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Talk:Marjoe Gortner

Untitled
I don't know why the excerpt about Marjoe's docudrama was removed but I've added it back in. This isn't a bullshit story, it actually happened.

Does anybody know, where the guy is located today ? or an email address or something ??

He was a really excellent psycho in Earthquake.

Needs documentation
I edited this heavily for NPOV and added some links but on the whole this article could use a lot more citation -- in particular about Marjoe "running off with thousands of dollars of unused film stock." Unless someone can document that, it's bordering on libel. Ediderotimus 22:16, 15 September 2006 (UTC)

 * Check the results on Google Scholar and Google News Archive. -- Scarpy (talk) 04:12, 21 March 2008 (UTC)

 * Yes. Some interesting stuff here but we could definately use some citations/sources quoted SolarBreeze 15:13, 29 May 2007 (UTC)

I simply removed the word "rural" from the sentence "traveled the United States." I saw him in Detroit at Bethesda Missionary Temple in the early 1950s: hardly a rural setting. During the sermon he removed his little white suitcoat and threw it out into the congregation, with screams as the masses attempted to touch the sacred mantle. His brother was also part of the act as songleader. —Preceding unsigned comment added by 75.172.249.33 (talk) 16:33, 27 February 2009 (UTC)

Line 1 we get "born January 14, 1944 (age 66) in Long Beach, California." I doubt very much that Gortner was age 66 at birth. Bustter (talk) 03:59, 7 February 2010 (UTC)

I know that calling a word a 'portmanteau' is rather popular at wikipedia, but I'm rather sure that 'Marjoe' isn't a portmanteau... 213.148.230.71 (talk) 20:18, 24 May 2010 (UTC)

Still needs documentation
Most of this article lacks the sourcing proper for a biography of a living person. Per WP policy I removed the paragraph regarding his self-financed film project since it alleged contentious information that was unsourced. It seems it has been removed, and reverted, before; if any editor intends to add this info back into the article, I urge you to first read (at least) the Biographies of living persons policy and the Verifiability policy. Also, repeating contentious information on a talk page entails the same problems as having it in the article.

Anyone who wants to help improve the references on this article should be wary of feedback loops since this article has been around for a few years. Richigi (talk) 16:29, 6 November 2012 (UTC)

Contradiction in Biography section
When Gortner was ***five,*** his father, Vernon, a third-generation[clarification needed] minister, noticed his son's talent for mimicry and his fearlessness of strangers and public settings. His parents claimed he had received a vision from God during a bath, but this was later conceded by Marjoe to be a lie his parents forced him to repeat. He claimed they enforced this by mock-drowning him because they could not beat him which would leave bruises which might be noticed during his many public appearances. They began training him to deliver sermons, complete with dramatic gestures and emphatic lunges. By the time he was ****four****, his parents arranged for him to perform a marriage ceremony for a film crew from Paramount studios and referred to him as "the youngest ordained minister in history". It is not clear, however, who ordained him or if he was even ordained at all.[citation needed]

The intro section also says "four"

I don't know which one is right so I'm not changing anything, and I'm more of a kibbitzer than a Wikipedia editor.

By the way, if somebody knows why I woke up today and decided to look up Marjoe Gortner, please explain. — Preceding unsigned comment added by 67.243.55.83 (talk) 14:39, 9 February 2013 (UTC)

 * Nice catch. Fixed the discrepancy and sourced info to a Life magazine shoot published January 17, 1947. If his birthdate on this article is correct, he was probably just a few days shy of his 5th birthday when this occurred. I added another source that mentions the Paramount newsreel, and reconfirms his age.  As for why you looked up Marjoe... Sorry, I got nothin'. Richigi (talk) 16:21, 9 February 2013 (UTC)

 * According to an article in the Ottawa Citizen (7 January 1949, page 17) Marjoe's 5th birthday would be on 14 January 1949. This article also belies the "portmanteau" claim, instead saying Marjoe was named after his mother Marge.  His younger brother is named Vernoe and father is named Vernon, more consistent with named after parent than with portmanteau of two biblical names.  A similar article appears in the Milwaukee Journal (5 January 1949, page 27), some of the same text but from a different syndicate.  The result of a concerted publicity effort on the part of his parents?  Photos with both articles.  The second article also published in Pittsburgh Post-Gazette, St. Petersburg Times, Milwaukee Sentinel, Spartanburg Herald.  — Preceding unsigned comment added by 71.58.219.151 (talk) 23:00, 22 December 2014 (UTC)

title: Talk:Marjoe Gortner


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Gerri Lawlor

Gerri Lee Lawlor (May 16, 1969 – January 28, 2019) was an American actress, voice actress and homeless advocate. She was the co-creator, along with Marc Gimbel and Stephen Kearin, of the fictitious Simlish language used in The Sims.

Lawlor was the voice of numerous Sims in The Sims, The Sims Livin' Large, The Sims: House Party, The Sims Makin' Magic, The Sims 2, The Sims Life Stories, The Sims: Superstar, and SimCity 4.

Lawlor played the "Vanna White" hostess in the 3DO game Twisted.

In her spare time, Lawlor was a homeless advocate. In the #BeRobin campaign of 2014, Lawlor performed improvised music and comedy on the street to raise money for the homeless with Margaret Cho. Some of those performances appeared in the 2016 documentary #BeRobin The Movie by Kurt Weitzmann.

Lawlor starred as Elizabeth Goodman in the deconstructive comedic film Suckerfish in 1999. She was the voice of "The Bully" in the Annie Award-winning animated short Hubert's Brain.

Lawlor was a Company Player at BATS Improv.

Between 2006 - 2007 and in 2011, Gerri Lawlor worked closely as a female vocalist for the anonymous art collective The Residents.

Lawlor died suddenly on January 28, 2019, from causes that have not been disclosed.

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

title: Gerri Lawlor


text: User talk:84.140.216.73

title: User talk:84.140.216.73


text: User talk:65.50.58.245

title: User talk:65.50.58.245


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Wikipedia:Peer review/Disgaea/archive1

Disgaea
I've been working on this article for quite some time. I'd like to eventually send it to featured article candidates and would appreciate any relevant feedback. - RedWordSmith 01:41, Feb 15, 2005 (UTC)
 * I love the fact that I can stumble over new stuff every day here on Wikipedia ;) Overall, good article, but I noticed a few things:
 * The sections 'Gameplay features' and 'Characthers' are bulleted lists... which I'm personly ain't too keen on. Would it be possible to turn it into 'proper' sentences and paragraphs instead? I think that would make it easier to read.
 * Part of the article - in particular the section 'Gameplay features' reads like an advertisment blurb. Again, turning it into 'proper' sentences and paragraph might help, as well as a carefull rewording.
 * I'm looking forward to seeing how this turns out after PR. WegianWarrior 08:42, 15 Feb 2005 (UTC)
 * I've had a stab at "De-listing" the Gameplay features section. What do you think of it now? Has the change in format made it seem less like an ad? - RedWordSmith 04:26, Feb 17, 2005 (UTC)
 * Looks - and reads - much better. I think part of the reason I felt it rad like an ad was the format used (bulleted list).WegianWarrior 10:17, 17 Feb 2005 (UTC)

title: Wikipedia:Peer review/Disgaea/archive1


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Navistar

Navistar International Corporation is an American holding company created in 1986 as the successor to International Harvester. Navistar operates as the owner of International-branded trucks and diesel engines. The company also produces buses under the IC Bus brand. On July 1, 2021, Navistar became a wholly owned subsidiary of Traton, and therefore part of the Volkswagen Group.

Headquartered in Lisle, Illinois, the company has 13,000 employees worldwide as of 2019. Navistar operates through a network of nearly 1,000 dealer outlets in the United States, Canada, Brazil, and Mexico and more than 60 dealers in 90 countries. Navistar Defense LLC operates independently and is owned by Cerberus Capital Management.

1902–1985: International Harvester
The merger of McCormick Harvesting Machine Company and the Deering Harvester Company in 1902 resulted in the formation of the International Harvester Company (IH) of Chicago, Illinois. In 1908, International introduced the International Harvester Auto Wagon, a forerunner of the pickup truck. Over the next three-quarters of the 20th century, the company evolved to become a diversified vehicle manufacturer across many industries. In addition to agriculture and construction, International offered a range of trucks from consumer-grade pickup trucks (Light Line) to heavy-duty commercial trucks along with the first sport-utility vehicles (the Travelall truck-based wagon and the offroad-oriented Scout). Alongside its Farmall tractor brand, International introduced the Cub Cadet brand of lawn and garden tractors and power equipment for home use.

1985–1991: Transition from agricultural roots
In the early to mid 1980s, International Harvester fell on hard times during the poor agricultural economy of the times; the company had never recovered from a 172-day strike during 1979–1980. New chairman and CEO Louis W. Menk hired a new team of management for International, including CEO Donald Lennox, and as part of a new reorganization program, Menk and Lennox ensured that the company divested many of its historical business divisions. While some divisions were sold to stave off losses, other profitable divisions were also sold to generate much-needed revenue. The Construction Equipment Division was sold to Dresser Industries; Solar (gas turbines) Division to Caterpillar; Cub Cadet was sold (lawn and garden equipment) to MTD Products. In 1983, the company entered into a supply agreement with Ford Motor Company, with the Engine Division supplying the 6.9L IDI diesel V8 for Ford full-size pickup trucks and vans; at the time, V8 diesels served as a fuel-efficient alternative to large-displacement gasoline V8 engines. With the 6.9L and its successor V8 engines, the supply agreement lasted through 2010.

At the beginning of 1985, the Agricultural Division was acquired by Tenneco, the parent company of company rival Case Corporation; the IHC name and its logo were assets of the Agricultural Division, consequently part of the sale. Tenneco created the merged Case IH (as both brands currently remain). Following the sale to Tenneco, all that remained of the company were the International Truck and Engine Divisions. In response to the sale of its own brand and logo, International Harvester reintroduced itself on February 20, 1986, as Navistar International Corporation (combining "Navi-" of Navigation and "Star" from multiple truck lines). Navistar International became the parent company of International Truck and Engine Corporation (the previous Truck and Engine Division), with an orange-red diamond logo replacing the IH "tractor" logo. In 1987, International introduced the 8300, marking a second generation of the IHC S-Series. Designated as the "Thousand Series" by the marketplace, the 8300 was joined by additional Class 7/8 tractors and by the 4000-series medium-duty trucks in 1989. To upgrade fuel economy, the Thousand-Series trucks received an aerodynamic hood with faired in headlamps and turn signals; a body-color grille replaced chrome trim. Navistar also transitioned from manufacturing both gasoline and diesel powered vehicles to exclusively selling and making diesel vehicles after 1986.

