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Air Florida Flight 90

Air Florida Flight 90 was a scheduled U.S. domestic passenger flight operated by Air Florida from Washington National Airport (now Ronald Reagan Washington National Airport) to Fort Lauderdale–Hollywood International Airport, with an intermediate stopover at Tampa International Airport. On January 13, 1982, the Boeing 737-200 registered as N62AF crashed into the 14th Street Bridge over the Potomac River just after take off from Washington National Airport.

Striking the bridge, which carries Interstate 395 between Washington, D.C., and Arlington County, Virginia, it hit seven occupied vehicles and destroyed 97 ft of guard rail before plunging through the ice into the Potomac River. The aircraft was carrying 74 passengers and five crew members. Only four passengers and one crew member (a flight attendant) were rescued from the crash and survived. Another passenger, Arland D. Williams, Jr., assisted in the rescue of the survivors, but drowned before he could be rescued. Four motorists on the bridge were killed. The survivors were rescued from the icy river by civilians and professionals. President Ronald Reagan commended these acts during his State of the Union speech 13 days later.

The National Transportation Safety Board (NTSB) determined that the cause of the accident was pilot error. The pilots failed to switch on the engines' internal ice protection systems, used reverse thrust in a snowstorm prior to takeoff, tried to use the jet exhaust of a plane in front of them to melt their ice, and failed to abandon the takeoff even after detecting a power problem while taxiing and having ice and snow build up on the wings.

Aircraft
The aircraft involved, a 13-year-old Boeing 737-222, registered as N62AF, was manufactured in 1969 and previously flown by United Airlines under the registration N9050U. It was sold to Air Florida in 1980. The aircraft was powered by two Pratt & Whitney JT8D-9A turbofan engines, and had flown over 27,000 hours before the crash.

Cockpit crew
The Captain, Larry M. Wheaton, aged 34, was hired by Air Florida in October 1978 as a first officer. He was promoted to captain in August 1980. At the time of the accident, he had about 8,300 total flight hours, with 2,322 hours of commercial jet experience, all logged at Air Florida. He had logged 1,752 hours on the Boeing 737, the accident aircraft type, 1,100 of those hours as captain.

Wheaton was described by fellow pilots as a quiet person, with good operational skills and knowledge, who had operated well in high-workload flying situations. His leadership style was described as similar to those of other pilots. On May 8, 1980, though, he was suspended after failing a Boeing 737 company line check and was found to be unsatisfactory in these areas: adherence to regulations, checklist usage, flight procedures such as departures and autopilot usage, and approaches and landings. He resumed his duties after passing a retest on August 27, 1980. On April 24, 1981, he received an unsatisfactory grade on a company recurrent proficiency check when he showed deficiencies in memory items, knowledge of aircraft systems, and aircraft limitations. Three days later, he satisfactorily passed a proficiency recheck.

The first officer, Roger A. Pettit, aged 31, was hired by Air Florida on October 3, 1980, as a first officer on the Boeing 737. At the time of the accident, he had around 3,353 flight hours, 992 with Air Florida, all on the 737. From October 1977 to October 1980, he had been a fighter pilot in the US Air Force, accumulating 669 hours as a flight examiner, instructor pilot, and ground instructor in an F-15 fighter unit.

The first officer was described by personal friends and pilots as a witty, bright, outgoing individual with an excellent command of physical and mental skills in aircraft piloting. Those who had flown with him during stressful flight operations said that during those times, he remained the same witty, sharp individual, "who knew his limitations." Several persons said that he was the type of pilot who would not hesitate to speak up if he knew something specific was wrong with flight operations.

Alternating the role of "primary pilot" between the pilot in command (PIC), the captain, and second in command (SIC), the first officer, is customary in commercial airline operations, with pilots swapping roles after each leg. One pilot is designated the pilot flying (PF) and the other as pilot not flying (PNF); however, the PIC retains the ultimate authority for all aircraft operations and safety. The first officer was on the controls as the PF during the Air Florida Flight 90 accident.

Weather conditions
On Wednesday, January 13, 1982, Washington National Airport (DCA) was closed following a heavy snowstorm, which produced 6.5 in of snow. It reopened at noon under marginal conditions as the snowfall began to slacken.

That afternoon, the plane was to return to Fort Lauderdale–Hollywood International Airport in Dania, Florida, with an intermediate stop at Tampa International Airport. The scheduled departure time was delayed about 1 hour and 45 minutes because of a backlog of arrivals and departures caused by the temporary closing of Washington National Airport. As the plane was readied for departure from DCA, a moderate snowfall continued and the air temperature was 24 °F.

Improper de-icing procedures
The Boeing 737 was deiced with a mixture of heated water and monopropylene glycol by American Airlines, under a ground-service agreement with Air Florida. That agreement specified that covers for the pitot tubes, static ports, and engine inlets had to be used, but the American Airlines employees failed to comply with those rules. One deicing vehicle was used by two different operators, who chose widely different mixture percentages to deice the left and right sides of the aircraft. Subsequent testing of the deicing truck showed, "the mixture dispensed differed substantially from the mixture selected" (18% actual vs. 30% selected). The inaccurate mixture was the result of the replacement of the standard nozzle, "...which is specially modified and calibrated, with a non-modified, commercially available nozzle." The operator had no means to determine if the proportioning valves were operating properly because no "mix monitor" was installed on the nozzle.

Flight
The plane had trouble leaving the gate when the ground-services tow motor could not get traction on the ice. For roughly 30 to 90 seconds, the crew attempted to back away from the gate using the reverse thrust of the engines (a powerback), which proved futile. Boeing operations bulletins had warned against using reverse thrust in those kinds of conditions.

Eventually, a tug ground unit properly equipped with snow chains was used to push the aircraft back from the gate. After leaving the gate, the aircraft waited in a taxi line with many other aircraft for 49 minutes before reaching the takeoff runway. The pilot apparently decided not to return to the gate for reapplication of deicing, fearing that the flight's departure would be even further delayed. More snow and ice accumulated on the wings during that period, and the crew was aware of that fact when they decided to take off. Heavy snow was falling during their takeoff roll at 3:59 pm EST.

Though the outside temperature was well below freezing and snow was falling, the crew did not activate the engine anti-ice system. This system uses heat from the engines to prevent sensors from freezing, ensuring accurate readings.

While running through the takeoff checklist, the following conversation snippet took place (CAM-1 is the captain, CAM-2 is the first officer):

"CAM-2 Pitot heat?

CAM-1 On.

CAM-2 Engine anti-ice?

CAM-1 Off."

