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Heretic (disambiguation)

A heretic is a person who commits heresy.

Heretic or The Heretic may also refer to:

Real

 * Clement the Heretic, Irish abbot
 * Jacob the Heretic, faith healer in the Talmud and Tosefta

Fictional

 * Camber the Heretic, a 1981 novel by Katherine Kurtz
 * Flavia the Heretic, a 1974 Italian-French film
 * "Homer the Heretic", a 1992 episode of The Simpsons

Film and theatre

 * Exorcist II: The Heretic, a 1977 American horror film
 * Heretic (film), an upcoming American horror thriller film
 * Heretic (play), a 1996 play by David Williamson
 * The Heretic (play), a 2011 play by Richard Bean
 * The Heretics (2009 film), an American documentary film
 * The Heretics (2017 film), a Canadian horror film

Literature

 * The Heretic: A Novel of the Inquisition, a 1998 novel by Miguel Delibes
 * Heretic (novel), the third novel in The Grail Quest series by Bernard Cornwell
 * Heretic: Why Islam Needs a Reformation Now, a 2015 book by Ayaan Hirsi Ali
 * Heretics (book), a 1905 essay collection by G. K. Chesterton
 * Heretic, a 1994 autobiographical book by Peter Cameron

Music

 * Heretic (band), an American speed and thrash metal band

Albums

 * Heretic (Morbid Angel album), 2003
 * Heretic (Naked City album), 1991
 * Heretics (Toadies album), 2015
 * The Heretics (album), a 2019 album by Rotting Christ

Songs

 * "Heretic", a song by Avenged Sevenfold from the 2013 album Hail to the King
 * "Heretic", a song by Bury Tomorrow from the 2023 album The Seventh Sun
 * "Heretic", a song by Soundgarden from the 1986 album Deep Six

Other uses

 * Heretic (ballet), a 1929 ballet by Martha Graham
 * Heretic (comics), a DC Comics character
 * Heretic (video game), a 1994 dark fantasy video game
 * Heretic II, a 1998 video game sequel
 * Heretic Films, an American film production company
 * The Heretics Society, a group at Cambridge University which questioned traditional authorities and religious dogmas

title: Heretic (disambiguation)


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User:Ajbperc

Hi my name is Andy and I live in Michigan. I'm the drum line section leader at my school. I'm 17 and male.

I planted a peach seed the other day.. from a peach from Meijer. Hasn't started growing yet... Still watering the dirt and waiting.

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

title: User:Ajbperc


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Concord Monitor

The Concord Monitor is the daily newspaper for Concord, the state capital of New Hampshire. It also covers surrounding towns in Merrimack County, most of Belknap County, as well as portions of Grafton, Rockingham and Hillsborough counties. The Monitor has several times been named as one of the best small papers in America and in April 2008, became a Pulitzer Prize winning paper, when photographer Preston Gannaway was honored for feature photography.

After publishing seven days a week for decades, starting in March 2024, it ceased print publication on Sundays.

History
The Monitor has been published continuously since 1864, under a variety of names, including the Evening Monitor, and owners. In the late 19th century it was owned by a publishing company called the Republican Press Association which also published a paper named the Independent Statesman. Its masthead calls it the Concord Monitor and New Hampshire Patriot, although the Monitor name is the only one in widespread use. James M. Langley, who had acquired both publications in the 1920s, was responsible for the merger.

William Dwight, publisher of the Holyoke Transcript-Telegram in Massachusetts, bought the Monitor from Langley in 1961, becoming its publisher. When he retired in 1975, his son-in-law George W. Wilson took over both the Monitor and Newspapers of New England Inc., the holding company of Dwight's newspapers in Concord, Holyoke and Greenfield, Massachusetts.

The Monitor has been flagship of this chain — now encompassing four dailies and three weeklies in New Hampshire and Massachusetts — since 1993, when the Transcript-Telegram folded.

Its 2004 circulation was 22,000 daily, 23,000 Sundays. More recent figures put the daily circulation around 20,000.

In 2005, George W. Wilson retired as president of Newspapers of New England. Tom Brown became president of NNE, and Geordie Wilson, George W. Wilson's son, became publisher of the Monitor. Brown retired in 2009 and was replaced by Aaron Julien, George W. Wilson's son-in-law. John Winn Miller, former publisher of The Olympian of Olympia, Wash., was named the Monitor's publisher in 2010.

In early 2013, Mark Travis, who had spent more than two decades at the paper as a reporter and editor, succeeded Miller as publisher. In June 2013, Travis also became editor. Travis left his dual roles at the paper in February 2014, with David Sangiorgio stepping in as acting publisher. Heather McKernan replaced Sangiorgio as publisher in May 2017; she also continued to hold the title of publisher at the Monadnock Ledger-Transcript in Peterborough, another NNE-owned newspaper.

Awards and honors
Photographer Preston Gannaway won the 2008 Pulitzer Prize for Feature Photography in April 2008, shortly after departing from the Monitor. Gannaway was honored for her work on a project called "Remember Me" chronicling a local woman's death.

It was the first time a newspaper in New Hampshire was awarded the prize. The Monitor stood out as the smallest paper to win an award that year, with its circulation just a fraction of the next smallest, the Milwaukee Journal Sentinel.

While 2008 was the first year the Monitor or one of its staff won a Pulitzer, the paper has a number of alums who have been honored, including Jo Becker of The New York Times and Steven Pearlstein of The Washington Post, both of whom also won the award in 2008.

In 1999, the Columbia Journalism Review said that the Monitor was the best small paper in America and Time magazine has named it one of "America's best newspapers".

Notable people

 * Jo Becker, former writer, and current New York Times reporter
 * William E. Chandler, U.S. Senator and Secretary of the Navy, owner and editor of the Monitor for 40 years
 * Kate Davidson, former reporter and current Morning Money newsletter writer for Politico
 * Preston Gannaway, a photographer awarded a 2008 Pulitzer Prize for her work while at the Monitor
 * Dan Habib, former photo editor and current documentary filmmaker
 * Sarah Koenig, former writer, current public radio personality, producer of This American Life and executive producer and host of the podcast Serial (podcast).
 * James M. Langley, former editor and U.S. ambassador to Pakistan
 * George H. Moses, former editor, later a United States Senator from New Hampshire
 * Steven Pearlstein, former writer, and current Washington Post columnist
 * Edward Nathan Pearson, former city editor of the Concord Evening Monitor and New Hampshire Secretary of State from 1899 to 1915
 * Mike Pride, editor emeritus and later administrator of the Pulitzer Prizes from 2014 to 2017
 * Margot Sanger-Katz, former reporter and current New York Times health policy reporter

Prices
The Concord Monitor prices are: $1.50 daily, $3.00 Sunday.

title: Concord Monitor


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User:Katesullivan

=Intro= I will update this section more later i ust dont have time right now.

=Places I have lived=
 * Kansas City
 * St Louis
 * Paris, France
 * Austin, TX

title: User:Katesullivan


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2000 West Bromwich West by-election

The 2000 West Bromwich West by-election was a by-election held on 23 November 2000 for the British House of Commons constituency of West Bromwich West.

