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Gueorgui Otyrba

Gueorgui Otyrba is an Abkhazian politician and academic. He was the first Human Rights Commissioner of Abkhazia between 2007 and 2016 and acting Foreign Affairs Minister between June and July 2004.

Education and career
Otyrba studied history at the Institute of History and Archives in Moscow, receiving his first degree in 1984, as well as a second degree from the Institute of General History in 1990. He was appointed as a Professor in the Department of Modern History at Abkhazian State University in the same year, and through the early 1990s, served as a visiting scholar in a number of universities around the world, including Johns Hopkins University and Maryland University in the United States and the Hebrew University of Jerusalem in Israel, often dealing in topics associated with the civil war in his homeland.

These experiences saw Otyrba take an interest in foreign policy, and in 1996, he underwent a course in mediation and human rights monitoring in Austria. He became involved in trying to establish dialogue between the two sides, and in 1997, was appointed Deputy Foreign Minister of Abkhazia. In the same year, he became Director of the Civil Society Development Centre a non-government organization based in the city of Gagra, a position which he held for approximately a year. Otyrba continued to both work in academia and serve as Deputy Foreign Minister for several years, and when long-serving Foreign Minister Sergey Shamba resigned to run in the 2004 elections, Otyrba was a natural choice to fill in as a temporary replacement. However, the position only lasted for two months before he was replaced by Igor Akhba on 28 July 2004., and Otyrba has since returned to his prior roles.

In his capacity of acting Foreign Minister, Otyrba headed the Abkhazian delegation to the meeting on repatriation of refugees held 20 July 2004 in Sochi.

On 3 March 2007, Otyrba was appointed the first Commissioner for Human Rights of Abkhazia under the President of Abkhazia by Sergei Bagapsh. Following the adoption of a law constituting a new, independent, Human Rights Commissioner, the old office under the President was abolished and Otyrba was formally dismissed by Raul Khajimba on 4 May 2016.

Otyrba is a native speaker of Abkhaz and Russian, speaks English fluently, and is also competent in Italian.

title: Gueorgui Otyrba


text:
University of Alabama in Huntsville

The University of Alabama in Huntsville (UAH) is a public research university in Huntsville, Alabama. The university is accredited by the Southern Association of Colleges and Schools and comprises eight colleges: arts, humanities & social sciences; business; education; engineering; honors; nursing; science; and graduate. The university's enrollment is approximately 10,000. It is part of the University of Alabama System and is classified among "R1: Doctoral Universities: Very High Research Activity".

History
The genesis for a publicly funded institution of higher education in Huntsville was years in the making. Beginning in January 1950 as an extension of the University of Alabama and known as the University of Alabama Huntsville Center, classes were first taught at West Huntsville High School.

However, the university's direction changed in 1961, when Wernher von Braun, a German rocket scientist brought to the United States under Operation Paperclip after working for the Nazi regime, helped create a research institute to provide advanced engineering and science curricula to NASA scientists and engineers. This institute was built right off US 72 which was renamed University Drive quickly after. Throughout the years, the campus expanded south along Sparkman Drive to reach Interstate 565.

UAH's first undergraduate degrees were awarded in May 1968 as part of the spring commencement ceremony at The University of Alabama, Tuscaloosa, (although a "cap and gown" ceremony was held in Huntsville). One year later, the University of Alabama System Board of Trustees voted to make UAH an independent and autonomous campus. Benjamin Graves, a 1942 graduate of the University of Mississippi and president of Millsaps College in Jackson, Mississippi, was tapped as UAH's first president in 1970. He returned to faculty status in 1979 and retired in 1989. The first degree awarded for work completed entirely on the UAH campus was awarded to Julian Palmore in 1964. Mr. Palmore was at the time a United States Navy ensign assigned to NASA's Research Projects Division. The first official on-campus graduation ceremony at UAH was in June 1970. The first woman to earn a Ph.D. from UAH was Virginia Kobler in 1979, in Industrial Engineering.

UAH's second president, John Wright, former Vice Chancellor of the West Virginia University, served from 1979 to 1988. UAH's third president was Louis Padulo, former Stanford professor and dean of engineering of Boston University. Huntsville leader Joseph Moquin took over the UAH presidency on an interim basis in 1990. Frank Franz, who was then provost at West Virginia University, was chosen as UAH's fourth president. His wife, Judy Franz, accompanied him and was granted full professorship in the physics faculty. Her renown in the scientific community was reaffirmed when she was named executive officer of the American Physical Society in 1994. At the beginning of the 2006–2007 academic year, Franz announced his plan to step down as president after that year. On July 1, 2007, David B. Williams, formerly a professor of materials science and engineering and the vice provost for research at Lehigh University, began serving as UAH's fifth president. He left in 2011 to join Ohio State University as dean of engineering.

The university briefly gained national attention in February 2010 when a professor killed three people and wounded three others during a faculty meeting.

Robert Altenkirch was hired as the university's sixth president in September 2011. Altenkirch served as president of the New Jersey Institute of Technology for nine years before joining UAH. In 2019, Darren Dawson, former dean of the College of Engineering at Kansas State University, became UAH's seventh president. Dawson announced his retirement in November 2021, and Charles L. Karr, former dean of the University of Alabama's College of Engineering, was named interim president. In September 2022, Karr was named president.

Academics
UAH offers 89 degree-granting programs, including 44 bachelor's degree programs, 30 master's degree programs, and 15 PhD programs through its eight colleges: arts, humanities & social sciences; business; education; engineering; honors; nursing; science; and graduate. Nursing is UAH's largest single major, although Engineering is the largest college. There is also an Honors College that offers an enriched academic and community experience for undergraduates in all disciplines.

Not surprisingly given Huntsville's technology-based economy, UAH is known for engineering and science programs, including astrophysics, atmospheric science, aerospace engineering, cybersecurity, and digital animation. The first "commercial" non-rocketry programs (Consort and Joust) in the U.S. were managed by UAH scientists, the first "high-temperature" superconductor was discovered at UAH, and the first U.S. experiment flown aboard the Soviet Mir Space Station was from UAH. UAH is a Space Grant university and has a history of cooperation with NASA's Marshall Space Flight Center and the U.S. Army Aviation and Missile Command at Redstone Arsenal. In conjunction with helping NASA reach its goals, UAH makes NASA's research and technology available to all of Alabama's colleges and universities. The National Space Science and Technology Center is one of 17 high-tech research centers on UAH 505-acre campus.

The UAH Propulsion Research Center (PRC) promotes interdisciplinary research opportunities for graduate and undergraduate students. The PRC was founded by Dr. Clark W. Hawk in 1991 and has since provided support for NASA, the U.S. Department of Defense (DoD), and the U.S. Department of Energy. Research topics include air-breathing and electric propulsion; solid, liquid & hybrid propellant combustion; magnetoinertial fusion; high-temperature materials; and space and terrestrial power systems.

Research in nanotechnology and microfabrication is conducted by the Nano and Micro Devices Center.

Atmospheric Sciences and related research areas are headquartered in the NSSTC and SWIRLL buildings.

At least nine departments or programs also hold accreditation from professional associations, including the Accreditation Board for Engineering and Technology, the American Assembly of Collegiate Schools of Business, the American Chemical Society, the Commission on Collegiate Nursing Education, the Computing Sciences Accreditation Board, The National Association of Schools of Art and Design, and the National Association of Schools of Music.

Rankings
UAH ranked 263rd among "National Universities" and No. 128 for "Top Public Schools" in the 2020 U.S. News & World Report "Best Colleges" report.

Athletics
UAH sponsors six men's and seven women's varsity athletics programs. In 2016, UAH added men's and women's lacrosse to its varsity athletic programs. UAH is a member of the National Collegiate Athletics Association (NCAA), competing in Division II in 15 sports. UAH is a member of the Gulf South Conference in all sports except men's lacrosse, which plays in the men's lacrosse (Peach Belt Conference).

Both men's and women's tennis programs were discontinued in June 2020 due to financial difficulties from COVID-19. After a privately funded 2020–2021 season, the men's hockey program was also discontinued in May 2021.

Student government
The UAH Student Government Association is the primary recipient of student-activity funding from UAH's Office of Student Life; the Space Hardware Club, a registered student organization in the College of Engineering is the secondary recipient. The SGA holds an advisory role with campus administrators on activities involving students. The SGA hosts a number of events including Week of Welcome, a bi-annual event welcoming students back to campus that begins the weekend they arrive on campus and runs through the first week of each semester.

Residence halls
UAH has seven residence halls: Bevill Center, Central Campus, Charger Village Addition, Charger Village Original, Frank Franz, North Campus, and Southeast. Central Campus, Frank Franz, and North are reserved for first-time freshmen. Frank Franz Hall is reserved for First time Honors College students. Charger Village Addition and Charger Village Original are reserved for sophomores, whereas upperclass students have the option of living at the other residence halls.

Campus housing originated with the construction of Southeast Campus Housing. These suites were originally built under the auspices of the late Dr. Benjamin Graves, the first President of UAH, with the assistance of the late Alabama Senator John Sparkman.

Greek life
UAH is home to several fraternities and sororities. Most Greek organizations rent a fraternity or sorority house from the university. Construction of the original houses was made possible by donations from Mark and Linda Smith and Jim and Susie Hudson.

ACE
The Association for Campus Entertainment (ACE) is a student run and operated organization that hosts weekly events throughout the academic year as well as standing programs such as Friday Night Flicks, Sunday Cinema, Late-Night Breakfast, and ACE Wednesday. Notable guests include Daniel Tosh and Recycled Percussion.

Clubs and organizations
UAH has more than 150 student-run organizations on campus. Team UAH has won several concrete canoe construction competitions with five national titles in 1993, 1994, 1996, 1998, and 2001. The National Concrete Canoe Competition is sponsored annually by the American Society of Civil Engineers. The UAH American Society of Mechanical Engineers student chapter also competes in the annual NASA Human Exploration Rover Challenge. It holds two championship titles. The UAH Space Hardware Club conceptualizes, designs, builds, tests, and flies hardware for high-altitude balloons, satellites (ChargerSat Program), the CanSat competition, and high-powered rocketry.

Student Success Center
The Student Success Center (SSC) offers tutoring for nearly all freshman- and sophomore-level courses offered at UAH. Additional tutoring is available for math courses online and in person.

The SSC recruits university students for its PASS (Peer Assisted Study Sessions) program, in which students sit in on courses that they have already succeeded in, and offers class-specific study sessions outside of class, usually 3 hours per week. Historically difficult freshman courses are targeted for PASS, including calculus, chemistry, and economics.

Facilities
The College of Science houses the Alabama High Field Nuclear Magnetic Resonance (NMR) Center, which is dedicated to providing modern high field NMR capabilities to academic and corporate researchers in the state of Alabama and surrounding areas.

UAH's Earth System Science Center is dedicated to the interdisciplinary study of the Earth as an integrated system with an emphasis on space- and ground-based remote sensing data.