Despite the icing conditions with weather temperature of about 24 °F, the crew failed to activate the engine anti-ice systems, which caused the engine pressure ratio (EPR) thrust indicators to provide false readings. The correct engine power setting for the temperature and airport altitude of Washington National at the time was 2.04 EPR, but analysis of the engine noise recorded on the cockpit voice recorder indicated that the actual power output corresponded with an engine pressure ratio of only 1.70.

Neither pilot had much experience flying in snowy, cold weather. The captain had made only eight takeoffs or landings in snowy conditions on the 737, and the first officer had flown in snow only twice.

Adding to the plane's troubles was the pilots' decision to maneuver closely behind a DC-9 that was taxiing just ahead of them prior to takeoff, due to their mistaken belief that the warmth from the DC-9's engines would melt the snow and ice that had accumulated on Flight 90's wings. This action, which went specifically against flight-manual recommendations for an icing situation, actually contributed to icing on the 737. The exhaust gases from the other aircraft melted the snow on the wings, but instead of falling off the plane during takeoff, this slush mixture froze on the wings' leading edges and the engine inlet nose cone.

As the takeoff roll began, the first officer noted several times to the captain that the instrument panel readings he was seeing did not seem to reflect reality (he was referring to the fact that the plane did not appear to have developed as much power as it needed for takeoff, despite the instruments indicating otherwise). The captain dismissed these concerns and let the takeoff proceed. Investigators determined that plenty of time and space on the runway remained for the captain to have abandoned the takeoff, and criticized his refusal to listen to his first officer, who was correct that the instrument panel readings were wrong. The pilot was told not to delay because another aircraft was 2.5 miles out on final approach to the same runway. The following is a transcript of Flight 90's cockpit voice recorder during the plane's acceleration down the runway.

"15:59:32 CAM-1 Okay, your throttles.

15:59:35 [SOUND OF ENGINE SPOOLUP]

15:59:49 CAM-1 Holler if you need the wipers.

15:59:51 CAM-1 It's spooled. Really cold here, real cold.

15:59:58 CAM-2 God, look at that thing. That don't seem right, does it? Ah, that's not right.

16:00:09 CAM-1 Yes it is, there's eighty.

16:00:10 CAM-2 Naw, I don't think that's right. Ah, maybe it is.

16:00:21 CAM-1 Hundred and twenty.

16:00:23 CAM-2 I don't know.

16:00:31 CAM-1 V1. Easy, V2."

As the plane became briefly airborne, the voice recorder picked up the following from the cockpit, with the sound of the stick-shaker (a device that warns that the plane is in danger of stalling) in the background:

"16:00:39 [SOUND OF STICKSHAKER STARTS AND CONTINUES UNTIL IMPACT]

16:00:41 TWR Palm ninety contact departure control.

16:00:45 CAM-1 Forward, forward, easy. We only want five hundred.

16:00:48 CAM-1 Come on forward....forward, just barely climb.

16:00:59 CAM-1 Stalling, we're falling!

16:01:00 CAM-2 Larry, we're going down, Larry....

16:01:01 CAM-1 I know!

16:01:01 [SOUND OF IMPACT]"

The aircraft traveled almost half a mile (800 m) farther down the runway than is customary before liftoff was accomplished. Survivors of the crash indicated the trip over the runway was extremely rough, with survivor Joe Stiley—a businessman and private pilot—saying that he believed that they would not get airborne and would "fall off the end of the runway". When the plane became airborne, Stiley told his co-worker (and survivor) Nikki Felch to assume the crash position, with some nearby passengers following their example.

Although the 737 did manage to become airborne, it attained a maximum altitude of just 352 ft before it began losing altitude. Recorders later indicated that the aircraft was airborne for just 30 seconds. At 4:01 pm EST, it crashed into the 14th Street Bridge across the Potomac River, 0.75 nmi from the end of the runway. The plane hit six cars and a truck on the bridge, and tore away 97 ft of the bridge's rail and 41 ft of the bridge's wall. The aircraft then plunged into the freezing Potomac River. It fell between two of the three spans of the bridge, between the I-395 northbound span (the Rochambeau Bridge) and the HOV north- and southbound spans, about 200 ft offshore. All but the tail section quickly became submerged.

Of the people on board the aircraft:

 * Four of the crew members (including both pilots) died.
 * One crew member was seriously injured.
 * Seventy of the 74 passengers died.
 * Nineteen occupants were believed to have survived the impact, but their injuries prevented them from escaping.

Of the motorists on the bridge involved:

 * Four sustained fatal injuries
 * One sustained serious injuries
 * Three sustained minor injuries

Clinging to the tail section of the broken airliner in the ice-choked Potomac River were flight attendant Kelly Duncan and four passengers: Patricia "Nikki" Felch, Joe Stiley, Arland D. Williams Jr. (strapped and tangled in his seat), and Priscilla Tirado. Duncan inflated the only flotation device they could find, and passed it to the severely injured Felch. Passenger Bert Hamilton, who was floating in the water nearby, was the first to be pulled from the water.

Crash response
Many federal offices in downtown Washington had closed early that day in response to quickly developing blizzard conditions. Thus, a massive backup of traffic existed on almost all of the city's roads, making reaching the crash site by ambulances very difficult. The Coast Guard's 65 ft harbor tugboat Capstan (WYTL 65601) and its crew were based nearby; their duties include ice breaking and responding to water rescues. The Capstan was considerably farther downriver on another search-and-rescue mission. Emergency ground response was greatly hampered by ice-covered roads and gridlocked traffic; ambulances dispatched at 4:07 pm took 20 minutes to reach the crash scene. Ambulances attempting to reach the crash site were even driven down the sidewalk in front of the White House. Rescuers who reached the site were unable to assist survivors in the water because they did not have adequate equipment to reach them. Water temperature, which was about 34 F, as well as heavy ice made swimming out to them impossible. Multiple attempts to throw a makeshift lifeline (made out of belts and any other things available that could be tied together) out to the survivors proved ineffective. The rescue attempts by emergency officials and witnesses were recorded and broadcast live by area news reporters, and as the accident occurred in the nation's capital, large numbers of media personnel were on hand to provide quick and extensive coverage.

Roger Olian, a sheet-metal foreman at St. Elizabeths Hospital, a Washington psychiatric hospital, was on his way home across the 14th Street Bridge in his truck when he heard a man yelling that an aircraft was in the water. He was the first to jump into the water to attempt to reach the survivors. At the same time, several military personnel from the Pentagon—Steve Raynes, Aldo De La Cruz, and Steve Bell—ran down to the water's edge to help Olian.

