text:
Talk:Transportation in Canada

Requested move (2011) - Transport -> Transportation

 * The following discussion is an archived discussion of a requested move. Please do not modify it. Subsequent comments should be made in a new section on the talk page. No further edits should be made to this section.

The result of the move request was: no consensus, so not moved. Good arguments were provided in support of both formats, and editors appear to agree that "transport" is the generally preferred term of federal govt, while "transportation" is preferred by provincial govts. Outside of official usage, there was no consensus about what the common usage is in Canada. The result is that there is no consensus for either option, with two editors appearing to be happy enough with either choice. In the absence of a consensus, the default is to maintain the status quo by retaining the most recent stable name, which is "Transport in Canada". (The article was moved to that title in August 2010, and remained there until moved on 7 March 2011. That latter move was promptly reverted, leading to this discussion. -- Brown HairedGirl (talk) • (contribs) 12:25, 24 March 2011 (UTC)

Transport in Canada → Transportation in Canada —
 * Move - Despite the fact the ministry is now "transport", transportation is common Canadian usage, and is even used by the federal government's own style guide, The Canadian Style, as in "4.14 Modes of transportation" and "6.07 Modes of transportation". The previous change was made for spurious reasons, not in line with WP:common usage. --Kevlar (talk • contribs) 09:38, 8 March 2011 (UTC)
 * Oppose. I don't think COMMONNAME applies here. It should be inline with the federal agency, Transport Canada, and the minister's title, Minister of Transport, Infrastructure and Communities. 117Avenue (talk) 21:32, 8 March 2011 (UTC)
 * Yes, but why should we defer to the ministry, and why doesn't COMMONNAME apply? Is there a compelling reason? --Kevlar (talk • contribs) 10:43, 12 March 2011 (UTC)

 * Comment I don't have a strong preference but as I noted in a recent CfR, the federal minister's title is not necessarily a good yardstick for common usage in Canada. Every provincial ministry uses the term "transportation". Though I can't prove it, I suspect that the name "Transport Canada" was chosen in part because it's bilingual. Further note that Transportation Safety Board of Canada is also a federal agency. Pichpich (talk) 22:20, 8 March 2011 (UTC)
 * Support Common. --Bejnar (talk) 23:34, 8 March 2011 (UTC)
 * Oppose – There is no one standard used in Canada so there is no reason to move this article. Transport Canada and the Minister for Transport seem to add more weight to the transport side.  McLerristarr |  Mclay1  11:56, 9 March 2011 (UTC)
 * That reason is valid, however, this article was originally at transportation and was moved without discussion. If deferring to established practise is your argument, then your vote should be for transportation. --Kevlar (talk • contribs) 10:43, 12 March 2011 (UTC)

 * Oppose, though I don't think it really matters. This is a case where either could be acceptable, IMO, since both forms are commonly used in Canada. In a case such as this where there is no overwhelming favo(u)rite, I'm happy for the article to reflect the usage the federal government has probably arbitrarily selected. Good Ol’factory (talk) 21:09, 9 March 2011 (UTC)
 * Neutral comparing with other cases on wikipedia (and in this case I believe WP:OTHERSTUFFEXISTS is valid for consistency sake), "Transport in" articles far outweigh "Transportation in" articles; however, both the United States and Mexico follow the "Transportation in" nomenclature. While I'd like to see this inconsistency remedies, I think this is better done as a centralized discussion rather than as individual move requests. This article is not about Transport Canada, and that should have absolutely no bearing on the title of an article about transport(ation) in general. -  ʄɭoʏɗiaɲ  τ ¢  05:02, 12 March 2011 (UTC)
 * The above discussion is preserved as an archive of a requested move. Please do not modify it. Subsequent comments should be made in a new section on this talk page. No further edits should be made to this section.

Requested move 2014

 * The following discussion is an archived discussion of a requested move. Please do not modify it. Subsequent comments should be made in a new section on the talk page. Editors desiring to contest the closing decision should consider a move review. No further edits should be made to this section.

The result of the move request was: Page moved: per discussion Ground Zero | t 01:46, 9 September 2014 (UTC)

Transport in Canada → Transportation in Canada – Opening a new discussion since the other ones are long in the coffin. I think that there is compelling evidence that the common English-language usage in Canada is in fact "transportation in ___" rather than "transport in ___." Previous commenters appear to have confused this with the fact that official government usage appears to be the latter, but that is independent of its usage in common parlance and literature. Even government bodies themselves, such as Stats Canada and  Citizenship and Immigration Canada refer to "transportation." A Google search shows half the results for "transport in" than for "transportation in" on .ca domains. If you look at the former, it is populated by articles talking about technical things, such as "electron transport" in chemistry, or "calcium transport" in anatomy, not vehicular transportation. For this reason, I propose it be moved to "Transportation in Canada." Relisted. Jenks24 (talk) 11:44, 25 August 2014 (UTC) -  Sweet Nightmares  03:22, 14 August 2014 (UTC)
 * Support as nom. -  Sweet Nightmares  03:22, 14 August 2014 (UTC)
 * Neutral per the last move request. The federal agency is called "Transport Canada"; the Quebec one is "Transports Quebec"; while the Ontario one is "Ministry of Transportation"; and the federal "Transportation Safety Board"; while the advocacy group is "Transport 2000"/"Transport Action Canada"; -- 65.94.169.222 (talk) 06:21, 14 August 2014 (UTC)
 * Comment: unless they have significantly changed the way Canadians speak English, the names of government agencies have no bearing on common Canadian usage of the word, and the Quebec agency even less, since it uses French. (Thank you for notifying the WP:CWNB!) -  Sweet Nightmares  14:04, 14 August 2014 (UTC)
 * Support per nom. The last close pointed out the previous moves.  From that it appears that no case was made for not leaving this article at transportation.  So moving it back there seems to be supported by the provincial governments usage and previous discussions. Vegaswikian (talk) 21:02, 22 August 2014 (UTC)
 * Neutral, leaning oppose per my previous comments from (wow, time flies, eh?) years ago. While I agree that it is the best naming, I once again must insist that this discussion is best held in a more general situation. I have a hard-on for consistency, to put it modestly. I'd rather see all of them moved to "Transportation in foo": Transport is the noun, and as a category should be used exclusively for proper noun articles. However, since the category applies to all forms of transport, we should use the verb-noun as applied to the proper noun (in this case, the place). This applies to all dialects of English, and so there should be no reasonable objections to a site wide renaming of all "Transport in foo" categories to "Transportation in foo". Sorry if I makey no sense, I'm an engineer, not a linguist. -  Floydian  τ ¢  22:51, 22 August 2014 (UTC)
 * Support per common name. Red Slash 03:27, 2 September 2014 (UTC)
 * Support, as "transportation" is more commonly used than "transport" as far as I have experienced.  PK  T (alk)  14:27, 4 September 2014 (UTC)
 * The above discussion is preserved as an archive of a requested move. Please do not modify it. Subsequent comments should be made in a new section on this talk page or in a move review. No further edits should be made to this section.

External links modified
Hello fellow Wikipedians,

I have just added archive links to 4 one external links on Transportation in Canada. Please take a moment to review my edit. If necessary, add after the link to keep me from modifying it. Alternatively, you can add to keep me off the page altogether. I made the following changes:
 * Added archive https://web.archive.org/20051215145409/http://ogov.newswire.ca:80/ontario/GPOE/2004/09/21/c2149.html?lmatch=&lang=_e.html to http://ogov.newswire.ca/ontario/GPOE/2004/09/21/c2149.html?lmatch=&lang=_e.html
 * Added archive https://web.archive.org/20081004214148/http://www40.statcan.ca:80/l01/cst01/trad47a.htm to http://www40.statcan.ca/l01/cst01/trad47a.htm
 * Added archive https://web.archive.org/20110706203734/http://www41.statcan.ca/2006/4006/ceb4006_001_e.htm to http://www41.statcan.ca/2006/4006/ceb4006_001_e.htm
 * Added archive https://web.archive.org/20081219193825/http://aapa.files.cms-plus.com/PDFs/2006%5FNorth%5FAmerican%5FContainer%5FTraffic.pdf to http://aapa.files.cms-plus.com/PDFs/2006_North_American_Container_Traffic.pdf

When you have finished reviewing my changes, please set the checked parameter below to true to let others know.

Cheers. —cyberbot II  Talk to my owner :Online 18:06, 25 August 2015 (UTC)

Requested move 14 February 2023

 * The following is a closed discussion of a requested move. Please do not modify it. Subsequent comments should be made in a new section on the talk page. Editors desiring to contest the closing decision should consider a move review after discussing it on the closer's talk page. No further edits should be made to this discussion.