UAH's Department of Biological Sciences partners with the Dauphin Island Sea Lab to offer research opportunities to UAH students through the Marine Environmental Sciences Consortium.

UAH's Psychology Department has eight research labs: Lifelong Learning, Memory and Cognition, Personality Testing and Assessment, Privacy in Cyberspace, Psychobiology, Teamwork and Social Cognition, Employee Engagement and Productivity, and Leadership and Organizational Behavior.

UAH's Propulsion Research Center connects the academic research community and the propulsion community through interdisciplinary collaboration in the following areas: aerospace materials and structures, computational modeling, energy and power systems, fusion propulsion and power, plasmas and combustion, propellants and energetics, and propulsion systems integration.

UAH's College of Engineering is home to the following labs:
 * Advanced Digital Hardware Design Lab
 * Communication Systems Laboratory
 * Controls and Dynamic Systems Lab
 * Cyber Chargers Security Lab
 * ECE Systems Design Lab
 * Electronics Laboratory
 * Integrated Biometrics Lab
 * LaCASA - Computer Architecture Research Lab
 * MEMS Fabrication Lab
 * MHealth - Mobile Health and Wellness Monitoring Lab
 * Multimedia Development Lab
 * Multicore Reconfigurable and GPU
 * Enabled Parallel Computing Lab
 * RF Circuits and Devices Lab
 * Software Safety Engineering and Security Lab
 * Supervisory Control and Data Acquisition (SCADA) Security Lab
 * Linux Labs I and II
 * Photonics Lab
 * Optoelectronics
 * Optical Hybrid Computing
 * Nano-Microfabrication Laboratory
 * Laser Science and Engineering Lab
 * Transistor and MEMS Undergraduate Microfabrication Lab
 * Ubiquitous Computing Lab

UAH's Kinesiology Research Lab, located in the College of Education, has an underwater treadmill that enables students to conduct aquatic exercise research on adults with type 2 diabetes and lower-limb amputation.

SWIRLL (Severe Weather Institute – Radar and Lightning Laboratories) is a core research facility dedicated to research on severe and hazardous weather, radar meteorology, lightning meteorology, lightning physics, and air quality. It comprises a research operations center with multiple workstations, a high bay used for the maintenance and fabrication of comprehensive mobile platforms and other instruments, a sounding preparation lab, and five roof platforms to support instrument testing and data collection.

UAH's Learning and Technology Resource Center, located in the College of Nursing, offers high-tech, hands-on clinical experience thanks to its high-fidelity simulators, telehealth robots, and laboratory spaces.

UAH's Early Learning Center, an outreach and service unit of the College of Education, provides inclusive early childhood education for children in developmentally appropriate classrooms.

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

title: University of Alabama in Huntsville


text:
Dodge 400

The Dodge 400 was a mid-size car built by Dodge. It was similar to the Chrysler LeBaron of the same era. The 400 was introduced for the 1982 model year but renamed and merged into the Dodge 600 lineup just two years later. An improved version of Chrysler's K-cars, it was called the Super K platform.

Design
While heavily dependent on the K-car, the suspension geometry was revised with computer-aided design (CAD), one of Chrysler's first forays into this area. Aside from the suspension modifications, the interior was plusher and the front and rear designs were different. To provide higher comfort than in the regular K-cars, particular care was paid to sound proofing, with a redesigned firewall and additional isolating material throughout.

Aside from the stacked-slat grille being different from that of the LeBaron, the 400 was somewhat less ornate overall. Faux louvres on the front fenders were unique to the 400.

1982

The 400 was intended to be a more upmarket version of the Aries and a corporate twin of the downsized LeBaron. It was originally only available as a two-door coupé. In the spring of 1982 two additional bodystyles appeared: a convertible and a four-door sedan. The 400's suspension, while soft, was somewhat firmer than that of its LeBaron sister.

This was Dodge's first convertible since the 1971 Challenger and one of the first domestically-manufactured convertibles since 1976, when Cadillac had phased out the Eldorado convertible.

The 400 was available in two trim levels: base and LS. Engine choices were limited to a 2.2 L inline-four engine or an optional Mitsubishi-sourced 2.6 L "Silent Shaft" four-cylinder; this was only available coupled to an automatic. The convertible came with the Mitsubishi-sourced engine as standard. Outputs were 84 and 92 hp respectively.

1983
There were no major changes made for 1983 other than the LS trim being omitted from the lineup. During 1983, the 400 sedan was replaced by the longer wheelbase Dodge 600. The coupes and convertibles remained on the shorter wheelbase but were rebadged as Dodge 600 from 1984.

Production
Production figures:

title: Dodge 400


text:
Crossballs: The Debate Show

Crossballs: The Debate Show is a Comedy Central television show which poked fun at cable news networks' political debate shows, especially CNN's Crossfire and MSNBC's Hardball with Chris Matthews. In each episode, comedians posing as experts on a particular subject would debate two real commentators. The true experts were unaware that the show was a sham. Topics ranged from reality television to religion to violence in video games.

It debuted on July 6, 2004 and ran for eight weeks. It aired Tuesday-Friday at 7:30 p.m. ET. The twenty-third and final episode aired on August 25, 2004. Show number 24 ("Pistol Whipped America") was taped but never aired, after one unsuspecting guest named James March threatened to sue Comedy Central. A further legal threat came from radio comedian Phil Hendrie, who publicly accused the show's creators of stealing the concept of a show he pitched to Comedy Central in 1998, as well as that of The Phil Hendrie Show.

Cast members

 * Chris Tallman - Host of Crossballs
 * Matt Besser - Fake Guest Debater
 * Mary Birdsong - Fake Guest Debater
 * Andrew Daly - Fake Guest Debater
 * Jerry Minor - Fake Guest Debater
 * Sean Conroy - Occasional Fake Guest Debater (3 episodes)
 * Rich Fulcher - Occasional Fake Guest Debater (2 episodes)

Notable real guests

 * Chris Simcox - Minuteman Civil Defense Corps founder and spokesperson
 * Wiley Drake - outspoken Southern Baptist evangelist
 * Dave Kong - director of the American Atheists California chapter
 * Jackie Christie - wife of professional basketball player Doug Christie

title: Crossballs: The Debate Show


text:
Chrysler LeBaron

The Chrysler LeBaron, also known as the Imperial LeBaron, is a line of automobiles built by Chrysler from 1931 to 1941 and from 1955 to 1995. The model was introduced in 1931, with a body manufactured by LeBaron, and competed with other luxury cars of the era, such as Lincoln and Packard. After purchasing LeBaron with its parent Briggs Manufacturing Company, Chrysler introduced the luxury make Imperial in 1955, and sold automobiles under the name Imperial LeBaron until 1975. Chrysler discontinued the Imperial brand in 1975 and reintroduced the Chrysler LeBaron in 1977 to what was then Chrysler's lowest-priced model.

The "LeBaron" name has since been applied to five different cars built by the Chrysler Division: The last Chrysler LeBaron was produced in 1995, to be replaced with the Cirrus and Sebring. The LeBaron was one of Chrysler's longest-running brands.
 * 1977–1981 M-body (mid-size) LeBaron sedan, coupe, and wagon
 * 1982–1988 K-body (mid-size) LeBaron sedan, coupe, convertible, and wagon
 * 1985–1989 H-body (mid-size) LeBaron GTS hatchback
 * 1987–1995 J-body (personal luxury) LeBaron coupe and convertible
 * 1990–1994 AA-body (mid-size) LeBaron sedan

The LeBaron background
LeBaron was one of the many prominent coachbuilders in the 1920s and 1930s to provide bodies for luxury cars. It was founded in Bridgeport, Connecticut, in 1920 by Thomas L. Hibbard and Raymond H. Dietrich. It was later purchased by Briggs Manufacturing Company of Detroit in 1926, the major manufacturer of bodies for Ford, Chrysler, Hudson, Packard, and others, and operated as a Briggs specialist subsidiary.

LeBaron supplied exquisite custom bodies for various car companies such as Chrysler's luxury Imperial line, Duesenberg, and Cadillac. LeBaron's last projects for Chrysler were the Chrysler Newport Phaeton, a super-streamlined dual cowl phaeton with an aluminum body, and the remarkable 1941 Chrysler Thunderbolt, a sleek roadster with concealed headlights (like the 1936 Cord 810/812) and a retractable metal hardtop styled by Alex Tremulis, who would later style the legendary Tucker of 1948.

Chrysler purchased Briggs Manufacturing Company in 1953. Two years after the Chrysler Corporation introduced the Imperial as a separate luxury division, LeBaron was designated the top-of-the-line Imperial models in 1957 through 1975.

Classic generation (1931–1941)
The LeBarons started in the 1930s during the automobile's Classic era and competed directly with the luxury brands of its day, such as Lincoln, Cadillac, and Packard. In the mid-1930s, Chrysler added a radical new "Art Deco" design shape, known as the Airflow Imperials, to the Chrysler line. LeBaron supplied the high-end CW series. The design features were considered advanced and perhaps ahead of their time. However, the shape was too radical for buyer's tastes, and non-Airflow models outsold Airflows by about 3 to 1. Raymond Dietrich, co-founder and former stylist at LeBaron, was hired in 1932 to be Chrysler's in-house stylist. Dietrich restyled the Airflow line and moved Chryslers to more mainstream styles. As a result of the poor Airflow sales, Chrysler's designs became quite conservative for the next two decades. Auto manufacturers continued to build up their in-house styling departments and bodyworks. LeBaron thus became less important to most of its customers for design ideas and bodies. Toward the late 1930s, LeBaron/Briggs built more bodies for Chrysler and fewer for Ford. Chrysler became their biggest customer, with additional bodies built for Packard, Hudson, and Graham-Paige. During the late 1930s and early 1940s, the LeBaron name and division became less critical for Briggs, although it remained a division of Briggs until the Chrysler buy-out in 1953.

LeBaron's last projects for Chrysler were two concept cars: the Chrysler Newport Phaeton, a super-streamlined dual cowl phaeton with an aluminum body, and the remarkable 1941 Chrysler Thunderbolt, a sleek roadster with concealed headlights and a retractable metal hardtop styled by Alex Tremulis, who went on to later style part of the legendary Tucker of 1948. Only 6 of each were made.

Imperial generation (1955–1975)
For the 1955 model year, Chrysler Corporation spun off Imperial as a SEPARATE MAKE and DIVISION, its flagship luxury brand, taking its name from the original Chrysler Imperial series. Intended as a direct competitor for Cadillac, Lincoln, and Packard, Imperial was a completely distinct vehicle make/brand that did not use the Chrysler nameplate.

Through the existence of the division, Imperial used two nameplates alongside a nameless base model (Imperial Custom, from 1960–1963). Its mid-range line was the Imperial Crown, with the flagship line branded as the Imperial LeBaron (in deference to the coachbuilder); Southampton was a sub-designation applied for pillarless hardtop bodystyles.

