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text_id stringlengths 22 22 | page_url stringlengths 31 389 | page_title stringlengths 1 250 | section_title stringlengths 0 4.67k | context_page_description stringlengths 0 108k | context_section_description stringlengths 1 187k | media list | hierachy list | category list |
|---|---|---|---|---|---|---|---|---|
projected-71478844-002 | https://en.wikipedia.org/wiki/HC%20Rabotnichki | HC Rabotnichki | Honors | Handball Club Rabotnichki is a handball club from Skopje. It was established in 1948 as a section of the Sports Association Rabotnichki. HC Rabotnichki is a member of VIP Super Liga, the top Mens handball competition organized by the Handball Federation. | Champions :
Winners (7):1950, 1954, 1955, 1956, 1958, 1963,1984
Cup Winners
Winners (2): 1960, 1977. | [] | [
"Honors"
] | [
"Handball clubs in North Macedonia",
"Handball clubs in North Macedonia",
"Sport in Skopje",
"Handball in North Macedonia"
] |
projected-71478844-003 | https://en.wikipedia.org/wiki/HC%20Rabotnichki | HC Rabotnichki | Venue | Handball Club Rabotnichki is a handball club from Skopje. It was established in 1948 as a section of the Sports Association Rabotnichki. HC Rabotnichki is a member of VIP Super Liga, the top Mens handball competition organized by the Handball Federation. | HC Rabotnichki plays its League Matches at Jane Sandanski Arena. Jane Sandanski Arena is an indoor sports arena located in the Aerodrom Municipality of Skopje. The arena has a capacity of 7,500. It is named after the revolutionary Jane Sandanski. The sports complex includes a 5-star hotel with a spa center, swimming pool and a sky bar. Tennis courts, fitness center and clubs headquarters are within the sports complex. Sports Centre Jane Sandanski also has an aerobics center, tennis and table tennis courts, playground for children and exclusive HUMMEL sports store and fan shop. | [
"Спортски центар „Јане Сандански“.jpg"
] | [
"Venue"
] | [
"Handball clubs in North Macedonia",
"Handball clubs in North Macedonia",
"Sport in Skopje",
"Handball in North Macedonia"
] |
projected-71478844-004 | https://en.wikipedia.org/wiki/HC%20Rabotnichki | HC Rabotnichki | Team | Handball Club Rabotnichki is a handball club from Skopje. It was established in 1948 as a section of the Sports Association Rabotnichki. HC Rabotnichki is a member of VIP Super Liga, the top Mens handball competition organized by the Handball Federation. | Squad for the 2022–23 season | [] | [
"Team"
] | [
"Handball clubs in North Macedonia",
"Handball clubs in North Macedonia",
"Sport in Skopje",
"Handball in North Macedonia"
] |
projected-71478844-006 | https://en.wikipedia.org/wiki/HC%20Rabotnichki | HC Rabotnichki | Notable former players | Handball Club Rabotnichki is a handball club from Skopje. It was established in 1948 as a section of the Sports Association Rabotnichki. HC Rabotnichki is a member of VIP Super Liga, the top Mens handball competition organized by the Handball Federation. | Nikola Markoski
Daniel Gjorgjeski
Mitko Stoilov
Zlatko Mojsoski
Velko Markoski
Milan Levov
Davor Palevski | [] | [
"Team",
"Former club members",
"Notable former players"
] | [
"Handball clubs in North Macedonia",
"Handball clubs in North Macedonia",
"Sport in Skopje",
"Handball in North Macedonia"
] |
projected-71478844-007 | https://en.wikipedia.org/wiki/HC%20Rabotnichki | HC Rabotnichki | Notable former coaches | Handball Club Rabotnichki is a handball club from Skopje. It was established in 1948 as a section of the Sports Association Rabotnichki. HC Rabotnichki is a member of VIP Super Liga, the top Mens handball competition organized by the Handball Federation. | Andon Boshkovski
Pepi Manaskov | [] | [
"Team",
"Former club members",
"Notable former coaches"
] | [
"Handball clubs in North Macedonia",
"Handball clubs in North Macedonia",
"Sport in Skopje",
"Handball in North Macedonia"
] |
projected-71478847-000 | https://en.wikipedia.org/wiki/Reginald%20Cawcutt | Reginald Cawcutt | Introduction | Reginald Michael Cawcutt (25 October 1938 – 5 August 2022) was a South African Roman Catholic prelate.
Cawcutt was born in Rugby, Western Cape. His father, Wilfred, was a well-known horse trainer. He studied for the priesthood at St John Vianney Seminary in Pretoria and was ordained by Archbishop Owen McCann on 9 July 1962. Soon after his ordination, he became chaplain to the deaf community of Cape Town, serving in both of Cape Town's two Catholic institutions for the hearing-impaired. In 1966, he made a three-day pastoral visit to the remote island of Tristan de Cunha, where he administered the sacraments to the small Catholic community of 50, which rarely saw a priest. For many years he served as Catholic chaplain to the South African navy.
He served as auxiliary bishop of Egabro and as Auxiliary Bishop of the Archdiocese of Cape Town, South Africa, from 1992 until his retirement in 2002. As auxiliary bishop, he would live in Milnerton, a suburb on the Table Bay coast, near where he had been raised.
Cawcutt resigned in July 2002. This followed allegations that he had outed himself as gay on a sometimes-sexually charged website set up for gay priests. Cawcutt blamed the scandal on the conservative U.S.-based organization Roman Catholic Faithful, which had infiltrated the now closed website (which had been known as "St. Sebastian's Angels") and traced posting addresses. In his letter of resignation, Cawcutt stated that he did not wish to be a source of division in the Archdiocese. | [] | [
"Introduction"
] | [
"1928 births",
"2022 deaths",
"20th-century Roman Catholic bishops in South Africa",
"21st-century Roman Catholic bishops in South Africa",
"Bishops appointed by Pope John Paul II",
"People from the Western Cape"
] | |
projected-71478847-001 | https://en.wikipedia.org/wiki/Reginald%20Cawcutt | Reginald Cawcutt | References | Reginald Michael Cawcutt (25 October 1938 – 5 August 2022) was a South African Roman Catholic prelate.
Cawcutt was born in Rugby, Western Cape. His father, Wilfred, was a well-known horse trainer. He studied for the priesthood at St John Vianney Seminary in Pretoria and was ordained by Archbishop Owen McCann on 9 July 1962. Soon after his ordination, he became chaplain to the deaf community of Cape Town, serving in both of Cape Town's two Catholic institutions for the hearing-impaired. In 1966, he made a three-day pastoral visit to the remote island of Tristan de Cunha, where he administered the sacraments to the small Catholic community of 50, which rarely saw a priest. For many years he served as Catholic chaplain to the South African navy.
He served as auxiliary bishop of Egabro and as Auxiliary Bishop of the Archdiocese of Cape Town, South Africa, from 1992 until his retirement in 2002. As auxiliary bishop, he would live in Milnerton, a suburb on the Table Bay coast, near where he had been raised.
Cawcutt resigned in July 2002. This followed allegations that he had outed himself as gay on a sometimes-sexually charged website set up for gay priests. Cawcutt blamed the scandal on the conservative U.S.-based organization Roman Catholic Faithful, which had infiltrated the now closed website (which had been known as "St. Sebastian's Angels") and traced posting addresses. In his letter of resignation, Cawcutt stated that he did not wish to be a source of division in the Archdiocese. | Category:1928 births
Category:2022 deaths
Category:20th-century Roman Catholic bishops in South Africa
Category:21st-century Roman Catholic bishops in South Africa
Category:Bishops appointed by Pope John Paul II
Category:People from the Western Cape | [] | [
"References"
] | [
"1928 births",
"2022 deaths",
"20th-century Roman Catholic bishops in South Africa",
"21st-century Roman Catholic bishops in South Africa",
"Bishops appointed by Pope John Paul II",
"People from the Western Cape"
] |
projected-71478872-000 | https://en.wikipedia.org/wiki/Praveen%20Chithravel | Praveen Chithravel | Introduction | Praveen Chithravel is an Indian athlete who competes in triple jump. He came fourth in the 2022 Commonwealth Games with a best of . Going into the event, he had a personal and season best of . | [] | [
"Introduction"
] | [
"2001 births",
"Living people",
"Athletes from Tamil Nadu",
"Indian male triple jumpers",
"Athletes (track and field) at the 2022 Commonwealth Games",
"Commonwealth Games competitors for India",
"Athletes (track and field) at the 2018 Summer Youth Olympics"
] | |
projected-71478880-000 | https://en.wikipedia.org/wiki/Family%20Wars | Family Wars | Introduction | Family Wars is a closed-end, play-by-mail (PBM) game. It was published by Andon Games. | [] | [
"Introduction"
] | [
"Multiplayer games",
"Play-by-mail games"
] | |
projected-71478880-001 | https://en.wikipedia.org/wiki/Family%20Wars | Family Wars | Gameplay | Family Wars is a closed-end, play-by-mail (PBM) game. It was published by Andon Games. | Family Wars was a closed-end, computer moderated play-by-mail game. It was an organized crime game with players acting as the family leader. 18 players led crime families in a 14 x 20-block city comprising multiple precincts. The setting was the 1930s. Players used "effort points" to conduct various actions. Diplomacy was also a key part of gameplay. According to reviewer David Webber, "winning the game depend[ed] upon your skill at recruiting family members, influencing public officials, increasing your income, and eliminating your enemy facilities".
According to reviewer Patrick O. Dick, the three most important elements of gameplay were diplomacy, political influence, and warfare. | [] | [
"Gameplay"
] | [
"Multiplayer games",
"Play-by-mail games"
] |
projected-71478880-002 | https://en.wikipedia.org/wiki/Family%20Wars | Family Wars | Reception | Family Wars is a closed-end, play-by-mail (PBM) game. It was published by Andon Games. | In a 1988 issue of White Wolf, reviewer Stewart Wieck said that Family Wars was a "very enjoyable game", and recommended it to readers. Paper Mayhem editor in chief David Webber also reviewed the game in a 1988 issue, stating "I liked Family Wars." Webber noted that diplomacy was the best part of the game and emphasized its importance. Patrick O. Dick echoed this, stating that it was first "a game of diplomacy". | [] | [
"Reception"
] | [
"Multiplayer games",
"Play-by-mail games"
] |
projected-71478880-003 | https://en.wikipedia.org/wiki/Family%20Wars | Family Wars | See also | Family Wars is a closed-end, play-by-mail (PBM) game. It was published by Andon Games. | It's a Crime (play-by-mail game)
List of play-by-mail games | [] | [
"See also"
] | [
"Multiplayer games",
"Play-by-mail games"
] |
projected-71478880-005 | https://en.wikipedia.org/wiki/Family%20Wars | Family Wars | Bibliography | Family Wars is a closed-end, play-by-mail (PBM) game. It was published by Andon Games. | Category:Multiplayer games
Category:Play-by-mail games | [] | [
"Bibliography"
] | [
"Multiplayer games",
"Play-by-mail games"
] |
projected-06902532-000 | https://en.wikipedia.org/wiki/Mount%20Massive%20Wilderness | Mount Massive Wilderness | Introduction | The Mount Massive Wilderness is a federally designated wilderness area in the Sawatch Range, located in the U.S. state of Colorado. It is operated jointly by the United States Forest Service and the Fish and Wildlife Service as part of the San Isabel National Forest and the Leadville National Fish Hatchery. It is in size, with in San Isabel National Forest and in Leadville National Fish Hatchery, and it was designated by the US Congress in 1980. The name comes from Mount Massive, the second highest peak in Colorado, located inside the wilderness. Elevations in the wilderness range from to . It is the only federally designated wilderness area within the National Fish Hatchery System.
On the west side, the Continental Divide separates the Mount Massive Wilderness from the
Hunter-Fryingpan Wilderness, part of the White River National Forest.
Trailheads accessing the wilderness are:
Hagerman Pass Road – The Colorado Trail, Native Lake and Windsor Lake Trailhead
US Fish Hatchery – The Rock Creek Trailhead
Halfmoon Creek Trailhead – Mt. Elbert/Mt. Massive Trailhead and the North Halfmoon Lake Trailhead | [] | [
"Introduction"
] | [
"Protected areas of Lake County, Colorado",
"Wilderness areas of Colorado",
"Protected areas established in 1980",
"San Isabel National Forest"
] | |
projected-06902532-001 | https://en.wikipedia.org/wiki/Mount%20Massive%20Wilderness | Mount Massive Wilderness | Regulations/Prohibitions | The Mount Massive Wilderness is a federally designated wilderness area in the Sawatch Range, located in the U.S. state of Colorado. It is operated jointly by the United States Forest Service and the Fish and Wildlife Service as part of the San Isabel National Forest and the Leadville National Fish Hatchery. It is in size, with in San Isabel National Forest and in Leadville National Fish Hatchery, and it was designated by the US Congress in 1980. The name comes from Mount Massive, the second highest peak in Colorado, located inside the wilderness. Elevations in the wilderness range from to . It is the only federally designated wilderness area within the National Fish Hatchery System.
On the west side, the Continental Divide separates the Mount Massive Wilderness from the
Hunter-Fryingpan Wilderness, part of the White River National Forest.
Trailheads accessing the wilderness are:
Hagerman Pass Road – The Colorado Trail, Native Lake and Windsor Lake Trailhead
US Fish Hatchery – The Rock Creek Trailhead
Halfmoon Creek Trailhead – Mt. Elbert/Mt. Massive Trailhead and the North Halfmoon Lake Trailhead | Having more than 15 persons in any one group
Having more than a combination of 25 people and pack or saddle animals in any one stock group
Possessing dogs, except for working stock dogs, or dogs used for legal hunting purposes, unless under physical restraint of a leash.
Camping within one hundred feet of developed trails.
Building, maintaining, attending, or using a campfire, within 100 feet of lakes, streams and forest development trails.
Hitching, hobbling or tethering any pack or saddle animal within one hundred (100) feet of lakes, streams and forest development trails.
Short-cutting a switchback on a forest development trail. | [] | [
"Regulations/Prohibitions"
] | [
"Protected areas of Lake County, Colorado",
"Wilderness areas of Colorado",
"Protected areas established in 1980",
"San Isabel National Forest"
] |
projected-06902532-003 | https://en.wikipedia.org/wiki/Mount%20Massive%20Wilderness | Mount Massive Wilderness | Further reading | The Mount Massive Wilderness is a federally designated wilderness area in the Sawatch Range, located in the U.S. state of Colorado. It is operated jointly by the United States Forest Service and the Fish and Wildlife Service as part of the San Isabel National Forest and the Leadville National Fish Hatchery. It is in size, with in San Isabel National Forest and in Leadville National Fish Hatchery, and it was designated by the US Congress in 1980. The name comes from Mount Massive, the second highest peak in Colorado, located inside the wilderness. Elevations in the wilderness range from to . It is the only federally designated wilderness area within the National Fish Hatchery System.
On the west side, the Continental Divide separates the Mount Massive Wilderness from the
Hunter-Fryingpan Wilderness, part of the White River National Forest.