The result of the move request was: not moved. Additionally, all pages moved by of the format "Transport in X" which cited the redirect page "Transport in Canada" will be reverted. (non-admin closure)  ❯❯❯  Raydann  (Talk)   10:11, 21 February 2023 (UTC)

– This is a controversial issue, hence the discussion here. For some context, all the articles above use "Transportation in", and the articles below all use "Transport in". Now, my arguments for using "Transport in Xxx":
 * Transportation in Canada → Transport in Canada
 * Transportation in Toronto → Transport in Toronto
 * Public transportation in Toronto → Public transport in Toronto
 * Transportation in Vancouver → Transport in Vancouver
 * Transport in Calgary
 * Transport in Edmonton
 * Transport in Thunder Bay
 * Transport in Vancouver
 * Transport in Markham, Ontario
 * Transport in Vaughan, Ontario
 * Transport in Montreal
 * Transport in Hamilton, Ontario
 * Transport in Saskatchewan
 * Royal and viceroyal transport in Canada
 * Transport in Winnipeg
 * Transport in Halifax, Nova Scotia
 * Transport in Lethbridge
 * Transport in Quebec City
 * Rail transport in Canada
 * "Transport" is more widely used in Canadian English, partially as Canadian English is generally closer to British English which uses "Transport in".
 * The Canadian government uses "Transport", more, see Transport Canada.
 * Using the "Transport in Xxx" for Canadian articles creates a nice balance between WP:COMMONNAME, WP:OFFICIALNAME, and precedent.
 * More pages use "Transport in Xxx", hence it's easier to standardize on that, rather than changing all to "Transportation in".
 * Searching for ["Transportation in" Canada] on Google gives 12,400,000 results, whereas ["Transport in" Canada] gives 17,500,000 results, indicating higher usage.
 * Previous discussions focus on WP:ORIGINALRESEARCH, making them somewhat invalid.
 * Basically all other pages on Wikipedia use "Transport in", except for the USA and Phillipines. ---   Tbf69   P • T 09:53, 14 February 2023 (UTC)
 * Support The rationale is convincing. Transport is less clumsy than Transportation. Garuda3 (talk) 23:46, 14 February 2023 (UTC)

 * Comment You, yourself, CREATED Transport in Quebec City at that title.

 * You MOVED, TWO DAYS AGO, Transportation in Halifax, Nova Scotia to "transport".

 * Just based on your complete disingenuousness I think this matter should be WP:SNOW closed.

 * Oh my god... it goes on. Guess who moved Transportation in Saskatchewan to "transport"? Let's check the others:

 * Transportation in Hamilton, Ontario --> moved by Tbf69
 * Transportation in Montreal --> moved by Tbf69
 * Transportation in Vaughan --> moved by Tbf69
 * Transportation in Markham, Ontario --> moved by Tbf69
 * Transportation in Thunder Bay, Ontario --> moved by Tbf69
 * Transportation in Edmonton --> moved by Tbf69
 * Transportation in Calgary --> moved by Tbf69

 * This is such bad faith I'm like... stunned. —Joeyconnick (talk) 01:30, 15 February 2023 (UTC)
 * My apologies for not disclosing that I moved those ones, but, you will find that the others were NOT moved by me.
 * I however did not create Transport in Quebec City, it was created by @Jarble in November 2022, I simply WP:SPLIT the contents of the section on transport at Quebec City into the article, which was just a redirect. Further to this Transportation in Quebec City is a actually currently a red link ---   Tbf69   P • T 08:55, 15 February 2023 (UTC)

 * Oppose somehow transportation sounds better and more idiomatic to my (Canadian) ears. More plain language. The fact that some official documents use Transport shouldn't have any relevance. Government departments may use an official or highly specific register of a language which does not necessarily determine how average people speak. I definitely think there is no difference in meaning so it comes down to a matter of taste and use of language. Dan Carkner (talk) 01:40, 15 February 2023 (UTC)
 * With all due respect, wouldn't that argument be invalid per WP:NOR? ---   Tbf69   P • T 08:55, 15 February 2023 (UTC)
 * In what way is use of the word transportation original research ? These article title debates are always subjective and aimed at finding the most natural language that we are guessing people may expect and search for and which reasonably expresses the topic. If you disagree with my subjective feeling about which term is preferable that's your right. Dan Carkner (talk) 23:13, 15 February 2023 (UTC)

 * Oppose. "Transportation" and "transport" are both used in Canadian English, and I think "transportation" is probably used more often in Canadian English. On the official Transport Canada website, they use the term "transportation" more often. I think it would be better to standardize the North American articles to use "transportation". Rreagan007 (talk) 17:49, 15 February 2023 (UTC)
 * Searching for ["Transportation in" Canada] on Google gives 12,400,000 results, whereas ["Transport in" Canada] gives 17,500,000 results, indicating higher usage. ---   Tbf69   P • T 17:52, 15 February 2023 (UTC)
 * "Canadians use both transport and transportation, though the latter has the edge." Using Google search results in the way you are doing isn't a reliable way to measure usage in Canadian English. Rreagan007 (talk) 18:15, 15 February 2023 (UTC)
 * With all due respect, "I think "transportation" is probably used more often in Canadian English" isn't reliable or verifiable ---   Tbf69   P • T 18:23, 15 February 2023 (UTC)
 * Which is why I provided a source that says "transportation" is used more than "transport" in Canadian English. Do you have a source that says otherwise? Rreagan007 (talk) 19:23, 15 February 2023 (UTC)
 * Yes but the name of two government instutions (Transport Canada, Minister of Transport (Canada)), is more significant than some press release or website jargon. ---   Tbf69   P • T 19:46, 15 February 2023 (UTC)
 * Well if we had an article specifically on the government bodies that use the term "transport" in their name, then that is what we should use. But these articles are all on transportation in Canada more generally. Rreagan007 (talk) 00:34, 16 February 2023 (UTC)

 * Oppose: This is the third discussion on the matter, and the first to be arguably unnecessary. Initial request move was inconclusive, while the second had consensus for Transportation in Canada.

 * As an example of which word is used more in Canadian English: the provincial and territorial ministries responsible for transportation in Canada all use "Minister of Transportation" in some form, except for Saskatchewan and the Yukon, where they have opted to use "highways" in place of "transportation". None of them use "transport" in their respective portfolio positions; it is only the federal entity that has chosen to use that word. That said, it was suggested in the previous request move that "the names of government agencies have no bearing on common Canadian usage of the word". I'm citing this information as a counter on this request move as it has been suggested that "the name[s] of two government institutions...is more significant than some press release or website jargon". —Northwest (talk) 00:32, 16 February 2023 (UTC)

 * Oppose - Aside from "Transport Canada", no provincial ministry uses "Transport" (Quebec being an exception, but that's French). The federal ministry is also part of the Transportation, Infrastructure and Communities portfolio. Finally, a well-oiled trout to Tbf69 for gaming the system (although I will assume good faith that it was not intentional). - Floydian τ ¢ 15:34, 16 February 2023 (UTC)

The discussion above is closed. Please do not modify it.</b> Subsequent comments should be made on the appropriate discussion page. No further edits should be made to this discussion.
 * Oppose and revert all of Tbf69's moves which cited "Transport in Canada" despite that not being the title of this article. Canadian English uses "Transportation" just fine.  SnowFire (talk) 05:06, 21 February 2023 (UTC)

title: Talk:Transportation in Canada


text:
Category:Fictional events

This category is for events that occurred in works of fiction.

See also Alternate history (fiction).

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

title: Category:Fictional events


text:
Antonov An-2

The Antonov An-2  (USAF/DoD reporting name Type 22, NATO reporting name Colt ) is a Soviet mass-produced single-engine biplane utility/agricultural aircraft designed and manufactured by the Antonov Design Bureau beginning in 1947. Its durability, high lifting power, and ability to take off and land from poor runways have given it a long service life. The An-2 was produced up to 2001 and remains in service with military and civilian operators around the world.

The An-2 was designed as a utility aircraft for use in forestry and agriculture, but the basic airframe is highly adaptable and numerous variants of the type have been developed; these include hopper-equipped versions for crop-dusting, scientific versions for atmospheric sampling, water-bombers for fighting forest-fires, flying ambulances, float-equipped seaplane versions and lightly armed combat versions for dropping paratroops.

The most common version is the An-2T 12-seater passenger aircraft. All versions (other than the An-3 and the An-2-100) are powered by a 750 kW nine-cylinder Shvetsov ASh-62 radial engine, which was developed from the Wright R-1820. The An-2 typically consumes 2.5 L/min.

Origins
The Antonov An-2 was designed to meet a 1940s Soviet Ministry of Forestry requirement for a replacement for the much lighter, largely wooden-airframed Polikarpov Po-2, which was used in large numbers in both agricultural and utility roles. Antonov designed a large single bay biplane of all-metal construction, with an enclosed cockpit and a cabin with seats for twelve passengers. The first prototype, designated SKh-1 and powered by a Shvetsov ASh-21 radial engine, flew on 31 August 1947. The second prototype was fitted with a more powerful Shvetsov ASh-62 engine, which allowed the aircraft's payload to be significantly increased from 1,300 to 2,140 kg, and in this form it was ordered into production.

Initial Soviet production was at State Factory 473 in Kiev, Ukrainian SSR, where the bulk of up to 5,000 units had been produced by 1960. Later Soviet production (after 1965, of model An-2M especially) was at State Factory 464 at Dolgoprudniy, Russian SFSR. After 1960, most An-2s were constructed at Poland's WSK factory in Mielec; it is believed that over 13,000 aircraft were built in Poland before principal manufacturing activity ended during 1991.

Up until 2001, limited production was undertaken using remaining stocks of components, spares and maintenance coverage, such as a small batch of four aircraft that were produced for Vietnam. China also builds the An-2 under licence as the Shijiazhuang Y-5. It has been occasionally and erroneously reported that there was East German production of the An-2; while An-2s often underwent extensive refurbishment in East German facilities, no new aircraft were constructed there.

The An-2 is commonly used as a light utility transport, parachute drop aircraft, agricultural work and other tasks suited to a large slow biplane. Its slow flight and good short field performance make it suited for short, unimproved fields, and some specialized variants have also been built for cold weather and other extreme environments. The Guinness Book of World Records states that the 45-year production run for the An-2 was for a time the longest ever for any aircraft and challenged the well over two decades-long run of the much lighter, late-1920s origin Polikarpov Po-2 biplane it was intended to replace. The An-2's record was exceeded by the four-turboprop, 1954-origin, Lockheed C-130 Hercules military transport.

Further development

During the early 1980s, Antonov experimented with a development of the An-2 powered by a modern turboprop engine. The unit used was a 1450 hp Glushenkov engine. Aircraft fitted with this engine had a longer, more streamlined nose to accommodate it. It received the designation of Antonov An-3.

