title: Waldstadion (Frankfurt)

text: The Waldstadion's first major national event was the final of the German football championship on June 7, 1925. 1. FC Nürnberg defeated local club FSV Frankfurt 1:0. Between 24 and 28 July 1925, the Waldstadion hosted the 1925 Workers' Summer Olympiad. The football final between Germany and Finland was played in front of a crowd of 40,000 spectators. In 1937, the spectator capacity through expansion of the back straight was increased to 55,000.


title: Waldstadion (Frankfurt)

text: The first major changes to the stadium were made following a game between Eintracht Frankfurt and 1. FC Nürnberg in May 1953. Almost 70,000 tickets were sold for a stadium envisioned for only 55,000 spectators, and 200 fans were injured as thousands tried to force entry.


title: Waldstadion (Frankfurt)

text: The renovated and enlarged Waldstadion was reopened on 14 May 1955 after 19 months of construction work. The stadium once more hosted national team matches as well as some important games for Eintracht Frankfurt, who reached the final round of the German National Championships in 1959. During the run to the final, 81,000 watched Eintracht beat FK Pirmasens - an attendance record that still stands.


title: Waldstadion (Frankfurt)

text: In December 1960, an ice rink was opened within the oval of the velodrome. Here, the ice hockey team of Eintracht Frankfurt played their home games until 1981. In 1960 the stadium was given floodlights.


title: Waldstadion (Frankfurt)

text: The first Bundesliga game in the Waldstadion took place on 24 August 1963 – a 1–1 draw with 1. FC Kaiserslautern on the first day of the new German national league.


title: Waldstadion (Frankfurt)

text: The stadium hosted the World Championships in track cycling in 1966 and the heavyweight boxing championship between Muhammad Ali and Karl Mildenberger on 10 September 1966, won by Ali with a knockout in the 12th round in front of 22,000 spectators.


title: Waldstadion (Frankfurt)

text: The second major renovation of the Waldstadion was needed for the 1974 FIFA World Cup. From May 1972 to January 1974, the stadium was rebuilt virtually from scratch to meet the comfort and safety requirements of the World Cup venues. The opening ceremony of the 1974 World Cup was held at the Waldstadion.


title: Waldstadion (Frankfurt)

text: The first final of the newly introduced Women's European Cup was held at the stadium in May 2002, and the home team of 1. FFC Frankfurt beat Swedish side Umeå IK 2–0 to lift the trophy.


title: Waldstadion (Frankfurt)

text: The new Waldstadion is primarily designed as a football stadium, but can be used for other turf sports like American football and major events. The grandstand offers rooms that are for meetings, conventions and other events in external markets.


title: Waldstadion (Frankfurt)

text: The new arena was officially opened at the 2005 FIFA Confederations Cup, the test run for the 2006 World Cup. Both the opening match (Germany 4–3 Australia) and the final (Brazil 4–1 Argentina) were hosted at the stadium.


title: Waldstadion (Frankfurt)

text: The main user of the stadium is the football team Eintracht Frankfurt, which has used the stadium as its home base since 1963.


title: Waldstadion (Frankfurt)

text: In addition, the stadium also serves occasionally as an alternative venue for home games of other teams: 1. FSV Mainz 05 played their qualifying matches for the 2005-06 UEFA Cup against the Armenian representatives Mika and against Keflavík ÍF from Iceland and for the 1st Round proper against Sevilla FC in the Commerzbank Arena.


title: Waldstadion (Frankfurt)

text: The women of the local football team 1. FFC Frankfurt defeated Umeå IK 3–2 in the stadium on 24 May 2008 in the final second leg of UEFA Women's Cup, winning the European Cup for the third time and setting up a record for women's club football of 27,500 spectators.


title: Waldstadion (Frankfurt)

text: The Turkish Football Federation has also staged several games in the arena, as Turks form a significant ethnic minority in Germany. Beşiktaş won the Turkish Super Cup with a 1–0 win over Galatasaray. Due to the suspension by UEFA of the Turkish national stadium, the qualifying matches for UEFA Euro 2008 against Malta (final score 2–0 to Turkey), against Moldova (5–0 for the Turks) and against Norway (final score 2–2) were also played here.