Trailheads accessing the wilderness are:
Hagerman Pass Road – The Colorado Trail, Native Lake and Windsor Lake Trailhead
US Fish Hatchery – The Rock Creek Trailhead
Halfmoon Creek Trailhead – Mt. Elbert/Mt. Massive Trailhead and the North Halfmoon Lake Trailhead | Maps:
San Isabel National Forest Map
Trails Illustrated Independence Pass and Holy Cross maps
USGS Homestake, Mount Massive, and Mount Champion quadrangles | [] | [
"Further reading"
] | [
"Protected areas of Lake County, Colorado",
"Wilderness areas of Colorado",
"Protected areas established in 1980",
"San Isabel National Forest"
] |
projected-08555844-000 | https://en.wikipedia.org/wiki/Georgia%20Institute%20of%20Technology%20Historic%20District | Georgia Institute of Technology Historic District | Introduction | The Historic District of the Georgia Institute of Technology, also known as the Old Campus of Georgia Tech or the Hill District, is significant in the areas of architecture, education, engineering and science, as well as landscape architecture. The area is a Registered Historic Place and part of the central campus of Georgia Tech. Located in Midtown Atlanta, Georgia, United States, it is roughly bounded by North Avenue on the South, Bobby Dodd Stadium, a 55,000 seat football stadium on the East, Bobby Dodd Way on the North and Cherry Street on the West. | [] | [
"Introduction"
] | [
"Georgia Tech buildings and structures",
"Buildings and structures in Atlanta",
"Historic districts in Atlanta",
"Historic districts on the National Register of Historic Places in Georgia (U.S. state)",
"National Register of Historic Places in Atlanta"
] | |
projected-08555844-001 | https://en.wikipedia.org/wiki/Georgia%20Institute%20of%20Technology%20Historic%20District | Georgia Institute of Technology Historic District | Environs | The Historic District of the Georgia Institute of Technology, also known as the Old Campus of Georgia Tech or the Hill District, is significant in the areas of architecture, education, engineering and science, as well as landscape architecture. The area is a Registered Historic Place and part of the central campus of Georgia Tech. Located in Midtown Atlanta, Georgia, United States, it is roughly bounded by North Avenue on the South, Bobby Dodd Stadium, a 55,000 seat football stadium on the East, Bobby Dodd Way on the North and Cherry Street on the West. | The Georgia Institute of Technology Historic District is situated on and around the crest of "The Hill," the highest elevation of the school's original nine-acre campus. Comprising 12 buildings, the Old Campus is a landscaped cluster of mixed-period classroom, dormitory and administrative brick buildings. Buildings of the Old Campus include the Carnegie Building, which was the campus library until 1953; the Georgia Tech President's Office is now located there. Lyman Hall Laboratory, named after Lyman Hall, one of Georgia Tech's earlier presidents, was the school's first Chemistry Building. The YMCA Building, funded by John D. Rockefeller in 1910, now houses the Georgia Tech Alumni Association Offices. The random placement of these buildings around the centrally positioned Administration Building ("Tech Tower") has created unique urban spaces. Hundred year-old trees shade the red brick buildings and enhance the sense of special enclosure.
A brick roadway, Uncle Heinie Way, wraps itself around the Administration Building forming a "loop" and provides both service and vehicular access to the buildings in this portion of the Campus. A new plaza, Harrison Square, (1968), which both a hard surface of brick and concrete as well as an open green space, was created after the demolition of the Old Shop, the successor of the original (a near-twin to the adjacent Administration building which burned down shortly after its completion). | [
"Cherry Street2.jpg",
"UncleHenieWay.jpg"
] | [
"Environs"
] | [
"Georgia Tech buildings and structures",
"Buildings and structures in Atlanta",
"Historic districts in Atlanta",
"Historic districts on the National Register of Historic Places in Georgia (U.S. state)",
"National Register of Historic Places in Atlanta"
] |
projected-08555844-002 | https://en.wikipedia.org/wiki/Georgia%20Institute%20of%20Technology%20Historic%20District | Georgia Institute of Technology Historic District | Style, Form, Planning | The Historic District of the Georgia Institute of Technology, also known as the Old Campus of Georgia Tech or the Hill District, is significant in the areas of architecture, education, engineering and science, as well as landscape architecture. The area is a Registered Historic Place and part of the central campus of Georgia Tech. Located in Midtown Atlanta, Georgia, United States, it is roughly bounded by North Avenue on the South, Bobby Dodd Stadium, a 55,000 seat football stadium on the East, Bobby Dodd Way on the North and Cherry Street on the West. | The Old Campus of Georgia Tech is significant for more than just the design of the buildings of which it is comprised. As is evident in the placement of the buildings, little thought was actually given to the future expansion of the then young technological school. Instead, the site planning was carried out in such a manner as to meet the immediate and pressing needs of the school. This practical approach has created the significant quality of space. The harmony found within the Old Campus is attributed to the fact that almost all of the buildings were built within a short span of time—from 1885 to 1923. Though all exhibit a consistent approach in design and construction, none include a repetition of style or form. | [] | [
"Style, Form, Planning"
] | [
"Georgia Tech buildings and structures",
"Buildings and structures in Atlanta",
"Historic districts in Atlanta",
"Historic districts on the National Register of Historic Places in Georgia (U.S. state)",
"National Register of Historic Places in Atlanta"
] |
projected-08555844-003 | https://en.wikipedia.org/wiki/Georgia%20Institute%20of%20Technology%20Historic%20District | Georgia Institute of Technology Historic District | National Register of Historic Places | The Historic District of the Georgia Institute of Technology, also known as the Old Campus of Georgia Tech or the Hill District, is significant in the areas of architecture, education, engineering and science, as well as landscape architecture. The area is a Registered Historic Place and part of the central campus of Georgia Tech. Located in Midtown Atlanta, Georgia, United States, it is roughly bounded by North Avenue on the South, Bobby Dodd Stadium, a 55,000 seat football stadium on the East, Bobby Dodd Way on the North and Cherry Street on the West. | In 1978, the area was added to the National Register of Historic Places. Near the entrance to Tech Tower, an historical marker maintained by the Georgia Historical Society commemorates this listing as well as the early history of the Georgia Tech campus. | [] | [
"National Register of Historic Places"
] | [
"Georgia Tech buildings and structures",
"Buildings and structures in Atlanta",
"Historic districts in Atlanta",
"Historic districts on the National Register of Historic Places in Georgia (U.S. state)",
"National Register of Historic Places in Atlanta"
] |
projected-08555844-004 | https://en.wikipedia.org/wiki/Georgia%20Institute%20of%20Technology%20Historic%20District | Georgia Institute of Technology Historic District | The twelve buildings | The Historic District of the Georgia Institute of Technology, also known as the Old Campus of Georgia Tech or the Hill District, is significant in the areas of architecture, education, engineering and science, as well as landscape architecture. The area is a Registered Historic Place and part of the central campus of Georgia Tech. Located in Midtown Atlanta, Georgia, United States, it is roughly bounded by North Avenue on the South, Bobby Dodd Stadium, a 55,000 seat football stadium on the East, Bobby Dodd Way on the North and Cherry Street on the West. | Lettie Pate Whitehead Evans Administration Building (1888)
Clarence Knowles Dormitory (1897–1992)
Aaron S. French Building (1898)
Electrical (Engineering) Building (1901), renamed the Domenico Pietro Savant Building
Janie Austell Swann Dormitories (1901)
Lyman Hall Laboratory of Chemistry (1905)
Andrew Carnegie Library Building (1907)
Joseph Brown Whitehead Memorial Hospital (1911), renamed the Lloyd W. Chapin Building in 1987
John Davison Rockefeller YMCA Building (1912), renamed the Lawrence W. "Chip" Robert, Jr. Alumni/Faculty House in 1979
David Melville Smith Building (1923)
William Henry Emerson Building (1925)
John Saylor Coon Building (five units completed between 1911–1938)
The Old Shop could be considered a "thirteenth building." Erected in 1888, it was destroyed by a fire in 1892 and a replacement was built in the same year. The second shop building was demolished in 1968. | [
"Lyman Hall Laboratory of Chemistry 1913.gif"
] | [
"The twelve buildings"
] | [
"Georgia Tech buildings and structures",
"Buildings and structures in Atlanta",
"Historic districts in Atlanta",
"Historic districts on the National Register of Historic Places in Georgia (U.S. state)",
"National Register of Historic Places in Atlanta"
] |
projected-08555844-005 | https://en.wikipedia.org/wiki/Georgia%20Institute%20of%20Technology%20Historic%20District | Georgia Institute of Technology Historic District | See also | The Historic District of the Georgia Institute of Technology, also known as the Old Campus of Georgia Tech or the Hill District, is significant in the areas of architecture, education, engineering and science, as well as landscape architecture. The area is a Registered Historic Place and part of the central campus of Georgia Tech. Located in Midtown Atlanta, Georgia, United States, it is roughly bounded by North Avenue on the South, Bobby Dodd Stadium, a 55,000 seat football stadium on the East, Bobby Dodd Way on the North and Cherry Street on the West. | History of Georgia Tech
Georgia Tech main campus | [] | [
"See also"
] | [
"Georgia Tech buildings and structures",
"Buildings and structures in Atlanta",
"Historic districts in Atlanta",
"Historic districts on the National Register of Historic Places in Georgia (U.S. state)",
"National Register of Historic Places in Atlanta"
] |
projected-08555844-007 | https://en.wikipedia.org/wiki/Georgia%20Institute%20of%20Technology%20Historic%20District | Georgia Institute of Technology Historic District | Bibliography | The Historic District of the Georgia Institute of Technology, also known as the Old Campus of Georgia Tech or the Hill District, is significant in the areas of architecture, education, engineering and science, as well as landscape architecture. The area is a Registered Historic Place and part of the central campus of Georgia Tech. Located in Midtown Atlanta, Georgia, United States, it is roughly bounded by North Avenue on the South, Bobby Dodd Stadium, a 55,000 seat football stadium on the East, Bobby Dodd Way on the North and Cherry Street on the West. | Atlanta, Georgia, a National Park Service Discover Our Shared Heritage Travel Itinerary | [] | [
"Bibliography"
] | [
"Georgia Tech buildings and structures",
"Buildings and structures in Atlanta",
"Historic districts in Atlanta",
"Historic districts on the National Register of Historic Places in Georgia (U.S. state)",
"National Register of Historic Places in Atlanta"
] |
projected-71478894-000 | https://en.wikipedia.org/wiki/Dir%2C%20dir%2C%20Jehova%2C%20will%20ich%20singen | Dir, dir, Jehova, will ich singen | Introduction | "" (To you, to you, Jehova, I want to sing) is a Lutheran hymn, with 1695 text by Bartholomäus Crasselius. A melody attributed to Johann Sebastian Bach appeared in Schemellis Gesangbuch. It was translated into English by Catherine Winkworth in 1863 as "Jehovah, let me now adore Thee". The song became part of many German hymnals, such as Evangelisches Gesangbuch and Gotteslob. From the 1930s, the hymn has often been rendered as "". | [] | [
"Introduction"
] | [
"17th-century hymns in German",
"Lutheran hymns",
"1697 works"
] | |
projected-71478894-001 | https://en.wikipedia.org/wiki/Dir%2C%20dir%2C%20Jehova%2C%20will%20ich%20singen | Dir, dir, Jehova, will ich singen | History | "" (To you, to you, Jehova, I want to sing) is a Lutheran hymn, with 1695 text by Bartholomäus Crasselius. A melody attributed to Johann Sebastian Bach appeared in Schemellis Gesangbuch. It was translated into English by Catherine Winkworth in 1863 as "Jehovah, let me now adore Thee". The song became part of many German hymnals, such as Evangelisches Gesangbuch and Gotteslob. From the 1930s, the hymn has often been rendered as "". | Bartholomäus Crasselius was a Lutheran pastor who studied in Halle August Hermann Francke and was influenced by Pietism. He wrote the text of "", published in 1695 with a melody from Hamburg. A different melody by Johann Sebastian Bach appeared in as a four-part chorale, "Dir, dir, Jehova, will ich singen", BWV 299, in the 1725 Notebook for Anna Magdalena Bach. He adapted it to a version for voice and continuo in Schemellis Gesangbuch, BWV 452.
The hymn became commonly distributed and used. The song became part of many German hymnals. Under the Nazi regime, Protestant groups aimed at avoiding words regarded as Jewish, and "Jehova" was replaced by "Höchster" (Highest). Another interpretation is, that not uttering the name of God also has something to do with respect for people who believe in Judaism. In the Protestant hymnal Evangelisches Kirchengesangbuch it was EG 237, and in the 1995 edition Evangelisches Gesangbuch, it is EG 328. It was included in the Catholic hymnal Gotteslob in regional sections, such as in the Diocese of Limburg as GL 811, in three stanzas, and with the 1690 melody from Hamburg. | [] | [
"History"
] | [
"17th-century hymns in German",
"Lutheran hymns",
"1697 works"
] |
projected-71478894-002 | https://en.wikipedia.org/wiki/Dir%2C%20dir%2C%20Jehova%2C%20will%20ich%20singen | Dir, dir, Jehova, will ich singen | Text and translation | "" (To you, to you, Jehova, I want to sing) is a Lutheran hymn, with 1695 text by Bartholomäus Crasselius. A melody attributed to Johann Sebastian Bach appeared in Schemellis Gesangbuch. It was translated into English by Catherine Winkworth in 1863 as "Jehovah, let me now adore Thee". The song became part of many German hymnals, such as Evangelisches Gesangbuch and Gotteslob. From the 1930s, the hymn has often been rendered as "". | "" is written in seven stanzas of six lines each. It is in bar form. The song was translated into English by Catherine Winkworth in 1863 as "Jehovah, let me now adore Thee". | [] | [
"Text and translation"
] | [
"17th-century hymns in German",
"Lutheran hymns",
"1697 works"
] |
projected-06902557-000 | https://en.wikipedia.org/wiki/John%20Mandic | John Mandic | Introduction | John Joseph Mandic (October 3, 1919 – June 22, 2003) was an American professional basketball player of Croatian origin. He played college basketball for the Oregon State Beavers from 1939 to 1942. He played for the Portland Indians of the Pacific Coast Professional Basketball League in the team's debut season in 1946–47, and was drafted by the Washington Capitols in the 1947 BAA draft after the season had finished. Instead of playing for the Capitols, he instead signed with the Rochester Royals of the National Basketball League and played for the team for one season. He joined the Indianapolis Jets for the 1948–49 BAA season. He was sold to the Capitols, the team that had drafted him two years prior, on August 13, 1949. After playing 22 games with the Capitols, he was waived, and signed with the Baltimore Bullets, but only managed three games with the team before retiring from playing basketball. | [] | [
"Introduction"
] | [
"1919 births",
"2003 deaths",
"All-American college men's basketball players",
"American men's basketball players",
"American people of Croatian descent",
"Baltimore Bullets (1944–1954) players",
"Basketball players from Los Angeles",
"Centers (basketball)",
"Indianapolis Jets players",
"Oregon St... | |
projected-71478898-000 | https://en.wikipedia.org/wiki/Symphony%20of%20Sinners%20%26%20Saints | Symphony of Sinners & Saints | Introduction | Symphony of Sinners & Saints is a concept studio album by American orchestral composer, songwriter, pianist/keyboardist, and music producer Kitt Wakeley. The album peaked at #1 on Billboard's Classical Crossover and Classical charts and at #18 on Hot Hard Rock Songs.It was recorded at Abbey Road Studios in London, UK and released on May 21, 2021, by Studio Seven Media record label. The album was recorded with an orchestra, several choirs, and a rock band, with elements of Rock, EDM, Classical, and Symphonic Rock. Feature guest appearances include Joe Satriani, Andy Timmons, the Royal Philharmonic Orchestra, the London Voices, and the Dallas Gospel of Light Choir, among others.
The album was supported by three singles, "Conflicted", "Sinners & Saints", and "Forgive Me", which all charted at #1 on Billboard's Hard Rock Digital Sales. It won Album of the Year at the Josie Music Awards and "You Gave Me Wings" won Best Instrumental Song at the 2021 Hollywood Music in Media Awards.Wakeley charted in the "Top 10" of 2021's Year-End Classical Crossover Albums Artists. | [] | [
"Introduction"
] | [
"2021 albums",
"Symphonic rock albums",
"Classical crossover albums",
"Concept albums"
] | |
projected-71478898-002 | https://en.wikipedia.org/wiki/Symphony%20of%20Sinners%20%26%20Saints | Symphony of Sinners & Saints | History | Symphony of Sinners & Saints is a concept studio album by American orchestral composer, songwriter, pianist/keyboardist, and music producer Kitt Wakeley. The album peaked at #1 on Billboard's Classical Crossover and Classical charts and at #18 on Hot Hard Rock Songs.It was recorded at Abbey Road Studios in London, UK and released on May 21, 2021, by Studio Seven Media record label. The album was recorded with an orchestra, several choirs, and a rock band, with elements of Rock, EDM, Classical, and Symphonic Rock. Feature guest appearances include Joe Satriani, Andy Timmons, the Royal Philharmonic Orchestra, the London Voices, and the Dallas Gospel of Light Choir, among others.
