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Interceptor Multi-Threat Body Armor System

The Interceptor Multi-Threat Body Armor System (IBA) is a bullet-resistant body armor system that was used by the United States Armed Forces during the 2000s, with some limited usage into the mid-2010s. IBA and its design replaced the older standardized fragmentation protective Personnel Armor System for Ground Troops (PASGT) body armor system that was designed in the late 1970s and introduced in the early 1980s.

The IBA system consists of its core component: the outer tactical vest (OTV), which can optionally be worn with a throat protector, groin protector, and biceps (or deltoid) protector. The latter three auxiliary protectors are removable from the main vest, which can be worn alone.

IBA was designed in the late 1990s as a replacement for the PASGT vest and the essentially-improvised ISAPO supplemental armor plate carrier, a combination widely criticized by US troops for its immense weight. It comes in a variety of color schemes and camouflage patterns depending on who the vest was produced for. It was used by most of the U.S. military's branches during much of the 2000s, and was even seeing limited use as late as 2015 among some National Guard units.

Beginning in 2007 the Improved Outer Tactical Vest began to replace the OTVs in the United States Army's service and since then it has been mostly replaced in its inventory, with the exception of a few OTVs still in service with the Army National Guard and U.S. Army Reserve; however, both the OTV and the newer IOTV are being replaced by the Modular Scalable Vest. The U.S. Marine Corps has replaced the OTV with the Modular Tactical Vest (MTV) and Scalable Plate Carrier (SPC), although IBA is still used by the U.S. Navy for sailors aboard its warships as of 2017 and by the U.S. Army Reserve as of 2018. Though IBA has been mostly replaced in U.S. military service, it is still used by the militaries of some other countries that have diplomatic relations with the U.S., such as Ukraine, Iraq, and Moldova. As such, the OTV, which has been in production since the late 1990s, is scheduled to be produced by the U.S. until 2020, for sale to foreign customers.

Basic system
The IBA system consists of an Outer Tactical Vest (OTV) and two Small Arms Protective Insert (SAPI) ballistic plates. The OTV features a carrier shell, and three main ballistic panel inserts (left and right side panels, and a rear back panel), which are made with a finely woven Kevlar KM2 fiber. These two parts of the vest are both bullet and heat resistant and offer protection similar to the earlier PASGT flak jacket. The soft ballistic panels are produced in five different sizes (S-XXL), which are installed into their respective pocket on the OTV carrier shell.

The Interceptor armor also has a PALS webbing grid on the front of the vest which accommodate the same type of pockets used in the Modular Lightweight Load-carrying Equipment (MOLLE) backpack/carry vest system. This allows a soldier to tailor-fit his MOLLE and body armor system. While not specifically designed for it, the loops can also easily attach All-purpose Lightweight Individual Carrying Equipment (ALICE)-based equipment, as well as many pieces of civilian-made tactical gear, and also features a large handle on the back just below the collar which can be used to drag a wounded person to safety in an emergency.

Originally the entire IBA system weighed 16.4 lb, with the large vest weighing 8.4 lb, and two plate inserts weighing 4 lb each. This is much lighter than the previous Ranger Body Armor fielded in Somalia which weighed 25.1 lb, as well as the PASGT/ISAPO combination, which weighed even more.

Due to the increased dangers of improvised explosive devices, newer versions of the vital plates and components have been developed. The Enhanced Small Arms Protective Inserts (ESAPIs) and Enhanced Side Ballistic Inserts (ESBIs) have become available, along with the Deltoid and Axillary Protector System (DAPS). These new systems are becoming the standard for forward deployed troops. The E-SAPI plates offer increased protection from 7.62mm armor-piercing ammunition. The ESBIs is an attachable MOLLE ballistic panel with a pouch for a 8x6 side-SAPI, for protection of the side of the torso/under the arm. DAPS consists of two ambidextrous modular components, the Deltoid (upper arm) Protector and the Axillary (underarm) Protector, and provides additional protection from fragmentary and projectiles to the upper arm and underarm areas. With the OTV, E-SAPI plates (10.9 lb), ESBIs (7.75 lb), DAPS (5.03 lb) and with the neck, throat and groin protectors installed the armor is significantly heavier at 33.1 lb.

Additional components
To increase overall protection, separate accessories can be added to the OTV:
 * Collar device that is divided in two parts, a neck and collar protector and a throat protector
 * Groin protector.

The MOLLE II's Fighting Load Carrier component can be donned over an OTV to increase magazine and ease equipment carrying capacity, though it is not part of the IBA system proper.

With the need for additional accessories to protect troops, some were produced for the ground:
 * Deltoid and axillary protection system (DAPS, pauldrons).
 * Side plate carriers
 * Back extender
 * Upper Legs protector, a kind of kevlar short
 * Lower Extremity Body Armor (LEBA)
 * Combat diapers (for example the "Tier 2 Pelvic Protection System" that was issued to U.S. Marines in Afghanistan)

Ballistic plates
The Interceptor vest was tested to stop a 9×19mm 124-grain FMJ bullet at 1400 ft/s with minimal backface deformation, and it has a V-50 of roughly 1525 ft/s. This means that the bullet in question must travel faster than 1525 ft/s for it to have more than a 50% chance of penetration. (An unlikely prospect, given the muzzle velocity of a typical 9mm handgun or submachine gun). The Interceptor cannot, however, be called a Level III-A vest, since military standards do not require protection against heavy .44 Magnum ammunition. The vest will stop lower velocity fragments and has removable neck, throat, shoulder, extended back and groin protection.

Additionally, two ceramic plates may be added to the front and back of the vest, with each capable of stopping up to three hits from the round marked on the plate. For SAPI, this is a caliber of up to 7.62×51mm M80 FMJ. For ESAPI, this is a caliber of up to 30-06 M2 AP. This performance is only guaranteed when backed by the Interceptor vest, or any other soft armor which meets military requirements for protection. SAPI and ESAPI are the most technically advanced body armor fielded by the U.S. military, and are constructed of boron carbide ceramic with a Spectra shield backing that breaks down projectiles and halts their momentum.

History

Development and production
Materials for the Interceptor vest were developed by DARPA in the 1990s, and a contract for production was awarded to DHB Industries' Point Blank Body Armor, Inc., by the U.S. Army Soldier Systems Center. IBA was announced on April 13, 1998, and the contract to manufacture IBA was awarded to an Oakland Park, Florida-based company under a five-year indefinite delivery/indefinite quantity contract in late July 1998, and the body armor went into full production later that year.

In 2007, news reports were being issued on the lack of protection from hard and soft plated body armor from lethal rounds. Due to the coverage of these reports, comparative studies were done on the effectiveness of U.S. Military body armor, included IBA. IBA's performance was deemed inferior compared to other body armor designs and published on the news. The large coverage from this report led to Dean G. Popps, the Acting United States Assistant Secretary of the Army for Acquisition, Logistics, and Technology, to direct all first article testing (FAT) of IBA to the Army Test and Evaluation Command (ATEC). The command headquarters are located at Aberdeen Proving Ground (APG) as a part of the Army Research Laboratory (ARL).

The Interceptor Body Armor components come in a number of variants. Camouflage patterns include: Solid colors include:
 * "M81" U.S. woodland, used by the U.S. Navy and foreign militaries
 * Three-color "DCU" desert (less common than woodland and coyote brown)
 * The Universal Camouflage Pattern, used by the U.S. Army and U.S. Air Force, largely superseded by the IOTV and its components
 * Coyote brown (referred to by the DoD as "coyote tan")
 * Grey, used by the Afghan National Police service.

The original Interceptor Outer Tactical Vest (OTV) variant first began to be issued to the U.S. Armed Forces in 2000, though by September 2001 relatively few had actually been fielded. The first OTV carriers were first produced in woodland camouflage pattern (one initial contractor for the early OTVs was Point Blank, Inc). Quickly, a coyote-brown variant was made for the USMC, seeing use during the 2003 invasion of Iraq. Marines used OTVs in both woodland and coyote-brown camouflages in Iraq and Afghanistan. In the U.S. Army, the Woodland camouflage pattern was then superseded by the 3-color Desert Combat pattern, followed by the Universal Camouflage Pattern.

Later versions of the OTV made in the mid-to-late 2000s and the 2010s feature more PALS loops on the front and back of the OTV component, hook-and-loop "Velcro" fasteners on the front for nametapes and rank patches, whereas older models from the early 2000s did not. Said later version is commonly referred to as the "second generation" OTV.

As part of U.S. President George W. Bush's $87 billion package for ongoing operations in Afghanistan and Iraq, $300 million was earmarked for body armor. A complete Interceptor system costs $1,585. The Interceptor system's component ceramic plates currently cost about $500 each.

OTVs are still being made today, primarily for the U.S. Army, which then in turn sells them to foreign countries and international customers under the "Foreign Military Sales" (FMS) program. They have been made by convict labor provided the UNICOR company since 2008 and are scheduled to be made until at least April 2020. OTVs in the woodland and desert camouflage patterns along with coyote brown color scheme were being made as late as early 2014.

U.S. Army
On May 10, 2006, the U.S. Army announced it was holding an open competition for companies to design an entirely new generation of body armor "to improve on and replace" the Interceptor Body Armor's vest component. The Army said it wanted ideas from companies by May 31. Congressional investigators reportedly reviewed the Pentagon's entire body armor program, including the OTV. Investigators expressed concern that the vests might not be adequate to protect troops.

Aside from replacing the SAPI vital plates with the improved E-SAPI plates, the body armor vests have also been redesigned, improved and enhanced with the introduction of the Improved Outer Tactical Vest, or "IOTV" (which began to be issued to ground combat units from mid-to-late 2007), in the U.S. Army.

The OTV along with IOTV and SPCS will eventually be replaced by the Modular Scalable Vest.