The constituency's Member of Parliament (MP) was the Rt. Hon. Betty Boothroyd, the Speaker. She resigned from the House of Commons as an MP and as Speaker on 23 October 2000, triggering a writ to move the by-election.

In 1997 the major parties had observed a recent tradition by not opposing the Speaker seeking re-election. On its return to partisan politics the seat reverted to Labour, in a similar result to that seen in 1992.

title: 2000 West Bromwich West by-election


text: User talk:81.154.239.237

title: User talk:81.154.239.237


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User talk:Katesullivan

Hello and welcome to Wikipedia! Hope you like it here, and stick around.

Here are some tips to help you get started:

 * To sign your posts (on talk pages, for example) use the '~' symbol. To insert just your name, type ~~~ (3 tildes), or, to insert your name and timestamp, use ~~~~ (4 tildes).
 * Try the Tutorial, and feel free to experiment in the test area.
 * If you need help, post a question at the Help Desk
 * Follow the Simplified Ruleset
 * Eventually, you might want to read the Manual of Style and Policies and Guidelines.
 * Remember Neutral point of view
 * Explore, be bold in editing pages, and, most importantly, have fun!

Good luck!

title: User talk:Katesullivan


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William Alexander Macdonald

William Alexander Macdonald (1860 – October 1, 1946 ) was a Manitoba lawyer and politician and British Columbia judge. He briefly served as leader of the Manitoba Conservatives during the 1890s.

Early life
Macdonald was born in St. Catharines, Ontario, the son of Frederick William Macdonald, and was educated there and at Osgoode Hall. Macdonald was called to the bars of both Ontario and Manitoba in 1882. He practised in Brandon, Manitoba from 1882 to 1897.

Political career
Macdonald first ran for public office in the provincial election of 1888, losing in the riding of North Brandon to Liberal Clifford Sifton, who went on to become an important provincial and federal cabinet minister. Macdonald was elected for Brandon City in 1892, defeating incumbent Liberal James Smart by 12 votes.

Before the 1892 election, Rodmond Roblin had been the de facto leader of the opposition Conservative caucus. With Roblin having lost his seat, Macdonald was chosen as his replacement and was recognized as the official leader of the opposition. He did not serve in this capacity long; Macdonald's election was declared void in mid-1893, and he lost a by-election to Liberal Charles Adams on September 8 of the same year.

In 1896, Macdonald ran federally as the official Conservative candidate in Brandon. He was defeated by D'Alton McCarthy, a maverick Conservative who opposed the extension of French-language rights and was supported by local Liberals.

Later years
From 1897 to 1909, Macdonald practised law in Nelson, British Columbia. In 1909, he moved to Vancouver, where he was counsel for the board of trade. In 1913, Macdonald was named judge in the Supreme Court of British Columbia. He died in Vancouver at the age of 86.

title: William Alexander Macdonald


text:
Category:General Motors vehicles

This category contains links to all General Motors automobiles.

title: Category:General Motors vehicles


text: User talk:61.1.86.72

title: User talk:61.1.86.72


text:
ASTM International

ASTM International, formerly known as American Society for Testing and Materials, is a standards organization that develops and publishes voluntary consensus technical international standards for a wide range of materials, products, systems and services. Some 12,575 apply globally. The headquarters is in West Conshohocken, Pennsylvania, about 5 mi northwest of Philadelphia. It was founded in 1902 as the American Section of the International Association for Testing Materials.

History
In 1898, a group of scientists and engineers, led by Charles Dudley, formed ASTM to address the frequent rail breaks affecting the fast-growing railroad industry. The group developed a standard for the steel used to fabricate rails.

In 1961, originally called the "American Society for Testing Materials" it was changed to "American Society for Testing And Materials".

In 2001, ASTM officially changed its name to "ASTM International" and added the tagline "Standards Worldwide".

In 2014, the tagline changed to "Helping our World Work better." Now, ASTM International has offices in Belgium, Canada, China, Peru, Washington, D.C., and West Conshohocken, PA.

In April of 2016, the Safety Equipment Institute (SEI) became a subsidiary of ASTM International. SEI is an accredited third-party certification organization that certifies various types of PPE to industry consensus standards.

On June 9, 2022, it was announced that the European Committee for Standardization (CEN) and ASTM International agreed to extend and expand a Technical Cooperation Agreement from 2019.

Membership and organization
Membership in the organization is open to anyone interested in its activities. Standards are developed within committees, and new committees are formed as needed, upon request of interested members. Membership in most committees is voluntary and is initiated by the member's request, not by appointment or invitation.

Members are classified as users, producers, consumers, and "general interest". The latter includes academics and consultants. Users include industry users, who may be producers in the context of other technical commodities, and end-users such as consumers. To meet the requirements of antitrust laws, producers must constitute less than 50% of every committee or subcommittee, and votes are limited to one per producer company. Because of these restrictions, there can be a substantial waiting-list of producers seeking organizational memberships on the more popular committees. Members can participate without a formal vote and their input will be fully considered.

As of 2015, ASTM has more than 30,000 members, including over 1,150 organizational members, from more than 140 countries. The members serve on one or more of 140+ ASTM Technical Committees. ASTM International has several awards for contributions to standards authorship, including the ASTM International Award of Merit (the organization's highest award) ASTM International is classified by the United States Internal Revenue Service as a 501(c)(3) nonprofit organization.

Standards compliance
ASTM International has no role in requiring or enforcing compliance with its standards. The standards may become mandatory when referenced by an external contract, corporation, or government.

In the United States, ASTM standards have been adopted, by incorporation or by reference, in many federal, state, and municipal government regulations. The National Technology Transfer and Advancement Act, passed in 1995, requires the federal government to use privately developed consensus standards whenever possible. The Act reflects what had long been recommended as best practice within the federal government. Other governments have also referenced ASTM standards.

Corporations doing international business may choose to reference an ASTM standard. All toys sold in the United States must meet the safety requirements of ASTM F963, Standard Consumer Safety Specification for Toy Safety, as part of the Consumer Product Safety Improvement Act of 2008 (CPSIA). The law makes the ASTM F963 standard a mandatory requirement for toys while the Consumer Product Safety Commission (CPSC) studies the standard's effectiveness and issues final consumer guidelines for toy safety.

title: ASTM International


text:
Category:Mazda Technologies

The following automobile technologies are developed or trademarked by Mazda.

title: Category:Mazda Technologies


text: User talk:80.145.249.44

title: User talk:80.145.249.44


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General Motors EV1

The General Motors EV1 is a battery electric car produced by the American automaker General Motors from 1996 until its demise in 1999.

A subcompact car, the EV1 marked the introduction of mass produced and purpose-built battery electric vehicles. The conception of the EV1 dates back to 1990 when GM introduced the battery electric "Impact" prototype, upon which the design of the production EV1 was largely inspired. The California Air Resources Board enacted a mandate in 1990, stating that the seven leading automakers marketing vehicles in the United States must produce and sell zero-emissions vehicles to maintain access to the California market.