The album was supported by three singles, "Conflicted", "Sinners & Saints", and "Forgive Me", which all charted at #1 on Billboard's Hard Rock Digital Sales. It won Album of the Year at the Josie Music Awards and "You Gave Me Wings" won Best Instrumental Song at the 2021 Hollywood Music in Media Awards.Wakeley charted in the "Top 10" of 2021's Year-End Classical Crossover Albums Artists. | Symphony of Sinners & Saints was conceived when the COVID-19 pandemic resulted in the cancellation of Wakeley's live shows for 2020. Having an abundance of time away from touring led to the album's creation, production, and guest list. In an interview with American Songwriter magazine, Wakeley shared, "There’s a really dark, sinister underlying bed, but then there’s this euphoric stuff over it. That’s the concept of the album."
It was initially recorded at Abbey Road Studios in London, UK, then co-produced, engineered, and mixed by Tre Nagella at Luminous Sound Studios in Dallas, Texas. Due to the pandemic Wakeley recorded remotely from Oklahoma City, Oklahoma tapping into the musicians in London in real time to work on each song.
The album was supported by three singles, "Conflicted", "Sinners & Saints", and "Forgive Me", which all peaked at #1 on Billboard's Hard Rock Digital Sales. Wakeley charted in the "Top 10" of 2021's Year-End Classical Crossover Albums Artists. Symphony of Sinners & Saints won "Album of the Year" at the Josie Music Awards and "You Gave Me Wings" won "Best Instrumental Song" at the 2021 Hollywood Music in Media Awards.
To promote the release of the album Wakeley performed at Carnegie Hall, and the Civic Center Music Hall in Oklahoma City, among other venues. | [] | [
"Background",
"History"
] | [
"2021 albums",
"Symphonic rock albums",
"Classical crossover albums",
"Concept albums"
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projected-71478898-003 | https://en.wikipedia.org/wiki/Symphony%20of%20Sinners%20%26%20Saints | Symphony of Sinners & Saints | Joe Satriani Collaboration | Symphony of Sinners & Saints is a concept studio album by American orchestral composer, songwriter, pianist/keyboardist, and music producer Kitt Wakeley. The album peaked at #1 on Billboard's Classical Crossover and Classical charts and at #18 on Hot Hard Rock Songs.It was recorded at Abbey Road Studios in London, UK and released on May 21, 2021, by Studio Seven Media record label. The album was recorded with an orchestra, several choirs, and a rock band, with elements of Rock, EDM, Classical, and Symphonic Rock. Feature guest appearances include Joe Satriani, Andy Timmons, the Royal Philharmonic Orchestra, the London Voices, and the Dallas Gospel of Light Choir, among others.
The album was supported by three singles, "Conflicted", "Sinners & Saints", and "Forgive Me", which all charted at #1 on Billboard's Hard Rock Digital Sales. It won Album of the Year at the Josie Music Awards and "You Gave Me Wings" won Best Instrumental Song at the 2021 Hollywood Music in Media Awards.Wakeley charted in the "Top 10" of 2021's Year-End Classical Crossover Albums Artists. | Joe Satriani played lead guitar on tracks, Conflicted and Forgive Me. When asked about working with Satriani, Wakeley replied, "I emailed very well known artists of Joe's caliber on their respective instruments. Joe being so gracious opened up a whole lot more doors of other artists who wanted to play on my project." | [] | [
"Background",
"Joe Satriani Collaboration"
] | [
"2021 albums",
"Symphonic rock albums",
"Classical crossover albums",
"Concept albums"
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projected-71478898-004 | https://en.wikipedia.org/wiki/Symphony%20of%20Sinners%20%26%20Saints | Symphony of Sinners & Saints | Album Reviews | Symphony of Sinners & Saints is a concept studio album by American orchestral composer, songwriter, pianist/keyboardist, and music producer Kitt Wakeley. The album peaked at #1 on Billboard's Classical Crossover and Classical charts and at #18 on Hot Hard Rock Songs.It was recorded at Abbey Road Studios in London, UK and released on May 21, 2021, by Studio Seven Media record label. The album was recorded with an orchestra, several choirs, and a rock band, with elements of Rock, EDM, Classical, and Symphonic Rock. Feature guest appearances include Joe Satriani, Andy Timmons, the Royal Philharmonic Orchestra, the London Voices, and the Dallas Gospel of Light Choir, among others.
The album was supported by three singles, "Conflicted", "Sinners & Saints", and "Forgive Me", which all charted at #1 on Billboard's Hard Rock Digital Sales. It won Album of the Year at the Josie Music Awards and "You Gave Me Wings" won Best Instrumental Song at the 2021 Hollywood Music in Media Awards.Wakeley charted in the "Top 10" of 2021's Year-End Classical Crossover Albums Artists. | Upon release, the album received favorable reviews from music critics:
"The larger-than-life track showcases rock-driven guitar shredding alongside precise and sprawling orchestration, making for a uniquely powerful hybrid of chamber music, heavy metal and rock, and film score." - Glide Magazine
"The album is great on first listen, but repeated plays reveal more and more layers and the listener will find him/herself drawn further in and finding new things to hear with each listen. A stunning piece of creative artistry!" - Andy Hawes, Metal Planet Music | [] | [
"Background",
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"2021 albums",
"Symphonic rock albums",
"Classical crossover albums",
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projected-71478898-008 | https://en.wikipedia.org/wiki/Symphony%20of%20Sinners%20%26%20Saints | Symphony of Sinners & Saints | Musicians | Symphony of Sinners & Saints is a concept studio album by American orchestral composer, songwriter, pianist/keyboardist, and music producer Kitt Wakeley. The album peaked at #1 on Billboard's Classical Crossover and Classical charts and at #18 on Hot Hard Rock Songs.It was recorded at Abbey Road Studios in London, UK and released on May 21, 2021, by Studio Seven Media record label. The album was recorded with an orchestra, several choirs, and a rock band, with elements of Rock, EDM, Classical, and Symphonic Rock. Feature guest appearances include Joe Satriani, Andy Timmons, the Royal Philharmonic Orchestra, the London Voices, and the Dallas Gospel of Light Choir, among others.
The album was supported by three singles, "Conflicted", "Sinners & Saints", and "Forgive Me", which all charted at #1 on Billboard's Hard Rock Digital Sales. It won Album of the Year at the Josie Music Awards and "You Gave Me Wings" won Best Instrumental Song at the 2021 Hollywood Music in Media Awards.Wakeley charted in the "Top 10" of 2021's Year-End Classical Crossover Albums Artists. | Piano and Synthesizer - Kitt Wakeley
Guitar - Andy Timmons
Guitar - Paige Harwell
Guitar - Joe Satriani
Guitar - João Miguel
Guitar - Daniel Uribe
Bass - Ryan Miller
Drums - Brent Berry
Orchestra - Royal Philharmonic Orchestra
Orchestration - Kitt Wakeley
Conductor - Cliff Masterson
Choir - London Voices | [] | [
"Personnel",
"Musicians"
] | [
"2021 albums",
"Symphonic rock albums",
"Classical crossover albums",
"Concept albums"
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projected-71478898-009 | https://en.wikipedia.org/wiki/Symphony%20of%20Sinners%20%26%20Saints | Symphony of Sinners & Saints | Technical | Symphony of Sinners & Saints is a concept studio album by American orchestral composer, songwriter, pianist/keyboardist, and music producer Kitt Wakeley. The album peaked at #1 on Billboard's Classical Crossover and Classical charts and at #18 on Hot Hard Rock Songs.It was recorded at Abbey Road Studios in London, UK and released on May 21, 2021, by Studio Seven Media record label. The album was recorded with an orchestra, several choirs, and a rock band, with elements of Rock, EDM, Classical, and Symphonic Rock. Feature guest appearances include Joe Satriani, Andy Timmons, the Royal Philharmonic Orchestra, the London Voices, and the Dallas Gospel of Light Choir, among others.
The album was supported by three singles, "Conflicted", "Sinners & Saints", and "Forgive Me", which all charted at #1 on Billboard's Hard Rock Digital Sales. It won Album of the Year at the Josie Music Awards and "You Gave Me Wings" won Best Instrumental Song at the 2021 Hollywood Music in Media Awards.Wakeley charted in the "Top 10" of 2021's Year-End Classical Crossover Albums Artists. | Producers - Kitt Wakeley and Tre Nagella
Recording engineer - Lewis Jones
Mixing engineer - Tre Nagella
Mastering engineer - Kevin Lively
Recording studio - Abbey Road Studios, London, UK
Mixing studio - Luminous Studios - Dallas, Texas
Mastering studio - Lively Mastering - Oklahoma City, Oklahoma | [] | [
"Personnel",
"Technical"
] | [
"2021 albums",
"Symphonic rock albums",
"Classical crossover albums",
"Concept albums"
] |
projected-71478898-010 | https://en.wikipedia.org/wiki/Symphony%20of%20Sinners%20%26%20Saints | Symphony of Sinners & Saints | Additional personnel | Symphony of Sinners & Saints is a concept studio album by American orchestral composer, songwriter, pianist/keyboardist, and music producer Kitt Wakeley. The album peaked at #1 on Billboard's Classical Crossover and Classical charts and at #18 on Hot Hard Rock Songs.It was recorded at Abbey Road Studios in London, UK and released on May 21, 2021, by Studio Seven Media record label. The album was recorded with an orchestra, several choirs, and a rock band, with elements of Rock, EDM, Classical, and Symphonic Rock. Feature guest appearances include Joe Satriani, Andy Timmons, the Royal Philharmonic Orchestra, the London Voices, and the Dallas Gospel of Light Choir, among others.
The album was supported by three singles, "Conflicted", "Sinners & Saints", and "Forgive Me", which all charted at #1 on Billboard's Hard Rock Digital Sales. It won Album of the Year at the Josie Music Awards and "You Gave Me Wings" won Best Instrumental Song at the 2021 Hollywood Music in Media Awards.Wakeley charted in the "Top 10" of 2021's Year-End Classical Crossover Albums Artists. | Graphic artist - Kitt Wakeley
Photography - Teresa Jolie | [] | [
"Personnel",
"Additional personnel"
] | [
"2021 albums",
"Symphonic rock albums",
"Classical crossover albums",
"Concept albums"
] |
projected-71478934-000 | https://en.wikipedia.org/wiki/Burma%20%28wargame%29 | Burma (wargame) | Introduction | Burma is a board wargame published by Game Designer's Workshop (GDW) in 1976 that simulates the battle between Japan and an alliance of nations for control of Burma during World War II. | [] | [
"Introduction"
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] | |
projected-71478934-001 | https://en.wikipedia.org/wiki/Burma%20%28wargame%29 | Burma (wargame) | Background | Burma is a board wargame published by Game Designer's Workshop (GDW) in 1976 that simulates the battle between Japan and an alliance of nations for control of Burma during World War II. | In December 1941, Japan invaded British-controlled Burma, opposed by a hastily arranged alliance of British, Indian and Chinese forces. By the end of 1942, Japan had taken control of Burma and threatened to invade India. | [] | [
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"Board wargames with artwork by Rodger B. MacGowan",
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"Wargames introduced in the 1970s",
"World War II board wargames"
] |
projected-71478934-002 | https://en.wikipedia.org/wiki/Burma%20%28wargame%29 | Burma (wargame) | Description | Burma is a board wargame published by Game Designer's Workshop (GDW) in 1976 that simulates the battle between Japan and an alliance of nations for control of Burma during World War II. | Burma is a two-player wargame where one player controls the Japanese invaders who are trying to open a path to an invasion of India, and the other controls the Allied defenders trying to retake control of central Burma. The game includes a hex grid map of Burma in 1942, 240 die-cut counters and an 8-page rulebook. | [] | [
"Description"
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"Board wargames set in Modern history",
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"World War II board wargames"
] |
projected-71478934-003 | https://en.wikipedia.org/wiki/Burma%20%28wargame%29 | Burma (wargame) | Gameplay | Burma is a board wargame published by Game Designer's Workshop (GDW) in 1976 that simulates the battle between Japan and an alliance of nations for control of Burma during World War II. | The game uses an alternating turn sequence. First the Japanese player has the following phases:
Supply Determination Phase
Reinforcement Phase
Land & Naval Movement Phase
Combat Phase
Then the Allied player has these phases:
Supply Determination Phase
Reinforcement Phase
Land & Naval Movement Phase
Airpower Phase
Combat Phase
This completes one turn, which represents one month of game time. There are also rules for Long Range Penetration Forces using gliders, engineers building the Burma Road, and Chinese reinforcements. There is only one scenario, which lasts 26 turns, covering the period following the establishment of Japanese rule in Burma in 1942 until the end of the war in 1945. There are no optional rules. | [] | [
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projected-71478934-004 | https://en.wikipedia.org/wiki/Burma%20%28wargame%29 | Burma (wargame) | Publication history | Burma is a board wargame published by Game Designer's Workshop (GDW) in 1976 that simulates the battle between Japan and an alliance of nations for control of Burma during World War II. | Burma was designed by Marc Miller and was published by GDW in 1975 as a ziplock bag game. The rulebook served as the game cover, and featured artwork by Rodger B. MacGowan. | [] | [
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] | [
"Board games introduced in 1976",
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] |
projected-71478934-005 | https://en.wikipedia.org/wiki/Burma%20%28wargame%29 | Burma (wargame) | Reception | Burma is a board wargame published by Game Designer's Workshop (GDW) in 1976 that simulates the battle between Japan and an alliance of nations for control of Burma during World War II. | In his 1977 book The Comprehensive Guide to Board Wargaming, Nick Palmer commented on the "Suitably jungley-looking map with lots of difficult terrain, which helps the thin Allied defences to stop a Japanese breakthrough." Palmer noted the lack of complete elimination via combat and instead called Burma "a game of manoeuvre."
In the November 1977 issue of Fire & Movement, Raymond Lowe was displeased by the way the rules were written, calling them "shoddy" and "too sketchy and full of loopholes." He concluded "there are those wargamers who like to play a game when they buy it without having to finish developing it first."
In Issue 24 of the UK wargaming magazine Phoenix, J.B. Poole was initially pleased that the rulebook was only 8 pages, but then realized "one simply cannot cover such a complex matter so briefly [...] Regrettably [the rulebook] seems to need a great deal more developing." Poole concluded, "Can this game be recommended? I would say yes, with reservations. The overall conception is too good for the game to be rejected, but perhaps one should add the admonitory words: caveat emptor."
In The Guide to Simulations/Games for Education and Training, Martin Campion noted that "This game has both sketchy rules and overly intricate rules, but it is a valuable simulation of a very unusual campaign." | [] | [
"Reception"
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"Board wargames set in Modern history",
"Board wargames with artwork by Rodger B. MacGowan",
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] |
projected-71478934-006 | https://en.wikipedia.org/wiki/Burma%20%28wargame%29 | Burma (wargame) | Other reviews and commentary | Burma is a board wargame published by Game Designer's Workshop (GDW) in 1976 that simulates the battle between Japan and an alliance of nations for control of Burma during World War II. | Strategy & Tactics #52
Fire & Movement #12
The Wargamer Vol.1 #1
Outposts #8
Strategist #185
Simulacrum #20
Panzer & Campaign #76 | [] | [
"Other reviews and commentary"
] | [
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"Board wargames with artwork by Rodger B. MacGowan",
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"Wargames introduced in the 1970s",
"World War II board wargames"
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projected-71478934-007 | https://en.wikipedia.org/wiki/Burma%20%28wargame%29 | Burma (wargame) | References | Burma is a board wargame published by Game Designer's Workshop (GDW) in 1976 that simulates the battle between Japan and an alliance of nations for control of Burma during World War II. | Category:Board games introduced in 1976
Category:Board wargames set in Modern history
Category:Board wargames with artwork by Rodger B. MacGowan
Category:Game Designers' Workshop games
Category:Wargames introduced in the 1970s
Category:World War II board wargames | [] | [
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projected-08555866-000 | https://en.wikipedia.org/wiki/List%20of%20Inspector%20Morse%20episodes | List of Inspector Morse episodes | Introduction | Inspector Morse is a British television crime drama, starring John Thaw and Kevin Whately, for which eight series were broadcast between 1987 and 2000, totalling thirty-three episodes. Although the last five episodes were each broadcast a year apart (two years before the final episode), when released on DVD, they were billed as Series Eight. | [] | [
"Introduction"
] | [
"Lists of British drama television series episodes",
"Lists of British crime television series episodes",
"Inspector Morse"
] | |
projected-08555866-011 | https://en.wikipedia.org/wiki/List%20of%20Inspector%20Morse%20episodes | List of Inspector Morse episodes | See also | Inspector Morse is a British television crime drama, starring John Thaw and Kevin Whately, for which eight series were broadcast between 1987 and 2000, totalling thirty-three episodes. Although the last five episodes were each broadcast a year apart (two years before the final episode), when released on DVD, they were billed as Series Eight. | List of Lewis episodes (2006-2015)
List of Endeavour episodes (2012-2022) | [] | [
"See also"
] | [
"Lists of British drama television series episodes",
"Lists of British crime television series episodes",
"Inspector Morse"
] |
projected-26724716-000 | https://en.wikipedia.org/wiki/Eleftheria%20Eleftheriou | Eleftheria Eleftheriou | Introduction | Eleftheria Eleftheriou (; ; born 12 May 1989) is a Greek-Cypriot singer, musician, and actress. She came to prominence through her participation in the second season of the Greek version of The X Factor. Shortly after her elimination, Sony Music Greece signed her and submitted her as a candidate to represent Greece in the Eurovision Song Contest 2010. She was later disqualified from the national final, following the leak of her song onto the internet by an unknown party.
