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Pacific Mail Steamship Company

The Pacific Mail Steamship Company was founded April 18, 1848, as a joint stock company under the laws of the State of New York by a group of New York City merchants. Incorporators included William H. Aspinwall, Edwin Bartlett (American consul at Lima, Peru and also involved with the Panama Railroad Company), Henry Chauncey, Mr. Alsop, G.G. Howland and S.S. Howland.

Founding
The Pacific Mail Steamship Company was established to carry US mail on the Pacific leg of a transcontinental route via Panama. The federal government discussed the possibility of creating subsidies for a private shipping company, similar to the model already established in Britain for the Cunard Line and the British Mail Steam Packet Company. Such a policy served the larger objective of annexing and developing Oregon. President James K. Polk brought the Oregon Territory into the Union in 1846. Developing and maintaining the new land required the development of faster transportation and communications between the eastern seaboard and the remote northwest. At first the federal mail subsidy program served a second objective: the establishment of civilian steamships which could be easily converted to warships or privateers during times of war. Thus the 1845 federal enabling legislation vested authority of mail contracts with the Secretary of the US Navy. His dual mandate was letting federal mail contracts and overseeing the construction of the steamers to ensure that they would be suitable for conversion to warships. In accordance to Polk’s aggressive program for developing Oregon, Congress passed more specific laws in for mail subsidies early in 1847. The new laws approved funding for four naval steamers, directed the US Department of the Navy to supervise the construction of these ships, and directed the Secretary of the Navy to contract with private carriers to carry US Mail to Oregon via Panama. Initially they planned for monthly mail service. One set of ships was to serve the Atlantic leg between the eastern US and Panama; the other set was to serve the Pacific leg.

Secretary Mason set the terms for the Pacific mail contract: a steamer would be required to sail from Panama to Astoria, Oregon in thirty days or less. He awarded the first contract to Arnold Harris, a straw buyer from Arkansas. The contract paid $199,000 annually and was in effect for ten years. Just days later, Harris assigned the mail contract to William H. Aspinwall, who brought in three partners: Edwin Bartlett, Henry Chauncey, and Gardiner Greene Howland. They incorporated the Pacific Mail Steamship Company on April 12, 1848 with a capital stock of $500,000.

California Gold Rush
The first three steamships constructed for Pacific Mail were the SS California (1848), of 1050 tons, the SS Oregon, of 1250 tons, and the SS Panama, of 1058 tons. The company initially believed it would be transporting agricultural goods from the West Coast, but just as operations began, gold was found in the Sierra Nevada, and business boomed almost from the start. During the California Gold Rush in 1849, the company was a key mover of goods and people and played a key role in the growth of San Francisco, California.

In addition to their maritime activities Pacific Mail also ran some of the earliest steamboats on the Sacramento and San Joaquin Rivers, between San Francisco, Sacramento, and Stockton. Domingo Marcucci came from Philadelphia in the Pacific Mail steamship SS Oregon with a knocked-down steamboat in its hold. He started a shipyard in San Francisco on September 18, 1849, on the beach at Happy Valley, at the foot of Folsom Street, east of Beale Street. Marcucci's company assembled the Captain Sutter in six weeks. Built for the Aspinwall Steam Transportation Line, owned by George W. Aspinwall, brother of William Henry Aspinwall, it was one of the first steamboats that ran between San Francisco and Stockton, in 1849. Also for the Pacific Mail, Marcucci next converted the 153 ton side-wheel steamboat El Dorado that had been rigged as a 3 masted schooner for the trip around Cape Horn, to be used for the Sacramento run. Subsequently in March 1850, for the same company, he assembled the Georgiana, a small 30 ton side-wheel steamboat made in Philadelphia, knocked down and sent by sea also for the Sacramento run. That April Georgiana pioneered the shortcut route between Sacramento and Stockton through a slough in the Sacramento–San Joaquin River Delta that was between the Sacramento River and Mokelumne River, which afterward became known as Georgiana Slough.

1850–1869
In 1850, the Pacific Mail Steamship Company established a steamship line competing with the U.S. Mail Steamship Company between New York City and Chagres. George Law placed an opposition line of steamers (SS Antelope, SS Columbus, SS Isthumus, SS Republic) in the Pacific, running from Panama to San Francisco. In April 1851, the rivalry was ended when the U.S. Mail Steamship Company purchased Pacific Mail steamers on the Atlantic side, and George Law sold his new company and its ships to the Pacific Mail. One of the company's steamships, the SS Winfield Scott, acquired when the New York and California Steamship Company went out of business, ran aground on Anacapa Island in 1853. In 1854, Marshall Owen Roberts purchased Law's interest and became president of Pacific Mail.

During the American Civil War the ships of the Pacific Mail, that carried the gold and silver of the western mines to the eastern states were under threat from the Confederate Navy in the form of commerce raiders, and several plots to seize one of their steamships for its precious cargo or to convert it into a raider to capture one of its other ships with such cargo. After one of these plots, that of the Salvador Pirates came to light, to prevent any further attempts to seize Pacific coast shipping, General McDowell ordered each passenger on board American merchant steamers to surrender all weapons when boarding the ship and every passenger and his baggage was searched. All officers were armed for the protection of their ships. Detachments of Union soldiers sailed with Pacific Mail steamers.

In 1867, the company launched the first regularly scheduled trans-Pacific steamship service with a route between San Francisco, Hong Kong, and Yokohama, and extended service to Shanghai. This route led to an influx of Japanese and Chinese immigrants, bringing additional cultural diversity to California.

As the Central Pacific and Union Pacific railroads met in Utah in 1869, the profitability of the Pacific Mail on the run from Panama to San Francisco ended. Many of its ships were sold or put on other routes.

1870–1925
While docked at San José de Guatemala, the Pacific Mail steamship SS Acapulco was involved in the Barrundia Affair of 1890. General Juan Martín Barrundia, a Guatemalan rebel general wanted by the Guatemalan government, was killed aboard ship after an attempted arrest by Guatemalan police, who hauled down the American flag and raised the Guatemalan flag in its place. The affair led to the recall of the U.S. Minister to Central America, Lansing Bond Mizner, by President Benjamin Harrison.

The company was a charter member of the Dow Jones Transportation Average.

In 1925, the company was purchased by Robert Dollar, of the Dollar Steamship Company. With the government bail-out of the Dollar Line in 1938, ownership passed to American President Lines, but by this time, PMSS essentially existed only on paper. It was formally closed down in 1949, after just over a century of existence.