Mass production commenced in 1996. In its initial stages of production, most of them were leased to consumers in California, Arizona, and Georgia. Within a year of the EV1's release, leasing programs were also launched in various other American states. In 1998 GM unveiled a series of adaptations for the EV1, encompassing a series hybrid, a parallel hybrid, a compressed natural gas variant, as well as a four-door model, all of which served as prototypes for possible potential future models. Despite favorable customer reception, GM believed that electric cars occupied an unprofitable niche of the automobile market. The company ultimately crushed most of the cars, and in 2001 GM terminated the EV1 program, disregarding protests from customers.

Since its demise, the EV1's cancellation has remained a subject of dispute and controversy. Electric car enthusiasts, environmental interest groups, and former EV1 lessees have accused the company of self-sabotaging its electric car program to avoid potential losses in spare parts sales, while also blaming the oil industry for conspiring to keep electric cars off the road.

History
In contrast to numerous electric vehicles of its time, the EV1 was a purpose-built electric vehicle, not a conversion of another car. This factor contributed to its significant development of US$350 million, as well as its high production costs. Kenneth Baker, a General Motors engineer, served as the lead engineer for the EV1 program, having previously served as such for the unsuccessful Chevrolet Electrovette program in the 1970s.

Origins
Throughout the 1970s and 1980s, the automobile industry saw little progress in electric car development; over 80 percent of vehicles produced in the United States featured V8 engines. But shifts in federal and state regulations began to influence this. The enactment of the 1990 Clean Air Act Amendment and the 1992 Energy Policy Act, alongside the introduction of new transportation emissions regulations by the California Air Resources Board, contributed to a revived interest in electric vehicles in the United States.

In January 1990 GM chairman Roger Smith demonstrated the Impact, a battery electric concept car, at the 1990 Los Angeles Auto Show. GM aimed for a production rate of 100,000 cars per year, as opposed to the initially proposed 20,000. Developed by the electric vehicle company AeroVironment, the Impact drew upon design insights acquired from GM's participation in the 1987 World Solar Challenge. This challenge was a trans-Australia race for solar vehicles, in which the company's Sunraycer was victorious. Alan Cocconi of AC Propulsion designed and built the original drive system electronics for the Impact, and the design was later refined by Hughes Electronics. The car was powered by 32 lead–acid rechargeable batteries. On April 18, 1990 Smith announced that the Impact would become a production vehicle with a goal of 25,000 vehicles. The Impact achieved a top speed of 183 mph.

Impressed by the feasibility of the Impact and spurred by GM's commitment to produce a minimum of 5,000 units, the California Air Resources Board (CARB) initiated a significant environmental effort in 1990. They mandated that each of the seven largest automakers in the U.S., with GM being the largest among them, must ensure that two percent of their fleet would be emission-free by 1998, increasing to five percent by 2001 and ten percent by 2003, based on consumer demand. The board clarified that the mandate aimed to address California's severe air pollution issue, which, at that time, exceeded the combined pollution levels of the other 49 states. Other participants of the former American Automobile Manufacturers Association, including Toyota, Nissan, and Honda, also individually developed prototype zero-emissions vehicles in response to the new mandate.

In 1994, GM initiated "PrEView", a program in which fifty handcrafted Impact electric cars would be loaned to drivers for durations of one to two weeks, with the stipulation that their feedback and experiences would be documented. Volunteers were required to possess a garage suitable for the installation of a high-current charging unit by an electric company. Driver response to the cars was favorable, as were reviews by the automotive press. According to Motor Trend, the Impact "is precisely one of those occasions where GM proves beyond any doubt that it knows how to build fantastic automobiles. This is the world's only electric vehicle that drives like a real car." Automobile called the car's ride and handling "amazing", praising its "smooth delivery of power". That year, a modified Impact set a land speed record for production electric vehicles of 183 mi/h. Despite the good reception, as highlighted in a front-page feature in The New York Times, GM appeared to be less than enthusiastic about the prospect of having created a thriving electric car: General Motors is preparing to put its electric vehicle act on the road, and planning for a flop. With pride and pessimism, the company, the furthest along of the Big Three in designing a mass-market electric car, says that in the face of a California law that requires that [two] percent of new cars be "zero emission" vehicles beginning in 1997, it has done its best but that the vehicle has come up short. ... Now it hopes that lawmakers and regulators will agree with it and postpone or scrap the deadline. According to the report, GM viewed the PrEView program as a failure, leading them to believe that the electric car was not yet viable, and that the CARB regulations should be removed. Dennis Minano, GM's vice president for Energy and Environment, questioned whether consumers desired electric vehicles. Robert James Eaton, chairman of Chrysler, also doubted the readiness of mass produced for electric cars, stating in 1994 that "if the law is there, we'll meet it ... at this point of time, nobody can forecast that we can make an electric car". These automakers' skepticism was criticized by Thomas C. Jorling, the Commissioner of Environmental Conservation for New York State, which had adopted the California emission program. According to Jorling, consumers had shown significant interest in electric cars. Jorling suggested that automakers were hesitant to transition from internal combustion engine technology due to their massive investments.

First generation
Following the PrEView initiative, work on the GM electric car program persisted. While the original fifty Impact cars were destroyed after testing was finished, the design had evolved into the GM EV1 by 1996. The first generation, often referred to as the "Gen I", would be powered by lead–acid batteries and had a stated range of 70 to 100 miles. A production run of 660 vehicles ensued, with paint options including dark green, red, and silver. The vehicles were offered through a leasing arrangement, explicitly prohibiting the option to buy under a contractual provision (with a suggested retail price listed at $34,000). Saturn assumed responsibility for leasing and maintenance of the EV1. Analysts projected a potential market ranging from 5,000 to 20,000 cars annually.

Similar to the PrEView program, lessees were pre-screened by GM, with only residents of Southern California and Arizona initially eligible for participation. Leasing rates for the EV1 ranged from $399 to $549 a month. The car's debut was marked by a significant media event, featuring an US$8 million promotional campaign incorporating prime-time TV commercials, billboards, a dedicated website, and an appearance at the premiere of the Sylvester Stallone film Daylight. Among the initial lessees were notable figures such as celebrities, executives, and politicians. At the release event, 40 EV1 leases were signed, with GM anticipating leasing 100 cars by year's end. Deliveries began on December 5, 1996. In the first year on the market, GM leased just 288 cars. But in 1999 Ken Stewart, the brand manager for the EV1 program, characterized the feedback from the car's drivers as "wonderfully-maniacal loyalty".

Joe Kennedy, Saturn's vice president of marketing at GM, acknowledged concerns regarding the EV1's price, the outdated lead-acid battery technology, and the car's restricted range, stating, "Let us not forget that technology starts small and grows slowly before technology improves and costs go down". Some groups opposing taxation expressed disapproval of the exemptions and tax credits given to EV1 lessees, arguing it amounted to government-subsidized driving for affluent individuals. Certain groups, such as the fake consumer organization "Californians Against Utility Company Abuse", which opposed the use of taxpayer funds for public EV charging stations, were accused of being funded by oil companies with interests in maintaining the dominance of gasoline cars.

Marvin Rush, a cinematographer for the TV series Star Trek: Voyager, noticed that GM was not adequately promoting the EV1. Concerned, he personally invested $20,000 to create and broadcast four unofficial radio commercials for the car. Although GM initially opposed this initiative, their stance shifted later on. They decided to endorse the commercials and reimburse Rush for his expenses. In 1997 the company allocated US$10 million for EV1 advertising and pledged to raise this amount by an additional US$5 million the next year.

