livery
 * Ilyushin Il-76 3 in service (P-912, P-913, P-914) P-913 and P-914: new livery
 * Lisunov Li-2
 * Air Koryo may have been planning to add either a Ilyushin 86 or 96 to its fleet, according to a 1993 timetable.

Tupolev Tu-204
The first Tupolev Tu-204-300 for Air Koryo was officially handed over to the carrier on 27 December 2007, and was ferried from Ulyanovsk to Pyongyang. It has been fitted out with 16 business class seats and the remaining 150 seats are economy. The Tu-204 aircraft are currently scheduled on all international flights out of Pyongyang. With the arrival of the new aircraft, a new seasonal route to Singapore was introduced and the resumption of the Pyongyang-Bangkok route commenced in 2008. Its first revenue-earning flight was made on 8 May 2008. Air Koryo operates another version of the Tu-204 jet, a Tu-204-100B, which they took delivery of on 4 March 2010. The Tu-204-300 is a shortened version of the Tu-204-100B. It started operating scheduled services on 5 March 2010. On 30 March 2010, the two Tupolev Tu-204 have been given the rights to operate into the European Union. The two Tu-204 remain the only planes the airline is allowed to operate on services to the EU.

Livery
The Air Koryo livery consisted of a white and grey fuselage and a horizontal stripe in national colors along the windows dividing the upper and lower parts into white and grey respectively. The Korean name Air Koryo is painted above the windows and a North Korean flag is painted on the vertical stabilizer.

Now most of their planes are painted in new livery. It consists of a full white body and grey belly which are divided with a thin red stripe. The name of airline is painted in Korean in front and in English in the Middle with the North Korean flag and registration on the vertical stabilizer.

In 2024, Air Koryo started changing its crane logo following Kim Jong Un's announcement, at the end of 2023, that North Korea will no longer seek reunification with South Korea. The old logo was a stylized crane whose wings resembled the Korean peninsula as a unified whole, while the crane wings of the new logo consist of tapered horizontal lines that no longer resemble the peninsula.

Accidents and incidents

 * On 30 June 1979, a Korean Airways Tupolev Tu-154B sustained landing gear and wing damage at Budapest Ferihegy Airport in Hungary. On final approach to Runway 31, the pilot realised the plane would undershoot and brought the nose of the plane up without applying power. The aircraft stalled, and with a hard landing, the right landing gear collapsed, causing the right wing to strike the ground and sustain substantial wing structure damage. There were no fatalities, and aircraft P-551 was subsequently repaired and returned to service.
 * On 1 July 1983, a Korean Airways Ilyushin Il-62M on a non-scheduled international passenger flight from Pyongyang, North Korea (Pyongyang Sunan International Airport) to Conakry, Guinea (Conakry International Airport) crashed in the Fouta Djallon Mountains in Guinea. All 23 people on board died, and the aircraft was written off.
 * On 15 August 2006, an Air Koryo Tupolev Tu-154B P-551 on flight JS152 had a runway excursion while landing at Beijing Capital International Airport. The aircraft has been stored since. Previously, in 1976, this aircraft had been taxiing when it was damaged by an Aeroflot Tu-104 that lost control and crashed during takeoff.
 * On 22 July 2016, an Air Koryo Tupolev Tu-204-300 on a flight from Beijing to Pyongyang, flight number JS151, made an emergency landing at Shenyang Taoxian International Airport due to reports of smoke in the cabin. The oxygen masks were deployed.

title: Air Koryo


text:
User talk:Kevehs

I've begun archiving my talk page, because I'm a jerk who doesn't want people to see all the nasty things that have been said about me. Actually, that was a joke, I'm not a jerk, and now I'm a little hurt and insulted that I would have said such a thing about myself. All I wanted was for people who leave new messages not to have to wade through all the old ones. Why can't I just trust in my good intentions without always assuming the worst!