In June 1975, Chrysler retired the Imperial brand in response to declining sales of the marque; the Imperial LeBaron was repackaged for 1976 as the Chrysler New Yorker Brougham.

First generation (1977–1981)

For 1977, the LeBaron returned, moving from Imperial to Chrysler. Introduced as a late model-year response to the Cadillac Seville and Lincoln Versailles, the Chrysler LeBaron was the first compact Chrysler ever produced. Effectively a new generation of the Dodge Aspen/Plymouth Volaré, the LeBaron was the inaugural model of the M platform (alongside the Dodge Diplomat). In contrast to the Seville and Versailles, the LeBaron was offered as both a two-door coupe and a four-door sedan, with a Town & Country five-door station wagon added for 1978.

Though the LeBaron sedan and station wagon were visibly similar to the Volaré (which shared the 112.7 in wheelbase), they had different hoods, trunk lids, and front and rear header panels. The LeBaron coupe shared the same wheelbase as the sedan/wagon (4 inches longer than the F-body coupe), with a sleeker roofline. A 225 CID Slant Six was the standard engine, with the 318 CID or 360 CID V8s optional. A three-speed Torqueflite automatic transmission was offered with all three engines, though a four-speed manual overdrive transmission was offered with the 225 and 318 engines through 1981.

For 1980, the LeBaron underwent an mid-cycle facelift. The exterior was styled with sharper-edged sheetmetal and restyled with a waterfall grille (similar to the 1974-1975 Imperial); the sedan roofline underwent aerodynamic revisions (no longer shared with the Volaré). The two-door moved to the shorter F-body wheelbase, also receiving aerodynamic enhancements to its rear sheetmetal. The interior underwent design upgrades to make the model line more luxurious. Chrysler introduced a limited-edition "Fifth Avenue" option package for the 1980 LeBaron four-door sedan. A conversion by American Sunroof Corporation, the Fifth Avenue featured a padded vinyl roof covering the quarter glass of the rear doors and interior trim upgrades.

Following the discontinuation of the Volaré for 1981, Chrysler introduced a police-equipment option package (keeping Chrysler-Plymouth dealers in competition for law enforcement fleet contracts); for 1982, the Plymouth Gran Fury was downsized to the M-body, directly replacing the Volaré. After the LeBaron was moved to the K platform for 1982, the M-platform remained in use until the end of the 1980s, supporting several Chrysler-brand nameplates (alongside the Dodge Diplomat and Plymouth Gran Fury).

Production Figures:

(For 1979 and 1981, coupe and sedan production figures are not separated)

Second generation (1982–1988)
For 1982, the LeBaron moved to the front-wheel drive Chrysler K platform, where it was the upscale brand's lowest-priced offering. It was initially available in just sedan and coupe versions. In early 1982, it was released in a convertible version, bringing to the market the first factory-built open-topped domestic vehicle since the 1976 Cadillac Eldorado.

A station wagon version called the Town and Country was also added. A unique Town and Country convertible was also made from 1983 until 1986 with a 1,105 total produced, which, like the wagon, featured simulated wood paneling that made it resemble the original 1940s Town and Country. This model was part of the well-equipped Mark Cross option package for the latter years.

Despite being mechanically similar to the Aries and Reliant, its fascias closely resembled the larger E-body sedans. This generation featured Chrysler's Electronic Voice Alert, a computerized voice that warned drivers about various conditions with phrases such as "A door is ajar" or "Your engine oil pressure is low".

The LeBaron was facelifted for 1986, receiving rounder front and rear ends to improve aerodynamics. A landau padded top replaced the sedan's full vinyl roof. The instrumentation cluster was revised from a rectangle speedometer and fuel gauge with a message center to round gauges similar to the Reliant/Aries but with an argent surround for a more upscale appearance. Coupes and convertibles were dropped for 1987, replaced by the all-new J-body LeBaron released that year. The sedan and wagon continued with minor changes until 1988. A new digital dashboard replaced the analog gauges for a more modern appearance. A larger LeBaron sedan based on the Dodge Spirit and Plymouth Acclaim would arrive for the 1990 model year.

1985–1989 LeBaron GTS
The 1985 LeBaron GTS was a somewhat different car than the standard LeBaron and was based on the Chrysler H platform. It was available at the same time as the Cadillac Cimarron as a luxury-brand model while offering a similar level of equipment to the small Cadillac. As a 5-door hatchback still derived from the K-car, the GTS (and the similar Dodge Lancer) was more of a performance vehicle than the softer-tuned K-car LeBaron sedan. In base configuration, the car was powered by Chrysler's 2.2 liter inline-4 engine, later replaced by a 2.5 L TBI version generating 100 hp. A turbocharged 2.2 L engine producing 146 hp was also available. The GTS moniker was dropped for 1989, the final year of this vehicle's production, after the K-based LeBaron sedan was discontinued after 1988.

Trim levels
Production Figures:
 * High Line - 1985–1989
 * Premium - 1985–1988
 * GTS - 1989 (replaced "Premium" after the "GTS" was dropped from the name of the car)
 * "Pacifica" 1986 (replaced by Shelby Lancer in 1987) Limited 500 run

European market - the Chrysler GTS
After some years of absence, Chrysler officially started offering some models under its brand on the European market from April 1988. One of them was the "Chrysler GTS", which was a rebadged version of the Dodge Lancer ES. Sales figures were moderate.

Third generation coupe/convertible (1987–1995)
After discontinuing the first generation LeBaron coupe and convertible in 1986, Chrysler released a new LeBaron for 1987, built on the J platform (a K platform derivative) and available as a coupe or convertible. The all-new LeBaron looked modern and aerodynamic compared to its boxy predecessor and was quite stylish for its day, featuring headlights hidden behind retractable metal covers and a waterfall grille, steeply raked windshield, full-width taillight lenses though only the edges lit up, and curved (Coke bottle) style rocker panels. The LeBaron was equipped with a trip and fuel economy computer as well as full instrumentation. In Mexico, these models were marketed as the Chrysler Phantom. The available engines were the stock 2.2-liter and 2.5-liter, naturally aspirated or turbocharged, and for the 1990 model year, a 3.0-liter Mitsubishi V6 became available, although the Mexican Chrysler Phantom R/T DOHC 16V also offered the same 2.2-liter turbo engine as used in the U.S. market Dodge Spirit R/T.

For 1990, the LeBaron's interior was refreshed, featuring an all new dashboard, gauge cluster, door panels, and center console design. All of the new components were designed to be smoother and more flowing than the comparatively boxy 1987-89 interior style, making it more in tune with the "aero" revolution of the early 1990s. The 1992 LeBaron coupes and convertibles could be ordered with a new "sport package", which featured a monochrome appearance including body-colored grille, accent stripe, and decklid logo. The package also included 14-inch "lace" style wheelcovers and a black strip below the taillights in place of chrome, with special blacked-out window moldings on coupe models.

1993 Facelift

In 1992 for the 1993 model year, the LeBaron received a slight facelift. The hidden headlamps of the 1987-1992 models were deleted in favor of less costly flush-mounted replaceable-bulb headlamps, new wheel styles were made available, and all models got the amber rear turn signals introduced on the deluxe 1992 models. For 1994, a passenger side airbag became standard on all models. Also new for 1994 was the "Bright LX" decor package which included a "bright" chrome grille, "bright" chrome badging, and "bright" chrome molding inserts, as opposed to being body-colored on the GTC.

The available engines were a naturally aspirated 2.5 L and a turbocharged 2.2 and 2.5 L versions of Chrysler's inline-four, and the 3.0 L Mitsubishi V6 making a 141 hp in this application. The turbocharged engines were dropped from the lineup in 1992 for the 1993 model year. The coupe was discontinued after 1993. For the last two model years, the 3.0 was the only available engine. The convertible was discontinued after 1995, to make way for the new Chrysler Sebring coupes and convertibles, for 1995 and 1996 respectively.

Trim levels: 1987–1995
Throughout its lifetime, the LeBaron convertible/coupe was available in many trim levels. For its first year, the LeBaron was available in Highline and Premium, typical Chrysler trims at the time. The number of trims grew, peaking in 1990, with six available. After that, the number decreased until just two trim levels remained for 1995.

 * 1987: Highline, Premium
 * 1988: Highline, Premium, GT
 * 1989: GTS Turbo, GT Turbo, GTC Turbo, Highline, Premium
 * 1990: GT, GT Turbo, GTC Turbo, Highline, Highline Turbo, Premium
 * 1991: GTC, GTC Turbo, Highline, Highline Turbo, Premium LX
 * 1992: GTC, GTC Turbo, Highline, Highline Turbo, LX
 * 1993: GTC, Highline, LX
 * 1994: GTC, LX
 * 1995: GTC, LX

Export
The LeBaron coupe/convertible was part of Chrysler's export push and was regularly available across Europe. Springs and shocks were somewhat firmer on European-market cars. The initial European lineup was made up of the naturally aspirated 2.5 and the turbocharged 2.2; both were offered with a 5-speed manual or a 3-speed automatic. Power is 98 and 148 PS respectively. In mid-1988, the turbocharged 2.2 was partially replaced by the 2.5 Turbo, with power slightly lower at 146 PS. The 2.2 Turbo received an intercooler, which boosted maximum power to 177 PS. Called the LeBaron GTC, it was not offered with the automatic. Both turbo versions were discontinued during 1989; the 2.5 Turbo returned (only with the five-speed manual transmission) some time during 1990. The new version produces 155 PS at 4700 rpm, but it was discontinued yet again in 1991. The 3.0-liter Mitsubishi V6 engine was introduced to European buyers in mid-1989, and was only available with the four-speed automatic. It produces somewhat less power than the American models; 136 PS at 5200 rpm. The top speed was 182 km/h and the sprint took 10.8 seconds. After the 2.5 Turbo was discontinued in 1991, the V6 remained the only regular option until the LeBaron Coupé/Convertible ended European sales in mid-1994.

Racing
Several ARCA (one tier down from NASCAR cup racing) teams built LeBaron based race cars (supported by a revitalized Chrysler Direct Connection performance parts division) and ran them from 1988 until 1998.

Production Figures:

Third generation sedan (1990–1994)

The last LeBaron sedan was built on the front wheel drive AA platform, another K derivative, as junior level sedan to the more upscale New Yorker. It offered rebadged versions under the Dodge Spirit and Plymouth Acclaim nameplates, and the three differed mostly in detail and trim choices, as well as the European Chrysler Saratoga.

Theoretically, as historically was the case in this era versus its Dodge and Plymouth corporate siblings, the LeBaron was marketed as the luxury version, reflecting the Chrysler brand's flagship status. In reality, however, there was considerable overlap amongst the three in available trim, equipment and features. Launched in a single trim, the top-line LeBaron Landau model offered a padded vinyl half-roof with smaller "formal" backlight, as well as unique button-tufted bench seats. All LeBaron sedans came with a standard driver's side airbag, and could seat up to six passengers.