During 2013, Antonov announced that it had successfully flown for the first time a new version of the An-2, dubbed the An-2-100, which was fitted with a three-blade reversible propeller and a 1500 shp Motor Sich MS-14 turboprop running on kerosene rather than Avgas, which is no longer produced in CIS countries. That same year, the company stated that it had received orders for upgrading "hundreds" of the An-2 planes still in operation in Azerbaijan, Cuba and Russia to the An-2-100 upgrade version.

The Siberian Research Institute of Aviation (SIBNIA) has test flown a highly modified An-2 with carbon fibre winglet-like braces and carbon fibre wing structures. It was equipped with a five-bladed turboprop engine, most probably the Honeywell TPE331 already installed on a modernized version of the An-2 that entered service in 2014. According to Russian aviation company Sukhoi, this aircraft was built to demonstrate the aerodynamic and structural changes that were planned for an eventual An-2 replacement announced on 10 June 2015. The autoclave-cured carbonfibre composite materials – including wing panels, spars and ribs – were produced by the Novosibirsk Aviation Plant. Sukhoi says the design change improved the speed of the An-2 by 50%, and testing also has shown the minimum flying speed of the aircraft is "close to zero".

Design

The Antonov An-2 is a mass-produced single-engine biplane that has been commonly used as a utility and agricultural aircraft. It is deliberately furnished with a minimum of complex systems. The crucial wing leading edge slats that give the aircraft its slow flight ability are fully automatic, being held closed by the airflow over the wings. Once the airspeed drops below 64 km/h, the slats will extend because they are on elastic rubber springs. Under typical conditions, the take-off is complete within 170 m while the landing run requires 215 m; these figures will vary dependent upon various factors, such as the aircraft's take-off/landing weight, the external air temperature, surface roughness, and headwind.

The An-2 is equipped with various design features which make it suitable for operation in remote areas with unsurfaced airstrips. It is fitted with a pneumatic brake system (similar to those used on heavy road vehicles) to stop on short runways, along with an air line attached to the compressor, so the pressure in the tires and shock absorbers can be adjusted without the need for installing specialised equipment. The batteries, while sizable, are relatively easy to remove, so the aircraft does not need a ground power unit to supply power for starting the engine. Likewise, there is no need for an external fuel pump to refuel the aircraft as it is provided with an inbuilt onboard pump, which allows the tanks to be filled from simple fuel drums.

According to the operating handbook, the An-2 has no stall speed. A note from the pilot's handbook reads: "If the engine quits in instrument conditions or at night, the pilot should pull the control column full aft and keep the wings level. The leading-edge slats will snap out at about 64 km/h and when the airplane slows to a forward speed of about 40 km/h, the airplane will sink at about a parachute descent rate until the aircraft hits the ground."

As such, pilots of the An-2 have stated that they are capable of flying the aircraft in full control at 30 mph (as a contrast, a Cessna four-seater light aircraft has a stall speed of around 50 mph). This slow stall speed makes it possible for the aircraft to fly backwards relative to the ground: if the aircraft is pointed into a headwind of roughly 35 mi/h, it will travel backwards at 5 mi/h whilst under full control.

The An-2's ability, looks and flying characteristics, and its status as one of the world's biggest single-engined production biplanes, mean that demand for the An-2 is increasing in Western Europe and the United States, where they are prized by collectors of classic aircraft, making it an increasingly common sight at airshows. Many western countries prohibit the use of the An-2 commercially because the aircraft has not been certified by the relevant national aviation authorities. These restrictions vary by country, but all prevent the An-2 being used for any 'for profit' purpose, with the exception of the United States, where An-2s imported since 1993 are limited to experimental certification, but PZL-built An-2s are exempt from this restriction due to a bilateral agreement with Poland.

Military service
The An-2 was adopted in bulk by both the Soviet Air Force and other Eastern Bloc military forces. It was first used in a military context during the Korean War of the early 1950s.

The Vietnam People's Air Force (VPAF) was another prolific user of the AN-2; during the Vietnam War, the service occasionally used the type as an attack aircraft. During the 1960s, a single An-2 that was attempting to engage South Vietnamese naval units was shot down by a United States Air Force McDonnell Douglas F-4 Phantom II fighter, under the control of an Air Intercept Controller on the USS Long Beach (CGN-9).

On 12 January 1968, a clandestine TACAN site (call sign: Lima Site 85/Phou Pha Ti) installed by the United States Air Force in Northern Laos for directing USAF warplanes flying from Thailand to Vietnam was attacked by three North Vietnamese An-2s. A pair of An-2s fired on the outpost using a mixture of machine guns and rockets while a third An-2 orbited overhead to survey the assault.

An Air America Bell UH-1B, XW-PHF that had been resupplying the site gave chase to the two attacking aircraft. Using an AK-47, the American crew (Ted Moore Captain, Glen Wood Kicker) succeeded in shooting down one of the An-2s while the second aircraft was forced down by combined ground and air fire, eventually crashing into a mountain. The surviving Antonov returned to its home base, Gia Lam, near Hanoi.

During the Croatian War of Independence in 1991, a number of aged An-2 biplanes previously used for crop-spraying were converted by the Croatian Air Force to drop makeshift barrel bombs. They were also used to conduct supply missions to the town of Vukovar and other besieged parts of Croatia.

The chief advantage for the An-2 was that they could take off and land in small or improvised airstrips. They were also frequently used to drop supplies by parachute on isolated garrisons. At least one AN-2 was shot down on 2 December 1991 over Vinkovci, eastern Slavonia, by a Serbian surface to air missile (SAM) emplacement which purportedly launched a salvo of SA-6s at the aircraft.

Reportedly, North Korea has operated a number of the AN-2s. The Korean People's Army Special Operation Force is known to use the An-2 to facilitate the infiltration of paratroopers. It has been speculated that in wartime, these aircraft could possibly be used to deliver troops behind enemy lines for sabotage operations.

During the 2020 Nagorno-Karabakh war Azerbaijan Forces operated unmanned AN-2 for surveillance and bombing of Armenian defenses,  however the type of the drone was unknown as of October 2020. Armenian forces revealed footage of the alleged shootdown of an Azerbaijani An-2, according to video evidence at least 11 An-2 have been destroyed, with 10 confirmed as shot down and one crashing after takeoff.

On March 2, 2022, Russian An-2s were observed being stationed at Seshcha Air Base, Bryansk Oblast. As the base is situated close to the border with Ukraine, it was speculated that the aircraft are to be used as part of the 2022 Russian invasion of Ukraine.

Civil aviation
Over the years, dozens of nations and companies alike have employed the An-2 in civil roles. The type was heavily used throughout the Soviet Union and the Eastern Bloc nations; in particular, Russian airline Aeroflot has operated a large number of the An-2s. During the Soviet era, the An-2 was used as a short-range airliner in Estonia, performing regular flights between the towns of Kuressaare and Kärdla, which reside on separate islands, Saaremaa and Hiiumaa.

Since the collapse of the Soviet Union and the various communist states of Eastern Europe, most airlines in these regions have been withdrawing their An-2s from service. This is due to some of these aircraft being over 40 years old, as well as a result of the decline in the production of avgas to fuel the type. Private operators are typically still using the An-2s, as their stability, capacity and slow-flying ability has made them relatively popular for some functions, such as for skydiving.

Whilst their relatively high noise levels, increasing maintenance costs, high fuel consumption and unsophisticated nature (the pre-flight checks alone take between 30 and 40 minutes) has rendered them obsolete for the majority of commercial routes in Europe, the large number of aircraft available means that unit prices are especially low in comparison to contemporaries (being available from as little as US$30,000 for a serviceable example). The price factor has made them highly attractive for continued use in the developing world, where their ability to carry large loads into short airstrips makes them assets to airlines on a budget. Many ex-Aeroflot An-2s have since found work with regional operators across Africa, Central and South America, Cuba and southeast Asia.

As of 2015, there were thousands of An-2s remaining in operation around the world, including over 1,500 in Russia, 294 in Kazakhstan and 54 in Ukraine.