Second generation
In 1998 for the 1999 model year GM released a second iteration of the EV1. Noteworthy improvements included lower production costs, quieter operation, extensive weight reduction, and the advent of a nickel–metal hydride battery (NiMH). The Gen II models were released with a 60 amp-hour, 312-volt (18.7 kWh) Panasonic lead–acid battery pack. Subsequent models featured an Ovonics NiMH battery, rated at 77 Ah with 343 volts (26.4 kWh). Cars with the lead–acid pack had a range of 80 to 100 miles, while the NiMH cars could travel 120 to 140 miles between charges. The second generation EV1 leasing program expanded to several other American cities, with monthly payments ranging from $349 to $574. A total of 457 second generation GM EV1s were produced by the company and leased to customers.

On March 2, 2000 GM issued a recall for 450 first generation EV1s. The automaker had determined that a faulty charge port cable could eventually build up enough heat to catch on fire. Sixteen "thermal incidents" were reported, including at least one fire that resulted in the destruction of a charging vehicle. The recall did not affect second generation EV1s.

Costs
GM established lease payments for the EV1 based on an initial vehicle price of US$33,995. Lease payments varied from approximately $299 to $574 per month. An industry official suggested that each EV1 cost the company around US$80,000, including research, development and other associated costs; other estimates placed the vehicle's actual cost as high as $100,000. GM invested slightly less than $500 million into the EV1 and electric vehicle-related technologies, and over $1 billion in total.

Construction and technology
To enhance its efficiency, extensive wind-tunnel testing was conducted on the EV1, and GM additionally implemented partial fender skirts on the rear wheelhouses. The rear wheels are 9 in closer together than the front wheels, thereby creating the "teardrop" shape. These factors resulted in a very low and a. Its design incorporated super-light magnesium alloy wheels and self-sealing, low-rolling resistance tires developed by Michelin rounded out the EV1's good efficiency characteristics. These tires, mounted on the lightest fourteen-inch wheels ever used, are inflated to 50 pounds per square inch (psi), compared to the standard 35 psi for normal tires. The special rubber compound utilized in these tires, along with their hardness, contributed to its low rolling resistance.

Its recyclable aluminum structure was the world's lightest, weighing 290 lb. Thus it constituted 10 percent of its overall weight, in comparison to the usual 20 percent. The EV1 features regenerative braking, a system in which applying the brakes turns the drive motor into a generator. This process not only slows down the vehicle but also captures its kinetic energy, returning it to the battery for reuse. To save weight and maximize performance, GM designed the EV1 as a subcompact two-seater vehicle. Efforts to minimize weight extended to most of the components of the car, including the incorporation of magnesium in the frames of the seats. In addition, the power-assisted anti-lock brakes are electrically activated. The front disc brakes operate on an electro-hydraulic system. The rear drums represent an industry first, being fully electric, which eliminates the requirement for hydraulic lines or parking brake cables.

Traditionally vehicles use heat produced by the engine to heat the passenger compartment. But since electric vehicles generate minimal waste heat, an alternative solution had to be conceived. GM opted for a heat pump to regulate the temperature inside the EV1, consuming a third of the energy required by a traditional unit for both cooling and heating. Nevertheless the system effectively warmed passengers only when temperatures exceed 30 C. To address colder climates, upcoming electric vehicles were anticipated to incorporate heat pumps alongside compact fuel-fired heaters.

Drivetrain and battery

The electric motor in the EV1 operated on a 3-phase AC induction system, generating 137 bhp at 7,000 revolutions per minute (RPMs). The EV1 could maintain its full torque capacity across its entire power range, delivering 110 lbft of torque from 0 to 7,000 RPMs. Power was transmitted to the front wheels through an integrated single-speed reduction transmission.

The first generation EV1 models featured lead–acid batteries weighing 1175 lb. These batteries, initially supplied by GM's Delco Remy Division, were rated at 53 amp-hours at 312 volts (16.5 kWh), offering an initial range of 60 mi per charge. In 1999 the second generation EV1 cars adopted a new set of lead–acid batteries from the Japanese electronics company Panasonic, increasing the weight to 1310 lb. The batteries were rated at 60 amp-hours at 312 volts (18.7 kWh), extending the EV1's range to 90 mi. Shortly after the introduction of the second generation cars, the planned nickel–metal hydride (NiMH) "Ovonics" battery pack, developed under the Delco Remy organization, commenced production. This pack made the car's curb weight 2908 lb. The NiMH batteries were rated at 77 amp-hours at 343 volts (26.4 kWh), providing a range of 160 miles (257 km) per charge, doubling the range of the original first generation cars. Charging the NiMH-equipped cars to full capacity could take six to eight hours.

The EV1 used the Magne Charge inductive charging paddle, manufactured by Delco Electronics, a subsidiary of GM. This paddle was inserted into a slot located between the EV1's headlights. The wireless charging technology ensured that no direct connection was required, although there were rare instances of fires starting at the charge port. For fast recharging of the vehicle, a home charger provided by GM was necessary. In addition to the fast charger, GM offered a 120-volt AC convenience charger for the lead–acid battery that could be utilized with any standard North American power socket for slower charging of the battery pack.

Conversions
GM revealed a family of alternative fuel prototype models at the 1998 Detroit Auto Show. Among these, the compressed natural gas variant was the only model in this family that was not electric, and it was a conversion of the standard two–seat EV1 platform. It featured a 1.0-liter turbocharged engine, and its advertised fuel efficiency was rated at 60 mpgus. The series hybrid prototype featured a auxiliary power unit (APU) housing a gas turbine engine situated in the trunk. Supplied by Williams International, an American manufacturing company founded by Sam B. Williams, the unit comprised a lightweight gas turbine and a high-speed permanent magnet AC generator, the former of which primarily charged the vehicle's batteries. The Williams APU had the capability to operate on either compressed natural gas or gasoline. According to GM's assertions, the vehicle could attain 60 mpgus when running on the latter, offering a total range of 390 mi. Conversely when operating solely in electric mode, it was estimated to achieve a range of 40 mi. The parallel hybrid variant featured a 1.3-liter Isuzu turbocharged, direct injection diesel engine, delivering 75 hp. GM also introduced a fuel cell variant; its system comprised a fuel processor, an expander/compressor, and a fuel cell stack. Another noteworthy development was the unveiling of a four-passenger variant of the EV1, extended in length by 19 in.

Demise
Despite favorable customer reception, GM believed that electric cars occupied an unprofitable niche of the automobile market. The company ended production of the EV1 in 1999, after 1,117 examples were produced over its tenure of under three years. On February 7, 2002 Ken Stewart, the brand manager of GM Advanced Technology Vehicles, informed lessees that GM would be recalling the cars from the road, which contradicted a previous statement indicating that GM had no plans to withdraw cars from customers. The EV1 program was terminated in late 2003 under the leadership of then-GM CEO Rick Wagoner.