U.S. Marine Corps
After initially using IBA as their main body armor system, the U.S. Marine Corps developed a completely new armor system, the Modular Tactical Vest, which was their primary body armor system in Iraq. On September 25, 2006, the Marine Corps announced that Protective Products International won a contract for 60,000 new Modular Tactical Vests (MTV) to replace the Interceptor OTV vests. The MTV provides greater coverage, superior weight distribution, and additional features including as a quick-release system. Some U.S. Navy ground force personnel (such as seabees and hospital corpsmen) use the Modular Tactical Vest. Other Navy personnel on Individual Augmentee assignments use the Army's body armor systems.

Not adapted for the mountainous environment of Afghanistan, the Modular Tactical Vest (MTV) was replaced by the Scalable Plate Carrier (SPC), a lighter alternative, which is their primary body armor system for Afghanistan.

Since January 2009, the U.S. Marine Corps is seeking for replacements for both MTV and SPC that are commonly issued. The MTV has received top ratings by many U.S. Marines; although a few Marines have complained about minor elements of it and an updated version will soon be released which deals with these elements. The Improved Modular Tactical Vest (IMTV) and Improved Scalable Plate Carrier (ISPC) are the new models. "The IMTV will be the main body armor system for Marines, the Corps plans to order about 70,000 of the improved plate carriers, far more than the estimated 10,000 to 14,000 plate carriers in use today".

Discussion
Body armor is always a compromise: mobility and comfort (and with it speed and stamina) are inevitably sacrificed to some degree when greater protection is achieved. This is a point of contention in the U.S. armed forces, with some favoring less armor in order to maintain mobility and others wanting as much protection as is practical. Troops who primarily ride in vehicles generally want the highest practical level of protection from IEDs and ambushes, while dismounted infantry often make the case that impaired mobility can prove just as fatal as inadequate armor.

Controversies
Most OTVs were made in the "M81" U.S. woodland camouflage pattern initially. As a result, during the Iraq War prior to the adoption of the Army Combat Uniform, most U.S. Army soldiers in Iraq were wearing woodland-patterned OTVs atop Desert Camouflage Uniforms, resulting in them being easier to spot from a distance in a desert environment like Iraq.

On 4 May 2005 the U.S. Marine Corps recalled 5,277 Interceptor OTVs made by DHB's Point Blank unit after news reports about the vests' inability to stop 9 mm bullets. In November 2005, the Marine Corps ordered 10,342 Interceptor Outer Tactical Vests pulled from the operating forces after media reports indicated some samples tested by the manufacturer and by the U.S. Army's Aberdeen Proving Ground in Maryland failed to fully comply with ballistics standards.

A U.S. Marine Corps forensic study obtained by DefenseWatch criticizes the Interceptor OTV body armor system. The report says: "As many as 42% of the Marine casualties who died from isolated torso injuries could have been prevented with improved protection in the areas surrounding the plated areas of the vest. Nearly 23% might have benefited from protection along the mid-axillary line of the lateral chest. Another 15% died from impacts through the unprotected shoulder and upper arm."

Alternatives
Private purchase of commercial body armor for combat use by soldiers is not authorized by the U.S. Army. A spokesman voiced concerns in 2004 about armor that had not been "tested, certified or approved" by the Army. In 2005, the DoD, under severe pressure from Congress after the recalls, authorized a one-time $1,000 reimbursement to soldiers who had purchased civilian body armor and other gear. In 2006 they gave orders not to wear anything but military issued body armor because of fears that inadequate armor could be purchased, mainly body armor that had inadequate blunt force trauma protection.

Users

 * undefined: The Afghan National Police forces are issued a grey OTV. The Afghan military is issued with OTVs in "M81" U.S. woodland.
 * 🇦🇱 Albania: Woodland variants are worn by Albanian Army
 * 🇦🇿 Azerbaijan
 * 🇧🇩 Bangladesh
 * 🇧🇦 bosnia and herzegovina: Coyote brown variants are worn by the Armed Forces of Bosnia and Herzegovina as of October 2018.
 * 🇧🇷 brazil: Worn by the Brazilian Marines as of 2017.
 * 🇧🇮 Burundi: Used by the Burundian Army as of September 2014.
 * 🇸🇻 El Salvador
 * Georgia: In the late 2000s, Georgian soldiers were issued the OTV in DCU's camouflage and a domestically produced woodland camouflage pattern similar to MARPAT, which were replaced by indigenously produced body armor.
 * 🇮🇶 iraq: The Iraqi military uses the DCU-patterned version of the OTV in addition to an "M81" woodland-patterned one.
 * 🇰🇿 Kazakhstan
 * 🇱🇧 Lebanon: The U.S. delivered OTVs to Lebanon in 2009.
 * 🇲🇩 Moldova: The U.S. delivered OTVs to Moldova in 2009. Versions in woodland camouflage are used by the Moldovan Special Forces and the Moldovan 22nd Peacekeeping Battalion.
 * 🇳🇦 Namibia: Used by the Namibian marines as of 2016.
 * 🇵🇰 Pakistan: In use by the Pakistani Air Force as of 2007. The U.S. delivered additional OTVs to Pakistan in early 2009.
 * 🇵🇭 Philippines: The U.S. delivered OTVs to the Philippines in 2009. They are in the "M81" woodland camouflage pattern and are worn by the Philippine Army.
 * 🇸🇦 Saudi Arabia: Saudi Arabian soldiers wear the coyote brown IBA components.
 * 🇹🇷 Turkey: The U.S. delivered IBA components to Turkey in late 2008.
 * 🇺🇦 Ukraine: In use as of October 2015; 2,000 vests were delivered from the U.S. in 2014 and were tested.
 * 🇺🇸 United States: The U.S. Army and U.S. Marine Corps began being issued IBA components in 2001. Since then, the OTV component has been replaced with the IOTV for the U.S. Army and the MTV and SPC for the U.S. Marines. The U.S. Army Reserve (as of 2018),  Army National Guard (as of 2020), and U.S. Navy still use the OTV, the latter aboard its warships (as of June 2017).
 * 🇾🇪 Yemen: The U.S. delivered OTVs to Yemen in 2010.


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Slavey language

Slavey ( also Slave, Slavé) is a group of Athabaskan languages and a dialect continuum spoken amongst the Dene peoples of Canada in the Northwest Territories – or central Denendeh – where it also has official status. The languages are primarily written using a modified Latin script, with some using Canadian Aboriginal syllabics. In their own languages, these languages are referred to as: Sahtúgot’įné Yatı̨́ (spoken by the Sahtu Dene), K’ashógot’įne Goxedǝ́ (the Hare Dene dialect) and Shíhgot’įne Yatı̨́ (the Mountain dialect) in the North, and Dené Dháh (primarily by the Dene Tha' in Alberta), Dene Yatıé or Dene Zhatıé in the South.

North Slavey and South Slavey
North Slavey is spoken by the Sahtu (North Slavey) people in the Mackenzie District along the middle Mackenzie River from Tulita (Fort Norman) north, around Great Bear Lake, and in the Mackenzie Mountains of the Canadian territory of Northwest Territories. The dialect has around 800 speakers. Northern Slavey is an amalgamation of three separate dialects:
 * K’ashógot’įne (ᑲᑊᗱᑯᑎᑊᓀ) Goxedǝ́: Hare, spoken by the Gahwié got’iné - "Rabbitskin People" or K’áshogot’ıne - "Great Hare People", referring to their dependence on the varying hare for food and clothing, also called Peaux de Lièvre or Locheaux
 * Sahtúgot’įné (ᓴᑋᕲᒼᑯᑎᑊᓀ) Yatı̨́: Bear Lake, spoken by the Sahtu Dene or Sahtú got’iné - "Bear Lake People", also known as Gens du Lac d'Ours
 * Shíhgot’įne (ᗰᑋᑯᑎᑊᓀ) Yatı̨́: Mountain, spoken by the Shıhgot’ıné, Shuhtaot'iné or Shotah Dene - "Mountain People" or Mountain Indians, also called Nahagot’iné, Nahaa or Nahane Dene - "People of the west", so called because they lived in the mountains west of the other Slavey groups, between the Mackenzie Mountains and the Mackenzie River, from the Redstone River to the Mountain River

South Slavey (ᑌᓀ ᒐ Dené Dháh, Dene Yatıé or Dene Zhatıé) is spoken by the Slavey people, who were also known as Dehghaot'ine, Deh Cho, Etchareottine - "People Dwelling in the Shelter", in the region of Great Slave Lake, upper Mackenzie River (Deh Cho - "Big River") and its drainage, in the District of Mackenzie, northeast Alberta, and northwest British Columbia.

Some communities are bilingual, with the children learning Slavey at home and English when they enter school. Still other communities are monolingual in Slavey The dialect has around 1,000 speakers.

Alternative names: Slavi, Slave, Dené, Mackenzian

The division of Slavey dialects is based largely on the way each one pronounces the old Proto-Athapaskan sounds *dz *ts *ts’ *s and *z.

Consonants
The consonant inventories in the dialects of Slavey differ considerably. The table above lists the 30 consonants common to most or all varieties. Hare lacks aspirated affricates (on red background), which have lenited into fricatives, whereas Mountain lacks (on blue). In addition, for some speakers of Hare, an alveolar flap has developed into a separate phoneme. Prenasalized stops may appear in Slavey proper.

The most pronounced difference is however the realization of a series of consonants that varies greatly in their place of articulation:

In Slavey proper, these are dental affricates and fricatives; comparative Athabaskan work reveals this to be the oldest sound value. Mountain has labials, with the voiceless stop coinciding with pre-existing. Bearlake has labialized velars, but has lenited the voiced fricative to coincide with pre-existing. The most complicated situation is found in Hare, where the plain stop is a labialized velar, the ejective member is replaced by a sequence, the aspirated affricate has turned into a fricative, and both the voiceless and voiced fricatives have been lenited to.

Phonological processes
The following phonological and phonetic statements apply to all four dialects of Slavey.