Ships of the Pacific Mail Steamship Company

 * SS California (1848) (1848–1866, 1872–1874): Built for the company, it was launched May 19, 1848 by William H. Webb, New York. It left New York on October 6, 1848 for Valparaiso, Panama City and San Francisco and then operated between San Francisco and Panama regularly until 1854. She was used as a spare steamer at San Francisco in 1856 and at Panama City in 1857. She made San Francisco to Panama City voyages for Pacific Mail in 1860, 1861 and 1866 and was later sold to the California, Oregon & Mexico Steamship Company. Returned to Pacific Mail in 1872, she was sold to Goodall, Nelson & Perkins in 1874.
 * SS Oregon (1848–1861): Built for the company, it was launched on August 5, 1848 and sailed from New York for San Francisco on December 8, 1848, calling at Panama City and arriving at San Francisco on April 1, 1849. Used regularly on the San Francisco to Panama City route until 1855 and made one further voyage in 1856. Subsequently used on the San Francisco to Columbia River service and was sold to Holladay & Flint in 1861.
 * SS Panama (1848–1861): Built for the company, it was launched on July 29, 1848. She sailed from New York on February 15, 1849 and arrived San Francisco on June 4. She then sailed regularly between San Francisco and Panama City until 1853, made a single voyage in 1854 and in 1856–57 was used as a spare steamer at Panama City. From 1858 she was used on the San Francisco to Columbia River service, until she was sold to Holladay & Flint in February 1861. The Panama was sold to the Mexican government in 1868 and was renamed the Juarez.
 * SS Tennessee (1849–1853): Launched in 1848. Purchased by Pacific Mail Steamship Company, she left New York on December 6, 1849, arrived at Panama City on March 12, 1850 and San Francisco on April 14. She operated between San Francisco and Panama City until March 6, 1853 when she went aground in dense fog near San Francisco and broke up. Her passengers, mail and baggage were saved.
 * SS Carolina (1849–1854): Completed in December 1849, she was sold to Pacific Mail Steamship Company and sailed from New York for San Francisco on January 9, 1850 arriving in San Francisco on May 7, 1850. She was used on the San Francisco to Panama City service until the end of 1851. Sold for service in China in 1854.
 * SS Unicorn (1850–1853): Built in 1838, she sailed from New York for California and arrived at San Francisco on December 1, 1849, having been chartered by Pacific Mail Steamship Company, who purchased her in 1850. She operated occasionally between San Francisco and Panama City until April 1853 when she was sold and returned to England via Australia.
 * SS Columbia (1850–1862): Built for the company in 1850 and sailed from New York for San Francisco on October 15, 1850. She was intended for the mail service between San Francisco and Astoria, Oregon, but the amount of business between San Francisco and Panama City caused her to be used in that service occasionally between 1851 and 1854. Sold to Chinese owners in 1862.
 * SS Ecuador (1850–1853): Built for the Pacific Steam Navigation Company in 1845 for the Callao – Guayaquil – Panama City service she made one voyage from Panama City to San Francisco in July–August 1850. In 1850 she was sold to the Pacific Mail Steamship Company, and was wrecked at Coquimbo in 1853.
 * SS Crescent City and SS Empire City (1850–1851): Purchased for New York City to Chagres voyages; sold in 1851 to U.S. Mail Steamship Company.
 * SS Sarah Sands (1846) (1850–1851): Built in 1846, she operated between Liverpool and New York until chartered to the Empire City Line and operated from San Francisco to Panama City until October 1850 when she was purchased by the Pacific Mail Steamship Company. She continued operating on that route until July 1851. She was then sold and returned to England via Australia and resumed transatlantic voyages to Canada until chartered by the British government for transporting troops to the Crimea and later India in response to the Indian Mutiny. While on the way to India in 1857 the ship suffered a notable fire, but survived only to be later wrecked in India.
 * SS Northerner (1850–1860): Built in 1847, she arrived in San Francisco on August 15, 1850, and made one voyage to Panama City for the Empire City Line before being sold to the Pacific Mail Steamship Company in December 1850. She was used on the San Francisco to Panama City service until May 1853. She was then used as a spare steamer and later placed on the San Francisco – Columbia River and Puget Sound service. A state historic landmark, cross and monument mark the spot where she was wrecked near Humboldt Bay on January 7, 1860 with the loss of 38 lives.
 * SS Fremont (1851–1861): Built 1850, she was purchased by Pacific Mail Steamship Company and sent to San Francisco in 1851. Used on the San Francisco – Panama City service until spring 1852, she was then used on the San Francisco to Columbia River service.  In February 1861 she was sold to Flint & Holladay for their coastal routes.
 * SS Republic (1851–1861): In early 1850 she was sold to Howard & Aspinwall and was sent to the Pacific coast, arriving at Panama City on July 15, 1850. She then entered service between Panama City and San Francisco for George Law. Sold to the Pacific Mail Steamship Company in January 1851, and used mostly on coastal services with occasional voyages to Panama City until 1855.  Sold to Holladay & Flint in 1861.
 * SS Isthumus (1851–1854): Formerly used between San Francisco and Panama for George Law between May 4, 1850 and April 1851, she was then purchased by Pacific Mail Steamship Company. She made occasional Panama City voyages until late 1853, when she was put on the San Francisco to San Diego service.  She was sold in January 1854 and renamed Southerner.
 * SS Columbus (1851–1854): Sailed from New York on February 12, 1850 and arrived San Francisco June 6, 1850. Sold to the Pacific Mail Steamship Company in 1851, it operated on the San Francisco to Panama City route until 1854. Chartered to the U. S. Navy for a while in 1854 she was then sold to the Panama Railroad Company and operated on the west coast of Central America.
 * SS Antelope (1851): Operated between San Francisco and Panama between October 1850 and March 1851 for George Law. Sold to Pacific Mail Steamship Company in the spring of 1851, and resold for use on the Sacramento River.
 * SS Golden Gate (1851–1862): Built and launched for the Pacific Mail Steamship Company on January 21, 1851, she entered the San Francisco to Panama City service in November 1851. She stayed in this service until she was beached and was burned at sea near Manzanillo, Mexico on July 27, 1862 with the loss of 223 lives.
 * SS Constitution (1851): Built in 1850, she made a voyage between San Francisco and Panama for Pacific Mail Steamship Company in 1851.
 * SS John L. Stephens: Launched on September 21, 1852 for the Pacific Mail Steamship Company. She left New York for San Francisco on December 17, 1852 and arrived with passengers from Panama City on April 3, 1853.  She continued the San Francisco to Panama route until October 1860.  In 1864 she was sailing between San Francisco and the Columbia River.  She was sold in 1878 to Sisson, Wallace & Co., and went to Alaska, used as a floating cannery.
 * SS San Francisco (1853): Built in New York. Sank off the coast of the Carolinas on 6 January 1854 while on its maiden voyage from New York to San Francisco, in heavy weather, with hundreds of casualties when the engines broke down.
 * SS Winfield Scott (1853): Built and launched in October 1850. She arrived at San Francisco in April 1852 and operated to Panama City until April 1853 for the Independent Line, then for the New York & San Francisco Steamship Company.  She was then purchased by the Pacific Mail Steamship Company in July 1853, but was then wrecked on Anacapa Island in thick fog when bound for Panama City on December 2, 1853. There was no loss of life.
 * SS Sonora (1853–1868): Built for the Pacific Mail Steamship Company, she was launched on 1 October 1853. She left New York on March 11, 1854 and arrived San Francisco on May 31.  Used on the San Francisco to Panama City service until May 1863.  She made one voyage to Panama City with troops in 1865 and was scrapped in 1868.
 * SS St. Louis (1854–1855, 1859–1878): Built and launched for Pacific Mail Steamship Company on February 1, 1854, she was chartered to the New York & Havre Steam Navigation Company and sailed from New York for Havre on August 1, 1854. Sold to the U.S. Mail Steamship Company in August 1855 and made occasional New York to Aspinwall voyages between 1855 and 1859. Returned to Pacific Mail Steamship Company when the U.S. Mail Steamship Company dissolved, she sailed from New York on November 22, 1860 and arrived in San Francisco via Panama City on February 9, 1861.  She then operated between San Francisco and Panama City until 1866. She was scrapped in 1878.
 * [[File:Pacific Mail- Pacific Mail Steamship Company- under American flag (American flag) (rbm-coll3020-02-01).jpg|thumb|upright|Pacific Mail- Pacific Mail Steamship Company- under American flag in 1921]]SS Golden Age (1854–1862): Built for New York & Australian Navigation Company in 1853, she operated in Australian coastal services until May 12, 1854 when she sailed from Sydney for Tahiti and Panama City, arriving June 17. She was purchased by the Pacific Mail Steamship Company in August 1854, she entered the San Francisco to Panama City service in October 1854 and continued until 1869.  Later transferred to the Yokohama to Shanghai service, she was sold to Mitsubishi Mail Steamship Company in 1875 and renamed Hiroshima Maru.
 * SS Cortes (1860–1861): In 1858–1859 she was sailing between San Francisco and Panama City for the New York & California Steamship Company and in 1860 on the same route for the Atlantic & Pacific Steamship Company. She was purchased by Pacific Mail Steamship Company in December 1860, she entered its Panama service and in February 1861 was sold to Flint & Holladay who chartered her for service in China.
 * SS Orizaba (1860–1865, 1872–1875): a 1450-ton, wooden hull, side paddle wheel, two masted steamship with accommodation for 1,028 passengers. Launched on January 14, 1854 by Jacob A. Westervelt & Co, New York for Morgan & Harris for the New York – New Orleans – Vera Cruz service.  She made two New York – San Juan de Nicaragua sailings in Apr-May 1856 and was then sent to San Francisco, arriving Oct. 30th. She operated for Vanderbilt's Nicaragua Steamship Company until Feb.1857 and after Apr.1858 sailed from San Francisco to Panama for the New York & California Steamship Company.  Purchased by Pacific Mail Steamship Company in 1860 and sailed the San Francisco – Panama City route between June 1, 1861 and April 1864.  Sold to the California Steam Navigation Company in April 1865 and used on their San Francisco – Portland – Victoria service until 1867 when she was sold to Holladay & Brenham.  Purchased again by Pacific Mail Steamship Company in 1872 and by Goodall, Nelson & Perkins in 1875.  She remained in coastal services throughout all these changes of ownership and was scrapped in 1887.