title: Waldstadion (Frankfurt)

text: The Waldstadion from 1991 to 2007, with a few interruptions, was home stadium for the NFL Europa's Frankfurt Galaxy American Football team. The stadium hosted the World Bowl '98, World Bowl 2000 and World Bowl XV in 2007.


title: Waldstadion (Frankfurt)

text: Since 2008 the ground has hosted the final of the German Bowl and the final match of the German Football League. An average of around 15,000 fans watched the 2008 and 2009 finals.


title: Waldstadion (Frankfurt)

text: The NFL has planned for two regular season games to be played in the stadium in 2023 and 2025, as part of the league's International Series.


title: Waldstadion (Frankfurt)

text: The Waldstadion hosts numerous concerts and festivals every year, especially during the summer. Since 2013, the stadium hosts the BigCityBeats World Club Dome every end of May or June.


title: Waldstadion (Frankfurt)

text: As part of a naming sponsorship by Commerzbank AG, the Waldstadion was renamed the Commerzbank-Arena on 1 May 2005 for ten years. Commerzbank agreed to pay around €30 million to the city hosting company as part of the deal. During the 2005 FIFA Confederations Cup and the 2006 FIFA World Cup, the stadium was officially referred to as the "FIFA World Cup Stadium Frankfurt", as FIFA rules do not permit commercial naming of stadia.


title: Waldstadion (Frankfurt)

text: "Commerzbank" allowed the sponsorship contract to expire on June 30, 2020, after 15 years. The new name sponsor as of July 1, 2020 is Deutsche Bank, with whom a contract has been concluded until June 30, 2027, with an option to extend. Since July 1, 2020, the stadium is officially called "Deutsche Bank Park".


title: Black Eyed Peas discography

text: The American hip hop group Black Eyed Peas has released nine studio albums, two compilation albums, one extended play, forty singles, eight promotional singles, thirty-eight music videos, and two video albums. Interscope Records released the band's debut album, "Behind the Front", in the United States in June 1998. Although the album received a four-star review from AllMusic, it charted low on the "Billboard" 200 in the United States and on the French Albums Chart, at numbers 129 and 149 respectively. The band's second album, "Bridging the Gap", was released in 2000 and peaked at number sixty-seven in the US and reached its highest position in New Zealand, at number eighteen.


title: Black Eyed Peas discography

text: In June 2003, the band released its third album, "Elephunk", which included the singles "Where Is the Love?", the band's first international number-one single, "Shut Up", "Hey Mama", and "Let's Get It Started". The album peaked at number fourteen in the US and was certified two times platinum by the Recording Industry Association of America. It peaked at number one on the Australian Albums Chart; number two on the Canadian Albums Chart, French and New Zealand Albums Chart; and number three in the UK Albums Chart. Their fourth album, entitled "Monkey Business", was released in 2005 and reached number two in the US and number one in many countries. It spawned their two highest-charting singles on the "Billboard" Hot 100 at the time, "Don't Phunk with My Heart" and "My Humps", both of which reached number three.


title: Black Eyed Peas discography

text: The Black Eyed Peas released their fifth studio album, "The E.N.D", in June 2009. It became their highest charting album in the US, reaching number one. The first single from the album, "Boom Boom Pow", peaked at number one on the "Billboard" Hot 100, making it the band's first US number-one hit, and held onto the top spot for twelve weeks until the album's second single, "I Gotta Feeling", replaced it. "I Gotta Feeling" also replaced "Boom Boom Pow" at the top of the charts in Canada and Australia and peaked at number one in numerous other countries, including the United Kingdom. The album's third single, "Meet Me Halfway", has peaked at number one in Australia, Germany and the UK and reached the top ten in the US. The fourth single, "Imma Be", became the group's third number-one single on the "Billboard" Hot 100.