1990s
In 1990, International introduced the 9400, an aerodynamic Class 8 truck derived from the Transtar/Paystar cab, using a set-back front axle (to allow for a longer, sloped hood); the classic-style 9300 (the previous Transtar) continued. In 1991, the final remnant of International in the automotive segment was sold off, as the Scout and Light Truck parts business was sold to Scout/Light Line Distributors, Inc. The same year, Navistar became the parent company of a school bus manufacturer as it purchased one-third of American Transportation Corporation (AmTran). Serving as a chassis supplier since the 1920s, Navistar gained significant market share in school bus production, acquiring AmTran entirely in April 1995. In 1994, the IDI diesel was replaced by the all-new T444E diesel V8. Sharing only displacement with its predecessor, the T444E introduced direct injection and standard turbocharging; the engine marked the introduction of the PowerStroke diesel branding for Ford vehicles. In 1998, following a decline in demand for COE trucks in North America, the 9800 was discontinued and production moved to Brazil.

2000s
After nearly a century of business in Chicago, Navistar announced its plans on 30 September 2000 to leave the city and relocate its corporate offices to west suburban Warrenville, Illinois. In 2000, the 5000/9000-series trucks (Paystar/Transtar) received their first redesign of the cab since 1971, becoming the 5000i/9000i; the cab was enlarged (adding larger windows, moving the firewall forward). In 2001, International introduced the "NGV" trucks (Next Generation Vehicles); the first model family developed under the founding of Navistar, NGV was intended as the successor of the Thousand-Series trucks (though using a nearly identical nomenclature). The S-Series lasted in production through 2003 for severe-service trucks and 2004 as a cowled bus chassis. In 2002, AmTran was rebranded as IC (Integrated Coach) after a few months as International Truck and Bus. For 2004, Navistar reentered the consumer vehicle market for the first time since 1980, introducing the International XT (Extreme Truck) model family. Three pickup trucks were sold, including the CXT 4x4 (derived from the 7300), the RXT 4x2 (derived from the 4300) and the MXT 4x4 (a MXT-MV redeveloped for street-legal use). The CXT and RXT are (by far) the largest vehicles ever sold for consumer sale; to date, the former is the tallest ever mass-produced and the latter is the longest pickup truck ever mass-produced. Following the 2006 introduction of the International ProStar long-haul tractor (replacing the aerodynamic 9400i), International began to retire its previous "Thousand-Series" nomenclature for NGV-based trucks. In 2008, the medium-duty 4000 became the DuraStar with the 7000 severe-service trucks becoming the WorkStar. The 8000 regional-haul tractors revived the TranStar name; the LoneStar flagship long-haul tractor had no predecessor. Using the previous-generation i-series cab, the Paystar 5000 and the 9000i (pared down to the 9900i)        In response to low market demand, International ended sales of all three XT pickup truck lines after the 2008 model year.

Purchase of Workhorse
In 2005, Navistar purchased the Workhorse Custom Chassis, LLC (started in 1998 by investors who took over production and sales of General Motors' popular P-series Stepvan chassis when GM dropped it), a manufacturer of step-van and motor home chassis, to seemingly re-enter the delivery van market. It appeared that the new subsidiary might also benefit by its association with a company whose history from the 1930s into the '60s included the popular Metro van. For a short time Workhorse offered an integrated chassis-body product called MetroStar. In Sept. of 2012, Navistar announced the shut down of Workhorse and the closure of the plant in Union City, Indiana, in order to cut costs. In March 2013, AMP Electric Vehicles took over Workhorse Custom Chassis, LLC's assets and began offering a range of electric vehicles. In 2015, AMP changed the company name to Workhorse Group Incorporated.

Move to Lisle, Illinois
In September 2010, despite uncertainty over EGR and a sluggish economy, Navistar leadership revived an effort to relocate the company headquarters from Warrenville, IL, to nearby Lisle, IL. The new headquarters was expected to retain or create 3,000 permanent jobs and about 400 construction jobs. Navistar President Dan Ustian said roughly 500 engineers would be hired immediately. Navistar aimed to invest $110 million in the 1.2 million-square-foot Lisle campus, which would include product development. The state gave Navistar incentives of nearly $65 million, including tax credits. In March 2011, Navistar announced the move to Lisle. Renovations were completed in the fall, but the company gradually moved from Warrenville to Lisle in summer 2011. "You can't build a campus like this anywhere for anywhere near the price we paid for this, and even though you might get more incentives, when you look at the whole picture, you really can't beat it," said Don Sharp, Navistar vice president.

In 2011, Navistar began phasing out its Truck Development and Technology Center (TDTC) in Fort Wayne, Indiana. In early December 2011, the company laid off 130 employees, mostly engineers and designers who were United Auto Workers members. In total, 300 out of 1,400 Fort Wayne employees eventually accepted offers to relocate to Illinois. The other 1,100 workers either retired or chose to remain in Indiana and find work elsewhere. The cost to move employees and consolidate operations was estimated to be $75 million. The only Navistar employees remaining after December 2012 were 20-25 people manning the company's test track on Oxford Street. In late July 2015, the TDTC closed and the remaining workers were let go.

Tension mounts
In June 2012, speculation mounted about a possible takeover of the struggling truck maker. This came as hedge fund MHR Fund Management LLC disclosed a 13.6% stake in the company, slightly higher than billionaire activist investor Carl Icahn's 11.9% stake. As a result, Navistar adopted a poison pill defense. If the plan were triggered by an outside investor taking a stake of 15 percent or more in the company, then Navistar would issue its shareholders rights that would let them buy new common stock in the company at a discount of 50 percent: For each share held, the investor could buy $280 worth of new shares for $140. The investor who took the 15 percent stake or more would not have the right to buy additional shares. In August 2012, Navistar announced it would use Cummins engines and SCR technology. After 37 years with the company, Dan Ustian retired immediately in August 2012 and left his position on the board as well. Former Textron CEO Lewis Campbell was named interim CEO and Troy Clarke was promoted to chief operating officer. Ustian's severance package began at $7.9 million. The company's proxy statement during this time estimated the total package to be $14.6 million, contingent on a share price of $42.07 on Oct. 31, 2011, the end of the company's fiscal year. On September 9, 2012, billionaire and key stock holder Carl Icahn sent an open letter to Navistar's board, blasting them for "abysmal business decisions" and "poor corporate governance." Icahn noted from 2009 to 2012, that "this Board has authorized spending shareholder money on lawsuits against suppliers, competitors and regulators, marketing plans to convince customers that non-compliant engines are actually compliant, accumulating non-core assets such as a Recreational Vehicle manufacturer, and a "gold-plated" corporate headquarters that cost over $100 million. The one thing this Board refused to spend money on was a back-up plan involving the industry standard technology Navistar now must rely on." In a September 2012 interview, Cummins CEO Tom Linebarger said, "all we did was act nice to them (Navistar) even when they didn't talk nicely about us," he smiled, recalling harsh comments that Navistar executives had made about SCR being used by all its competitors. In October 2012, Chief Product Officer Deepak Kapur stepped down, followed by Group Vice President of Product Development Ramin Younessi in December 2012. CIO Don Sharp also left the company in April 2013.

Layoffs and consolidation
August 2012 featured a Voluntary Separation Program (VSP) as well as involuntary layoffs. This was due to the failed engine strategy, rising warranty costs and declines in commercial and military sales. The company let go 500 employees and in September 2012, announced plans to lay off 200 more salaried employees. In addition, the company announced it would close its Garland, Texas manufacturing facility by mid-2013, resulting in the loss of 900 jobs. In March 2013, Navistar announced that interim CEO Lewis Campbell would step down and COO Troy Clarke would be named CEO and chairman of the board. Jack Allen was named COO. In June 2013, CFO A.J. Cederoth stepped down and James M. Moran, Navistar senior vice president, and treasurer, would act as interim CFO until a successor could be found. In late June 2013, former General Motors executive Walter Borst was named Executive VP and CFO. In September 2013, Navistar announced it would cut 500 more jobs amid a larger than expected third-quarter loss. Navistar reported a slower than expected return to profitability due to large market share losses, declining sales, and weak market conditions. In May 2014, a third round of lay-offs in as many years occurred at the corporate headquarters as part of ongoing cost-cutting measures. On July 31, 2015, Navistar ceased operations and laid off the remaining 15 employees at the Truck Development and Technology Center (TDTC) in Fort Wayne, Indiana. In November 2015 and December 2015, several hundred Navistar employees voluntarily left the Corporate HQ office in Lisle, IL, as part of another Voluntary Separation Package (VSP).

Cost-cutting and divestitures
As part of the turnaround plan, Navistar executives cut costs aggressively. They cut SG&A costs by 16% in 2013 and cut product development spending by 24%. Interim CEO Lewis Campbell's priorities included a focus on quality, reducing the company's cost structure and paring back its product line. Navistar also sold several businesses that it deemed were not providing enough of a Return On Invested Capital (ROIC). Among them were their Monaco Coach Corporation Recreational Vehicle (RV) business as well as Workhorse Chassis. They also exited their joint venture with Mahindra and sold off their E-Z Pack unit, which made bodies for garbage trucks, as well as its Continental Mixer unit, which made concrete mixers, for prices the company characterized as "not material." In January 2014, Forbes reported several key challenges facing Navistar, which include declining military sales, a pension plan underfunded by $2.7 billion, two self-disclosed weaknesses in accounting practices and a new collective bargaining agreement for the company's 6,000 full and part-time workers who are represented by labor unions. In February 2014, Navistar announced it would move some engine production operations from Huntsville, Alabama, to Melrose Park, Illinois by summer 2014. The move eliminated 280 jobs in Alabama and saved an estimated $22 million. Navistar said it would keep two other diesel engine plants operating in Huntsville. In September 2014, Navistar reported its best quarter in years. It announced a third-quarter net loss of $2 million, or $0.02 per diluted share, compared to a third-quarter 2013 net loss of $247 million, or $3.06 per diluted share. It was also in September that CEO Troy Clarke announced that the company's biggest divestitures were complete, and that the focus would now be on regaining lost market share. On November 6, 2014, leadership changes continued at Navistar, with Executive VP and COO Jack Allen retiring immediately. Rather than hire a new COO, CEO Troy Clarke split the COO duties among three other executives.