 * SS Uncle Sam (1860–1866): Launched in 1852, she passed through various hands until making one Panama City to San Francisco voyage for the Atlantic & Pacific Steamship Company in January 1860. Later that year she was purchased and operated by the Pacific Mail Steamship Company. She made her last San Francisco to Panama Panama City voyage in December 1861 and was sold in February 1866 to James Hermann & Company, Panama City.
 * SS Washington (1860–1864): Built in 1847 she operated transatlantic services and then made New York to San Juan de Nicaragua and Aspinwall sailings until she was sold to the Pacific Mail Steamship Company in 1860. She arrived at San Francisco on October 24, 1860 and made two San Francisco to Panama City voyages before being laid up as unfit for the service. She was scrapped in 1864.
 * SS Constitution (1861–1879): Built for the company, she was launched on May 25, 1861. She was chartered to the War Department in 1861–1862. On June 19, 1862 she sailed from New York for San Francisco.  She sailed from then on between San Francisco and Panama City from 1862 to June 1869.  She was scrapped at San Francisco in 1879.
 * SS Golden City: Launched January 24, 1863 for the Pacific Mail Steamship Company she entered the San Francisco to Panama City service on August 13, 1863 and continued this until 1869. She was lost on the coast of Baja California on February 10, 1870.
 * SS Costa Rica (1865–1875): The Costa Rica operated for Cornelius Vanderbilt from July 1864 until the summer of 1865 on the New York to Aspinwall service. Purchased by Pacific Mail Steamship Company, she was used on the same service until spring 1866. On April 1, 1867 she sailed from New York for Yokohama via the Cape of Good Hope and was then used on Pacific Mail's Yokohama to Shanghai service until 1875 when she was sold to Mitsubishi Mail Steamship Company and renamed Genaki Maru.
 * SS Guatemala (?–1864–?): Pacific Mail Steamship Company ship operating between Panama City and ports along the coast of Central America in 1864 when it was the target of a Confederate Navy attempt to seize it.
 * SS San Salvador (?–1864–?): Pacific Mail Steamship Company ship operating from Panama City in 1864 when it was the target of a Confederate Navy attempt to seize it.
 * SS Colorado (1864–1878): Built for the Pacific Mail Steamship Company, launched on May 21, 1864 and sailed from New York for San Francisco on April 1, 1865 with calls at Rio de Janeiro, Callao and Panama City. Used on the San Francisco to Panama City service from summer 1865 to June 1869 with the exception of some occasional voyages on the China route.  Sold in 1878 and scrapped 1879.
 * SS Henry Chauncey (1864–1877): Launched October 1864 for the Pacific Mail Steamship Company and entered the New York to Aspinwall service on November 1, 1865 and remained on this route until 1869. She burned at sea on August 16, 1871 off the Carolina Coast while on passage from New York to Kingston, Jamaica and Aspinwall with no loss of life.  The hull was rebuilt and she was eventually scrapped in 1877.
 * SS Arizona (1865–1877): Built and launched for Pacific Mail Steamship Company on January 19, 1865. She commenced service between New York and Aspinwall on March 1, 1866 and continued until June 1869. In 1877 she was scrapped at San Francisco.
 * SS Montana (1865–1876): Launched February 25, 1865 for the Pacific Mail Steamship Company. She was used on the San Francisco to Panama City service from October 1866 through 1869.  She was sold to the Colorado Steam Navigation Company in 1874.  However, later that year, Montana ran aground and had to be towed back to San Francisco for 3 months of repairs.  She caught fire and sank near Guaymas, on December 14, 1876.
 * SS Atlantic (1865): In 1865 she made one New York to Aspinwall voyage for the Pacific Mail Steamship Company.
 * SS Baltic (1865): In 1865 she made one New York to Aspinwall sailing for Pacific Mail Steamship Company.
 * SS Hermann: Built in 1848 for Transatlantic service, she was sold in 1858 operated on the west coast of North America on various routes until the winter of 1862–1863 when she made one San Francisco to Panama City voyage for the People's Line and was then auctioned in 1866. Sold to Pacific Mail Steamship Company, she was refitted and sent to Yokohama for use as a store ship on March 1, 1867.  On February 13, 1869 she was wrecked on Point Kwatzu with the loss of 330 lives.
 * SS China (1866–1883): Built for the Pacific Mail's transpacific service and launched on December 8, 1866.  Left New York for San Francisco on July 1, 1867 and arrived in San Francisco on September 20, picking up passengers at Panama City on the way.  She then entered the transpacific service until 1883 when she was sold to Henry Villard.
 * SS Great Republic (1867–1878): Built for the Pacific Mail Steamship Company in 1867. She sailed from New York on May 18, 1867 for Panama City, San Francisco and Japan and arrived in Panama City on July 16. She made one Panama to San Francisco voyage on July 2, arriving August 2, 1867 and then entered the San Francisco to Hong Kong service. She was sold to P. B. Cornwall in 1878 for the San Francisco to Portland route until she was wrecked on April 19, 1879 on Sand Island, Columbia River.
 * SS Alaska (1867–1879): Launched November 27, 1867 for Pacific Mail Steamship Company service between New York and Aspinwall. She served from August 2, 1868 until June 1869 and later was used on the San Francisco to Panama City and San Francisco to Hong Kong services until 1879. She was rebuilt in 1882 and later became a coal hulk and store ship at Acapulco until 1885.
 * SS Japan (1867–1874): Launched on December 17, 1867 for the Pacific Mail Steamship Company she sailed from New York on April 11, 1868 for Panama, San Francisco and Yokohama. She arrived in San Francisco on July 3, 1868 and entered the San Francisco to Hong Kong service. She burned at sea on 18 December 1874 between Hong Kong and Yokohama.
 * SS America (1869–1872): Launched in 1869. It travelled around the Cape of Good Hope without passengers and used sail for a large part of the trip. At Singapore America began to pick up Chinese for steerage passage and eventually arrived in San Francisco on 20 October 1869 with 730 immigrants. The SS America was lost by fire on August 24, 1872 in Yokohama harbor. Captain Seth Doane had inspected the ship before 10 o'clock. A loss of 19 to 70 lives occurred depending on the sources.
 * SS Moses Taylor (1875–?): Built in 1858, she was used on both coasts for many years until San Francisco – Honolulu – Australia Line sold it to the Pacific Mail Steamship Company that converted it to a store ship in 1875.
 * SS Pacific (1872–1875): Launched September 1850 she was used on the New York – Chagres service, San Francisco – Panama service, and San Francisco – San Juan del Sur route until 1855. Laid up until 1858, she was purchased by Merchants Accommodation Line and was employed on the San Francisco – Columbia River route. In 1872, Pacific Mail Steamship Company purchased her for coastal services until she was sold to Goodall, Nelson & Perkins in 1875.
 * SS Ariel (1873): Launched in 1855 she made a New York – Aspinwall and Transatlantic voyages until Summer 1865 but was chartered to the War Department in 1861,1862,1864 and 1865. After the American Civil War she was used for transatlantic service but in 1873 was running between Hakodate and Yokohama for the Pacific Mail Steamship Company when on October 27, 1873 she struck a sunken reef 110 miles off Yokohama and sank.
 * SS Dakota (1873–1886): Built and launched for William H. Webb in 1865 and after being used briefly on the San Francisco to Australia service in 1873 for William H.Webb was then sold to Pacific Mail Steamship Company. She was then scrapped in 1886.
 * SS Acapulco (1873–1916): Built and launched by Harlan & Hollingsworth of Wilmington, Delaware in 1873. With the SS Granada one of the first two iron steamships built for the U.S. Pacific Coast.  Originally built intended for the Pacific Steamship Company's Eastern (China) trade; later used on the Panama to San Francisco service.  Single-screw iron steamship, 2,572 tons displacement, twin 1,500 hp compound (hi/lo) steam engines, length 280 feet, beam 40 feet, passenger capacity: 200, cargo capacity 2,200 tons plus 500 tons of coal.  In 1916, sold to Western Fuel Co. and converted to a barge.
 * SS Granada: See comments for SS Acapulco and the 1887 Advertisement. Granada sister ship was the SS Colina.
 * SS Australia: Built by the firm of John Elder and Co., she became a Pacific Mail Steamship Company vessel c. 1876. Length 376 ft, beam 37.5 ft, depth 38.75 ft, tonnage 2737 t. displacement.  The vessel did the passenger and mail run from Sydney to San Francisco, via Auckland, and Kandavau.  It was capable of carrying 139 mail bags, and 28 cabin and 46 steerage passengers.
 * SS Zealandia: An earlier sister ship to the SS Australia.
 * SS City of Rio de Janeiro (1881-1901) Built for the United States & Brazil Mail Steamship Company in 1878 she was purchased in 1881. On 22 February 1901, the vessel sank after striking a submerged reef at the entry to San Francisco Bay while inward bound from Hong Kong. Of the approximately 220 passengers and crew on board, fewer than 85 people survived the sinking, while 135 others were killed in the catastrophe.
 * SS San Juan (1882–1925): Built and launched by W.Roach and Son of Chester, Pennsylvania in 1882. Her sister ship was the SS Humboldt. When the Pacific Mail Steamship Company ran into financial difficulties, she was sold to W.R. Grace and Company in New York City. She was then quickly sold off to the White Flyer Line due to her age. She was later sold to the Los Angeles and San Francisco Navigation Company along with the Humboldt. San Juan was lost on August 29, 1929 after a collision with the 9 year old Standard Oil Company tanker S.C.T. Dodd. San Juan sank in less than 3 minutes.
 * SS Asia (1906-1911) Built by Harland & Wolff in 1883 as the White Star Line's Doric. Initially chartered to the Occidental and Oriental Steamship Company, she was sold to Pacific Mail after the winding up of the former company.  She was wrecked near Taichow Islands, Wenzhou, South China in 1911.
 * SS Persia (1906-1915) Built by Harland & Wolff in 1881 as the White Star Line's Coptic. Initially chartered to the Occidental and Oriental Steamship Company, she was sold to Pacific Mail after the winding up of the former company.  Later sold to the Japanese Oriental Steam Ship Co. She was scrapped in 1926.
 * SS Peru (1892) (1892-1915) A steamship built by Union Iron Works, San Francisco, for Pacific Mail launched June 11, 1892. Peru, official number 150595, was the largest steel freight and passenger ship ever built on the Pacific coast at the time. Peru entered the San Francisco to China and Japan route August 1892. The ship was briefly with Grace Line and then sold to a French line and renamed Lux about 1915. Lux went missing in the Mediterranean in 1920 on a voyage from Marseille to Oran.
 * SS China 10,200 ton steamship.
 * SS Nile 11,000 ton steamship.
 * SS Korea 18,000 ton twin screw steamship.
 * SS Siberia 18,000 ton twin screw steamship.
 * SS Manchuria (1903-1915) 27,000 ton twin screw steamship.
 * SS Mongolia (1904-1915) 27,000 ton twin screw steamship.