"He only traveled a few yards and came back, ice sticking to his body. We asked him to not try again, but he insisted. Someone grabbed some short rope and battery cables and he went out again, maybe only going 30 feet. We pulled him back. Someone had backed up their jeep and we picked him up and put him in there. All anyone could do was tell the survivors was to hold on not to give up hope. There were a few pieces of the plane on shore that were smoldering and you could hear the screams of the survivors. More people arrived near the shore from the bridge, but nobody could do anything. The ice was broken up and there was no way to walk out there. It was so eerie, an entire plane vanished except for a tail section, the survivors, and a few pieces of plane debris. The smell of jet fuel was everywhere, and you could smell it on your clothes. The snow on the banks was easily two feet high and your legs and feet would fall deep into it every time you moved from the water."

At this point, air traffic controllers/flight controllers were aware only that the plane had disappeared from radar and was not responding to radio calls, but had no idea of either what had happened or the plane's location.

Around 4:20 pm EST, Eagle 1, a United States Park Police Bell 206L-1 Long Ranger helicopter, based at the "Eagles Nest" at Anacostia Park in Washington, arrived and began attempting to airlift the survivors to shore. At great risk to themselves, the crew worked close to the water's surface, at one time coming so close to the ice-clogged river that the helicopter's skids dipped beneath the surface. At this point, survivors had been in the 34 degree water for over 20 minutes.

The helicopter crew lowered a line to survivors to tow them to shore. First to receive the line was Bert Hamilton, who was treading water about 10 ft from the plane's floating tail and closest to the helicopter. The pilot pulled him across the ice to shore, while avoiding the sides of the bridge. By then, some fire/rescue personnel had arrived to join the military personnel and civilians who pulled Hamilton (and the next/last three survivors) from the water's edge up to waiting ambulances; rescuers and civilians on the banks had to duck to avoid the helicopter's rotors. The helicopter returned to the aircraft's tail, and this time Arland D. Williams Jr. (sometimes referred to as "the sixth passenger") caught the line. Williams, not able to unstrap himself from the wreckage, passed the line to flight attendant Kelly Duncan, who was towed to shore. On its third trip back to the wreckage, the helicopter lowered two lifelines, fearing that the remaining survivors had only a few minutes before succumbing to hypothermia. Williams, still strapped into the wreckage, passed one line to Joe Stiley, who was holding on to a panic-stricken and blinded (from jet fuel) Priscilla Tirado, who had lost her husband and baby. Stiley's co-worker, Nikki Felch, took the second line. As the helicopter pulled the three through the water and blocks of ice toward shore, both Tirado and Felch lost their grip and fell back into the water. While being dragged through the ice to the riverbank by the helicopter, Stiley broke multiple ribs.

Priscilla Tirado was too weak to grab the line when the helicopter returned to her. A watching bystander, Congressional Budget Office assistant Lenny Skutnik, stripped off his coat and boots, and in short sleeves, dove into the icy water and swam out to successfully pull her to shore. The helicopter then proceeded to where Felch had fallen, and paramedic Gene Windsor stepped out onto the helicopter skid and grabbed her by the clothing to lift her onto the skid with him, bringing her to shore. From the time the helicopter had arrived on scene to Felch's rescue, 10 minutes had passed.

When the helicopter crew returned for Williams, the wreckage he was strapped into had rolled slightly, submerging him; according to the coroner, Williams was the only passenger to die by drowning. His body and those of the other occupants were recovered later.

The inclement weather had caused an early start to Washington's rush-hour traffic, frustrating the response time of emergency crews. The early rush hour also meant that trains on the Washington Metro were full when just 30 minutes after Flight 90 crashed, the Metro suffered its first fatal crash, at Federal Triangle station. This meant that Washington's nearest airport, one of its main bridges in or out of the city, and one of its busiest subway lines were all closed simultaneously, paralyzing much of the metropolitan area.

Responses in the news media
The first member of the news media to arrive was Chester Panzer of WRC-TV. A crew member and he, returning from another story, had been stuck in traffic in their news vehicle on the George Washington Parkway when the plane crashed a few hundred yards away from them. Minutes later, they were shooting video footage of the crash scene, showing wreckage and survivors in the water, along with the arrival of first responders. Chester captured Lenny Skutnik's memorable plunge to pull Priscilla Tirado from the icy water. His work earned him 1983 Pulitzer Prize finalist honors for spot news photography.

Charles "Charlie" Pereira, a photographer with the United States Park Police, was in the Chief's office when the call came in that Air Florida Flight 90 had crashed. Charlie ran to the 14th street bridge and captured the only still images from the rescue. He was nominated for a Pulitzer Prize for his photography.

John Goldsmith, an off-beat reporter for WDVM-TV (now WUSA), happened to be at National Airport prior to the incident doing a story on the snowstorm, and even caught footage of Flight 90 prior to takeoff. He was first on the air with the story.

News media outlets followed the story with diligence. Notably, The Washington Post published a story about the then-unidentified survivor of the crash, Arland D. Williams Jr., who had handed the lifeline to others and drowned before he could be rescued:

"He was about 50 years old, one of half a dozen survivors clinging to twisted wreckage bobbing in the icy Potomac when the first helicopter arrived. To the copter's two-man Park Police crew, he seemed the most alert. Life vests were dropped, then a flotation ball. The man passed them to the others. On two occasions, the crew recalled last night, he handed away a lifeline from the hovering machine that could have dragged him to safety. The helicopter crew who rescued five people, the only persons who survived from the jetliner, lifted a woman to the riverbank, then dragged three more persons across the ice to safety. Then, the lifeline saved a woman who was trying to swim away from the sinking wreckage, and the helicopter pilot, Donald W. Usher, returned to the scene, but the man was gone."

The day after the crash, on Washington, DC, radio, WWDC shock jock Howard Stern pretended to call the Air Florida ticket counter to ask about buying tickets to the 14th Street Bridge.

NTSB investigation and conclusion
The 737 had broken into several large pieces upon impact—the nose and cockpit section, the cabin up to the wing attachment point, the cabin from behind the wings to the rear airstairs, and the empennage. Although actual impact speeds were low and well within survivability limits, the structural breakup of the fuselage and exposure to freezing water nonetheless proved fatal for all persons aboard the plane except those seated in the tail section. The NTSB concluded that the accident was not survivable. Determining the position of the rudder, slats, elevators, and ailerons was not possible due to impact damage and destruction of the majority of flight control systems.

The NTSB determined that the probable cause of the crash included the flight crew's failure to enforce a sterile cockpit during the final preflight checklist procedure. The engines' anti-ice heaters were not engaged during ground operation and takeoff. The decision to take off with snow/ice on the airfoil surfaces of the aircraft, and the captain's failure to reject the takeoff during the early stage, when his attention was called to anomalous engine instrument readings, were also erroneous.