title: Black Eyed Peas discography

text: The Black Eyed Peas released their sixth studio album, "The Beginning", in November 2010. The first single from the album, "The Time (Dirty Bit)", reached number 1 on the UK Singles Chart on December 12. The second single was "Just Can't Get Enough", and it was released in February 2011. The album's third single was "Don't Stop the Party", and it was released in May 2011. In 2015, they celebrated their 20th anniversary and released the songs "Awesome" and "Yesterday". Today, the group has sold approximately 35 million albums and 120 million singles worldwide.


title: Arthur the King

text: Arthur the King is an upcoming American adventure film directed by Simon Cellan Jones and starring Mark Wahlberg and Simu Liu. It is based on the 2017 nonfiction book "Arthur: The Dog Who Crossed The Jungle To Find A Home" by Mikael Lindnord.


title: Arthur the King

text: Both Paramount Players and Lionsgate were attached to distribute the film. Baltasar Kormákur was initially going to helm the film but dropped out due to schedule conflicts.


title: Arthur the King

text: The casting of Mark Wahlberg as Lindnord was announced in July 2019. In December 2020, it was announced that Simu Liu, Ali Suliman and Rob Collins were cast in the film and that Simon Cellan Jones would replace Kormákur.


title: Arthur the King

text: Filming occurred in the Dominican Republic and as of January 2022, the film is currently in post-production.


title: Science Adventure

text: Science Adventure is a multimedia series consisting of interconnected science fiction stories, created mainly by Mages, Nitroplus, and Chiyomaru Studio. The main entries mostly take the form of visual novel video games, but side entries span across several different mediums.


title: Science Adventure

text: The series currently consists of six mainline entries: the first part of the series, "Chaos;Head", was a visual novel released in 2008, and it is followed the visual novels by "Steins;Gate", "Robotics;Notes", "Chaos;Child", and "Anonymous;Code" as well as the upcoming "Steins;???". There is also the light novel series "Occultic;Nine" which was adapted into a visual novel. The series also includes several spin-off games based on "Chaos;Head", "Steins;Gate", "Robotics;Notes", and "Chaos;Child", as well as many spinoffs in other mediums including anime, manga, light novels, audio dramas, and stage plays.


title: Science Adventure

text: The main entries and their spin-offs all take place in the same fictional universe, with focuses on several different science fiction themes. "Chaos;Head" and "Chaos;Child" focus on perception, "Steins;Gate" focuses on time travel, and "Robotics;Notes" focuses on robotics and augmented reality. The player can affect the course of the story by making certain choices: in "Chaos;Head" and "Chaos;Child" this is done by choosing what kind of delusions the player characters experience. The choices in the "Steins;Gate" games and "Robotics;Notes" are made via messages set by the player via an in-game cell phone and tablet computer, respectively.


title: Science Adventure

text: The series is planned by Chiyomaru Shikura, the CEO of Mages, composed by Takeshi Abo and Zizz Studio, written by Naotaka Hayashi along with other writers, and features character designs by artists including Mutsumi Sasaki, Huke, and Tomonori Fukuda. The developers aimed to make the series set within reality, as Shikura felt it made it more relatable and believable. The series has been commercially and critically successful both in Japan and internationally, selling more than expected for the genre and helping establishing Mages (previously 5pb.) as a game developer.


title: Science Adventure

text: The series is published by Mages and Nitroplus in Japan, and by JAST USA, PQube, Mages, and Spike Chunsoft internationally. The visual novels "Steins;Gate", "Steins;Gate 0", "Chaos;Child", "Steins;Gate Elite", "Steins;Gate: Linear Bounded Phenogram", "8-bit ADV Steins;Gate", "Steins;Gate: My Darling's Embrace", "Robotics;Notes" "Elite", and "Robotics;Notes Dash" have been released officially in English. "Chaos;Head NoAH" and "Anonymous;Code" have also been announced for an English release.