title: Pacific Mail Steamship Company


text:
Clute

Clute may refer to:

Arts and entertainment

 * Chester Clute (1891–1956), American bit-part film actor
 * John Clute (born 1940), Canadian writer and critic
 * Judith Clute (born 1942), Canadian painter, graphic designer, print-maker, and illustrator
 * Sidney Clute (1916–1985), American film and TV actor (Cagney & Lacey, McCloud)

Other

 * Dan Clute (born 1966), politician in Iowa, United States
 * George W. Clute (1842–1919), soldier in the American Civil War
 * Oscar Clute (1857–1935), president of the State Agricultural College, Michigan, United States
 * Willard Nelson Clute (1869–1950), U.S. botanist

Places

 * Clute, Ontario, Canada, a "displaced rural community"
 * Clute station, a railway station
 * Clute, Texas, United States, a city

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

title: Clute


text:
Talk:Financial mismanagement

Criticism
The first paragraph is incoherent, the second seems to be directly lifted from Management or other on-line sources.

See http://www.google.ca/search?q=%0AGood+management+are+characterises+by+the+process+of+leading+and+directing+all+or+part+of+an+organization

Law
Is there a legal definition of when mismanagement rises to point of being a crime? RJFJR (talk) 04:32, 31 May 2013 (UTC)

Surely that will vary from country to country. — Preceding unsigned comment added by 82.44.183.234 (talk) 09:25, 12 December 2014 (UTC)

title: Talk:Financial mismanagement


text: User talk:66.183.155.243

title: User talk:66.183.155.243


text:
Victory (The Jacksons album)

Victory is the fifteenth studio album by the Jacksons, released by Epic Records on July 2, 1984. The only album to include all six Jackson brothers together as an official group, Victory peaked at number four on the US Billboard 200 albums chart. Its most successful single, "State of Shock", peaked at number three on the US Billboard Hot 100 songs chart.

Victory was supported by the Victory Tour, with Michael, who had recently released the world's all-time best-selling album, Thriller (1982), being prominently featured on the tour's setlist. None of the songs from Victory were performed on the tour. Shortly afterward, Michael and Marlon Jackson quit the group to pursue solo careers. Jermaine, Tito, Randy, and Jackie Jackson continued on as the Jacksons and released one more album, 1989's 2300 Jackson Street (whose title track did feature all six Jackson brothers, along with their sisters Janet and Rebbie), before splitting up.

Victory was certified 2× Platinum by the Recording Industry Association of America (RIAA) in the United States in October 1984, and sold 7 million copies worldwide. The album received a digital expanded reissue on April 30, 2021 alongside other Jacksons albums.

Recording
After a successful reunion on the Motown 25 television special in 1983, Jermaine Jackson decided to return to the group, having left Motown after nine years as a full-fledged soloist. His brothers had left Motown for Epic in 1975, but despite the reunion, the brothers rarely worked together on the album; it was mainly composed of solo songs the brothers had each worked on during that time. Each brother had a solo song on the album: Michael on "Be Not Always", Randy on “One More Chance” (not to be confused with their 1970 song of the same name from their ABC album) and “The Hurt", Tito on “We Can Change the World", Jackie on “Wait" and Marlon on “Body.” Jermaine only sings co-lead vocals with Michael on "Torture". He also performs ad-libs on "Wait" and is additionally named as a background vocalist on "One More Chance" and "The Hurt". "Torture" was originally planned to be a duet between Michael and Jackie (the song's writer), but when Jermaine officially re-joined the group, he took over the parts intended for Jackie (who can still be heard during the song's chorus and ad-libs).

The album only had two videos—for the songs "Torture" and "Body"—and neither Jermaine nor Michael appeared in either one. A wax dummy of Michael from Madame Tussauds acted as a stand in for the "Torture" video.

Michael recorded "State of Shock", a duet originally recorded with Queen lead vocalist Freddie Mercury. The duo were unable to finish the track, so Michael ended up recording a second version of the track with Rolling Stones frontman Mick Jagger.

Artwork
Tensions reportedly grew between the brothers during the recording sessions and as a result, minimal publicity photography was done. The official album cover art at the request and demand of the label, instead features a very detailed illustrated painting of the band. The album cover art was commissioned from famed science fiction and fantasy book cover illustrator, Michael Whelan.

The cover art features the Jacksons brothers, in a cartoon adventure theme. The Jackson brothers from left on the cover art are; Jackie, Marlon, Randy, (On the first release of the record there was a white dove on Randy's shoulder. On later issues the bird was removed.), Michael, Jermaine, and Tito.

Singles
The song "State of Shock" peaked at No. 3 on the Billboard Hot 100. The second single, "Torture", reached No. 17, and "Body", the third single, became a moderate hit peaking at No. 47. The album peaked at No. 4 on the Billboard 200 in the week of August 4, 1984. The fourth single, "Wait", was released in 1985 in the US, the UK, Canada and Brazil only – it is not known to have charted anywhere, and was possibly withdrawn. The single version of "Wait" is a remix which features a slap bassline in place of the original synth bass, as well as additional lead synth.

Personnel
The Jacksons
 * Randy Jackson – lead vocals (track 3, 7), background vocals (tracks 1–3, 6–8), keyboards & synthesizers (tracks 1, 3, 7), percussion (track 1), drum programming (track 3), arrangements (track 3, 7)
 * Jackie Jackson – lead vocals (track 1, 2), background vocals (tracks 1–3, 5–8), vocal ad libs and horn arrangements (track 1), arrangements (tracks 1, 2)
 * Michael Jackson – lead vocals (tracks 1, 4, 5), background vocals (all tracks), Linn LM-1 programming & handclaps (track 5), arrangements (tracks 4, 5, 7)
 * Marlon Jackson – lead vocals, keyboards, synthesizer, Linn LM-1 programming, and arrangements (track 8), background vocals (tracks 1–3, 5–8)
 * Tito Jackson – lead vocals, guitars, keyboards, synthesizer, drum programming, synthesizer programming, and arrangements (track 6), background vocals (tracks 1–3, 6–8)
 * Jermaine Jackson – lead vocals (track 1), background vocals (tracks 1–3, 7)

Additional musicians

 * John Barnes – Fairlight CMI (tracks 1, 3, 6, 8), additional synthesizers & arrangements (track 8)
 * Michael Boddicker – keyboards, synthesizers, synth horns, and synth programming (track 1)
 * Lenny Castro – percussion (tracks 2, 6)
 * Paulinho da Costa – percussion (tracks 3, 5)
 * Nathan East – bass (track 6)
 * David Ervin – additional synth programming (track 1), additional synthesizer (track 8)
 * Mick Jagger – lead vocals (track 5)
 * Louis Johnson – bass (track 6)
 * Gayle Levant – harp (track 4)
 * Steve Lukather – guitar (track 2)
 * Jonathan Moffett – Simmons drums (track 8)
 * Johnny Ray Nelson – background vocals (track 5)
 * David Paich – keyboards, synthesizer and arrangements (tracks 2, 7)
 * Jeff Porcaro – drums (tracks 1, 2)
 * Steve Porcaro – keyboards and synthesizer (tracks 2, 7), arrangements (track 7)
 * Greg Poree – acoustic guitar (track 4)
 * Robin Renee Ross – viola (track 4)
 * Jack Wargo – guitar solo (track 1)
 * David Williams – guitar (tracks 5, 6, 8), bass (track 5)
 * Greg Wright – guitar solo (track 8)

Additional arrangements and artwork
 * Murray Adler – concertmaster (track 4)
 * Jerry Hey – trumpet and horn arrangements (track 1), string arrangements (track 4)
 * Derek Nakamoto – additional synth programming (track 6)
 * Painting by Michael Whelan
 * Photography by Mathew Rolston

Production
 * Produced by: Jackie Jackson (track 1), David Paich, Steve Porcaro and Jackie Jackson (track 2), Randy Jackson (track 3), Michael Jackson (tracks 4, 5), Tito Jackson (track 6), the Jacksons, David Paich and Steve Porcaro (track 7), Marlon Jackson (track 8)
 * Engineers: Brent Averil (track 5), Bill Bottrell (tracks 1, 3, 6–8), Tito Jackson (track 6), Tom Knox (tracks 2, 7), Bruce Swedien (tracks 4, 5)
 * Assistant engineers: Niko Bolas (track 2), Ollie Cotton (track 5), Paul Erickson (tracks 1, 3, 6–8), Bino Espinoza (tracks 1, 3, 6–8), Matt Forger (track 5), Stuart Furusho (track 2), Mitch Gibson (tracks 1, 3, 6, 8), Mike Hatcher (track 4), Shep Longsdale (tracks 2, 7), Brian Malouf (track 7), Terry Stewart (track 2), John Van Nest (track 4)
 * Additional recordings technicians: Allen Sides, Ann Calnan, Brent Averill, Brian Malouf, Jermany Smith, Michael Schulman, Robin Laine
 * Mixing: Niko Bolas (track 2), Bill Bottrell (tracks 1, 3, 6–8), Greg Ladanyi (track 2), Bruce Swedien (tracks 4, 5)

Charts
This became the Jacksons' only studio album to top a national chart, and their only top 10 album in the UK.