Due to Chrysler's efforts to refocus the Plymouth brand at the value end and to expand the Chrysler brand's sales, for 1992 the Plymouth Acclaim would lose its mid-range LE and top-line LX trims. They were instead added to the LeBaron lineup as the base and LX trims, below the former standard trim, which was now called Landau. The LX, which retained the Acclaim's taillights instead of the LeBaron's full-width treatment was available for 1992 only, and now the only model to feature the V6 as standard. For 1993, the LeBaron sedan received new rear lights, which incorporated the reversing lamps previously located in the bumper fascia. Trim levels were reduced to just the base model, renamed LE, and the luxury Landau. The LeBaron sedan was discontinued on May 18, 1994, while the Dodge Spirit and Plymouth Acclaim continued production until December 21, 1994. The Chrysler LeBaron was replaced by the "Cloud Car" Chrysler Cirrus.

Safety
In 1994, the U.S. National Highway Traffic Safety Administration rated the LeBaron a 4 out of 5 for driver side and a 3 out of 5 for passenger side frontal impact occupant protection.

Trim levels
Production Figures:
 * base - 1990–1992
 * LX - 1992
 * Landau - 1992–1994
 * LE - 1993–1994

Mexican market
M and K-platform cars were assembled in the Toluca, Mexico facility. The M-platform LeBaron was sold in Mexico from the 1977 to the 1982 model years. The K-car LeBaron was also produced in Toluca and was sold for the 1983 through 1987 model years. There were no K-platform convertibles offered from the factory.

Chrysler Phantom was the Mexican-market version of the J-Body LeBaron Coupe. There were no convertibles of the J-body 2-door for the Mexican market. Phantoms were Chrysler's top-of-the-line model in Mexico and generally sold with a higher trim level than their United States counterparts; the Phantom was also only ever available with the more powerful, turbocharged engines. Chrysler Phantoms were marketed from 1987 until 1994, with the first cars delivered in December 1986. A more powerful R/T version (similar to the American LeBaron GTC but using a higher-tuned turbo engine) was also available in 1992 and 1993. The Phantom R/T originally received the 2.5-liter 175 hp Turbo II engine, coupled to a three-speed automatic, but this was quickly changed to the 224 hp Turbo III engine with a five-speed Getrag manual transmission.

The Mexican AA-body Chrysler LeBaron 4-door sedan was called the New Yorker (all of them with Landau roof), and the "K" body (slightly shorter) was reserved for the 4-door LeBaron's, which were sold in two trim levels, one with Landau roof and leather, and the other one without those two options.

title: Chrysler LeBaron


text:
Pioche, Nevada

Pioche is an unincorporated town in Lincoln County, Nevada, United States, approximately 180 mi northeast of Las Vegas. U.S. Route 93 is the main route to Pioche and bypasses the town center just to the east, with Nevada State Route 321 and Nevada State Route 322 providing direct access. Its elevation is 6060 ft above sea level. Pioche is the county seat of Lincoln County. Pioche is named after François Louis Alfred Pioche, a San Francisco financier and land speculator originally from France. The town's population was 1,002 at the 2010 census.

History

The first modern settlement of the area occurred in 1864 with the opening of a silver mine. The settlers abandoned the area when local Indian tribes launched a series of raids and massacres. Recolonization was launched in 1868, after the Indian raids were stopped and François Pioche bought the town in 1869. By the early 1870s, Pioche had grown larger, to become one of the most important silver-mining towns in Nevada. Because of the town's remoteness which had earlier allowed the Indian raids to occur, Pioche had a reputation for being one of the roughest towns in the Old West.

Due mostly to confusion over the exact location of mining claims, mine owners finally resorted to hiring guards. In 1872, Tom and Ed Newland hired gunmen to take over the very profitable mine owned by William H. Raymond and John Ely. They in turn hired four more men who during a raid in the middle of the night killed one of the guards and drove off the remainder. One of the four hired gunmen, Michael Casey, killed miner Tom Gossen after refusing to pay interest on a $100 loan. Before he died the next day, Gossen left a $5,000 reward to the man who killed Casey. Jim Leavy swore Casey had not shot Gossen in self defense, and Casey challenged Leavy to get his gun. The two men met in front of Felsenthal's store. Leavy shot Casey and then beat him to death with his pistol. Leavy in turn was wounded by David Neagle, who shot Leavy through the cheeks, leaving him permanently disfigured.

It was reported that nearly 60 percent of the homicides reported in Nevada during 1871–72 took place in and around Pioche. Local lore says 72 men were killed in gunfights before the first natural death occurred in the camp. This legend is immortalized by the creation of Boot Hill, now a landmark in the city.

Climate
Pioche has a cool semi-arid climate (Köppen BSk) bordering on a humid continental climate (Dfa/Dsa) due to its high altitude and exposure to rain-bearing winds. The high elevation means summers are much cooler than in Clark County, with temperatures of 100 F reached upon only one afternoon every five years, and 90 F reached only upon 23.1 afternoons. The hottest month recorded was July 2005, with a mean maximum of 93.0 F, a record hot day of 105 F on July 17, and nine days above the century mark from July 11 to 19. Although summers are mostly dry with mild nights, it is not unknown for “Arizona rains” to penetrate into Lincoln County during July and August, as happened in August 1945 when 5.01 in of rain fell on a total of eleven “wet” days, and during August 1955 when seventeen days saw at least 0.01 in of rain.

The fall season sees warm days and cold nights: the freeze-free period usually extends from May 17 to October 10, although temperatures below 0 F are very rare even during winter with an average of 1.1 mornings falling this low; the coldest temperature in Pioche has been −11 F on January 12, 1963. The coldest month has been January 1949 with a mean maximum of 27.7 F, although in a normal winter only 10.3 afternoons will not top freezing. During the winter, days are cool to cold – although even in January 7.1 afternoons top 50 F – and nights are very cold, although snowfall is extremely erratic. During the very wet and cold spell of January and February 1993, 98 in of snow fell in Pioche; however in warm dry winters like 1999/2000 almost no snow may occur.

Landmarks and attractions
Pioche is known for its "Million Dollar Courthouse," built in 1872. The original cost of $88,000 far exceeded initial estimates and was financed, and refinanced with bonds totaling nearly $1 million. Pioche currently contains the county administrative offices and has one of the oldest grade schools in the state.

Next door to the courthouse sits the old Mountain View Hotel, where President Herbert Hoover is said to have stayed in 1930. Built in 1895, the hotel served the lodging needs of dignitaries visiting Pioche on court business. Although the building no longer serves as a hotel, it is an example of turn-of-the-century western architecture. There is another hotel, the Overland, which is still operating, with 14 themed rooms on the second floor over the main saloon.

An aerial tramway carried buckets of ore from the mines to the Godbe Mill. The tramway ran during the 1920s and 1930s and was used for the transportation of silver and nickel ore. The abandoned tramway used cables which still stretch over parts of the town, with some original ore buckets intact.

During Labor Day in September, the population swells for events including fireworks, history-based theater and mining car filling contests called "mucking events." In December, the town holds a public Christmas tree lighting.

The town of Pioche is Nevada Historical Marker 5.

Notable persons
Nellie Cashman Boarding house operator and community activist

Dr. Quincy Fortier, fertility doctor who inseminated patients with his own sperm for over 40 years.

David Neagle, Old West deputy U.S. Marshal

title: Pioche, Nevada


text:
Talk:Fear, uncertainty, and doubt/Archive 1

This is in response to the section, "Other meanings".

As a Scottish colloquailism, what part of the female anatomy does fud exactly refer to? Vagina, clitoris, breasts, hip structure....something internal perhaps?

Balmer = Racist The part about Balmer and his "racist" overtones is quite a bit much and stinks of anti-microsoft bias. Clearly the physical distance alone between China and the US could be all that is implied in his statement. --Jaypaulw 22:50, 24 Jun 2005 (UTC)

removed section
removed the following section:

 * It can also apply to political, or advertising campaigns.

 * See the Bush-Cheney presidential Campaign of 2004

 * They inserted fear about their opponent. Implying even that further terrorist attacks would take place if John Kerry were to be elected. They implied uncertainty about his positions. They even implied that Kerry was himself uncertain of his own positions, calling him a "flip-flopper."

 * They used this theme at the Republican convention of 2004 in New York, distributing actual flip-flops, where people would chant "flip-flop flip-flop". Lastly they instilled doubt in the American people about John Kerry's capacity as Commander-in-Chief.

 * The US presidential election of 2004 would go down as one of the most negative campaigns in US history. The incumbent never even had to defend his record, one of the worst of any US president. Using FUD, they turned the campaing into a refurendum about their opponent's character.

I think the reasons for removal should be obvious.

 * I agree that what was written above was not NPOV, but I do feel that it is clearly noteworthy that the term FUD is applied to politics and that John Kerry supporters made such accusations against the Bush campaign. I re-wrote the section - much shorter now, and much more NPOV.  --Blackcats 21:50, 22 Mar 2005 (UTC)

The Scottish vernacular use of the word fud, refers specifically to the vagina. It is, however, used more commonly as a derogatory term to describe an unpopular male. See: The Scottish Vernacular Dictionary at http://www.firstfoot.com or The Panzer-Patter Translator Chart at http://pish.2cuk.co.uk/whats_new.html

thanks to the authors
Sure do appreciate your work on this.

APPLE?
If microsoft's "Get the facts"-campaigns will count as FUD, ought to not also Apple's' "Swicher"-campaigns count as FUD? Both have same purpose!


text:
Múm

Múm (stylized in lowercase) is an Icelandic indietronica band whose music is characterized by soft vocals, electronic glitch beats and effects, and a variety of traditional and unconventional instruments.

History
The band was formed in 1997 by original members Gunnar Örn Tynes and Örvar Þóreyjarson Smárason, who were joined by twin sisters Gyða and Kristín Anna Valtýsdóttir. According to Kristín, the band's name was not intended to mean anything. Gyða left the band to return to her studies after the release of Finally We Are No One. In early 2006, Kristín also left the band, although it was not officially announced until 23 November of that year. With only Tynes and Smárason remaining in the group, a large group of new musicians were brought on board: guitarist/vocalist/violinist Ólöf Arnalds, trumpet/keyboard player Eiríkur Orri Ólafsson, vocalist/cellist Hildur Guðnadóttir, percussionist Samuli Kosminen, and multi-instrumentalist/vocalist Mr. Silla. The new collective of musicians recorded their fourth album during 2006; Go Go Smear the Poison Ivy was released on 24 September 2007.

Múm toured the East Coast of the US with German musician Volker "Hauschka" Bertelmann In November 2007. They returned in Spring 2008 with the same set list. Both tours included songs from the album, Go, Go Smear the Poison Ivy.