58 EV1 drivers submitted letters along with deposit checks to GM, seeking lease extensions with no financial burden on the automaker. These drivers indicated their willingness to cover maintenance and repair expenses for the EV1, while granting GM the authority to terminate the lease in case of costly repairs. Despite this proposal, in June 2002 GM declined the offer and returned the checks, totalling over US$22,000. In November 2003 GM initiated the retrieval of the vehicles; approximately forty units were donated to museums and educational establishments, albeit with deactivated power systems intended to prevent future operation. However, most of the vehicles were dispatched to car crushing facilities for demolition.

In 2003 Peter Horton, an actor who also reported for the Los Angeles Times, sought to lease an EV1 from GM but was informed that he "was welcome to join their waiting list [of a few thousand] along with [an undisclosed number of] others for an indefinite period of time, but his chances of getting a car were slim". In March 2005 GM spokesman Dave Barthmuss discussed the EV1 with The Washington Post, noting that "There [was] an extremely passionate, enthusiastic and loyal following for this particular vehicle [...] There simply [were not] enough of them at any given time to make a viable business proposition for GM to pursue long term".

By the end of August 2004 GM had reclaimed all leased EV1s from their lessees, resulting in the absence of any EV1s on the road. However, one EV1 was showcased at the Main Street in Motion exhibit at Epcot in Walt Disney World, located in Lake Buena Vista, Florida.

Reaction and image
Since its demise and destruction, GM's decision to cancel the EV1 has generated dispute and controversy. The American Smithsonian Magazine described the EV1 as "not technically a failure", whereas the Australian Financial Review newspaper contended that while "successful, [the EV1] was doomed to fail". These opinions were due to the economic infeasibility of the EV1, and GM has been acknowledged for discontinuing the EV1, with the newspaper Automotive News asserting that this decision helped GM avoid decades of losses. But despite this praise, many criticized GM's decision to phase out the EV1. Electric car enthusiasts, environmental interest groups, and former EV1 lessees have accused the company of self-sabotaging its electric car program to avoid potential losses in spare parts sales, while also blaming the oil industry for conspiring to keep electric cars off the road.

As car sales declined later in the decade amid the onset of global oil and financial crises, perspectives on the EV1 program underwent a shift. In 2006 Wagoner admitted that his decision to discontinue the EV1 electric-car program and neglect hybrid development was his biggest regret during his tenure at GM. He emphasized that while it didn't directly impact profitability, it did tarnish the company's image. Wagoner reiterated this sentiment in a National Public Radio (NPR) interview following the December 2008 Senate hearings on the U.S. auto industry bailout request. In the March 13, 2007 issue of Newsweek, "GM R&D chief Larry Burns ... now wishes GM hadn't killed the plug-in hybrid EV1 prototype his engineers had on the road a decade ago: 'If we could turn back the hands of time,' says Burns, 'we could have had the [Chevrolet] Volt ten years earlier'", alluding to the Volt considered as the indirect successor to the EV1.

Legacy and post-demise

The demise of the EV1 inspired the conception of the American battery electric carmaker Tesla Motors. Appalled by GM's decision to discontinue and destroy it, Martin Eberhard and Marc Tarpenning established Tesla Motors in July 2003. Just half a year later, Elon Musk provided substantial funding and assumed the role of chairman. Musk stated in a 2017 Twitter post that "Since big car companies were killing their EV programs, the only chance was to create an EV company, even though it was almost certain to fail". He stated in a subsequent tweet that it had "nothing to do with government incentives or making money. I thought there was a 90 probability of losing it all (almost did many times), but it was the only chance".

Research showed that manufacturers were at least a decade behind in terms of electric vehicle adoption, technology, and infrastructure. While EV1 is considered ahead of its time, it could also be seen as a product of its era and the technologies available at that time. Lead-acid and NiMH batteries had been around for decades, aerodynamics were well understood, and electric motors were already in widespread use.

As part of GM's vehicle electrification strategy, and following the introduction of the Chevrolet Volt plug-in hybrid vehicle to the American market in late 2010, the Chevrolet Spark EV was launched in June 2013. It marked GM's first all-electric passenger car release in the United States since the discontinuation of the EV1 in 1999. The Spark EV was phased out in December 2016, coinciding with the introduction of the Bolt by Chevrolet.

In popular media

The EV1's demise is explored in the 2006 documentary film titled Who Killed the Electric Car?. The film covers the history of the electric car, its modern development, and its commercialization. It addresses future concerns regarding air pollution, oil dependency, and climate change. The documentary explores various factors contributing to the EV1's cancellation, including the CARB's decision to reverse the mandate after pressure and lawsuits from automobile manufacturers, influence from the oil industry, anticipation surrounding a future hydrogen car, and the perfidy of the George W. Bush administration. The film extensively covers GM's efforts to convince California that there was no demand for their product, followed by their decision to repossess and dispose of nearly every EV1 manufactured.

The news magazine Time named the EV1 as one of the "50 Worst Cars of All Time". The magazine lauded its design and engineering, stating that it "was a marvel of engineering [and was] absolutely the best electric vehicle anyone had ever seen", but criticized it for being very expensive to build, which led GM executives to terminating the program. They described GM as the company that "killed the electric car".

title: General Motors EV1


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Sean Maher

Sean Maher (born April 16, 1975) is an American actor. He is known for his portrayal of Simon Tam in the science fiction television series Firefly and follow-up movie Serenity.

Early life
Maher was born in Pleasantville, New York to Joseph and Margaret Maher. After graduating from Byram Hills High School, Maher trained at New York University where he earned his drama degree in 1997. He acted on stage in several productions, including Yerma and Into the Woods.

Career
Maher starred as the title character, a rookie police officer, on the short-lived TV series Ryan Caulfield: Year One. In 2000 he played one of the main characters on the short-lived (dropped after seven episodes) Fox series The $treet, and he has also appeared on the television series Party of Five (as Adam Matthews) and on CSI: Miami.

He reprised his role from Firefly in the film Serenity (2005). Maher was also cast as a chief resident in a hospital on the new series Halley's Comet. He appeared in the 2005 Lifetime network movie The Dive From Clausen's Pier as Michelle Trachtenberg's new love interest. He also appeared as Brian Piccolo in the 2001 remake of Brian's Song.

In 2006, he appeared in the television movie Wedding Wars. After taking a brief break from acting, Maher came back to TV in 2009 as a guest star in Lifetime Television's pilot episode of Drop Dead Diva, followed by 2010 guest appearances in the second season of The Mentalist (CBS), the first season of Human Target (FOX) and the second season of Warehouse 13 (on Syfy).

In 2011 Maher landed a role in the television series The Playboy Club. He played Sean, a closeted gay man who is in a sham marriage with a closeted lesbian Playboy Bunny. He appeared in eight episodes, in 2011 and 2012, in another series, Make It or Break It, as the character Marcus. He played the villainous Don John in Joss Whedon's 2012 adaptation of Much Ado About Nothing.

In 2014, Maher voiced Dick Grayson/Nightwing in Son of Batman, a direct-to-video animated film. It is part of the DC Universe Animated Original Movies. This was followed by the same role in Justice League vs. Teen Titans and Batman: Bad Blood in 2016 and Teen Titans: The Judas Contract in 2017.