 * Unaspirated obstruents are either voiceless or weakly voiced, e.g.
 * → or
 * Aspirated obstruents are strongly aspirated.
 * Ejectives are strongly ejective.
 * When occurring between vowels, ejectives are often voiced, e.g.
 * → or
 * is usually strongly velarized, i.e..
 * Velar obstruents are palatalized before front vowels, e.g.
 * Velar fricatives may be labialized before round vowels.
 * The voiceless fricative is usually labialized, e.g.
 * The voiced fricative is optionally labialized and may additionally be defricated e.g.
 * → or  or
 * Velar stops are also labialized before round vowels. These labialized velars are not as heavily rounded as labial velars (which occur in Bearlake and Hare), e.g.
 * Lateral affricates are generally alveolar, but sometimes velar, i.e.
 * → or
 * → or
 * → or
 * may be velar or glottal, i.e.
 * → or
 * Lateral affricates are generally alveolar, but sometimes velar, i.e.
 * → or
 * → or
 * → or
 * may be velar or glottal, i.e.
 * → or

Vowels

 * a
 * e or  when followed by a back vowel
 * ə or
 * i or  in syllable onset
 * o
 * u
 * nasal vowels are marked with an ogonek accent, e.g. $\langleą\rangle$
 * Vowel length is distributed as /VV/ in the dialects of Bearlake, Slavey and Mountain.
 * South Slavey does not have the $\langleə\rangle$ vowel.

Tone
Slavey has two tones:

 * high
 * low

In Slavey orthography, high tone is marked with an acute accent, and low tone is unmarked.

Tones are both lexical and grammatical.

Lexical: 'along' vs.  'rabbit'

Syllable structure
Slavey morphemes have underlying syllable structures in the stems: CV, CVC, CVnC, V, and VC. The prefixes of the stem occur as Cv, CVC, VC, CV, and C.

Writing system
Slavey alphabet (1973) Tone is indicated with an acute accent and the ogonek indicates nasalization.

North Slavey alphabet ʔ · a · b · ch · chʼ · d · dl · dz · e · ǝ · f · g · gh · gw · h · ı · j · k · kw · kʼ · kwʼ · l · ł · m · n · o · p · pʼ · r · s · sh · t · tʼ · tł · tłʼ · ts · tsʼ · u · v · w · wh · wʼ · x · y · z · zh

South Slavey alphabet ʔ · a · b · ch · chʼ · d · dh · ddh · dl · dz · e · f · g · gh · h · ı · j · k · kʼ · l · ł · m · mb · n · nd · o · p · pʼ · r · s · sh · t · tʼ · th · tth · tthʼ · tł · tłʼ · ts · tsʼ · u · v · w · x · y · z · zh

Morphology
Slavey, like many Athabascan languages, has a very specific morpheme order in the verb in which the stem must come last. The morpheme order is shown in the following chart.

A Slavey verb must minimally have positions 13 and 14 to be proper. Here are some examples:

Gender
Slavey marks gender by means of prefixation on the verb theme. There are three different genders, one of which is unmarked; the other two are marked by prefixes [go-] and [de-]. However, only certain verb themes allow gender prefixes.

[go-] is used for nouns which mark location in either time or space. Some examples of these areal nouns are house (ko̜̒e̒), land (de̒h), river (deh), and winder (xay). The gender pronoun can be a direct object, an oblique object or a possessor.

kú̜e̒ godetl’e̒h

house 3SG.paints.area

'S/he is painting the house.'

ko̜̒e̒ gocha {}

house area.in shelter

'in the shelter of the house'

ko̜̒e̒ godeshįte̒ee

house area.floor

'floor of the house'

[de-] marks wood, leaves and branches. This gender is optional: some speakers use it and others do not.

tse de̜la

wood {}

'wood is located'

ʔo̜̒k’ay t’oge de̒ʔo̜ {} {} {}

bird nest wooden O is located

'A bird’s nest is located'

tse ts’edehdla̒

wood 3SG.split.wood

'S/he is splitting wood.'

Number
Slavey marks number in the subject prefixes in position 12. The dual is marked by the prefix łe̒h- (Sl)/łe- (Bl)/le- (Hr).

 * ni̒łe̒gehtthe
 * 'They two got stuck in a narrow passage.'

The plural is marked with the prefix go-.

 * Dahgogehthe
 * 'They dance.'

 * ʔeha̒goni̒dhe
 * 'We go for meat.'

Person
Slavey has first, second, third, and fourth person. When in position 12, acting as a subject, first-person singular is /h-/, second-person singular is /ne-/, first-person dual/plural is /i̒d-/, and second person plural is marked by /ah-/. Third person is not marked in this position. When occurring as a direct or indirect object, the pronoun prefixes change and fourth person becomes relevant.

 * First-person singular takes se-.
 * Second-person singular takes ne-
 * Third person is marked by be-/me-
 * Fourth person is marked by ye-

Classification
Like most Athabaskan languages, Slavey has a multitude of classifications. There are five basic categories that describe the nature of an object. Some of these categories are broken up further.

tewhehchú

water.CL

'A clothlike object is in the water'

Tense
Slavey has only one structural tense: future. Other tenses can be indicated periphrastically.

An immediate future can be formed by the de- inceptive (position 9) plus y-.

dałe

{3.FUT.start out}

'S/he is just ready to go.'

nadedajéh

{3.FUT.start to heal}

'It is just starting to heal.'

Aspect
Slavey has two semantic aspects: perfective and imperfective.

The perfective is represented in position 11:

déhtla

{3SG.PFV.start off}

'S/he started off.'

whá goyįdee

long 3SG.PFV.talk

'S/he talked for a long time.'

The perfective can also be used with a past tense marker to indicate that at the point of reference, which is sometime in the past, the event was completed

kǫ́e gohtsį {} {}

house 3SG.PFV.build area PAST

'He had built a house.'

The imperfective indicates that the reference time precedes the end of the event time:

hejį {}

3 IPFV.sing

'S/he sing, s/he is singing.'

kǫ́e gohtsį begháyeyidá {} {} {}

house 3 IPFV.build area 1SG.PFV.see 3

'I saw him building a house.'

Word order
Slavey is a verb-final language. The basic word order is SOV.

Dene ?elá thehtsį̒

man boat 3SG.made

'The man made the boat.'

tlį ts’ǫ̀dani káyį̒ta

dog child 3SG.bit

'The dog bit the child.'

Oblique objects precede the direct object.

T’eere denǫ gha ?erákee?ee wihsį

girl mother for parka made

'The girl made a parka for her mother.'

Case
Slavey has no case markings. To differentiate between subject, direct object, and oblique objects, word order is used. The subject will be the first noun phrase, and the direct object will occur right before the verb. The oblique objects are controlled by postpositions.

Possessives
Possessive pronoun prefixes are found in Slavey. These pronouns have the same forms as the direct and oblique object pronouns. The prefixes are listed below with examples.

se- first-person singular

 * bá 'mitts'
 * sebáré 'my mitts'

 * mbeh 'knife'
 * sembehé 'my knife'

ne- second-person singular

 * ts'ah 'hat'
 * net'saré 'your (SG) hat'

 * tl'uh 'rope'
 * netl'ulé 'your (SG) rope'

be-/me- third-person singular
melįé nátla

3.POSS.dog 3SG.is.fast

'His/her dog is fast.'

bekée whihtsį

3SG.POSS.slippers 1SG.made

'I made his/her slippers.'

ye- fourth person
yekée whehtsį

4.POSS.slippers 3SG.made

'S/he made his/her slippers.'

ʔe- unspecified possessor

 * ʔelįé 'someone's dog'

naxe-/raxe- first-person plural, second-person plural.

 * ts'éré 'blanket'
 * naxets'éré 'our blanket, your (PL) blanket'

ku-/ki-/go- third-person plural
kulí̜é rała

3PL.POSS.dog 3SG.is.fast

'Their dog is fast.'

goyúé k'enáʔeniihtse

3PL.POSS.clothes 1SG.washed

'I washed their clothes.'

Conjunctions
There are both coordinating and subordinating conjunctions in Slavey.

gots'éh "and, and then"
tse tádiihtth į gots'ę goyíi naehddhí

wood 1SG.cut and area.in 1SG.warmed {}

'I cut some wood and then I warmed myself up inside.'

dene ʔéhdá jíye kanįwę gots'ę ʔéhdá daʔuʔa

people some berry 3SG.picks and some 3.OPT.fish

'Some people will pick berries and some will fish.'

kúlú, kólí, kúú, kóó, ékóó, góa "but"
ʔekó͔ náohtlah nehthę góa nehji

there 1SG.opt.go 1SG.want but 1SG.be.afraid

'I want to go there but I'm afraid.'

sine ts'ó͔dane gogháiidá kúlú dedine gołį ʔajá

1SG.child 1SG.saw 3PL.but 3SG.instead 3.became {} {}

"I was supposed to watch the children, but he did it instead."

ʔenįdé, nįdé, ndé, néh "if, when, whenever"
ʔįts'é gehk'é nįdé segha máhsi

moose 3PL.shoot if 1SG.for thanks

'If they shoot a moose, I'll be grateful.'

dora bekwí ohts'í nįwę nįdé yehts'í

3.head 1SG.OPT.comb 3SG.wants of 3SG.combs 4

'Whenever Dora wants to comb my hair, she combs it.'

-were "before"
shuruhté were selejée daderéʔ o͔ ʔagúlá {}

1SG.OPT.go to sleep before woodbox 3.is.full 1SG.made.area

'Before I went to bed, I filled to woodbox.'

-ts'ę "since, from"
segó͔łį gots'ę jo͔ deneilé

1SG.was.born area.from here 1SG.lived

'I lived here since I was born.'

-hé "because, so"
se wehse yihé godihk'o͔ yíle2

wood 3.is.wet because 1SG.make.fire NEG

'Because the wood is wet, I can't make fire.'