User talk:Kevehs/Archive Mar 04 - July 05

Anarchism compromise
The compromise as you describe it on my talk page sounds pretty reasonable. Your suggested, "Maybe two sentences for what it is, one sentence from prominent folks, one sentence explaining why it isn't discussed in this article and a link to both the anarcho-capitalism article and whatever debate articles ACs want linked" is actually more than what I had been putting in the article a couple months ago. I do think a more disambiguate-y rather than list-y anarchism (disambiguation) page is desireable (possibly merged with some other pages, like anarcho-, anti-statism, etc.). However, in fact I've been less and less involved in the anarchism page lately. I agree that a compromise might work, but it will probably require some outside editors to show up, as you suggest. When that happens, I'll be more likely to help draft a long-term compromise, but, in the meantime, I want to concentrate on other things for a while. (Writing new articles is more fun than arguing over old ones. You should consider writing one laying out the differences between "possession" as you guys use it vs. "property" as you guys use it; or other subjects, etc.) - Nat Krause 05:46, 10 July 2005 (UTC)

Hogeye (again)
Hogeye continues to break the 3RR. He has now grown more sophisticated in his gaming of the system, he is using multiple IPs, as well as continuing to refuse to label his reverts, making reverts with superficial changes, and shuffling them around to make it difficult to collect evidence. I provided all of the evidence for this on the 3RR page, except for the url for the IP tracking service that reveals both anon IPs to be of the same origin. I didn't want to give him further tools to mask his behavior. Is this the proper approach? Should I have made a separate section for the 3RR page, or should I include the url for the IP trackers? Kev 20:54, 10 July 2005 (UTC)

 * Yeah, I noticed that too. He first tried using two sockpuppets, and gave up when it was pointed out to him how transparently obvious that was. Then he just came back to his old habits.
 * I don't think it's best to use a IP location service; he will just use some really lame excuse (I saw that in a recent ArbCom case). Instead, show they are the same based on the behaviour.
 * For instance, here's the proof that and  are the same: this revert was made on 04:54, 8 June 2005 (UTC), with the very interesting edit summary of "Neutral disambiguation page. rv3 - since it's 24 hrs after 23:42, 6 Jun 2005 rv". Look 24 hours back and you find this revert. This not only shows both are the same, but also shows the timezone offset he's using. With this proof, you can treat both as one for the purposes of a 3RR report (since the 3RR is per person, not per account).
 * Even if a revert is mixed with a superficial change, it's still a revert; even if a revert is partial, it's still a revert; and even if the revert is to a version from three years ago, it's still a revert. Get as much reverts you can before your eyes start to glaze over, and add a new section to WP:AN/3RR documenting it (since it's a different 3RR violation than the previous one); you can copy the one you added in the wrong place (which was erased just after for being in the wrong place). Also be sure to leave a message to Hadal — I'm sure he will love to hear about it.
 * --cesarb 23:41, 10 July 2005 (UTC)
 * I've rescued your report on WP:AN/3RR. --cesarb 23:46, 10 July 2005 (UTC)

 * Thank you for saving my report, it took some time to put together. Sorry for putting it in the wrong place.  Thought you might like to know that Hadal blocked another of his sockpuppets .  Crazily enough he has continued, now making this revert using an anonymizing proxy service called "kaxy.com".  I suppose there is nothing to be done if he jumps from IP to IP, but at least its a recognized problem now.  Kev 05:21, 11 July 2005 (UTC)

 * I've blocked two of the three IPs he used infinitely after finding proof both were anonymizers (one of them had already been blocked by Hadal). The third one will stay with Hadal's block, since I for now didn't find proof of it being an open proxy. If you can find a proof, tell me and I will also block it indefinitely. --cesarb 14:18, 11 July 2005 (UTC)

 * Thanks for your note: I've blocked for 27 days, since it appears to be a static IP with entirely anarchism-related edits, probably all by Hogeye. Both blocks will expire together, and can be extended indefinitely following an agreeable ArbCom ruling. Please feel free to report any further Hogeye sockpuppets (or problems in general) I've missed. Cheers, -- Hadal 03:24, 15 July 2005 (UTC)

 * My apologies for the delay: Per your convincing evidence, I've blocked for 48 hours. I would have made it 25 days, but I'm uncertain the IP is static. I'll have to remember to check back after the block expires. Thanks for your vigilance! -- Hadal 02:22, 17 July 2005 (UTC)