Eleftheriou had previously participated in the Cypriot national final for the Eurovision Song Contest 2006 with the song "Play That Melody To Me" featuring Maria Zorli, finishing seventh in the final. Eleftheriou represented Greece in the Eurovision Song Contest 2012, with the song "Aphrodisiac", where she placed 17th (9th on the televoting). | [] | [
"Introduction"
] | [
"1989 births",
"Living people",
"Alumni of the University of Surrey",
"Cypriot pop singers",
"The X Factor contestants",
"Greek Cypriot people",
"21st-century Cypriot women singers",
"Sony Music Greece artists",
"People from Famagusta District",
"Cypriot emigrants to Greece",
"Eurovision Song Co... | |
projected-26724716-001 | https://en.wikipedia.org/wiki/Eleftheria%20Eleftheriou | Eleftheria Eleftheriou | Early life | Eleftheria Eleftheriou (; ; born 12 May 1989) is a Greek-Cypriot singer, musician, and actress. She came to prominence through her participation in the second season of the Greek version of The X Factor. Shortly after her elimination, Sony Music Greece signed her and submitted her as a candidate to represent Greece in the Eurovision Song Contest 2010. She was later disqualified from the national final, following the leak of her song onto the internet by an unknown party.
Eleftheriou had previously participated in the Cypriot national final for the Eurovision Song Contest 2006 with the song "Play That Melody To Me" featuring Maria Zorli, finishing seventh in the final. Eleftheriou represented Greece in the Eurovision Song Contest 2012, with the song "Aphrodisiac", where she placed 17th (9th on the televoting). | Eleftheriou was born and raised in Frenaros. She enjoyed singing, drawing, dancing, and sports as a child. At the age of nine, she started courses at a conservatory. From a young age, she started learning piano, theory, harmony, and history of music. At the age of 15, she started voice lessons, and at age 16, she started participating as a soloist in the Cyprus Broadcasting Corporation's national folk orchestra.
That same year, Eleftheriou was a candidate to represent Cyprus in the Eurovision Song Contest 2006 with the song "Play That Melody to Me" featuring Maria Zorli. Although she qualified to the final from the first semi-final, she finished seventh overall in the national final. Despite not winning the national final, Eleftheriou decided to continue studying music and performance, enrolling at the University of Surrey. She started singing solo in the Cypriot music scenes at the age of 18, and performed in the musical Rent in Nicosia for one season. | [] | [
"Early life"
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"1989 births",
"Living people",
"Alumni of the University of Surrey",
"Cypriot pop singers",
"The X Factor contestants",
"Greek Cypriot people",
"21st-century Cypriot women singers",
"Sony Music Greece artists",
"People from Famagusta District",
"Cypriot emigrants to Greece",
"Eurovision Song Co... |
projected-26724716-003 | https://en.wikipedia.org/wiki/Eleftheria%20Eleftheriou | Eleftheria Eleftheriou | 2008–2009: The X Factor | Eleftheria Eleftheriou (; ; born 12 May 1989) is a Greek-Cypriot singer, musician, and actress. She came to prominence through her participation in the second season of the Greek version of The X Factor. Shortly after her elimination, Sony Music Greece signed her and submitted her as a candidate to represent Greece in the Eurovision Song Contest 2010. She was later disqualified from the national final, following the leak of her song onto the internet by an unknown party.
Eleftheriou had previously participated in the Cypriot national final for the Eurovision Song Contest 2006 with the song "Play That Melody To Me" featuring Maria Zorli, finishing seventh in the final. Eleftheriou represented Greece in the Eurovision Song Contest 2012, with the song "Aphrodisiac", where she placed 17th (9th on the televoting). | In 2008, Eleftheriou auditioned for the first season of new talent show The X Factor Greece. Although she received three out of four yeses from the judges and was granted a spot in boot-camp, she decided not to participate in the show. A year later in 2009, Eleftheriou once again tried out for the show, and received four out of four yeses. Despite being a favourite to win, Eleftheriou was voted off the show during the fifth live episode. The host and singer Sakis Rouvas offered her a spot to sing with him at the Club he was appearing for the winter season live on the show, which she accepted. | [] | [
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"2008–2009: The X Factor"
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"The X Factor contestants",
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"People from Famagusta District",
"Cypriot emigrants to Greece",
"Eurovision Song Co... |
projected-26724716-004 | https://en.wikipedia.org/wiki/Eleftheria%20Eleftheriou | Eleftheria Eleftheriou | Performances | Eleftheria Eleftheriou (; ; born 12 May 1989) is a Greek-Cypriot singer, musician, and actress. She came to prominence through her participation in the second season of the Greek version of The X Factor. Shortly after her elimination, Sony Music Greece signed her and submitted her as a candidate to represent Greece in the Eurovision Song Contest 2010. She was later disqualified from the national final, following the leak of her song onto the internet by an unknown party.
Eleftheriou had previously participated in the Cypriot national final for the Eurovision Song Contest 2006 with the song "Play That Melody To Me" featuring Maria Zorli, finishing seventh in the final. Eleftheriou represented Greece in the Eurovision Song Contest 2012, with the song "Aphrodisiac", where she placed 17th (9th on the televoting). | Live 1 – "Den Milo Gia Mia Nihta Ego" (Original Singer: Eleftheria Arvanitaki)
Live 2 – "Kopse Kai Mirase Sta Dio" (Original Singer: Eleonora Zouganeli)
Live 3 – "Kathe Fora Pou Me Kitazeis (Original Singer: Alkistis Protopsalti)
Live 4 – Opening: "Girls Just wanna have fun"; Competition: "Stin Diskotek" (Original Singer: Elpida)
Live 5 – "No One" (Original Singer: Alicia Keys)
Live 9 – "Methismeni Politeia" (Original Singer: Anna Vissi) (Special guest singer on Christmas live special) | [] | [
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"2008–2009: The X Factor",
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"Cypriot emigrants to Greece",
"Eurovision Song Co... |
projected-26724716-005 | https://en.wikipedia.org/wiki/Eleftheria%20Eleftheriou | Eleftheria Eleftheriou | 2010–2011: Professional debut and Eurovision 2010 | Eleftheria Eleftheriou (; ; born 12 May 1989) is a Greek-Cypriot singer, musician, and actress. She came to prominence through her participation in the second season of the Greek version of The X Factor. Shortly after her elimination, Sony Music Greece signed her and submitted her as a candidate to represent Greece in the Eurovision Song Contest 2010. She was later disqualified from the national final, following the leak of her song onto the internet by an unknown party.
Eleftheriou had previously participated in the Cypriot national final for the Eurovision Song Contest 2006 with the song "Play That Melody To Me" featuring Maria Zorli, finishing seventh in the final. Eleftheriou represented Greece in the Eurovision Song Contest 2012, with the song "Aphrodisiac", where she placed 17th (9th on the televoting). | Shortly after her elimination, Sony Music Greece signed Eleftheria and submitted her as a candidate to represent Greece in the Eurovision Song Contest 2010. A week before the formal presentation of the songs by Greek broadcast ERT, Eleftheriou's song "Tables are Turning" was leaked onto the web by an unknown party. As a result, the song was disqualified from the national final, while the leak also forced the broadcaster to release the rest of the national final songs prematurely the next day, in fear of further leaks.
Despite the disqualification, she released the song in Greek as "Kentro Tou Kosmou" as the first single off her debut album. A music video was shot and released shortly after. Both Greek and English versions of the song were released as digital downloads on 5 March 2010.
Eleftheriou started appearing with Sakis Rouvas and Tamta at S-Club on 11 December 2009. On 19 August 2010, she started appearing with Nikos Vertis at club Orama in Thessaloniki. Initially scheduled to end by the beginning of October, the shows proved to be a success and have been extended throughout October.
On 6 October 2010, Eleftheriou released her new single titled "Otan Hamilonoume To Fos" (When we dim the lights) with music by Giannis Iermias and lyrics by Faidon Samsidis. In March 2011, Eleftheria was featured on DJ duo HouseTwins' track "Never", credited under the name Elle. An accompanying music video featuring her was also released.
On 1 December 2011, Eleftheriou announced that she had left Sony Music Greece and signed with Universal Music Greece. She stated that it was her choice to leave Sony Music, as Universal Music made her a very good proposal. Eleftheriou further stated that she was currently in the process of searching for new songs to record. | [] | [
"2010–2011: Professional debut and Eurovision 2010"
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"People from Famagusta District",
"Cypriot emigrants to Greece",
"Eurovision Song Co... |
projected-26724716-006 | https://en.wikipedia.org/wiki/Eleftheria%20Eleftheriou | Eleftheria Eleftheriou | 2012–present: Eurovision 2012 | Eleftheria Eleftheriou (; ; born 12 May 1989) is a Greek-Cypriot singer, musician, and actress. She came to prominence through her participation in the second season of the Greek version of The X Factor. Shortly after her elimination, Sony Music Greece signed her and submitted her as a candidate to represent Greece in the Eurovision Song Contest 2010. She was later disqualified from the national final, following the leak of her song onto the internet by an unknown party.
Eleftheriou had previously participated in the Cypriot national final for the Eurovision Song Contest 2006 with the song "Play That Melody To Me" featuring Maria Zorli, finishing seventh in the final. Eleftheriou represented Greece in the Eurovision Song Contest 2012, with the song "Aphrodisiac", where she placed 17th (9th on the televoting). | On 5 March 2012, it was announced that Eleftheria was one of four acts competing to represent Greece in the Eurovision Song Contest 2012, with the song "Aphrodisiac". On 12 March 2012, Eleftheria won the national selection and represented Greece in the Eurovision Song Contest 2012 which was held in Baku, Azerbaijan. During the contest, Eleftheria was reunited with fellow The X Factor contestant Ivi Adamou who represented Cyprus. In the final she placed 17th (9th on the televoting)
Following Eurovision, in June 2012 Eleftheriou embarked on a summer tour around Greece named the "Aphrodisiac Tour". In July 2012, Eleftheriou released the English language single "Hearts Collide". A music video shot and directed by Kostantinos Rigos on 14 June 2012 at the port of Piraeus, was released on 4 July 2012. "Hearts Collide" is pop-dance song penned by Obeda and Lunggren, and set the style and tone of Eleftheriou's artistic direction going forward.
For the winter season of 2012–2013, she appeared alongside Panos Kiamos at his residency at Club 22 in Athens, Greece. Additionally, she will accompany Kiamos on his Australian tour in June 2013, as well as his summer concerts around Greece. In May 2013, Eleftheriou was featured on Romanian house project Deepcentral's new song "Raindrops". The video was filmed on the island of Cephalonia, and will be released in June 2013 in Greece and Romania. Eleftheria followed up the release with her own solo single in mid-2013 with the name "Teleiosame". She appeared in the series Your Face Sounds Familiar in March 2014. Her first album, Teleiosame, was released in March 2014.
In 2021 she participated in the eighth season of Survivor Greece. | [] | [
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projected-26724716-009 | https://en.wikipedia.org/wiki/Eleftheria%20Eleftheriou | Eleftheria Eleftheriou | Digital singles | Eleftheria Eleftheriou (; ; born 12 May 1989) is a Greek-Cypriot singer, musician, and actress. She came to prominence through her participation in the second season of the Greek version of The X Factor. Shortly after her elimination, Sony Music Greece signed her and submitted her as a candidate to represent Greece in the Eurovision Song Contest 2010. She was later disqualified from the national final, following the leak of her song onto the internet by an unknown party.
Eleftheriou had previously participated in the Cypriot national final for the Eurovision Song Contest 2006 with the song "Play That Melody To Me" featuring Maria Zorli, finishing seventh in the final. Eleftheriou represented Greece in the Eurovision Song Contest 2012, with the song "Aphrodisiac", where she placed 17th (9th on the televoting). | 2010 – "Kentro Tou Kosmou" (English version: Tables are turning) #3 at Turkish Singles Top 100 as a Tables Are Turning
2010 – "Otan Hamilonoume To Fos"
2011 – "Never" (Housetwins feat. Elle)
2012 – "Aphrodisiac"
2012 – "Hearts Collide"
2012 – "Pumpin/Apokleistika" (Lucky Man Project feat. Eleftheria)
2012 – "Mystiko Mou" (Goin' Through feat. Eleftheria)
2012 – "Taksidi Sti Vrohi"
2013 – "Raindrops" (Deepcentral feat. Eleftheria)
2013 – "Pes Pos Me Thes" (TNS feat. Eleftheria)
2013 – "Teleiosame"
2014 – "Gia Sena"
2014 – "Eternally" (Mindtrap feat. Eleftheria)
2014 – "Oso Kai Na Thes" (James Sky feat. Eleftheria)
2015 – "Nyxtes Kaftes"
2016 – "Ston Kosmo Ton Diko Tis"
2017 – "Eish El-Donia" (MKE LDN feat. Tamer Ashour - Eleftheria)
2018 – "S' Efharisto"
2019 – "Bonita"
2019 – "Den Ehoume Shesi" (Eleftheria feat. Tartar)
2020 – "Calm Down" (Eleftheria feat. Koki)
2020 – "Oi Istories Mas" (Eleftheria feat. Katerina Stikoudi)
2021 – "Pame ela" | [] | [
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"People from Famagusta District",
"Cypriot emigrants to Greece",
"Eurovision Song Co... |
projected-26724716-010 | https://en.wikipedia.org/wiki/Eleftheria%20Eleftheriou | Eleftheria Eleftheriou | Music videos | Eleftheria Eleftheriou (; ; born 12 May 1989) is a Greek-Cypriot singer, musician, and actress. She came to prominence through her participation in the second season of the Greek version of The X Factor. Shortly after her elimination, Sony Music Greece signed her and submitted her as a candidate to represent Greece in the Eurovision Song Contest 2010. She was later disqualified from the national final, following the leak of her song onto the internet by an unknown party.
Eleftheriou had previously participated in the Cypriot national final for the Eurovision Song Contest 2006 with the song "Play That Melody To Me" featuring Maria Zorli, finishing seventh in the final. Eleftheriou represented Greece in the Eurovision Song Contest 2012, with the song "Aphrodisiac", where she placed 17th (9th on the televoting). | 2010 – "Kentro Tou Kosmou"
2011 – "Never" (Housetwins feat. Elle)
2012 – "Aphrodisiac" (Promotional music video)
2012 – "Hearts Collide"
2013 – "Mystiko Mou" (Goin' Through feat. Eleftheria)
2013 – "Raindrops" (Deepcentral feat. Eleftheria)
2013 – "Pes Pos Me Thes" (TNS feat. Eleftheria)
2013 – "Teleiosame"
2014 – "Gia Sena"
2014 – "Oso Kai Na Thes" (James Sky feat. Eleftheria)
2015 – "Nyxtes Kaftes"
2019 – "Bonita"
2019 – "Den Ehoume Shesi" (Eleftheria feat. Tartar)
2020 – "Calm Down" (Eleftheria feat. Koki)
2020 – "Oi Istories Mas" (Eleftheria feat. Katerina Stikoudi) | [] | [
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"Cypriot emigrants to Greece",
"Eurovision Song Co... |
projected-26724716-012 | https://en.wikipedia.org/wiki/Eleftheria%20Eleftheriou | Eleftheria Eleftheriou | MAD Video Music Awards 2012 | Eleftheria Eleftheriou (; ; born 12 May 1989) is a Greek-Cypriot singer, musician, and actress. She came to prominence through her participation in the second season of the Greek version of The X Factor. Shortly after her elimination, Sony Music Greece signed her and submitted her as a candidate to represent Greece in the Eurovision Song Contest 2010. She was later disqualified from the national final, following the leak of her song onto the internet by an unknown party.