Remastered version
A remastered version was released in July 2009 in Japan only, with cardboard sleeve (mini LP) packaging. It was part of a six-album Jacksons cardboard sleeve (mini LP) reissue series, featuring the albums The Jacksons (1976), Goin' Places (1977), Destiny (1978), Triumph (1980) and The Jacksons Live! (1981).

title: Victory (The Jacksons album)


text: Talk:Hunter School of the Performing Arts


text:
COYOTE

COYOTE is an American sex workers' rights organization. Its name is a backronym for Call Off Your Old Tired Ethics, a reflection of the fact that sex work tends to be stigmatized primarily because of society-imposed standards of ethics. COYOTE's goals include the decriminalization (as opposed to the legalization) of prostitution, pimping and pandering, as well as the elimination of social stigma concerning sex work as an occupation. Its work is considered part of the larger sex worker movement for legal and human rights.

COYOTE provides counseling and legal referrals for sex workers, and assistance in leaving sex work for different careers.

Services
COYOTE provides expert advice and sensitivity training for social service and law enforcement agencies that deal with sex workers. COYOTE members have testified as expert witnesses during trials. The organization works to educate the general public about sex work, and promotes education about safe sex, AIDS and sexually transmitted disease among sex workers, their clients and the general public.

History
COYOTE was founded in San Francisco in 1973 by Margo St. James, a feminist and former sex worker, along with Jennifer James, a Seattle-based professor of anthropology. Margo St. James had previously been arrested and convicted of a prostitution offense at age 25, but overturned the conviction after studying law for a year at Lincoln University San Francisco. She chose the name COYOTE because novelist Tom Robbins called her a "coyote trickster" and came up with "Call Off Your Old Tired Ethics" to fit the chosen backronym. St. James believed that sex work should be considered labor equivalent to any other career, writing in 1977 that "to make a great distinction between being paid for an hour's sexual services, or an hour's typing, or an hour's acting on a stage is to make a distinction that is not there."

Purpose
The group's purpose was "to provide a loose union of women—both prostitutes and feminists—to fight for legal change." COYOTE provided safe spaces for sex workers to meet to talk about their experiences and find support. They had "rap sessions" which used feminist consciousness raising methods, and let the women know that they were not alone in their experiences. They gathered stories and facts about the injustices sex workers faced and launched a public education drive to highlight the racist and sexist biases of prostitution arrests. Meetings and events were advertised through underground newspapers. COYOTE organized educational programs and cultural events to raise money for other projects and held public demonstrations to protest entrapment. They also organized "whore conventions" in San Francisco (1974), Washington, DC (1976), and in Brussels and Amsterdam (1985 and 1986).

Programs and services
COYOTE offered a variety of services to sex workers. They offered a hotline for prostitutes called SLIP (Survival Line for Independent Prostitutes), immediate legal assistance for prostitutes who had been arrested, suitable clothing for court appearances, and classes on survival skills for prostitutes in jail. COYOTE won policy changes in the 1970s that gradually diminished prostitution laws. They abolished mandatory penicillin therapy and multi-day jail quarantines and pressured public defenders to provide better representation for people accused of soliciting and prostitution, misdemeanor offenses. They instigated and sponsored at least 26 lawsuits on behalf of prostitutes and lifted a mandatory three-day venereal disease quarantine imposed by the San Francisco Police Department on prostitutes. They won by claiming that the incidence of VD disease is at least as high among people 20 to 40 years old as among whores and "only women are arrested and forced to have regular checks for VD." COYOTE got a judge to dismiss prostitution charges against 37 women whose male customers were not arrested and they organized protests against police harassment, which they believed was one of the most critical issues affecting prostitutes.

COYOTE threw annual Hookers' Balls from 1973 to 1979 in San Francisco, which served to destigmatize sex work, celebrate sex workers, and raise funds. From these events, COYOTE raised a bail fund to free women from exploitative pimps and created special welfare programs and assistance services.

As public concern about the AIDS epidemic grew, sex workers were increasingly blamed for spreading the disease. COYOTE immediately sought to address this, stating that the organization was "working to prevent the scapegoating of prostitutes for AIDS and other sexually transmitted diseases, and to educate prostitutes, their clients, and the general public about prevention of these disease". The organization spoke out against mandatory testing for sex workers for AIDS, deeming it a violation of civil rights. Various members of COYOTE joined together in 1988 to form the California Prostitutes Education Project (CAL-PEP), aiming to provide education about sex work from sex workers themselves. CAL-PEP published Prostitutes Prevent AIDS: A Manual for Health Education in 1988 with federal and state funding.

Affiliations
Shortly after the founding of COYOTE, Association of Seattle Prostitutes (ASP) and Prostitutes of New York (PONY) were founded. There were roughly 20 other "sister organizations" founded by 1979. As COYOTE gained credibility as a national movement, it gained affiliations with more liberal and mainstream feminist organizations such as the National Organization for Women (NOW), Wages for Housework, the American Civil Liberties Union (ACLU), and the American Bar Association. These affiliations were possible in part due to COYOTE's wide support base, which at one point consisted of 270,000 members.

COYOTE v. Roberts
In 1976, COYOTE, led by St. James, filed a lawsuit against Rhode Island. In the case, COYOTE v. Roberts, the argument was based on how much power the state should have to control the sexual activity of its citizens. The lawsuit also alleged discrimination on how the law was being applied. Data was submitted that demonstrated selective prosecution: the Providence police were arresting female sex workers far more often than the male customers. St. James testified in the case. Although the case eventually was dismissed when Rhode Island General Assembly changed the prostitution statute in 1980, COYOTE and St. James are given credit as one of the reasons prostitution in Rhode Island was decriminalized, although prostitution was outlawed again in 2009. "Samantha" and Gloria Lockett were co-directors of COYOTE in the early 1990s. They had been critical of the group for focusing on "higher class" prostitutes (such as call girls and escorts) and white sex workers, while ignoring the concerns of streetwalkers and ethnic minorities.

In 2009, Bella Robinson founded the Rhode Island chapter of the organization (COYOTE RI) and currently serves as the executive director.

, Norma Jean Almodovar serves as the executive director of the Los Angeles branch of COYOTE.

title: COYOTE


text:
Wikipedia:Articles for deletion/The House of Aviance

 This page is an archive of the proposed deletion of the article below. Further comments should be made on the appropriate discussion page (such as the article's talk page or on a Votes for Undeletion nomination). No further edits should be made to this page.

The result of the debate was delete. Coffee 15:48, 27 August 2005 (UTC)

The House of Aviance
Advertising. Also see Votes for deletion/Www.houseofaviance.com--Barista | a/k/a マイケル | T/C 06:40, 20 August 2005 (UTC)
 * Delete. Why not go for the trifecta - Kevin Aviance, The House of Aviance, and Www.houseofaviance.com? -maclean25 07:10, 20 August 2005 (UTC)

 * The above discussion is preserved as an archive of the debate. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or in an undeletion request). No further edits should be made to this page.