 * Hogeye continues to violate his ban by using alternate IPs. Hadal is doing a great job of looking out for new IPs and blocking them as they come up, but Hogeye is being very persistant and doing a lot of reverts during the time Hadal isn't on.  For example, in the last day alone he has reverted the anarchism page 7 times from  04:15, 17 to 03:39, 18.  I've already informed Hadal of this.  I think Hadal already banned this IP once already as a sockpuppet of Hogeye after this edit, but if so it must have been a 24 hour thing since he is back at it now.  Would it be possible for you to keep an eye on this, to help take some of the burden off Hadal?  Kev 03:54, 18 July 2005 (UTC)

 * Sorry, but I cannot help right now. As you can probably notice by looking at my contributions, I am temporarily away from Wikipedia. You can ask for more help, if needed, at WP:AN/I. --cesarb 17:23, 18 July 2005 (UTC)

 * Ack; meatspace issues have eaten up most of my time. I apologise for not being on to respond; I've re-blocked for 23 days to coincide with Hogeye's block. I suspect  may also be Hogeye, as the IP looks like an anonymous proxy (as evidenced by this URL he apparently pasted into his summary box by mistake: ). Frankly, I think his blatant disrespect for the one-month block is reason enough to extend it by at least one more. I'm hesitant to block indefinitely, since (a) that won't stop him from coming back via proxies, and (b) he wasn't a simple vandal until he became unhinged, so someone else might challenge me. I realise there's already an RfC against him; perhaps it's time to request an ArbCom hearing, which would allow an uncontestable indefinite block to be set. In any event, all suspected sockpuppets can be unceremoniously blocked and their edits reverted. -- Hadal 05:04, 19 July 2005 (UTC)

food not bombs.
hey, i deleted that section because it was a repeat of the prior section, someone must have posted it twice or something? Marxxxx 03:11, 17 July 2005 (UTC)

hey, no worries. peace! (A)+(E) Marxxxx 03:11, 17 July 2005 (UTC)

question not dealing with wikipedia
I just found this randomly. Is it yours, or is it a different Kevehs? Either way the responses are stereotypical. millerc 03:10, 24 July 2005 (UTC)

 * I reread the responses. Its interesting how you note that they see property as a litteral extension of themselves, and that they validate your claim with their responses. There don't seem to be any refutations of your arguments that don't rely on a confusion of "property" with their own personhood.  They also seem to be unskeptical about notions of the Truth when dealing with moral questions.  Personally, I feel like you're just preaching to a bunch of religious nuts.

 * One thing that jumps out at me is how disrespectful some of these people act. I wonder if its a biproduct their ideology, or if their ideology is a biproduct of their assumptions about "human nature" to which they adhere?  millerc 03:07, 25 July 2005 (UTC)

Anarchism
I've talked to RJII. I'm not sure a compromise is possible, but it might be a good idea for you to take steps towards reconciliation by adding a disambig at the top that points to anarcho-capitalism and a section cut from the highlights of anarchism and capitalism with a discussion of anarcho-capitalism. The disambig could read something like "This article deals primaritly with socialist variants of anarchism. For more detailed discussion of capitalist variants, see Anarcho-capitalism."

Hope this helps, Dave (talk) 14:52, July 26, 2005 (UTC)

 * Hey, sorry about the delay in replying. I had a major project due today.  I'm sorry attempts at compromise didn't work.  From what I can tell, Tothebarricades.tk is as partisan as RJII.  I'll see if there's anything else I can do, but if I can't, I hope you won't hold it against the libertarianism article.  Even if you do, I don't think it will do much good; RJII seems to care more about Anarchism than Libertarianism, so libertarianism isn't a very good "hostage." Dave (talk) 17:10, July 29, 2005 (UTC)

 * In light of the above discussion, I have removed the POV banner from libertarianism. The article can't be held responsible for what RJII and Hogeye do elsewhere. Dave (talk) 15:24, August 2, 2005 (UTC)

Putting the tag there isn't going to solve anything, as it won't deter RJII (or especially hogeye) from screwing with Anarchism. If you want, I'll help you watch Anarchism for RJII's edits or support you in an RFC against RJII if you take down the banner. What you're currently doing, putting the NPOV tag on an article unrelated to your dispute with RJII is disrupting wikipedia to make a point, and I intend to file an RFC on the subject myself if you don't back down.