Relative clauses
There are three important parts to a relative clause. There is the head, which is the noun that is modified or delimited. The second part is the restricting sentence. The sentence modifies the head noun. The last part is the complementizer.

ʔeyi [dene] goyidee i híshá

the [man] 1SG.talked COMP 3SG.is.tall

'The man whom I talked to is tall.'

lį gah hedéhfe I gháyeyidá

dog rabbit 3SG.chased COMP 1SG.saw

'I saw the dog that chased the rabbit.'

Status
North and South Slavey are recognized as official languages of the Northwest Territories; they may be used in court and in debates and proceedings of the Northwest Territories legislature. However, unlike English and French, the government only publishes laws and documents in North and South Slavey if the legislature requests it, and these documents are not authoritative.

In 2015, a Slavey woman named Andrea Heron challenged the territorial government over its refusal to permit the ʔ character, representing the Slavey glottal stop, in her daughter's name, Sakaeʔah, despite Slavey languages being official in the NWT. The territory argued that territorial and federal identity documents were unable to accommodate the character. Heron had registered the name with a hyphen instead of the ʔ when her daughter was born, but when Sakaeʔah was 6, Ms. Heron joined a challenge by a Chipewyan woman named Shene Catholique-Valpy regarding the same character in her own daughter's name, Sahaiʔa.

Also in 2015, the University of Victoria launched a language revitalization program in the NWT, pairing learners of indigenous languages including Slavey with fluent speakers. The program requires 100 hours of conversation with the mentor with no English allowed, as well as sessions with instructors in Fort Providence.

In popular culture
Slavey was the native language spoken by the fictional band in the Canadian television series North of 60. Nick Sibbeston, a former Premier of the Northwest Territories, was a Slavey language and culture consultant for the show.

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

title: Slavey language


text:
Richard Hanson (Canadian politician)

Richard Burpee Hanson, (March 20, 1879 – July 14, 1948) was a Canadian politician who served as interim leader of the Conservative Party from May 14, 1940, until November 11, 1941.

Early life and education
Hanson was born on March 20, 1879, in Bocabec, Charlotte County, New Brunswick, to parents Richard B. and Hannah Hanson. He was educated in public schools in St. Andrews, New Brunswick, Mount Allison University, and Dalhousie Law School.

Career
Hanson was admitted to the Bar of New Brunswick in November 1902 and was created a King's Counsel by the Government of New Brunswick in January 1917. From 1918 to 1920, he was Mayor of Fredericton.

First elected as a Conservative Member of Parliament (MP) for the New Brunswick electoral district of York—Sunbury in the 1921 general election, Hanson served continuously in the House of Commons of Canada until his defeat in the 1935 election. He was appointed to the Cabinet of R. B. Bennett in 1934 as Minister of Trade and Commerce.

In the 1940 election, he returned to Parliament despite the poor showing of the Conservatives in that election and the personal defeat of Robert Manion. Since Manion resigned two months after the election, the Conservative caucus chose Hanson as interim leader and he served as Conservative Party Leader until Arthur Meighen was appointed the party's new leader in November 1941. As Meighen did not have a seat in the House (and then failed to win a seat through a by-election), Hanson continued as Leader of the Opposition until 1943.

Death and legacy
Hanson died on July 14, 1948, due to illness. The University of New Brunswick hands out the Richard Burpee Hanson Prize to a Faculty of Arts male student with the highest grades in English and History in the Sophomore level.

Archives
There is a Richard Burpee Hanson fonds at Library and Archives Canada.

title: Richard Hanson (Canadian politician)


text:
President of the Regional Council

A title used for the head of a regional council, used in:

 * France (Président du conseil régional)
 * Italy (Presidente del consiglio regionale)

title: President of the Regional Council


text:
Wikipedia:WikiProject Aircraft/Lists

Some of the (many) aircraft lists now:

Existing pages giving list of aircraft

 * List of aircraft - lists by type; also contains a list of other lists of aircraft (!)
 * List of aircraft by date and usage category is a big table (too big to fit nicely on my browser. x-axis is date; y-axis is category
 * Fighter aircraft - contains a partial list of all fighter aircraft

(Other pages such as Bomber don't seem to intend to be a collection of all aircraft of that particular class.)

Unwritten (so far) lists:
 * list of aircraft by date and manufacturer
 * list of aircraft by date and distinctive features
 * list of aircraft by date and country of origin
 * list of aircraft by date of first flight

Lists for one country only:

 * List of military aircraft of the United States of America
 * List of aircraft of the USA military, World War II
 * List of military aircraft of the Soviet Union and the CIS
 * List of aircraft of the Armeé de l'Air, World War II
 * List of aircraft of the Luftwaffe, World War II
 * List of aircraft of the RAF
 * List of aircraft of the RAAF
 * List of aircraft of the SAAF
 * List of aircraft of the Israeli Air Force

Related lists:

 * List of aircraft manufacturers
 * List of aircraft engines
 * List of aircraft engine manufacturers
 * List of aircraft weapons

Here is my preliiminary proposal suggesting how we can unify this:

There are three ways we can categorise aircraft: by time, by nation and by function.

I suggest the most important of this is time. Two aircraft from the 1920s will be similar to each other, in the technology used in them, even if they perform different function (e.g. a bomber and a transport aircraft). Two aircraft from the 1990s will also be similar, (e.g. bombers and transport aircraft from this ear might both use jet engines and fly-by-wire). A bomber from the 1990s will have more in common with a transport aircraft from the 1990s than with a bomber from the 1920s.

How do we split up aircraft by time? One possibility is by era (1903-1919; -1938; -1945; -69; 1970 onwards). Another would be by decade (1900s, 1910s, 1920s etc).

After time, we have a choice: we can either subcategorise by nation first, or by function. I suggest that we categorise by function, for two reasons: (1) many aircraft are built by international consortia these days, and (2) an airliner from one country is more like an airliner from another conutry than a fighter from the first county.

So the scheme is:

 * first by time (era or decade)
 * within that, by category
 * within that by nation (or international)

I prefer using lists rather than tables. Partly because the table here looks too big on my browser; and partly because the software doesn't cleanly handle tables yet.

At the top level, each time category should get its own page. Partly because of this, I prefer time preiods to be decades rather than eras, so we would have for example Aircraft of the 1920s instead of Aircraft of 1920 to 1938.

Within the time-category page there would be headings, one for each category, within each heading, a sub-heading of country, and within that a list of models of aircraft. (If these pages get too big, they could always be subdivided into separate pages e.g. Helicopters of the 1960s etc.)

It seems the disticntion between aircraft types always blurs, and aircraft development takes a long time and so many aircraft could be in two categories of time. Even the manufacturer and designer can blur with joint ventures. I think the holy grail for the project would be to have all the aircraft in a large database, with a custimizable search engine to review them. Maybe have series of selectable drop down lists, rather then a hierarchy of clickable list links.

Have maybe a 'Time period', 'Propulsion Method', 'Number of Engines', 'Primary Construction Material', Manufacture', etc etc. So someone could select 'bomber' as under 'type', and list of all bombers, as well as articels on 'bombers' in general would appear. As an example, another sample search could be, 'British(under 'nation'), propeller-(under propulsion), single engine-(under engine number), wooden (under- construction material), ww2( under period). There person could even choose diffent time filters -- such ww2 era, and arbitrary span of years ( 1926-1928), or a decade 1960s.

The key difficulty here is haveing developing a standarized format and coding such a setup. Rather then us trying to decide on the best orginztion method-- lets have allow a person to choose. That way the if I had the question mentioned in discussion -"What are the contempories of the Bf109" I could find and answer by doing things like setting the filter as 'Modern', 'Fighter', 'German'. ( assuming I new what a bf109 was)

All the current lists could be kept as answers to more general quereis. If just 'german' was selected- then maybe "list of german ww2 aircraft", "list of german modern airliners" "list of german x-planes" would show rather then listing hundreds of plane links.

Well if anyone knows how to code this or have comments on it let me know. If this worked this would be a usefell setup for other "things" such as the weapons, or vechiles which both suffer similair problems as aircraft.

Greyengine5 February 4, 2003

(I orginally placed this under discussion but moved it here since it more of a new orginaizational structre then a list naming convention)

(please discuss conventions for lists of aircraft here)

I created the large table initially, but quickly ran into problems. One is the size as you mention, the other is that it's a pain to actually edit - very hard to find the right "box" to put something in. That said, I feel that the timeline is about right, I prefer it to decades, because decades are not a natural fit for the spurts in aircraft evolution (which mostly benefitted from the two world wars). Also, a particular model of aircraft would tend to span decades, for example the Spitfire would belong in the 1930s because that's when it was created, but most people would probably go and look for it in the 1940s - do we put it in both, which would be duplication, or in the first, where it might not be as useful? That's why eras work better I feel. As for tables versus lists, I think I agree with you there - lists are better with Wikipedia's current software. The table was one of my first pages I made on Wiki - since then I've come to realise that lists are a darn sight easier! My feeling is that as long as there are enough index pages of the various types, each linked to the others, then people will be able to find the articles, which is what counts. GRAHAMUK 03:25, 1 Sep 2003 (UTC)

Regarding aircraft that span two time periods, this will happen whether we have decades or eras. I think it best to put the aircraft in the time period when it first flew; we could put a prominent notice to this effect on the main list of aircraft page. -- Cabalamat 03:34, 1 Sep 2003 (UTC)

 * OK, sounds reasonable, with only one problem I can see - what if somebody doesn't know when a particular aircraft first flew? It might be what they are trying to find out from the 'pedia. This is why I think additional indexes are needed - lists of types as well as by dates. I'm not sure if you were proposing one OR the other, but I'm proposing we have both. Of course the drawback is maintaining all of the lists when a new aircraft article is added... GRAHAMUK 03:39, 1 Sep 2003 (UTC)