title: Science Adventure

text: The "Science Adventure" series consists of six core entries, along with a seventh in development. The game adaptation of the "Occultic;Nine" novel series, and "Anonymous;Code" were referred to internally as part of the "Science Visual Novel series", which was originally announced to be separate from "Science Adventure", but has since been incorporated into the series. "Occultic;Nine" was planned to be updated with new story content tying it more closely with "Science Adventure". Some of the games have received updated editions with added content, and there are compilations collecting several games, such as "Chaos;Head Dual" (collecting both "Chaos;Head" games) and "Steins;Gate: Divergencies Assort" (collecting "Steins;Gate 0", "Darling of Loving Vows", and "Linear Bounded Phenogram").


title: Science Adventure

text: The series contains eight spin-off games: one based on "Chaos;Head", five based on "Steins;Gate", one based on "Robotics;Notes", and one based on "Chaos;Child". It also contains several more side entries spanning several different mediums other than visual novels, such as manga, drama CDs, short stories, and novels.


title: Science Adventure

text: The "Science Adventure" games all feature stories in the science fiction genre. They make use of real scientific concepts and theories, but also cross over into fictional territory, using inaccurate science and urban legends. "Chaos;Head" and "Chaos;Child" focus on individuals with the power to alter reality, and discuss topics such as perception, reality, and antimatter, while "Steins;Gate" focuses on time travel. "Robotics;Notes" focuses on several technologies such as robotics and augmented reality, as well as borrowing some concepts from the previous two entries.


title: Science Adventure

text: The main games and their spin-offs are all set in the same world, and although presented as self-contained stories, they all contain many callbacks to the previous entries (excluding the first entry, "Chaos;Head"). These callbacks range from minor references, such as mentions of characters or events from previous entries, to more significant ones, such as usage of concepts explained only in another game. There is also a higher antagonist shared throughout the entire series, the Committee of 300. The Committee, based on the real conspiracy theory, seeks world domination, and is portrayed as very powerful, having control over corporations, politicians, and religions, and being seemingly impossible to beat even with time travel and control over reality.


title: Science Adventure

text: The games are primarily visual novels, in which the player can affect the outcome of the story through choices. In the "Chaos;Head" games and "Chaos;Child", the player does this by controlling what types of delusions the player characters experience: the player can make them experience positive or negative delusions, or alternatively choose to let them stay in reality. "Chaos;Child Love Chu Chu!!" additionally uses a "yes/no" questionnaire the player character takes in in-game magazines to determine the plot's direction. In "Steins;Gate" and "Steins;Gate 0", the player affects the outcome by using the player character's cell phone: in "Steins;Gate", it is done by choosing to respond to certain messages, make phone calls, or taking out the phone at specific times, as this affects what information the player character learns and how he interacts with other characters; and in "Steins;Gate 0", it is done by deciding whether or not to answer the phone at certain times. "Robotics;Notes" works similarly to "Steins;Gate", but with the player using a tablet computer and its apps instead of a cell phone.


title: Science Adventure

text: The series is planned by Mages's CEO Chiyomaru Shikura, and is developed by Mages, Nitroplus, and Shikura's multimedia concept studio Chiyomaru Studio, the latter of which owns the copyright to the series. Naotaka Hayashi has worked on the series writing, both in the role as a scenario writer and as a scenario supervisor. Recurring character designers include Mutsumi Sasaki ("Chaos;Head" and "Chaos;Child" games), Huke ("Steins;Gate" games), and Tomonori Fukuda ("Robotics;Notes" games). The games' soundtracks are composed by Takeshi Abo and Zizz Studio.


title: Science Adventure

text: Shikura aimed for the series to be set in reality, feeling that it made the stories more relatable and believable; he said that he personally found it difficult to "buy into" fantasy, and that he was not convinced that people could get excited for "exaggerated fantasy stories". Throughout the series, the development team aimed for a rate of "99% science and 1% fantasy". Shikura called the 1989 film "Back to the Future Part II" a direct influence on "Steins;Gate", citing how it is just believable enough to feel real. For "Robotics;Notes", Mages cooperated with JAXA, the Japan Aerospace Exploration Agency, to bring further realism to the story. Due to the series' use of worldlines – alternative worlds – the developers make use of a correlation chart to track the events in the games' stories, which is updated whenever they create new entries in the series.