Here are the parts of WP:POINT that I think are relevant:

 * In the past, many contributors have found their Wikistress levels rising, particularly when an issue important to them has been handled in a way they consider unfair. The contributor may point out inconsistencies, perhaps citing other cases that have been handled differently. And the contributor may postulate: "What if everyone did that?" - a common rhetorical technique. These devices may not persuade for the reasons cited above.

 * In this situation, it may be tempting to illustrate the point using either parody or some form of breaching experiment. For example, the contributor may apply the decision to other issues in a way that mirrors the policy the contributor objects to. These activities are generally disruptive: i.e., they require the vast majority of nonpartisan editors to clean up after the "proof". Many consider such "point-proving" acts to be vandalism.

 * In general, such illustrative edits are not well-received and are hardly ever effective tools of persuasion. They simply come off as spiteful or vengeful, because, between the moment you edit the page and the moment someone notices you did there might exist a large window in which readers will be reading your point instead of the article.  Wikipedians on the whole are not especially prone to hebetude or cluelessness, and do not need to have arguments illustrated ad absurdum in order to understand them. Points are best expressed directly, without irony or indirection. That is the best way to garner respect, agreement and support.

...
 * If you must [disrupt Wikipedia]...
 * Stop your campaign once your point is made. Don't engage in an edit war to save content you added for rhetorical reasons. People can still see what you did in the page history, and you can link to an old version of the page if you wish to draw attention to it from a talk page.
 * Clean up after yourself, reverting content and listing pages for deletion as necessary once you're done making your point. Like leaving a restaurant without tipping in societies where tipping is customary, failure to clean up often makes it clear that you're a boor.

Please consider my offer to help you keep the Anarchism page clean. I'd rather help you file an RFC against RJII than file one against you. Alternatively, you could add a subsection to the terminology section for libertarian socialism, briefly summarizing that philosophy, which is analogous to what RJII is doing on Anarchism. Dave (talk) 15:55, August 3, 2005 (UTC)

 * I'll add Anarchism to my watchlist and try to help out. I don't claim to be an expert on anarchism, so I may be more hesitant in reverting than you would be.  If you want to pursue an RFC on RJII or on the entire anarchism/libertarianism situation, I think that could be fruitful and I'll join you.  Feel free to expound upon libertarian socialism in the libertarianism article, especially in the criticism and terminology sections.  I hope this is sufficient for you to consider taking down the POV banner on libertarianism, as the banner is days (hours?) away from causing the page's demotion from featured article status. Thanks for understanding, Dave (talk) 18:48, August 3, 2005 (UTC)

 * I've made my first reversion of RJII's edits. He argues that there are uncontroversial elements to what he's doing that are being reverted simply because he's the one writing them, which seems plausible.  I asked him to write his controversial edits in a separate diff from his uncontroversial ones.  In exchange, we should allow him to make good contributions and only revert his bad ones, which I think is fair.  Unfortunately, it'll take a bit more time in the short run, but if it prevents edit wars, it could be worth it. Dave (talk) 19:09, August 3, 2005 (UTC)

 * Thanks. Again, I don't consider myself qualified to discuss the finer points of anarchism, but I'll do my best.  Hopefully both you and RJII will provide lots of sources so I can try to make good decisions when editing. Let me know if you want me to deal with anything specific. Dave (talk) 03:31, August 4, 2005 (UTC)

 * sorry for the delay in responding. I just got home late last night.  Do what you can, and tell RJII that you'll revert anything done by Hogeye, so he may not want to build off of his edits.  Also, I think it would be a good idea to get an admin to watch the anarchism page so s/he can block Hogeye as he shifts IP addresses.  My first suggestion would be one of the Arbcom people responsible for blocking him in the first place, but I can think of a few others that might be willing to help out.  I'll do what I can to revert him as well.  Dave (talk) 20:26, August 7, 2005 (UTC)

It looks like things have calmed down on Anarchism in the past 24 hours. Is there anything else you'd like me to look into? Dave (talk) 19:25, August 10, 2005 (UTC) Scratch that. Looks like things are about to get bad again. I'll see what I can do. Dave (talk) 19:28, August 10, 2005 (UTC)

Chart
Since the charts on the libertarianism page and the one that got placed on the anarchism page by Hogeye have caused trouble, I figured it might just be better for the libertarian socialism page to do without one.