The House of Aviance is real and Trademarked so I am not sure why someone wants to remove or has removed us. www.houseofaviance.com


text: Talk:Bursas

title: Talk:Bursas


text:
Talk:Anna Vissi

Cleanup of 07/08 section
Greekboy recently highlighted the need to clean up the 07/08 section, something that has been apparent for months. I do however suggest that we wait until the album(s) has/have been released, so we can purge all the rumours about who might participate etc, remove significant portions about who's said what about it etc., which can be condensed into one paragraph. Hence, while we DEFINITELY need to clean it up, my personal recommendation would be to wait. Queer As Folk (talk) 03:34, 11 July 2008 (UTC)

 * I agree we should wait, but there is some simple clean up that can be done in the meantime which is what I meant. (Re-wording, sourcing, neutrality). I will look at it better tomorrow when I have time, to see what can be done.  As I said in the edit summary, I posted fast and didn't take a good look at the whole section. :p Greekboy (talk) 06:32, 11 July 2008 (UTC)

 * First of all, the syntax still sucks and there are still some rather exaggerative remarks regarding Mrs. Vissi's career. Furthermore, can the claims about "Demones" attracting Broadway agents' attention be verified? Elp gr (talk) 18:15, 9 July 2009 (UTC)
 * Additional attention and sources are needed throughout. Grk1011/Stephen (talk) 18:42, 9 July 2009 (UTC)

Karvelas-era section (somewhat improved)
I improved the grammar, syntax and wording (to make it look more encyclopedic) in the '83-'90 section. Elp gr (talk) 18:16, 9 July 2009 (UTC)

Discography
If you look at other musician's articles, even FA, they all show a sample of the artists studio and live albums. The discography page is meant to show details and other albums and works that do not fit in as the artist's most notable works and would otherwise make the page huge. Mariah Carey's article (FA), for ex., includes her compilation albums too, which I find overkill, however it's not really fair that Vissi's discography not be included b/c it is larger than most artists'. I just wrote so that we do not keep reverting our edits circularly. GreekStar12 (talk) 17:53, 3 September 2009 (UTC)

Apagorevmeno Summer Tour
I realize that this was probs the ip user who put this info in, but there needs to be a source for the attendance numbers of the tour. I am thinking about actually creating this article. If Sony BMG had attendance info about Paparizou's tour last year, then they will most likely have something on Vissi. BTW, there were many tours this year other than Vissi, incl. Hatzigiannis, Vandi, Remos, Papakonstantinou, and Rouvas. It is unique that so many top artists tour at the same time, so a good way to actually view the success of her tour is to compare, if this info is available. Also, I think we should discuss what is a "success", and i doubt that 250,000 in 23 (or 26?) cities is actually record breaking. At the time of Vissi's first concert in Athens, her, Hatzigiannis and Rouvas' concerts were simultaneously advertised as they were only one day apart; I remember the comparissons being made by the media, since Vissi and Hatzigiannis had sold out concerts at Theatro Vrahon, which holds 6,000, while Rouvas' concert was sold out with 50,000 at Kallimarmaro, which was actually declared a record-breaker. Assuming that Vissi's concerts were all sold out, she is obviously playing much smaller venues, so it has to be evaluated if it was actually a success overall for her. Paparizou's tour last year 195K in 29 stops, was generally considered a success for her, although only one venue was sold out; I doubt that it would be considered a success for Vissi though.GreekStar12 (talk) 16:20, 3 October 2009 (UTC)

Article protected
This article is one in a series that has been subjected to disruptive editing for several months. Accordingly, it has been semi-protected for a like term. Logged in contributors who have been autoconfirmed are still able to edit the article. If you are not registered or autoconfirmed, you can still request that an edit be made to this article at this talk page. If the talk page is not active, you can place editsemiprotected (brackets and all) next to your suggestion, and another editor will soon review your request. See Protection policy for more information. --Moonriddengirl (talk) 17:32, 31 October 2009 (UTC)

False information
I see that much information is false like this one: "Her album Kravgi still remains the best-selling album of the 2000s, and one of the top five best-selling of all time". The best selling album in Grecce the last twenty years, according to IFPI, is the album "Gia" of Despina Vandi. Also, the album of Anna Vissi "Kravgi" is the eighth best selling album but since 1985 until today not one of the best selling album of all time. Finally, Anna Vissi since 1995 received less than 30 platinum. Her platinum is not even 25. —Preceding unsigned comment added by 79.131.141.164 (talk) 12:18, 4 December 2009 (UTC)
 * And your proof is? Kravgi was certified 7x platinum. Since it is a double cd, it counts twice for every sale since certifications are based on discs. In 2000, the threshold was 50,000 so times 7 is 350,000 and divded by the two discs is 175,000 copies. Gia, also a double cd, only went 4 times platinum with the same thresholds, making it about 100,000 copies. This information is sourced. Grk1011/Stephen (talk) 13:47, 4 December 2009 (UTC)

Gia is, also, a double album which went 4 times platimum and sold 200,000 single copies or 400,000 double copies. Kravgi sold 350,000 double copies or 175,000 single copies. These are the information from IFPI not from me. Also Kravgi with the system of the single sales went 3,5 times platinum and Gia 4 times platinum so the sales of Kravgi are less than the sales of Gia.
 * No, Gia went 4 times platinum with double, so it sold 200,000 discs, but only 100,000 sets, unlike Vissi's 175,000 sets off 350,000 discs. Gia is 4x plat vs Kravgi which is 7x plat. How can you argue, they are both double discs so it is clear. Grk1011/Stephen (talk) 16:43, 4 December 2009 (UTC)

I don't argue but according to the charts of IFPI Gia sold 200,000 (single) sales and went 4(single) times platinum or sold 400,000 double sales and went 8 double times platinum. Kravgi sold 175,000 (single) sales and 350,000 (double) sales and went 3,5 (single) times or went 7 (double) times platinum. These resources are from the IFPI's charts. They are official. You can't change it. —Preceding unsigned comment added by 79.131.143.144 (talk) 17:22, 4 December 2009 (UTC)
 * If the information is correct, then I have no problem with it being changed to reflect it, however, you need to show your source. You cannot just say IFPI says this and that, you need to provide a link to a website, book, etc so that it can be verified. In order for something to be sourced properly, readers have to be able to go to the reliable source and see for themselves. If no source is provided, then the information must be removed. Grk1011/Stephen (talk) 18:36, 4 December 2009 (UTC)

Of course I have sources about my information from the Chart Show which takes its sources from the charts of IFPI. I have a video and an aricle from a site which proove my information. Which one do you prefer? —Preceding unsigned comment added by 94.66.170.49 (talk) 19:18, 4 December 2009 (UTC)
 * As long as the website is reliable (history of fact checking, staff of editors, etc) that will do. The video has to be online through some official means (by the network or someone who owns the rights to the show) otherwise its a copyright violation. You can source the showing of the show by providing the name, the host, the premiere date, your view date, and the network it was shown on. Grk1011/Stephen (talk) 19:23, 4 December 2009 (UTC)

The show take place on Alpha in 18/10//2009. The information is from the official site of Anna Vissi. Is this source countable?
 * Sure, but you still need the rest of the information. Grk1011/Stephen (talk) 19:35, 4 December 2009 (UTC)

And which are the rest of information? Can you repeat them? —Preceding unsigned comment added by 94.66.170.49 (talk) 19:36, 4 December 2009 (UTC)

You talk about the link?

 * The chart show in question is the one hosted by Natalia Germanou, that was used to create the ill-fated "Best selling" page on Wikipedia. It was deemed an un-reliable source, since there are many contradicting sources and the show itself does not get an IFPI endorsement. They use private methods of calculating totals instead. Greekboy (talk) 20:22, 4 December 2009 (UTC)

This is not true. Before the beginning of the show Natalia Germanou says that the source taken by the IFPI. If it was wrong, IFPI would have sued the show but it didn't. Also, the Chart Show have two people of IFPI who study the discography of Greece since 1950. So the sources are reliable. —Preceding unsigned comment added by 94.66.185.117 (talk) 09:27, 5 December 2009 (UTC)

 * Assuming that IFPI would sue them if what they were saying was not true, is a big assumption on your part, and that is not allowed on Wikipedia. Like I stated, there have been MANY different sources in the past that all contradict themselves. Second, like I also stated, "Chart show live" uses private means to calculate the numbers. Those representatives on the show ARE NOT directly from IFPI. Though Germanou says they use the IFPI Charts in their calculations, that does not mean they are directly from IFPI. What they do is look at the charts and make their own estimates/numbers. The two representatives on the show, Petros Dragoumanos and Kostas Zikos, are NOT from IFPI. Petros Dragoumanos is the author of a Greek discography sales book/DVD that is released since the 90's, (Which is where they get their statistics from...) and Kostas Zikos has done various things in the music industry for years such as being a radio host and DJ. As you can see, these sales are privately compiled. Greekboy (talk) 11:58, 5 December 2009 (UTC)

And your proof is? This show become a month ago and IFPI didn't sue them. So the sources are true. And Petros Dragoumanos belong to IFPI. If you visit the site of IFPI, you will see his name in the list of IFPI's members. So you can say that the Chart show sources are false. You can't proove it. It is your calculasion. You have no evidence to prove it. Instead I told you what said Germanou, which is true otherwise the IFPI would sue the show for libel. Μy source is undoubtedly from the official club of Anna Vissi. Ι would like the restoration of the truth αs there is nothing which proove that everything I said was false. —Preceding unsigned comment added by 94.66.185.117 (talk) 12:28, 5 December 2009 (UTC)

 * Just because IFPI did not sue them doesn't mean they are right. First of all, they aren't saying that these are IFPI endorsed numbers. They are only saying that they used IFPI charts to form the calculations. Which is legal, so there would be no reason to sue them. Second, Mr. Dragoumanos is no where on IFPI.gr. From all the biographies and information of him I have found online, I have not seen him being affiliated with IFPI in any way. Here is some information about Mr. Dragoumanos: . Everything online only mentions him being the publisher of those Discography books/DVDs, and in no way affiliated with IFPI. Here is some information on Mr. Zikos (from the station he works for)  The fact is, that you have are the one that has no proof to your claims. You have no proof either that the chart show numbers are officially endorsed or true either. Greekboy (talk) 14:36, 5 December 2009 (UTC)
 * To be completely honest, Greekboy doesn't have to prove why you're sources are bad, you need to prove that they are good. The burden of proof lies with the editor wishing to add information. Grk1011/Stephen (talk) 15:34, 5 December 2009 (UTC)

