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Hindustan Ambassador

The Hindustan Ambassador is an automobile that was manufactured by Indian manufacturer Hindustan Motors from 1957 to 2014, with improvements and changes over its production lifetime. The Ambassador was based on the Morris Oxford series III model, first made by Morris Motors Limited at Cowley, Oxford in the United Kingdom from 1956 to 1959.

Despite its British origins, the Ambassador was considered as a definitive Indian car and was fondly called the "King of Indian roads". The automobile was manufactured by Hindustan Motors at its Uttarpara plant near Kolkata, West Bengal. On 11 February 2017, Hindustan Motors executed an agreement with PSA Group for the sale of the Ambassador brand, including the trademarks, for a consideration of inr 800000000. The tie-up entailed two joint-venture agreements between the companies of the two groups.

Design and development
The Ambassador was basically the same Morris Oxford Series - III, launched by Morris, then a part of British Motor Corporation. In 1956 it sold the rights and tooling to Hindustan Motors as it had done for its previous Series - I and Series - II models which were sold by Hindustan Motors as Hindustan 14 and Landmaster. The Series -III model itself was a derivative of the Morris Oxford Series - II model which was developed prior to the Austin and Morris merger.

The car was quite spacious due to its semi-monocoque design which was quite an advancement in the early 1950s in vehicle engineering. The car was designed by Alec Issigonis whose other designs were the Mini and Morris Minor. The Ambassador replaced the Morris Oxford Series II based Hindustan Landmaster, which was quite similar, and the larger Hindustan Deluxe based on the Chevrolet Deluxe.

Birla Group
Hindustan Motors Limited (HM), part of the Birla group was India's pioneering car manufacturing company and later a flagship company of the C.K. Birla Group. The company was established just before Indian independence, in 1942 by B.M. Birla. They began operations in a small assembly plant in Port Okha near Gujarat by assembling the then Morris 10 as the Hindustan 10.

In the mid-1950s, they planned to upgrade their existing Hindustan models based on the Morris Oxford Series Il (Hindustan Landmaster), and eventually acquired rights for the new Morris Oxford Series III. The car initially came with a side-valve engine but was later improved with an overhead-valve engine. The Ambassador was quite innovative, with a fully enclosed monocoque chassis, making it spacious inside.

The Morris MO Series models (the earlier one and its next model with a new front grille) were by 1949 introduced, as the Hindustan 14. The production continued till 1954, after which the Landmaster based on the Morris Oxford Series II was introduced, with the same 1476 cc side valve engine, drawn from the earlier Hindustan 14. The same engine was used for the older Ambassadors Mark I from 1958 till 1960.

Production years
The political influence of the Birla family helped ensure that the Ambassador was one of the few cars that were in production following the 1954 government policy of promoting an indigenous Automobile industry. It dominated the market for several decades, mostly due to its spacious size and ruggedness compared to its rivals like the Premier Padmini and Standard 10. By the early 1980s, the comparatively expensive Ambassador's low fuel economy and poor quality began to hinder sales. It still represented more than two thirds of Indian car production, but wait lists were down to 12 months while the Premier Padmini had a wait list nearly five years long. The Ambassador remained dominant in the official and company sectors, while also popular as a taxi, but private motorists gradually abandoned the "Amby" in the 1980s and 1990s.

Production of Hindustan Ambassador at its plants outside the cities of Kolkata and Chennai ended owing to weak demand and financing problems. Prior to the cancellation, the company had sold 2,200 Ambassadors in the financial year which ended in March 2014, only a tenth of the sales the Ambassador reached in the mid-eighties.

In 2022, HM confirmed that the company was working with the French Auto maker Peugeot to bring back Ambassador in its new design whose work was already in advanced stages. Earlier in 2017 Hindustan Motors had sold the Ambassador brand to the French auto manufacturer Peugeot for Rs 80 crore.

Reimported into UK
The car was briefly imported to the United Kingdom in 1992 (as the Fullbore Mark 10). The cars were retrofitted with a heater and seat belts in order to comply with European safety legislation, but only a tiny number were ever sold and the importer went into liquidation.

Reintroduction
On 28 May 2022 Hindustan reported that the Ambassador nameplate will be reintroduced with a new engine and design. It was also reported that the design process for the revived Ambassador's new engine was already in an advanced stage of development, and that the new models would be produced at Hindustan's production line in Chennai.

Evolution
The Ambassador remained in continuous production from its inception, with very few improvements or changes.

In 1948, Hindustan Motors shifted its assembly plant from Port Okha in Gujarat to Uttarpara/Hindmotor in West Bengal's Hooghly district and strengthened its manufacturing capacity in the automobile segment.

The 1954 Morris Oxford series II in India was licence-built at Uttarpara, (Hooghly district), West Bengal, three years after its debut in England and labelled as the 1957 Hindustan Landmaster.

Engaged in the manufacture of the Ambassador, Contessa and utility vehicles like the Trekker, Porter and Pushpak, the plant hardly introduced any innovations or improvements. Hindustan Motors was the only manufacturing facility in the world to manufacture parts for the obsolete Bedford trucks.

Sale of Ambassador taxis has been outlawed since 1 April 2011, a year after BS IV emission standards were rolled out in 11 Indian cities, including Kolkata.

In later years, Hindustan Motors fitted the cars with a cleaner diesel engine in order to comply with new emission rules, allowing it to resume taxi service in Kolkata, one of the cities in which the vehicle had been banned.

Mark I (1957 to 1962)
In 1957, Hindustan Motors, to further earlier collaboration with Morris Motors, who by then had become British Motor Corporation after merger with Austin Motors, entered into an agreement to manufacture 1956 Morris Oxford series III in India. All the tooling was transferred to Uttarpara plant in India. The car was rebadged as Ambassador (later called Mark 1) was launched in mid-1957 and the early model Morris Oxford series II derived Hindustan Landmaster was discontinued. The new model included deep headlamp cowls and small rear wing "tail fins". The dashboard and steering wheel were completely redesigned. The Landmaster's flat-plane two-spoke steering wheel gave way to a dished steering wheel with three spokes made-up of four wires per spoke, for the Ambassador. Also a new, dimpled bonnet made its debut. These models had an Austin Motors derived 1476 cc side-valve petrol engine. In 1959 the side-valve engine was replaced by a 1489 cc, 55 bhp overhead-valve BMC B-series petrol engine.