IMO the charts make too many assumptions about abstract concepts, that newcommers might not fully appreciate. The Nolan chart, for instance, seems to assume that "political freedom" is freedom from coercion by political institutions, while "economic freedom" is about allowing economic institutions to "freely" act regardless of if such action coerces others (the distinction between economic/private and political/public institutions in my understanding is a false dicotomy).

These charts never really helped me when I was developing my understanding of (right wing) libertarianism, socialism, or libertarian socialism. I just don't see how they help others. But I'm ok if you disagree, and I won't try to revert if you reinsert it.

As for the other political charts; I prefer cooperation over edit wars (big suprise), and removing them from those pages would probably cause an edit war so I just steer clear of that conflict. The first major encounter I had with RJII I tried to be resonable, but the only response I got was something about "you people". Odd that someone who professes such strong emotional attachment to "individualism" would respond to me as if I were nothing more than a member of a group. millerc 02:08, 4 August 2005 (UTC)

Where U?
You are cordially invited to join continuing hostilities on the Anarchism and associated articles. A ride to the front is available: 213.55.24.171 18:00, 26 September 2005 (UTC)

oi!

WE WON!  maxrspct  ping me  21:45, 23 February 2007 (UTC)

File:AIIS political ref.PNG listed for deletion
A file that you uploaded or altered, File:AIIS political ref.PNG, has been listed at Files for deletion. Please see the to see why this is (you may have to search for the title of the image to find its entry), if you are interested in it not being deleted. Thank you. Cloudbound (talk) 17:56, 17 April 2012 (UTC)

You have been active at the article or talk page, so here's a note about Anarcho-capitalism
I have nominated Anarcho-capitalism for a featured article review here. Please join the discussion on whether this article meets featured article criteria. Articles are typically reviewed for two weeks. If substantial concerns are not addressed during the review period, the article will be moved to the Featured Article Removal Candidates list for a further period, where editors may declare "Keep" or "Delist" the article's featured status. The instructions for the review process are here. Binksternet (talk) 18:16, 29 July 2014 (UTC)

ArbCom elections are now open!
MediaWiki message delivery (talk) 08:52, 23 November 2015 (UTC)

title: User talk:Kevehs


text:
Sodium percarbonate

Sodium percarbonate, or sodium carbonate peroxide is a chemical substance with formula. It is an adduct of sodium carbonate ("soda ash" or "washing soda") and hydrogen peroxide (that is, a perhydrate) whose formula is more properly written as 2 · 3. It is a colorless, crystalline, hygroscopic and water-soluble solid. It is sometimes abbreviated as SPC. It contains 32.5% by weight of hydrogen peroxide.

The product is used in some eco-friendly bleaches and other cleaning products.

History
Sodium percarbonate was first prepared in 1899 by Ukrainian chemist Sebastian Moiseevich Tanatar (7 October 1849 – 30 November 1917).

Structure
At room temperature, solid sodium percarbonate has the orthorhombic crystal structure, with the Cmca crystallographic space group. The structure changes to Pbca as the crystals are cooled below about −30 °C.

Chemistry
Dissolved in water, sodium percarbonate yields a mixture of hydrogen peroxide (which eventually decomposes to water and oxygen), sodium cations, and carbonate.

Production
Sodium percarbonate is produced industrially by crystallization of a solution of sodium carbonate and hydrogen peroxide, with proper control of the pH and concentrations. This is also a convenient laboratory method.

Alternatively, dry sodium carbonate may be treated directly with concentrated hydrogen peroxide solution.

It may also be formed from a process starting from sodium peroxide; when absolute ethyl alcohol reacts with sodium peroxide at 0°C, a perhydroxide is produced.

 * + → O:NaOH +.

Carbon dioxide converts it into sodium hydrogen percarbonate.

World production capacity of this compound was estimated at several hundred thousand tons for 2004.