On 27 August 2008, they announced on their official website that "múm is quietly but surely [working on] their new album. No release date has been etched in stone, but every day will bring it closer." Múm also released several pictures of themselves during the recording process on their MySpace page.

During a 22 May 2009 concert in Burgos, Spain, Múm played songs from their newest album Sing Along to Songs You Don't Know. The album, recorded in Finland, Estonia, and Iceland, was released as a download through Gogoyoko on 17 August 2009, and on CD on 24 August 2009.

In December 2011, Múm released an EP called Gleðileg Jól (Merry Christmas in Icelandic) with traditional Icelandic Christmas songs. There are two songs plus one extra track.

On 1 June 2012, Múm released a compilation titled Early Birds, featuring 15 tracks recorded between 1998 and 2000. On 9 February 2013, a collaboration of theirs with Kylie Minogue called "Whistle" surfaced on SoundCloud.

Múm released their sixth album Smilewound in September, 2013 on CD, vinyl and digital download. On 7 September, it was released on cassette for Cassette Store Day.

In 2019, Morr Music celebrated the 20th anniversary of múm's debut album, Yesterday Was Dramatic – Today Is OK, by rereleasing it. Múm toured around Europe and China following this rerelease, and also announced a US tour that was to take place in March and April 2020.

Albums

 * Yesterday Was Dramatic – Today Is OK (TMT, 1999; reissue Morr Music, 2005)
 * Finally We Are No One (FatCat, 2002)
 * Loksins erum við engin (Smekkleysa, 2002) – the Icelandic version of "Finally We Are No One"
 * Summer Make Good (FatCat, 2004)
 * Go Go Smear the Poison Ivy (FatCat, 2007)
 * Sing Along to Songs You Don't Know (Morr Music, 2009)
 * Smilewound (Morr Music, 2013)

Compilations

 * Blái Hnötturinn (2001) – soundtrack
 * Motorlab No. 2 (2001) – three tracks contributed to compilation album by Kitchen Motors
 * Please Smile My Noise Bleed (Morr Music, 2001) – three new tracks + remixes
 * Remixed (TMT, 2001) – versions of Yesterday Was Dramatic – Today Is Ok
 * Fálkar (Smekkleysa, 2002) – contributed "Grasi Vaxin Göng"
 * Wicker Park (soundtrack) (Lakeshore, 2004) – contributed "We Have a Map of the Piano"
 * Screaming Masterpiece (2005) – appeared in the documentary with the video for "Green Grass of Tunnel" and contributed the same song to the soundtrack
 * Friends of the Random Summer (2005) – 3 CD, unofficial release
 * Kitchen Motors Family Album/Fjölskyldualbúm Tilraunaeldhússins (Spring 2006) – contributed "Asleep in a Hiding Place"
 * Early Birds (Morr Music, June 2012) – 15 rares, lost and unreleased tracks

EPs

 * The Ballað of the Broken Birdie Records (TMT, 2000)
 * Dusk Log (FatCat, 2004)
 * The Peel Session (FatCat, 2006) (Maida Vale 4 Studio 2002)
 * Gleðileg Jól (A Number of Small Things, 2011)
 * Mysteries (A Number of Small Things, 2013) 100 copies only
 * Menschen am Sonntag – Live in Berlin (Morr Music, 2018)

Singles

 * "Green Grass of Tunnel" (FatCat, 2002)
 * "Nightly Cares" (FatCat, 2004)
 * "They Made Frogs Smoke 'til They Exploded" (FatCat, 2007)
 * "Marmalade Fires" (FatCat, 2007)
 * "Prophecies and Reversed Memories" (Morr Music, 2009)
 * "Whistle" (Parlophone, 2013)
 * "Toothwheels" (Morr Music, 2013)
 * "When Girls Collide" (Morr Music, 2013)

title: Múm


text:
R. William Patterson

R. William Patterson (July 28, 1908 – June 18, 1994), a U.S. politician and member of the Democratic party, was mayor of Dayton, Ohio, from 1958 to 1962.

An accomplished attorney before entering politics, Patterson followed his tenure as mayor with an unsuccessful bid to unseat Republican incumbent Paul F. Schenck as member of the United States House of Representatives. Patterson married Virginia Karns and they had three children: Ann, James, and Ryan. He is buried with his wife at Calvary Cemetery in Dayton.

title: R. William Patterson


text:
User:Michaelh

About Me
This is the WikiPedia page of Michael Hamblin. More information about me is available on my website:

 * Michael Hamblin: Primary Webpage

 * Michael Hamblin: Essential Information

Please feel free to contact me by email.

I also maintain the website Evangelical Resources and operate a blog in connection with the website.

Another website I maintain is postemergent.org which, as it is expanded, will host my thoughts on the emerging church.

My Take on Wikipedia

 * In many of the more relaxed civilizations on the Outer Eastern Rim of the Galaxy, Wikipedia has already supplanted the great Encyclopedia Galactica as the standard repository of all knowledge and wisdom, for though it has many omissions and contains much that is apocryphal, or at least wildly inaccurate, it scores over the older, more pedestrian work in two important respects.

 * First, it is slightly cheaper; and second, it has the words OPEN SOURCE inscribed in large friendly letters on its cover.

See also:

Galaxy Quest: Wikipedia is a real-life Hitchhiker's Guide: huge, nerdy, and imprecise. By Paul Boutin

Interesting Wikipedia Articles
Some very interesting and heated WikiPedia pages in need of NPOV:

Reparative therapy of Homosexuality
While self-determination in matters of human sexuality should be valued, unfortunately many people have a hard time accepting the concept of Ex-gay as a way of being true to oneself.

 * Ex-gay
 * Homosexuality and psychology
 * Human Rights Campaign
 * International Healing Foundation
 * Michael Johnston
 * National Association for Research and Therapy of Homosexuality
 * Reparative therapy

The Nature of Christian Scripture

 * Biblical inerrancy
 * Documentary hypothesis

Understanding American Evangelicalism
This article has been for some time the hobby-horse of individuals who have an axe to grind against "fundamentalists":

 * Fundamentalist Christianity

Ramtha School of Enlightenment

 * What the Bleep Do We Know?!

Wicca and Neopaganism
While the information as regards Wicca is fairly accurate, many of these articles are unaware of the perspectives of Christian researchers on their own religion. Some suggestions along these lines would benefit the articles. See Resources on Wicca and Neopaganism for my collection of quality resources on Wicca and Neopaganism from a Christian perspective.

 * Wicca
 * Christian views on witchcraft
 * Scott Cunningham
 * Witch-hunt
 * Witch trial
 * fluffy bunny

title: User:Michaelh


text:
FYC

FYC may refer to:

 * Fanny Cory (1877–1972), American illustrator and comic artist
 * Fanshawe Yacht Club, a non-profit Canadian sailing club in London, Ontario
 * Fine Young Cannibals, Band from Birmingham, England
 * Fine Young Capitalists, a video game design company
 * First-year composition
 * For Your Consideration (advertising)

title: FYC


text:
Wikipedia:Articles for deletion/First Gentleman

First Gentleman was proposed for deletion. This page is an archive of the discussion about the proposed deletion. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was KEEP as a redirect to First Lady. Rossami 03:35, 12 Aug 2004 (UTC)

Dicdef. Will never be more until a woman is elected President or VP. Merge the info into First Lady of the United States, remove the ilnk from there to first gentleman, then redirect. - UtherSRG 02:51, 28 Jul 2004 (UTC) This page is now preserved as an archive of the debate and, like other '/delete' pages is no longer 'live'. Subsequent comments on the issue, the deletion or on the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.
 * Title is US-centric to boot. Agree with UtherSRG's recommendations. Spectatrix 04:11, 2004 Jul 28 (UTC)
 * might make a good general article, as there have been / are other countries with female presidents. At the moment everythinng that can be said about the subject is said in First_Lady, which would presumably be the target for the redirect. Ianb 07:55, 28 Jul 2004 (UTC)
 * Delete: I don't know what kind of redirect or merge would be appropriate.  These titles are traditional and derived from "first citizen," which is the Roman-derived concept Americans used, in the English manner ("first minister" = Prime Minister). Geogre 12:45, 28 Jul 2004 (UTC)
 * Delete. I have a sneaky suspicion that whenver there's a female President, her husband will be called "the President's husband", and not "First Gentleman".  RickK 21:22, Jul 28, 2004 (UTC)
 * Delete speculative dicdef. -- Cyrius|✎ 03:45, 30 Jul 2004 (UTC)
 * Info: the term is sometimes used (maybe unofficially) in reference to the husbands of female U.S. state governors, i.e. the husband of Michigan governor Jennifer Granholm. (see ) --Arteitle 07:19, Jul 31, 2004 (UTC)
 * Merge into First Lady and redirect. --Benc 01:53, 2 Aug 2004 (UTC)
 * I agree with Benc, merge into First Lady. --Arteitle 03:24, Aug 8, 2004 (UTC)


text: User talk:203.36.44.16

title: User talk:203.36.44.16


text:
Last voyage of the Karluk

The last voyage of the Karluk, flagship of the Canadian Arctic Expedition of 1913–16, ended with the loss of the ship in the Arctic seas, and the subsequent deaths of nearly half her complement of 25.

In August 1913, Karluk, a brigantine formerly used as a whaler, became trapped in the ice while sailing to a rendezvous point at Herschel Island. After a long drift across the Beaufort and Chukchi seas, in January 1914 the ship was crushed and sunk. In the ensuing months, the crew and expedition staff struggled to survive, first on the ice and later on the shores of Wrangel Island. In all, eleven men died before rescue.

The Canadian Arctic Expedition was organised under the leadership of Canadian anthropologist Vilhjalmur Stefansson, and had both scientific and geographic purposes. Shortly after Karluk was trapped, Stefansson left the ship with a small party, claiming that he intended to hunt for caribou. The ice then carried Karluk westwards. Upon reaching land Stefansson devoted himself to the expedition's scientific objectives, leaving the crew and staff on board the ship to their own devices under the charge of its captain, Robert Bartlett. After the sinking, Bartlett organised a march across the ice to Wrangel Island, 80 mi away. Conditions were difficult and dangerous; two four-man parties were lost before the island was reached.

From the island, Bartlett and an Inuk companion, Kataktovik, set out across the frozen sea for the Siberian coast, in search of help. Assisted by local populations, the pair eventually reached Alaska, but sea ice conditions prevented any immediate rescue mission. On Wrangel Island, the stranded party survived by hunting game, but were short of food and troubled by internal dissent. Before their eventual rescue in September 1914, three more of the party had died, two of illness and one in violent circumstances; 14 were rescued.

Historians have divided views on Stefansson's decision to leave the ship. Some of the voyage's survivors were critical of his seeming indifference to their ordeal and the loss of their comrades. He escaped official censure, and was publicly honoured for his later work on the expedition despite the Canadian government's reservations about its overall management. Although Bartlett was criticised by an admiralty commission for taking Karluk into the ice, he was hailed as a hero by the public and by his former Karluk shipmates.