title: Science Adventure

text: Abo noted that while all the games are part of one series, their sound have different images; comparing them to weather, he called "Chaos;Head" rainy, "Steins;Gate" cloudy, "Robotics;Notes" clear weather, and "Chaos;Child" stormy. He used the same process for all of them when composing the music: he started by reading the story, to understand the setting and characters as well as possible, and writing down notes about the games' emotional flow and the situations that occur throughout the stories. Using these notes, he constructed musical worldviews for the games, with a lot of weight on his first impressions. This approach, while slower than just designating songs to different areas of a game, allowed him to compose higher-quality songs with a better relationship to the games' worldviews. He was given a lot of freedom when working on the series, and was able to make the music he wanted to make for it, something he enjoyed greatly. Abo also got to compose each game's theme song, and was especially happy with "Steins;Gate" theme song, "Gate of Steiner", which he aimed to represent the entirety of the game with.


title: Science Adventure

text: The "Science Adventure" series is partly the child of Infinity, a visual novel series primarily developed by the now-defunct company KID. It contains several references and similar themes, as well as a similar focus on science fiction elements. Some of the staff who worked with KID and the "Infinity" series, such as Naotaka Hayashi, Chiyomaru Shikura, and Takeshi Abo, came together to work on "Chaos;Head", and later, the rest of the "Science Adventure" series.


title: Science Adventure

text: The games have also received generally positive reviews, both in Japan and the West. Critics have enjoyed the story, the music and visuals, and the implementation of the gameplay elements within the visual novel presentation, although some have noted how it is complicated and difficult to unlock certain routes. "Anime News Network" wrote that the series has well-paced mysteries and uses creative concepts, but that the conclusions often are not as good as the set-ups.


title: Science Adventure

text: In 2009, "Steins;Gate" won "Famitsu" annual Game of Excellence award. "RPGFan" included "Steins;Gate" on a list over the 30 essential role-playing games of 2010–2015, calling it one of the best visual novels on the market. It was also nominated for the Golden Joystick Awards, for best handheld/mobile game of 2015.


title: Science Adventure

text: The "Science Adventure" series has been a commercial success for Mages, with the release of "Chaos;Head" and "Steins;Gate" helping establishing them as a game developer. In June 2011, "Steins;Gate" sales passed 300,000 copies sold, something Shikura noted as an achievement for its genre. A year later, he revealed that there had been more than 80,000 preorders for "Robotics;Notes", which was a large improvement compared to "Steins;Gate" original release. "Steins;Gate 0" similarly did well commercially, selling 100,000 copies during its first day, bringing the combined sales of all "Steins;Gate" games past one million copies. "Chaos;Child" original release, however, failed to chart on Media Create's weekly top 50 sales list in Japan, selling an estimated 1,415 copies.


title: Science Adventure

text: The English console releases of "Steins;Gate" performed "phenomenally" well, with a large majority of the sold copies being of the PlayStation Vita version; according to PQube's head of marketing, Geraint Evans, it was the game that made PQube break through and get noticed as a publisher. "Steins;Gate Elite" international PC release was among the best-selling new releases of the month on Steam.


title: Science Adventure

text: In addition to the games, the series has seen adaptations and spin-offs in several types of media, such as audio dramas, stage plays, light novels, and manga. There are also anime adaptations of the all four main series games – "Chaos;Head" (2008), "Steins;Gate" (2011), "Robotics;Notes" (2012–13), and "Chaos;Child" (2017) – and of "Occultic;Nine" (2016), as well as "Steins;Gate 0" (2018), a "final route" to the story of "Steins;Gate 0". The "Steins;Gate" anime series was followed by the anime film "" in 2013. A live action "Steins;Gate" television series is also in production by Skydance Television. There are several music albums featuring the games' original soundtracks, as well as albums featuring new arrangements.