The NTSB further stated:

"Contributing to the accident were the prolonged ground delay between deicing and the receipt of ATC takeoff clearance during which the aircraft was exposed to continual precipitation, the known inherent pitch up characteristics of the B-737 aircraft when the leading edge is contaminated with even small amounts of snow or ice, and the limited experience of the flight crew in jet transport winter operations."

Honors
The "sixth passenger", who had survived the crash and had repeatedly given up the rescue lines to other survivors before drowning, was later identified as 46-year-old bank examiner Arland D. Williams, Jr. The repaired span of the 14th Street Bridge complex over the Potomac River at the crash site, then named the Rochambeau Bridge, was renamed the Arland D. Williams Jr. Memorial Bridge in his honor. The Citadel in South Carolina, from which he graduated in 1957, has several memorials to him. In 2003, the new Arland D. Williams Jr. Elementary School was dedicated in his hometown of Mattoon in Coles County, Illinois.

Civilians Roger Olian and Lenny Skutnik received the Coast Guard's Gold Lifesaving Medal. Arland D. Williams, Jr. also received the award posthumously. Skutnik was introduced to the joint session of the U.S. Congress during President Ronald Reagan's State of the Union speech later that month.

The Coast Guard awarded a Silver Lifesaving Medal to two crewmen of the U.S. Park Police helicopter Eagle 1. As the U.S. Park Police are part of the United States Department of the Interior, pilot Donald W. Usher and paramedic Melvin E. Windsor also received the Interior Department's Valor Award, presented in a special ceremony soon after the accident by Secretary of the Interior James G. Watt. Usher later became superintendent of the National Park Service Law Enforcement Training Center located at FLETC in Brunswick, Georgia, before retiring in December 2012.

Roger Olian, Lenny Skutnik, Donald Usher, and Melvin Windsor each received the Carnegie Hero Fund Medal. Kelly Duncan, the only surviving flight attendant, was recognized in the NTSB accident report for her "unselfish act" of giving the only life vest she could find to a passenger.

Regulatory and procedure changes
The investigation following the crash, especially regarding the failure of the captain to respond to crew concerns about the deicing procedure, led to a number of reforms in pilot-training regulations. Partial blame was placed on the young, inexperienced flight crew, who had a combined age of only 65 and had begun their careers as commercial pilots less than five years earlier. Typical of upstart, low-cost carriers, Air Florida frequently hired youthful pilots who worked for less money than veterans, and were for the most part seeking to gain flight experience prior to joining a major airline. It became a widely used case study for both air crews and rescue workers.

In popular culture
The Discovery Channel Canada/National Geographic TV series Mayday (also called Air Crash Investigation or Air Emergency) dramatized the accident in an episode titled "Disaster on the Potomac" (aired in some countries as "Tragedy on the Potomac").

The PBS series Nova featured the crash in season 2, episode 2, of the TV show Why Planes Crash, in an episode called "Brush With Death".

The National Geographic Channel series Seconds From Disaster also dramatized the accident entitled "Plane Crash in the Potomac".

Aircrash Confidential also covered the accident in one of their episodes.

The crash was also dramatized in the 1984 made-for-TV movie Flight 90: Disaster on the Potomac.

Critical Rescue has also dedicated an entire episode to the heroes of the disaster.

The flight has also been shown on the show When Weather Changed History on US-based The Weather Channel.

The National Law Enforcement Museum, which opened in Washington, DC, in 2018, has footage of the crash on display along with interviews of survivors and other first-hand accounts. The display includes the U.S. Park Police helicopter involved in the rescue of Flight 90's survivors.

Arland D Williams, Jr., is commemorated in Sarah Hickman's song "Last Man in the Water".

title: Air Florida Flight 90


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Panamax

Panamax and New Panamax (or Neopanamax) are terms for the size limits for ships travelling through the Panama Canal. The limits and requirements are published by the Panama Canal Authority (ACP) in a publication titled "Vessel Requirements". These requirements also describe topics like exceptional dry seasonal limits, propulsion, communications, and detailed ship design.

The allowable size is limited by the width and length of the available lock chambers, by the depth of water in the canal, and by the height of the Bridge of the Americas since that bridge's construction, along with the clearance under the Atlantic and Centennial Bridges since their constructions in 2019 and 2004 respectively. These dimensions give clear parameters for ships destined to traverse the Panama Canal and have influenced the design of cargo ships, naval vessels, and passenger ships.

Panamax specifications have been in effect since the opening of the canal in 1914. In 2009, the ACP published the "New Panamax" specification, which came into effect when the canal's third set of locks, larger than the original two, opened on 26 June 2016. Ships that do not fall within the Panamax-sizes are called post-Panamax or super-Panamax.

The increasing prevalence of vessels of the maximum size is a problem for the canal, as a Panamax ship is a tight fit that requires precise control of the vessel in the locks, possibly resulting in longer lock time, and requiring that these ships transit in daylight. Because the largest ships traveling in opposite directions cannot pass safely within the Culebra Cut, the canal effectively operates an alternating one-way system for these ships.

Ship dimensions

Panamax is determined principally by the dimensions of the canal's original lock chambers, each of which is 110 ft wide, 1050 ft long, and 41.2 ft deep. The usable length of each lock chamber is 1000 ft. The available water depth in the lock chambers varies, but the shallowest depth is at the south sill of the Pedro Miguel Locks and is 41.2 ft at a Miraflores Lake level of 54 ft. The clearances under the Bridge of the Americas at Balboa, the Centennial Bridge near the Culebra Cut, and the Atlantic Bridge in Colon, are the three limiting factors on a vessel's overall height for both Panamax and Neopanamax ships; the exact figure depends on the water level.

The maximum dimensions allowed for a ship transiting the canal using the original locks and the new locks (New Panamax) are:

Length
Overall (including protrusions): 950 ft. Exceptions:

 * Container ship and passenger ship: 965 ft
 * Tug-barge combination, rigidly connected: 900 ft overall
 * Other non-self-propelled vessels-tug combination: 850 ft overall;

New Panamax increases the allowable length to 366 m.

Width (beam)
Width over outer surface of the shell plating: 106 ft. General exception: 107 ft, when draft is less than 37 ft in tropical fresh water.

New Panamax originally allowed a width of 49 m. This was expanded to 51.25 m during June 2018.