Background
The Canadian Arctic Expedition was the brainchild of Vilhjalmur Stefansson, a US-based, Canadian-born anthropologist of Icelandic extraction who had spent most of the years between 1906 and 1912 studying Inuit life in the remote Arctic Canada. His fieldwork had resulted in the first detailed information on the life and culture of the Copper Inuit, the so-called "blond Eskimos". Stefansson had returned home with plans for another expedition to continue his Arctic studies, and obtained promises of financial backing totalling US$45,000 (around US$750,000 in 2010) from the National Geographic Society (NGS) in Washington and the American Museum of Natural History in New York. However, he wanted to extend his plans to include geographical exploration in the Beaufort Sea, then a blank space on the world's maps. For these expanded aims he needed more money, and approached the Canadian government for assistance.

The area known as the "High Arctic" was subject to claims of sovereignty not only from Canada, but also from Norway and the United States. The Canadian government was concerned that an American-financed expedition would give the United States a legal claim to any new land discovered in the Beaufort Sea, so when the Canadian prime minister Robert Borden met Stefansson in Ottawa in February 1913 he offered to assume financial responsibility for the entire expedition. Borden's government was hopeful that the expedition would strengthen Canada's claim to sovereignty over the Arctic islands. The American sponsors agreed to withdraw, subject to an NGS condition that the Society could reclaim its rights to the expedition if Stefansson failed to depart by June 1913. This created a narrow deadline and hurried preparations for the journey north, although Stefansson maintained in his 1921 account that "forethought appeared to have anticipated every eventuality".

Objectives and strategy
The Canadian government's financial involvement represented a shift in the expedition's emphasis, towards geographical exploration rather than the original purpose of ethnological and scientific studies. In a letter to the Canadian Victoria Daily Times, Stefansson set out these separate aims. The main object was to explore the "area of a million or so square miles that is represented by white patches on our map, lying between Alaska and the North Pole". The expedition also aimed to be the most comprehensive scientific study of the Arctic ever attempted. While a Northern Party searched for new lands, a mainly land-based Southern Party under zoologist Rudolph Anderson would carry out surveys and anthropological studies in the islands off the northern Canadian coast.

The Northern Party's ship, Karluk, would proceed north from the Canadian coast until it either found land or was stopped by ice. It would explore any land it encountered; otherwise it would follow the ice edge eastward and attempt to winter at either Banks Island or Prince Patrick Island. If the ship was trapped in the ice and forced to drift, the party would study the direction of Arctic currents and carry out oceanographic research. Meanwhile, Rudolph Anderson's party was expected to continue with the anthropological studies of the "blond Eskimo", to collect varieties of Arctic flora and fauna, to carry out geological research, and to seek open-water channels in the hope of establishing new trade routes.

Organisation and personnel
Stefansson's plan was to take the expedition to the old whaling station at Herschel Island off the Canadian Arctic coast, where the final composition of the Northern and Southern Parties would be decided and where equipment and supplies would be divided among the different strands of the venture. The haste to meet the NGS deadline led to concerns among the expedition's members about the adequacy of the provision of food, clothing and equipment. Stefansson, who was largely absent in the hectic weeks immediately before sailing and who revealed few of his plans to his team, dismissed such concerns as "impertinent and disloyal". There were disputes between Stefansson and the scientists over the chain of command; the Canadian Geological Survey, which had provided four scientists to the expedition, wanted these men to report to them rather than to Stefansson. Southern Party leader Rudolph Anderson threatened to resign over Stefansson's claim to the publication rights of all private expedition journals. The scientific team, made up of some of the most distinguished men in their fields, included representatives from the United States, Denmark, Norway and France, as well as from Britain and its Empire. Only two, however, had previous polar experience: Alistair Forbes Mackay, the expedition's medical officer, had visited Antarctica with Sir Ernest Shackleton's Nimrod expedition in 1907–09, and had been one of the party of three to discover the location of the South Magnetic Pole. Another Nimrod veteran, the 46-year-old James Murray, was Stefansson's oceanographer. Among the younger scientists were William Laird McKinlay (1889–1983), a 24-year-old science teacher from Glasgow who was recommended by the British explorer William Speirs Bruce, and Bjarne Mamen (1893–1914), a 20-year-old skiing champion from Christiania, Norway, who was taken on as a forester, despite lacking scientific experience.

Stefansson had wanted American whaling skipper Christian Theodore Pedersen to captain Karluk, the ship designated for the Northern Party. When Pedersen withdrew, the captaincy was offered to 36-year-old Newfoundland-born Robert Bartlett, an experienced polar navigator who had commanded Robert Peary's ship, SS Roosevelt (1905), on Peary's 1906 and 1909 polar expeditions. Bartlett did not have time, however, to select Karluk's crew, which was hurriedly assembled from around the Royal Navy Dockyard at Esquimalt in British Columbia. McKinlay later wrote of the crew that "one was a confirmed drug addict ... another suffered from venereal disease; and in spite of orders that no liquor was to be carried, at least two smuggled supplies on board". McKinlay worried that this crew might lack the qualities and character necessary in the arduous months ahead, concerns shared by Bartlett, whose first act on arrival in Esquimalt was to fire the first officer for incompetence. In his place he appointed the 22-year-old Alexander "Sandy" Anderson.

Ships
Karluk had been chosen by Pedersen and bought by Stefansson for the bargain price of US$10,000. Stefansson was advised by Pedersen that, of four ships that were available, Karluk was "the soundest and best adapted for our purpose", but Bartlett had deep reservations about her fitness for prolonged Arctic service. The ship, a 29-year-old brigantine, was 129 ft in length with a beam of 23 ft. She had been built for the Aleutian fishing industry (karluk is the Aleut word for "fish") and later converted for whaling, when her bows and sides had been sheathed with 2 in Australian ironwood. Despite 14 arctic whaling voyages, including six overwinterings, she had not been built to withstand sustained ice pressure, and lacked the engine power to force a passage through the ice. She did not match the expectations of Bartlett, or of many of the more experienced crew.

The ship spent most of April and May 1913 undergoing repairs and refitting at the dockyard in Esquimalt. When Bartlett arrived in early June he immediately ordered further repair work. In addition to Karluk, Stefansson had purchased sight unseen a small gasoline-driven schooner, Alaska, to act as a supply ship for the Southern Party. He later added a second schooner, Mary Sachs, when the hold space in Alaska proved inadequate. In the confusion surrounding the expedition's departure, McKinlay notes, no attempt was made to align men or equipment to their appropriate ships. Thus anthropologists Henri Beuchat and Diamond Jenness, both designated for the Southern Party, found themselves sailing with Karluk, while their equipment was on board Alaska. McKinlay himself, aboard Karluk as magnetic observer, discovered that most of his equipment was with Alaska. Stefansson insisted that all would be sorted out when the ships reached their Herschel Island rendezvous. "Heaven help us all if we failed to reach Herschel Island", McKinlay wrote.

Towards Herschel Island
Karluk left Esquimalt on 17 June 1913, sailing north towards Alaska. The immediate destination was Nome, on the coast of the Bering Sea. There was trouble from the beginning with the steering gear and with the engines, both of which needed frequent attention. On 2 July Karluk reached the Bering Sea in mist, fog and rapidly falling temperatures; six days later she arrived at Nome where she joined Alaska and Mary Sachs. While the ships were being loaded in Nome, some of the scientists pressed for a meeting with the leader to clarify plans, particularly with regard to the Northern Party whose schedule was vague. The meeting was unsatisfactory. Stefansson's attitude offended several of the men, some of whom threatened to leave the expedition. They had read press reports in which Stefansson had apparently said that he expected Karluk to be crushed, and that the lives of the staff were secondary to the scientific work. Stefansson would not explain these matters, nor give further details of his plans for the Northern Party. Despite the scientists' alarm and dissatisfaction, none resigned.

At Port Clarence, just north of Nome, 28 dogs were taken on board before Karluk sailed north on 27 July. The next day she crossed the Arctic Circle, and almost immediately encountered rough weather which resulted in flooded cabins and seasickness. However, McKinlay noted that "whatever defects she had, Karluk was proving herself a fine sea-boat." On 31 July they reached Point Hope, where two Inuit hunters, known as "Jerry" and "Jimmy", joined the ship. On 1 August the permanent Arctic ice pack was seen; Bartlett made several attempts to breach the ice, but each time was forced back. On 2 August, about 25 mi from Point Barrow, Karluk thrust her way into the ice but was soon trapped, and drifted slowly eastward for three days before reaching open water off Cape Smythe. Meanwhile, Stefansson had left to travel over the ice to Point Barrow. He rejoined the ship at Cape Smythe on 6 August, bringing with him Jack Hadley, a veteran trapper who required passage east. Hadley, a long-time acquaintance of Stefansson's, was entered in the ship's books as carpenter.

At Cape Smythe two more Inuit hunters, Keraluk and Kataktovik, joined the expedition, together with Keraluk's family—wife Keruk and their two young daughters Helen and Mugpi. As the voyage proceeded, Bartlett became increasingly anxious about the extent of ice in the area, and noted that the brass stemplates on the ship's bow had already been damaged. Over the next few days Karluk struggled to make headway, as Bartlett took the ship northwards away from the coast, following channels of open water. The only scientific tasks of substance that could be carried out during this period were Murray's dredging operations, through which he collected many species of Arctic sea life, and the regular depth soundings. On 13 August Bartlett calculated their position as 235 mi east of Point Barrow, with a similar distance to travel to Herschel Island. This proved to be the ship's farthest point east, as at that position she became firmly trapped in the ice and began to move slowly westward; by 10 September Karluk had retreated nearly 100 mi back towards Point Barrow. Shortly afterwards, Stefansson informed Bartlett that all hopes for further progress that year had ended, and that Karluk would have to winter in the ice.

Drifting west
On 19 September, with Karluk ice-bound and largely stationary, Stefansson announced that in view of the shortage of fresh meat and the likelihood of a long sojourn in the ice, he would lead a small hunting party that would search for caribou and other game in the area of the Colville River. He would take with him the two Inuit "Jimmy" and "Jerry", the expedition secretary Burt McConnell, the photographer George Wilkins, and the anthropologist Diamond Jenness. Stefansson expected to be gone for about ten days; Bartlett was instructed by letter that, if the ship should move from its present position, he should "send a party ashore, to erect one or more beacons giving information of the ship's whereabouts." The next day the six men departed. On 23 September, following a blizzard, the ice floe in which Karluk was trapped began to move, and soon the ship was travelling at between 30 and 60 mi a day—but to the west, steadily further from Herschel Island and from Stefansson's party who, it soon became clear, would not be able to find their way back to the ship.