 * I'm proposing types within dates. The idesa is that it'll only be necessary to list a particular aircraft once. If people are expected to list aircraft multiple times, it won't get done accurately, and the lists will get incomplete and messy. You make a good point regarding aircraft when the first-flew date isn't known. -- Cabalamat 03:47, 1 Sep 2003 (UTC)

 * I'm agnostic about era vs decade, but I guess I lean towards the era system, for reasons which GrahamUK has expressed already. The reality is that neither system is ideal, but that they are probably as good as we can get. No matter what we do, there will be ambiguities that have to be dealt with as best we can. By the way, we should bear it in mind that not everyone will know when a certain aircraft they are looking for first flew (even assuming we can pin it down to a particular date - which will only be [i]most[/i] of the time, not all). For example, I bet that a lot of non-aircraft buffs who happen to be looking up the big current American strategic bomber (B-52) will be astonished to discover that it goes back to the middle of last century - quite possibly before their parents were born! We should bear that sort of thing in mind. Great to see this project take off, and I hope to find the time to contribute a little to it now and then. Tannin

Bear in mind that if someone is interested in a particular plane, they'll type in "Spitfire" or whatever and be taken directly to the relevant page. -- User:Cabalamat

 * Furthermore, if we don't put an aircraft in its time period by the date first flown, then we must choose some other (hopefully objective) criterion as to which group to put it in. We could for example, choose the time period when most numbers of that aircraft were built, but this has complications. Firstly, some aircraft were built over long periods of time, and it might be difficult to get accurate production figures. Secondly, some aircraft were produced in other countries after the initial manufacturer had ceased producing them - for example the Bf 109 or MiG-21. Thirdly, what about modified or upgraded versions? The B-52s in use today might have been built in the 1950s, but they've been extensively modieifed since then. -- Cabalamat 14:35, 3 Sep 2003 (UTC)

 * Oh, I'm not disagreeing with that, Cabalamat, it makes good sense. Is first flown a good date to use? First entered service would be better in many ways, as some aircraft have a first flight a long, long time before they are an actual reality. Consider, for example, the Harrier: which of the many, many prototypes over 15 years or so do we regard as the first "real" Harrier? You could pick that one with a pin. But there are difficulties with this approach too, of course. On the whole, first flight is probably as good a way as any, and better than most. Whichever way we go, there wil always be ambiguities and exceptions to deal with. We just have to deal with those as they come up. Tannin

 * I think all the discussion above suggests that attempting to sort by era or decade is a lost cause; too much evolution on single airframes, too many hybrids and oddballs that don't fit. If the goal of the eras/decades is to answer readers' questions like "what were the Bf 109's contemporaries?" and you want something more tabular than the 109 article, then perhaps a short series of articles, say, Aircraft of 1903 to 1914, Aircraft of 1945 to 1958, etc that lists all types in use during the era irrespective of prototypes' first flight. B-52s and their ilk get to make multiple appearances, in one article as brand-new, and in others as old warhorses outliving their successors. :-) Stan 04:18, 5 Sep 2003 (UTC)

Stan, it's good that you ask the question, what's the point of the eras/decades. To me, the primary purpose of the lists is to be encyclopedic, that is, to have a comprehensive list of every aircraft that's ever flown, and some that never flew, if they're important enough. For two purposes:

 * 1) when someone writes a new article on an aircraft, there'll be a natural place to link to it
 * 2) also (and I expect this to be more common), a natural place to write a pointer to an as-yet-unwritten article about an aircraft (so it'll be an easy way of seeing what aircraft articles haven't been written yet, as well as whether an article for an aircraft has been written, but under a different name (there's a few instances where that could arise)).

It may well be that these lists are able to answer "what were the Bf 109's contemporaries?", but if they aren't, I don't think it's a problem, because there can be other articles that aren't merely lists. For example, one can have an article on the air war in Europe during WW2, or (and see the discussion on the Talk:Eurofighter Typhoon page) an article comparing the capabilities of contemporary fighters.

If we say that lists must include all aircraft that were in use over that time period, it'll make the lists a lot bigger. Furthermore, it'll require that Wikipedians know what dates an aircraft was used, for all its operators; this is going to take people more time than just finding out when it first flew. Also, we could have the list stating, at the top of the article, "All fighter aircraft that first flew from 1940-1945" (or whatever) which would make confusion impossible for all who read the article.

-- Cabalamat 17:26, 7 Sep 2003 (UTC)

 * Oh, if you just want every aircraft type, make the list alphabetical by name/designation (by definition, every aircraft article has to have a name). That's what my printed aircraft encyclopedia does. Personally, I think such a list is too broad to be of that much interest, and am content to arrange for its auto-generation when category tags are in place.  But contrastingly I thought it would be interesting to have complete lists of the numbered US military planes, F-1 to F-23 etc, and went to a little trouble to build those lists.  Another set of useful lists seemed to me to be all those constructed by a particular company, and I've added those to some of the company articles - makes it easier for editors to coordinate how company fortunes affected the aircraft and vice versa.  In the end though, a lot of this gets figured out by just trying something and seeing how you and other people like it in practice.  In my six months here, I've introduced about 20-30 different kinds of new lists, and maybe half have caught on, while the other half are unused and moldering away in obscurity. :-) Stan 19:19, 7 Sep 2003 (UTC)

 * Regarding the alphabetical idea, I really don't like it. I have a book about fighter aircraft, and all the entries are arranged in alphabetical order, by manufacturer. If I know the name of the aircraft, that doesn't help me to look it up. because I often don't know the manufacturer. Even if I do know, I'm unsure what to look up, given that names of manufacturers often change. Some aircraft are well-known under the name of the manufacturer, others are not. (This same point has been gone through in more detail in Naming conventions (aircraft)). If the same book had sorted all the aircraft by date (either first flight or in-service date or whatever), then it would be much easier for me to look up an aircraft, because I know approximately what date it is. To say nothing of cases where I don't remember the name of the aircraft (e.g. the main Polish fighter in 1939). In short, I feel alphabetical order is arbitrary saying nothing about the nature of the aircraft, while ordering by date or function or nationality is much more meaningful. -- Cabalamat 21:05, 7 Sep 2003 (UTC)

 * Fortunately you're allowed to have more than one list. :-) Alphabetical is good if you have the name mostly right, but are mistaken about nationality or era. Ideal indexing would include as many orderings as needed for readers to find things.  See list of cruisers of the United States Navy for a side-by-side list trick that's been very handy in keeping track of ship articles by both name and era. Stan 21:18, 7 Sep 2003 (UTC)

 * Alphabeting is useful under some circumstances, and it works well in your cruiser example. But I don't think it works for aircraft, as it's unclear in a lot of cases which name one would use - do I look up Messerschmitt or Bayerischeflugzeugwerke; Mustang or North American; BAe or Hawker Siddeley or Harrier; SAAB or Industri Gruppen JAS or Gripen? I think it's a lot harder for someone to mistake the nationality or era of an aircraft (I rarely do) than the manufacturer (many common aircraft I've no idea of the manufacturer's name unless I look it up). -- Cabalamat 23:41, 7 Sep 2003 (UTC)

Whats the standard when it comes to refering to WW2 in wiki? WW2, WWII, World War 2, World War Two, World War II? I prefer WW2 simply because it has the lowest number of charaters to type in(-easiest) but it may not be formal enough for titles and it doesnt turn up as many many hits. So whats the wiki standard here, some ok to use in artiticles but not in titles? no standard?

Hits on Google (note: I put them in parenetheses so it would not search fragments, although none war related ones can still come up somtimes):
 * WW2 310,000
 * WWII 2,310,000 <---most hits abreiveited
 * "WW 2" 58,300
 * "WW II" 604,000
 * "WW Two" 1,660
 * "World War 2" 564,000
 * "World War Two" 489,000.
 * "World War II" 4,670,000  <---most hits wrtten out
 * "Second World War" 2,130,000

title: Wikipedia:WikiProject Aircraft/Lists


text:
70 Pine Street

70 Pine Street (formerly known as the 60 Wall Tower, Cities Service Building, and American International Building) is a 67-story, 952 ft residential building in the Financial District of Lower Manhattan in New York City. Built from 1930 to 1932 by energy conglomerate Cities Service Company (later Citgo), the building was designed by the firm of Clinton & Russell, Holton & George in the Art Deco style. It was Lower Manhattan's tallest building and the world's third-tallest building upon its completion.

70 Pine Street occupies a trapezoidal lot on Pearl Street between Pine and Cedar Streets. It features a brick, limestone, and gneiss facade with numerous setbacks. The building contains an extensive program of ornamentation, including the Cities Service Company's triangular logo and solar motifs. The interior features included escalators at the base and double-deck elevators linking the tower's floors. A three-story penthouse, intended for Cities Service's founder Henry Latham Doherty, was instead used as a public observatory.

70 Pine Street's construction was funded through a public offering of stock, rather than a mortgage loan. Despite having been built during the Great Depression, the building was profitable enough that it broke even by 1936, and 90 percent of its space was occupied five years later. The American International Group (AIG) bought the building in 1976, and it was acquired by another firm in 2009 after AIG went bankrupt. The building and its first floor interior were designated as official New York City landmarks in June 2011. In 2016, the building became a luxury rental residential property.

Site
70 Pine Street is in the Financial District of Manhattan, on a plot bounded by Pine Street to the south, Pearl Street to the east, and Cedar Street to the north. The roughly trapezoidal site covers 32,000 ft2, measuring 247 ft on Pine and Cedar Streets by 116 ft on Pearl Street. The terrain slopes downward to the east, toward Pearl Street, so that there is an upper lobby (accessed from Pine Street) and a lower lobby (accessed from Pearl Street). Neighboring buildings include 56 Pine Street and the Down Town Association building to the northwest; 90–94 Maiden Lane to the north; 48 Wall Street to the southwest; and 60 Wall Street to the south.