Mark II (1962 to 1975)
In January 1962, the Ambassador underwent a frontal facelift with a closely chequered grille more reminiscent of the Morris Mini. The interior had a redesigned dashboard and instrument cluster. The early models have sun mica sheet but it was replaced by wood grain coated plywood and aluminium bezel in later models (1968 onwards). This model was named as Ambassador Mark II, and the early version quickly got dubbed as Mark I in the market, while it was never officially christened such in its production days.

The mid-sixties model again had minor changes to the tail lamp with integrated lens for indicator and brake lamp and the tall ornamented bumper stopper from the Mark I was redesigned with a smaller chrome metal stopper keep with the times. This model was sold until mid-1975 and eventually was replaced by the Mark III model. Being one of the ubiquitous early models of Ambassador numerous older versions can be found in restoration, garages and in numerous Indian movies of that era. In its final years in 1975 it had no competition other than the Premier Padmini and its smaller rival the Standard Gazel.

A short-lived estate or wagon version was launched in the early 1970s, the Ambassador Estate.

Mark III (1975 to 1979)
In 1975, the Mark 3 version was launched with another frontal facelift. The front grille had horizontal louvres giving it a modern feel and a round profile indicator lamp now isolated from the grille. At the rear a more modern looking number plate bezel replaced the early design which was commonly used by many other British cars as well. The interior now had a new dashboard with 3 standard instruments mounted on a black recessed mesh again moving away from the early coated wooden base with aluminium strip design. By 1978, the Mark 3 was available in its Standard and Deluxe versions. The Deluxe version had a newer dashboard with four meters plus the speedometer. Just before the launch of the Mark 4, the Mark 3s had their front windscreen wiper configuration changed, with a common direction sweep for both wipers. This configuration was prevalent in the new Ambassadors till the end. This has a short span of less than 3 years in production before being replaced with a Mark - IV model in 1977.

In 1977 and 1978, the Ambassador Mark 3 was available with a 1760 cc version of the Morris 1.5-litre inline-four, specifically to have enough power to propel a full air conditioning system. This option continued to be available as a Mark IV, but very few were sold and it was discontinued in 1979.

Mark 4 (1979 to 1990)
In 1979, the Ambassador's front underwent a major facelift departing from the flatter design of the 1950s which was retained till its end in 2014. The front grille was much smaller in height with a larger chequered grille and square park lamps. Now separate amber indicator lamps were incorporated on the semi front lip spoiler below the bumper which was mounted higher up. This model was named as the Mark IV. In addition to the existing petrol version, a diesel variant was launched in 1980, powered by a 1489 cc, 37 bhp BMC B-series diesel engine. It was the first diesel car in India and was well received by the Indians, although it was initially only available as a taxi or for government usage, as the Indian government restricted private ownership of diesel automobiles. It was, at the time, the most expensive car built in India, at a 25 percent markup over a petrol Mark 4.

The Mark IV was the last of the Mark cars. For a short period the cars were available as Deluxe and later it was renamed Ambassador Nova. The Ambassador of 1990 (except for the front cowl area) was virtually identical to the 1956 original, with most changes being light and cosmetic. The changes were mainly the front styling and minor changes to the dashboard. This technological stagnation was mainly because of the protectionist policies being pursued by the Indian government at the time, and there was little incentive on the part of Indian companies to innovate. During that time, the newly Hindustan Contessa started getting produced, intended to replace the Ambassador, however, the Ambassador proved to be more popular, and so surpassed the Contessa in production.

The car celebrated the Golden Jubilee of its production in 2008 (1958–2008). The Ambassador has emerged as the car mass-produced for the longest period, with minimal design changes, on the same assembly line (Uttarpara, West Bengal, India) in the whole world until 2014.

It was during the Mark IV's model run that India launched a controlled economic liberalisation in the mid-1980s which allowed many Japanese companies to establish joint ventures in India. Maruti Suzuki launched its Maruti 800 in the then non-existing small car category. The then existing manufacturers Standard Motors, Premier Automobiles and Hindustan Motors were licensed for larger category cars. The Ambassador still remained the principal family car of choice in the middle segment in spite being a pre-modern design with dated styling. The company also earmarked for a major upgrade for its mechanical and power plant systems, creating a model later launched as Nova.

Ambassador Nova

The Ambassador Nova was launched in 1990 in two variants—a 55 bhp petrol-powered Deluxe version and a 37 bhp diesel-powered Diesel DX version. The Ambassador Nova received a newly designed steering wheel, new steering column, better brakes and electricals. The brake pedal was now top-hinged, while the earlier central instrumentation flanked by two glove compartments was replaced by a more conventional setup with a single glovebox. It also had some cosmetic changes which included a new radiator grille, while retaining the square turn signals of the earlier Mark IV.

Ambassador 1800 ISZ, Classic
In an attempt to increase its appeal, in 1992 another version became available. Dubbed the Ambassador 1800 ISZ, this model featured a 75 bhp 1817 cc Isuzu inline-four engine and a five-speed manual gearbox with a floor shift. This also had the benefit of allowing the option of bucket seats, as opposed to the earlier bench seats. Also, the entire dashboard was redesigned. Instrumentation panels were shifted from the centre of the dashboard to the right, behind the steering wheel. Seat belts became standard.

The Isuzu 1817 cc engine that was used in its luxury model HM Contessa 1.8 GL that produced a power of 88 bhp was slightly detuned for the new Ambassador. The same power plant was available since 1985, for the special order armour plated, VIP models. By the early 1990s, this 1817 cc/ 75 bhp (at 5000 rpm), OHC, Isuzu engine, that had four in-line cylinders and a max torque of 13.8 Kgm at 3000 rpm, was available as an option, in all the Ambassadors commonly available for sale and this very reliable modern Japanese engine proved to be a success that would last its entire production run.

This model gained the "Classic" moniker at the 1998 Delhi Motor Show, and Ambassador Classics have since been available with the gamut of 1.5 to 2.0-liter petrol, CNG, and diesel engines installed across the Ambassador lineup. The 1500 diesel engine, the main seller for Hindustan, did not pass Bharat IV emissions and as of 2011 it was no longer allowed to be sold in 13 of India's major cities. This meant the end of the Classic range, as it eliminated most of the taxi market.

Ambassador Grand
The Ambassador Grand was launched in 2003 and as per the manufacturer, the new version had 137 changes compared to its predecessor. The changes included a switch to body coloured wrap around bumpers, camel coloured interiors, fabric seats, remote shift gear lever, moulded roof and door trims, Salisbury axle, bigger rear wheel drums, improved suspension with anti roll bar and Metlon bushes, central door lock, factory fitted music system and an optional sun roof. The acoustic insulation of the Ambassador Grand was developed by Trèves S.A.S. of France. The Grand version of Ambassador was available only in 2.0L and 1.8L engines at first and later in 2007 the 1.5L model was added to the line.