Eleftheriou had previously participated in the Cypriot national final for the Eurovision Song Contest 2006 with the song "Play That Melody To Me" featuring Maria Zorli, finishing seventh in the final. Eleftheriou represented Greece in the Eurovision Song Contest 2012, with the song "Aphrodisiac", where she placed 17th (9th on the televoting). | |- | [] | [
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"People from Famagusta District",
"Cypriot emigrants to Greece",
"Eurovision Song Co... |
projected-26724716-013 | https://en.wikipedia.org/wiki/Eleftheria%20Eleftheriou | Eleftheria Eleftheriou | Cyprus Music Awards | Eleftheria Eleftheriou (; ; born 12 May 1989) is a Greek-Cypriot singer, musician, and actress. She came to prominence through her participation in the second season of the Greek version of The X Factor. Shortly after her elimination, Sony Music Greece signed her and submitted her as a candidate to represent Greece in the Eurovision Song Contest 2010. She was later disqualified from the national final, following the leak of her song onto the internet by an unknown party.
Eleftheriou had previously participated in the Cypriot national final for the Eurovision Song Contest 2006 with the song "Play That Melody To Me" featuring Maria Zorli, finishing seventh in the final. Eleftheriou represented Greece in the Eurovision Song Contest 2012, with the song "Aphrodisiac", where she placed 17th (9th on the televoting). | |- | [] | [
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"People from Famagusta District",
"Cypriot emigrants to Greece",
"Eurovision Song Co... |
projected-26724716-014 | https://en.wikipedia.org/wiki/Eleftheria%20Eleftheriou | Eleftheria Eleftheriou | Madame Figaro Awards | Eleftheria Eleftheriou (; ; born 12 May 1989) is a Greek-Cypriot singer, musician, and actress. She came to prominence through her participation in the second season of the Greek version of The X Factor. Shortly after her elimination, Sony Music Greece signed her and submitted her as a candidate to represent Greece in the Eurovision Song Contest 2010. She was later disqualified from the national final, following the leak of her song onto the internet by an unknown party.
Eleftheriou had previously participated in the Cypriot national final for the Eurovision Song Contest 2006 with the song "Play That Melody To Me" featuring Maria Zorli, finishing seventh in the final. Eleftheriou represented Greece in the Eurovision Song Contest 2012, with the song "Aphrodisiac", where she placed 17th (9th on the televoting). | |- | [] | [
"Awards and nominations",
"Madame Figaro Awards"
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"People from Famagusta District",
"Cypriot emigrants to Greece",
"Eurovision Song Co... |
projected-26724716-015 | https://en.wikipedia.org/wiki/Eleftheria%20Eleftheriou | Eleftheria Eleftheriou | Lalore02 Awards | Eleftheria Eleftheriou (; ; born 12 May 1989) is a Greek-Cypriot singer, musician, and actress. She came to prominence through her participation in the second season of the Greek version of The X Factor. Shortly after her elimination, Sony Music Greece signed her and submitted her as a candidate to represent Greece in the Eurovision Song Contest 2010. She was later disqualified from the national final, following the leak of her song onto the internet by an unknown party.
Eleftheriou had previously participated in the Cypriot national final for the Eurovision Song Contest 2006 with the song "Play That Melody To Me" featuring Maria Zorli, finishing seventh in the final. Eleftheriou represented Greece in the Eurovision Song Contest 2012, with the song "Aphrodisiac", where she placed 17th (9th on the televoting). | |- | [] | [
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"People from Famagusta District",
"Cypriot emigrants to Greece",
"Eurovision Song Co... |
projected-26724718-000 | https://en.wikipedia.org/wiki/Conus%20glorioceanus | Conus glorioceanus | Introduction | Conus glorioceanus is a species of sea snail, a marine gastropod mollusk in the family Conidae, the cone snails and their allies.
Like all species within the genus Conus, these snails are predatory and venomous. They are capable of "stinging" humans, therefore live ones should be handled carefully or not at all. | [] | [
"Introduction"
] | [
"Conus",
"Gastropods described in 2009"
] | |
projected-26724718-001 | https://en.wikipedia.org/wiki/Conus%20glorioceanus | Conus glorioceanus | Description | Conus glorioceanus is a species of sea snail, a marine gastropod mollusk in the family Conidae, the cone snails and their allies.
Like all species within the genus Conus, these snails are predatory and venomous. They are capable of "stinging" humans, therefore live ones should be handled carefully or not at all. | The size of the shell varies between 30 mm and 51 mm. | [] | [
"Description"
] | [
"Conus",
"Gastropods described in 2009"
] |
projected-26724718-002 | https://en.wikipedia.org/wiki/Conus%20glorioceanus | Conus glorioceanus | Distribution | Conus glorioceanus is a species of sea snail, a marine gastropod mollusk in the family Conidae, the cone snails and their allies.
Like all species within the genus Conus, these snails are predatory and venomous. They are capable of "stinging" humans, therefore live ones should be handled carefully or not at all. | This marine species occurs off the Philippines. | [] | [
"Distribution"
] | [
"Conus",
"Gastropods described in 2009"
] |
projected-26724718-003 | https://en.wikipedia.org/wiki/Conus%20glorioceanus | Conus glorioceanus | References | Conus glorioceanus is a species of sea snail, a marine gastropod mollusk in the family Conidae, the cone snails and their allies.
Like all species within the genus Conus, these snails are predatory and venomous. They are capable of "stinging" humans, therefore live ones should be handled carefully or not at all. | Poppe G.T. & Tagaro S.P. (2009) A spectacular new Conus (Conidae) from the Philippines. Visaya 2(4): 52–56
Puillandre N., Duda T.F., Meyer C., Olivera B.M. & Bouchet P. (2015). One, four or 100 genera? A new classification of the cone snails. Journal of Molluscan Studies. 81: 1–23 | [] | [
"References"
] | [
"Conus",
"Gastropods described in 2009"
] |
projected-71478952-000 | https://en.wikipedia.org/wiki/Elizabeth%20Castillo%20Vargas | Elizabeth Castillo Vargas | Introduction | Elizabeth Castillo Vargas (born November 30, 1970) is a Colombian lawyer, writer, LGBT activist, comedian and politician. She started work in the Bogotá Mayor's office looking at social integration in 2022. | [] | [
"Introduction"
] | [
"1970 births",
"Living people",
"People from Manizales",
"Colombian women activists",
"Colombian Roman Catholics",
"Colombian comedians",
"Lesbian writers"
] | |
projected-71478952-001 | https://en.wikipedia.org/wiki/Elizabeth%20Castillo%20Vargas | Elizabeth Castillo Vargas | Early life & education | Elizabeth Castillo Vargas (born November 30, 1970) is a Colombian lawyer, writer, LGBT activist, comedian and politician. She started work in the Bogotá Mayor's office looking at social integration in 2022. | Castillo was born in Manizales in 1970. She studied law at the University of Caldas and afterwards gathered expertise on issues relating to gender, reproduction and sexual rights. She is a lesbian and also a mother and in 2003 she created a group for women who were also lesbian mothers in Bogotá.
In 2005 she was the Bogotá LGBT Roundtable's spokesperson until, starting in 2007, she helped with establishing a new centre in Bogota for the LGBT community. This novel creation involved her until 2009.
She is a Catholic and she writes about the position of a lesbian woman within the faith. She uses the persecution that Jesus suffered as a metaphor for how Catholics should treat minorities today. She argues that you cannot be homophobic and a Christian.
She wrote "We are not et cetera, twenty years of history of the LGBT movement in Colombia."
In 2013 to 2014 she was one the Colombian Liberal Party's candidates for the Senate. She stated her supported for equal marriages and support for the LGBT community. She noted that the mayor, Enrique Peñalosa, was supportive. She was not elected.
In June 2022 she was pleased to report that she had been appointed as the LGBTI Deputy Director of the District Social Integration Secretariat by the Mayor of Bogata. Hew new job needed the skills of a lawyer and an expert in gender issues. | [] | [
"Early life & education"
] | [
"1970 births",
"Living people",
"People from Manizales",
"Colombian women activists",
"Colombian Roman Catholics",
"Colombian comedians",
"Lesbian writers"
] |
projected-71478952-002 | https://en.wikipedia.org/wiki/Elizabeth%20Castillo%20Vargas | Elizabeth Castillo Vargas | Career | Elizabeth Castillo Vargas (born November 30, 1970) is a Colombian lawyer, writer, LGBT activist, comedian and politician. She started work in the Bogotá Mayor's office looking at social integration in 2022. | Monitoring and Evaluation Coordinator (2012): Monitoring of projects, reports and process control.
District Secretariat for Women (2015-2018) Bogota D.C. Bogota D.C.Director of Differential Approach.
She led the Differential Approach Management team, a team that companies could refer to in order to improve their inclusive policy helping them with ethnicity, race, age, sexual orientation, gender identity and other conditions or situations of vulnerability, such as living on the street. She and her team processed agreements and negotiations of affirmative actions aimed at these population groups. Elizabeth coordinated the project of alternative masculinities in the "SdMujer". She was part of the initial team of the Early Maternity and Paternity Reduction Program in Bogotá.
She was the advisor on Sexual and Reproductive Rights by formulating and supporting technical guidelines and conceptual approaches on sexual and reproductive rights. Elizabeth also accompanied the definition of lines of work on violence against women, HIV, teenage pregnancy. She advised communication strategies and activities in relation to sexual and reproductive rights.
Author of No somos etcetera, twenty years of history of the LGBT movement in Colombia''. | [] | [
"Career"
] | [
"1970 births",
"Living people",
"People from Manizales",
"Colombian women activists",
"Colombian Roman Catholics",
"Colombian comedians",
"Lesbian writers"
] |
projected-71478952-003 | https://en.wikipedia.org/wiki/Elizabeth%20Castillo%20Vargas | Elizabeth Castillo Vargas | Selected writing | Elizabeth Castillo Vargas (born November 30, 1970) is a Colombian lawyer, writer, LGBT activist, comedian and politician. She started work in the Bogotá Mayor's office looking at social integration in 2022. | Labor Discrimination Against Lesbians in Latin America – Colombia Chapter International Gay and Lesbian Human Rights Commission IGLHRC, 2004
Medical Conscientious Objection. Profamilia, 2006.
LGBT survey, sexuality and rights. Attendees to the Bogotá LGBT citizenship march. Profamily, 2009.
We are not et cetera, twenty years of history of the LGBT movement in Colombia | [] | [
"Selected writing"
] | [
"1970 births",
"Living people",
"People from Manizales",
"Colombian women activists",
"Colombian Roman Catholics",
"Colombian comedians",
"Lesbian writers"
] |
projected-71478952-004 | https://en.wikipedia.org/wiki/Elizabeth%20Castillo%20Vargas | Elizabeth Castillo Vargas | References | Elizabeth Castillo Vargas (born November 30, 1970) is a Colombian lawyer, writer, LGBT activist, comedian and politician. She started work in the Bogotá Mayor's office looking at social integration in 2022. | Category:1970 births
Category:Living people
Category:People from Manizales
Category:Colombian women activists
Category:Colombian Roman Catholics
Category:Colombian comedians
Category:Lesbian writers | [] | [
"References"
] | [
"1970 births",
"Living people",
"People from Manizales",
"Colombian women activists",
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projected-26724719-000 | https://en.wikipedia.org/wiki/Conus%20gondwanensis | Conus gondwanensis | Introduction | Conus gondwanensis is a species of sea snail, a marine gastropod mollusk in the family Conidae, the cone snails and their allies.
Like all species within the genus Conus, these snails are predatory and venomous. They are capable of "stinging" humans, therefore live ones should be handled carefully or not at all. | [] | [
"Introduction"
] | [
"Conus",
"Gastropods described in 1995"
] | |
projected-26724719-001 | https://en.wikipedia.org/wiki/Conus%20gondwanensis | Conus gondwanensis | Description | Conus gondwanensis is a species of sea snail, a marine gastropod mollusk in the family Conidae, the cone snails and their allies.
Like all species within the genus Conus, these snails are predatory and venomous. They are capable of "stinging" humans, therefore live ones should be handled carefully or not at all. | The size of the shell attains 20 mm. | [] | [
"Description"
] | [
"Conus",
"Gastropods described in 1995"
] |
projected-26724719-002 | https://en.wikipedia.org/wiki/Conus%20gondwanensis | Conus gondwanensis | Distribution | Conus gondwanensis is a species of sea snail, a marine gastropod mollusk in the family Conidae, the cone snails and their allies.
Like all species within the genus Conus, these snails are predatory and venomous. They are capable of "stinging" humans, therefore live ones should be handled carefully or not at all. | This marine species occurs off New Caledonia. | [] | [
"Distribution"
] | [
"Conus",
"Gastropods described in 1995"
] |
projected-26724719-003 | https://en.wikipedia.org/wiki/Conus%20gondwanensis | Conus gondwanensis | References | Conus gondwanensis is a species of sea snail, a marine gastropod mollusk in the family Conidae, the cone snails and their allies.
Like all species within the genus Conus, these snails are predatory and venomous. They are capable of "stinging" humans, therefore live ones should be handled carefully or not at all. | Röckel D., Richard G. & Moolenbeek R.G. (1995) Deep-water cones (Gastropoda: Conidae) from the New Caledonian region. In Bouchet P. (ed.). Résultats des Campagnes Musorstom 14. Mémoires du Muséum National d'Histoire Naturelle 167: 557–594.
Monnier E., Limpalaër L., Robin A. & Roux C. (2018). A taxonomic iconography of living Conidae. Harxheim: ConchBooks. 2 vols. 1205 pp.
page(s): 345
Puillandre N., Duda T.F., Meyer C., Olivera B.M. & Bouchet P. (2015). One, four or 100 genera? A new classification of the cone snails. Journal of Molluscan Studies. 81: 1–23 | [] | [
"References"
] | [
"Conus",
"Gastropods described in 1995"
] |
projected-23576520-000 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | Introduction | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | [] | [
"Introduction"
] | [
"Automotive industry in the United States"
] | |
projected-23576520-002 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | Production | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | The development of self-powered vehicles was accompanied by numerous technologies and components giving rise to numerous supplier firms and associated industries. Various types of energy sources were employed by early automobiles including steam, electric, and gasoline. Thousands of entrepreneurs were involved in developing, assembling, and marketing of early automobles on a small and local scale. Increasing sales facilitated production on a larger scale in factories with broader market distribution. Ransom E. Olds and Thomas B. Jeffery began mass production of their automobiles. Henry Ford focused on producing an automobile that many middle class Americans could afford.
A patent filed by George B. Selden on 8 May 1879 covered not only his engine but its use in a four-wheeled car. Selden filed a series of amendments to his application which stretched out the legal process, resulting in a delay of 16 years before the patent was granted on 5 November 1895. Selden licensed his patent to most major American automakers, collecting a fee on each car they produced and creating the Association of Licensed Automobile Manufacturers. The Ford Motor Company fought this patent in court, and eventually won on appeal. Henry Ford testified that the patent did more to hinder than encourage development of autos in the United States.