GM and Navistar reach commercial vehicle agreement
General Motors Co. and Navistar have reached a long-term agreement to develop and assemble future medium-duty, conventional cab Class 4/5 commercial vehicles, allowing Navistar to strengthen its product lineup and GM to expand its Chevrolet commercial truck portfolio. The future trucks will be jointly developed using Navistar's expertise in rolling chassis configurations and manufacturing capabilities, and GM's commercial components and engines. The vehicles entered production in late 2018 and are manufactured at Navistar's facility in Springfield, Ohio.

Strategic partnership with Traton SE
In September 2016, Navistar and Volkswagen Truck and Bus (now called Traton), the subsidiary of the Volkswagen Group that controls European heavy truck makers MAN and Scania, announced their intent to pursue a strategic technology collaboration and to establish a procurement joint venture. Volkswagen Truck & Bus would take a 16.6% stake in Navistar, in return for an investment of $256 million. Navistar expected to realize cumulative synergies of $500 million over the first five years. In March 2017 it was announced that Volkswagen Truck & Bus's 16.6% equity investment in Navistar became effective from February 28, 2017, with Volkswagen Truck & Bus executives Andreas Renschler and Matthias Gründler joining the Navistar Board of Directors.

Navistar becomes part of Traton
On January 30, 2020, Traton announced a proposal to purchase all outstanding shares in Navistar. In April 2021, Navistar International Corp. and Traton SE's pending merger transaction began its review process with Brazil's Administrative Council for Economic Defense, or CADE, with market surveys being distributed to 35 companies. On July 1, 2021, Traton successfully completed its takeover of all shares in Navistar, and therefore Navistar became part of the Traton Group. As part of the acquisition, the company was renamed Navistar, Inc from Navistar International Corporation.

Navistar partnered TuSimple to develop robot truck
On July 15, 2020, Navistar established a developmental production partnership with TuSimple, an autonomous trucking technology company, to manufacture Level-4 autonomous semi-trucks. The production is said to start in 2024 Although with non-disclosure of the total investment amount from both the parties, Navistar has taken a minority stake in TuSimple.

International Trucks (1986–present)
In 1986, after International Harvester transitioned to Navistar International, the Truck and Engine Division (essentially all that remained) continued the use of the International brand name. The third-largest Class 8 manufacturer (behind Freightliner and the combined brands of Paccar), International held a 12.6% market share for 2022.

The current International Truck product range ranges from medium-duty Class 4 to heavy-duty Class 8 payload ranges across a wide variety of applications.

IC Bus (2002–present)
International has a long history in the school bus industry as a chassis provider, dating to when school buses first became motorized. In 1991, parent company Navistar expanded its presence in the segment as it acquired a stake in school bus body manufacturer AmTran, completing its purchase in 1995. Since 2002, IC Bus operates as the bus-manufacturing subsidiary of Navistar; though specializing in yellow school buses, the company also produces vehicles for commercial use.

The IC Bus name stands for Integrated Coach, denoting how vehicles are designed and assembled nearly completely under a single corporate structure. The entire IC product line is derived from medium-duty International vehicles, using a body design designed within the company.

MWM International Motores (2005–2022)
In 2005, Navistar purchased MWM International Motores, a Brazilian engine manufacturer formerly associated with Deutz AG. MWM was sold to Tupy S.A. in 2022.

Engines (1986–present)
In 1986, Navistar was formed from the engine division of the former International Harvester (alongside the truck division). In a continuation from its predecessor, International produced both gasoline and diesel-fueled engines for its medium-duty trucks and some heavy-duty trucks, offering second-party engines as an option. Class 8 trucks offered second-party diesel engines (from Caterpillar, Cummins, and Detroit Diesel). From International Harvester, International inherited production of the SV-series gasoline V8, IDI diesel V8, DV-series diesel V8, and DT466 inline-6. After 1986, the production of gasoline engines ended, shifting to diesel-powered engines entirely. During the 1980s, Navistar began an expansion of its engine families. For 1986, a 7.3L version of the IDI was introduced; the engine supplanted the long-running DV-series V8 by the end of 1988; the same year, it became an option in Ford trucks. For 1987, the DT inline-6 engine family was expanded to a second engine, as the DT360 was introduced (competing directly against the Cummins 6BT).

During 1994 production, the IDI V8 was replaced by the direct-injection T444E V8, sharing little more than its displacement with its predecessor; the T444E became the first Ford PowerStroke engine. While the DT360 was withdrawn (largely replaced by the T444E), the DT466 (now the DT466E) was joined by the larger DT530E (competing primarily against the Cummins C8.3). For the 2000s, International began developing engines to comply with updated emissions standards for commercial vehicles. During 2003, the T444E was discontinued and replaced the VT engine family, introduced by the VT365 V8. For 2004, the DT engines received modernized fuel injection and a redesigned turbocharger; the DT530 was replaced by the DT570 (sized between the Caterpillar C9 and the Cummins ISL). In place of using Selective Catalytic Reduction (SCR) to treat engine emissions, International adopted Exhaust Gas Recirculation (EGR), a configuration used with success in automobiles with gasoline engines.

For 2007 emissions compliance, International launched the "MaxxForce" branding for its diesel engines. The VT engine family consisted of the 4.5L MaxxForce 5 V6 and the 6.4L MaxxForce 7 V8 (replacing the VT365). The DT466 became the MaxxForceDT, with the DT and HT570 becoming the MaxxForce 9 and 10, respectively. For its Class 8 trucks, the company introduced "large-bore" engines for the first time, introducing the 10.5L MaxxForce 11 and the 12.4L MaxxForce 13. After the 2010 model year, Ford ended its engine supply agreement with International, continuing the PowerStroke range under its own designs. The MaxxForce 7 and DT engines were updated with twin turbochargers to improve emissions compliance.

Following several years of difficulty reliably matching 2007 and 2010 emissions compliance, International chose to end diesel engine production following the 2015 model year, replacing the MaxxForce 7 and MaxxForceDT with the Cummins ISB6.7 and ISL9, respectively.

In 2017, International reentered the diesel engine production segment, launching the A26 12.4L inline-6. Largely serving as a company-produced successor to the MaxxForce 13, the A26 was developed from the MAN D26 engine.

In 2022, Navistar introduced the International S13 engine. Unlike the A26, the S13 engine operates on low revolutions and higher torque equating to fewer fuel injections and less fuel consumption. This engine uses selective catalytic reduction (SCR) technology, something that has never been used in Navistar's older engines.

Plug-in hybrid electric bus
The U.S. Department of Energy announced in 2009 the selection of Navistar Corporation for a cost-shared award of up to US$10 million to develop, test, and deploy plug-in hybrid electric vehicle (PHEV) school buses. The project aims to deploy 60 vehicles for a three-year period in school bus fleets across the nation. The vehicles will be capable of running in either electric-only or hybrid modes that can be recharged from standard electrical outlets. Because electricity will be their primary fuel, they will consume less petroleum than standard vehicles. To develop the PHEV school bus, Navistar will examine a range of hybrid architectures and evaluate advanced energy storage devices, with the goal of developing a vehicle with a 40 mi range. Travel beyond the range will be facilitated by a clean diesel engine capable of running on renewable fuels. The DOE funding will cover up to half of the project's cost and will be provided over three years, subject to annual appropriations.

eStar electric van
The eStar was an all-electric van. Production began in March 2010 and first deliveries began two months later via its Workhorse Group division. The technology used in eStar was licensed to Navistar in 2009 in a joint venture with Modec and Navistar bought the intellectual property rights from the Modec's bankruptcy administrators in 2011. The introduction of the eStar was supported by a US$39.2 million U.S. Department of Energy stimulus grant under the 2009 American Recovery and Reinvestment Act. The eStar had a 5,100 lb payload capacity available with a 14- or 16-foot cargo box. The vehicle was powered by a 70 kW 102 hp electric motor powered by an 80kWhr lithium-ion battery pack supplied by A123 Systems, and also used regenerative braking. The electric van had a range of 100 mi, and a full charge took between 6 and 8 hours. By May 2010 the eStar had received U.S. Environmental Protection Agency (EPA) and CARB certifications. The eStar also met all Federal Motor Vehicle Safety Standards (FMVSS). The first vans were delivered in May 2010 to FedEx Express for use in Los Angeles. Other customers included Pacific Gas and Electric Company (PG&E), The Coca-Cola Company, and Canada Post. The eStar had a price of US$150,000. Navistar discontinued the eStar van in March 2013, as part of a corporate restructuring plan to focus on current profitability.

Navistar Defense LLC (2003–present)
In 2003, Navistar created Navistar Defense. While Navistar had manufactured vehicles for the military long into its existence as International Harvester, Navistar Defense would operate as a freestanding division within the company. Alongside the MaxxPro MRAP and the MXT-MV, Navistar Defense has developed military variants of the 5000 and 7000 severe-service trucks (today, the HX and HV-Series on-road).

General Motors
Navistar entered into an agreement to purchase General Motors' medium duty truck unit in 2007, but because of changing market conditions the purchase ultimately did not occur, and production of the Chevrolet Kodiak and GMC TopKick were discontinued in 2009 as GM entered bankruptcy protection. In 2015, a joint venture between the two companies for development of a new Class 4/5 commercial vehicle was announced. In early 2017, Navistar's truck assembly plant in Springfield, Ohio, began production of cutaway van chassis variants of the GMT610 Chevrolet Express and GMC Savana. Further details around the Chevy Silverado 4500HD/5500HD/6500HD were announced by General Motors early in 2018, with Navistar also unveiling the International-branded variant of the truck, the CV series, shortly thereafter. Production started in late 2018. The truck serves as a successor to the previously discontinued Chevrolet Kodiak and International TerraStar, competing against the Ford Super Duty F-450/F-550/F-600 and Ram Chassis Cab.

Tatra
Tatra and Navistar Defence introduced at Eurosatory Exposition in Paris, France (June 14–18, 2010) the results of their strategic alliance since October 2009, the models ATX6 (universal container carrier) and ATX8 (troop carrier) The vehicles appear to be based on Tatra T815-7 (T817) 6x6, 8x8 chassis, suspension and cabins while using Navistar engines and other components. Under the deal Navistar Defence and Tatra A.S. will market the vehicles in North America, which includes sales to the United States military and foreign military sales financed by the United States government. Tatra will source parts and components through Navistar's global parts and support network for Tatra trucks delivered in markets outside of North America, as well as market Navistar-Tatra vehicles around the world in their primary markets.