Ambassador Avigo
The Avigo model launched in 2004 was the most radical revision of the venerated Ambassador, a part of a brand revitalisation kicked off in the middle of 2003. The change of name, a break from the Ambassador marque, indicated a different marketing strategy. The Avigo was launched in the summer of 2004. The revitalized lineup consisted of the Ambassador Classic of mid-2003, the Ambassador Grand of late 2003, and the aforementioned Avigo, with the exterior designed by Manvindra Singh. However, the most overpowering influence on the front bonnet has been that of the original Landmaster series (also based on Morris Oxford). The main panels at the rear remained the same but the tail lamp and name plate bezels were redesigned. In interior the Avigo, however, has much more classic-touch internals. The entire dashboard console was redesigned with a classic retro theme reminiscent of the early models with central mounted meter new clusters (like the Mark IV models). Seats were specially built for this model with dual tone beige coloured scheme and wood-grain interiors. A factory fitted 6CD Kenwood audio system and new air-conditioning system was installed. The car was priced higher than the existing models.

Ambassador Encore
This new model was launched in 2013, to match the BS IV standards of the metropolitan cities with the 1.5-liter diesel. This version was developed with the aid of Austria's Magna Steyr. The new car looks just like an Ambassador Grand and has the same overall dimensions as that of the BS III Ambassadors, although power had climbed to 48 PS. The steering wheel was the two-spoke affair first seen in the Nova. In 2013, left-hand drive versions were still built in small numbers for export, to tertiary markets like Nigeria.

Extended version
Many local customisers offer stretched versions. One such manufacturer was Parikh, whose effort was called the Harsh.

Customised version
Car designer Dilip Chhabria created a concept inspired by the Ambassador version, the Ambierod. This car was not manufactured by Hindustan Motors nor was it based on the Ambassador. Several styling cues, however, have been borrowed from the Ambassador.

Engines
In the early 1990s, the old Austin-designed B-Series OHV straight-4 BMC 1.5L petrol engine was replaced in favour of an Isuzu 1.8 litre engine and became the fastest production car in India, beating Fiats, and the Maruti Suzuki cars at that time. The engines currently available are the 1500 DSL (1.5L 37 bhp diesel engine), 1800 ISZ (1.8 L 75 bhp MPFI petrol engine), 2000 DSZ (2.0 L 50 bhp Isuzu diesel engine) and 2000 DSZ Turbo (2.0 L 75 bhp turbocharged intercooled Isuzu diesel engine.

In the late 1970s a limited batch of Mark III Ambassadors were produced with 1,760 cc engines. They were fitted with Constant Velocity SU side-draft carburettors of an earlier era instead of the more common indigenous variable velocity Solex down-draft units. The engine blocks of these cars had "1760" etched on them instead of the usual "1500". These were probably produced to handle the extra load of the piston-driven air conditioner compressors available in those days. The trim (metal beading) of these cars were a throwback to the sixties because they were chrome plated instead of aluminium.

Reception
The Ambassador was claimed to be the best taxi in the world by Top Gear in Episode 2 of their 20th Series.

An article by Hormazd Sorabjee entitled An Epitaph for India's "Appalling" National Car appeared in a July 2014 issue of BBC Magazine.

title: Hindustan Ambassador


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Discretionary access control

In computer security, discretionary access control (DAC) is a type of access control defined by the Trusted Computer System Evaluation Criteria (TCSEC) as a means of restricting access to objects based on the identity of subjects and/or groups to which they belong. The controls are discretionary in the sense that a subject with a certain access permission is capable of passing that permission (perhaps indirectly) on to any other subject (unless restrained by mandatory access control).

Discretionary access control is commonly discussed in contrast to mandatory access control (MAC). Occasionally, a system as a whole is said to have "discretionary" or "purely discretionary" access control when that system lacks mandatory access control. On the other hand, systems can implement both MAC and DAC simultaneously, where DAC refers to one category of access controls that subjects can transfer among each other, and MAC refers to a second category of access controls that imposes constraints upon the first.

Implementation
The meaning of the term in practice is not as clear-cut as the definition given in the TCSEC standard, because the TCSEC definition of DAC does not impose any implementation. There are at least two implementations: with owner (as a widespread example) and with capabilities.

With owner
The term DAC is commonly used in contexts that assume that every object has an owner that controls the permissions to access the object, probably because many systems do implement DAC using the concept of an owner. But the TCSEC definition does not say anything about owners, so technically an access control system doesn't have to have a concept of ownership to meet the TCSEC definition of DAC.

Users (owners) have under this DAC implementation the ability to make policy decisions and/or assign security attributes. A straightforward example is the Unix file mode which represent write, read, and execute in each of the 3 bits for each of User, Group and Others. (It is prepended by another bit that indicates additional characteristics).

With capabilities
As another example, capability systems are sometimes described as providing discretionary controls because they permit subjects to transfer their access to other subjects, even though capability-based security is fundamentally not about restricting access "based on the identity of subjects". In general, capability systems do not allow permissions to be passed "to any other subject"; the subject wanting to pass its permissions must first have access to the receiving subject, and subjects generally only have access to a strictly limited set of subjects consistent with the principle of least privilege.

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

title: Discretionary access control


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Talk:Extractive metallurgy

[Untitled]
Merging content from smelting. that page has longer history, but this one is a more general topic.Zeimusu 13:35, 2004 Aug 6 (UTC)

Mineral Processing/Ore Dressing
After mining the first step in the metallurgical process is mineral processing. This step prepares the ore for extraction of the valuable mineral. It is a process of physically separating the grains of valuable minerals from the waste minerals. This enrichment process considerably reduces the volume of mineral that must be handled by the extractive metallurgist. (See Mineral Processing Technology by B. A. Wills, First Edition 1979, Pergamon Press, Maxwell House, New York, 10523)

Rewrite
I totally re-wrote this page. Nobody was really doing any maintenance on this article. It was a hodge-podge of different concepts, repeated itself in many places, and got into way too much detail that is covered in other specific sub-category articles. I don't think that I eliminated anything that isn't covered elswhere. If I did, and it truly belongs here, let's get it back in. Comments and input in making this a better article will be very much appreciated.BSMet94 (talk) 20:13, 23 July 2010 (UTC)