In an unpublished journal and later correspondence, McKinlay suggested that Stefansson's departure amounted to abandoning the ship to its fate. The expedition's historian S.E. Jenness (son of Diamond Jenness) rejects this view, pointing out that Stefansson and the hunting party members had left valuable property aboard Karluk; a possible motive for the trip, Jenness surmises, was to train the younger staff. The anthropologist Gísli Pálsson, writing of the expedition, asserts that while the anger of Bartlett and the crew is understandable, there is no evidence that Stefansson deliberately abandoned the men. It is arguable, Pálsson says, that Stefansson acted responsibly in attempting to secure a supply of fresh meat which would counter the possibility of scurvy, should Karluk be trapped in the ice for a long time. The historian Richard Diubaldo writes "The evidence suggests that this was a normal hunting trip" and "... there is strong evidence to suggest he [Stefansson] wished he had never left [the ship]".

Karluk voyage map.png, an American vessel that 30 years previously had drifted in the Arctic ice for months before sinking, with the subsequent loss of most of her crew. Bartlett became aware that Murray and McKay, the two veterans of Shackleton's Nimrod'' expedition, were openly contemptuous of their captain's leadership. They were making plans to leave the ship at an appropriate time, and head for land on their own.
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As the weather grew worse Bartlett ordered supplies and equipment to be transferred onto the ice, both to lighten the ship and as a precaution should it be necessary to abandon the vessel in a hurry. Food supplies were augmented by seal hunts—two or three seals a day was the average bag, according to McKinlay—and by a single polar bear that had wandered near the ship in mid-November. On 15 November Karluk reached 73°N, the most northerly point of its drift, and then began moving south-west, in the general direction of the Siberian coast. By mid-December the estimated position was 140 mi from Wrangel Island. Despite the bleak outlook—Bartlett was privately convinced that Karluk would not survive the winter — a determined effort was made to celebrate Christmas, with decorations, presents, a programme of sports on the ice, and a banquet. By then they were just 50 mi north of Herald Island, a rocky outpost east of Wrangel Island; on 29 December land was visible in the distance, though whether this was Herald Island or Wrangel Island was not clear. The sighting of land briefly raised morale, but in the New Year the ice began breaking up and forming pressure ridges. Over the next few days, wrote McKinlay, "the twanging, drumming, ominous ice sounds got louder and nearer."

Sinking
Early in the morning of 10 January 1914, McKinlay records, "a severe shudder shook the whole ship" as the ice attacked the hull. Bartlett, still hoping to save his ship, gave orders to lighten her by removing all accumulated snow from the decks. He also ordered all hands to have warm clothing ready. At 6.45 in the evening a loud bang indicated that the hull had been punctured; Bartlett went immediately to the engine room and observed water pouring in through a gash 10 ft long. There was no possibility that the pumps could deal with the inflow, and the captain gave the order to abandon ship. Weather conditions, says McKinlay, could hardly have been worse, but the crew and staff worked throughout the night, in pitch darkness and driving snow, to add to the quantities of rations and equipment already stored on the ice. Bartlett remained on board until the last moments, playing loud music on the ship's Victrola and burning each record upon finishing it. At 3:15 p.m. on 11 January, Bartlett put on Chopin's Funeral March as a final salute to the ship, and stepped off. Karluk sank within minutes, her yardarms snapping off as she disappeared through the narrow hole in the ice. McKinlay took stock of the stranded party: 22 men, one woman, two children, 16 dogs and a cat.

Shipwreck Camp
Bartlett's decision to deposit stores on the ice ensured that an ice camp, known as "Shipwreck Camp", was more or less established by the time Karluk sank. Two shelters had been built, one a snow igloo with a canvas roof, the other constructed from packing cases. To the latter was added a kitchen with a large stove rescued from Karluk's engine room. A small, separate shelter was built for the five Inuit, and a rough perimeter created from coal bags and assorted containers. In McKinlay's words, the camp provided "substantial and comfortable houses on which we could rely for shelter for a long time." Stores were plentiful, and the party was able to eat well. Much of the time in the first days of the camp was spent preparing and adjusting clothing and sleeping gear, in readiness for the forthcoming march to Wrangel Island. The ice drift was slowly moving the camp in the direction of the island, but as yet there was insufficient daylight to attempt the march. Amid this activity Mackay and Murray, now joined by the anthropologist Henri Beuchat, played little part in the general life of the camp and expressed their determination to leave it, independently, as soon as possible. Bartlett wanted to wait for the longer daylight hours of February before attempting the march, but was persuaded by McKinlay and Mamen to send a trailbreaking group to set up an advance camp on Wrangel Island. A party of four, led by Karluk's first officer Alexander Anderson and including crew members Charles Barker, John Brady and Edmund Golightly, left Shipwreck Camp on 21 January with instructions from Bartlett to establish their camp at or near Berry Point on the north shore of Wrangel Island. On 4 February Bjarne Mamen, who accompanied the party as a scout, returned to Shipwreck Camp and reported that he had left the group a few miles short of land that was evidently not Wrangel Island, and was probably Herald Island, 38 mi from their intended destination. This was the last sighting of Anderson's party; their ultimate fate was not established until ten years later, when their remains were found on Herald Island.

March to Wrangel Island
Bartlett decided to send a team back to establish the exact location of the island that the Anderson party had approached, and to determine if Anderson had actually landed there. An injury to his knee ruled Mamen out from this mission, which was undertaken by ship's steward Ernest Chafe, with the Inuit pair, Kataktovik and Kuraluk. Chafe's group came within 2 miles (3 km) of Herald Island before being stopped by open water. A careful examination through binoculars revealed no signs of the missing party, and Chafe concluded that Anderson and company had not reached the island. Chafe and his party then returned to Shipwreck Camp.

Meanwhile, on 4 February, Mackay and his group (Murray and Beuchat, joined by seaman Stanley Morris) announced they were leaving the next day, to seek land. Mackay presented Bartlett with a letter dated 1 February that began: "We, the undersigned, in consideration of the present critical situation, desire to make an attempt to reach the land." The letter requested appropriate supplies, and concluded by emphasising that the journey was on their own initiative and absolving Bartlett from all responsibilities. Bartlett allocated them a sledge, a tent, six gallons of oil, a rifle and ammunition and food for 50 days. They left on 5 February; the last sighting of them was a few days later, by Chafe and the Inuit, returning from their abortive trip to Herald Island. They found Mackay's party struggling to make headway, with some of their provisions lost and clothing and other equipment discarded to lighten their load. Beuchat in particular was in a distressed state, nearly delirious and in the throes of hypothermia. However, the party refused assistance and rejected Chafe's pleas that they return with him to Shipwreck Camp. Thereafter the only hint of their fate was a sailor's scarf belonging to Morris, later found buried in an ice floe. It was assumed that the four had either been crushed by the ice, or had fallen through it.

Bartlett's party now consisted of eight Karluk crew members (himself, engineers John Munro and Robert Williamson, seamen Hugh Williams and Fred Maurer, fireman George Breddy, cook Robert Templeman, and Chafe), three scientists (McKinlay, Mamen and geologist George Malloch), John Hadley, and five Inuit (the family of four and Kataktovik). Hadley, nearing 60 years of age, was one of the few, along with Bartlett and the Inuit, with experience of travelling for distances over ice. Bartlett sent his forces out, in groups, to blaze a trail and lay down supply depots on the route to Wrangel Island, thus preparing his inexperienced party for the hazards of ice travel. When he felt they were ready for the main journey he divided them into four teams and sent the first two away on 19 February. Bartlett himself led the last two groups from the camp on 24 February, leaving a note of the party's location in a copper drum in case the camp should drift into an inhabited area. The distance to Wrangel Island was estimated at 40 mi, but the journey proved to be twice that in length.

The ice surface was very broken up, making travel slow and difficult. At first the parties were able to travel along a track that had been marked out by the advance parties. However, recent storms had destroyed much of the trail, and in places progress was held up by breaking ice which at one point almost wrecked Bartlett's camp as his team slept. On 28 February all the parties came together in front of the first of a series of high ridges, from 25 to 100 ft in height, that halted their progress. These stretched east and west, blocking any route to the island. McKinlay, Hadley and Chafe were sent on a risky journey back to Shipwreck Camp to pick up supplies that had been left there, while the rest slowly chopped and cut a pathway through the towering ridges. When McKinlay's group returned to the main party a week later, the path forward had been advanced by only three miles (5 km), but the worst of the ridges had been overcome. Hadley claimed that the ridges were worse than anything he had seen in his long years of Arctic experience. The later stages of the journey were easier, as the group travelled over steadily smoother ice, and on 12 March they reached land, a long spit of sand stretching out from the northern shores of Wrangel Island.

Bartlett's journey
Bartlett's initial plan had been for the group to rest briefly on Wrangel Island and then to move on together to the Siberian coast. However, because three men—Mamen, Malloch and Maurer—were injured, and others were weak and frostbitten, Bartlett decided that the main party should remain on the island while he went for help taking only Kataktovik. The pair started off on 18 March, with seven dogs and provisions for 48 days (30 days for the dogs), and took an extended route round the island's southern shores to look for signs of Anderson's or Mackay's parties. After finding nothing, they headed across the ice towards Siberia, but progress was slow over a surface that was frequently shifting and breaking up to form leads of open water. More time was lost digging out their provisions from the steadily drifting snow. As they drew nearer to the mainland, Kataktovik became nervous; he had heard that the Alaskan Inuit were disliked in Siberia by the native Chukchi people, and feared for his life. Bartlett did his best to reassure him as they moved slowly forward.

On 4 April the pair reached land near Cape Jakan, west of Cape North on the northern Siberian coast. The presence of sledge marks in the snow showed they had landed in an inhabited area. They followed these tracks for a day, before arriving at a small Chukchi village. Here, contrary to Kataktovik's fears, they were received hospitably, and given shelter and food. On 7 April they set out for East Cape. Bartlett had not previously experienced such relentlessly cold weather, with blizzards, hurricane-force winds, and temperatures often below -50 C. On the way they passed through several Chukchi villages, where Bartlett traded goods for necessary supplies—he exchanged his Colt revolver for a young, strong dog. Bartlett was touched by the kindness and generosity shown by many of those they encountered on the way, "typical of the true humanity of these kindly people". On 24 April they arrived at Emma Town, a settlement a few miles west of East Cape. Bartlett calculated that in the 37 days since leaving Wrangel Island, he and Kataktovik had travelled about 700 mi, all but the last stage on foot.

At Emma Town Bartlett met Baron Kleist, a distinguished Russian official who offered to take him to Emma Harbour on the coast, a week's journey away, where he could look for a ship to Alaska. Bartlett accepted, and on 10 May, though still weak from his journey and an attack of tonsillitis, said goodbye to Kataktovik (who was remaining for the time being in Emma Town), and set off with the baron. On the way they learned that Captain Pedersen was in the area. On 16 May they reached Emma Harbour; five days later Pedersen arrived in the whaler Herman and, without delay, took Bartlett on board and set out for Alaska. They arrived off Nome on 24 May, but ice prevented them reaching the shore. After three days' waiting they turned south, and landed at St Michael, where Bartlett was at last able to send a radio message to Ottawa informing the government of Karluk's fate. He also made enquiries about the whereabouts of the United States revenue cutter Bear, which he saw as a possible rescue vessel for the stranded party.