Ford Motor Company
From the 1980s to the 2010s, Navistar had a close relationship with Ford Motor Company. Commencing for the 1983 model year as an engine-supply agreement, the relationship evolved into a $400 million yearly business, culminating into joint production of entire vehicle lines. Following the end of the diesel-engine supply agreement after the 2010 model year, Ford and Navistar ended collaborative production of medium-duty commercial trucks after the 2014 model year

Ford diesel V8 engine
As a result of the gas crises of the 1970s, the implementation of Corporate Average Fuel Economy (CAFE), was applied to light trucks alongside automobiles. In response, large-block gasoline V8 engines (such as the Ford 460) were withdrawn from production from pickup trucks and full-size vans. For the 1983 model year, Ford entered into a supply agreement with International Harvester to use the newly introduced IDI diesel V8 for $3/4$ and 1-ton F-Series pickups and E-Series vans. While roughly matching the output of the discontinued 400 cubic-inch V8 (the engine that it replaced alongside a reintroduced 460), the 6.9L diesel offered fuel economy closer to the standard 4.9L inline-6. While originally developed for the S1700 medium-duty truck, the engine supply agreement brought a diesel engine to market faster (and at far lower cost) than developing an engine from the ground up. In 1988, as International phased out the 6.9L engine, Ford received the 7.3L IDI diesel. During 1994 production, the IDI was replaced by the all-new T444E; to emphasize the introduction of direct injection fuel delivery, Ford began to brand International-sourced engines under the "PowerStroke" branding. As with the IDI, the T444E/PowerStroke was used in F-Series/E-Series trucks and vans. During 2003 production, the Ford Super Duty line and the E-Series adopted the VT365, replacing the T444E. For 2008, the MaxxForce 7 was introduced for the Super Duty pickups as a PowerStroke engine; in place of a variable-geometry turbocharger (used by International trucks), Ford versions of the engine were fitted with compound turbochargers. As the 6.4L engine would not properly fit in the vehicle, the E-Series continued use of the 6.0L diesel. After the 2010 model year, Ford ended the use of International-supplied diesel engines. From 2011 onward, the Super Duty was fitted with diesel engines developed by Ford; the E-Series shifted production exclusively to gasoline-based engines. Today, Ford continues the use of the PowerStroke branding, using it for multiple diesel engines produced by the company.

Blue Diamond Truck
In September 2001, Navistar announced a joint venture with Ford, named Blue Diamond Truck Co. LLC. A 50/50 agreement between the two companies, Blue Diamond was intended to develop and manufacture vehicles and powertrains for both companies using the International facility in General Escobedo, Mexico. In 2004, Blue Diamond Truck launched production. While sharing a common frame, the Ford F-650 and F-750 Super Duty were produced with different bodywork and powertrains than the International 4200/4300. In 2006, Blue Diamond released the Ford LCF/International CF, the first model line developed under the joint venture. To create the low-cab COE, the frame (sourced from the Ford F-450/F-550 Super Duty) was mated with the cab of the Mazda Titan (converted to left-hand drive). The LCF received the first engine developed by Blue Diamond Truck, a 4.5L V6 (a 6-cylinder version of the 6.0L V8). In 2015, the Blue Diamond Truck venture was dissolved by Ford. International retained production at General Escobedo, with Ford shifting medium-duty truck production to its facility in Avon Lake, Ohio.

Anhui Jianghuai Navistar
On 16 September 2010, Anhui Jianghuai Automobile Co., Ltd. (JAC) announced joint ventures with NC2 Global and Navistar International Corporation that will develop, build, and market heavy duty trucks and diesel engines in China. In May 2018, it was announced that Cummins would be buying out Navistar's equity in the venture.

Mahindra Navistar
Navistar formed a joint venture with Mahindra & Mahindra to build heavy trucks in India under the "Mahindra International" brand, which has since been renamed Mahindra Navistar. These trucks were displayed at Auto Expo 2010 in Delhi, India. The joint venture ceased as Navistar exited the joint venture in 2013.

DINA/DIMEX Navistar
DINA (Diesel Nacional, S.A. de C.V, in English: National Diesel) or DIMEX (Diesel Mexicano, S.A. de C.V, in English: Mexican Diesel) for International Version is a Mexican bus and truck manufacturer based in Ciudad Sahagún, Hidalgo, Mexico. It was created by the federal government of Mexico in 1951 as Diesel Nacional, S.A..[1], and is currently owned by Grupo Empresarial G and its subsidiaries (since 1989). The company has gone through several stages of production of freight and bus models throughout its history, thanks to technological and commercial agreements and partnerships with various companies such as Fiat, Renault, Marcopolo S.A., Flxible, Cummins, Perkins, Chrysler, Caterpillar, Scania, MCI, Škoda, Spicer, Eaton and Dana. Today its primary production is buses for urban domestic and foreign use. They have developed their truck technology with a subsidiary of BMW. Currently, nearly 20% of the national vehicle fleet operate in Mexico, along with other Latin American countries. In 2001, to avoid bankruptcy, a group of administrative staff of Grupo Empresarial G, owners of the company remnants, carried out the financial restructuring of DINA Camiones. This process consisted of the sale of the plants that the group owned. In 2002, the government of the state of Hidalgo bought the facilities of the DINA Camiones plant. In 2005, a group of Argentine businessmen bought the Argentine DINA plant. Subsequently, problems arising due to the cancellation of the contract with Western Star Trucks, was settled by legal means. Freightliner paid a large compensation to the Mexican company. In compliance with the agreement, the amount was not disclosed. In 2004, the process of designing new passenger units began, based on HTQ technology, as well as on national and international standards. Starting in 2007, the first five prototypes of the chassis were concluded. The design and construction of a new plant began, along with the necessary equipment and tools. This was in the same industrial zone of Ciudad Sahagún, state of Hidalgo, Mexico. In July 2007, a prototype departed the new DINA plant. Its purpose was to conduct road tests, prior to production and marketing. In May 2008, the restart of DINA Camiones was announced, with the production and sales of four new bus models, all of them the urban type: DINA Linner, Runner, Picker and Outsider. At the time of restarting operations that year, the investment was US$100 million. The plant had a capacity of 23 units per day, 450 direct and 750 indirect jobs, and five concessionaires in different Mexican states to sell their units in Mexico.

Controversies
In December 2011, the nonpartisan organization Public Campaign criticized Navistar International for spending $6.31 million on lobbying and not paying any taxes during 2008–2010, instead getting $18 million in tax rebates, despite making a profit of $896 million and increasing executive pay by 81%. On January 31, 2005, Navistar Financial said it would restate financial statements for fiscal years 2002 and 2003 and the first three quarters of fiscal 2004, because it did not take into consideration potential changes to future income. On April 7, 2006, Navistar restated financial results from 2002 through 2004, and for the first three quarters of 2005, due to accounting practices that are the subject of a continuing review.

Accounting issues
In January 2006, the company declared it would not file its form 10-K annual report with the U.S. Securities and Exchange Commission on time. The delay was caused by the disagreement with its auditors, Deloitte & Touche, over complex accounting issues. In April, Navistar fired Deloitte, its independent auditor for 98 years, and hired KPMG to help restate earnings back to 2002 to fix accounting errors. On December 15, 2006, Navistar executives announced a further delay in its restatement and 2006 results. The announcement prompted the New York Stock Exchange (NYSE) to announce the delisting of the company, after 98 years of trading, although the NYSE subsequently delayed the delisting pending an appeal by Navistar. However, Navistar was removed from the S&P 500 Index, and the NYSE eventually denied Navistar's appeal and delisted the stock; it traded on the Pink Sheets until 30 June 2008, when it was relisted on the NYSE, under its previous ticker symbol, NAV, after catching up with its filings. Christopher Anderson, the Deloitte partner responsible for the 2003 audit, accepted a one-year suspension from public audits in 2008, and became the first individual to be fined by the Public Company Accounting Oversight Board.

CEO Daniel Ustian agreed to surrender to Navistar shares worth $1.3 million, while former Chief Financial Officer Robert C. Lannert consented to repay $1.05 million, each sum reflecting monetary bonuses they had received during the restatement period, the SEC said. Four other company executives paid civil penalties without admitting liability.

In December 2014, Navistar disclosed more accounting problems. These involved out-of-period adjustments, which were corrections of prior period errors relating to product warranties. This resulted in a $36 million increase in Cost of Products Sold. In addition, a material weakness was disclosed. In the company's annual 10K, they reported that weakness was "surrounding validation of the completeness and accuracy of underlying data used in the determination of significant accounting estimates and accounting transactions. Specifically, controls were not designed to identify errors in the underlying data which was used to calculate warranty cost estimates and other significant accounting estimates and the accounting effects of significant transactions.

Failed engine strategy
In 2001, then CEO Dan Ustian faced numerous United States Environmental Protection Agency (EPA) regulations to reduce the amount of nitrogen oxides and soot emanating from diesel engines. Despite the change in the compliance arena, the regulations would not begin to be phased in until 2007, with full implementation slated for 2010.

Ustian had multiple engineering paths available. Among them were Selective Catalytic Reduction (SCR), Exhaust Gas Recirculation (EGR), or the use of nitrogen oxide absorbers. All required more engineering and development to achieve compliance. Ustian believed truckers did not want to bother with an extra tank of fluid after treatment. As a result, he convinced the company to spend $700 million to fund EGR development.

On October 31, 2007, Navistar formally announced their intent to move forward with EGR as the company's strategy. The company statement included Ustian mentioning "I have publicly been an advocate of customer friendly emissions control solutions which do not add additional costs to our truck and bus customers. While SCR is a means to achieve the NOx reduction requirement for 2010, it comes with a steep cost to our customers. Our ability to achieve our goals without adding customer cost and inconvenience is a competitive advantage for International."

On November 24, 2008, Navistar revealed it would use EPA Credits in order to comply with the 2010 legislation.

In February 2009, Ustian touted the benefits of EGR technology as a key differentiator for the company's engines. However, by now, the rest of the industry had chosen to use compliant SCR technology. Ustian disagreed with SCR, saying "the other thing that EGR avoids is the risks of an SCR strategy. Read the label on this and it will show you that there are challenges with keeping control of using this technology: 'Store between 23 degrees and 68 degrees.' So essentially it says you can't throw it outside.  You can't operate it in conditions above 85 [degrees] or below 12 [degrees]. You can, but, it will put the burden onto the customers."

Non-conformance penalties
The EPA recognized Navistar's imminent non-compliance and created a system of Non-Conformance Penalties (NCPs) that included a $1,919 fine for every non-compliant engine that Navistar sold. To bridge the gap, Navistar began using EPA credits it had previously earned for being compliant in lieu of paying fines. In August 2012, Navistar stated they would run out of EPA credits soon. Only days earlier the EPA announced increased new penalties of $3,744 per engine.