I also tried to make the article more generic, and not get into specifics of any process for any particular material. Details of generic processes (floation, solvent extraction, roasting, smelting, electrowinning, etc.) belong in other main articles and detials of specific processes for copper, iron, gold, zinc, etc. belong in the articles discussing those metals and their extraction processes. Also, I had a line in there about ferrous vs. non-ferrous metallurgy. I took that out. It doesn't need to be discussed, it's non-technical, and it was bound to start an argument.BSMet94 (talk) 20:23, 23 July 2010 (UTC)
 * This is a decent high level article, leading to a more detailed one. However, it ought to have a reference or two.  I doubt that it needs in-line citations, but there ought to be a short bibliogrpahy.  Peterkingiron (talk) 18:37, 27 July 2010 (UTC)
 * Thanks for keeping me honest. I added one reference that I used very generically when writing the article.  Most of it, I just wrote from my general knowledge.  There are no quotations, and I don't think anything I wrote is controversial, so at this time, I agree that in-line citations are not needed.  I hope this article gets some scrutiny, and if any controversies come up, then we can resolve them with revisions and in-line citations as necessary.  It's been a few years since we collaborated Peterkingiron, but It's always fun when we do!BSMet94 (talk) 15:37, 28 July 2010 (UTC)

Ellingham Diagrams
This topic is incomplete here. The horizontal axis is clearly the chemical oxidation/reduction environment, but the vertical axis seems not to be defined here at all. Is it ph, temperature, time, pressure or what? I shouldn't have to read another article to find this out. David R. Ingham (talk) 04:26, 12 November 2011 (UTC)

title: Talk:Extractive metallurgy


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D3

D3, D03, D.III, D III or D-3 may refer to:

Roads

 * London Buses route D3, a Transport for London contracted bus route
 * D3 motorway (Czech Republic), a motorway in the Czech Republic
 * D3 road (Croatia), a state road in Croatia
 * D3 motorway (Slovakia), a motorway in northern Slovakia

Aircraft

 * Albatros D.III, a 1916 German biplane fighter aircraft
 * Dewoitine D.3, a Dewoitine aircraft
 * Dunne D.3, a British Dunne aircraft
 * Fokker D.III, a 1916 German single-seat fighter aircraft
 * Mercedes D.III, a 1914 German 6-cylinder, liquid-cooled inline aircraft engine
 * Phönix D.III, a variant of the Austro-Hungarian First World War Phönix D.I biplane fighter
 * Pfalz D.III, a 1917 German fighter aircraft
 * Schütte-Lanz D.III, a 1918 German fighter aircraft prototype
 * Siemens-Schuckert D.III, a 1917 German prototype single-seat fighter aircraft

Automobiles

 * Ford D3 platform, a full-size car automobile platform
 * Peugeot D3, a panel van manufactured from 1950 to 1955

Locomotives

 * Bavarian D III, an 1897 steam locomotive model
 * LB&SCR D3 class, an 1893 British 0-4-4 tank locomotive design
 * GS&WR Class D3, a Great Southern and Western Railway Irish steam locomotive
 * GNR Class D3, which was also classified D3 during LNER ownership
 * Pennsylvania Railroad class D3, an 1869 American steam locomotive model

Ships

 * HMS Icarus (D03), a 1936 British Royal Navy destroyer
 * HMS Ranee (D03), a 1943 British Royal Navy escort aircraft carrier
 * USS D-3 (SS-19), a 1910 US Navy submarine

Science and technology

 * Dihedral group of order 6 (D3)
 * D-brane, a class of p-branes in theoretical physics
 * D-3 (video), an uncompressed composite digital video tape format
 * Nikon D3, a professional-level digital SLR camera

Biology and medicine

 * ATC code D03 Preparations for treatment of wounds and ulcers, a subgroup of the Anatomical Therapeutic Chemical Classification System
 * Dopamine receptor D3, a human gene
 * Vitamin D3 (cholecalciferol), a type of Vitamin D
 * Melanoma in situ (ICD-10 code: D03)
 * Iodothyronine deiodinase type III

Computing

 * d3.js, Data Driven Documents, a JavaScript library for live web graphics based on changing data
 * D3, a Pick database sold by Rocket Software
 * DOCSIS 3, a cable modem standard

Entertainment

 * D3 Digivice, a device from the fictional anime/manga Digimon series
 * D3 (Tenchi Muyo! Ryo-Ohki), a character in the anime Tenchi Muyo!
 * D3: The Mighty Ducks, the third film in The Mighty Ducks trilogy
 * Dedication 3, a Lil' Wayne and Young Money mixtape
 * Dhoom 3, a 2013 Indian Hindi-language action film by Vijay Krishna Acharya, third part of the Dhoom film series
 * D3 (film), a 2023 Indian Tamil-language crime thriller by Balaaji

Video games

 * Descent 3, a 1999 computer game
 * Diablo III, a 2012 action role-playing game PC game by Blizzard Entertainment
 * Dirt 3, a 2011 rallying video game
 * Disciples III: Renaissance, a 2009 video game
 * Disgaea 3, a 2008/2011 game in the Disgaea series
 * Doom 3, a 2004 sci-fi horror first-person shooter computer game
 * Driver 3, a 2004 racing, shooting, and adventure video game

Organizations

 * D3 Publisher, a Japanese video game publisher
 * Daallo Airlines, (IATA airline code), an airline based in Dubai

Other uses

 * Dublin 3, a Dublin, Ireland postal district
 * NCAA Division III, in American collegiate athletics
 * USL League One, in American professional soccer, sometimes referred to as USL D3
 * d3, a three-sided die in tabletop gaming
 * d3, Mieses Opening in chess
 * Voiced palato-alveolar affricate (former IPA symbol dʒ), a type of consonantal sound

title: D3


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Brixen

Brixen (Bressanone, ; Porsenù or Persenon, ) is a town and commune in South Tyrol, northern Italy, located about 40 km north of Bolzano.

Geography
Brixen is the third-largest city and oldest town in the province, with a population of nearly twenty-three thousand. It is located at the confluence of the Eisack and Rienz rivers, and today it is the capital of the Eisack district community.

The Brenner Pass, on the Italian-Austrian border, is 45 km to the north of Brixen, and Bolzano lies 40 km to the south. To the east lies the Plose mountain massif with three peaks, the closest of which being the Telegraph peak (Monte Telegrafo) (2,486 m), formally known as Fröllspitze. On the western side, there is the Königsangerspitze mountain (Monte Pascolo) (2,439 m) and the Pfeffersberg slope (Monteponente), both of which are located within the Sarntal Alps.

Brixen is especially known for its skiing, with a major ski resort, the Plose.