title: Science Adventure

text: The "Steins;Gate" characters Kurisu Makise and Mayuri Shiina appear in the 2012 role-playing video game "Nendoroid Generation". Kurisu also appears as a playable character along with the "Chaos;Head" character Rimi Sakihata in the 2011 fighting game "Phantom Breaker", and along with the "Robotics;Notes" character Frau Koujiro in the 2013 game "". Multiple "Steins;Gate" characters also appear as bosses in the 2013 role-playing game "Divine Gate".


title: Science Adventure

text: "Our World is Ended" is a Japanese science fiction visual novel developed by Red Entertainment and published by PQube in North America and Europe for the Nintendo Switch, PlayStation 4, and Microsoft Windows in 2019. But, this updated version, dubbed "Judgement 7 - Our World is Ended" was published by Mages in Japan for the Nintendo Switch, PlayStation 4 in 2019. Mages advertises this game as a "Masterpiece for Science Adventure fans".


title: Teddy Ruxpin

text: Teddy Ruxpin is an animatronic children's toy in the form of a talking 'Illiop', a creature which looks like a bear. The toy's mouth and eyes move while he reenacts stories played on an audio tape cassette deck built into its back. It was created by Ken Forsse with later assistance by Larry Larsen and John Davies. Later versions have a digital cartridge in place of a cassette.


title: Teddy Ruxpin

text: At the peak of its popularity, Teddy Ruxpin became the best-selling toy of 1985 and 1986. During this time, Dalton Lampopoz, a renowned toy collector, hit the world record for most Teddy Ruxpins owned. The 2006 version was awarded the 2006 Animated Interactive Plush Toy of the Year award by "Creative Child Magazine". A cartoon based on the characters debuted in 1986. Teddy's extreme popularity in 1986 buoyed the controversial launch of the Nintendo Entertainment System, also distributed by Worlds of Wonder.


title: Teddy Ruxpin

text: Conventional Compact Cassettes carry two audio tracks for stereo sound reproduction. Teddy Ruxpin cassettes use the left track for audio and the right track for a control data stream. The data stream controls servomotors that move the eyes and mouth and can divert the audio signal to Grubby, the companion toy, by means of a proprietary cable. This allows the two to engage in pre-recorded interactions. Grubby only works with the original WoW version of Teddy Ruxpin.


title: Teddy Ruxpin

text: If a conventional audio cassette is played in either the second or third generation models of the original Teddy Ruxpin, this is detected and its right audio track is ignored and Teddy will not move. Early versions of the toy use three servo motors, but this was reduced to two and even one in later versions.


title: Teddy Ruxpin

text: After the September 1985 debut, various toy makers have produced Teddy Ruxpin over the years. The first was Worlds of Wonder from 1985 until its bankruptcy in 1988. The cut rights were then sold to Hasbro, and produced again from 1991 to 1996. Another version debuted in 1998 by Yes! Entertainment, and another version in 2006 by BackPack Toys, owned and operated by Robert Taylor. The most recent version was produced by Wicked Cool Toys.


title: Teddy Ruxpin

text: Shortly after his debut, Teddy Ruxpin was dubbed the "Official Spokesbear for the National Center for Missing and Exploited Children" in 1985.


title: Teddy Ruxpin

text: Teddy Ruxpin was launched in 1985 by toy manufacturer Worlds of Wonder. Then came the companion toy Grubby, different outfits for Teddy and Grubby, and several other non-animatronic companion toys and characters. This includes two different versions of the bird-like Fobs (one orange, one purple) that are hand puppets with a sock-like, extendable neck. Other hand puppets are the larger Wooly What's-It, three interchangeable Anythings (This, That, The Other), Tweeg, and L.B. The Bounder.


title: Teddy Ruxpin

text: Other items produced by Worlds of Wonder for Teddy Ruxpin are the Answer Box and Picture Show. Actress Joanna Kerns served as Teddy's spokesperson shortly after its introduction, while at the height of her fame as Maggie Seaver on the ABC-TV sitcom "Growing Pains".