Originally purchased by wealthy individuals, by 1916 cars began selling at $875. Soon, the market widened with the mechanical betterment of the cars, the reduction in prices, as well as the introduction of installment sales and payment plans. During the period from 1917 to 1926, the annual rate of increase in sales was considerably less than from 1903 to 1916. In the years 1918, 1919, 1921, and 1924 there were absolute declines in automotive production. The automotive industry caused a massive shift in the industrial revolution because it accelerated growth by a rate never before seen in the U.S. economy. The combined efforts of innovation and industrialization allowed the automotive industry to take off during this period and it proved to be the backbone of United States manufacturing during the 20th century. | [] | [
"Development history",
"Production"
] | [
"Automotive industry in the United States"
] |
projected-23576520-003 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | American road system | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | The practicality of the automobile was initially limited because of the lack of suitable roads. Travel between cities was mostly done by railroad, waterways, or carriages. Roads were mostly dirt and hard to travel, particularly in bad weather. The League of American Wheelmen maintained and improved roads as it was viewed as a local responsibility with limited government assistance. During this time, there was an increase in production of automobiles coupled with a swell of auto dealerships, marking their growth in popularity. | [
" United States System of Highways Adopted for Uniform Marking by the American Association of State Highway Officials.jpg"
] | [
"Development history",
"American road system"
] | [
"Automotive industry in the United States"
] |
projected-23576520-004 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | State involvement | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | State governments began to use the corvee system to maintain roads, an implementation of required physical labor on a public project on the local citizens. Part of their motivation was the needs of farmers in rural areas attempting to transport their goods across rough, barely functioning roads.
The other reason was the weight of the wartime vehicles. The materials involved altered during World War I to accommodate the heavier trucks on the road and were responsible for widespread shift to macadam highways and roadways. However, rural roads were still a problem for military vehicles, so four wheel drive was developed by automobile manufacturers to assist in powering through. As the prevalence of automobiles grew, it became clear funding would need to improve as well and the addition of government financing reflected that change. | [] | [
"Development history",
"American road system",
"State involvement"
] | [
"Automotive industry in the United States"
] |
projected-23576520-005 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | Federal involvement | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | The Federal Aid Road Act of 1916 allocated $75 million for building roads. It was also responsible for approving a refocusing of military vehicles to road maintenance equipment. It was followed by the Federal Aid Highway Act of 1921 provided additional funding for road construction. By 1924, there were 31,000 miles of paved road in the U.S. | [] | [
"Development history",
"American road system",
"Federal involvement"
] | [
"Automotive industry in the United States"
] |
projected-23576520-007 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | The Big Three automakers | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | About 3,000 automobile companies have existed in the United States. In the early 1900s, the U.S. saw the rise of the Big Three automakers; Ford, GM, and Chrysler. The industry became centered around Detroit, in Michigan, and adjacent states (and nearby Ontario, Canada). Historian John Rae summarizes the explanations provided by historians: a central geographic location, water access, and an established industrial base with many skilled engineers. The key factor was that Detroit was the base for highly talented entrepreneurs who saw the potential of the automobile: Henry Ford, Ransom E. Olds, Roy D. Chapin, Henry Joy, William C. Durant, Howard E. Coffin, John Dodge and Horace Dodge, and Benjamin Briscoe and Frank Briscoe. From 1900 to 1915 these men transformed the fledgling industry into an international business.
Henry Ford began building cars in 1896 and started his own company in 1903. The Ford Motor Company improved mass-production with the first conveyor belt-based assembly line in 1913, producing the Model T (which had been introduced in 1908). These assembly lines significantly reduced costs. The first models were priced at $850, but by 1924 had dropped to $290. The Model T sold extremely well and Ford became the largest automobile company in the U.S. By the time it was retired in 1927, more than 15 million Model Ts had been sold. Ford introduced the Model A in 1927 (after a six-month production stoppage to convert from the Model T), and produced it through 1931. However, while the Model A was successful, Ford lost ground to GM and eventually Chrysler, as auto buyers looked to more upscale cars and newer styling. Ford was also a pioneer in establishing foreign manufacturing facilities, with production facilities created in England in 1911, and Germany and Australia in 1925. Ford purchased the luxury Lincoln automaker in 1922 and established the Mercury division in 1939.
General Motors Corporation (GM), the company that would soon become the world's largest automaker, was founded in 1908 by William Durant. Durant had previously been a carriage maker, and had taken control of Buick in 1904. The company initially acquired Buick, Oldsmobile and Oakland (later to become Pontiac) in 1908. The next year GM acquired Cadillac, along with a number of other car companies and parts suppliers. Durant also was interested in acquiring Ford, but after initial merger talks, Henry Ford decided to keep his company independent. In 1910, Durant lost control of GM after over-extending the company with its acquisitions. A group of banks took over control of GM and ousted Durant. Durant and Louis Chevrolet founded Chevrolet in 1913 and it quickly became very successful. Durant began acquiring stock in GM and by 1915 had majority control. Chevrolet was acquired by GM in 1917 and Durant was back in charge of GM. In 1921, Durant was again forced out of the company. During the late 1920s, General Motors overtook Ford to become the largest automaker. Under the leadership of Alfred P. Sloan, General Motors instituted decentralized management and separate divisions for each price class. They also introduced annual model changes. GM also became an innovator in technology under the leadership of Charles F. Kettering. GM followed Ford by expanding overseas, including purchasing England's Vauxhall Motors in 1925, Germany's Opel in 1929, and Australia's Holden in 1931. GM also established GMAC (now Ally Financial) in 1919 to provide credit for buyers of its cars.
Walter Chrysler was formerly president of Buick and an executive of GM. After leaving GM in 1920, he took control of the Maxwell Motor Company, revitalized the company and, in 1925, reorganized it into Chrysler Corporation. He then acquired Dodge in 1927. The acquisition of Dodge gave Chrysler the manufacturing facilities and dealer network that it needed to significantly expand production and sales. In 1928, Chrysler introduced the Plymouth and DeSoto brands. Chrysler also overtook Ford to become the second largest auto maker by the 1930s, following similar strategies as General Motors.
General Motors wanted automobiles to be not just utilitarian devices, which Ford emphasized, but also status symbols that were highly visible indicators of an individual's wealth. Through offering different makes and models they offered different levels in social status meeting the demands of consumers needing to display wealth. Ford and General Motors each had their own impact on social status and the type of market they were targeting. Henry Ford focused on delivering one inexpensive, efficient product for the masses. Ford's offer was one car, one color, for one price. He not only manufactured a product for the masses, but he provided a $5 a day wage so that there was a local market to buy this product. By contrast General Motors offered a product that catered to those looking to gain status by having that sense of individualism and offering different make, models, and quality. | [] | [
"The Big Three automakers"
] | [
"Automotive industry in the United States"
] |
projected-23576520-008 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | Great Depression and World War II | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | The 1930s saw the demise of many auto makers due to the economic effects of the Great Depression, stiff competition from the Big Three, and/or mismanagement. Luxury car makers were particularly affected by the economy, with companies like Stutz Motor Company, Pierce-Arrow Motor Car Company, Peerless Motor Company, Cunningham, and the Marmon Motor Car Company going out of business. The decade also saw several companies with innovative engineering, such as the Doble Steam Motors Corporation (advanced steam engines) and Franklin Automobile Company (air-cooled aluminium engines) going out of business. Errett Lobban Cord, who controlled the Auburn Automobile Company (which also sold the Cord) and the Duesenberg Motor Company, was under investigation by the Securities and Exchange Commission and the Internal Revenue Service. His auto empire collapsed in 1937 and production ceased.
Major technological innovations were introduced or were widely adopted during the 1930s, such as synchromesh manual transmissions, semi-automatic transmissions, automatic transmissions, hydraulic brakes, independent front suspension, and overhead-valve engines. The Cord 810 used front-wheel drive, had hidden headlights, and was offered with a supercharger. Exterior styling designs were more flowing, as shown most noticeably on the Auburn Speedster and the Cord 810/812. Radical air-streamed design was introduced on the Chrysler Airflow, a sales flop, and the Lincoln-Zephyr (both of which used unit-body construction). Packard introduced their "Air Cool-ditioned" car in 1940.
After the United States entered World War II in December 1941, all auto plants were converted to war production, including jeeps, trucks, tanks, and aircraft engines; all passenger automobile production ceased by February 1942. The industry received $10 billion in war-related orders by that month, compared to $4 billion before the attack on Pearl Harbor. All factories were enlarged and converted, many new ones such as Ford's Willow Run and Chrysler's Detroit Arsenal Tank Plant were built, and hundreds of thousands more workers were hired. Many were new arrivals from Appalachia. The most distinctive new product was the Jeep, with Willys making 352,000 and Ford another 295,000. The industry produced an astonishing amount of material, including 5.9 million weapons, 2.8 million tanks and trucks, and 27,000 aircraft. This production was a major factor in the victory of the allies. Experts anticipated that Detroit would learn advanced engineering methods from the aviation industry that would result in great improvements for postwar civilian automobiles. | [] | [
"Great Depression and World War II"
] | [
"Automotive industry in the United States"
] |
projected-23576520-009 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | Unionization of the auto manufacturers workforce | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | Due to the difficult working conditions in the auto production plants, auto workers began to seek representation to help improve conditions and ensure fair pay. The United Automobile Workers union won recognition from GM and Chrysler in 1937, and Ford in 1941. In 1950, the automakers granted workers a company-paid pension to those 65 years old and with 30 years seniority. In the mid-1950s, the automakers agreed to set up a trust fund for unemployed auto workers. In 1973, the automakers agreed to offer pensions to any worker with 30 years seniority, regardless of age. By then the automakers had also agreed to cover the entire health insurance bill for its employees, survivors, and retirees. | [] | [
"Unionization of the auto manufacturers workforce"
] | [
"Automotive industry in the United States"
] |
projected-23576520-010 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | Decline of the independent automakers | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | The only major auto companies to survive the Great Depression were General Motors Corporation, Ford Motor Company, Chrysler Corporation, Hudson Motor Car Company, Nash-Kelvinator Corporation, Packard Motor Car Company, Studebaker Corporation, and Crosley Motors. The former three companies, known as the Big Three, enjoyed significant advantages over the smaller independent auto companies due to their financial strength, which gave them a big edge in marketing, production, and technological innovation. Most of the Big Three's competitors ended production by the 1960s, and their last major domestic competitor was acquired in the 1980s.
Crosley Motors ceased auto production in 1952. Packard and Studebaker merged in 1954, but ended production of Packard-branded cars in 1958 and ceased all auto production in 1966.
Kaiser-Frazer Corporation was started in 1945 and acquired Willys-Overland Motors (maker of the Jeep) in 1953. Production of passenger cars was discontinued in 1955. In 1970, the company was sold to American Motors Corporation.
In 1954, Nash-Kelvinator and Hudson merged to form American Motors Corporation (AMC). The company introduced numerous product and marketing innovations, but its small size made it difficult to compete with the Big Three and struggled financially. The French auto maker Renault took control of AMC in the early 1980s, but financial difficulties continued and AMC was purchased by Chrysler Corporation in 1987.
Periodically, other entrepreneurs would found automobile companies, but most would soon fail and none achieved major sales success. Some of the best known included Preston Tucker's 1948 sedan, Earl Muntz's Muntz Car Company, Malcolm Bricklin's Bricklin SV-1, the modern Stutz Blackhawk, Clénet Coachworks, Zimmer, Excalibur, and John DeLorean's DeLorean. | [] | [
"Decline of the independent automakers"
] | [
"Automotive industry in the United States"
] |
projected-23576520-011 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | Post-war years | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | Initial auto production after World War II was slowed by the retooling process, shortages of materials, and labor unrest. However, the American auto industry reflected the post-war prosperity of the late-1940s and the 1950s. Cars grew in overall size, as well as engine size during the 1950s. The Overhead valve V-8 engine developed by GM in the late-1940s proved to be very successful and helped ignite the horsepower race, the second salvo of which was Chrysler's 1951 Hemi engine. Longer, lower, and wider tended to be the general trend. Exterior styling was influenced by jets and rockets as the space-age dawned. Rear fins were popular and continued to grow larger, and front bumpers and taillights were sometimes designed in the shape of rockets. Chrome plating was very popular, as was two-tone paint. The most extreme version of these styling trends were found in the 1959 Cadillac Eldorado and Chrysler Corporation's 1957 Imperial. The Chevrolet Corvette and the Ford Thunderbird, introduced in 1953 and 1955 respectively, were designed to capture the sports car market. However, the Thunderbird grew in size in 1958 and evolved into a personal luxury car. The 1950s were also noted for perhaps one of the biggest miscues in auto marketing with the Ford Edsel, which was the result of unpopular styling and being introduced during an economic recession.
The introduction of the Interstate Highway System and the suburbanization of America made automobiles more necessary and helped change the landscape and culture in the United States. Individuals began to see the automobile as an extension of themselves. | [] | [
"Post-war years"
] | [
"Automotive industry in the United States"
] |
projected-23576520-012 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | 1960s | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | Big changes were taking place in automobile development in the 1960s, with the Big Three dominating the industry. Meanwhile, with the passage of the $33 billion Federal Aid Highway Act of 1956, a network of regional and interstate roads continued to enhance transportation. As urban areas became more congested, more families migrated to the suburbs. Between 1960 and 1970, 70 percent of the population's growth occurred in the suburbs.
Imported vehicles grew during the 1950s and 1960s – from a very low base. In 1966, the Big Three (GM, Ford, Chrysler) had market share of 89.6% (44.5% in 2014). From 1966 to 1969, net imports increased at an average annual rate of 84%. The Volkswagen Beetle was the biggest seller.
The compact Nash Rambler had been around since 1950, and American Motors Corporation (AMC) expanded into a range of smaller cars than were offered by the Big Three. By 1960, Rambler was the third most popular brand of automobile in the United States, behind Ford and Chevrolet. In response to this the domestic auto makers developed compact-sized cars, such as the Ford Falcon, Chevrolet Corvair, Studebaker Lark, and Plymouth Valiant.
The four-seat 1958 Ford Thunderbird (second generation) was arguably the first personal luxury car, which became a large market segment.
Pony cars were introduced with the Ford Mustang in 1964. This car combined sporty looks with a long hood, small rear deck, and a small rear seat. The car proved highly successful and imitators soon arose, including the Chevrolet Camaro, Pontiac Firebird, Plymouth Barracuda (actually introduced two weeks prior to the Mustang), AMC Javelin, and the two-seat AMX, as well as the "luxury" version of the Mustang, the Mercury Cougar. Muscle cars were also introduced in 1964 with the Pontiac GTO. These combined an intermediate-sized body with a large high-output engine. Competitors were also quickly introduced, including the Chevrolet Chevelle SS, Dodge R/T (Coronet and Charger), Plymouth Road Runner/GTX, Ford Torino, and AMC's compact SC/Rambler. Muscle cars reached their peak in the late-1960s, but soon fell out of favor due to high insurance premiums along with the combination of emission controls and high gas prices in the early 1970s.
While the personal luxury, pony, and muscle cars got most of the attention, the full sized cars formed the bulk of auto sales in the 1960s, helped by low oil prices. The styling excesses and technological gimmicks (such as the retractable hardtop and the pushbutton automatic transmission) of the 1950s were de-emphasized. The rear fins were downsized and largely gone by the mid-1960s, as was the excessive chrome. | [] | [
"1960s"
] | [
"Automotive industry in the United States"
] |
projected-23576520-013 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | Federal regulation of the auto industry | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | Safety and environmental issues during the 1960s led to stricter government regulation of the auto industry, spurred in part by Ralph Nader and his book: Unsafe at Any Speed: The Designed-in Dangers of the American Automobile. This resulted in higher costs and eventually to weaker performance for cars in the 1970s, a period known as the Malaise Era of auto design during which American cars suffered from very poor performance.
Seat lap belts were mandated by many states effective in 1962. Under the National Traffic and Motor Vehicle Safety Act of 1966, Federal Motor Vehicle Safety Standards required shoulder belts for front passengers, front head restraints, energy-absorbing steering columns, ignition-key warning systems, anti-theft steering column/transmission locks, side marker lights and padded interiors starting in 1968.
Beginning in 1972, bumpers were required to be reinforced to meet 5-mph impact standards, a decision that was revised in 1982.
With the Clean Air Act (United States) of 1963 and the Vehicle Air Pollution and Control Act of 1965, emission controls began being instituted in 1968. The use of leaded gasoline began being curtailed in the early 1970s, which resulted in lower-compression engines being used, and thus reducing horsepower and performance. Catalytic converters began being widely used by the mid-1970s.
During his first term as EPA Administrator, William Ruckelshaus spent 60% of his time on the automobile industry, whose emissions were to be reduced 90% under the 1970 Clean Air Act after senators became frustrated at the industry's failure to cut emissions under previous, weaker air laws. | [] | [
"Federal regulation of the auto industry"
] | [
"Automotive industry in the United States"
] |
projected-23576520-014 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | 1970s | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | As bold and confident as the Big Three automakers were in the 1950s and 1960s, the American auto makers in the 1970s and 1980s stumbled badly, going from one engineering, manufacturing, or marketing disaster to another, and this time is often referred to as the Malaise era of American auto design.