Frazioni
Brixen is made up of about 22 smaller villages and hamlets called frazioni. They include: Afers/Eores, Albeins/Albes, Elvas, Gereuth/Caredo, Karnol/Cornale, Klerant/Cleran, Kranebitt/Costa d'Elvas, Mahr/Elvas La Mara, Mairdorf/Villa, Mellaun/Meluno, Milland/Millan, Pairdorf/Perara, Pinzagen/Pinzago, Plabach/Rivapiana, Rutzenberg/Monte Ruzzo, Sarns/Sarnes, St. Andrä/Sant'Andrea, St. Leonhard/San Leonardo, Tils/Tiles, Tötschling/Tecelinga, Tschötsch/Scezze, and Untereben.

History
The area of Brixen has been settled since the Upper Paleolithic (8th millennium BC). Other settlements from the late Stone Age have been found and in 15 BC, the area was conquered by the Romans, who had their main settlement in the nearby Säben (Sabiona). They held it until around 590, when it was occupied by Bavarians.

The first mention of Brixen dates to 901 in a document issued by the King of Germany, Louis III the Child, in which the farm of Prihsna was presented to Bishop Zacharias of Säben. As time passed, 'Prihsna' turned into the current name of Brixen. The bishops moved here from Säben in 992, after the cathedral had been finished.

In 1048, the Bishop of Brixen, Poppo, was made pontiff as Pope Damasus II by emperor Henry III. His reign was especially short, lasting only 23 days before dying. Rumours circulated that Poppo had been poisoned by Gerhard Brazutus, an ally to both Pope Benedict IX, whom Poppo had just dethroned, and to be Pope Gregory VII. These claims have not proven to be substantial and a modern conjecture suggests he died of malaria.

On 15 June 1080, at the request of Henry III, the synod of Brixen condemned Pope Gregory VII over the Investiture Controversy, a conflict during the 11th and 12th centuries over the ability to appoint bishops.

In 1115, a first line of walls encircling Brixen was completed. In 1174, and later again in 1234 and 1445, Brixen was devastated by fires.

During the German mediatisation in 1802, Brixen was awarded to the Austrian Empire, only to be ceded to the Bavarians in 1805 after the Austrians suffered a great loss to Napoleon and his Allies at the Battle of Austerlitz. The Bavarians set up the District Court of Brixen, a regional judicial and administrative court for South Tyrol. The court only lasted nine years before in 1814, the Congress of Vienna returned Brixen to the Austrians.

Some time between 1851 and 1855, the Czech journalist and writer Karel Havlíček Borovský was exiled to Brixen by the Austrian government.

In 1866, after the Austro-Prussian War, the Austrians were on the verge of collapse. In 1867 the Austro-Hungarian Compromise was arranged. This established a dual monarchy comprising Austria and the Kingdom of Hungary, which were respectively known unofficially as Cisleithania and Transleithania. South Tyrol, including Brixen, was part of Cisleithania.

In 1915, the Treaty of London was concluded. Its objective was, in part, to entice Italy to join the Triple Entente. One provision, Article 4, promised the Italians the largely German-speaking Austrian territory of South Tyrol, which would create a new Italian-Austrian frontier. In 1919, after the victories of the allies, Brixen, along with the rest of South Tyrol, was awarded to Italy by the Treaty of Saint-Germain-en-Laye.

Under Mussolini, Brixen and the surrounding villages experienced an enormous growth, as part of the fascist effort to consolidate territorial subdivisions in the country. In 1928, this included the addition of Milland, Sarns, and Albeins, as well as Elvas and Kranebitt which were annexed from Natz, a neighbouring municipality.

During WW2, the Austrians attempted to reclaim South Tyrol but were unsuccessful.

After the war, Austria deemed the post-war treaty to be unsatisfactory, raising The South Tyrolean Question (Die Südtirolfrage). The Austrians believed, along with the South Tyroleans, that the region should be autonomous to protect minorities. South Tyrol has 69.4% native German-speaking population, and a 4.5% native Ladin-speaking population, with the two languages making up a majority in 111 out of the 116 municipalities in South Tyrol.

In 1972, South Tyrol, as a part of Trentino-Alto Adige/Südtirol, was granted autonomy.

Coat-of-arms
The oldest coat of arms dates back to 1297 with the lamb, known then from 1304 as a symbol of the lamb. On 13 November 1928, a shield with the city walls and a gate on the lawn in the upper half and the lamb in the lower was adopted. The emblem is a turned argent lamb with an or halo on a gules background; the right foreleg supports a flag with a gules cross. The emblem was granted in 1966.

Main sights

 * The Cathedral (10th century), dedicated to the Assumption of Mary, was rebuilt in the 13th century and again in 1745–54 along Baroque lines. The ceiling of the nave has a large fresco by Paul Troger portraying the Adoration of the Lamb.
 * The Hofburg, a Renaissance Bishop's Palace (started in the 13th century), one of the main noble residences in South Tyrol. The Diocesan Museum has several artworks, including a presepe with 5,000 figures created for Bishop Karl Franz Lodron.
 * The round parish church of Saint Michael (11th century). The Gothic choir and the bell tower are from the 15th century while the nave is from the 16th. The main artwork is a wooden Cireneus from the 15th century.
 * The Pharmacy Museum (Pharmaziemuseum Brixen), located in a nearly 500-year-old townhouse, shows the development and changes of the local pharmacy. The Peer family (now the 7th generation) has run this pharmacy since 1787, always in the same location. The museum's carefully restored rooms illustrate the development of the pharmaceutical profession over the centuries and the changes in remedies used, from the testicles of a beaver and pieces of an ancient Egyptian mummy to modern plasters and lyophilisates. All the objects and medicines on display were in use over the centuries. The museum also has a library for historical research and the archive of the Peer family. In a separate room there is a multimedia display of the history of the family.
 * The White Tower (also known as "Weißer Turm") was completed in 1591, but subsequently modified. The 72-meter-tall tower, which is located next to the parish church of Saint Michael, is inside the city walls in the historic center of Brixen. It contains a complex carillon mechanism of 43 bells, which ring every day at 11:00 a.m. and can play more than a hundred different tunes. On the top floor there is a large roof where it is possible to observe the circumstances. The Tower also has a lunar clock. The architecture of the tower belongs to the Gothic Architecture and is one of the few remaining in South Tyrol. It is the cultural heritage monument with the number 14186 in South Tyrol. The White Tower is used as a museum since 2007.

Outside the city is Rodeneck Castle, one of the most powerful of its time. It has precious frescoes from the early 13th century. Also important are Reifenstein Castle and Trostburg Castle in Waidbruck. In the latter lived the adventurer and minstrel Oswald von Wolkenstein.