You are wrong but I'm not going to continue these nonsense. You have no proof about the things that you say and I have official sources. If you want to continue to say non-existent things I have no ploblem but this is a reason that everyone consider this biography false. Finally, I have a question for you: Where is the proof that the album Kravgi went 7 times platinum? I can't see no reference in a official source except from an article which write that Kravgi went 3 times platinum. So you mislead the people with false sources. You should be ashamed because with your false sources, you don't help the Wikipedia develope and become a reliable online encyclopedia. —Preceding unsigned comment added by 94.66.134.179 (talk) 11:13, 6 December 2009 (UTC)
 * As Grk1011 stated, it actually lies with you to prove that your source is good. Your claims have been false, and you have provided no reliable source. Your only source is the television show, which I have watched myself, and they do not claim that the numbers are compiled or endorsed by IFPI directly. Regarding Kravgi being 7x platinum, it is sourced in the article. There are also countless articles online that state it went past your claim of 3x platinum. In fact, here is an archive from IFPI itself from January 3, 2002, showing "Kravgi" at 6x platinum at that time. Greekboy (talk) 12:23, 6 December 2009 (UTC)

It say that Kravgi is 6 times platinum no 7 times. And it is very strange. Who you found an article which published nine years ago? Can I also do it and if I can could you tell me how? —Preceding unsigned comment added by 94.66.134.179 (talk) 13:53, 6 December 2009 (UTC)
 * Like I said, it was 6x platinum on that week's chart back then. It obviously sold more and was bumped up to 7x platinum later, which is what Vissi's official site lists too. Regarding viewing old content/versions on websites, you can use this website for that. All you do is put in the URL where it says, and it provides archives/snapshots of most* sites during certain time periods. Greekboy (talk) 16:20, 6 December 2009 (UTC)

It sounds reliable. I have no reason not to believe you. But you must know that Gia is more successful than Kravgi. But if you think that Kravgi is more successful I think that I can do nothing to change your mind. Personally, I prefer both of these albums and I have bought both of them. But I know that Gia is for successful and I would like to tell it to you. I told it. Now, you can do whatever you think.

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Political views
Totally unnecessary section. The fact that Anna was against the Annan Plan is true but details about the Plan (which are also subjectively formulated) are unnecessary. Engelleip96 (talk) 20:15, 3 February 2019 (UTC)

A Commons file used on this page or its Wikidata item has been nominated for deletion
The following Wikimedia Commons file used on this page or its Wikidata item has been nominated for deletion: Participate in the deletion discussion at the nomination page. —Community Tech bot (talk) 17:54, 12 February 2020 (UTC)
 * Eurovision Song Contest 1980 postcards - Anna Vissi & the Epikouri 10.png

title: Talk:Anna Vissi


text:
User:Raindrop

Raindrop - contributed to pages on Nilambur and Chaliyar River a few years back.. not active nowadays..

title: User:Raindrop


text:
Isard

Isard may refer to:
 * Pistol Isard, a Spanish semi-automatic pistol
 * Pyrenean chamois or isard
 * Andorra national rugby union team or Els Isards
 * Isard, an interactive geometry program

People with the surname

 * Walter Isard (1919–2010), American economist

Fictional

 * Ysanne Isard, a character in the Star Wars franchise

title: Isard


text:
Amfleet

Amfleet is a fleet of single-level intercity railroad passenger cars built by the Budd Company for American company Amtrak in the late 1970s and early 1980s. Budd based the Amfleet design on its earlier Metroliner electric multiple unit. An initial order for 57 cars in 1973 to supplement the Metroliners on the Northeast Corridor grew to two orders totaling 642 cars, sufficient to reequip all the services on the Northeast Corridor and many other routes around the United States. The first 492 cars, known as Amfleet I and completed between 1975 and 1977, were designed for short-distance service. A second order of 150 cars, known as Amfleet II and completed between 1980 and 1983, were designed for long-distance service. They were the last intercity passenger cars built by Budd.

Car types include both long- and short-distance coaches, cafes, club cars, and lounges. Since the construction of the cars, multiple rebuildings have eliminated the club cars and lounges in favor of business class cars, club-dinettes, and "diner-lite" dining cars. Amtrak experimented with sleeping car conversions in the 1970s, but did not pursue the idea. The Amfleet I has vestibules on both ends of the car for faster unloading, while the Amfleet II has a single vestibule. The Amfleet II also has slightly larger windows.

The Amfleets were the first new locomotive-hauled intercity cars ordered by Amtrak and the first such cars built in the United States since 1965. Their introduction in the mid-1970s led to improved reliability for Amtrak's trains and ridership gains. , Amfleet cars are used extensively in the eastern and midwestern United States, forming the backbone of Amtrak's single-level fleet, with 580 out of the original 642 in service as of October 1, 2023.

Background
Amtrak assumed control of almost all private sector intercity passenger rail service in the United States on May 1, 1971, with a mandate to reverse decades of decline. It retained approximately 184 of the 440 trains which had run the day before. To operate these trains, Amtrak inherited a fleet of 300 locomotives (electric and diesel) and 1190 passenger cars, most of which dated from the 1940s–1950s. These cars were aging, in need of maintenance, and in many cases incompatible with each other. The company recognized the need and opportunity to standardize on a single design.

Very few railcars had been built for inter-city service in the United States since the 1950s; the last locomotive-hauled cars were an order of ten coaches built by Pullman-Standard for the Kansas City Southern Railway in 1965. An important exception was the Budd Metroliner electric multiple unit. This fleet of 61 cars had begun operation between Washington, D.C., and New York City on the Northeast Corridor in 1969 under Penn Central and quickly gained acceptance with the traveling public, despite various engineering problems. Writing in the mid-1970s, railroad historian John H. White Jr. described them as "Amtrak's brightest star." In 1973, Budd still had the tooling in place from the Metroliner order, meaning that any new order derived from that design could begin almost at once.

Amfleet I
Amtrak placed a $24 million order with Budd on October 12, 1973, for 57 "non-powered Metroliner cars." These, together with new GE E60 electric locomotives, were to provide additional Metroliner service on the Northeast Corridor. Amtrak expanded its plans in June 1974, ordering 200 more cars for $81 million. On October 25, it added another 35 cars. Finally, in April 1975, with the first deliveries imminent, Amtrak added 200 more cars to the order for $86 million. This brought the first order to 492 cars, with a total cost of $192 million. Amtrak intended to use 212 of the cars on Northeast Corridor service between Washington and New York; unlike the electric Metroliners, the Amfleet cars could continue through to Boston, Massachusetts.

A public unveiling took place at the Budd plant in Northeast Philadelphia on June 19, 1975, after which four cars were sent to the High Speed Ground Test Center in Pueblo, Colorado, for evaluation. The first Amfleet cars began running on the Northeast Corridor on August 5, 1975. Amtrak heralded their arrival, calling 1975 "the Year of the Amfleet." As the cars were distributed throughout the system, timetables would note that trains now had "Amfleet Service" and that trains had been "Amfleeted." A 1978 study conducted by the Federal Railroad Administration (FRA) found that ridership increased 11% on the Amfleet-equipped Northeast Corridor trains, with at least some passengers choosing the slower but more comfortable Amfleets over the faster but less reliable Metroliners.

The rollout of Amfleets throughout the system was restricted by the availability of locomotives with HEP or special generator cars. The first route outside the Northeast Corridor to receive Amfleets was the Washington–Martinsburg Blue Ridge, on December 1. By November 1976, 350 Amfleets had been delivered and 78% of Amtrak's short-haul trains used either Amfleets or equally-modern Turboliner trainsets. Besides the Blue Ridge, routes using Amfleets outside the Northeast Corridor included the New York–Newport News, Virginia Colonial, the Chicago, Illinois–Detroit, Michigan Twilight Limited and Wolverine, the Chicago–St. Louis, Missouri Abraham Lincoln and State House, the Chicago–Quincy, Illinois Illinois Zephyr, the Chicago–Carbondale, Illinois Illini and Shawnee, the Chicago–Dubuque, Iowa Black Hawk, the Los Angeles–Bakersfield, California San Joaquin, the Los Angeles–San Diego, California San Diegan, the Portland, Oregon–Seattle, Washington Mount Rainier and Puget Sound, and the Seattle–Vancouver, British Columbia Pacific International.

The Amfleet's modern HEP system proved invaluable during the unusually harsh winter of 1976–1977, which sidelined many of Amtrak's aging steam-heated coaches. Amtrak suspended numerous routes and pressed the short-distance Amfleet I coaches into long-distance service. The new EMD F40PH diesel locomotive, itself designed for short-haul service, handled many of these trains. Budd completed delivery of the Amfleet I order on June 9, 1977.