Soviet / Polish production

 * Izdeliye F – The in-house designation for the An-2NAK observation aircraft which was later re-designated An-2K and/or An-2F.
 * Izdeliye K – A prototype weather reconnaissance/research aircraft with an observers cockpit immediately forward of the fin above the rear fuselage. First flown on 21 March 1948 'Izdeliye K' was found to be under-powered and unable to carry out its intended mission at high altitude, the aircraft was abandoned after a landing accident in October 1948. The concept was resurrected in 1954 as the 'An-2ZA' / 'An-6 Meteo'.
 * Izdeliye T – The original design concept originated at OKB-153 in Novosibirsk.
 * Izdeliye Sh – The in-house designation for the 'Izdeliye T' (presumably to confuse spies or infiltrators) design project at Novosibirsk.
 * SKh-1 – the original designation of the An-2 used during the design phase of the project before the OKB had been named after Antonov.
 * An-2A – Developed from the An-2T for use as a Balloon interceptor to intercept reconnaissance balloons from, US intelligence assets, over-flying the USSR. The prototype was converted from a Kiev built An-2 (c/n 110347315) using the Turbo-charged Ash-62IR/TK of the 'An-6 Meteo' and a combined searchlight/gun turret mounted on top of the rear fuselage, which mounted either a single Gryazev-Shipunov GSh-23 23 mm calibre twin-barrelled cannon or a single Afanas'yev A-12.7 12.7 mm calibre heavy machine-gun.
 * An-2E (Ekranoplan – wing in ground effect)An-2 converted into WIG (Rybachy, Kaliningrad Oblast - 2006 08 15).jpg (first use of the designation) – One of a series of projects from the early 1970s for WIG (Wing In Ground effect) derivatives of the An-2, designed at the TsLST (Tsentral'naya Laboratoriya Spasatel'noy Techniki – central laboratory for new types of rescue equipment).
 * An-2E (second use of the designation) – An Ekranoplan conversion (Ан-2Э) of an An-2P (RA-84692). The fuselage was retained and a large trapezoidal monoplane wing having extended wingtips with approx 45° dihedral, attached to the lower wing attachment points. The prototype conversion was intended to be a floatplane; however, its first public appearance was as a landplane with the standard An-2 undercarriage. Jointly developed by the Moscow Aviation Institute, MARZ (Moskovskiy Aviaremontnyy Zavod – Moscow Aircraft Overhaul Plant) and The TSZP-Saturn research institute the An-2E was also known as EA-00078. Power was supplied by the standard ASh-62IR radial engine with AV-2 propeller, but production versions were intended to be powered by automotive diesel engines of around 580 hp.
 * An-2F – Developed concurrently with the An-2 prototype, 'Izdeliye F' was an experimental artillery-observation aircraft with a twin-tail, ventral observer's position and dorsal defensive machine-gun position. The initial service designation of An-2NAK was changed to An-2F once post test flight modifications had been carried out. Two prototypes were built, with the first completed in the summer of 1948, but flight testing was delayed to April 1949 due to the need to incorporate modifications called up from the standard An-2 flight test programme. The flight test of the An-2F showed that the aircraft met all the requirements of the specification, but helicopters were demonstrating that they could perform the artillery correction role without the need to provide fixed base airstrip for them to operate from, thus the An-2F was not proceeded with and the two prototypes were retained by the Antonov bureau for hack duties with one later serving as a flying wind tunnel to investigate para-dropping from the Antonov An-8 twin-turboprop transport.
 * An-2F (second use of designation) – A VTOL project with vertical thrust to be provided by a Mikulin AM-9 turbojet in the rear fuselage.
 * An-2F (third use of the designation) – A proposed photo-mapping aircraft project, from the early 1990s, similar to the An-2PF equipped with one of five alternate cameras. Overall control was to have been by IBM 286 computer and the camera could be augmented or replaced by a thermal imaging system, Infra-Red imaging system, AP-6E autopilot, LDI-3 laser rangefinder and/or a GPS global positioning system.
 * An-2G (a.k.a. An-2Geo) – During 1974 WSK-Mielec developed a geo-physical survey aircraft for the Polish State Geophysical Survey Agency (Państwowe Przedsiębiorstwo Poszukiwań Geofizycznych), with equipment for measuring magnetic fields, radiation and other instruments for prospecting. Adapted to fly in tropical latitudes at low altitude the 'An-2G' could fly for six hours and two were used for survey work in Nigeria in 1974.
 * An-2L (Lesozashchita – forestry protection) – A fire bomber variant with three cassettes each holding 120 ampoules, containing 1litre (34 fl.oz.) of fire-retardant which were dropped as required. Trials revealed that this system was inefficient and further work was abandoned.
 * An-2LL (Letayuschaya Laboratoriya – flying laboratory) – Any of a number of An-2s used as testbeds for various equipment. One An-2SKh (RA-70547), modified by the State Research Institute of Aircraft Systems. (GosNII AS – Gosudarstvennyy Nauchno-Issledovatel'skiy Institut Aviatsionnykh Sistem), for environmental research, had a lateral observation blister which has often caused the aircraft to be misidentified as an An-2PF.
 * An-2LP (Lesopozharnyy – forest firefighter) – A single prototype converted from an An-2V floatplane, with 630 litre(139 Imp.Gal.) water tanks in each float for dropping on fires. The water tanks could be re-filled in flight, as the aircraft skimmed the surface of suitable bodies of water. Prior to dropping an alkaline wetting agent (NP-1 Sulphanol) was added to the water which was released through the scoops which also picked up the water to refill the tanks. Ten production aircraft were built seeing service in the Siberian and Far East regions of the USSR.
 * An-2LV (Lesnoj Vodnyj – forest hydroplane) – A firefighting waterbomber.
 * An-2M (Polish:[samolot] Morski – seaplane) – Polish production of the An-2V floatplane, designated An-2M, (not to be confused with the Soviet designation An-2M). Also known as the An-2W.
 * An-2M (Modifitsirovannyy – modified) – The designation An-2M was also used in the USSR for a much improved agricultural crop-sprayer/duster. The An-2M featured an all-duralumin welded and bonded fuselage, lockable tailwheel, enlarged fibre-glass hopper, Shvetsov ASh-62 radial engine with power take off to an auxiliary gearbox to drive the dusting/spraying equipment, an angular fin of increased area and a hermetically sealed cockpit with no access to the cabin/hopper area. The hopper capacity was increased 42% to 2,000 litres (440 Imp.gal.) delivering product through an outlet enlarged to 400 mm with dry product being fed to two dusting outlets at the tips of the lower wings. Due to lack of capacity at the Kiev factory and WSK-Mielec the An-2M was manufactured at DMZ N0.464 (Dolgoproodnyy Machinery Factory No.464) to the north of Moscow.
 * An-2P (Polish: Pasażerski – passenger) (Russian: Passazhirskiy – passenger) – Soviet and Polish production of a standard passenger variant. Soviet production An-2P's had 10 permanently installed seats in a heated insulated cabin. Polish production aircraft had 12–14 seats, two jump seats for children and a baby cot. A total of 837 An-2P's were built.
 * An-2P (Protivopozharnij – fire-fighting with water) – A fire-fighting aircraft with a dumpable hopper filled with water and/or retardant.
 * An-2PD-5 (Polish: Pasażerski [samolot] Dyspozycyjny – executive aircraft's) – The production version of the 'An-2PD-6', featuring almost identical interior furnishings with a work table and reading light replacing one of the chairs.
 * An-2PD-6 (Polish: Pasażerski [samolot] Dyspozycyjny – executive aircraft's) – A prototype six seat VIP variant of the An-2P produced at WSK-Mielec in 1970, featuring a folding table, mini-bar, pantry and toilet.
 * An-2PF – Soviet production An-2 aircraft configured for photo-mapping/survey tasks with camera hatches protected by sliding hatches on the undersurface of the fuselage.
 * An-2PF – A joint request from the Polish State mapping Agency (Państwowe Przedsiębiorstwo Kartografii) led to Polish production of eight 'An-2PF' aircraft configured for photo-mapping/survey tasks with camera hatches protected by sliding hatches on the undersurface of the fuselage.
 * An-2PK – A polar research aircraft developed by WSK-Mielec with heated skis, insulated cabin and an additional cabin heater.
 * An-2PRTV – A single Polish production An-2, (SP-TVN, c/n1G 15944), modified as a television broadcast relay aircraft for the Polish Radio and Television Co. (Polskie Radio i Telewizja).
 * An-2R (Polish: Rolniczy – agricultural) – WSK-Mielec manufactured agricultural variant with tank for 1300 kg of liquid or powdered chemicals.
 * An-2RA – A projected up-graded Agricultural aircraft, based on the An-2R, developed at WSK-Mielec.
 * An-2RT (Russian: Rele Translyator – relay translator) – A single An-2 was converted to a telemetry relay station, for missile development work, relaying telemetry from test missiles to a ground station.
 * An-2S (Sanitarnyy – medical) – The An-2S was an adaptation of the standard An-2T cargo plane with up to six stretcher patients or three stretchers and six walking wounded along with attendants and support equipment.
 * An-2SKh (Sel'skoKhozyaistvennyy – agricultural) – The agricultural version optimised for crop-spraying and crop-dusting. A metal construction chemical hopper was installed in the cabin near the centre of gravity, feeding a spreader through a 300mm orifice. The original spreader was replaced in 1975 by a standardised RTSh-1 three channel spreader which increased distribution width from 18 - 22 m to 34 - 36 m. Liquid chemicals could be sprayed using an interchangeable system which delivered chemical to spraybars via a ram air turbine driven regulator pump to give coverage 30 m wide. Powdered or granulated chemicals were loaded through a hatch in the roof of the cabin and liquid chemical through a special connector on the port side of the fuselage. Early An-2SKh's were typically limited to a 6,000-hour life, as opposed to a normal life of 12,000 hours, due to the corrosive effects of the chemicals. The introduction of epoxy based corrosion protection systems partly alleviated the situation, allowing the agricultural An-2s to continue flying for much longer. Five An-2SKh aircraft were converted to firefighters, from 1954, by pressurising the hopper filled with water and/or retardant and ejecting it from a nozzle in place of the dusting/spraying equipment, single aircraft were allocated to Civil Air Directorates across the country but proved relatively ineffectual.
 * An-2T (Transportnyy – cargo) – The baseline first production model for cargo and mail carriage.
 * An-2TD (Transportno-Desantnyy – cargo/paratrooper) – paratrooper version with 12 seats, static line attachment cables and drop signalling lights.
 * An-2TP (Transportno-Passazhirskiy – cargo/passenger) – A convertible passenger/cargo version, with tip-up seats for ten, released in 1949.
 * An-2TPS (Transportno-Passazhirskiy Sanitarnyy – cargo/passenger medical) – Polish production of ambulance aircraft derived from An-2TP aircraft with three stretchers each side and two medical attendants.
 * An-2V (Vodnyy – water-based) – A seaplane version of the baseline An-2 fitted with twin floats supported on wire-braced struts at the undercarriage attachment points and rear fuselage. Floatplane An-2s manufactured in Kiev were designated An-4 but there is little evidence that this designation was widely used. At least one An-2V. AN-2V Video
 * An-2V (Vysotnyy – high altitude) – Six aircraft were built, at the Kiev factory, as weather reconnaissance An-2V's for use at high altitude. Powered by the ASh-62IR/TK turbo-charged engine, they differed from the 'An-6 Meteo' by not having the observers cockpit forward of the fin.
 * An-2VA – water bomber.
 * An-2W (Wodnosamolot – seaplane) – Polish production of the An-2V, also sometimes designated An-2M (not to be confused with the improved variant).
 * An-2ZA (Zondirovaniye Atmosfery – atmosphere sampling) – The initial designation for a high altitude meteorological research re-designated as the 'An-6 Meteo'.
 * An-3 (first use of the designation) – A radical redesign of the An-2A to intercept reconnaissance balloons from US intelligence assets, over-flying the USSR. With a high aspect ratio monoplane high-set wing, turbo-charged ASh-62IR/TK and a combined searchlight/gun turret mounted on top of the rear fuselage.
 * An-3 (second use of designation) – In an effort to replace the An-2SKh, after the poor performance of the abortive WSK-Mielec M-15 Belphegor, it was proposed to fit a turboprop engine on an all new fuselage featuring a hunchback for the cockpit and An-2M tail surfaces. This design was not carried through and a less ambitious re-design resulted in the third and final use of the An-3 designation.
 * An-3 (third use of designation) – The prototype An-3 with a 1054 kW Glushenkov TVD-20 turboprop engine, sealed cockpit with separate entrance door above lower wing leading edge and air conditioning to improve the cockpit environment. Two prototypes were built (CCCP-06131 and CCCP37901) with a third registration (CCCP26700) which is believed to be a re-registration of one of the other two registrations. The flight tests and trials progressed well and the two prototypes set no less than six World Records for payload to altitude in their class. Due to the collapse of the USSR initial plans for production and variants were shelved until 1993 when production of converted aircraft began, as the An-3T, at the Omsk 'Polyot' factory.
 * An-3T – Due to the large number of surplus An-2s available the An-3T was not produced from scratch but by converting aircraft which had at least 50% of their life remaining. All the aircraft were re-registered and given new construction numbers.
 * An-3TK – A convertible passenger /cargo version with six foldable twin seats.
 * An-3SKh – An agricultural version tested with one of the original prototypes but with no known production conversions.
 * An-3P – A forest fire fighting water bomber with a tank installed in the fuselage.
 * An-3S – A projected ambulance version with six stretchers and two medical attendants.
 * An-3D – Projected military troopship version with tip-up seats for paratroopers.
 * An-4 – This designation was used for An-2V seaplanes produced at Kiev, but does not seem to be used much. This is either due to very limited production at Kiev or operators not making the distinction between the An-2V and An-4.
 * An-6 – A transport aircraft fitted with the Shvetsov Ash-62IR/TK turbo-charged engine was produced for use in mountainous areas at high altitudes. An unknown number were delivered to the Tajik Civil Aviation Directorate and the Polar directorate for use in the far north of the USSR and to support the USSR's Antarctic research stations. An6.webp
 * An-6 Meteo – After the failure of 'Izdeliye K', the Antonov bureau was tasked with developing the 'An-2ZA' high-altitude weather reconnaissance aircraft based on the An-2. Featuring the same observers cockpit, forward of the vertical stabiliser above the rear fuselage, used on 'Izdeliye K', power was supplied by a turbo-charged Shvetsov Ash-62IR/TK which enabled the 'An-2ZA' to carry out its intended high-altitude research role. On 9 June 1954 OKB-153 test pilot V.A. Kalinin and Flight Engineer V.I. Baklaykin set a World altitude record for Class C-1e-1 (3,000 - 6,000 kg) at 11,248 m which had not been broken by 2004. The 'An-2ZA' was re-designated 'An-6 Meteo' early in its career and continued to fly until a take-off accident in September 1958 caused extensive damage.
 * Grach-2 (Grach-Rook) – Students from the SKB MAI (Studencheskoye Konstruktorskoye Byuro Moskovskii Aviatsionii Institut [Sergo Ordjonikidze] – student construction bureau Moscow Aviation Institute [Sergo Ordjonikidze]) studied agricultural aircraft utilising the WIG effect. Their first effort, named Grach-2, was a standard An-2 fuselage mated to low-set inverted gull. reverse-delta monoplane wings with couter, constant chord, dihedral sections and fitted with a t-tail.
 * Grach-3 – The second projected WIG agricultural aircraft from the SKB MAI was the Grach-3. This aircraft was to have been similar to the Grach-2 but utilising a centre section with near constant chord which allowed the tailplane to be dispensed with and pitch controlled by elevators at the rear of the centre section.
 * Lala-1 – A research prototype with an open-frame rear fuselage, twin tail and twin tailwheels supported by struts under the rear of the fuselage pod. An Ivchenko AI-25 turbofan engine was fitted in the rear of the fuselage pod for use as a development model for the WSK-Mielec M-15 Belphegor agricultural aircraft.
 * SibNIA TVS-2MS – Turboprop conversion of An-2 by Siberian Aeronautical Research Institute (SibNIA) using 1100 shp Honeywell TPE331-12UHR engine. First flown 5 September 2011. Deliveries to the Aerial Forest Protection Service began in 2014, with six flying by August 2014 and 16 in service by early 2017.
 * SibNIA TVS-2-DT – Fitted with new composite wings (with no bracing struts or wires) and tail. First flight 10 June 2015.
 * SibNIA TVS-2-DTS – TVS-2-DT fitted with new all-composite fuselage. Production planned at Ulan-Ude Aviation Plant from 2019 to meet a requirement for at least 200 aircraft to be delivered from 2021 to 2025.
 * SibNIA TVS-2-DTS "Partizan" - unmanned version of the TVS-2-DTS