Linguistic distribution
According to the 2011 census, the majority of the population speaks German as first language (72.82%). The remainder of the inhabitants speak Italian and Ladin as first languages, with percentages of 25.84% and 1.34%, respectively.

Culture
The rock band, Frei.Wild, has its origin in Brixen.

Notable people

 * Maria Hueber (1653–1705) – religious sister, pioneer in educating girls in Tyrol
 * Matteo Goffriller (1659–1742) – Venetian luthier, particularly noted for the quality of his cellos
 * Anton Pichler (1697–1779) – Tyrolean goldsmith and artist of engraved gems
 * Joseph Ambrose Stapf (1785–1844) – professor of moral theology and pedagogy at Brixen seminary
 * Jakob Philipp Fallmerayer (1790–1861) – traveller, journalist, politician and historian
 * Johanna von Isser Großrubatscher (1802–1880) – graphic artist and writer
 * Josef Murr (1864–1932) – classical philologist and botanist
 * Eduard Thöny (1866–1950) – caricaturist and illustrator
 * Fritz Tarbuk von Sensenhorst (1896–1976) – lieutenant in the Austro-Hungarian Navy, captain in the army and an entrepreneur
 * Mary de Rachewiltz (born 1925) – poet and translator
 * Reinhold Messner (born 1944) – mountaineer, adventurer, explorer, author and politician
 * Heinz Winkler (born 1949) – three-Michelin star chef
 * Herbert Dorfmann (born 1969) – agronomist and Member of the European Parliament

Sport

 * Denise Karbon (born 1980) – World Cup alpine ski racer
 * Roland Fischnaller (born 1980) – snowboarder at the 2002, 2006, 2010, 2014, 2018 and 2022 Winter Olympics
 * Karin Oberhofer (born 1985) – biathlete, bronze medallist in the Mixed relay at the 2014 Winter Olympics
 * Ludwig Rieder (born 1991) – luger, competitor at the 2014 Winter Olympics
 * Dominik Fischnaller (born 1993) – luger, bronze medallist at the 2022 Winter Olympics
 * Kevin Fischnaller (born 1993) – luger, competitor at the 2018 Winter Olympics

Transport
Brixen has a railway station on the Brenner Railway, which connects the town to Verona and Innsbruck. It has an individual fare structure for public transport within the Tirol-Südtirol zone.

Italy

 * Regional Train (Trenitalia Regional): Brennero/Brenner – Fortezza/Franzensfeste – Bressanone/Brixen – Chiusa/Klausen – Bolzano/Bozen – Trento – Rovereto – Verona – Isola della Scala – Nogara – Bologna

Germany/Austria/South Tyrol

(D for Germany, A for Austria)

On 11 December 2016, ÖBB took over Deutsche Bahn's night trains. The Munich-Milan service was withdrawn.

 * Night Train (DB CityNightLine) Munich-Milan/Rome: Munich (D) – Kufstein (A) – Jenbach (A) – Innsbruck (A) – Brixen/Bressanone – Bolzano/Bozen – Trento/Trient – Verona – Peschiera del Garda – Brescia – Milan
 * Intercity Train (ÖBB Eurocity) Munich-Verona/Venice: Munich (D) – Kufstein (A) – Jenbach (A) – Innsbruck (A) – Brenner/Brennero – Franzensfeste/Fortezza – Brixen/Bressanone – Bolzano/Bozen – Trento – Rovereto – Verona – Padua – Venice
 * Intercity Train (ÖBB Eurocity) Munich-Verona/Bologna: Munich (D) – Kufstein (A) – Jenbach (A) – Innsbruck (A) – Brenner/Brennero – Franzensfeste/Fortezza – Brixen/Bressanone – Bolzano/Bozen – Trento – Rovereto – Verona – Bologna
 * Regional Train (Südtirol Bahn Regio-Express) Bolzano/Bozen-Innsbruck: Bolzano/Bozen – Brixen/Bressanone – Franzensfeste/Fortezza – Sterzing/Vipiteno – Brenner/Brennero – Innsbruck
 * Regional Train (Südtirol Bahn Regio) Brixen/Bressanone-Lienz: Brixen/Bressanone – Franzensfeste/Fortezza – Mühlbach/Rio di Pusteria – Vintl/Vandoies – Ehrenburg/Casteldarne – St. Lorenzen/San Lorenzo di Sebato – Bruneck/Brunico – Olang/Valdaora – Welsberg/Monguelfo – Niederdorf/Villabassa – Toblach/Dobbiaco – Innichen/San Candido – Lienz (A)
 * Train connects at Verona with ÖBB EuroNight Rome-Vienna: DB CityNightLine splits into two trains (first half couples with ÖBB Rome-Vienna and leaves for Vienna or Rome; second half continues to Munich or Milan). Vienna-Rome splits into two trains (first half continues to Rome or Vienna; second half couples with DB CityNightLine for Milan or Munich).

By road, the town has two exits on the Brenner Autobahn that connects Brixen to the Brenner Pass.

Twin towns – sister cities
Brixen is twinned with:
 * 🇸🇮 Bled, Slovenia, since 2004
 * 🇨🇿 Havlíčkův Brod, Czech Republic, since 1992
 * 🇩🇪 Regensburg, Germany, since 1969

Sports

 * Brixen hosted the 2009 World Youth Championships in Athletics.
 * Brixen hosted the 16th Unicycle World Convention and Championships (UNICON) in July 2012.

title: Brixen


text:
Paris Landing State Park

Paris Landing State Park is an 841-acre (3.4 km2) state park located on the western bank of Kentucky Lake in Buchanan, Henry County, Tennessee.

The park is located inland from the original site of Paris Landing which served steamboat traffic on the Tennessee River. The site is now under the waters of Kentucky Lake, which was created by TVA when the Tennessee River was dammed in 1944.

Amenities
Lodging is available at the 130-room Inn, in 10 3-bedroom cabins, 45 campsites with water and electricity and 18 primitive campsites. The Inn contains a restaurant and a conference center and a full-service marina features boat slips, gas and a bait shop.

The marina, along with the spacious Inn and conference center, have played host to dozens of professional crappie and bass tournaments.

Golf course
The Paris Landing State Park Golf Course is a Par 72, 18-hole course situated on the western shore of Kentucky Lake. The entire course is tree-lined, and therefore provides some privacy screening for players on the course. Several holes skirt the Kentucky Lake, producing a natural balance of rolling land, trees, and water. Through the years Paris Landing has hosted numerous collegiate and high school championships.