Architecture
70 Pine Street is a 67-story building rising 952 ft. The roof is 850 ft tall while the top story is 800 ft high. Like its contemporaries, 70 Pine Street has a Gothic-like spire-topped appearance. The architectural firm Clinton & Russell, Holton & George designed 70 Pine Street in the Art Deco style; the structure was the last large commission by these architects. Of that firm's principals, Thomas J. George was likely the most involved with the design. James Stewart & Company was the general contractor, Taylor Fichter Steel Construction was the structural engineer, and John M. Parrish was the project's general superintendent.

The building was constructed as part of an ongoing skyscraper race in New York City, which resulted in the city having the world's tallest building from 1908 to 1974. When completed, 70 Pine Street was the third-tallest building in the world, after the Empire State Building and the Chrysler Building in Midtown Manhattan. The building exceeded 40 Wall Street, the Manhattan Company's building, by 25 ft to be Lower Manhattan's tallest building. It was the last skyscraper to be built in Lower Manhattan prior to World War II, and was the tallest building in Lower Manhattan until the 1970s, when the World Trade Center was completed. With the collapse of the World Trade Center in the September 11 attacks, it regained the status of the tallest Lower Manhattan building until the completion of the new One World Trade Center in 2014.

Form
70 Pine Street contains numerous setbacks on its exterior. Though setbacks in New York City skyscrapers were mandated by the 1916 Zoning Resolution in order to allow light and air to reach the streets below, they later became a defining feature of the Art Deco style. To maximize rentable space while also complying with the 1916 Zoning Resolution, the setbacks are placed at regular intervals, forming a diagonal line. The setbacks on the northern and southern elevations, and those on the western and eastern elevations, alternate with each other.

The building's 11th through 31st floors gradually step back from the base. The building's shaft begins above the 32nd floor and rises to the 54th or 56th floor, where the corners of the shaft taper off. The intermediate levels contain smaller setbacks, which were used as private terraces for the offices on the respective floors. There were multiple setbacks on each side, so the upper floors contained up to 20 sides. The top stories are one-fourth the size of the lowest stories.

Above the 67th-floor observation deck is the building's spire, composed of a glass lantern rising 27 ft, topped by a stainless steel pinnacle extending another 97 ft. The spire rises 124 ft and weighs 8 ST. The author Dirk Stichweh characterized the spire as giving the impression of a mountain peak covered with snow. The spire had a beacon, which was described as being "visible for 200 miles at sea and inland", though in reality the beacon could only be seen from 20 mi away. W. Parker Chase, writing in 1932, characterized the spire as being "almost sensational in its 'differentness'".

Facade
The entrance portals and lower-story windows are lavishly decorated. The lower stories of the facade are covered with Indiana Limestone, placed above a water table of Minnesota granite. Red-and-black Morton gneiss wraps the ground floor. The upper stories are clad with four shades of buff-colored brick, which darken toward the building's peak. Each setback is surrounded by a parapet with a limestone coping. An extensive lighting system highlighted the building's features at night, consisting of 400-watt lamps. The presence of the lamps was influenced by Cities Service's role as an energy provider. An early publicist for 70 Pine Street said that Cities Service founder Henry Latham Doherty was personally involved in the structure's design, and that "he insisted on dignity with beauty, to the absolute avoidance of the garish, the flamboyant, and the over colorful." Doherty wanted the building to appear "exclusive, rich, yet simple and even alittle severe".

70 Pine Street was one of the first buildings to use aluminum extensively on its facade. Cliff Parkhurst of the Parkhurst Organization designed the aluminum ornamentation of 70 Pine Street. These ornamental features include reliefs above each set of entrance doors; spandrels with sharp arrises above the lower-story windows; and a ventilation grille on Cedar Street. The reliefs above the doors are designed with motifs of butterflies and sunflowers, which appear as an abstract pattern from a distance. In addition, there were 6,000 windows, ten million bricks, 9,000 ft3 of marble, and 24,000 ST of steel used in 70 Pine Street's construction. The black and pink marble in the building was transported from Minnesota and Tennessee.

Entrances
The building has five entrances in total. Four primary entrances, two on Pine Street and two on Cedar Street, which all lead to the main lobby. Another entrance on Pearl Street, which was formerly located under the Third Avenue elevated line, is more simply designed and leads to a lobby in the lower level. All of these streets are narrower than the typical street in Manhattan: Pine Street is 25 ft wide while Cedar Street is 35 ft wide. Because of the slope of the terrain, the western entrances are at the same level at the street, and the eastern entrances are accessed by short flights of steps rising from the street. All four entrances are designed with Art Deco patterns.

The eastern entrances on Pine and Cedar Streets are near the centers of these elevations; they consist of large four-story portals with stepped arches. Both arches are divided by a limestone pillar that contains a freestanding limestone relief of 70 Pine Street. These pillars, each 14 ft, may have been designed by Rene Paul Chambellan and were fairly accurate in their detailing. Architectural critic Robert A. M. Stern wrote that 70 Pine Street's reliefs "surveyed the crowds of workers as a carved Madonna would bless the pilgrims of a Gothic cathedral." There were three metal doors to either side of the pillars. Above the doors were four tiers of sash windows; the lowest such tier was originally composed of glass louvers, which reduced wind pressure when the doors were being opened, but these were later replaced with glass panes. Along the interior reveals of both portal arches are reliefs containing the triangular logo of Cities Service. Inside each entrance were staircases leading to the upper and lower lobbies.

The western entrances on Pine and Cedar Streets are located near the western end of the building and are two stories tall. Each portal contains two sets of revolving doors.

Interior
At the time of 70 Pine Street's construction, developers had to consider skyscrapers' profitability in conjunction with height. 70 Pine Street was designed to accommodate between 7,000 and 8,000 employees, more than nearly every other skyscraper at the time. The interior spaces were thus designed with high capacity in mind. The building contains 864,988 sqft of interior space. When it opened, there was 1,045,000 ft2 of gross floor area, of which 680,000 ft2 was available for lease. Offices were arranged in a "U" shape, wrapping around the mechanical core on the north, east, and south. The northern and southern elevations of the facade are staggered because of the setbacks, maximizing natural light in each office.

Lobby

The first-floor lobby is designed in the Art Deco style and are arranged into six hallways. Two of the hallways are 110 ft long, traveling north to south between the pairs of entrances on Pine and Cedar Streets, while three other hallways are 140 ft long and travel west to east; there is also a wide central hall. The passages are 10 to 20 ft wide, with the widest section of the lobby near Pine Street, where there is an information booth. The lobby is oriented slightly west, away from the elevated lines that formerly overshadowed Pearl Street, so that the westerly entrances could be located at ground level and so that the sky bridge to 60 Wall Street would be possible. The layout of the lobby allowed visitors to pass from Pine to Cedar Street.

Inside each entrance were retail spaces that faced the first-floor lobby. Four storefronts were located on the southern portion of the lobby. Until the early 2000s, these retail spaces contained such stores as "a drugstore, a bookstore, a tobacconist and a telegraph office". There are stairs on the southern portion of the lobby near Pine Street, as well as at the eastern portion near Pearl Street; these stairs ascend to the second floor and descend to the basement lobby. There were also escalators between every level from the basement to the sixth floor, near the western entrance on Pine Street.

The basement lobby is a simpler version of the first-floor lobby, serving mainly as a boarding area for the lower decks of 70 Pine Street's former double-deck elevators. The upper decks of these elevators were served from the main lobby; the elevators are arranged along the central hall and the northernmost west–east corridor. The elevator doors are designed with Native American motifs, such as zigzags and sunbursts, as well as Cities Service's logo. The elevator frames themselves contain stepped arches. One critic said the use of separate elevator lobbies would "cut the possibility of elevator flirtations exactly in half".

The lobby is decorated with marble walls, plaster ceilings, and aluminum grilles. Despite Doherty's desire for "dignity with beauty", the lobby is highly ornamented with multicolored marbles from Europe,  including Roman and golden travertine, Belgian Black, Belgian Grand Antique, Champville, Levanto, and Tinos marbles. Most of the wall area is composed of yellow marble, divided by vertical piers of dark-red marble. The floors are composed of panels of white and pink marble, arranged as in a checkerboard. The ceiling is made of plaster and is supported by large jagged corbels. It is mostly painted white, except for colored bands of relief, which emanate from elements such as the lighting fixtures. Cliff Parkhurst furnished the elaborate metalwork in the lobby. A writer for The New York Times compared the building's lobby to "something Bernini would have designed if he'd lived to see the Jazz Age".

Other interior spaces
The basement contained a bank vault with the most advanced security systems available during that era. The basement also included a 400-seat eatery known as the Tower Restaurant, as well as other businesses such as a barber shop, beautician, chiropodist, florist, manicurist, hat cleaner–shoe shiner, sandwich shop, and photostat store. The fourth floor contained a clinic for people who worked in the building. One tenant, boxer Artie McGovern, operated an athletic club on the seventh floor, which was reportedly visited by over a thousand men daily and included a gymnasium, handball and squash courts, ping-pong tables, and golf facilities. On the 29th floor, there was a library filled with law books and documents, which was made available only to tenants. This library had 16,000 volumes and was staffed by a librarian with a bar certification.

Just below the observatory was a conference room with leather paneling. The 62nd through 64th floors contained Cities Service's executive offices, which also had exterior terraces. Doherty's office on the 61st floor was decorated in light colors and was designed to resemble a living room, with couches, chairs, small tables, and other furniture. Cities Service's oval-shaped boardroom occupied almost the entire 64th floor and had leather paneling and high ceilings.

, the skyscraper has several amenities, including an Elite fitness center by New York Sports Club on the lower level, a food market, and several lounges. Since its 2015–2016 conversion, 70 Pine Street includes 612 residential apartments. The residences are arranged as studio apartments or one- or two-bedroom units, and are generally outfitted with wooden floors. Another 132 units are run as hotel rooms by Lyric, a startup company funded by Airbnb. Retail tenants include a gourmet market and a high-end restaurant in the lobby. The building also contains a fitness and recreation center, including a screening room, bowling alley, indoor golf facility, and a game room in the former bank vault in the basement.