By 1969, imports had increased their share of the U.S. auto market with smaller, inexpensive vehicles. Volkswagen sold over 500,000 vehicles, followed by Toyota with over 100,000. In 1986 South Korea entered the American market. In response to this, the domestic auto makers introduced new compact and sub-compact cars, such as the Ford Pinto and Maverick, the Chevrolet Vega, and the AMC Gremlin, Hornet and Pacer. (Chrysler had to make do with importing the Dodge Colt from Mitsubishi Motors and the Plymouth Cricket from their affiliated Rootes Group.) However, design and manufacturing problems plagued a number of these cars, leading to unfavorable consumer perceptions.
GM had a string of miscues starting with the Chevrolet Vega, which developed a reputation for rapidly rusting and having major problems with the aluminium engine.
The problems with Ford's Pinto became nationally famous and Ford's reputation was harmed after media accusations that its fuel system was prone to fire when the car was struck from behind. It was also alleged that Ford knew about this vulnerability but did not design any safeguards in order to save a few dollars per vehicle and that the company rationalized that the cost of lawsuits would be less than the cost of redesigning the car. Historical analysis of the facts don't support the "death trap" reputation attached to the Pinto but the damage to Ford's reputation had been done.
Auto sales were hurt by the 1973 oil crisis Arab embargo as the price of gasoline soared. Small fuel-efficient cars from foreign automakers took a sharply higher share of the U.S. auto sales market. Under the Energy Policy and Conservation Act the federal government initiated fuel efficiency standards (known as Corporate Average Fuel Economy, or CAFE) in 1975, effective as of 1978 for passenger cars, and as of 1979 for light trucks.
For passenger cars, the initial standard was 18 miles per gallon (mpg), and increased to 27.5 mpg by 1985.
General Motors began responding first to the high gas prices by downsizing most of their models by 1977, and lowering their performance. In 1979, the second oil price spike occurred, precipitated by political events in Iran, resulting in the 1979 energy crisis. By 1980, the economy slid into turmoil, with high inflation, high unemployment, and high interest rates. The automakers suffered large operating losses. Chrysler was hurt most severely and in 1979 received a bailout from the federal government in the form of $1.5 billion in loan guarantees. One quick fix was a Detroit-built version of their then-new French (Simca) economy car, the Horizon. As a result of its financial difficulties, Chrysler sold its British and French subsidiaries, Rootes Group and Simca to the French automaker Groupe PSA for $1.
Cadillac damaged their reputation when the four-cylinder Cadillac Cimarron was introduced in 1981 (a gussied-up Chevrolet Cavalier at twice the price) and the "V8-6-4" engine didn't work as advertised. GM's reputation was also damaged when it revealed in 1977 that they were installing Chevrolet engines in Oldsmobiles, and lawsuits from aggrieved Oldsmobile owners followed. Likewise litigation ensued when a trio of diesel engines, designed from gasoline engines and used in GM cars from 1978 to 1985 suffered major problems. Class action lawsuits and efforts from the Federal Trade Commission resulted in buybacks of the cars from GM. Chrysler also suffered damage to its reputation when its compact cars, the Plymouth Volaré and Dodge Aspen, were developed quickly and suffered from massive recalls and poor quality. | [] | [
"1970s"
] | [
"Automotive industry in the United States"
] |
projected-23576520-015 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | 1980s | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | In 1981, Japanese automakers entered into the "voluntary export restraint" limiting the number of autos that they could export to the U.S. to 1.68 million per year. One side effect of this quota was that Japanese car companies opened new divisions through which they began developing luxury cars that had higher profit margins, such as with Toyota's Lexus, Honda's Acura, and Nissan's Infiniti. Another consequence was that the Japanese car makers began opening auto production plants in the U.S., with the three largest Japanese auto manufacturers all opening production facilities by 1985. These facilities were opened primarily in the southern states because of financial incentives offered by state governments, access to the nation via the interstate highways, the availability of a large pool of cheaper labor, and the weakness of unions. The Southern states passed right-to-work laws and the UAW failed in its repeated union-organizing efforts at these plants.
The Big Three began investing in and/or developing joint manufacturing facilities with several of the Japanese automakers. Ford invested in Mazda as well as setting up a joint facility with them called AutoAlliance International. Chrysler bought stock in Mitsubishi Motors and established a joint facility with them called Diamond-Star Motors. GM invested in Suzuki and Isuzu Motors, and set up a joint manufacturing facility with Toyota, called NUMMI (New United Motor Manufacturing, Inc.).
Despite the financial and marketing upheavals during the 1970s and 1980s, these decades led to technological innovations and/or widespread use of such improvements as disc brakes, fuel injection, electronic engine control units, and electronic ignition. Front-wheel drive became the standard drive system by the late 1980s.
By the mid-1980s, oil prices had fallen sharply, helping lead to the revitalization of the American auto industry. Under the leadership of Lee Iacocca, Chrysler Corporation mounted a comeback after its flirtation with bankruptcy in 1979. The minivan was introduced in the 1984 model year by Chrysler with the Plymouth Voyager and Dodge Caravan, and proved very popular. These vehicles were built on a passenger-car chassis and seated up to seven people as well as being able to hold bulky loads. Chrysler also introduced their "K-cars" in the 1980s, which came with front-wheel drive and fuel-efficient OHC engines. In 1987, Chrysler bought American Motors Corporation, which produced the Jeep. This proved to be excellent timing to take advantage of the sport utility vehicle boom. Ford also began a comeback after losses of $3.3 billion in the early 1980s. In 1985, the company introduced the very successful, aerodynamic Taurus. General Motors, under the leadership of Roger Smith, was not as successful as its competitors in turning itself around, and its market share fell significantly. While Ford and Chrysler were cutting production costs, GM was investing heavily in new technology. The company's attempts at overhauling its management structure and using increased technology for manufacturing production were not successful. Several large acquisitions (Electronic Data Systems and Hughes Aircraft Company) also diverted management attention away from their main industry. (Ford and Chrysler also joined in the acquisition and diversification trend, with Ford buying Jaguar Cars, Aston Martin, The Associates (a finance company), and First Nationwide Financial Corp. (a savings and loan). Chrysler purchased Lamborghini, an interest in Maserati, and Gulfstream Aerospace jets.) GM started the Saturn brand in the late 1980s as a way to retake sales from imported cars. While Saturn initially succeeded, GM later neglected to provide it much support. Around this time GM also began development on the General Motors EV1 electric car, which debuted in 1996. | [] | [
"1980s"
] | [
"Automotive industry in the United States"
] |
projected-23576520-016 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | 1990s | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | The 1990s began the decade in a recession, which resulted in weak auto sales and operating losses. In addition, the Invasion of Kuwait by Iraq caused a temporary jump in oil prices. However, the automakers recovered fairly quickly. In the mid-1990s, light truck sales (which included sport utility vehicles, pickup trucks and minivans) began to rise sharply. Due to the Corporate Average Fuel Economy standards differentiating between passenger cars and light trucks, the automakers were able to sell large and heavy vehicles without fear of the CAFE fines. Low oil prices also gave incentives for consumers to buy these gas-guzzling vehicles. The American automakers sold combined, and even separately, millions of pickup trucks and body-on-frame SUVs during this period. Imports such as the Toyota 4Runner, Land Cruiser, Tacoma, and Nissan Pathfinder and Frontier were also popular during this time period.
The automakers also continued their trend of purchasing or investing in foreign automakers. GM purchased a controlling interest in Saab in 1990 and Daewoo Motors in 2001, and invested in Subaru in 1999 and Fiat in 2000. They also purchased the Hummer name from AM General in 1998. Ford purchased Volvo in 1999 and Land Rover in 2000. GM and Ford also established joint ventures with Chinese auto companies during this period. GM's joint ventures are with Shanghai GM, SAIC-GM-Wuling Automobile, and FAW-GM Light Duty Commercial Vehicle Co Ltd. Ford's joint ventures are with Chang'an Ford and Jiangling Ford.
While the American automakers were investing in or buying foreign competitors, the foreign automakers continued to establish more production facilities in the United States. In the 1990s, BMW and Daimler-Benz opened SUV factories in Spartanburg County, South Carolina and Tuscaloosa County, Alabama, respectively. In the 2000s, assembly plants were opened by Honda in Lincoln, Alabama, Nissan in Canton, Mississippi, Hyundai in Montgomery, Alabama and Kia in West Point, Georgia. Toyota opened an engine plant in Huntsville, Alabama in 2003 (along with a truck assembly plant in San Antonio, Texas) and is building an assembly plant in Blue Springs, Mississippi. Volkswagen has announced a new plant for Chattanooga, Tennessee. Also, several of the Japanese auto manufacturers expanded or opened additional plants during this period. For example, while new, the Alabama Daimler-Benz and Honda plants have expanded several times since their original construction. The opening of Daimler-Benz plant in the 1990s had a cascade effect. It created a hub of new sub-assembly suppliers in the Alabama area. This hub of sub-assemblies suppliers helped in attracting several new assembly plants into Alabama plus new plants in nearby Mississippi, Georgia and Tennessee.
In 1998, Chrysler and the German automaker Daimler-Benz entered into a "merger of equals" although in reality it turned out be an acquisition by Daimler-Benz. Thus the Big Three American-owned automakers turned into the Big Two automakers. However, a culture clash emerged between the two divisions, and there was an exodus of engineering and manufacturing management from the Chrysler division. The Chrysler division struggled financially, with only a brief recovery when the Chrysler 300 was introduced. In 2007, Daimler-Benz sold the company to a private equity firm, Cerberus Capital Management, thus again making it American-owned. | [] | [
"1990s"
] | [
"Automotive industry in the United States"
] |
projected-23576520-017 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | 2000s | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | The 2000s began with a recession in early 2001 and the effects of the September 11 attacks, significantly affecting auto industry sales and profitability. The stock market decline affected the pension fund levels of the automakers, requiring significant contributions to the funds by the automakers (with GM financing these contributions by raising debt). In 2001, Chrysler discontinued their Plymouth brand, and in 2004 GM ended their Oldsmobile division.
In 2005, oil prices began rising and peaked in 2008. With the American automakers heavily dependent upon the gas-guzzling light truck sales for their profits, their sales fell sharply. Additionally, the finance subsidiaries of the Big Three became of increasing importance to their overall profitability (and their eventual downfall). GMAC (now Ally Financial), began making home mortgage loans, especially subprime loans. With the subsequent collapse of the sub-prime mortgage industry, GM suffered heavy losses.
The Automotive industry crisis of 2008–10 happened when the Big Three were in weak financial condition and the beginning of an economic recession, and the financial crisis resulted in the automakers looking to the federal government for help. Ford was in the best position, as under new CEO Alan Mulally they had fortuitously raised $23 billion in cash in 2006 by mortgaging most of their assets. Chrysler, purchased in 2007 by a private equity firm, had weak financial backing, was the most heavily dependent on light truck sales, and had few new products in their pipeline. General Motors was highly leveraged, also heavily dependent on light truck sales, and burdened by high health care costs.
The CEOs of the Big Three requested government aid in November 2008, but sentiment in Congress was against the automakers, especially after it was revealed that they had flown to Washington D.C. on their private corporate jets. In December 2008, President Bush gave $17.4 billion to GM and Chrysler from the Troubled Asset Relief Program as temporary relief for their cash flow problems. Several months later, President Obama formed the Presidential Task Force on the Auto Industry to decide how to handle GM and Chrysler. Chrysler received a total of $12.5 billion in TARP funds and entered Chapter 11 bankruptcy in April 2009.
Automaker Fiat was given management control and a 20% ownership stake (adjusted to 35% under certain conditions), the U.S. and Canadian governments were given a 10% holding, and the remaining ownership was given to a Voluntary Employee Beneficiary Association (VEBA), which was a trust fund established to administer employee health care benefits.
The Automotive Task Force requested that GM CEO Rick Wagoner resign (although he was replaced by another long-time GM executive, Frederick Henderson). GM received a total of $49.5 billion in TARP funds and entered Chapter 11 bankruptcy in June 2009. The U.S. and Canadian governments received a 72.5% ownership stake, a VEBA received 17.5%, and the unsecured creditors received 10%. As part of the bailout GM and Chrysler closed numerous production plants and eliminated hundreds of dealerships and thousands of jobs. They also required a number of major labor union concessions. GM also sold off the Saab division and eliminated the Pontiac, Hummer, and Saturn Corporation brands. In addition to the $62 billion that the automakers received from TARP, their financing arms, Ally Financial and TD Auto Finance received an additional $17.8 billion. In addition to the funding from the United States government, the Canadian government provided $10.8 billion to GM and $2.9 billion to Chrysler as incentives to maintain production facilities in Canada.
Ford did not request any government assistance, but as part of their downsizing sold Volvo in 2010 and phased out their Mercury division in 2011. (They had previously sold Aston Martin in 2007, and Land Rover and Jaguar Cars in 2008). Under the Advanced Technology Vehicles Manufacturing Loan Program Ford borrowed $5.9 billion to help their vehicles meet higher mileage requirements. | [] | [
"2000s"
] | [
"Automotive industry in the United States"
] |
projected-23576520-018 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | 2010s | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | Ford went through 2012 having recovered to the point of having 80,000 total U.S. employees, supplying their 3,300 dealerships. In comparison, Chrysler had 71,100 U.S. employees supplying their 2,328 dealerships during that year.
Data for the beginning of 2014 put the four companies of GM, Ford, Toyota, and Chrysler, in that order, at the top as having the most U.S. car sales. In terms of specific types of vehicles, the new decade has meant Chrysler having an emphasis on its Ram trucks and the Jeep Cherokee SUV, both of which had "hefty sales" for 2014 according to a news report.
In 2014, Fiat, now named Fiat Chrysler, established full control of ownership of Chrysler and its divisions (Dodge, Jeep and Ram Trucks)
In 2017, it is reported that auto makers spent more on incentives, US$3,830 per vehicle sold, than labour, which is estimated to be less than US$2,500 per vehicle.
In 2017, General Motors sold its European brands, Opel and Vauxhall, to Groupe PSA due to low profits. It also announced the closure of the Holden plant in Australia, making Holden an import brand.
In 2019, General Motors closed 5 plants. It also pulled out of Uzbekistan.
Near the end of the decade, it became clear that the market now has a preference for crossover SUVs over passenger cars.
In 2016, Fiat Chrysler announced that it would be discontinuing the Dodge Dart and Chrysler 200 sedans. CEO Sergio Marchionne said that, even though they were good cars, they were the least financially rewarding investments the company has made recently.
Ford, in 2018, announced that it will be discontinuing all of its passenger cars save for the Ford Mustang, and the Ford Focus would come back as a crossover-hatchback vehicle known as the Ford Focus Active. Ford later cancelled plans of selling the Ford Focus Active in the United States and Canada as a result of the Trump Administration imposing tariffs on all Chinese built vehicles due to China's human rights violations, leading to a China-United States Trade War as the Ford Focus Active for the US and Canadian markets would be imported from the Changan Ford factory in Harbin, Heilongjiang Province, China. General Motors followed by saying it would not follow Ford, however, backtracked on that and announced that it would be discontinuing most of its passenger cars by 2022. | [] | [
"2010s"
] | [
"Automotive industry in the United States"
] |
projected-23576520-019 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | 2020s | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | In 2020, General Motors announced the end of Holden and will leave Australia and New Zealand by 2021. General Motors has also announced its exit from the Thai market and plans to sell their Rayong plant.
In August 2021, Ford announced that it would be shutting down its India production as it was not able to have sufficient demand to justify running 2 plants.
In January 2021, Fiat Chrysler (FCA) merged with Groupe PSA hence making FCA's North American operations (including Dodge, Chrysler, Jeep and Ram) part of a brand new parent entity named Stellantis, which is headquartered in The Netherlands.
On January 28, 2021, General Motors announced that it will become 100% all-electric by 2035 in order to become compliant with the Biden Administration's tougher automotive emission standards and electric vehicle goals due to worsening climate change and air pollution.