Personal life
Maher publicly came out as gay in 2011, using his role as a closeted gay man on The Playboy Club as a platform. He and his husband Paul have two adopted children: a daughter, Sophia, and a son, Liam. Following the birth of their daughter in 2007, Maher took two years off from acting to be a stay-at-home dad.

title: Sean Maher


text: User talk:217.118.114.3

title: User talk:217.118.114.3


text:
Potto

The pottos are three species of strepsirrhine primate in the genus Perodicticus of the family Lorisidae. In some English-speaking parts of Africa, they are called "softly-softlys".

Etymology
The common name "potto" may be from Wolof pata (a tailless monkey).

The generic name Perodicticus is composed of Greek (, ‘maimed’) and  (, "able to show/indicate", cf., , ‘index finger’). It refers to the stubby index finger that seems mutilated.

Taxonomy
There are three species recognized by the IUCN Red List and American Society of Mammalogists:

Formerly, all species were classified under one species, P. potto. However, variation among pottos is significant, prompting speculation that there may be more than one species. A 2015 study confirmed there to be three distinct potto species with deep genetic divergence dating to the Miocene for all three species.

A few closely related species also have "potto" in their names: the two golden potto species (also known as angwantibos) and the false potto. Although it has been suggested that the differences that separate the false potto from the West African potto are a result of an anomalous specimen being used as the holotype which may have been a West African potto.

The Central and South American kinkajou (Potos flavus) and olingos (Bassaricyon sp.) are similar in appearance and behavior to African pottos, and were formerly classified with them (hence Potos). Olingos and kinkajous are now known to be members of the raccoon family.

Description
The potto grows to a length of 30 to 39 cm, with a short (3 to 10 cm) tail, and its weight varies from 600 to 1600 g. The close, woolly fur is grey-brown. The index finger is vestigial, although it has opposable thumbs with which it grasps branches firmly. Like other strepsirrhines the potto has a moist nose, toothcomb, and a toilet claw on the second toe of the hind legs. In the hands and feet, fingers three and four are connected to each other by a slight skin fold, while toes three through five are joined at their bases by a skin web that extends to near the proximal third of the toes.

The neck has four to six low tubercles or growths that cover its elongated vertebrae which have sharp points and nearly pierce the skin; these are used as defensive weapons. Both males and females have large scent glands under the tail (in females, the swelling created by the glands is known as a pseudo-scrotum), which they use to mark their territories and to reinforce pair bonds. The potto has a distinct odor that some observers have likened to curry.

Distribution and habitat
Pottos inhabit the canopy of rain forests in tropical Africa: from Nigeria, Guinea to Kenya and Uganda into the north of the Democratic Republic of Congo. They are nocturnal and arboreal, sleeping during the day in the leaves and almost never descending from the trees.

Behaviour and ecology

Pottos move slowly and carefully, always gripping a branch with at least two limbs. They are also quiet and avoid predators using cryptic movement. The most common call is a high-pitched "tsic", which is used mainly between mother and offspring.

Studies of stomach contents have shown the potto diet consists of about 65% fruit, 21% tree gums and 10% insects. Pottos have also occasionally been known to catch bats and small birds. Their strong jaws enable it to eat fruits and lumps of dried gum that are too tough for other tree-dwellers. The insects they eat tend to have a strong smell and are generally not eaten by other animals.

Pottos have large territories which they mark with urine and glandular secretions. Same-sex intruders are vehemently guarded against, and each male's territory generally overlaps with that of two or more females. Females have been known to donate part of their territories to their daughters, but sons leave their mother's territory upon maturity.

As part of their courting rituals, pottos often meet for bouts of mutual grooming. This is frequently performed while they hang upside down from a branch. Grooming consists of licking, combing fur with the grooming claw and teeth, and anointing with the scent glands. Pottos mate face-to-face while hanging upside down from a branch.

After a gestation period of about 193–205 days, the female gives birth, typically to a single young, but twins are known to occur. The young first are clasped to the belly of the mother, but later she carries them on her back. She can also hide her young in the leaves while searching for food. After about six months, they are weaned, and are fully mature after about 18 months.

Predators and defences
Pottos have relatively few predators, because large mammalian carnivores cannot climb to the treetops where they live, and the birds of prey in this part of Africa are diurnal. Pottos living near villages face some predation from humans, who hunt them as bushmeat; the West African potto is thought to be threatened due to this. They are sometimes preyed upon by African palm civets, although African palm civets are largely frugivorous.

If threatened, the potto will hide its face and neck-butt its opponent, making use of its unusual vertebrae. It can also deliver a powerful bite. Its saliva contains compounds that cause the wound to become inflamed.

The highest recorded life span for a potto in captivity is 26 years.

Cognition and social behaviour
In a study of strepsirrhine cognition conducted in 1964, pottos were seen to explore and manipulate unfamiliar objects, but only when those objects were baited with food. They were found to be more curious than lorises and lesser bushbabies, but less so than lemurs. Ursula Cowgill, a biologist at Yale University who looked after six captive pottos for several decades, noticed they appeared to form altruistic relationships. The captive pottos were seen to spend time with a sick companion and to save food for an absent one. However, there is no confirmation this behaviour occurs in the wild.

title: Potto


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2000 Glasgow Anniesland by-elections

There was a double by-election in Glasgow Anniesland in 2000.

Donald Dewar, a leading figure in Scottish Labour politics, had in 1999 been elected to the Scottish Parliament where he had become First Minister of the Scottish Parliament, but he retained his seat in the Parliament of the United Kingdom intending to stand down at the next general election. However, Dewar died on 11 October 2000 from a massive brain haemorrhage, possibly brought on by a fall he suffered outside his official residence the previous day. This created a by-election for his seat of Glasgow Anniesland in the UK Parliament and Glasgow Anniesland in the Scottish Parliament.

Both elections were held on the same day, and polling day was set for 23 November. John Robertson had already been chosen to fight the seat for Labour at the general election and therefore stood at the byelection. The Labour vote declined, but with the main beneficiary being the small Scottish Socialist Party rather than the challenging Scottish National Party, the seat was comfortably held.

Westminster result
The turnout was 38.1%.

title: 2000 Glasgow Anniesland by-elections


text:
User talk:Modargo

Hello and welcome to Wikipedia! Hope you like it here, and stick around.

Here are some tips to help you get started:

 * To sign your posts (on talk pages, for example) use the '~' symbol. To insert just your name, type ~~~ (3 tildes), or, to insert your name and timestamp, use ~~~~ (4 tildes).
 * Try the Tutorial, and feel free to experiment in the test area.
 * If you need help, post a question at the Help Desk
 * Follow the Simplified Ruleset
 * Eventually, you might want to read the Manual of Style and Policies and Guidelines.
 * Remember Neutral point of view
 * Explore, be bold in editing pages, and, most importantly, have fun!

Good luck!

Deism - Moved from User page
I have – for the time being – protected the article on Deism. Please discuss any changes you want to make with other interested parties at Talk:Deism instead of continually reverting each other. Thank you. (CC also to the other party in this revert war.) Lupo 14:26, 16 Aug 2004 (UTC) (Sorry for having posted this first in the wrong place.)