Chinese variants

 * Feng Shou-2 (Harvester-2) – The name given to the first Nanchang built agricultural 'Y-5II'. Yunshuji Y-5.jpg
 * Feihong-98 (FH-98) – Unmanned transport aircraft with a payload of 1.5 tonnes.
 * Nanchang Y-5 – (Yunshuji – transport) Chinese version of An-2, initially built from Soviet blueprints and with supervision from Soviet advisors, 727 had been built when production was transferred to Harbin in 1968.
 * Nanchang Y-5II – Crop-sprayer/duster with a chemical hopper/tank in the cabin and interchangeable spraying/dusting equipment. Cooling of the cockpit was increased to improve comfort in the sub-tropical regions of China. 229 built.
 * Shijiazhuang Y-5A – First mass-produced, Shijiazhuang built, version, light passenger transport, equivalent to the An-2T, 114 built.
 * Shijiazhuang Y-5B – Shijiazhuang built agricultural aircraft, equivalent to the An-2 SKh.
 * Shijiazhuang Y-5B-100 – Y-5B aircraft fitted with triple tipsails on the upper wing tips, which reputedly gave 20% higher climb rate and improved L/D ratio by 15%.
 * Shijiazhuang Y-5B(T) – A para-dropping version developed for the PLAAF, with up-dated avionics including a GPS.
 * Shijiazhuang Y-5B(K) – Variously reported as a tourist variant or Agricultural variant.
 * Shijiazhuang Y-5B(D) – Variously reported as an Agricultural variant or Tourist variant.
 * Nanchang Y-5C – Amphibian version of Y-5A fitted with two floats.
 * Nanchang Y-5D – Bomber crew trainer.
 * Nanchang Y-5K – A VIP passenger variant with five seats. Eleven were delivered to the PLAAF from 1958. A seven seater was delivered to Ho Chi Minh in North Vietnam and two were given to the Nepal Royal Flight for use by King Birendra.
 * Shijiazhuang Y-5B (turboprop) – A projected turboprop upgrade conversion programme replacing the 1,000 hp Huosai-5 radial engine with a more powerful turboprop.

Ukrainian variants

 * Antonov An-2-100 at the MAKS-2013 (01).jpgAn-2-100 – Modification of the design first flown in 2013 with a modern 3-bladed reversible propeller and a 1500shp Motor Sich Sich MS-14 turboprop engine running on kerosene rather than Avgas. First flew on 10 July 2013 in Kyiv

Operators
The aircraft is popular with air charter companies and small airlines, and is operated by private individuals and companies.

Current operators

 * Azerbaijani Air Force
 * Bulgarian Air Force
 * Georgian Air Force
 * Latvian Air Force
 * Moldovan Air Force
 * 🇰🇵 North Korea
 * Korean People's Air Force
 * Serbian Air Force and Air Defence
 * Moldovan Air Force
 * 🇰🇵 North Korea
 * Korean People's Air Force
 * Serbian Air Force and Air Defence
 * Serbian Air Force and Air Defence
 * Serbian Air Force and Air Defence

 * Armed Forces of Transnistria

Former operators

 * People's Socialist Republic of Albania / 🇦🇱
 * Albanian Air Force
 * Armenian Air Force
 * People's Republic of Bulgaria
 * Bulgarian Air Force
 * People's Liberation Army Air Force
 * People's Liberation Army Naval Air Force
 * Croatian Air Force
 * Cuban Air Force
 * Croatian Air Force
 * Cuban Air Force
 * Cuban Air Force
 * Cuban Air Force
 * 🇪🇬 Arab Republic of Egypt (1981–2011) / 🇪🇬 Arab Republic of Egypt
 * Egyptian Air Force
 * Estonian Air Force
 * Georgia (1990–2004)
 * Georgian Air Force
 * German Democratic Republic
 * Air Forces of the National People's Army
 * Air Forces of the National People's Army
 * Hungarian People's Republic / 🇭🇺
 * Hungarian Air Force
 * Mongolian People's Republic / 🇲🇳
 * Mongolian People's Air Force
 * Polish People's Republic / 🇵🇱
 * Polish Air Force
 * Socialist Republic of Romania /
 * Romanian Air Force
 * Soviet Air Force
 * Soviet Naval Aviation
 * Vietnam People's Air Force
 * Yemen Air Force
 * Vietnam People's Air Force
 * Yemen Air Force
 * Yemen Air Force

Accidents and incidents

As of 8 January 2023 there have been 802 An-2 hull-loss accidents, claiming a total of 825 lives. One of the most recent accidents occurred around 13:30 on 14 November 2022 in the Everglades, when an An-2, which had been seized by U.S. Customs and Border Protection was being transported to Fort Lauderdale Executive Airport and overturned during a forced landing caused by an engine failure. Both pilots survived.