Uses
As an oxidizing agent, sodium percarbonate is an ingredient in a number of home and laundry cleaning products, including non-chlorine bleach products such as Oxyper, OxiClean, Tide laundry detergent, and Vanish.

Many commercial products mix a percentage of sodium percarbonate with sodium carbonate. The average "Oxy" product in the supermarket contains 35–40% sodium percarbonate with about 5% active oxygen when titrated.

Sodium percarbonate is also used as a cleaning agent in homebrewing.

Sodium percarbonate can be used in organic synthesis as a convenient source of anhydrous H2O2, in particular in solvents that cannot dissolve the carbonate but can leach the H2O2 out of it. A method for generating trifluoroperacetic acid in situ for use in Baeyer–Villiger oxidations from sodium percarbonate and trifluoroacetic anhydride has been reported; it provides a convenient and cheap approach to this reagent without the need to obtain highly concentrated hydrogen peroxide.

title: Sodium percarbonate


text:
A. H. Tammsaare

Anton Hansen (18 (O.S.)/30 January 1878 – 1 March 1940), better known by his pseudonym A. H. Tammsaare and its variants, was an Estonian writer whose pentalogy Truth and Justice (Tõde ja õigus; 1926–1933) is considered one of the major works of Estonian literature and "The Estonian Novel".

Biography
Tammsaare was born in Järvamaa, in the municipality of Albu, village of Vetepere, Estonia. The son of a farmer, he came from a poor background but managed to collect enough money for his education. His family was quite enlightened for the time, with his father ordering newspapers, which was something most Estonian farmers didn't do. He studied in Väike-Maarja and Tartu at the Hugo Treffner Gymnasium, and afterward at the University of Tartu where he studied law. Tammsaare's studies were interrupted by tuberculosis in 1911. He spent over a year in a sanatorium in Sochi – where his memorial house is open to the public – and the following six years in his brother's farm in Koitjärve, Estonia (now part of Põhja-Kõrvemaa Nature Reserve), reading works of Cervantes, Shakespeare and Homer. His younger sister, Maria Hansen, was the mother of Tammsaare's nephew, actor Arno Suurorg.

In 1918, when Estonia became independent, Tammsaare moved to Tallinn. It was here that Tammsaare wrote prose works based on the history and lives of the Estonian people that gained him a prominent place in Estonian literature.

Tammsaare was interested in philosophy and psychology. His novels reflect the ideas of Bergson, Jung and Freud. He was, however, skeptical about cosmopolitanism. "European culture" he wrote, "is something to be overcome if one wishes to see the triumph of love, justice, and humanity spoken of so glibly". Like Carl Robert Jakobson and Jaan Tõnisson's Tartu Renaissance group, he believed that Estonian culture was best served by farmers and intellectuals from rural backgrounds. His work was influenced at various stages by Oscar Wilde, Knut Hamsun and André Gide, but, above all, the Russian realists. "In the whole of world literature," said Tammsaare, I have never read anything to compare to the Russians... there is no one to compare to Tolstoy, Dostoevsky or Gogol"... Dostoevsky "really disturbed me: I lived in a waking dream under his influence. I was especially gripped by Crime and Punishment.

Selected works

 * 1902: Kaks paari ja üksainus (Two Pairs and the One)
 * 1903: Vanad ja noored (Old Ones and Young Ones)
 * 1907: Raha-auk (The Money-Hole)
 * 1907: Uurimisel (Be in Prospect)
 * 1908: Pikad sammud (Long Steps)
 * 1909: Noored hinged (Young Spirits)
 * 1910: Üle piiri (Over the Border)
 * 1915: Kärbes (The Fly)
 * 1915: Keelest ja luulest (About Language and Poetry)
 * 1915: Poiss ja liblikas (The Boy and the Butterfly)
 * 1917: Varjundid (The Shapes of the Shadows)
 * 1919: Sõjamõtted (Thoughts of War)
 * 1921: Juudit (Judith)
 * 1922: Kõrboja peremees (The Master of Kõrboja)
 * 1923: Pöialpoiss (The Midget)
 * 1924: Sic Transit
 * 1926–1933: Tõde ja õigus I–V (Truth and Justice, vols. 1–5)
 * 1932: Meie rebane (Our Fox)
 * 1934: Elu ja armastus (The Life and the Love)
 * 1935: Ma armastasin sakslast (I Loved a German)
 * 1936: Kuningal on külm (The King Is Cold)
 * 1938: Hiina ja hiinlane (China and a Chinese)
 * 1939: Põrgupõhja uus Vanapagan (The Misadventures of the New Satan / Devil with a False Passport; literally, The New Devil of Hellsbottom)
 * 1977: Miniatures
 * 1977–1993: Kogutud teosed, 18 vols. (Collected Works)