Renominations to VfD
At Wikipedia talk:Deletion policy, you raised the concern that the poll was not well structured for people's actual votes. I've proposed a revote in a different format. I'd appreciate your comments and changes before people start really using the table. Rossami 14:48, 29 Sep 2004 (UTC)

A warm welcome and a friendly inquiry
Many warm and sincere salutations!!! Are you a new editor that recently joined the community? If so, I bid you welcome.

I was about to add the Episode 21 and 22 English titles and add in the Episode 20 synopsis here tonight when I noticed your handiwork. There is not much that I can complain about it except for a few spelling errors and that contractions detract from the ambiance of Wikipedia being an encyclopedia which I have already corrected; still, I am at a loss for the reasoning behind the revisions that were made for the first eleven episodes. The Revision History documents the great pains I have taken to keep all the episode synopses quite brief and I am at a loss for what objection anybody could raise. I would like for you to please leave a message on my talk page to discuss the matter.

Dairi no Kenkyo (talk) 04:25, 29 May 2009 (UTC)

Commendation and Confession
It seems that you have been quite active here over the course of June 4, Modargo. Along with an exhortation to please keep up the good work is a confession that the vocabulary that you saw used in the episode synopses I wrote reflects the fact that I used to as a kid and occasionally still read the dictionary for fun.

There is another Wikipedia editor that seems rather hostile and unaccommodating over what is simply normal operation for me ever since I joined the Wikipedia community. . . I do hope those sentiments of his cool down somewhat so that he and I can harmoniously work alongside each other. While I did learn to not be so pedantic with my episode synopses, it seems that these efforts are not enough. Perhaps I am overlooking something crucial. ..

Dairi no Kenkyo (talk) 15:49, 8 June 2009 (UTC)

Swans (magazine)
Dear Modargo, I hope now it's better... Swans is cited also on important articles on human rights, or on britannica.com. Regards, --Egonon (talk) 09:05, 14 January 2010 (UTC)
 * Also on the Oxford University Press it's cited Swans as reliable source; Polish professor Marek Glogoczowski cites an article of Swans as "the best summary of George Soros humanitarian activities in South-East Europe"; the editor/essayist Gilles d'Aimery is cited by reliable essays, for example of ÁD Rodríguez, or Jörg Becker (who cites also Swans); and many contributors of Swans are relevant. (I added these notes also on the "talk" of the article.) Regards, --Egonon (talk) 10:20, 17 January 2010 (UTC) Swans is remembered also by Bundeszentrale für politische Bildung --Egonon (talk) 22:39, 17 January 2010 (UTC)
 * I added other references, on the article and on the talk; I think now it's possible to remove the tag, and now I'm removing it, but if you repute it's still necessary, add it again :) Regards --Egonon (talk) 17:19, 19 January 2010 (UTC)

Orphaned non-free media (File:APT logo.png)
Thanks for uploading File:APT logo.png. The media description page currently specifies that it is non-free and may only be used on Wikipedia under a claim of fair use. However, it is currently orphaned, meaning that it is not used in any articles on Wikipedia. If the media was previously in an article, please go to the article and see why it was removed. You may add it back if you think that that will be useful. However, please note that media for which a replacement could be created are not acceptable for use on Wikipedia (see our policy for non-free media).

If you have uploaded other unlicensed media, please check whether they're used in any articles or not. You can find a list of 'file' pages you have edited by clicking on the "my contributions" link (it is located at the very top of any Wikipedia page when you are logged in), and then selecting "File" from the dropdown box. Note that all non-free media not used in any articles will be deleted after seven days, as described on criteria for speedy deletion. Thank you. Hazard-Bot (talk) 04:05, 1 November 2012 (UTC)

Speedy deletion nomination of Tripetrol

A tag has been placed on Tripetrol, requesting that it be deleted from Wikipedia. This has been done under two or more of the criteria for speedy deletion, by which articles can be deleted at any time, without discussion. If the page meets any of these strictly-defined criteria, then it may be soon be deleted by an administrator. The reasons it has been tagged are:
 * It seems to be unambiguous advertising which only promotes a company, product, group, service or person and would need to be fundamentally rewritten in order to become encyclopedic. (See section G11 of the criteria for speedy deletion.) Please read the guidelines on spam and FAQ/Business for more information.
 * It is a very short article providing little or no context to the reader. (See section A1 of the criteria for speedy deletion.) Wikipedia has standards for the minimum necessary information to be included in short articles; you can see these at Wikipedia:Stub. Also please note that articles must be on notable subjects and should provide references to reliable sources that verify their content.

If you think this page should not be deleted for this reason, you may contest the nomination by visiting the page and clicking the button labelled "Click here to contest this speedy deletion". This will give you the opportunity to explain why you believe the page should not be deleted. However, be aware that once a page is tagged for speedy deletion, it may be removed without delay. Please do not remove the speedy deletion tag from the page yourself, but do not hesitate to add information in line with Wikipedia's policies and guidelines. If the page is deleted, and you wish to retrieve the deleted material for future reference or improvement, you can place a request here. Fdizile (developer) 18:54, 28 April 2014 (UTC)

Proposed deletion of Tripetrol

The article Tripetrol has been proposed for deletion  because of the following concern:
 * No sources, possible claim to significance but no claim to notability. I can not find significant coverage in reliable sources.

While all constructive contributions to Wikipedia are appreciated, content or articles may be deleted for any of several reasons.

You may prevent the proposed deletion by removing the notice, but please explain why in your edit summary or on the article's talk page.

Please consider improving the article to address the issues raised. Removing will stop the proposed deletion process, but other deletion processes exist. In particular, the speedy deletion process can result in deletion without discussion, and articles for deletion allows discussion to reach consensus for deletion. GB fan 00:48, 29 April 2014 (UTC)

ArbCom elections are now open!
MediaWiki message delivery (talk) 12:48, 23 November 2015 (UTC)

title: User talk:Modargo


text:
Kay Summersby

Kathleen Helen Summersby (née MacCarthy-Morrogh; 23 November 1908 – 20 January 1975), known as Kay Summersby, was a member of the British Mechanised Transport Corps during World War II, who served as a chauffeur and later as personal secretary to Dwight D. Eisenhower during his period as Supreme Commander Allied Expeditionary Force in command of the Allied forces in north west Europe.

Summersby and Eisenhower spent a significant amount of time together until World War II ended, at which time Eisenhower cut ties and returned to the United States. It is generally agreed that Summersby and Eisenhower became extremely close during the war; some writers have suggested a sexual relationship between the two, although people who knew both of them at the time have rejected that claim, as have most of Eisenhower's biographers.

Early life
Summersby was born in Ballydehob, County Cork, Ireland. She was the daughter of Donald Florence MacCarthy-Morrogh and Vera Mary MacCarthy-Morrogh (née Hutchinson). Her father, descended from the MacCarthy Reagh Princes of Carbery, was originally from County Kerry, and her mother was born in Wales, as the fourth of five sisters, to an English father and Irish mother who was also descended from the Morrogh family.

She described her father, a retired Lieutenant Colonel of the Royal Munster Fusiliers, as "black Irish" and her mother as English. As a young woman, she moved to London where she worked as a film studio extra, dabbled in photography, and eventually became a fashion model. She was married in 1936 to British Army officer Gordon Thomas Summersby; when they divorced in 1943, she retained the name of her ex-husband, as is usual. There was an engagement to marry US Army officer Lieutenant Colonel Richard "Dick" Arnold that overlapped her initial period with Eisenhower; however, this ended with the death of her fiancé while mine clearing during the North Africa campaign.