Observation deck
The top three floors were originally slated to contain Doherty's private penthouse apartment. The suite contained a gym and a squash court. Doherty's bed was designed on a motorized platform that could slide out onto the terrace. Doherty ultimately never lived in the space.

In July 1932, the private suite opened to the public as an observation deck, which comprised an open-air platform with a 23 by enclosed glass solarium on the 66th floor. The deck operated from 10 a.m. to 6 p.m. each day and charged 50 cents for admission, although tenants and Cities Services employees received a 50-percent discount. It was served by a five-passenger elevator that rose through the floor slab and then retracted. The glass solarium contained doors at each of the corners, which were chamfered, as well as on the north and south sides; these doors led to one of six terraces with slate tiles. Decorations from France, Italy, and Spain were used in the observation deck. The deck charged 40 cents for admission in 1939; by comparison, the deck at the Empire State Building cost $1.10 to enter.

During World War II, the attraction was closed to the public because it overlooked the nearby Brooklyn Navy Yard, an active military installation. Until the 1973 construction of the World Trade Center, it was the highest observation deck of any building in Lower Manhattan. The deck was permanently closed to the public before 1975. Afterward, it was used as a private office for AIG's employees. In 2019, as part of the building's 2010s conversion into residential apartments, James Kent and Jeff Katz turned the top four stories into the fine-dining restaurant SAGA, and on the ground floor Crown Shy, a 120-seat eatery. Crown Shy is an à la carte eatery, where dishes are ordered individually.

Elevators
There are 24 elevators in total, with six banks of four elevators each in the first-floor lobby. There were eight double-deck elevators, which served alternating floors; six "express" elevators, which ran nonstop from the lobby to serve the upper floors; eight "local" elevators, which served the lower floors; and two freight elevators, which served all floors. All of the elevators were able to serve approximately 10,000 people every hour. In an emergency, it was estimated that the elevators, along with the escalators serving the lower floors, would be able to clear the building in 35 minutes. The elevator doors in the main lobby are ornately designed, resembling those at the Fred F. French Building, 608 Fifth Avenue, and the Chrysler Building. Each elevator door is a double-leaf door made of aluminum, with diamond and trefoil patterns, which were cast in one piece. The elevator doors in the lobbies contain octagonal relief panels sculpted by Chambellan. These reliefs alternately show a woman with an oil lamp and a man with an electric turbine.

Because of 70 Pine Street's small lot size, and the setbacks that make the upper floors even smaller, it would have been unprofitable under normal building practices if it were taller than 48 stories. Engineers from Otis Elevator Company told Doherty that double-deck elevators could solve the problem. As such, the company manufactured eight double-deck elevators,  marking the first installation of Otis double-deck elevators. The double-deck elevators operated as express elevators, serving the 29th through 60th floors; another separate, single-deck elevator served the top six floors. The lower deck of each elevator served odd-numbered floors, while the upper deck served even-numbered floors. The Cedar Street portion of the first-floor lobby contained elevator banks that only served the building's lower floors, while the Pine Street portion contained elevators that served higher floors. During off-peak hours, only the upper deck of each double-deck elevator was used.

The Real Estate Record and Guide stated that the double-deck elevators, long anticipated by developers, were "permitted by special provision in the new elevator code". Compared to 11 or 14 standard elevators, the double-deck elevators reportedly saved $200,000 in construction costs and made available an additional 40000 sqft, at a time when office space could be rented at an average rate of 3.50 $/ft2 per year. Columnist Sam Love disagreed, saying that "the odds and the evens in the Cities Service Building will never see each other although they are the nearest neighbors", referring to the floor numbers. The double-deck elevators were removed in 1972 and replaced with single-story cabs. The double-deck elevators had reportedly been unpopular because the lower lobby entrance was not completed, and a proposed subway entrance was not opened. The Citigroup Center adopted the same idea in the 1970s, becoming possibly the first building in New York City after 70 Pine Street to have double-deck elevators.

Other features
At the 16th floor, a sky bridge connected 70 Pine Street with 60 Wall Street. There was another connection, a tunnel, between the two buildings. The connections enabled 70 Pine Street to initially claim a Wall Street address, which was perceived as more distinguished than a regular address in the Financial District. The bridge was destroyed in 1975 when the original 60 Wall Street building was demolished to make way for the current, larger building. At the time, it was one of a few sky bridges in the city. In 1979, a replacement bridge was built, connecting the sixth and seventh floors of 70 Pine Street to the seventh and eighth floors of 72 Wall Street.

When it opened, 70 Pine Street featured escalators between its first through sixth floors; the escalators operated in the peak direction, running upstairs in the morning and downstairs in the afternoon. The escalators reportedly enabled everyone on the basement through sixth floors to evacuate within 10 minutes. At the time of 70 Pine Street's completion, these stories housed Cities Service's clerical staff, and studies had shown that escalators occupied less space than elevators between these stories. This was one of the first uses of escalators in a major office building. Though the Empire State Building had also included escalators between its lobby and mezzanine, 70 Pine Street was modeled on the layout of a department store, the first office building in New York City to be designed in this manner. These escalators were hidden behind a false marble wall.

70 Pine Street also included a hot-water heating system, which replaced the standard boiler systems used in many contemporary skyscrapers. High-velocity pumps propelled water to radiators beneath the windows in each office. Each radiator contained movable louvers that could control the heat in each office. During the winter, a system of chilled water pipes cooled the lowest six stories. The building also had a "unit ventilating system", which occupied spaces over the radiators and inside the walls, providing ventilation without any dust or noise. Above each radiator were fans, which drew in air from either indoors or outdoors; filtered and warmed the air; and distributed the warm air throughout each office using ceiling ducts. This eliminated the need for fan rooms, which typically occupied large amounts of space, and also allowed tenants to close their windows during the summer, particularly before air conditioning became popular. Cities Service installed the unit-ventilating system on the lower part of the building above the fifth floor, and tenants on the upper stories could also install the system in their own office.

History
Henry Latham Doherty became successful by operating numerous companies in the manufactured-gas and electric utility sectors in the late 19th and early 20th centuries. He formed the Cities Service Company as a "light, heat, and power" firm in 1910, and Doherty's business interests grew extensively in subsequent years. At the time, his main offices were located at 60 Wall Street (built 1905 and demolished 1975), which he had occupied since 1906, and was located just south of the present building site. This structure measured 15 stories high at its front, on Wall Street, and 27 stories high at its rear, on Pine Street.

Planning
Doherty, who already owned several Lower Manhattan properties, purchased 60 Wall Street in December 1924 with the aim of expanding the structure. Thomas J. George of Clinton & Russell presented plans in March 1927 for a modern slab-like structure on Wall Street. That October, George modified the plans, which now called for a 60-story structure shaped like a turret. Doherty formed the Pine Street Realty Company in January 1929, having failed to develop "a great business centre" near Battery Park. The firm of Clinton & Russell were retained as architects and proposed two plans for the site: a simple slab rising from the ground and a Gothic Revival design rising 60 floors. The New York City Department of Buildings rejected the proposed structure on Wall Street.

The Pine Street Realty Company then started buying land across Pine Street. The site was in the core of the Financial District, near the Third Avenue elevated line, and was surrounded by shorter buildings. The company bought twelve buildings in January 1929, forming a plot with 17,000 ft2. Another five plots were acquired via lease in November 1929, and the Cities Service Company was in negotiations to acquire the Down Town Association building as well. At the time, the company planned to build between 25 and 50 stories. Two more lots were leased in July 1930. In total, the Pine Street Realty Company acquired 23 lots, which all contained low-rise three- to five-story masonry buildings, at a total cost of $2 million, relatively cheap for the time. The economist W. C. Clark investigated the planned Cities Service Building's design and, in October 1929, spoke about his findings at the Engineers' Club. He found that taller buildings on small lots could be profitable, provided that these included double-deck elevators due to the lot's small size. As a result, the proposed Cities Service Building was most economically viable as a 63-story building.

Clinton & Russell, under the leadership of Thomas George, designed the new building in the Art Deco style. This contrasted with the firm's earlier works, which were largely designed in the classical style; the original partners had died before 70 Pine Street was constructed. Doherty submitted the building's architectural plans to the Department of Buildings in May 1930. The structure was slated to have 63 stories, including double-decker elevators due to the lot's small size, and it would cost $7 million. It was one of several buildings that Doherty planned to erect in Lower Manhattan, though none of the other projects were realized because of a lack of funding following the Great Depression. After the building plans were submitted, the height was increased to 66 stories, and a spire was added, increasing the total height to 950 ft or 952 ft. The Cities Service Building thus beat the 927 ft 40 Wall Street to become the tallest building in Manhattan south of 34th Street. August H. Fromm oversaw the building's planning and construction.

Construction
Construction started in May 1930 and continued for 24 months. Demolition of existing buildings and site excavation began almost immediately after the building plans were submitted. The western portion of the site was the first to be cleared. Some 100,000 ST of soil were removed from the site, which was excavated to as deep as 60 ft. The foundation took 245,000 worker-hours to complete; it is composed of 49 piers, which are arranged in four rows and descend 24 ft to the underlying bedrock. Work was complicated by the presence of a holdout tenant, Nik Coutroulas, a cafeteria operator who held a lease on one of the existing buildings and also operated a Lindy's franchise. Doherty's company could not reach a lease agreement with Coutroulas prior to the start of work. Coutrolas's building was demolished anyway and he sued Doherty for damages, eventually receiving a $5,000 compensation.

Construction was funded using a then-unconventional method of public offering. Henry L. Doherty & Co. sold $15.7 million of interest-free shares, described at the time as "financially unique among large New York office buildings". The company operated local branch offices in several cities, each of which had to raise a certain amount of money before October 1930. Each office had to meet a different quota: the Spokane, Washington, office had to raise $91,500, while the New York City office was required to raise $3 million. This avoided the need for the building's owners to take out a mortgage loan.