title: A. H. Tammsaare


text:
Acton, Ontario

Acton (population 9,376 in 2021) is a community located in the town of Halton Hills, in Halton Region, Ontario, Canada. At the northern end of the Region, it is on the outer edge of the Greater Toronto Area and is one of two of the primary population centres of the Town; the other is Georgetown. From 1842 until 1986, the town was a major centre for the tanning and leather goods industry. In the early years, it was often referred to as "Leathertown".

History

In 1825, the area now known as Acton was settled by the Rev. Ezra, Rev. Zenas, and Rufus Adams. These men were Methodist preachers who took a sabbatical and began farming here on a branch of the Credit River. A fourth brother, Eliphalet, also settled here later. In the 1840s, the community had a grist mill and tannery. The community was initially named Danville when settler Wheeler Green opened a dry-goods store in 1828. It was later called Adamsville, after the three original settlers.

When the Mississaugas still had their reserve at Port Credit in the 19th century, they would come up to Acton every spring to tap the sugar bush just south of the village.

In 1856, the Grand Trunk Railway arrived and helped spur growth in the area, especially along Mill Street. By 1869, Acton had businesses that included woodworking mills, tanneries, glove makers and carriage works. Originally part of Esquesing Township, Acton's principal trade was in grain, lumber, cordwood, leather and hops. Under a bylaw passed by the Halton County Council in September 1873, it was incorporated as a village in 1874, and erected into a town in 1950. A new town hall was opened in 1883 (and designated a Heritage Building in 1996); postmaster Robert Swan named the village Acton after the area of Acton, London, in England.

In 1926, with the help of Sir Harry Brittain, the Village of Acton was given permission by the Municipal Borough of Acton in Middlesex, England, to adopt a variant of the latter's coat of arms, substituting maple leaves for the oak leaves in the original. The municipal council continued to use it until 1974, when Acton amalgamated with the Town of Georgetown and most of the Township of Esquesing to form the Town of Halton Hills.

Leather industry

Tanning has been an important industry in Acton since 1842, when the first tannery was established by Abraham Nelles, as the area was attractive to the leather industry because of the large numbers of hemlock and spruce trees. These provided the tannin required for a firm, high quality leather of a reddish colour.

A number of subsequent owners operated the tannery business, before the Beardmore family purchased it in 1865, running it for over 50 years. At one time, it was the largest tanner in Canada.

The Beardmores also opened tanneries in other parts of southern Ontario. From 1877 to 1922, they operated another large facility in Bracebridge, having been attracted by the area's large supply of hemlock. It closed due to the decline of American markets around 1920.

By 1889, their main tanneries in Acton were very large, with a combined floor space of almost 1000000 sqft. They also built a large brick warehouse that year beside the railway tracks. Hides arrived by rail and were taken for processing by horse-drawn wagons and then shipped by rail to customers.

In 1944, the tannery was sold to Canada Packers who ran it until its closure in 1986.

In March 1946, a breach in the tannery's filter dam lead to the release of 25000000 impgal of waste water and debris, which flooded the village water supply and caused extensive property damage downstream as far as Limehouse and Stewarttown.

In 1980, three investors decided to transform the tannery's warehouse into the Old Hide House, a retail store with leather clothing, goods and furniture. From 1980 to 1993, the Old Hide House also housed a restaurant, Jack Tanner's Table. The business is famous for its commercial slogan that has been in use for decades, "It's worth the drive to Acton!"

The business was closed at times because of bankruptcy and other reasons, but is currently in operation, although the identity of the owners during parts of its history, and even now, has not been publicized.