By 2021, the only non-SUV, truck, or van that Ford produced was the Mustang pony car, while GM only produced the Malibu midsized sedan, the Camaro pony car and the luxury Cadillac CT4 and CT5
The late 2010s and early 2020s also saw the rise of electric-only brand Tesla, which became the most valuable automaker in the world by market capitalization in January 2020, and produced over half a million cars in 2020.
The decade has also seen the rise of electric cars in general, and in 2020 roughly 2 percent of all new cars sold were fully electric.
According to the Infrastructure Investment and Jobs Act, by 2026, all new passenger vehicles sold must be equipped with systems that do not allow the vehicle to turn on if blood alcohol content level is above the amount permissible by law. The legislation is not clear what form this detection would take, the wording states that the monitoring would be "passive" which will possibly require the use of cameras in order to properly track and monitor driver behavior. Proponents of this change state that it will reduce drunk driving deaths on the road while opponents argue that it is a violation of privacy of drivers and that drivers could experience technical difficulties while on the road.
In December 2021, President Joe Biden imposed and signed Executive Order 14057, which states that by 2035, all new light duty vehicles sold in the United States must be 100% all-electric vehicles due to climate change and air pollution issues in the US. The order will also ban new car sales of fossil-fuel powered government-owned vehicles by 2027, new fossil-fuel buses by 2030, and new privately-owned and commercial-owned vehicles by 2035. The order also calls for all government fleets to replace their fossil fuel vehicles with 100% all-electric vehicles by 2035, for all fossil fuel buses to be replaced by 100% all-electric buses by 2040, and for all privately-owned and commercial-owned vehicles to be replaced by 100% all-electric vehicles by 2050. | [] | [
"2020s"
] | [
"Automotive industry in the United States"
] |
projected-23576520-020 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | See also | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | Big Three automobile manufacturers
1950s American automobile culture
American automobile industry in the 1950s
Canada–United States Automotive Products Agreement
Effects of the 2008–10 automotive industry crisis on the United States
Good Roads Movement
History of Chrysler
History of Ford Motor Company
History of General Motors
List of automobile manufacturers of the United States
List of defunct automobile manufacturers of the United States
List of automobiles manufactured in the United States
Passenger vehicles in the United States | [] | [
"See also"
] | [
"Automotive industry in the United States"
] |
projected-23576520-021 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | Negative effects | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | Effects of the car on societies
Air pollution
Automobile dependency
Automobile safety
Car costs
Car-free movement
Compact City
Congestion pricing
Environmental impact of transport
Externalities of automobiles
Freeway and expressway revolts
Green vehicle
Jaywalking
Motor vehicle fatality rate in U.S. by year
New Urbanism
Roadway noise
Traffic collision
Traffic congestion
Transit Oriented Development
Urban decay
Urban sprawl | [] | [
"See also",
"Negative effects"
] | [
"Automotive industry in the United States"
] |
projected-23576520-023 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | References | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | Mechler, Katharine (2007) General Motors: Innovations in American Social Class Structure
Peterson, J. S. (1987). Auto Work. American automobile workers, 1900-1933 (). Albany: State University of New York Press.
Rae, John B. "Why Michigan?" Michigan History (1996) 89#2 pp 6–13. online pp 1–9
Hugill, P. J. (1982). Good Roads and the Automobile in the United States 1880–1929. Geographical Review, 72 (3), 327–349.
Brungardt, A. O. Book Review:The Automobile Industry: Its Economic and Commercial Development. Ralph C. Epstein. Journal of Business of the University of Chicago, 1, 390–392.
Heitmann, John. The Automobile and American Life. Jefferson, NC: McFarland, 2009 | [] | [
"References"
] | [
"Automotive industry in the United States"
] |
projected-23576520-024 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | Further reading | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | Berry, Steven, James Levinsohn, and Ariel Pakes. "Voluntary export restraints on automobiles: Evaluating a trade policy." American Economic Review 89.3 (1999): 400–430 online.
Brown, George. "The U.S. Automobile Industry: Will It Survive Increasing International Competition" (U.S. Army War College, 1991) online
Chandler, Alfred D. ed. Giant enterprise: Ford, General Motors, and the automobile industry; sources and readings (1964) online, includes primary sources.
Crandall, Robert W. "The effects of US trade protection for autos and steel." Brookings Papers on Economic Activity 1987 (1987): 271–288 online.
Feenstra, Robert C. "Voluntary export restraint in US autos, 1980–81: quality, employment, and welfare effects." in The structure and evolution of recent US trade policy (U of Chicago Press, 1984) pp. 35–66.
Goldberg, Penny Koujianou. "Trade policies in the US automobile industry." in Japan and the World Economy 6.2 (1994): 175–208.
Gustin, Lawrence R. "Sights and Sounds of Automotive History" Automotive History Review (2010+, Issue 52, pp 4–8. Guide to video and sound archives for clips of pioneers such as Henry Ford, Billy Durant, and Ransom Olds.
Halberstam, David. The Reckoning (1986) detailed reporting on decline of the auto industry. online; also online review
Hyde, Charles K. Arsenal of Democracy: The American Automobile Industry in World War II (2013) excerpt
Ingrassia, Paul, and Joseph B. White. Comeback: the fall and rise of the American automobile industry (1994) online
Jeal, M. "Mass confusion: The beginnings of the volume-production of motorcars." Automotive History Review 54 (2012): 34–47.
Katz, Harry C. Shifting gears : changing labor relations in the U.S. automobile industry (1985) online
Kennedy, Edward D. The automobile industry; the coming of age of capitalism's favorite child (1941) online
May, George S. ed. The Automobile industry, 1920–1980 (1989) online
Rae, John B. The American automobile industry (1984), short scholarly survey online
Rae, John B. The road and the car in American life (1971) online
Rao, Hayagreeva. "Institutional activism in the early American automobile industry." Journal of Business Venturing 19.3 (2004): 359–384.
Rubenstein, James M. The Changing U.S. Auto Industry: A Geographical Analysis (Routledge, 1992)
Seltzer, Lawrence H. A financial history of the American automobile industry; a study of the ways in which the leading American producers of automobiles have met their capital requirements (1928; reprinted 1973) online
Smitka, Michael. "Foreign policy and the US automotive industry: by virtue of necessity?." Business and Economic History 28.2 (1999): 277–285 online.
White, Lawrence. The Automobile Industry since 1945 (Harvard UP, 1971) online.
Wilkins, Mira, and Frank Ernest Hill. American business abroad: Ford on six continents (Cambridge UP, 2011).
Yates, Brock W. The decline and fall of the American automobile industry (1983) online | [] | [
"Further reading"
] | [
"Automotive industry in the United States"
] |
projected-23576520-025 | https://en.wikipedia.org/wiki/Automotive%20industry%20in%20the%20United%20States | Automotive industry in the United States | Companies | The automotive industry in the United States began in the 1890s and, as a result of the size of the domestic market and the use of mass production, rapidly evolved into the largest in the world. The United States was the first country in the world to have a mass market for vehicle production and sales and is a pioneer of the automotive industry and mass market production process. During the course of the 20th century global competitors emerged especially in the second half of the century primarily across European and Asian markets, such as Germany, France, Italy, Japan and South Korea.
The U.S. is currently second among the largest manufacturer(s) in the world by volume.
American manufacturers produce approximately 10 million units annually. Notable exceptions were 5.7 million automobiles manufactured in 2009 (due to crisis), and more recently 8.8 million units in 2020 due to the global COVID-19 pandemic.
While production peaked during the 1970s and early 2000s at levels of 13–15 million units.
Starting with Duryea in 1895, at least 1900 different companies were formed, producing over 3,000 makes of American automobiles. World War I (1917–1918) and the Great Depression in the United States (1929–1939) combined to drastically reduce the number of both major and minor producers. During World War II, all the auto companies switched to making military equipment and weapons. However, by the end of the next decade the remaining smaller producers disappeared or merged into amalgamated corporations. The industry was dominated by three large companies: General Motors, Ford, and Chrysler, all based in Metro Detroit. Those "Big Three" continued to prosper, and the U.S. produced three quarters of all automobiles in the world by 1950 (8.0 million out of 10.6 million). In 1908, 1 percent of U.S. households owned at least one automobile, while 50 percent did by 1948 and 75 percent did by 1960. Imports from abroad were a minor factor before the 1960s.
Beginning in the 1970s, a combination of high oil prices and increased competition from foreign auto manufacturers severely affected the companies. In the ensuing years, the companies periodically bounced back, but by 2008 the industry was in turmoil due to the aforementioned crisis. As a result, General Motors and Chrysler filed for bankruptcy reorganization and were bailed out with loans and investments from the federal government. But according to Autodata Corp, June 2014 seasonally adjusted annualized sales is the biggest in history with 16.98 million vehicles and toppled previous record in July 2006. Chrysler later merged into Fiat as Fiat Chrysler and is today a part of the multinational Stellantis group. American electric automaker Tesla emerged onto the scene in 2009 and has since grown to be one of the world's most valuable companies, producing around 1/4th of the world's fully-electric passenger cars.
Prior to the 1980s, most manufacturing facilities were owned by the Big Three (GM, Ford, Chrysler) and AMC. Their U.S. market share has dropped steadily as numerous foreign-owned car companies have built factories in the U.S. As of 2012, Toyota had 31,000 U.S. employees, compared to Ford's 80,000 and Chrysler's 71,100. | Cray, Ed. Chrome Colossus: General Motors and Its Time (1980) online detailed popular history.
Drucker, Peter F. Concept of the corporation (1946, reprinted in 1964) online, based on General Motors
Farber, David. Sloan Rules: Alfred P. Sloan and the Triumph of General Motors (U of CHicago Press, 2002)
Hyde, Charles K. Riding the Roller Coaster: A History of the Chrysler Corporation (Wayne State UP, 2003).
Hyde, Charles K. The Dodge Brothers: The Men, the Motor Cars, and the Legacy (Wayne State UP, 2005).
Hyde, Charles K. Storied Independent Automakers: Nash, Hudson, and American Motors (Wayne State UP, 2009).
Langworth, Richard M. The complete history of General Motors, 1908–1986 (1986) online
Nevins, Allan. Ford: the Times, the Man, the Company (vol 1 1954) online
Nevins, Allan, and Frank Hill. Ford: Expansion and Challenge 1915–1933 (vol 2, 1957) online
Nevins, Allan. Ford: Decline and rebirth, 1933–1962 (vol 3, 1963) online
Pound, Arthur. The turning wheel: The story of General Motors through twenty-five years, 1908–1933 (1934) online free
Sloan, Alfred P. My Years with General Motors (1964) online
Tedlow, Richard S. "The Struggle for Dominance in the Automobile Market: the Early Years of Ford and General Motors" Business and Economic History 1988 17: 49–62. Ford stressed low price based on efficient factories but GM did better in oligopolistic competition by including investment in manufacturing, marketing, and management | [] | [
"Further reading",
"Companies"
] | [
"Automotive industry in the United States"
] |
projected-26724722-000 | https://en.wikipedia.org/wiki/Strathcona%20Lodge%20station | Strathcona Lodge station | Introduction | The Strathcona Lodge station is located in Shawnigan Lake, British Columbia. The station was a flag stop on Via Rail's Dayliner service, which has been indefinitely suspended since 2011. | [] | [
"Introduction"
] | [
"Via Rail stations in British Columbia",
"Disused railway stations in Canada"
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projected-26724722-001 | https://en.wikipedia.org/wiki/Strathcona%20Lodge%20station | Strathcona Lodge station | References | The Strathcona Lodge station is located in Shawnigan Lake, British Columbia. The station was a flag stop on Via Rail's Dayliner service, which has been indefinitely suspended since 2011. | Category:Via Rail stations in British Columbia
Category:Disused railway stations in Canada | [] | [
"References"
] | [
"Via Rail stations in British Columbia",
"Disused railway stations in Canada"
] |
projected-06902558-000 | https://en.wikipedia.org/wiki/Sir%20Peter%20Agnew%2C%201st%20Baronet | Sir Peter Agnew, 1st Baronet | Introduction | Commander Sir Peter Garnett Agnew, 1st Baronet (9 July 1900 – 26 August 1990) was an officer in the Royal Navy and a Conservative Party politician. | [] | [
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projected-06902558-002 | https://en.wikipedia.org/wiki/Sir%20Peter%20Agnew%2C%201st%20Baronet | Sir Peter Agnew, 1st Baronet | Education and naval career | Commander Sir Peter Garnett Agnew, 1st Baronet (9 July 1900 – 26 August 1990) was an officer in the Royal Navy and a Conservative Party politician. | Agnew was born in Bucklow, Cheshire, a son of C.L. Agnew of Knutsford. Educated at Repton School, he entered the Royal Navy on 25 October 1918, trained at the Royal Naval College, Dartmouth, and was commissioned as a sub-lieutenant on 15 May 1921.
Receiving promotion to lieutenant on 15 April 1923, he served on the sloop on the China Station from August 1923 until January 1925, before serving on the battlecruiser from March 1926 until July 1927. After a term as Aide-de-camp to the Governor of Jamaica, he was assigned to the battleship in August 1928, transferring to the Royal Yacht in May 1930. On 15 April 1931 he was promoted to lieutenant-commander, but retired from the Navy on 29 May at his own request. | [] | [
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projected-06902558-003 | https://en.wikipedia.org/wiki/Sir%20Peter%20Agnew%2C%201st%20Baronet | Sir Peter Agnew, 1st Baronet | Election to Parliament | Commander Sir Peter Garnett Agnew, 1st Baronet (9 July 1900 – 26 August 1990) was an officer in the Royal Navy and a Conservative Party politician. | Agnew was elected as Member of Parliament (MP) for the Camborne constituency in Cornwall, at the 1931 general election. He served as Parliamentary Private Secretary to Walter Runciman, the President of the Board of Trade, in 1935–37, and to Sir Philip Sassoon, First Commissioner of Works, in 1937–39. He was an Assistant Government Whip in May–July 1945, and held the Conservative Whip from August 1945 until February 1950. Agnew held the seat until the constituency's abolition at the 1950 general election. He contested the constituency of Falmouth and Camborne, but lost to Harold Hayman. | [] | [
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projected-06902558-004 | https://en.wikipedia.org/wiki/Sir%20Peter%20Agnew%2C%201st%20Baronet | Sir Peter Agnew, 1st Baronet | World War II | Commander Sir Peter Garnett Agnew, 1st Baronet (9 July 1900 – 26 August 1990) was an officer in the Royal Navy and a Conservative Party politician. | Agnew returned to naval service in August 1939. He was executive officer of the destroyer in March–October 1940, and was promoted to commander on 9 July 1940. He was in command of the destroyer from November 1940 to March 1941, receiving a Mention in Despatches on 1 January 1941. He then served aboard the heavy cruiser from May 1941 until August 1942. From January 1943 until June 1944 he was on the staff of the Royal Naval College, Greenwich. | [] | [
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projected-06902558-005 | https://en.wikipedia.org/wiki/Sir%20Peter%20Agnew%2C%201st%20Baronet | Sir Peter Agnew, 1st Baronet | Return to Parliament | Commander Sir Peter Garnett Agnew, 1st Baronet (9 July 1900 – 26 August 1990) was an officer in the Royal Navy and a Conservative Party politician. | He re-entered the House of Commons at the 1955 general election as MP for South Worcestershire, and was re-elected there until his retirement at the 1966 general election. | [] | [
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projected-06902558-006 | https://en.wikipedia.org/wiki/Sir%20Peter%20Agnew%2C%201st%20Baronet | Sir Peter Agnew, 1st Baronet | Other activities | Commander Sir Peter Garnett Agnew, 1st Baronet (9 July 1900 – 26 August 1990) was an officer in the Royal Navy and a Conservative Party politician. | Agnew was a Member of the House of Laity in the Church of England Assembly, 1935–65, a Church Commissioner for England, 1948–68, and a trustee of the Historic Churches Preservation Trust, 1968-.
He served as chairman of the Iran Society, 1966–73, and received the Order of Homayoun from Iran in 1973.
From 1974 to 1976, Agnew was President of the European Documentation and Information Centre (CEDI), and was awarded the Order of Civil Merit (Orden del Mérito Civil) from Spain in 1977. | [] | [
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