The project involved large amounts of materials, including 10 million bricks, 23.5 e6lb of cement, and 24000 ST of steel. The steel structure was built at an average rate of three floors per week. The New York Times reported in April 1931 that the steel had been erected to the 27th floor. By mid-1931, steel frame construction had reached the 59th floor, while the facade had been built up to the 50th floor. At the time, 70 Pine Street's construction employed 600 workers, and the structure had no official name. To date, workers had been on the project for 119,000 hours without any major accidents. The spire was installed in October 1931. The sky bridge between 70 Pine Street and 60 Wall Street was completed in February 1932, at which point the building at 70 Pine Street became known as the 60 Wall Tower.

Cities Service ownership
By early 1932, the 60 Wall Tower was completed. The city's Department of Buildings gave the building a temporary occupancy certificate in March 1932, followed by a permanent certificate that August. The building was dedicated on May 13, 1932, Doherty's 62nd birthday. The event celebrated Doherty's reinstatement as executive of Cities Service after he had taken a six-year hiatus from the position due to health problems. It included a luncheon attended by 200 businessmen; the dedication of Doherty's bronze bust; the spire's floodlighting; and a radio announcement that Doherty made from the spire using then-new "moonbeam" technology. Cities Service also issued a pamphlet to advertise its new building.

Tenants had started moving into 70 Pine Street prior to its official dedication. Upon opening, the second through seventeenth floors were occupied by about 3,000 employees of Cities Service. The remaining floors were leased to a large range of tenants, including manufacturers, lawyers, accountants, and the Western Union Telegraph Company. At the time of the building's opening, its tenants included 31 law firms, 21 investment firms, eight insurance companies, and 18 companies in other industries. Most tenants on the upper floors were lawyers, who took advantage of the 29th-floor law library. The second and third floors were also occupied by the Emergency Unemployment Relief Committee. Additionally, more than 200 people worked for the building itself under the supervision of building manager Edgar J. Smith. These included an all-female staff of elevator operators, most of whom were redheads "recruited largely from the ranks of unemployed showgirls".

The building was reportedly two-thirds rented by 1933, but it did not reach 90 percent occupancy until 1941. Later tenants included the Federal Reserve Bank of New York, which took space in 70 Pine Street in 1941. The radio station WGYN also established its studios and transmitter at 70 Pine Street when it was founded in December 1941, and WGYN continued to broadcast from there until May 1950. Cities Service refinanced the building with a $5.3 million, 20-year mortgage loan in March 1950.

One portion of 70 Pine Street was separately owned from the rest of the building and could be physically separated if necessary. This section, covering 10000 ft2, was owned by the estate of aviator Cortlandt F. Bishop and leased to a wholly owned subsidiary of the Cities Service Company, Sixty Wall Tower Inc. In June 1950, the land under the building was placed for auction by the New York Trust Company on behalf of Bishop's estate. After World War II, Cities Service downsized its Manhattan staff and leased out several lower floors. Merrill was one such tenant, leasing ten floors in a 1957 transaction, and ultimately moving 3,400 of its 8,600 employees to 70 Pine Street by 1965. Though Cities Service became known as Citgo in 1965, the building retained the "Cities Service Building" name.

AIG ownership
Citgo announced in November 1973 that it would move its executive headquarters to Tulsa, Oklahoma, and sell off 70 Pine Street and several other buildings in Manhattan. The move would affect about 250 personnel at 70 Pine Street. Citgo subsequently moved to Tulsa in 1975. The following year, the building was purchased for $15 million by the American International Group (AIG), which wanted to double the amount of space available for its 500 New York City employees. 70 Pine Street was renamed the American International Building, and AIG workers moved into the structure over the next two years. AIG occupied the lowest 26 stories and leased out 250000 ft2 to other companies, such as law firms, securities firms, and brokerages.

Under AIG's ownership, the lobby was renovated, as was the observation deck, which became a private office. The sky bridge to Wall Street was demolished in 1975 when the previous building at 60 Wall Street was razed. By the 1990s, the building's tenants also included the Starr Foundation, which had been established by AIG founder Cornelius Vander Starr and paid no rent for its offices. AIG bought the nearby 175 Water Street in 1995 but kept its headquarters at 70 Pine Street. AIG refurbished the building's elevators in the late 1990s. Restoration architect HLW International used blueprints from Otis, the original elevators' manufacturer, to redesign the single-deck elevator cabs in the style of the original double-deck cabs.

70 Pine Street continued as AIG's world headquarters until the financial crisis of 2007–08, when the company went bankrupt and received a bailout from the U.S. government. To repay the federal government, AIG decided to sell its buildings and other assets in March 2009. AIG announced in June 2009 that it had reached an agreement to sell the building and to relocate. The building was acquired by developer Youngwoo & Associates and the Kumho Investment Bank, which spent a combined $150 million on 70 Pine Street and 72 Wall Street. This amounted to 100 $/ft2, about 80 percent less than what AIG could have received for the building before the 2000s financial crisis, according to Crain's New York Business.

Residential and hotel conversion
Youngwoo initially planned to renovate 70 Pine Street's upper stories into condominiums, which would be sold for 2000 $/ft2. The lower floors were to be rented to office tenants for 33 to 35 $/ft2, a 25 to 30 percent decline from asking rates before the late-2000s recession. Because of an oversupply of office space in Lower Manhattan, few companies were willing to lease the 500000 ft2 of vacant office space at 70 Pine Street. Furthermore, a decline in demand for luxury condominiums in Manhattan, spurred by the late-2000s recession, prompted Youngwoo to cancel its condo-conversion plan. Kumho Investment Bank then hired Sciame Development to take over the project in 2011. That June, Kumho agreed to sell the building to MetroLoft Management. This prompted Sciame to sue Kumho for breach of contract.

MetroLoft finalized its acquisition in January 2012, with plans to turn 70 Pine Street into an apartment building or a combined hotel/apartment complex with about 1,000 total units. MetroLoft sold 70 Pine Street to Rose Associates later that year. Rose and DTH Capital transformed 70 Pine Street into a mixed-use building featuring luxury rental apartments and a variety of retail and restaurants starting in 2015. Leasing of the residential units started in December 2015. The renovation was completed the next year, with leasing beginning in February 2016. DTH and Rose obtained $375 million in financing from a syndicate led by Brookfield Properties in May 2017. This was replaced in 2019 with a $386 million mortgage loan from Goldman Sachs.

Unlike the top floors of other converted residential buildings, which were generally turned into penthouse apartments, Rose decided to add amenities to the top floors of 70 Pine Street. Space in 70 Pine Street's lobby and upper floors was originally set to contain restaurants by April Bloomfield and Ken Friedman, who withdrew from the project in July 2016. Ultimately, the upper-floor restaurant spaces hosted James Kent and Jeff Katz's restaurant Crown Shy, which opened in 2019. Mint House opened a 132-unit hotel for business travelers inside the building in November 2020. The Overstory bar opened on the 64th floor in August 2021, and the Saga restaurant opened atop the building later that year.

Critical reception and landmark designations
The completed building attracted attention from figures such as the photographer Weegee, who in 1946 took many photographs of the building's tenants and services. According to author Daniel Abramson, Weegee "was fascinated by this city within a city, its swift transportation, its towering height and subterranean depth, its busy thousands of tenants and visitors, and the unobtrusive, night-and-day efficiency of its service staff". The skyscraper was featured in pictures of Lower Manhattan, such as A New York Canyon, a 1932 image by W. K. Oltar-Jevsky. Other photographs, depicting seaplanes and blimps flying over 70 Pine Street, reinforced the building's association with the Jazz Age.

In 1981, architectural critic Paul Goldberger described 70 Pine Street, 1 Wall Street, and several buildings on nearby John Street as "an echo of the jazz age life". Goldberger wrote of the building's spire in 1983: "The lighting is simple and elegant. A lovely translucent glass crown forms the top of the Art Deco setback spire, and at night it glows softly in the midst of the somber financial district." Another Times critic wrote in 2005 that the lobby was "a paradigm of Art Deco style: sunburst ceilings, filigreed radiator grilles, marble floors in black and earth tones, and elevator doors emblazoned with zigzags and Aztec-like figures." The New York City Landmarks Preservation Commission (LPC) considered designating 70 Pine Street's exterior and its first-floor interior as city landmarks in March 2011, and the building was designated as such on June 21, 2011. When 70 Pine Street became a New York City landmark, The New York Times wrote: "With its tiered glass lantern and stainless steel spire, it is an icon of the Lower Manhattan skyline."

Incidents
In 1976, two thousand tenants were evacuated after a fire broke out on the eighth floor, causing several minor injuries. In November 2016, Justin Casquejo, a thrill-seeking teenage free solo climber and stunt performer, hung from 70 Pine Street. He was charged with misdemeanor base jumping and trespassing for climbing on the tower.

title: 70 Pine Street


text:
American International

American International may refer to:

 * American International Group, a Fortune 500 insurance company
 * American International Pictures, a defunct movie production company
 * The American International Building, a skyscraper in New York City
 * American International University-Bangladesh, university in Dhaka, Bangladesh
 * American International College of Springfield, Massachusetts

title: American International


text:
M109 (disambiguation)

M109 is a self-propelled 155 mm howitzer.

M109 may also refer tto:

Military

 * HMS Bangor (M109), a Sandown-class minehunter
 * Messerschmitt Bf 109, a German World War 2 fighter aircraft
 * M109 shop van, a variant of a M35 2½ ton cargo truck

Other uses

 * M-109 highway (Michigan), a state highway in Michigan, US
 * Messier 109 (M109), a spiral galaxy in the constellation Ursa Major
 * Suzuki Boulevard M109R, a motorcycle

title: M109 (disambiguation)