In March 2009, Navistar sued the EPA, claiming that the agency's guidance documents for SCR implementation were invalid because they were adopted without a public process and with input only from the SCR engine makers. Navistar and the EPA settled the lawsuit a year later.

Further masking the EGR problem were high military sales. In the company's 2010 10K report, Navistar cited orders for MRAPs as offsetting flat commercial sales due to the recession.

In January 2012, the EPA adopted an interim final rule that allowed Navistar to continue selling the engines subject to NCPs. Several Navistar competitors sued, and in June 2012 the same appeals court ruled that EPA's interim rule was invalid because it did not give the public notice and an opportunity for comment.

In the meantime, Navistar's EGR decision had led to significant reliability issues and quality problems (which were ultimately traceable to the fundamental physical reality that recirculation of exhaust gas introduces intrinsically abrasive soot and inherently corrosive acid gases back into the engine). Truck drivers began losing trust and confidence as Navistar vehicles were breaking down frequently. Consequently, they abandoned Navistar trucks in favor of competitor's trucks.

Legal issues (MaxxForce engines)
In December 2014, the United States Judicial Panel on Multidistrict Litigation ordered that 13 of 14 civil lawsuits brought against Navistar for MaxxForce engines would be consolidated into one case. The consolidated lawsuits say Navistar's use of Advanced Exhaust Gas Recirculation emission control system, or EGR, was defective and resulted in repeated engine failures and frequent repairs and downtime.

On December 16, 2014, Navistar reported a larger than expected fourth quarter net loss of $72 million. While sales rose 9 percent to $3 billion, the company cited restructuring and warranty costs as the main reasons for the loss. A day earlier, the company announced it would be closing its engine foundry in Indianapolis, resulting in the loss of 100 jobs and costing $11 million. The company estimated annual savings of $13 million in operating costs.

In March 2015, Navistar reported a first-quarter 2015 net loss of $42 million, or $0.52 per diluted share, compared to a first-quarter 2014 net loss of $248 million, or $3.05 per diluted share. Revenues in the quarter were $2.4 billion, up to $213 million or 10 percent, versus the first quarter of 2014. The higher revenues in the quarter were driven by a 17 percent year-over-year increase in charge outs for Class 6-8 trucks and buses in the United States and Canada. This included a 42 percent increase in school buses; a 25 percent increase in Class 6/7 medium trucks; a 7 percent increase in Class 8 heavy trucks; and a 5 percent increase in Class 8 severe service trucks. Higher sales in the company's export truck operations also contributed to the increase, partially offset by a decrease in used truck sales. The company finished the first quarter with a 27 percent year-over-year increase in order backlog for Class 6-8 trucks.

On June 4, 2015, Navistar reported a second-quarter net loss of $64 million, or 78 cents a share, compared with a year-earlier loss of $297 million, or $3.65 a share. Revenue fell to $2.69 billion from $2.75 billion. Analysts had expected a loss of 18 cents a share and revenue of $2.82 billion.

On June 9, 2015, Navistar named Jeff Sass as the new Senior VP of North American Truck Sales. Sass previously worked 20 years for rival Paccar.

On June 12, 2015, Mark Rachesky's MHR Fund Management LLC disclosed a 6% increased stake in Navistar, up to 15,446,562 shares. The firm now owns 18.9% of Navistar.

In July 2015, the EPA filed a civil lawsuit against Navistar seeking $300 million in fines over its use of non-compliant engines in its 2010-model trucks – engines that did not meet the agency's exhaust emission standards. "Because (Navistar) completed manufacturing and assembling processes for the subject engines in 2010 … each and every engine was 'produced' in 2010 and is therefore not a model 2009 engine," the complaint said. Navistar classified the engines as 2009 model year engines because it began assembling them in 2009. Navistar has stated they dispute the allegations and would "aggressively defend" their position.

On July 20, 2015, Navistar announced that it was refinancing the $697.5 million senior secured term loan facility of Navistar, Inc., which matures in August 2017, with a new $1.040 billion senior secured term loan, which will mature in August 2020. The refinancing will extend the maturity of the term loan facility and provide additional liquidity and financial flexibility for the company.

In March 2016, the Securities and Exchange Commission charged Navistar with misleading investors about its development of the advanced technology truck engine.

In August 2017, a Tennessee jury found that Navistar committed fraud and violated the Tennessee Consumer Practice Act in connection with the sale of 243 Navistar International ProStars with MaxxForce engines to Milan Supply Chain Solutions. It awarded $10.8 million in actual damages and $20 million in punitive damages. The trial included testimony from Jim Hebe, who previously was the senior vice president, North America Sales Operations. Hebe retired in October 2012. Hebe's testimony about the engine program mentioned that the company "did not test s**t". In a statement, Navistar said it is disappointed in the jury's verdict and is evaluating its options to challenge it, noting it has successfully defended similar claims in several jurisdictions, including dismissal of claims of fraud in courts in Texas, Wisconsin, Michigan, Indiana, Alabama, and Illinois.

title: Navistar


text:
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text:
Power Play (Angel)

"Power Play" is episode 21 of season 5 in the television show Angel. The gang starts to have doubts about Angel's loyalties when he appears to have become very close with the Circle of the Black Thorn, an evil secret demon society. When Drogyn, the guardian of the Deeper Well, arrives from England claiming that Angel has sent assassins after him, the gang's fears that Angel has become corrupted by wealth and power seem to be validated, especially when the imprisoned Lindsey confirms his theory about the Circle of the Black Thorn wanting to have Angel join their evil group.

In the meanwhile, Angel continues dating Nina, but eventually tells her to leave town fearing for her life when his induction into the Black Thorn becomes a certainty.

At the end, when the gang confronts Angel in his office about his questionable actions, a fight breaks out. With Lorne as a shield, Angel has time to take out a magical gem, using it to grant them a few unobserved minutes to set the group straight about what he is really planning, without anyone else knowing. It turns out that Angel has set up this whole charade of turning evil in an effort to infiltrate the Circle of the Black Thorn and identify its members.

Plot
In a dark room, a shackled man with a bag over his head is being beaten with sticks by several attackers. Angel helps the man to his feet, and takes the bag off the man's face. The man thanks Angel but then Angel vamps out and bites the man's neck. Nineteen hours earlier, Angel and Nina are lying in bed together and Nina notices that Angel is concerned with something at work. Back at Wolfram & Hart, Illyria complains that no one fears her anymore and Wesley is ignoring her ever since she pretended to be Fred. Spike tells her that although she has lost much of her powers, looking like Fred is more powerful than anything else to those who loved her. Meanwhile, Hamilton introduces Angel and Gunn to Senator Brucker and her vampire aide, Ernesto. Ernesto asks for human blood and Angel agrees to make an exception, upsetting Gunn. Wesley informs Angel that a Boretz demon is loose and killing people. However, Angel shrugs it off and leaves. Spike offers to take on the demon for Wesley and invites Illyria to go hunting with him.

In Angel's office, Angel, Gunn, Ernesto, and the Senator are watching a political ad of her rival, Mike Conley. The Senator asks Wolfram & Hart to brainwash Conley into confessing to being a pedophile so he will lose. Gunn is furious at the Senator's request, but Angel agrees. In Wesley's office, Wesley is researching Boretz demons when a strange circular symbol with eight spurs appears in his book but then disappears. Meanwhile, Spike and Illyria are searching for the Boretz demon. Illyria tells Spike that Angel has become corrupted through power but he refuses to believe her. The Boretz appears, and fights Spike but Illyria ultimately kills it. An injured Drogyn also appears and warns Spike that Angel cannot be trusted.

Back at Wolfram & Hart, Wesley walks into Angel's office where he finds Angel talking with Hamilton, and they ask Wesley to come back later. Gunn, Lorne, and Wesley all agree that Angel is not acting like himself at all. Spike calls, and the three gather in Spike's apartment to listen to Drogyn's tale of being attacked by a Sathari demon, an assassin-for-hire, at the Deeper Well. After a long and vicious fight, Drogyn learned that Angel hired it to kill him. Drogyn speculates that Angel wanted to cover up his involvement in helping Illyria's sarcophagus escape from the Deeper Well and that Angel sacrificed Fred on purpose. Lorne and Gunn take the news angrily, but Spike reminds them that Drogyn cannot lie. Wesley shows all of them the mysterious symbol of a black circle with eight spurs on it and believes it to be a connection to Angel's behavior. Gunn, Lorne, Spike, and Wesley leave to confront Angel, while Illyria keeps watch over Drogyn.

At the office, Spike interrogates Angel about Drogyn's attack but Angel denies everything. Angel explains that he has lost his sense of morality, and he wants global power, through any means necessary. He then meets with Nina and gives her three plane tickets, urging her to leave him for her own safety. Hurt and confused, Nina agrees. At Spike's apartment, Hamilton breaks in the door and knocks out Drogyn and Illyria. Meanwhile, Gunn and Spike interrogate Lindsey about the symbol. He explains that the symbol represents a small, but powerful, secret society of the elite evil, called the Circle of the Black Thorn who are responsible for the apocalypse. Lindsey explains that Wolfram & Hart is run by the Black Thorn while the Senior Partners actually live on a different plane of existence. Angel's team realize that Angel is being corrupted by the Circle of the Black Thorn.

Back in the dark room from the beginning, Angel takes the bag off the man's face to reveal it is Drogyn. Angel drinks his blood and is then branded with the symbol for the Circle of the Black Thorn. The robed attackers reveal themselves and celebrate Angel's acceptance into the fold. The next day at Wolfram & Hart, Angel is attacked by Gunn, Lorne, Spike, and Wesley. Angel disarms everyone and pulls a crystal out of his jacket, which activates a glamour that conceals the room for six minutes. Angel reveals that everything that he has been doing — agreeing with their evil clients, sending Wesley the symbol, hiring the assassin to kill Drogyn — is to convince the Black Thorn that he is evil so he can infiltrate them and eventually kill them to prevent the apocalypse. Angel explains further that two months earlier, Cordelia gave Angel a vision from their farewell kiss about the Black Thorn and the apocalypse.

Spike grimly points out that it is a suicide mission as the Senior Partners will kill them all in retaliation. However, the team eventually agrees to go along with Angel's plan as Hamilton ominously watches them from the window outside the office, suspicious but unable to prove anything.

Writing
The writing staff had originally hoped Sarah Michelle Gellar would return as Buffy for this episode, but Gellar was busy shooting "The Grudge" at the time. Writer David Fury says, "We did think she [Gellar] might be in the second last episode, just like Angel appeared in the second last episode of Buffy's finale. We thought we'd do that but wound up not."