Draft
The maximum allowable draft is 39.5 ft in tropical freshwater (TFW). The name and definition of TFW is created by ACP using the freshwater Lake Gatún as a reference. The salinity and temperature of water affect its density, and hence how deep a ship will float in the water. The lake's water has a density of 995.4 kg/m3, at 29.1 C. The physical limit is set by the lower (seaside) entrance of the Pedro Miguel locks. When the water level in Lake Gatún is low during an exceptionally dry season, the maximum permitted draft may be reduced. Such a restriction is published three weeks in advance, so ship loading plans can take appropriate measures.

New Panamax increases allowable draft to 15.2 m; however, due to low rainfall, the Canal Authority limited draft to 43 feet when the new locks opened in June 2016, increasing it to 44 feet (13.41 meters) in August, "based on the current level of Gatun Lake and the weather forecast for the following weeks."

Height
Vessel height is limited to 190 ft measured from the waterline to the vessel's highest point; the limit also pertains to New Panamax in order to pass under the Bridge of the Americas at Balboa harbor. Exception: 205 ft when passage at low water (MLWS) at Balboa is possible.

Cargo capacity
A Panamax cargo ship would typically have a DWT of 65,000–80,000 tonnes, but its maximum cargo would be about 52,500 tonnes during a transit due to draft limitations in the canal. New Panamax ships can carry 120,000 DWT. Panamax container ships can carry, with for New Panamax vessels.

Records
The longest ship ever to transit the original locks was San Juan Prospector, now Marcona Prospector, an ore-bulk-oil carrier that is 973 ft long, with a beam of 106 ft. The widest ships to transit are the four battleships of both the South Dakota-class battleship (1939) and Iowa-class battleship battleships, which have a maximum beam of 108 ft, leaving less than 6 in margin of error between the ships and the walls of the locks.

Routes
Major Panamax bulk trade routes include Brazil to China, Australia to China, U.S. to China, China to China, and Australia to India.

Expansion
As early as the 1930s, new locks were proposed for the Panama Canal to ease congestion and to allow larger ships to pass. The project was abandoned in 1942.

On October 22, 2006, the Panama Canal Authority (with the support of the Electoral Tribunal) held a referendum for Panamanian citizens to vote on the Panama Canal expansion project. The expansion was approved by a wide margin, with support from about 78% of voters. Construction began in 2007, and after several delays, the new locks opened for commercial traffic on 26 June 2016.

Neopanamax
Construction of another set of larger locks led to the creation of the "Neopanamax" or "New Panamax" ship classification, based on the new locks' dimensions of 427 m in length, 55 m in beam, and 18.3 m in depth. Naval architects and civil engineers began taking into account these dimensions for container ships. With the new locks, the Panama Canal is able to handle vessels with overall length of 366 m (1201 feet), 49 meters beam (increased by the Canal Authority effective 1 June 2018 to 51.25 meters, to accommodate ships with 20 rows of containers) and 15.2 meters draft, and cargo capacity up to ; previously, it could only handle vessels up to about. The Neopanamax standard accommodates ships up to 120,000 DWT.

United States

Several ports, including the ports of New York and New Jersey, Norfolk, and Baltimore, all on the East Coast of the United States, have already increased their depth to at least 50 ft to accommodate New Panamax ships; in 2015 the Port of Miami achieved the same in a project known as the "Deep Dredge" and is the closest deep-water port to the Panama Canal in the US. In 2017, the Port Authority of New York and New Jersey raised the clearance of the Bayonne Bridge to 215 feet (66 m), at a cost of $1.7 billion, to allow New Panamax ships to reach container port facilities at Port Newark–Elizabeth Marine Terminal. Previously, only GCT Bayonne, Global Container, could handle the New Panamax ships.

As of April 2012, a controversy between Savannah, Georgia, and Charleston, South Carolina, over limited federal funding for dredging/deepening projects—including both state and federal lawsuits filed by environmental groups in both states opposing the techniques planned to be used in dredging the Savannah River—also revolves around attracting the business of carriers whose fleets include New Panamax vessels. Jacksonville, Florida, is pursuing its "Mile Point" project with the prospect of deepening the St. John's River in anticipation of Post-Panamax traffic; Mobile, Alabama, has completed the deepening of its harbor to 45 ft for the same reason; and other ports seem likely to follow suit.

The American conservative think tanks The Heritage Foundation and Cato Institute have cited the Foreign Dredge Act of 1906 as a factor in constraining American dredging capacity for expanding ports to accommodate post-Panamax ships.

United Kingdom and Canada
Liverpool built a new container terminal, Liverpool2, where ships berth in the tidal river rather than in the enclosed docks, coinciding with the opening of the widened Panama Canal locks. In Halifax, Canada, a major expansion of the South End Container Terminal was completed in 2012, extending the pier and increasing the berth depth from 14.5 to 16 m.

Mexico
The port of Salina Cruz, in the state of Oaxaca, Mexico, has been expanded to obtain the capacity to receive Post Panamax ships. This expansion forms part of the Interoceanic Corridor of the Isthmus of Tehuantepec (CIIT) project which the Mexican government has been executing since 2019. This expansion, which began in January 2022, consists on the creation of a new port with an access depth of 24 m, a 1600 m long breakwater and a 300 m wide mouth. This new port is planned to be inaugurated on February 26, 2024. Between January 2020 and June 30, 2023, the government spent over 3.8 billion Mexican pesos to this expansion. The project's goal is to create a land-based route alternative to the Panama Canal, which has faced complications in recent years due to intense droughts. However, the port of Coatzacoalcos, Veracruz, is still 12 m deep, but it has nonetheless been subjected to expansion and modernization to efficiently transport cargo.

Impact on existing ships

Due to the expansion, demand for 'Old Panamax' ships has plummeted, resulting in ships being traded at scrap value. Some ships only seven years old have been sold for scrap, and others have been widened.

Post-Panamax and Post-Neopanamax ships
Post-Panamax or over-Panamax denote ships larger than Panamax that do not fit in the original canal locks, such as supertankers and the largest modern container and passenger ships. The first post-Panamax ship was the RMS Queen Mary, launched in 1934, built with a 118-foot beam as she was intended solely for North Atlantic passenger runs. When she was moved to Long Beach, California, as a tourist attraction in 1967, a lengthy voyage around Cape Horn was necessary. The first post-Panamax warships were the Japanese Yamato-class battleships, launched in 1940. Until World War II, the United States Navy required that all of their warships be capable of transiting the Panama Canal. The first US Navy warship design to exceed Panamax limits was the Montana-class battleship, designed circa 1940 but never built. The limit was specifically removed by the Secretary of the Navy on 12 February 1940, with the (never-realized) prospect of a new set of 140-foot wide locks to be built for the Canal. The Essex-class aircraft carriers were designed with a folding deck-edge elevator to meet Panamax limits; the limit did not apply to subsequent US aircraft carriers.