The first known post-WWII act of suicide by pilot was with an An-2. Timofei Shovkunov stole an An-2 and flew it directly into his apartment building in Voroshilovgrad (now Luhansk) on March 27, 1972, apparently despondent after his wife having left along with his son the day before. He was the lone casualty.

In the third known post-WWII act of suicide by pilot, on September 26, 1976, Russian national Vladimir Serkov made an unauthorized takeoff with an An-2 (Reg # USSR-79868) from Novosibirsk-Severny Airport. He crashed it into the stairwell of an apartment complex at Stepnaya st., house 43 / 1, where his ex-wife's parents lived, in an attempt to kill his ex-wife. After completing two laps around the scene, Serkov attempted to pilot the plane to the parents' apartment where his wife and two-year-old son were visiting. The aircraft pierced the stairwell between the 3rd and 4th floors, and being fueled with 800 liters of gasoline, ignited a large fire inside the stairwell that ultimately spread to damage 30 total apartments. Firefighters were on scene in five minutes, taking 57 minutes to extinguish the blaze. A four-year-old and two six-year-old children were killed at the scene from burns. Another four-year-old child died eight days later as a result of burns. In total, 11 residents were injured as a result of fire burns. Serkov's ex-wife (and her parents) and his toddler son were not injured in the incident.

title: Antonov An-2


text: Category:Biologists

title: Category:Biologists


text:
CountryLink

CountryLink was a passenger rail and road service brand that operated in regional areas of New South Wales, and to and from Canberra, Brisbane and Melbourne. Originally created as a business unit (or sub-brand) of the State Rail Authority of New South Wales, it later became a subsidiary of RailCorp. CountryLink operated rail services using XPT and Xplorer rolling stock, with connecting coach services operated under contract by private operators.

Its services were taken over by NSW TrainLink.

History
CountryLink was established in January 1989 under the Transport Administration Act 1988 as a business unit of what was then the State Rail Authority to operate all non-metropolitan long distance passenger services. It inherited a fleet of XPT and locomotive-hauled passenger trains. Following the election of the Greiner State Government in March 1988, consultants Booz Allen Hamilton were commissioned to prepare a report into NSW rail services. On purely economic grounds, the report recommended closing all country passenger services as they were judged unviable, however this was not politically acceptable. If services were to be maintained, the report recommended an 'all XPT' option with an expanded network of coach services replacing many other services.

In November 1989, the Silver City Comet was withdrawn, while in February 1990 the Brisbane Limited and Pacific Coast Motorail were withdrawn and replaced by XPT services, the Canberra XPT was withdrawn and replaced by locomotive-hauled stock and the Northern Tablelands Express was truncated to Tamworth with road coaches introduced from Sydney to Armidale. The Intercapital Daylight ceased in August 1991 and the Sydney/Melbourne Express in November 1993 was replaced by an XPT in November 1993 following the delivery of additional stock.

In a June 1990 policy reversal, the government announced that it would purchase 17 Xplorer carriages to reintroduce services to Armidale and Moree and replace locomotive-hauled stock and coaches on services to Canberra. This would release an XPT to operate a daily service to operate the Grafton Express replacing a weekly locomotive-hauled service that was reintroduced at the same time. The Xplorers entered service on the North Western service in October 1993 and on the Canberra service in December 1993. In November 1994 the government ordered a further four Xplorer carriages.

In October 1990, the government announced that eight sleeper carriages would be ordered for use on overnight services to Brisbane, Murwillumbah and Melbourne. These were included in an order placed with ABB, Dandenong in 1991 for four power cars and 13 trailers that was jointly funded by the New South Wales and Victorian Governments.

In December 1994, a daylight service to Melbourne resumed by extending the Riverina XPT from Albury.

In 1995, CountryLink trialled three Swedish Railways X2000 tilting train carriages. After conducting a statewide tour in March, they were used on Canberra services from April until June with two modified XPT power cars.

In March 1996, services were reintroduced to Broken Hill and Griffith using refurbished locomotive-hauled rolling stock honouring an election commitment by the Carr State Government. Following the electrification of the Illawarra line from Dapto to Kiama, CityRail was able to release one of its mechanically identical Endeavours and this was converted to an Xplorer to replace the locomotive-hauled stock.

With the formation of RailCorp, responsibility for CountryLink transferred to the new corporation in January 2004. With the closure of the Muwillumbah branch, services were cut back to Casino from May 2004.

CountryLink was merged with the intercity services of CityRail to form NSW TrainLink on 1 July 2013.

Patronage
The following table lists patronage figures for the network during the corresponding financial year. Australia's financial years start on 1 July and end on 30 June.

Network
CountryLink operated its own rolling stock over track managed by RailCorp in Sydney and the Australian Rail Track Corporation and Rail Infrastructure Corporation outside of Sydney. The hub of its operation was Sydney Central railway station.

North Coast
The North Coast region covers the North Coast, Northern Rivers and South East Queensland regions. Accordingly, the Government of Queensland made a contribution to the provision of these services. North Coast region services appeared on the network map in red. Services ran along the Main North and North Coast lines from Sydney Central station to Roma Street station in Brisbane.

Principal stations served by XPT trains were:
 * Taree
 * Kempsey
 * Coffs Harbour
 * Grafton
 * Casino
 * Brisbane

Cities and towns served by CountryLink coaches connecting off North Coast services included: Tea Gardens, Forster, Port Macquarie, Yamba, Moree, Lismore, Alstonville, Ballina, Byron Bay, Murwillumbah, Tweed Heads and Surfers Paradise.

North Western
The North Western region covers the state's Hunter, Northern Tablelands and North West regions. North Western region services appeared on the network map in orange. Services ran along the Main North line from Sydney Central station to Werris Creek where the service divided for Armidale and Moree.

Principal stations served by Xplorer trains were:
 * Singleton
 * Scone
 * Tamworth
 * Armidale
 * Gunnedah
 * Narrabri
 * Moree

Cities and towns served by CountryLink coaches connecting off North Western services included: Wee Waa, Inverell, Grafton, Glen Innes and Tenterfield.

Western
The Western region covers the Central Tablelands and Western regions. Western region services appeared on the network map in yellow. Services ran along the Main Western Line from Sydney Central station to Dubbo and the Broken Hill line to Broken Hill.

Principal stations served by XPT trains were:
 * Bathurst
 * Orange
 * Dubbo

Principal stations served by Xplorer trains were:
 * Bathurst
 * Orange
 * Parkes
 * Broken Hill

Cities and towns served by CountryLink coaches connecting off Southern services included: Oberon, Mudgee, Baradine, Cowra, Grenfell, Forbes, Parkes, Condobolin, Lightning Ridge Brewarrina, Bourke, Warren and Broken Hill.

Southern
The Southern region covers the state's Illawarra, South Coast, Snowy Mountains, South West Slopes, Southern Tablelands, Riverina and Sunraysia regions plus the Australian Capital Territory and parts of Victoria. Accordingly, the Government of Victoria (though not the ACT Government) made a contribution to the provision of these services. Southern region services appeared on the network map in green. Services ran along the Main South line from Sydney Central station to Albury before continuing on the North East line to Southern Cross station in Melbourne, with the line to Canberra branching off south of Goulburn and the line to Griffith at Junee.

Principal stations served by XPT trains were:
 * Goulburn
 * Cootamundra
 * Wagga Wagga
 * Albury
 * Wangaratta
 * Melbourne

Principal stations served by Xplorer trains were:
 * Goulburn
 * Queanbeyan
 * Canberra
 * Cootamundra
 * Griffith

Cities and towns served by CountryLink coaches connecting off Southern services included: Wollongong, Bombala, Eden, Tumbarumba, Bathurst, Dubbo, Condobolin, Griffith, Mildura and Echuca.

Rolling stock
The final CountryLink fleet consisted of two train types, XPT (19 power cars and 60 carriages) and Xplorers (23 carriages). The XPT fleet was maintained at the purpose built XPT Service Centre. The Xplorer fleet was maintained at the Xplorer-Endeavour Service Centre.

Road coaches
The Public Transport Commission had first introduced coaches in September 1975 when six Dennings were introduced to replace all train services out of Dubbo. Coaches replaced many branch line rail services over the next few years and by 1987 the State Rail Authority had 36 Denning, Hino and Scania coaches operating throughout the state.

CountryLink adopted the model used by V/Line in Victoria and contracted out the provision of these services to private operators, with services transferring to the successful bidders between November 1989 and June 1990.

Coaches were originally painted in CountryLink's grey, white and blue livery. Following the transfer of the administration of coach services to the Department of Transport in July 1992, operators were not required to repaint coaches dedicated to CountryLink duties, thus most operated in the livery of their owners. This policy was later reversed and coaches once again were painted in CountryLink livery.

The full list of coach operators providing services at the time CountryLink ceased in June 2013 were:

Ministerial Inquiry
On 9 December 2003, the Minister for Transport Services released Professor Tom Parry's Final Report of the Ministerial Inquiry into Sustainable Transport. Known as the "Parry Report" it recommended refocusing CountryLink, and to adjust fare structures.