Continuity

 * Angel plays a game of racquet-ball with Izzy, a demon who resembles Satan. This game was mentioned in "You're Welcome".
 * The music from Angel season one episode Hero where Doyle sacrifices himself is played during the ending of this epside, when the team agrees to risk their lives for Angel's plan.

Cultural references

 * Spike suggests that Illyria and Drogyn play Crash Bandicoot.
 * Angel mentions World Wide Wickets in his speech about business. This is a reference to "How to Succeed in Business Without Really Trying".
 * Spike refers to Illyria as 'The Blue Meanie.' This is a reference to the 1968 Beatles film "Yellow Submarine."
 * Gunn refers to Drogyn as Aragorn, a character from The Lord of the Rings whom he strongly resembles.

Arc significance

 * Angel reveals to everyone the reason behind his recent appalling actions, which lead to the actions in the series finale.
 * Angel learns the identities of the Circle of the Black Thorn.
 * Spike mentioned Willow Rosenberg's use of dark magic in the events of the Buffy episode "Villains".

title: Power Play (Angel)


text:
IC Bus

IC Bus (originally IC Corporation) is an American bus manufacturer. Headquartered in Lisle, Illinois, IC is a wholly owned subsidiary of Navistar International. Established in 2002 by Navistar through the reorganization of subsidiary manufacturer American Transportation Corporation (AmTran), IC currently produces school buses and commercial-use buses for multiple applications.

The IC name stands for "Integrated Coach", referring to how the vehicles are nearly completely assembled under a single corporate structure. For all vehicles, the body and chassis are assembled within the same manufacturing facility; the latter is designed by parent company Navistar (prior to 2015, Navistar also supplied the engine). While using a chassis and hood shared with International-brand trucks, IC Bus vehicles have separate badging.

IC vehicles are produced at the Navistar Tulsa Bus Plant in Tulsa, Oklahoma; Prior to 2010, they were also assembled at the former AmTran/Ward facility in Conway, Arkansas.

History
Through its predecessor company AmTran, IC traces its roots to 1933, founded as Ward Body Works in Conway, Arkansas. Navistar predecessor International Harvester commenced chassis production 11 years earlier, entering production in 1922. Following the exit of several manufacturing firms from school bus production over the previous decade, IC would be the first newly established manufacturer in the 2000s.

2000s
In 2000, the IC name came into use for the first time, as AmTran introduced an updated version of its conventional-style bus body. While still based upon the International 3800 and sharing much of the body with its AmTran Volunteer/CS predecessor, the new bus introduced a redesigned drivers compartment and enlarged windshield. Named the International IC (IC standing for Integrated Coach/Chassis), the new bus emphasized how the entire vehicle was produced under the corporate entity of Navistar (who had purchased AmTran outright in 1995). To distinguish the International IC from other buses sharing the 3800 chassis, the hood of the IC was given its own grille and badging (marking the first visual update to International medium-duty trucks since 1989).

To bring the company in line with the truck manufacturing division of Navistar (at the time, International Truck and Engine), AmTran changed its name to International Truck and Bus after 2000; its model lines adopted the International brand name and badging for the body in addition to the chassis. For 2003, International renamed its bus subsidiary a second time, to IC Corporation. After a minor revision, the International IC adopted the IC CE-Series name (to match the FE/RE-Series transit-style buses).

During the mid-2000s, IC began an overhaul of its product line. For 2005, the International 3300 was introduced as a cowled-chassis variant of the International 4000-series (DuraStar), becoming the first completely new cowled chassis from International since 1979. In 2006, IC produced its first small school bus, the 30-passenger BE200. In place of a cutaway van chassis, the BE adopted a lower-profile version of the 3300 chassis. Externally similar to the CE, the smaller BE was designed with a flat-floor interior.

To comply with 2007 EPA emissions standards, IC buses adopted MaxxForce diesel engines for 2007, including the MaxxForce 7 6.4L V8 and the MaxxForce DT 7.6L I6. For 2008, to improve engine ventilation, the FE was given a wider grille, with the BE and CE adopting the redesigned front bumper of the International DuraStar.

In April 2009, IC Corporation changed its name to IC Bus.

Commercial bus production
During its existence, the commercial product offerings of AmTran had been strictly derived from its school bus bodies, consisting as a small portion of its sales. In 2006, IC launched an expansion of its product range. Alongside the existing commercial derivatives of the BE, CE, and RE, the company introduced buses based on a cutaway-cab version of the International DuraStar. The HC was a range of shuttle buses; the LC was a paratransit bus with a low-floor configuration.

2010s
For 2010, IC underwent an overhaul of its product line. The FE-series (which entered production in 1990 as the Ward Senator, later becoming the AmTran Genesis) was discontinued, leaving the RE as its sole transit-style bus offering. At the other end of the size spectrum, IC introduced two cutaway-cab buses derived from the International TerraStar truck. Slotted below the HC, the AC was a commercial shuttle bus, while the AE marked the first cutaway-cab school bus produced by the company. While using a smaller truck line for a donor chassis, the AE was offered in a higher seating capacity than the BE, up to 36 passengers.

In a branding change, from 2010 onward, Navistar badged the International 3200 (the cutaway-cab version of the DuraStar) as an IC, regardless of body manufacturer. The IC "wing" logo was revised slightly in 2013 for 2014 production (with Navistar script added to the emblem and to the rear bumper).

In response to the failure of its EGR emissions strategy to meet emissions standards, Navistar began to phase out MaxxForce diesel engines in favor of Cummins-produced engines. In the CE, the Cummins ISB6.7 was introduced as an option for 2014 production, becoming the standard engine for 2015. In 2017, the MaxxForce DT was replaced by a Cummins L9 diesel for the RE series, with a Cummins B6.7 introduced during 2018 for the CE.

In the mid-2010s, IC centralized production around school buses. After 2014, the AE/AC, BE, and LC were discontinued. For 2018, the HC was replaced by the TC (as the MV replaced the DuraStar); within the shuttle bus segment, IC reverted to a role of chassis provider, no longer producing completely-bodied vehicles.

Alongside the TC medium-duty cutaway cab, IC Bus currently produces the CE and RE-series as school buses/MFSABs (activity buses); both model lines are also offered in commercial applications (derived from the school bus bodies).

Alternative-fuel strategy
In the United States, Navistar was the sole diesel engine manufacturer to pursue the use of exhaust gas recirculation (EGR) to control diesel emissions rather than selective catalytic reduction (SCR). The company claimed EGR posed an advantage in overall fluid economy (measuring combined diesel + urea consumption), although separate testing resulted in an advantage with SCR.

In 2015, IC debuted its first alternative-fuel vehicle, showing a propane-powered CE-Series with a PSI 8.8L V8 engine. In 2016, the same engine was introduced in a gasoline-fueled configuration.

Electric bus
On November 7, 2017, IC Bus announced the chargE, an all-electric CE Series bus delivering up to 260 kW in power using a Volkswagen Truck & Bus Group-supplied common group electric drivetrain. It is the second electric vehicle to be delivered from the Navistar-Volkswagen alliance. The chargE started production in 2019

2020s
At the end of 2021, IC Bus announced the introduction of a 35-foot-8-inch body length for the CE (exempting the length of the hood), offering a capacity of up to 83 passengers. The largest-capacity Type C school bus ever produced, the new option retained the previously-offered 276-inch wheelbase. The same year, IC announced it was retiring the long-running RE Series after 2024 production; coinciding with a low overall market demand for rear-engine Type D buses, IC cited upgrades in emissions standards for commercial vehicles. Produced with only incremental changes since its 1996 introduction, the International 3000 chassis used by the model line is the final variant of the International S-Series remaining in production.

In July 2023, IC unveiled a third generation of the CE series for 2025 production, using the updated International MV as a base chassis. Though sharing much of its bodywork with the previous generation (rearward of the driver seat), the new CE adopted the dashboard of the MV in its entirety, adding a taller, wider windshield. As of initial production, the third-generation CE will only be available with diesel or electric powertrain options (dropping the gasoline/LPG engine).

School/commercial buses
Prior to 2010, IC used the following nomenclature (on school buses) to designate the engine type; subsequently, only the model prefix has been used.
 * Model designations

Forward Advantage Prototype
The IC FE Forward Advantage was a school bus prototype built by IC in 2008 as a testbed of a "flat-floor" design in the stepwell due to the compact design of the Caterpillar C7 engine. It also included some front-end styling modifications influenced by the severe-service line of International trucks. As Caterpillar has withdrawn from producing diesel engines for the school bus market, the Forward Advantage will not see production in its current form since its design was tailored to the Caterpillar engine.

Hybrid diesel-electric buses
IC offers hybrid diesel-electric powertrains in the CE conventional school bus as an option. The buses provide a claimed approximately 40% to 65% better fuel economy but cost about two and a half times more than a standard diesel bus ($210,000 versus $80,000).

Enova Systems entered into a long-term supply agreement with IC Bus that guarantees that Enova's proprietary Post Transmission Parallel Hybrid Electric drive system will be used in IC Bus' hybrid electric school buses. The hybrid school bus project features Enova's charge depleting (or "plug-in") or charge-sustaining systems. The drivetrain is powered by Valence Technology lithium ion phosphate battery modules. The braking system utilizes regenerative braking both as a means to reduce wear on the service brakes and to supply the batteries with extra power. As Enova went Bankrupt in 2014, IC Bus has discontinued the Hybrid option, once again leaving the CE with the Diesel Powertrain option.

Motorcoach prototypes
At the 2008 American Public Transportation Association Expo trade show, Navistar announced its intention to enter the intercity motorcoach segment by 2010, unveiling two prototypes produced by IC Bus. Using the MaxxForce 13 powerplant, IC Bus produced a 40-foot-long prototype alongside a 45-foot prototype. Using wind-tunnel design, the company predicted similar fuel efficiency gains that were seen with the streamlined International ProStar semitractor.

Following the two prototypes, IC Bus abandoned its efforts in the motorcoach segment, concentrating its commercial buses on school bus derivatives and the HC-Series (a cutaway variant of the International DuraStar).

Assembly
All IC Corporation/IC Bus vehicles are produced in the Tulsa, Oklahoma, facility opened by AmTran in 1999. Prior to 2008, Type D models were produced in the Ward/AmTran facility in Conway, Arkansas.