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

title: Panamax


text:
Touch typing

Touch typing (also called blind typing, or touch keyboarding) is a style of typing. Although the phrase refers to typing without using the sense of sight to find the keys—specifically, a touch typist will know their location on the keyboard through muscle memory—the term is often used to refer to a specific form of touch typing that involves placing the eight fingers in a horizontal row along the middle of the keyboard (the home row) and having them reach for specific other keys. (Under this usage, typists who do not look at the keyboard but do not use home row either are referred to as hybrid typists.) Both two-handed touch typing and one-handed touch typing are possible.

Frank Edward McGurrin, a court stenographer from Salt Lake City, Utah who taught typing classes, reportedly invented home row touch typing in 1888. On a standard QWERTY keyboard for English speakers the home row keys are: "ASDF" for the left hand and "JKL;" for the right hand. Most modern computer keyboards have a raised dot or bar on the home keys for the index fingers to help touch typists maintain and rediscover the correct positioning of the fingers on the keyboard keys.

History

Original layouts for the first few mechanical typewriters were in alphabetical order (ABCDE etc.) Changes were made, mostly responding to suggestions from telegraphists that were among the first users. Common letters were moved towards the center and into the upper row. Z and S are close to each other because the American Morse codes of Z and a common digram SE (both ) are near the same, so the telegraphist often needs to wait for more signals before understanding the content. The view that the layout was intentionally redesigned to slow down the operator, to prevent jamming the mechanism, is widespread but not correct.

The calculations for keyboard layout were based on the language being typed and this meant different keyboard layouts would be needed for each language. In English-speaking countries, for example, the first row is QWERTY, but in French-speaking countries it is AZERTY. Though mechanical typewriters are now rarely used, moves to change the layout to increase speed have been largely ignored or resisted due to familiarity with the existing layout among touch typists.

On July 25, 1888, an American man, Frank Edward McGurrin, who was reportedly the only person using touch typing at the time, won a decisive victory over Louis Traub (operating Caligraph with eight-finger method) in a typing contest held in Cincinnati. The results were displayed on the front pages of many newspapers. McGurrin won US$500 (equivalent to $13,304 in 2019 USD) and popularized the new typing method.

Whether McGurrin was actually the first person to touch type or simply the first to be popularly noticed, is disputed. Speeds attained by other typists in other typing competitions at the time suggest that they must have been using similar systems.

In 1889, Bates Torrey coined the words "writing by touch" in his article. In 1890, Lovisa Ellen Bullard Barnes defined the words "write by touch" in her book as follows: "To learn to write by touch, that is, with only an occasional glance at the key-board, sit directly in front of the machine. Keep the hands as nearly as possible in one position over the key-board."

In 1985, Touch Typist Typing Tutor, developed and released by Sector Software is an early example of typing tutor software.

Touch typing is contrasted to search and peck, also known as hunt-and-peck or two-fingered typing. Instead of relying on the memorized position of keys, the typist finds each key by sight and moves their finger over to press it, usually the index finger of their dominant hand. This method is considered inferior as not only is it slower than touch typing, the typist would have to have their fingers travel a greater distance.

Various other styles in between those two exist—for example, using a search-and-peck method, but with an increased number of fingers; typing without looking at the keyboard, but using fewer than the eight fingers that the home row method uses (commonly, the omission of the little finger as the weakest finger that many will find difficult to hit keys with due to either less strength, less dexterity, or both); moving their entire hand to reach for the desired key; or only moving when a key needs to be pressed instead of always returning to home row after every keystroke.

Speed
Touch type training can improve an individual's typing speed and accuracy dramatically. Speeds average around 30–40 WPM (words per minute), while a speed of 60–80 WPM is the approximate speed to keep up with one's thoughts. A Microsoft survey suggested that many managers expect employees to be able to type at a minimum of 50 WPM. Professional career typists can exceed 100 WPM repeatedly and continuously (secretarial, data entry, etc.). Routine practice is required to maintain a high typing speed and accuracy.

Reduced switching of attention
A touch typist does not need to move the sight between the keyboard (that is obscured with fingers and may be poorly lit) and other areas that require attention. This increases productivity and reduces the number of errors.

Reduced neck strain
Touch typing helps improve posture and reduce neck pain by keeping one's eyes focused on the display and avoiding a constant need to glance at the keyboard.

Disputes over advantages
There are many other typing styles in between novice-style "hunt and peck" and touch typing. For example, many hunt-and-peck typists have the keyboard layout memorized and are able to type while focusing their gaze on the screen. One study examining 30 subjects, of varying different styles and expertise, has found minimal difference in typing speed between touch typists and self-taught hybrid typists. According to the study, "The number of fingers does not determine typing speed... People using self-taught typing strategies were found to be as fast as trained typists... instead of the number of fingers, there are other factors that predict typing speed... fast typists... keep their hands fixed on one position, instead of moving them over the keyboard, and more consistently use the same finger to type a certain letter." To quote doctoral candidate Anna Feit: "We were surprised to observe that people who took a typing course performed at similar average speed and accuracy as those that taught typing to themselves and only used 6 fingers on average". However, the study has been criticised for only selecting subjects with average typing speeds up to 75 words per minute, thus lacking generalizability for faster typists.

Training
A touch typist starts by placing their fingers on the "start position" in the middle row and knows which finger to move and how much to move it for reaching any required key. Learning typically includes first printing exercises containing only letters on or near the standard position and then gradually mastering other rows. It is important to learn placing fingers into the start position blindly as the hands are frequently raised from the keyboard to operate the line feed lever (in the past) or (more recently) the computer mouse. The keys F and J frequently contain some surface features that allow the typist to recognize them by touch alone, thus removing the need to look down at the keys to reset the fingers at the home row.

The typing speed can be increased gradually and speeds of 60 WPM or higher can be achieved. The increase in speed varies between individuals. Many websites and software products are available to learn touch typing and many of these are free. Learning touch typing can be stressful both to the fingers as well as the mind in the beginning, but once it is learned to a decent level, it exerts minimal stress on the fingers. For individuals with past typing experience, learning to touch type is particularly difficult due to motivational reasons: the initial performance level in touch typing is far lower than in visually guided typing; therefore it does not initially seem worthwhile to study touch typing.

Typing speed generally improves with practice. While practicing, it is important to ensure that there are no weak keys. Typing speed is typically determined by how slow these weak keys are typed rather than how fast the remaining keys are typed. If a stage is reached where irrespective of the amount of practice, typing speed is not increasing, it is advisable to let some time pass and continue serious practice thereafter as typing speeds typically tend to increase with time even when no serious practice is done.