World War II
When Britain entered World War II in 1939, Kay Summersby joined the British Mechanised Transport Corps (MTC). She drove an ambulance throughout the London Blitz in 1940 and 1941, and was reportedly excellent at navigating London streets during blackouts and fog. When the United States joined the Allies after the German declaration of war in December 1941, Summersby was one of many MTC drivers assigned as chauffeurs to high-ranking American military officers.

Summersby was assigned to drive then Major General Dwight Eisenhower when he arrived in London in May 1942. Though there was a brief interruption of several weeks due to Eisenhower's short return to the US, Summersby chauffeured Eisenhower and later became his secretary until November 1945, based at his home Telegraph Cottage in Warren Road, Coombe, Kingston upon Thames. During this time Eisenhower rose in rank to a five-star General of the Army and Commander of the European Theatre, and Kay, with his help, became a US citizen and a commissioned officer in the US Women's Army Corps (WACs), ultimately leaving the service as a captain in 1947.

Captain Summersby's military awards included the Bronze Star Medal, Women's Army Corps Service Medal, European Campaign Medal, World War II Victory Medal and the Army of Occupation Medal with "Germany" clasp. (Although several online sources state that Summersby received the Legion of Merit, there is no known documentary evidence that she was awarded it. The Legion of Merit was normally awarded to senior officers in the rank of colonel and above.)

Life after the war
Summersby was awarded the British Empire Medal (BEM) in the 1945 New Year Honours List. The award, at the insistence of British Prime Minister Winston Churchill, was presented, with a signed photograph of the Prime Minister, aboard the MV Britannic in New York more than three years later.

After leaving the service in 1947, Summersby settled in the United States, and was, at one point, engaged to a man in San Francisco who thought she had money. She married the Wall Street stockbroker Reginald H. Morgan in 1952, but was divorced in 1958. She died at her home in Southampton, Long Island, of cancer, on 20 January 1975, at the age of 66.

Relationship with Eisenhower
There is a question whether Summersby consummated a romance with Eisenhower during the war, as there is no definitive evidence as to the matter. Many people knew both of them during the war but none alleged there was an affair. In Eisenhower Was My Boss, Summersby's 1948 memoir of the war years, written with journalist Frank Kearns, she made no mention of any affair. Her 1975 autobiography, Past Forgetting: My Love Affair with Dwight D. Eisenhower, was explicit about there being a romance, although it also said they had not actually had sexual intercourse. However, she did not dictate the text. Past Forgetting was ghostwritten by Barbara Wyden while Summersby was dying of cancer. This book was contracted after Eisenhower had died in 1969. The text states the omission of the affair from the 1948 book was due to her concern for Eisenhower's privacy. Summersby reportedly stated shortly before her death: "The General is dead. I am dying. When I wrote Eisenhower Was My Boss in 1948, I omitted many things, changed some details, glossed over others to disguise as best I could the intimacy that had grown between General Eisenhower and me. It was better that way."

Those who dispute the claim of an affair maintain that the second book's description of the relationship was simply fabricated, presumably by the ghostwriter. By the book's account there were two unsuccessful attempts to have intercourse. Instead of sex, wrote Summersby, the affair mostly consisted of "stolen kisses" during walks or on aeroplanes, holding hands, and horseback riding or golfing together. She kept a note from Eisenhower that asked, "How about lunch, tea, & dinner today?" the note says. "If yes: Who else do you want, if any? At which time? How are you?" Red Cross volunteer and writer Margaret Chase was one of the authors discounting the affair in her 1983 book.

Eisenhower himself only mentioned Summersby once in Crusade in Europe, his 1948 memoir of the war, in a list of aides. Historian Carlo D'Este notes that members of Eisenhower's staff denied that there was ever an affair between them and dismisses Summersby's book as "fanciful". However, rumours and jokes about their relationship were common among soldiers who did not know the two. Eisenhower's son John, who briefly served as an aide, described her as "the Mary Tyler Moore of headquarters. She was perky and she was cute. Whether she had any designs on the Old Man and the extent to which he succumbed, I just don't know."

Field Marshal Bernard Law Montgomery wrote in his diary that Past Forgetting "should have never been written, it can do Eisenhower no good. If American generals were in the habit of dealing with women secretaries and drivers as Eisenhower did and others appear to have done if this book is true, then their characters slump in the eyes of the world. This book makes it clear that Eisenhower discussed with Kay Summersby, his woman car driver, his views on Generals under him, and disclosed to her the most secret matters; all this is now given to the public in her book. Her views on world figures are enlightening, since they are obviously Eisenhower's views."

President Harry S. Truman reportedly told author Merle Miller that in 1945, Eisenhower asked permission from General George Marshall to divorce his wife to marry Summersby, but permission was refused. Truman also allegedly said he had the correspondence between Marshall and Eisenhower retrieved from the Army archives and destroyed. However, Truman's account of the Summersby controversy has been rejected by most scholars. Historians say Truman had a mistaken recollection and emphasize that Eisenhower had asked permission to bring his wife to England. Others have speculated that Truman was not truthful about Eisenhower because of animosity between the two men that intensified during the Eisenhower presidency (Truman stated that Eisenhower did not invite him back to the White House during his administration). Historian Robert H. Ferrell stated he found that the tapes of Miller's interviews with Truman contain no mention whatever of Summersby, and concludes that Miller concocted the story.

Eisenhower biographer Jean Edward Smith wrote, "Whether he and Kay were intimate remains a matter of conjecture. But there is no question they were in love." Smith accepted Miller's account because Garrett Mattingly, who as a naval officer in Washington censored outgoing cables, told a similar story to his Columbia University faculty colleagues in the early 1950s. Smith cited several other people who believed in or were told of the existence of an affair. Omar Bradley in his autobiography wrote that the two were in love and that "Their close relationship is quite accurately portrayed, so far as my personal knowledge extends, in Kay's second book, Past Forgetting". James Gavin wrote that when he asked Chicago Tribune reporter John Thompson during the war whether Eisenhower and Summersby were having an affair, Thompson replied "I have never before seen a chauffeur get out of a car and kiss the General good morning".

Awards and honours

 * Bronze Star Medal
 * Women's Army Corps Service Medal
 * European–African–Middle Eastern Campaign Medal with one silver and two bronze campaign stars
 * World War II Victory Medal
 * Army of Occupation Medal with "GERMANY" clasp
 * British Empire Medal (United Kingdom)
 * Defence Medal (United Kingdom)
 * War Medal 1939–1945 (United Kingdom)
 * Six overseas service bars

title: Kay Summersby


text:
User talk:64.246.58.26

You've been warned before, so I'll give you one final warning: stop defacing Wikipedia or you will be blocked from editing. -- Hadal 17:57, 23 Jul 2004 (UTC)

Vandalism
Please do not vandalize articles or you will be blocked from editing. FeloniousMonk 21:14, 29 September 2005 (UTC)

title: User talk:64.246.58.26