The course opened in 1971. In 1994 Hole #12 was redesigned lengthening the hole by approximately 75 to 100 yards and relocating the green to include the vistas of the lake, while greens on Hole #7 and Hole #13 were rebuilt in 1996–1997. Hole #12 is a 586-yard, par 5 with an elevated green again overlooking the Kentucky Lake. The signature hole #4 is a downhill 186-yard par 3 with the Kentucky Lake providing a scenic backdrop.

Summer activities
The park is most often visited in the summer season. Many families use the facilities for various events such as barbecues, picnics, fireworks, recreational activities, etc. On Independence Day, the park is full of visitors there to watch the show of fireworks. The clear setting of the lake provides a beautiful backdrop to the fireworks show. During the summer the pool is open for swimming, as well as the lake. Many boats and fishing equipment can be seen out on the waters in the summer season.

title: Paris Landing State Park


text:
Elisabeth Mann Borgese

Elisabeth Veronika Mann Borgese, (24 April 1918 – 8 February 2002) was an internationally recognized expert on maritime law and policy and the protection of the environment. Called "the mother of the oceans", she received the Order of Canada and awards from the governments of Austria, China, Colombia, Germany, the United Nations and the World Conservation Union.

Elisabeth was a child of Nobel Prize–winning German author Thomas Mann and his wife Katia Mann. Born in Germany, Elisabeth experienced displacement due to the rise of the Nazi Party and became a citizen first of Czechoslovakia, then of the United States, and finally of Canada.

Elisabeth Mann Borgese worked as a senior fellow at the Center for the Study of Democratic Institutions in Santa Barbara, California and as a university professor at Dalhousie University in Halifax, Nova Scotia, Canada. She became a proponent of international cooperation and world federalism. In 1968, she was one of the founding members – and for a long time the only female member – of the Club of Rome. In 1970 she organized the first international conference on the law of the sea, "Pacem in Maribus" ("Peace in the Oceans") in Malta, and helped to establish the International Ocean Institute (IOI) at the Royal University of Malta. From 1973 to 1982, Mann Borgese helped to develop the United Nations Convention on the Law of the Sea (UNCLOS). She also helped to establish the International Tribunal for the Law of the Sea.

Family and citizenship

Elisabeth Veronika Mann was born in Munich, Germany, the youngest daughter of Katia Pringsheim and Nobel Prize winning German author Thomas Mann. Her uncle was novelist Heinrich Mann. Her brothers and sisters are Klaus, Erika (wife of W. H. Auden), Golo, Monika and Michael Mann. She was of Jewish descent from her mother's side. Due to her being the granddaughter of Júlia da Silva Bruhns, she was also of Portuguese-Indigenous Brazilian partial descent.

The Mann family left Germany after Adolf Hitler came to power, moving first to Switzerland. On 11 February 1933, Thomas Mann and his wife Katje left Munich on what was planned as a lecture tour. Within weeks he was warned that the Nazi Party, which had recently come to power, was moving against him. His house and possessions, his published books, and initially his royalties were confiscated. Mann was warned to remain abroad but was dependent upon German citizenship for a valid passport. He began to explore the possibility of obtaining citizenship in Austria, Switzerland or Czechoslovakia.

Thomas Mann publicly indicated his opposition to the Nazi Party in an open letter to literary critic Eduard Korrodi of the Neue Zürcher Zeitung, dated 2 February 1936. On 18 August 1936, the town council of Proseč, Czechoslovakia, voted to accept Thomas Mann's application for a Certificate of Domicile. Mann's application was supported and expedited at high levels of government and as of 19 November 1936 he and other family members, including his minor children Elisabeth and Michael, were granted Czechoslovak citizenship.

Elisabeth studied piano and cello at the Conservatory of Music in Zürich, Switzerland, receiving a Bachelor of Arts degree in Classics and a diploma from the Conservatory of Music in Zurich in 1938. Among musicians, she is known for her translation of Heinrich Schenker's Harmonielehre (1906) into English. As a result of excisions by the editor, Oswald Jonas, Mann Borgese's translation Harmony (1954) is "somewhat removed from what Schenker himself actually wrote." Nonetheless, her "rough and ready" translation was for many years one of the few versions available.

On 10 February 1938, Thomas Mann travelled to the United States on a lecture tour. Following the annexation of Austria on 12 March 1938, he expressed grave concern over the appeasement policy and sought to become a citizen of the United States. Elisabeth accompanied her parents to the United States. Following the German occupation of Czechoslovakia, their Czechoslovak passports were no longer considered valid. In 1941, Thomas Mann and other family members, including Elisabeth Mann Borgese, became citizens of the United States.

At the time of her death, Elisabeth Mann Borgese was the last living child of Thomas Mann. This came to prominence with the Emmy-winning docudrama TV mini-series Die Manns – Ein Jahrhundertroman (2001), in which she was shown in interviews with director Heinrich Breloer on different locations in Europe and the United States where her family once stayed. The Frankfurter Allgemeine Zeitung described her appearance in the interviews as "unpretentious, wise and with a winning sense of humor". It marked the first time that she talked extensively about her family, and she agreed that she was the only one of the six children of Mann who felt totally reconciled with the shadow of their father.

Marriage
Elisabeth Mann married the anti-fascist Italian writer and professor of literature Giuseppe Antonio Borgese (1882–1952) in 1939. They had two daughters, Angelica (born 1940) and Dominica (born 1944). Mann Borgese also had a foster son, Marcel Dechamp.

In 1952, G. A. Borgese died in Fiesole, Italy.

Elisabeth lived with psychiatrist and writer Corrado Tumiati (1885–1967) in her home in Fiesole (Florence, Italy) from 1953 until his death in 1967.

University of Chicago
Mann Borgese moved to Chicago with her husband, who taught at the University of Chicago. With Richard McKeon and Robert Hutchins, G. A. Borgese formed the interdisciplinary Committee to Frame a World Constitution, which published a Preliminary Draft of a World Constitution in 1948. The members of the Committee at the time of the publication of the Draft were, in addition to Hutchins and Borgese, Mortimer J. Adler, Stringfellow Barr, Albert Léon Guérard, Harold Innis, Erich Kahler, Wilber G. Katz, Charles Howard McIlwain, Robert Redfield, and Rexford Tugwell. Elisabeth was the secretary of the Committee and edited its journal, Common Cause, which was published by the University of Chicago Press from 1947–1951.