Amfleet II
Amtrak ordered 150 more Amfleet cars from Budd on March 13, 1980, at a cost of $150 million. These cars, dubbed Amfleet II, were intended to replace rolling stock on Amtrak long-distance trains, and featured larger windows, more legroom, and folding legrests. Budd delivered the first four cars on October 28, 1981; the unveiling took place on November 11. The final cars arrived on June 11, 1983. The Amfleet IIs were the last intercity cars Budd built. The continuing unreliability of the original Metroliners led to refurbished Amfleet I coaches displacing them in Metroliner service in 1981. New EMD AEM-7 electric locomotives pulled the trains.

Unlike the Superliner-equipped trains in the Western United States, Amtrak's eastern long-distance single-level trains never operated with uniform consists. The trains operated with a combination of Amfleet and Heritage Fleet cars, supplemented in the 1990s by Viewliner sleeping cars. In 1990, Amfleets could be found on every long-haul route east of the Mississippi River: the Virginia–Florida Auto Train; the Chicago–New Orleans City of New Orleans; the New York–Florida Silver Meteor and Silver Star, the New York–Chicago Broadway Limited, Cardinal, and Lake Shore Limited; the Washington, D.C.–Chicago Capitol Limited; the New York–New Orleans Crescent; and the Washington, D.C.–Montreal Montrealer. Horizon Fleet coaches replaced Amfleet coaches on most Midwestern and California short-haul routes in 1989–1990. The Superliner II order in the early 1990s would lead to the removal of Amfleets from the Auto Train and Capitol Limited. The Cardinal used Superliners and terminated at Washington, D.C., between 1995 and 2002.

Replacement
At the end of 2012, 473 Amfleet I and 145 Amfleet II cars were still in service. The Amfleet I cars had traveled an average of 4125000 mi, the Amfleet II cars 5640000 mi. The Amfleet I cars continue to be used on corridor services in the Northeastern United States such as the Downeaster, Empire Service, and Northeast Regional, although they can also be found in the Midwest and California. Amfleet IIs continue to be used on single-level long-distance trains. Amtrak announced an overhaul of the Amfleet I interiors in September 2017. The following year, Amtrak began to investigate options to replace the Amfleet I cars altogether.

In January 2019, Amtrak issued a request for proposals to replace the 470 Amfleet I cars and ex-Metroliner cab cars then in use. Proposals were due on May 1, 2019. In May 2020, excursion operator Railexco purchased three Amfleet cars from Amtrak – the first Amfleet cars to be sold for private reuse.

By February 2021, Amtrak planned for the replacements to be trainsets rather than individual cars, with options for diesel, electric, or dual-mode propulsion. Siemens was announced as the preferred bidder in April 2021, with contract execution for 83 trainsets expected midyear. The equipment is expected to be delivered between 2025 and 2035. In July 2021, it was announced that $7.3 billion would be put towards the new equipment.

In 2022, Amtrak announced that it plans to begin retiring Amfleet I cars by 2027, with all cars to be retired by the end of 2030.

In December 2022, Amtrak reached an agreement with Siemens for 83 "Airo" trainsets for delivery starting in 2026, at which time they would begin by replacing the Amtrak Cascades fleet. After replacing the Cascades fleet, the Airo would begin the process of replacing the Amfleet I fleet in 2027. Procurement for a new overnight fleet, including possible replacement of the Amfleet II cars, began in 2022.

Design
As designed, the Amfleet I cars could operate at speeds up to 120 mph. Both the Amfleet I and Amfleet II are now rated for 125 mph. Electric heating and air conditioning, operated by head-end power (HEP) from the locomotive, are used to maintain passenger comfort. Budd moved the air vents from the bottom, where they had been on the Metroliner, to the top of the car. The top-mounted vents were less susceptible to clogging during snowfall.

An Amfleet car is 12 ft tall, 10 ft wide, and 85 ft long. The car body itself is built up from spot-welded stainless steel sections. The Budd Pioneer trucks have dual disc brakes on each axle; a later rebuild added tread brakes. The wheels have a diameter of 36 in. The cars meet the FRA's buff strength requirement of 800000 lb.

The interior design recalled contemporary jet airliners. In common with airliners the cars featured narrow windows, which inhibited sight-seeing. The windows on the Amfleet I cars were 18 by; this was increased to 22 by in the Amfleet II. Another factor in choosing small windows was the high incidence of rocks thrown at train windows in the 1970s. Reinforcing the impression of traveling in an airliner, the passenger seats themselves were built by the Amirail division of Aircraft Mechanics Inc. Cesar Vergara, head of car design at Amtrak in the 1990s, criticized the choice to copy the airliner aesthetic: "Amfleet is a totally American style that was meant to imitate airplanes. That's my quarrel!...The vision for the future of the railroad should be based on defining its own dreams, not appropriating them solely from someone else's experience."

- Cesar Vergara

Amfleet I cars can be identified by having vestibules at both ends of the cars; Amfleet II cars have a single vestibule. The Amfleet I has chemical flush toilets, while the Amfleet II has retention toilets. All Amfleet cars have trapdoors, permitting their use at both high- and low-level platforms. The distance from the rail to the bottom step is 17 in; to the floor level is 51+1/2 in.

Coaches
Budd built 361 Amfleet I coaches; 90 were configured for long-distance use (60 seats) and 271 for short-distance use (84 seats). All 125 Amfleet II coaches were designed for long-distance service and contained 59 seats. In all standard Amfleet coaches seating is 2×2; in the Amfleet II a single accessible seat accounted for the odd number. Amfleet seats have swing-down tray-tables for at-seat food service, as well as overhead and underseat luggage storage. There are two restrooms at one end of the car. There is a baggage rack at the end of the car. On some cars these have been replaced with a bicycle rack.

Under the Capstone refurbishment program most Amfleet I short-distance coaches had three rows of seats removed, reducing their total capacity from 84 to 72 seats. During the 1980s most of the Amfleet I long-distance coaches were refurbished for use on the premium Metroliner service on the Northeast Corridor. All have since been rebuilt, either as 62-seat business class cars or 72-seat short-distance cars.

Cafés
Budd built 54 Amfleet I "Amcafe" cars and 37 Amfleet I "Amdinette" cars. The cafés had a snack bar in the middle of the car and 53 coach seats; the dinettes had eight booths and 23 coach seats. Each café car weighs about 110000 lb.

The Amcafe design was unpopular and Amtrak rebuilt the cafés into numerous configurations during the 1980s and 1990s. These included all-table dinettes, club cars for use in Metroliner service, and club-dinettes with a mix of tables and club seats. By the 2010s most cafes were configured as club-dinettes; some had been converted into all-table dinettes. Five dinettes were rebuilt for use on the Inter-American, a long-distance train operating between Texas and St. Louis; lounge seats replaced the coach seats. 21 dinettes were also refurbished for Metroliner service. By the 2010s all the remaining dinettes were rebuilt with all-table seating, save two which were converted into short-distance coaches.

Club cars
Budd built 40 Amfleet I "Amclub" club cars, similar to traditional parlor cars. These cars had a snack bar in the center, 18 club seats in a 2×1 configuration, and 23 coach seats. These cars provided first class service on select trains. Amtrak later referred to these as "split" Amclubs; club cars rebuilt with all-club style seating were called "full" Amclubs.

None of the Amclubs remain in their original configuration. Three of the original club cars were delivered with all club-style seating for a total of 33 seats; five of the original style were rebuilt to match. As the original Metroliners were withdrawn many of the Amclubs were refurbished for use in Metroliner service. Three were rebuilt for use on the Montrealer; booths and lounge seating replaced the coach seating and club seats. These were later rebuilt as all-table dinettes. Most clubs were rebuilt as club-dinette cars, with one half given over to booths and the other having 2×1 business class seating. Others were rebuilt as full-length business class cars, with 62 seats. Still others were converted to 72-seat coaches.

Lounges
Budd built 25 Amfleet II "Amlounge" lounge cars. They differed from other food-service cars in that the snack-bar was off-center. On the shorter side were 27 seats in varying configurations; the longer side had ten four-seat booths. Amtrak rebuilt 14 of them as smoking lounges between 1998 and 2000: in the short end an enclosed lounge replaced the seating area. All 25 cars were rebuilt as diner-lite cars between 2006 and 2010. In this configuration the short end has 19 seats, arranged in booths; the long end has seven booths and a conductor's office. The Amfleet II lounge weighed 113,000 lb.

Sleeping cars
In the late 1970s Amtrak converted two Amfleet I coaches into sleepers (Nos. 22900 and 22901). Two prototype Superliner roomette modules were installed, displacing twelve seats. The cars were used on the Washington, D.C.–Cincinnati, Ohio Shenandoah. Regular sleepers returned to the Shenandoah in 1979 and the two coaches were returned to a standard configuration. These conversions were termed "Ampad."

title: Amfleet