Home row
The "home row" is the center row of keys on a typewriter or computer keyboard. On the most common type of English language keyboard, the QWERTY layout, "  " and "   " are the home keys on the home row.

The middle row of the keyboard is termed "home row" because typists are trained to keep their fingers on these keys and return to them after pressing any other key that is not on the home row.

Some keyboards have a small bump on certain keys of the home row. This helps returning the fingers to the home row for touch typing.

For instance, to type the word poll on a QWERTY keyboard, one would place all of one's fingers on the home row. (The right hand should be covering "  " with the right thumb on the  while the left hand covers "   " with the left thumb on the .) The typist will then use their little finger to reach for the "" key located just above the semicolon and then return the little finger back to the semicolon key from which it originated. The ring finger, located on the "" key will be moved directly upwards to press the "" key and then back. Finally, the same ring finger will remain on the "" key and press it twice. Experienced typists can do this at speeds of over 100 words per minute.

Other methods

A method taught since the 1960s (and perhaps earlier): The left little finger is used for the keys, the ring finger for , the middle — , the left index finger is responsible for  and. On the right side of the keyboard: index — and, middle — , ring —  and the little — all other keys on the right side of the upper row. These two methods likely reflect the layout of the typewriters from early days when some of them had no and/or  keys.

A third method is a mix of both methods: The left hand works exactly the same as above, and the right hand as in the base method (the right index finger is used for digit only). Some people consider this more ergonomic since the fingers of both hands generally move to the inside.

There exist special ergonomic keyboards designed for each typing method. The keyboard is split between the keys and  or  and.

Some specialized high-end computer keyboards are designed for touch typists. For example, many manufacturers provide blank mechanical keyboards. A trained touch typist should not mind using a blank keyboard. This kind of keyboard may force hunt and peck users to type without looking, similar to Braille keyboards used by the visually impaired.

title: Touch typing


text:
Darkstalkers

Darkstalkers, known in Japan as Vampire (ヴァンパイア), is a fighting game series and media franchise created by Capcom. The first game, Darkstalkers: The Night Warriors, was released in arcades in 1994. The series is set in a pastiche gothic fiction universe with characters based on monsters from international folklore, and features a stylized 2D graphic style. Darkstalkers introduced gameplay concepts used in later Capcom fighting games, including the Street Fighter Alpha and Marvel vs. Capcom series.

Besides video games, the Darkstalkers media franchise also includes an anime miniseries, an American animated series, a Canadian comic book series, and many books of various kinds and other media released only in Japan. Some individual characters, such as Morrigan Aensland and Felicia, appeared in later Capcom games, as well as in a few crossover games released by other companies.

Original arcade games
The Darkstalkers series is composed of five arcade games from which all subsequent games are based on.

Future
Capcom producer Yoshinori Ono said in 2007: "Personally, I'd love to make a new Marvel vs. Capcom, and I'd also like to see the triumphant return of Darkstalkers to a new generation of technology. It would be an interesting challenge with Darkstalkers, because in the old games you'd see a lot of really interesting animations as characters would morph into different forms. That would be tricky to do with this 3D engine, but not impossible. In two or three years, if I got the chance to resurrect that series, I'd like to shock Hollywood with how good the graphics would look". In August 2010, Ono stated during an interview about Street Fighter X Tekken that a new installment to the series would be his "ultimate dream", but only fan demand would cause it to happen. He went on to say that it would take one million requests before Keiji Inafune, then head of research and development at Capcom, would comply. At that point, Capcom had received 5,000 requests. By March 2011, Ono reported that Capcom had received over 100,000 requests. He later expressed during an interview at a Nintendo 3DS launch in London that "one day, if it goes half a million, Capcom may raise its eyebrow a little bit and I could do what I did in London in 2007 when I announced the comeback of Street Fighter. In the near future, with your help, it may become true. It's on its way, because we're pretty much where we were with Street Fighter a few years back. So keep it up".

At 2011 San Diego Comic-Con International in July, Ono revealed during the Street Fighter X Tekken panel that while a new Darkstalkers title had not been approved, he reassured the series' fans that "Darkstalkers is not dead". He then proceeded to take a photo of the attendees at the panel holding up their money to send to decision makers at Capcom to show support for the game. Later the following year in June, a message "Darkstalkers are not dead" appeared in a trailer for the PlayStation Vita version of Street Fighter X Tekken; when asked about it, Ono wrote on his Twitter: "I can't announce about Darkstalkers yet". Ono later teased the presence of Darkstalkers at a panel for Street Fighter's 25th Anniversary Celebration at San Diego Comic-Con in July. Instead of taking a photo to send proof of demand to Capcom's upper management like he had done in the past, he stated: "This year, you don't have to do that, and it's not necessarily bad news!", but refrained himself from saying anything else.

Following the announcement of Darkstalkers Resurrection at 2012 New York Comic Con in October, a concept trailer was shown during Capcom's Street Fighter 25th Anniversary panel. Darkstalkers Resurrection producer Derek Neal and Yoshinori Ono told interviewers that the re-release bundle was the first step towards revitalizing the franchise. Neal also claimed that Capcom is using Darkstalkers Resurrection as a test to gauge audience interest in a new Darkstalkers installment. In April 2013, Capcom senior vice president Christian Svensson wrote: "We've not given up. But I'm disappointed in the opening sales response relative to any other fighting title we've put out on the same platforms given the frequency and urgency of requests we've had here over the last several years and the quality of the execution. It is the most fully featured and probably best project of this type we've done. And before people jump to the wrong conclusions, I'm not blaming fans who did buy it and supported the brand. I'm very thankful for those guys (thank you, to all of you). I'm more disappointed by my misread of the information in this particular case". There was no "Darkstalkers are not dead" line at San Diego Comic-Con 2013. Matt Dahlgren, Capcom's new fighting game manager, said that because "Darkstalkers Resurrection did not perform as well as we would have liked. You never know what the future may hold, but Street Fighter is definitely not dead. There is nothing Darkstalkers on the immediate horizon for sure".

Plot
The Darkstalkers games take place on the planet Earth that is in the process of merging with a realm known as Makai. The reason for this merger varies depending on the continuity, but a continuing theme is that the union of realms brings the arrival of the Darkstalkers to the human world, the term being a catch-all for the various creatures of legend. The greatest of these supernatural creatures, and the greatest among those who hunt them, meet in battle to determine who will rule the night.

In the original game and the sequel, Vampire Hunter (Night Warriors: Darkstalkers' Revenge), an alien overlord named Pyron returns to Earth after being away for many years. His quest to conquer the world using an army of robots brings the Darkstalkers out of hiding to oppose his rule over humanity and the supernatural. A second sequel, Vampire Savior (Darkstalkers 3), saw the debut of Jedah, previously one of the nobles of Makai, who decides that the only way to save the realm is to take control of it by force. Accordingly, he lures the Darkstalkers into a trap to use their collective souls to remake the realm and control both humanity and the supernatural.