In the mid-1960s, Mann Borgese worked as an editor, researcher and translator. She was editor of Intercultural Publications for the Ford Foundation from 1952 to 1964. She was for two years the executive secretary of the board of the Encyclopædia Britannica. She worked as a translator with Max Rheinstein, who helped to establish the study of comparative law in the United States. She assisted Rheinstein and Edward A. Shils in translating parts of Max Weber's Wirtschaft und Gesellschaft, published as Max Weber On Law In Economy And Society.

She experimented with writing science fiction, publishing several stories in 1959, which were collected in the anthology, To Whom It May Concern (1960). The pessimism of her speculative fiction is in strong contrast to her usual optimism. In 1963, Borgese published The Ascent of Woman, a sociological work suggesting that women were in the process of becoming "men's true equals".

Center for the Study of Democratic Institutions
With Robert Hutchins and others, Elisabeth moved to the Center for the Study of Democratic Institutions in Santa Barbara, California, where she served as a senior fellow from 1964 to 1978. She wrote extensively on topics including peace, disarmament, human rights, world development, and the Law of the Sea. When the Constitution of the World was republished in 1965, Elisabeth Mann Borgese provided a critical introduction. In 1967, she began to focus specifically on marine law, working with Wolfgang Friedmann and Arvid Pardo, then Malta's Ambassador to the United States. In 1968, she published The Ocean Regime, an early proposal for an international agency tasked with the care of ocean resources including the high seas and the continental shelf. By 1970, at the age of 52, Mann Borgese had established herself as an international expert on the oceans.

She was the initiator and organizer of the first international conference on the law of the sea, held at Malta in 1970, with the title of "Pacem in Maribus" ("Peace in the Oceans"). She also helped to establish the International Ocean Institute (IOI). It now has over 20 centres around the world. In connection with this work, she appeared on the syndicated version of the television game show To Tell the Truth in the spring of 1973.

She was the founder and founding senior editor of the International Ocean Institute's primary publication, The Ocean Yearbook, which first appeared in 1978. and the editor of Ocean Frontiers (1992). She has also published short stories, children's books and a play. She was editor of Intercultural Publications from 1952 to 1964 and research associate and editor of Common Cause, at the University of Chicago (1946–52).

From 1973 to 1982, Mann Borgese formed part of the expert group of the Austrian delegation during the development of the United Nations Convention on the Law of the Sea (UNCLOS). She acted as an advisor to Ambassador Karl Wolf, who led the Austrian Delegation to UNCLOS III. She also helped to establish the International Tribunal for the Law of the Sea.

Dalhousie University
In 1979, Mann Borgese accepted a one-year fellowship as the Killam Senior Fellow at Dalhousie University, in Halifax, Nova Scotia, Canada. Invited to remain, she became professor of political science at Dalhousie in 1980, and an adjunct professor of law in 1996. She taught maritime law and political science, including a special international summer program for civil servants. She continued to work internationally, including consulting for international organizations such as UNIDO, UNESCO, and the World Bank.

In 1983, Elisabeth Mann Borgese became a Canadian citizen. She lived in an A-frame house on Sambro Head, fronting the ocean, near Sambro, Nova Scotia. From 1987 to 1992 Mann Borgese served as chairperson of the International Centre for Ocean Development. She helped to develop programs in ocean management to train people from developing countries around the world.

Death
Elisabeth Mann Borgese died unexpectedly on 8 February 2002, at the age of 83, during a skiing holiday in St. Moritz, Switzerland.

""She really was a pioneer, a utopian in some ways, but she linked these aims with real politics, to policy and hard work. And she pushed that process ahead for 30 years. She lived a remarkable life."– Holger Pils, Lübecker Museen"

Awards and honours
"A true citizen of the world, she has been involved with a number of global issues and has been a trusted spokesperson and defender of the rights of Third World countries. Currently Associate Director of the Lester Pearson Institute for International Development and an advocate of international co-operation, she is recognized as an authority on the Law of the Sea and is respected for her undisputed knowledge, her outstanding leadership abilities and her commitment to a better future for all – Governor General of Canada"
 * 1982, Cross for High Merit, Government of Canada
 * 1988, Order of Canada, Governor General of Canada. Her citation for this award read:

 * 1987, United Nations Sasakawa Prize for the Environment
 * 1988, Gold Medal, Foundation for International Studies, Malta
 * 1992, Order of Colombia, Government of Colombia
 * 1993, St. Francis of Assisi International Environment Prize
 * 1996, Order of Merit of the Federal Republic of Germany
 * 1999, Gold Medal Muenchen Leuchtet, City of Munich, Germany
 * 1999, Caird Medal, National Maritime Museum, Greenwich, London, England
 * 2001, Mann Borgese was nominated, with the International Ocean Institute, for a Nobel Peace Prize, but did not receive the award.
 * 2002, Großes Bundesverdienstkreuz (Commander's Cross of the Order of Merit), Government of Germany
 * 2018, issue of a stamp by Deutsche Post in honour of the 100th anniversary of her birth
 * Medal of High Merit (Hohes Verdienstkreuz, Grosse Ehrenzeichen für Verdienste um die Republik Österreich ), Government of Austria
 * Friendship Award, Government of the People's Republic of China
 * Member of Honour, IUCN, The World Conservation Union

Mann Borgese received a number of honorary degrees, including an honorary Doctor of Humanities from Mount St. Vincent University in Halifax (1986), one from Concordia University in Montreal in 1997, and a Doctor of Laws degree from Dalhousie University in 1998, at the age of 80.

Awards given in her name include the Elisabeth-Mann-Borgese-Meerespreis, established in 2006 by the state government of Schleswig-Holstein, Germany.

Archives
The Elisabeth Mann Borgese fonds, MS-2-744, Dalhousie University Archives, Dalhousie University were acquired through five different accessions, from the Estate of Elisabeth Mann Borgese (2002–2003), from the International Ocean Institute (2009), and from Betsy B. Baker (2013). Digitization of the Elisabeth Mann Borgese fonds has been supported through donations from Nikolaus Gelpke.

An exhibition focusing on her life and work, "Elisabeth Mann Borgese and the Drama of the Oceans", was developed by the Lübecker Museen's Buddenbrookhaus in Lübeck, Germany, for display in 2012 and as a visiting exhibit in 2013 in Kiel and Berlin.

Published works
Mann Borgese published extensively. In addition to works dealing with international relations, the law of the sea, the environment, and world development, she wrote children's books, plays, and a study of animal communication.

Fiction

 * The Immortal Fish (1957)
 * For Sale, Reasonable (1959)
 * "True Self" (1959)
 * Twin's Wail (1959)
 * "To Whom it May Concern" (1960)
 * "My Own Utopia" (1961) (epilogue from The Ascent of Woman)

title: Elisabeth Mann Borgese