"CountryLink currently operates a number of train services that move relatively small numbers of passengers," the inquiry has concluded, noting that the high cost of maintenance and the need to replace rolling stock "makes these services very expensive ... they are expected to become even more expensive in the future." At the time of the report operating expenditure is around five times as much as revenue gained through ticket sales.

The Inquiry also noted that in the year ended June 2003, CountryLink incurred $29.9 million in costs associated with advertising, booking and selling tickets, against $43.5 million in fare revenue. "This is more than two-thirds of the revenue received from passengers and is excessive," the Inquiry report stated.

The Inquiry made eight specific recommendations for "refocusing CountryLink":
 * review the allocation of costs to CountryLink to improve the transparency of government railway accounts
 * seek efficiencies in the marketing of tickets
 * align subsidies to CountryLink with the benefits to the community
 * seek to have the ACT Government contribute to the cost of the Sydney-Canberra service
 * explore alternatives to rail on a case-by-case basis for all rural and regional routes
 * include CountryLink in integrated regional transport planning
 * establish "Solutions Teams" to assess various areas of CountryLink's operations
 * review fare structures and discounting

Government response
In 2005 the State Government announced a rationalisation of ticket offices across the CountryLink network, but ruled out the closure of further rail services in the immediate future. Ticket prices increased on 1 November.

Transport minister John Watkins told the Sydney Morning Herald that "To protect commuters who want a continued rail option, the Government has made a number of changes to booking options in an effort to secure CountryLink's future and boost patronage." Mr Watkins also said in front of news crew that the refurbishment of the XPTs would also encourage more people to use the trains. However the Opposition questioned how price increases would increase patronage.

Restructure
In May 2012, the newly elected O'Farrell State Government announced RailCorp would be restructured, with CountryLink and the regional services of CityRail incorporated into NSW TrainLink in July 2013.

Publication
CountryLink published an in-house journal, Freight Rail & Countrylink Xpress, in conjunction with Freight Rail.

title: CountryLink


text: Category:Austrian philosophers

title: Category:Austrian philosophers


text:
Pembina River (Manitoba – North Dakota)

The Pembina River is a tributary of the Red River of the North, approximately 319 mi long, in southern Manitoba in Canada and northeastern North Dakota in the United States. It drains an area (about 8500 square kilometers) of the prairie country along the Canada–US border, threading the Manitoba-North Dakota border eastward to the Red River. Via the Red River, Lake Winnipeg and the Nelson River, it is part of the watershed of Hudson Bay.

It rises in several streams on the eastern side of the Turtle Mountains on both sides of the international border. The streams converge near Neelin, Manitoba and flow initially northeast, then southeast along the west side of the Pembina Hills into Cavalier County in northeastern North Dakota. It flows east, just south of the border, past Walhalla and Neche. It joins the Red River from the west just south of Pembina, approximately 2 mi south of the international border. It receives the Tongue River from the south approximately 2 mi upstream from its mouth on the Red.

The main tributaries of the Pembina River are Badger Creek and Long River. Some of the numerous minor tributaries include the Mary Jane, Pilot, Crystal, and Snowflake Creeks. The Pembina River ranges in depth from 1.5 to 4 m at mid-channel. The full width of the river is highly variable, ranging from 6 m to as much as 40 m in other areas. There are numerous wetlands and prairie potholes in this watershed.

The elevation of the watershed ranges from 721 m above sea level in the southwestern corner of the watershed, down to 330 m adjacent to the Pembina River in the southeastern corner of the watershed. The watershed is level through the central and eastern regions, however the elevation rises roughly 200 m in the 25 km radius around the Turtle Mountain Provincial Park.

Water flow rates in the Pembina River watershed are highly variable. Data from hydrometric stations are used to monitor river flow rates and lake levels, for flood forecasting, and water management investigations. Water levels typically peak during spring run-off and rapidly declines generally in a few days. Groundwater contribution to stream flow normally ensures the river runs throughout the year. The months of March, April and May account for 68 percent of the run-off in a given year. Annual spring run-off rates are highly variable. In Neche, ND the lowest annual volume recorded was 356-m (2870 acre-ft) in 1939. The highest recorded volume was 94,400 hectare-m (765,000 acre-ft) in 1997.

Environment Canada has a water quality monitoring station is maintained at the south-east corner of the watershed, near the International Boundary. Information from this station is collected regularly and is used to analyze for numerous variables including pesticides, metals, nutrients, general chemistry, and bacteria. A study conducted in 2001 found that over a 25-year period (1974–99) phosphorus concentrations had increased by 52 percent in the Pembina river. This increase in phosphorus is likely a result of increased nutrient input from a combination of wastewater treatment, agricultural inputs, and atmospheric depositions. Elevated phosphorus concentrations promote excessive algal bloom growth, which have many undesirable outcomes for the watershed and the entire Lake Winnipeg basin.

title: Pembina River (Manitoba – North Dakota)


text:
Roger L. Simon

Roger Lichtenberg Simon (born November 22, 1943) is an American novelist and screenwriter. He was formerly CEO of PJ Media (formerly known as Pajamas Media) and is now its CEO Emeritus. He is the author of eleven novels, including the Moses Wine detective series, seven produced screenplays and two non-fiction books. He has served as president of the West Coast branch of PEN, and as a member of the Board of Directors of the Writers Guild of America; he was also on the faculty of the American Film Institute and the Sundance Institute.

He has contributed to The New York Times, The Wall Street Journal, The Los Angeles Times, Commentary, Real Clear Politics and City Journal, among others. Simon has also been a Hoover Institute Media Fellow.

Simon's most recent work, The Goat, was published in 2019. It was described as his "best novel" by The New Criterion.

As of December 1, 2019, Simon has moved his journalism exclusively to The Epoch Times as their Editor-at-Large.

PJ Media
Simon served as CEO of PJ Media until 2013 and is currently its CEO Emeritus. PJ Media is a media company and operator of an eponymous conservative opinion and commentary website. Founded in 2004 by a network primarily, but not exclusively, made up of conservatives and libertarians led by Simon, it was originally intended as a forum "with the intention of... aggregating blogs to increase corporate advertising and creating our own professional news service" but later included an online television service, PJTV, as well. PJ Media's name, formerly Pajamas Media, is derived from a dismissive comment made by former news executive vice-president Jonathan Klein of CBS during the Killian documents affair involving then-CBS anchorman Dan Rather in the fall of 2004: "You couldn't have a starker contrast between the multiple layers of checks and balances at 60 Minutes and a guy sitting in his living room in his pajamas". PJ Media was sold to Salem Communications in March 2019. Simon continues his affiliation with the company as co-founder and CEO Emeritus.

The Big Fix
Roger L. Simon began to develop the idea for Moses Wine when Alan Rinzler, who was working as an editor at Straight Arrow Books, a venture by Rolling Stone, suggested that a book Simon had written about a veteran of the Bay of Pigs Invasion who goes crazy and kidnaps the son of a radical lawyer, had poor commercial prospects. Rinzler suggested that Simon do something "more Rolling Stone".

In response, Simon, who had recently been exploring the works of Raymond Chandler and Ross Macdonald came up with the idea of updating the private-eye genre with a "hip, political, and edgy longhair". Six weeks later, Simon had finished the first Moses Wine novel, "The Big Fix". At the time, Simon was living in Echo Park, California, where many of the stories in the Moses Wine series take place. Moses Wine was different from other fictional detectives that Simon saw as devoid of ethnicity, family, friends, or interests outside of work. In Moses Wine, Simon created a character that was proudly Jewish, divorced, and given to smoking marijuana. The cases taken on by Moses Wine were also unconventional. "The Big Fix" focused on the case of an Abbie Hoffman-like radical prankster who attempts to derail the presidential candidacy of a liberal democrat. "The Big Fix" won several awards and became a best-seller. It was later turned into a popular movie starring Richard Dreyfuss in 1978 for which Simon wrote the screenplay.

Raising the Dead
In "Raising the Dead", Wine is retained by an Arab organization to prove that it had nothing to do with a terrorist attack. Most of the story takes place in Israel and Los Angeles, where a young member of a militant Jewish group has gone underground.

Responding to speculation that he had uncovered information related to the killing of Alex Odeh, a regional director for the American-Arab Anti-Discrimination League who had spoken out regarding the takeover of an Italian cruise-ship by Palestinians, Simon said that while he had visited Israel twice and talked to Jews and Arabs in the West Bank, he had not made any inquiries about the case. Simon said, "This is not fact, this is fiction. If I had accidentally uncovered any information, I would have gone right to the FBI. It's a capital case."

California Roll
At the start of California Roll, Wine is feeling his age and recovering from a mid-life crisis when he is invited to Silicon Valley by Alex Wiznitsky, a young genius known as the Wiz, who wants him to become head of security for Tulip, a computer company that rose from backstreet obscurity into the Fortune 500 in only three years. Soon after, one of the Wiz's collaborators, another genius known as the Last Nerd, has disappeared. Wine eventually follows the case to Japan where roughly half the story takes place.

The Straight Man
In "The Straight Man" Wine has quit his posh job in corporate security and is back in West Los Angeles where he is half-heartedly doing private detective work from his apartment while trying to cure his mental angst with regular visits to a psychiatrist. This psychiatrist, himself disabled and using a wheelchair, asks Wine to investigate a possible murder. The dead man, Mike Ptak, was the husband of a patient being treated by the psychiatrist.

Moses Wine as autobiography
Simon says that the books are partially autobiographical. He said, "the series reflects where I was and where I am. It's my diary. I have to have some new thing happening in my life that engages me. I wrap a mystery around that. That's why there aren't more books. I've always been told that I should be doing one every year-and-a-half. I can't. I can't treat it like a television series, every week a new mystery." Simon published eight books about Wine over a 30-year period, from 1974 to 2003. No new Moses Wine volumes have appeared since then.