IC Corporation announced potential layoffs of up to 500 workers at the Conway plant (which employed approximately 1,000) in June 2007. Demand for school buses were affected by a price hike in the 2007 model year due to more stringent emissions regulations. School districts increased their purchases of the 2006 model year buses, which were $5,000 to $7,000 less than the 2007 model year buses, and the Conway plant was producing approximately 30 buses per day, down from 50 buses per day during the peak demand. Although the company later announced no layoffs would occur in 2007, the layoffs materialized on January 11, 2008, when IC Corporation announced a layoff of about 300 employees at the Conway, Arkansas Bus Plant. This was just under the maximum proportion of employees that could be laid off in Conway without the company violating the WARN Act, which requires employers to give 60 days notice of a mass layoff or plant closing. In addition to the layoffs, the company also announced a 50 percent reduction in bus production at the Conway plant. IC Corp. officials cited a lack of new orders as the reason for the layoffs. However, the company had recently announced increased production at the plant in Tulsa, Oklahoma. This stoked fears in Conway that the company was planning to shut down the plant in the near future and move all production to the newer, and non-union, Tulsa plant.

170 more workers were laid off at the Conway plant in March 2009. At the time, production had slowed to 16 buses per day, and following the layoffs, "cancellation of a huge order" resulted in production dropping to 8 buses per day. On November 5, 2009, IC Bus announced that its Conway plant would no longer assemble buses after January 18, 2010, projecting elimination of 477 jobs. The Conway facilities would serve as fabrication shops and manufacture parts, but would no longer produce complete buses. The company cited low demand by school districts and contractors during the recessionary economic climate in the United States. "We have to consolidate our bus-assembly operations into one facility," Navistar spokesman Roy Wiley said. "Unfortunately for Conway, Tulsa is a much newer facility." Navistar sold off the Conway property in 2014.

On June 5, 2012, the Tulsa, Oklahoma IC Bus assembly plant produced its 100,000th vehicle. Workers at the Tulsa plant joined the United Auto Workers in 2013. The Conway property was acquired by DBG Canada Ltd., a manufacturer of parts for the heavy truck industry, in 2017, and DBG announced it would make Conway its United States headquarters.

title: IC Bus


text:
Talk:Numbered highways in Ohio

Untitled

 * Also see: Route classifications discussion page

Ohio Turnpike
IMO The Ohio Turnpike does not belong here. List of Ohio State Highways to me says roads such as OH 32 or OH 8. To me, the Ohio Turnpike is an Interstate and should go on a separate page. If we're including the Ohio Turnpike, why not US routes that go through Ohio?

 * I think the Interstates and U.S. Highways should be included here, but not listed as "Ohio Turnpike". --SPUI (talk) 04:10, 17 Apr 2005 (UTC)

 * I disagree. This is a list for state highways.  I removed the US highways, but left the Ohio 'pike in a See Also section because of possible  reader confusion.  --ChrisRuvolo (t) 22:19, 3 Jun 2005 (UTC)

Cleaned up page
Also see: [[Wikipedia:Administrators%27_noticeboard/Arbitration_enforcement#Multiple_reverts]

The cleaned up List of Ohio State Highways was conducted because:
 * The majority of state highway pages are in the List of {state} State Highway naming convention.
 * List of numbered highways in Ohio seems to be quite lengthy for something that should be short and to the point.

I'm aiming for uniformity here.

My reasonings for creating a Template:OH Highways was:

 * Reduce the huge amount of clutter on List of numbered highways in Ohio, which has a horribly dated design, non-user friendly interface, and is not uniform with other state highway projects.
 * Seperate the List of numbered highways in Ohio page into List of Interstate Highways in Ohio, List of U.S. Highways in Ohio and List of State Highways in Ohio to conform with other state highway projects, such as West Virginia State Highways. This reduces the main page clutter and page size, and presents the user with an easier navigating interface.
 * I'm trying for some uniformity here, much as what SPUI is asking for the route/highway designations. Instead of seeing this, he reverted it, undid all of my work and other user contributions, and is taking all of this one big step back for the sake of having "his way" once again. It has been reverted until such discussion can take place and that a consensus among other editors and highway contributors (not just SPUI) can take place.  Seicer  (talk) (contribs) 05:39, 10 August 2006 (UTC)

 * You copy-paste moved; this is to be avoided. Other than that, ODOT does not duplicate numbers; it makes sense to put the U.S. Routes and Interstates in with the State Routes. Your version, with 19 routes per row, is reasonable, but one has to look closely to see if a route is decommissioned. --SPUI (T - C) 07:01, 10 August 2006 (UTC)

 * Sure one has to look closely, but I would hate to go through and use an individual row for a one highway and end up with 600 rows. What is another way to indicate a decommissioned road? Perhaps put them in a seperate table just below the current routes but within the same template?

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

No consensus. —Wknight94 (talk) 03:02, 27 August 2006 (UTC)

Requested move
'''Voting lasts until Tuesday, August 15, 2006. Seicer who initated the move may be out of town, so if anyone wants to pick up the move or if you want to wait until I get back is fine with me (if the vote passes).'''
 * List of numbered highways in Ohio → List of Ohio State Highways … Rationale: Numerous other state highway projects, such as List of Kentucky State Highways, List of Idaho State Highways, and List of Tennessee state highways use the same naming system. To reduce confusion and enhance the visibility of the page, it was requested that the page be moved.

Survey
Add "* Support" or "* Oppose" followed by an optional one-sentence explanation, then sign your opinion with ~

 * Support: Reason stated above.  Seicer  (talk) (contribs) 05:49, 10 August 2006 (UTC)
 * Where is your evidence that "Ohio State Highways" is a formal term and should be capitalized? --SPUI (T - C) 06:09, 11 August 2006 (UTC)
 * Oppose; I see no reason to move it. "Ohio State Highways" is not a formal term. --SPUI (T - C) 06:57, 10 August 2006 (UTC)
 * Support for uniformity sake. JohnnyBGood    t   c  VIVA! 21:10, 10 August 2006 (UTC)
 * Where is your evidence that "Ohio State Highways" is a formal term and should be capitalized? --SPUI (T - C) 06:09, 11 August 2006 (UTC)
 * Where is your evidence that it isn't? JohnnyBGood    t   c  VIVA! 01:09, 12 August 2006 (UTC)
 * Ohio DOT doesn't call them State Highways, much less Ohio State Highways: "A portion of the eastbound State Route 16 driving lane (right lane) in Muskingum County is restricted just west of State Route 60 (mile marker 8.9) for a slip repair project. Traffic is maintained in the passing lane at this location. The duration of the lane closure is unknown at this time."
 * An external website also refers to them as Routes, which is an abbreviation of State Route:.
 * this web site, although titled with "Ohio State Highways", uses the term Routes to describe each State Route. His capitalisation of Ohio State Highway is context of making the entire phase "Unofficial" Ohio State Highways Web Site a proper noun. atanamir 01:29, 12 August 2006 (UTC)
 * Support. --Rschen7754 (talk - contribs)  21:15, 10 August 2006 (UTC)
 * Where is your evidence that "Ohio State Highways" is a formal term and should be capitalized? --SPUI (T - C) 06:09, 11 August 2006 (UTC)
 * Support. The new name sounds better to me --Edgelord 02:42, 11 August 2006 (UTC)
 * Where is your evidence that "Ohio State Highways" is a formal term and should be capitalized? --SPUI (T - C) 06:09, 11 August 2006 (UTC)
 * Support. FLWfan
 * Where is your evidence that "Ohio State Highways" is a formal term and should be capitalized? --SPUI (T - C) 06:09, 11 August 2006 (UTC)
 * Oppose current proposal but Support "List of Ohio state highways" (note capitalisation) or "List of highways in Ohio" - "Ohio State Highways" is not a formal term/proper noun, and "List of numbered highways in Ohio" sounds really cumbersome to me. --jam  es (talk) 02:49, 12 August 2006 (UTC) resigned because i'm a policy wonk
 * Oppose the use of "Ohio State Highways" as a proper noun. atanamir 06:53, 11 August 2006 (UTC)
 * Oppose – I would rather see "List of State Routes in Ohio," capitalized or not. Are we calling them "highways" or "routes" in Ohio? – Homefryes 10:49, 11 August 2006 (UTC)
 * Oppose - Agree with User:Homefryes that "List of State Routes in Ohio" is a better name for this list, which is primarily a list of state-numbered routes. If this is changed to a list of all state-maintained roads, then "List of state highways in Ohio" (definitely not capitalized) could be acceptable. --Polaron | Talk 15:20, 11 August 2006 (UTC)
 * Support move, however capitalized. Thumbelina 17:31, 11 August 2006 (UTC)
 * Oppose. "Ohio State Highways" is not a proper name. I've no preference at this time whether it would be better as "List of state highways in Ohio", "List of numbered highways in Ohio", or "List of state routes in Ohio". I might suggest something like "Ohio highway system", similar to Michigan highway system might be acceptable. older ≠ wiser 01:41, 12 August 2006 (UTC)
 *  Strong Oppose per above. "state routes" might be acceptable, however. struck out because this contains various types of roads. The title is perfect, as-is. --CharlotteWebb 11:10, 22 August 2006 (UTC)

Discussion
What about List of Ohio state highways? state highway is a generic umbrella term for all types of state-administered highways; Ohio's DOT refers to them as State Routes and not as the proper noun Ohio State Highway. Another possibility is List of State Routes in Ohio? atanamir 06:34, 11 August 2006 (UTC)

 * Either term is acceptable to me. Minor capitalization issues should not worry anyone, as it is the content that matters, not how it is capitalised or formatted. I think people are spending way too much time on this.  Seicer  (talk) (contribs) 06:35, 11 August 2006 (UTC)

 * You'd assume so, huh? Surprisingly back in the more intense days there was a huge argument over a move from "List of California County Routes" to "List of California county routes" or something of the sort. =/.  atanamir 06:45, 11 August 2006 (UTC)

 * One more thing -- is it innocuous enough of a move to move List of U.S. Highways in Ohio to List of U.S. Routes in Ohio? There is a wide acceptance of the term 'U.S. Route' already.  Furthermore, since you've started the naming scheme List of type of road in Ohio, the name List of State Routes in Ohio fits the other two pages as well. atanamir 06:45, 11 August 2006 (UTC)

 * That would be fine with me. On the pages I've begun editing lately, such as those in D.C. and in Vermont, I've used the locally accepted term, which was 'route' in those instances. I didn't begin the "List of type of road" - but thought the idea was great after seeing it on the West Virginia highways page.  Seicer  (talk) (contribs) 06:49, 11 August 2006 (UTC)

 * List of Ohio state highways is better but still puts undue weight on the neologism "Ohio state highways". List of numbered highways in Ohio clearly describes the purpose of this page. List of State Routes in Ohio does not, because "State Route" does not appear to describe Interstates or U.S. Routes. --SPUI (T - C) 06:38, 11 August 2006 (UTC)