title: Teddy Ruxpin

text: Teddy Ruxpin sales peaked in 1986. Worlds of Wonder launched a series of safety messages for children, with different partners including firefighters and the United States Lifesaving Association. WoW became the exclusive distributor for the launch of the smash hit Nintendo Entertainment System, based on leveraging the undeniable strength of Teddy Ruxpin and Lazer Tag.


title: Teddy Ruxpin

text: To retailers who were bitterly adamant against hearing the words "video game" after having survived the video game crash of 1983, WoW salesman Jim Whims distinctly recalled delivering an ultimatum: "If you want to sell Teddy Ruxpin and you want to sell Lazer Tag, you're gonna sell Nintendo as well. And if you feel that strongly about it, then you ought to just resign the line now." Historian Steven Kent wrote: "Anyone who wanted to sell Teddy Ruxpin and Lazer Tag, including Sears and Toys R Us, was going to hear about the Nintendo Entertainment System." WoW received windfall sales commissions from selling the NES, and $800 million in back orders for the Christmas season, mainly for Teddy Ruxpin and Lazer Tag.


title: Teddy Ruxpin

text: In 1987, Worlds of Wonder contracted with Wendy's restaurants to feature a Teddy Ruxpin themed Kid's Meal promotion. These are similar to the miniatures produced by Worlds of Wonder, except they are smaller and flocked. Teddy Ruxpin characters joined the Ice Capades program, which toured the country.


title: Teddy Ruxpin

text: In 1987 management staff of Worlds of Wonder grossly overestimated the popularity and inventory requirements of Teddy Ruxpin, which was actually in declining demand and was dwarfed by the NES. The excessive parts orders for making Teddy Ruxpin overextended the company's assets, and the situation was worsened when stock trades by company officers spooked investors.


title: Teddy Ruxpin

text: In response to devaluation, WoW issued Non-Investment Grade Bonds, commonly known as junk bonds, in an effort to buoy itself. Although there is some contention as to whether this strategy would have helped, the attempt was made moot by the 1987 stock market crash. Worlds of Wonder filed for bankruptcy protection and was liquidated in 1988. They went through a series of layoffs. The creditors continued to operate the company in receivership until finally closing in late 1990. By 1991, Worlds of Wonder had closed and the remaining assets were liquidated.


title: Teddy Ruxpin

text: In 1991, the Teddy Ruxpin toy line was bought by Hasbro, which produced him under their Playskool line until 1996 using the redesign that had been implemented by WoW. This design is smaller and uses cartridges that resemble 8-track tapes, instead of cassette tapes.


title: Teddy Ruxpin

text: In 1998, Yes! Entertainment brought Teddy Ruxpin back to stores for a third time. The toy's size is largely the same as the Playskool version. Yes! returned to using the standard cassette tapes. This venture was short-lived, however, as Yes! Entertainment's corporate management and financial troubles ultimately resulted in AlchemyII withdrawing the licensing for Teddy.


title: Teddy Ruxpin

text: During this production of Teddy Ruxpin, an "interactive video" model was released under the branding "TV Teddy". The TV Teddy system consists of a series of specially encoded VHS cassettes, an RF-transmitter that relays signals encoded on the video track to the animatronic toy, and an animatronic RF-receiver consisting of a loudspeaker, and two servos which provide much-simplified eye and mouth movements compared to both the WoW and Playskool versions.


title: Teddy Ruxpin

text: The VHS cassettes consist of original opening content specifically designed for Teddy to interact with, followed by previously-released Hi-Topps videos which are encoded with additional content for the animatronic toy. A small Beanie Baby version of the toy is boxed with the Yes! Teddy Ruxpin based on the popularity of Beanie Babies at the time.


title: Teddy Ruxpin

text: In 2005, BackPack Toys announced a fourth version of Teddy Ruxpin, which replaced the audio tapes with digital ROM cartridges.


title: Teddy Ruxpin

text: Wicked Cool Toys began the production of a new Teddy Ruxpin in late 2017. This Teddy Ruxpin does not come with physical cartridges, instead being programmed with 3 stories inside of the toy. The rest of the stories are available for purchase on a mobile app.