Turning Right at Hollywood and Vine: The Perils of Coming Out Conservative in Tinseltown
First published as "Blacklisting Myself", this short memoir was Simon's first book-length work of non-fiction. It describes his gradual political turn from left to right as well as many personal adventures in movie business working with such well known figures as Richard Dreyfuss, Richard Pryor, Woody Allen and Paul Mazursky.

I Know Best: How Moral Narcissism Is Destroying Our Republic, If It Hasn't Already
An outgrowth of Simon's political writing, this book explains how moral narcissism is a threat to our republic. Unlike the conventional narcissism of a Greek youth transfixed by his handsome reflection in a pool, this is a narcissism of ideology. What you proclaim are your ideas and values, Simon warns, not their results are what makes you "good". The first chapter of this book was reprinted in Commentary magazine.

Screenplays
Besides "The Big Fix", among Simon's other screenwriting credits are Bustin' Loose, with Richard Pryor, Enemies, A Love Story with Anjelica Huston and Ron Silver, My Man Adam which Simon also directed, and Scenes from a Mall, with Woody Allen and Bette Midler. Simon also received story credit on A Better Life, a movie about an undocumented immigrant working as a gardener in Los Angeles while struggling to keep his son away from gangs.

Awards
Simon was nominated for an Academy Award for co-writing the screenplay of the 1989 film Enemies, a Love Story based on the novel by Nobel Prize winner Isaac Bashevis Singer.

The Moses Wine novels have been nominated for the Edgar Awards from the Mystery Writers of America. The Big Fix received the John Creasey Award for best first crime novel from the Crime Writers of Great Britain.

Political views
Simon remained conventionally liberal until the 1990s when he began asking questions in response to events such as the O.J. Simpson murder trial. Simon, a former civil rights activist in the 1960s, said he was shocked by "the kind of essential dishonesty to justice" of Simpson's acquittal. Simon said, "I found the use of racial politics in the O.J. trial so repellent to me, morally, but also, I couldn't believe it was happening right there in front of my eyes. It started to shake up some things. And then came 9/11."

Simon experienced a political transformation in which he felt alienated from what he saw as the excesses of the Left after the realities of the September 11 attacks affected him. He jokes, "I may be the first American writer who was profiled both by Mother Jones and National Review." He supports same-sex marriage and the War on Terror, and contends that those issues are linked. He also edits a weblog. In 2005 he founded, with jazz guitarist Charles Johnson, webmaster of the Little Green Footballs weblog, a startup company called Pajamas Media. Pajamas Media, now known as PJ Media, expanded in 2008 into Internet television with Pajamas TV, later known as PJTV. Simon, with screenwriter Lionel Chetwynd, hosts PJTV's "Poliwood" show, covering the intersection of politics and Hollywood.

Simon's first non-fiction book, Blacklisting Myself: Memoir of a Hollywood Apostate in the Age of Terror, was published by Encounter Books in February 2009. It was republished in 2011 with additional material under the title Turning Right at Hollywood and Vine: The Perils of Coming Out Conservative in Tinseltown

In May 2015, Simon began writing the Diary of a Mad Voter blog for PJ Media to cover the presidential election of 2016, interviewing major candidates in print and video.

Simon's recent book -I Know Best: How Moral Narcissism Is Destroying Our Republic, If It hasn't Already – was published by Encounter Books in June 2016.

Education and personal life
Born to a Jewish family in New York City on November 22, 1943, Simon is a graduate of Dartmouth College and the Yale School of Drama. He has been married three times. He is currently married to Sheryl Longin, who wrote the screenplay for Dick, a film spoof of events in the Watergate political scandal. In 1997 Simon directed the feature film Prague Duet based on a script he wrote with Longin. They currently live in Nashville, Tennessee with their daughter.

Novels

 * Heir (also published as Dead Meet) (1968)
 * The Mama Tass Manifesto (1970) ISBN 0-03-084528-9
 * The Big Fix (1973) ISBN 0-87932-048-6
 * Wild Turkey (1974) ISBN 0-87932-082-6
 * Peking Duck (1979) ISBN 0-671-22880-3
 * California Roll (1985) ISBN 0-394-53711-4
 * The Straight Man (1986) ISBN 0-394-55837-5
 * Raising the Dead (1988) ISBN 0-394-56441-3
 * The Lost Coast (1997) ISBN 0-06-017707-1
 * Director's Cut (2003) ISBN 0-7434-5802-8
 * The GOAT (2019) ISBN 9780578513973

Play

 * The Party Line: A Play in Two Acts (with Sheryl Longin) (2012) ISBN 0985905204

Produced Screenplays

 * The Big Fix (1978)
 * Bustin' Loose (1981)
 * My Man Adam (with Renée Missel) (1985) also director
 * Enemies, A Love Story (with Paul Mazursky, based on the novel by Isaac Bashevis Singer) (1989)
 * Scenes From A Mall (with Paul Mazursky) (1991)
 * Prague Duet (with Sheryl Longin) (1998) also director

The 1971 film Jennifer on My Mind and the 2011 film A Better Life were both based on material by Simon, but he did not write the screenplay for either film.

Non-fiction

 * Blacklisting Myself: Memoir of a Hollywood Apostate in the Age of Terror (2009) ISBN 1-59403-247-5
 * Turning Right at Hollywood and Vine: The Perils of Coming Out Conservative in Tinseltown (2011) ISBN 1-59403-481-8
 * I Know Best (2016) ISBN 1594038058
 * American Refugees (2024) ISBN 1641773979

title: Roger L. Simon


text: Category:Case law

title: Category:Case law


text: Category:Jewish philosophers

title: Category:Jewish philosophers


text:
Category:Spanish philosophers

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title: Category:Spanish philosophers


text: Category:Muslim philosophers

title: Category:Muslim philosophers


text:
Category:Enzymes

Enzymes appear in the subcategory Category:Enzymes by function according to the EC number classification: For a list of enzymes currently sorted in this category, see List of enzymes
 * EC 1 Oxidoreductases: catalyze oxidation/reduction reactions
 * EC 2 Transferases: transfer a functional group (e.g. a methyl or phosphate group)
 * EC 3 Hydrolases: catalyze the hydrolysis of various bonds
 * EC 4 Lyases: cleave various bonds by means other than hydrolysis and oxidation
 * EC 5 Isomerases: catalyze isomerization changes within a single molecule
 * EC 6 Ligases: join two molecules with covalent bonds

title: Category:Enzymes


text:
Current River

Current River may refer to:

 * Canada:

 * Current River (Ontario), a tributary of Lake Superior in Thunder Bay
 * Current River, Thunder Bay, Ontario, a neighborhood

 * United States:

 * Current River (Ozarks), a tributary of the Black River in Missouri
 * Current River State Park, Shannon County, Missouri
 * Current River Township, Ripley County, Missouri

title: Current River


text: Category:Persian philosophers

title: Category:Persian philosophers


text:
Robert G. Wilmers

Robert George "Bob" Wilmers (April 20, 1934 – December 16, 2017) was an American billionaire banker. He was the chairman and CEO of M&T Bank from 1983 until his death in 2017, except for an 18-month break in 2005 - 2006.

Early life and education
Robert George Wilmers was born in New York on April 20, 1934, as one of three children to Charles Wilmers, an executive with the Belgium utility holding company, Sofina, who would eventually become its president, and his wife Cecilia. He grew up in New York City and Belgium. His sister Mary-Kay Wilmers is the editor of the London Review of Books, the well-known literary journal.

He graduated from the Phillips Exeter Academy and Harvard College (1956), and attended the Harvard Graduate School of Business Administration.

Career
He started his career at Bankers Trust Co. in 1962, served in New York City government under mayor John Lindsay as a financial official in the 1960s, then went on to work at Morgan Guaranty Trust Company.

He served as chairman and CEO of M&T Bank and its subsidiary, Manufacturers and Traders Trust Company (M&T Bank) since 1983.

In 1992, the State University of New York at Buffalo School of Management named Wilmers Niagara Frontier Executive of the Year. In 1991, the Greater Buffalo Chamber of Commerce named him Western New Yorker of the Year. He received honorary degrees from Canisius College (1988), Niagara University (1991) and the State University of New York at Buffalo (2004). He was cited by The Buffalo News in 1987 and 1994 as a Citizen of the Year. Wilmers retired as CEO in 2005 but returned 18 months later after his successor, Robert Sadler, stepped down from the post and later received the 2005 American Banker Lifetime Achievement Award. In 2008, Wilmers was awarded Chevalier of the Legion of Honor by the President of France. In December 2011, he was named Banker of the Year by American Banker.

He purchased Chateau Haut-Bailly, a winery in Bordeaux, France, in 1998.

He served as chairman of the Empire State Development Corporation from 2008 to 2009, chairman of the New York State Bankers Association in 2002 and as a director of the Federal Reserve Bank of New York from 1993 to 1998.

In 2011, he was named "banker of the year" by American Banker.

In 2016, together with several partners, he purchased a group of newspapers in western New England, including The Berkshire Eagle of Pittsfield, MA.

In January 2017, the rising value of bank stocks meant that Wilmers had become a billionaire.

Personal life and death
His widow Elisabeth Wilmers is French, and they owned Château Haut-Bailly from 1998 until his death, as well as the nearby property Château Le Pape from 2012 onwards.

Wilmers died at his home in New York City on December 16, 2017. The cause of death was a heart attack while recovering from a recent surgery.

title: Robert G. Wilmers


text: Category:Angola

title: Category:Angola