 * I saw that they split Interstates and U.S. Routes out onto separate pages; thus 'List of Ohio state highways' or 'List of State Routes in Ohio' or 'List of state highways in Ohio' seem to fit the content of this page well. atanamir 06:43, 11 August 2006 (UTC)

 * That's another idea that doesn't make much sense. There aren't that many Interstates or U.S. Routes; we don't need a separate page listing them. --SPUI (T - C) 06:49, 11 August 2006 (UTC)

 * I am aiming for uniformity here. In states where there are a lot of US routes and interstates, it can quickly clutter a page or increase the page size to unacceptable limits. It also frees the main page to discuss the history of the state route system, or expand it to include other features if that is the case.  Seicer  (talk) (contribs) 06:51, 11 August 2006 (UTC)

 * "A foolish consistency is the hobgoblin of little minds." - Ralph Waldo Emerson
 * As for history, that can either be covered on another prominently-linked page (history of numbered highways in Ohio) or we can have numbered highways in Ohio as the main article, linking to the list at list of numbered highways in Ohio. --SPUI (T - C) 07:01, 11 August 2006 (UTC)

 * I wouldn't move the History to any seperate page for now since there is nothing there in terms of content. The page itself can be made very short once the State Route List is on its own seperate page (pending what design is applicable to the template or page). This would free up a lot of room that the history can be adequately placed on the main List of highways in Ohio page, until such time that it would warrant its own seperate page.  Seicer  (talk) (contribs) 07:05, 11 August 2006 (UTC)

 * Ohh, I see the purpose of this page now. In its current state it's kind of like a 'disambiguation' page with links to the different type of lists of road.  If "numbered highways" is too wordy, what about simply List of highways in Ohio?  I think the term 'highway' can be applied to all three types of road because they're all "major roads intended for travel by the public between important destinations".  Without question 'numbered highways' is the most specific, but it seems most poeple above don't like it. atanamir 06:52, 11 August 2006 (UTC)

 * I would have thought that List of Ohio state highways would be approperiate, since all highways are maintained by the state, but since we are acting on reducing confusion for many "non roadgeeks" and to simplify the naming process, "List of highways in Ohio" sounds like a nice fit. It is shorter, removes the word "states" (which is implictly assumed, right?), and can be used as a standard for other highway pages in other states.  Seicer  (talk) (contribs) 06:58, 11 August 2006 (UTC)
 * The only caveat to this is that it could be a little too broad -- there are unnumbered highways as well (which, in the case of Ohio, the turnpike can fall under), so the title would imply it would be a list of all the highways in Ohio, numbered or unnumbered. But that seems like an acceptable 'risk' to take, given the simplicity it offers, right? atanamir 07:05, 11 August 2006 (UTC)

 * I would surmise so. The title could also give some leeway in discussing some non-state maintained routes, such as the Ohio Turnpike (linking from the table). Just how many unnumbered highways would we come across if we went ahead with the move? I would assume very little, and if there are any, it would still fit under the broad category. List of highways in Ohio can include numbered and unnumbered, since it makes no reference to the numbering scheme (as it does in the current title), nor does it make no reference to state maintaince.  Seicer  (talk) (contribs) 07:09, 11 August 2006 (UTC)

Let's not get into a discussion on whether or not it should be spelled "state highway" or "state route". Let's use the commonly accepted term for the time being, until such time we can come to a concensus at that big debate (wherever it is at).  Seicer  (talk) (contribs) 16:17, 11 August 2006 (UTC)

Consensus on naming
I'm getting many mixed signals here. There are many comments that the current title is too long and rather redundant. I've got that the title, outside of the first word and the state, should be lowercased. So... let's break the discussion down into two parts:
 * Should the page title feature "highway" or "route" in its name, and
 * should the page title follow:
 * 6 support "List of Ohio State Highways" (''Seicer, JohnnyBGood, Rschen7754, Edgelord, FLWfan, Thumbelina)
 * 3 support "List of Ohio state highways" (Seicer, james, atanamir)
 * 8 support "List of Ohio State/state Highways/highways" naming convention (Seicer, JohnnyBGood, Rschen7754, Edgelord, FLWfan, Thumbelina, james, atanamir)
 * 1 support "List of state highways in Ohio" (Polaron)
 * 1 support "List of State/state Routes/routes in Ohio" (Homefryes)
 * 1 support "Ohio highway system" (Bkonrad) - Made the comment that he doesn't support the capitalization of "State Highways".

Comments
I support the "List of Ohio State/state Highways/highways" naming convention, but after hearing the arguments made for both cases, the lowercased naming system makes sense since "state highways" is not a proper noun.  Seicer  (talk) (contribs) 03:03, 12 August 2006 (UTC)

 * Adding onto that, if the capitalization of "State Highway" is of some bother, do those that voted for "List of Ohio State Highways" mind changing their vote to "List of Ohio state highways" since it is a relatively minor detail?  Seicer  (talk) (contribs) 03:05, 12 August 2006 (UTC)

 * Shall we start a vote for List of highways in Ohio, as that would best reflect the current content of the page? atanamir 04:15, 12 August 2006 (UTC)

 * It seems that "List of Ohio state highways" would fit better. Since capitalization of the proper noun is not the biggest concern amongst ourselves, I don't think that many would object if it was kept lowercase?  Seicer  (talk) (contribs) 04:22, 12 August 2006 (UTC)
 * In reality it does need to be capitalized. --Rschen7754 (talk - contribs)  19:12, 12 August 2006 (UTC)
 * Why? It is not a proper noun. older ≠ wiser 21:13, 12 August 2006 (UTC)
 * We had this debate a long time ago: Talk:List of California State Routes (may be in archives). --Rschen7754 (talk - contribs)  21:19, 12 August 2006 (UTC)
 * At the ODOT sites, I see "State Route" (capitalized) used fairly consistently. I did not notice any instances of "State Highway" or "state highway". If this article has to be named "List of X", then it should be "List of State Routes in Ohio". Though I think something like "Ohio highway system" allows the flexibility to include non-list information. older ≠ wiser 21:49, 12 August 2006 (UTC)
 * Okay then why not "List of Ohio State Routes"? --Rschen7754 (talk - contribs)  21:51, 12 August 2006 (UTC)
 * That's OK as well. older ≠ wiser 22:06, 12 August 2006 (UTC)
 * Note that there is already a List of State Highways in Ohio (which should properly be called List of State Routes in Ohio) separate from this list which included U.S. Highways and Interstate Highways. --Polaron | Talk 22:50, 12 August 2006 (UTC)
 * State Route is the (proper noun hence the capitalisation) term to describe the highways with this shield: [[Image:Ohio State Highway 7.svg|20px]]. Because this page contains multiple types of state highways, the name "List of Ohio State Routes" does not match this article's content. atanamir 23:05, 21 August 2006 (UTC)
 * Note: Per Naming conventions and standard use throughout Wikipedia, any word that is not a proper noun ought to be lowercase. While "State Route X" may be the proper name of a road, highways in general may not. —Centrx→talk • 02:50, 17 August 2006 (UTC)
 * Here in Logan County, I normally hear and read "State Route __" while people might travel along "state highways" to get somewhere. I personally think "List of Ohio state highways" would be the best (the best generic term with the most proper capitalization), but I don't think that it really matters much.  Consensus matters most to me: I put up several articles on short highways that begin and end in Logan County today, using "Ohio State Highway __" as the name.  Nyttend 23:46, 17 August 2006 (UTC)

 * I'm going to agree with this and just state that it should be named List of Ohio state routes. On the main page, interstates, US routes, and primary routes should be listed.  Seicer  (talk) (contribs) 00:14, 18 August 2006 (UTC)
 * The above discussion is preserved as an archive of the debate. Please do not modify it. Subsequent comments should be made in a new section on this talk page. No further edits should be made to this section.

State Route Page Design
I wish to pattern the List of State Highways in Ohio on the state route box at List of Routes in Vermont. People seem to like this design well (gauging interest at other state highway pages). What do you think? The full design list that I have created can be found at User:Seicer/sandbox1.  Seicer  (talk) (contribs) 16:53, 11 August 2006 (UTC)

 * The Vermont list looks really nice; it seems like a great idea for Ohio as well :-) I had trouble with a few state highway articles I put up today, since none of them had pre-made sign images (obviously!) and I don't have the software to make .svg images.  On the other hand, I'm not likely to put up much on state highways, so I don't think my opinion is as important as others'.  Nyttend 23:48, 17 August 2006 (UTC)

Route Classifications
I moved the Route Classifications to their own seperate talk page. The reasoning was that the lists made the talk page very long and were not really a "discussion" per se. A big box was made at the top of the page so it can't be missed :)  Seicer  (talk) (contribs) 02:53, 12 August 2006 (UTC)

Added  Seicer  (talk) (contribs) 04:42, 20 September 2006 (UTC)

title: Talk:Numbered highways in Ohio


text:
Chester County High School

Chester County High School is a high school (grades 9–12) in Henderson, Chester County, Tennessee. It is the only high school operated by Chester County School District and is fed by Chester County Junior High School.

History
In 1909 Chester County High School (for whites only) was established in the Georgie Robertson Christian College building (later known as the Milan-Sitka Building on the campus of Freed-Hardeman University). The number of high school students in 1913 was 50; this increased to 101 students by 1914. The school for 1915–16 was divided into grammar school, junior high, and high school. The curriculum during these first years included English, math, home economics, geography, general science, biology, physics, chemistry, agriculture and history. Sixteen units were required for graduation, beginning in 1916.

When public transport improved in the 1930s, the enrollment in the school began to expand. An annex was added to the original building and several residential houses were bought for the overflow. Despite more than 1,000 students attending the small school, it continued to be in the same building until 1951.

The second building for Chester County High School was the finest one in West Tennessee at that time and cost $500,000. The gymnasium was the largest in the area and became the site for many regional basketball tournaments.

When the East Chester Elementary School was completed in 1962 the Georgie Robertson Christian College building became vacant. It was sold to Freed-Hardeman University and became known as the Milan-Sitka Building, although it was finally demolished in 2004. The profits from this sale were used to build an auditorium at the high school in the early 1970s.

In 1968, as the result of desegregation, CCHS was merged with Chester County Training School, the former high school for African American students.l In 1997, Chester County High School moved to its third new building, situated next to the second one, which is now serving as Chester County Middle School (4th–5th grades).

Notable alumni

 * Dan Coleman (American football), former NFL defensive end

title: Chester County High School