Other speciality tanners and leather products manufacturers were also established in the town. These included Hewetson Shoe, Coronna Shoe, Superior Glove, Marzo Glove and Frank Heller and Co. In the early 20th century, Acton was the main urban community of Esquesing Township, much larger than nearby Georgetown, Ontario which now has four times the population.

Because of the extensive tanning industry that was located in the area during the 19th century and early 20th century, the area has earned the nickname of Leathertown.

Early transportation
Acton is located at the intersection of Highway 7 and Halton Regional Road 25. GO Transit provides bus and train service on its Kitchener corridor, with a stop at Acton GO Station.

The Grand Trunk brought train service to the area in 1856, and its station was located at Mill Street East and Eastern Avenue next to the Beardmore leather warehouse (now known as the Olde Hide House). Canadian National closed the train station in 1967, but the stop continued to serve both Via Rail and GO Trains until the 1990s. GO Train service resumed on January 7, 2013.

From 1917 to 1931, Acton was also served by the Toronto Suburban Railway, which early on entered into a notable dispute with the Beardmore tannery over a crossing with a Grand Trunk spur line in the town, that went all the way to the Supreme Court of Canada for resolution.

Actonite or Actonian
In older books and papers of the area, two demonyms have existed for residents of the area at the same time. Actonite was used to identify people who moved to the area, and Actonian referred to people who grew up there. The first designation now predominates, due to the influx of new residents in the 1960s, but older residents still remember it.

Geography
The town's location was chosen because of the good source of water power from the Black Creek, and the flour mill established at the beginning is still in operation today, although its source of power has changed. It is also near the watershed between the Credit River and the Grand River which is just west of the urban area, where the Blue Springs Creek begins. Acton also has Fairy Lake at Prospect Park, which is the fairgrounds for the Acton Fall Fair every September.

Teams and clubs

 * Halton Hills Minor Hockey (Halton Hills Thunder): The 2013–2014 season was the inaugural season of the amalgamation of the Georgetown Minor Hockey Association (Georgetown Raiders) and The Acton Minor Hockey Association (AMHA) (Acton Tanners).  Before this amalgamation, Acton was an Ontario Minor Hockey Association (OMHA) BB centre.  The newly amalgamated association is an Ontario Minor Hockey Association (OMHA) AA-AE centre.
 * Acton Chargers Select Hockey and House League
 * Acton Curling Club
 * Acton Ladies Hockey (Eagles)
 * Acton Minor Ball
 * Acton Skating Club member of Skate Canada-Learn to Skate, Powerskate, Figure Skate
 * Acton Villa Soccer Club. Youth and adult soccer, indoor and outdoor
 * Acton Aqua Ducks Swim Club, established in 1987
 * Halton Hills Minor Lacrosse Association

Government

No longer officially a town (since 1974), Acton is part of the Town of Halton Hills which is divided into four wards, each with two elected Councillors. Two others are Regional Councillors, each representing two wards on Halton Hills Council, and also serve on the Halton Region Council as does the mayor.

The current (2018–2022) membership of the town council is as follows:

Infrastructure
The Acton branch of the Halton Hills Public Library is located at 17 River Street. Initially built as the community's centennial project when it opened in 1967, it was replaced in 2012.

Halton Hills has its own fire department but policing is provided by the Halton Regional Police Services. Halton Hills has its own official plan which came into force in March 2008 and was consolidated in 2017 with the Region's plan.

Media
Acton is covered by local newspapers and television through the following services:
 * The Independent & Free Press
 * TVCogeco
 * The Acton New Tanner
 * The Halton Compass
 * Acton UP

Notable people

 * Judy Fong Bates – author and teacher
 * Mazo de la Roche – author, for which Acton provided settings for some of her early novels
 * David Henderson – MP (1888, 1891–1917), banker and merchant
 * Sir Donald Mann - industrialist and railway entrepreneur
 * Jeff McEnery - comic
 * Art Moore – Stanley Cup winner with the Ottawa Silver Seven
 * Joseph Petric – musician, author, teacher
 * Jamie Taras – former professional Canadian football player
 * Roz Weston – radio and television personality

title: Acton, Ontario