On Wrangel Island
The landfall from Shipwreck Camp had been on the north side of Wrangel Island, at a spot which they named "Icy Spit". Before his departure, Bartlett asked the party to set up several camps around the island, which would increase the hunting areas. The captain also felt that separation into smaller groups would assist general harmony by keeping incompatible characters apart. He wanted all groups to reassemble at Rodgers Harbor, on the south side of the island, about the middle of July.

However, dissension broke out almost immediately after Bartlett's departure over the sharing of food. It had not been possible to drag all the supplies from Shipwreck Camp, and the trek had taken longer than expected; consequently there were shortages of biscuit, pemmican (a compound of dried meat, fat and sugar) and dog food. There was little prospect of augmenting supplies by hunting birds and game until the weather improved in May or June. When Hadley and the Inuit, Kuraluk, returned from a seal hunt on the ice, Hadley was widely suspected of concealing the proceeds of the hunt for his own consumption; the same pair were also accused of wasting scarce cooking oil. McKinlay records that the circumstances depressed morale and destroyed comradeship: "The misery and desperation of our situation multiplied every weakness, every quirk of personality, every flaw in character, a thousandfold."

Two attempts were made to travel back to Shipwreck Camp to pick up extra food, but both failed, the second resulting in further losses of dogs and equipment. Chafe, whose feet had become gangrenous after severe frostbite, had his toes removed by second engineer Williamson, with improvised tools. McKinlay and Munro risked their lives by travelling over the sea ice towards Herald Island, in a final effort to locate either of the missing parties. They could get no nearer than 15 mi, and from an examination of the distant island through binoculars could see no indications of life. Other health problems persisted; Malloch's frostbitten feet failed to heal, and Mamen's knee, which he had dislocated during the days at Shipwreck Camp, troubled him continuously. A worrying illness began to affect many of the party: the general symptoms were swelling of the legs, ankles and other body parts, accompanied by acute lethargy. Malloch was the worst affected; he died on 17 May, but his tent-mate Mamen was too ill to see to his burial, so the body lay in the tent for several days, creating a "frightful smell", until McKinlay arrived to help. Mamen himself died ten days later of the same debilitating disease.

From early June the diet was augmented with the appearance of birds. These birds and their eggs became a vital source of food; as the supply of seal meat dwindled to nothing, the party was reduced to eating rotten flippers, hide, or any part of a seal that was remotely edible. The sharing of birds became another bone of contention; according to Williamson "Wednesday last, [Breddy and Chafe] really obtained 6 eggs and 5 birds instead of 2 eggs and 4 birds as they reported." Breddy was suspected of other thefts. On 25 June, after a gunshot was heard, Breddy was found dead in his tent. The circumstances of his death, whether accident, suicide or in Hadley's view, murder (with Williamson as the chief suspect) could not be determined. Williamson later called Hadley's suspicions "hallucinations and absolutely untrue." Various items stolen from McKinlay were found among Breddy's personal effects.

Despite the sombre outlook, the Canadian flag was raised at Rodgers Harbor on 1 July in honour of Dominion Day. Later in the month the party's spirits improved when Kuraluk caught a 600 lb walrus, which provided fresh meat for several days. As August came without sign of a ship and the weather began to turn wintry again, hopes of rescue fell; the party began to prepare for another winter.

Rescue
The revenue cutter Bear arrived in St Michael, Alaska, midway through June. Her master, Captain Cochran, agreed to go to Wrangel Island as soon as he got permission from the United States government. It would be impossible, in any event, to attempt the rescue before mid-July; ice conditions in the Arctic that year were reported as severe. After receiving permission, Bear, with Bartlett aboard, left St Michael on 13 July; the ship had many calls to make along the Alaskan coast before she could proceed with the rescue. On 5 August, at Port Hope, Bartlett met with Kataktovik and gave him his expedition wages and a new suit of clothing. At Point Barrow on 21 August Bartlett encountered Burt McConnell, Stefansson's erstwhile secretary, who gave details of Stefansson's movements after leaving Karluk the previous September. In April 1914, McConnell reported, Stefansson had headed north with two companions, searching for new lands.

McConnell left Point Barrow for Nome aboard King and Winge, an American-registered walrus hunter, while Bear finally sailed for Wrangel Island. On 25 August Bear was stopped by ice 20 mi from the island, and after failing to force a way through, Cochran had to return to Nome for more coal—a decision which, says Bartlett, gave him "days to try a man's soul". Back in Nome Bartlett met Olaf Swenson, who had chartered King and Winge for the season and was about to sail for Siberia. Bartlett requested that, if possible, King and Winge stop by Wrangel Island and look for the stranded Karluk party. Bear left Nome on 4 September, a few days after Swenson's ship. King and Winge, with McConnell still aboard, reached Wrangel Island on 7 September. That morning the group at Rodgers Harbor were awakened early in the morning by the sound of a ship's whistle, and found King and Winge lying a quarter of a mile offshore. They were rapidly transferred to the ship, which then picked up the remainder of the stranded party who were camped along the coast at Waring Point. By the afternoon all 14 survivors were aboard. After a futile attempt to approach Herald Island, the ship began the journey back to Alaska; next day she encountered Bear, with Bartlett aboard. McConnell records that the party were unanimous in their desire to remain with the ship that had effected their rescue, but Bartlett ordered them aboard Bear. Before returning to Alaska, Bear made a final attempt to reach Herald Island; ice limited their approach to 12 mi, and they saw no signs of life. The reunited party arrived at Nome on 13 September, to a great welcome from the local population.

Aftermath
Bartlett, celebrated as a hero by press and public, was honoured for "outstanding bravery" by the Royal Geographical Society. However, he was later censured by an admiralty commission for taking Karluk into the ice, and for allowing Mackay's party to leave the main group—despite the letter that Mackay and the others had signed, absolving the captain from responsibility. Stefansson, too, was privately critical of Bartlett's conduct. Bartlett resumed his career at sea, and over the next 30 years led many more excursions to the Arctic. During the Second World War he carried out surveying and supply work for the Allies; he died, aged 70, in April 1946. His account of the Karluk disaster, published in 1916, makes no direct criticism of Stefansson or anyone else; Niven records, however, that to his friends Bartlett was highly uncomplimentary about his former leader.

In 1918 Stefansson returned after four years' absence, reporting the discovery of three new islands. He was honoured by the National Geographical Society, received tributes from polar veterans such as Peary and Adolphus Greely, and was given the presidency of the Explorers Club of New York. In Canada his reception was more muted; there were questions relating to the overall costs of the expedition, its poor initial organisation, and his handling of the Southern Party which, under Rudolph Anderson, completed its work independently of Stefansson. Anderson and other members of the Southern Party later petitioned the Canadian government to investigate statements made by Stefansson in his 1921 book The Friendly Arctic, which they felt reflected poorly on their honour. The request was declined on the ground that "no good could come of the enquiry." In his book Stefansson takes responsibility for the "bold" decision to take Karluk into the ice rather than hugging the coast on the way to Herschel Island, and accepts that he "chose the wrong alternative". However, McKinlay felt that the book gave an inaccurate account of the Karluk voyage and its consequences, "putting the blame ... on everyone but Vilhjalmur Stefansson." The historian Tom Henighan believes that McKinlay's biggest complaint against his leader was that "Stefansson never at any time seemed able to express an appropriate sorrow over his lost men." Stefansson, who never returned to the Arctic, died in 1962 at the age of 82.

The fate of First Officer Alexander Anderson's party remained unknown until 1924, when an American vessel landed at Herald Island and found human remains, with supplies of food, clothing, ammunition and equipment. From these artefacts it was established that this was Anderson's party. No cause of death was established, though the plentiful unconsumed supplies ruled out starvation. One theory was that the tent had blown away in a storm and that the party had frozen to death. Another was carbon monoxide poisoning within the tent.

The mystery illness which affected most of the Wrangel Island party and accelerated the deaths of Malloch and Mamen was later diagnosed as a form of nephritis brought about by eating faulty pemmican. Stefansson explained this by saying that "our pemmican makers has failed us through supplying us with a product deficient in fat." Peary had emphasised that a polar explorer should "give his personal, constant and insistent attention" to the making of his pemmican; McKinlay believed that Stefansson had devoted too much time selling the idea of the expedition, and too little ensuring the quality of the food that its members would depend upon.

Of the survivors, Hadley continued working for the Canadian Arctic Expedition, becoming second officer and later master of the supply ship Polar Bear. He died of influenza, in San Francisco in 1918. Hadley and McConnell wrote accounts of their experiences for Stefansson, who incorporated them in The Friendly Arctic. Chafe also wrote and published a short account. Most of the others quickly returned to relative obscurity, but in 1922, Fred Maurer was persuaded by Stefansson to join an attempt to colonise Wrangel Island. To the embarrassment of the Canadian government, Stefansson insisted on going ahead, even though Wrangel Island was indisputably part of what had then become the Soviet Union. A party of five, including Maurer, was sent to the island; only one, an Inuit woman Ada Blackjack, survived. Despite their ordeal, many of the Karluk survivors lived long lives; Williamson, who declined to speak or write of his experiences in the Arctic, lived to be 97, dying in Victoria, Canada, in 1975. McKinlay died in 1983, aged 95, having published his account of the expedition in 1976. Kuraluk, Kuruk and their daughters, Helen and Mugpi, returned to their former life at Point Barrow. The two girls, says Pálsson, had provided "important sources of cheer at the darkest moments." Mugpi, who later was known as Ruth Makpii Ipalook, became the very last survivor of the Karluk voyage, dying in 2008 at the age of 97.

Published voyage accounts
Six first-hand accounts of Karluk's last voyage have been published. These include Stefansson's account which only covers the June to September 1913 period. Expedition secretary Burt McConnell wrote an account of the Wrangel Island rescue which was published in The New York Times, 15 September 1914. A version of McConnell's account appears in Stefansson's book.

 * 1914: Bartlett's story of the Karluk – Robert Bartlett
 * 1916: The Last Voyage of the Karluk – Robert Bartlett and Ralph Hale
 * 1918: The Voyage of the Karluk, and its Tragic Ending – Ernest Chafe
 * 1921: The Friendly Arctic – Vilhjalmur Stefansson
 * 1921: The Story of the Karluk – John Hadley
 * 1976: Karluk: The great untold story of Arctic exploration – William Laird McKinlay
 * 2001: The Ice Master: The Doomed 1913 Voyage of the Karluk - Jennifer Niven
 * 2022: Empire of Ice and Stone – Buddy Levy

title: Last voyage of the Karluk