Darkstalkers characters are either based on various iconic literary and cinematic monsters, or inspired by international mythology and fairy tales. The 1997 anime miniseries Night Warriors: Darkstalkers' Revenge, which was based on the first two titles, was faithful to the characters' in-game personalities. The 1995 American-produced cartoon series, simply titled Darkstalkers, dropped the backstory of the games altogether in favor of a standard good-versus-evil plot, altering certain characters' storylines in the process.

Introduced in Night Warriors: Darkstalkers' Revenge
Night Warriors is an upgraded version of the previous game, with the same story and returning cast. In addition, several new characters were added to the game, and the boss characters Pyron and Huitzil were made playable.

Introduced in Vampire Savior
Vampire Savior was the first actual sequel title, introducing several new characters and a new storyline. While originally Pyron, Donovan and Huitzil did not return, variations of the game were released that did including Vampire Hunter 2 and Vampire Savior 2. A PlayStation port called Darkstalkers 3 later included the cast as a whole, with new story mode endings provided for the originally cut trio. Years later Vampire: Darkstalkers Collection included a special version of Vampire Savior with one more additional character, Dee.

Japanese animated series
Night Warriors: Darkstalkers' Revenge (originally titled Vampire Hunter: The Animated Series (ヴァンパイアハンター THE ANIMATED SERIES) in Japan) is a four-episode Original Video Animation anime series by Madhouse under license from Capcom, directed by Masashi Ikeda and originally released in 1997–1998.

American animated series
Darkstalkers (also known as Darkstalkers: The Animated Series) is an American children's animated TV series produced by Graz Entertainment and aired in broadcast syndication from September to December 1995. It was only loosely based on the games and ran for one season of thirteen episodes.

Comic books
Darkstalkers is a Canadian comic book series created by UDON and originally published through Devil's Due Publishing.

Manga books
There are many Darkstalkers manga books and series (including yonkoma parodies). A few of them were also published in North America:
 * A manga adaptation authored by Run Ishida and published in Japan by ASCII in 1996. This manga was adapted by Viz Media under the title of Night Warriors: The Comic Series and published in 1998 as a six-issue comic book which were later collected in a single trade paperback volume.
 * A one-shot Red Earth crossover manga Darkstalkers / Red Earth: Maleficarum authored by Mami Itou in 1997. It was released in English by UDON Comics in 2010.

Other books
Multiple other books (guide books, art books, illustrated books, and novels) were published as well, mostly in Japan only. However, some of them were also published in North America:
 * In 2008, UDON released the Darkstalkers Graphic File, a collection of screenshots, storyboards and concept art from the series.
 * In 2009, UDON released a 15th anniversary art book Darkstalkers Tribute. It consists of submitted artwork from fans of the series, along with artwork from some of UDON and Capcom's own artists and several famous manga artists such as Yasuhiro Nightow. The book was first available in August at several anime conventions before being widely released the following September.
 * In 2014, UDON released a 20th anniversary art book Darkstalkers Official Complete Works that "collects the artwork of every Darkstalkers game, including key visuals, character illustrations, promotional artwork, rough concepts, and creator commentary", as well as "multiple new interviews with the creators behind the series, plus all-new tribute pin-ups" from Capcom artists.

Soundtracks
Soundtrack CDs for Darkstalkers games were released in Japan under different record labels including Sony Records, Suleputer and Victor Entertainment. A collection of original tracks from the games, previously included as a part of Vampire Sound Box in Japan, was released digitally by Sumthing Distribution in 2014.

Pachislo
Vampire (ヴァンパイア) is a pachislo game using the series' license was announced on May 12, 2009 and released on July 6, 2009. The game was released by the Capcom subsidiary, Enterrise (エンターライズ, Entarāizu) featuring the cast of the original Darkstalkers: The Night Warriors, although the game's website utilized artwork from Darkstalkers 3 along with new secondary characters exclusive to only this title.

Reception

Despite its limited commercial success, Darkstalkers was very well received by critics and acquired a sizable cult following. Destructoid's Kyle Mac Gregor described it as "beloved", and IGN's Richard George described it as both "obscure and beloved". According to MTV, although Darkstalkers "has developed a loyal fanbase over the years, it was never enough for the developer/publisher to give the series much attention". Including Darkstalkers in their list of video game franchises "founded on boobs", GamesRadar US called it "second only to Final Fantasy as an object of Japanophilic cosplay figurine collector worship. While the character design in immensely cool, some of the fan art is downright disturbing". Keith Stuart of The Guardian ranked the series fourth in his 2012 top list of vampiric video games, citing its "beautiful visuals and superb animation".

The cast of characters for the franchise has been credited with making the games "a standout among the fighting games of the era", as instead of "conventional cast of martial artists with the occasional odd creature, Darkstalkers was a gallery of monsters". Hardcore Gaming 101 stated that the game's colorful cast earned the game a cult following, despite its relative lack of recognition.

GamesRadar's Lucas Sullivan ranked Darkstalkers first on his 2012 list of "obscure" fighting games deserving an HD remake, opining it "offers just as much 2D fighting goodness as the venerable Street Fighter series, but it's never gotten the same kind of respect ... and that just ain't right". UGO.com included Darkstalkers on their 2010 list of the games that need sequels. Complex writers put Darkstalkers at number 40 in their 2012 ranking of best video game franchises, adding that they would "love to see a modern incarnation", and listed a hypothetical Darkstalkers 4 among the 15 games they wished would be announced at E3 2011. The magazine's Andrew Hayward ranked Darkstalkers first on his 2011 list of most missed fighting franchises, stating that "every time Capcom announces a new fighting game, the hardcore community gets whipped up about Darkstalkers' continual absence, and demands a modern iteration. The supernatural 2D franchise wasn't a big hit, but fervent fans have kept its name alive and seem unwilling to let it fade away".

title: Darkstalkers


text:
List of settlements in Nauru

The Republic of Nauru originally consisted of 169 villages; by 1900 these were already partly abandoned, uninhabited or destroyed. With the increasing population growth the single villages merged into a single connected settlement, which today is spread out around the entire coastal  strip.

The village names are from the book Nauru - Ergebnisse der Südseeexpedition by Paul Hambruch, who researched on the island during the Hamburger Südsee-Expedition 1908–1910. The village names were changed following the orthographic reform of the Nauruan language of 1939.

title: List of settlements in Nauru