title: Teddy Ruxpin

text: In May 2018, Alchemy and The Jim Henson Company made a deal to make a new "Teddy Ruxpin" series, animated as digital puppetry, aimed at preschoolers.


title: Teddy Ruxpin

text: Worlds of Wonder created two devices that work only with Teddy Ruxpin: the Picture Show and Answer Box. Neither of these work with Grubby. The Picture Show cassettes use slide wheels, similar to the View Master:


title: Teddy Ruxpin

text: Phil Baron was the voice actor on all tapes and on the TV show "The Adventures of Teddy Ruxpin". He left the entertainment industry in the 1990s to become a cantor. Baron is currently the only voice actor officially associated with the property, as Teddy Ruxpin has been the only character in the storyline requiring updated voice recordings for new projects. The late Will Ryan voiced Grubby in the 1980s and returned as Grubby in the early 1990s for a musical project.


title: Teddy Ruxpin

text: The late Tony Pope was the original voice of Newton Gimmick. He and other AlchemyII voice actors in the 1980s did not reprise their roles in the television series because production was moved to Canada, starring John Stocker as Gimmick. Baron and Ryan have provided the voices of Teddy and Grubby, respectively, in every project from 1985 up until Ryan's death in 2021.


title: Teddy Ruxpin

text: Ryan voiced the character of Tweeg in the adventure series. John Koensgen voiced Tweeg for the television series. Russi Taylor and Katie Leigh did the voices of Leota the Woodsprite and Princess Aruzia, respectively, on the book-and-tapes. When the TV series was produced in Canada, Holly Larocque and Abby Hagyard took over the roles.


title: Teddy Ruxpin

text: "The Adventures of Teddy Ruxpin" is a television series that ran from 1986 to 1987. In it, Teddy Ruxpin leaves his homeland in Rillonia with his friend Grubby in search of adventure. They meet an inventor named Newton Gimmick, who accompanies them on their quest for the Treasure of Grundo. The trio unexpectedly find six crystals with different meanings and powers. These crystals enable the Monsters and Villains Organization (MAVO) to have absolute power over the land.


title: Teddy Ruxpin

text: Their leader, Quellor, wants to make sure that an Illiop never possesses the crystals. Elsewhere, a less pronounced threat routinely besieges the trio: the wannabe villain Jack W. Tweeg, a greedy troll intending to join MAVO. The sixty-five episode series unfolds gradually, as the trio meet interesting and often friendly creatures while visiting intriguing lands and going on wondrous adventures.


title: Teddy Ruxpin

text: At least two other companies (Vector Intercontinental and Veritel Learning Systems) produced tapes that work with the Teddy Ruxpin toy. Worlds of Wonder successfully sued them in 1986, claiming the effect these tapes had on Teddy were too similar to the results of playing the proprietary recordings, and the courts in Ohio and Texas ordered the infringing tapes off the market.


title: Teddy Ruxpin

text: "Brigsby Bear", a 2017 American film, featured an animatronic bear suit, similar to the one in the animatronic pilot for the Adventures of Teddy Ruxpin. In the plot of the film, the suit is used in the production of a children's television series. The suit's mouth and eyes move when it plays a tape, just like the original toy. It is shown accepting both compact cassette and VHS tapes, both technologies that the toy utilized.


title: Teddy Ruxpin

text: The 2019 comedy-horror film "Camp Wedding" featured a possessed Teddy Ruxpin toy as a central plot point. The prop was an authentic Teddy Ruxpin toy, modified to speak the lines, as well as to hide its logo. The toy is visible at the top of the film's poster.


title: 2021–22 Inter Milan season

text: The 2021–22 season was the 114th season in the existence of Inter Milan and the club's 106th consecutive season in the top division of Italian football. In addition to the domestic league, Inter participated in this season's editions of the Coppa Italia, the Supercoppa Italiana and the UEFA Champions League, winning the former two tournaments.


title: Montreal Metro

text: The Montreal Metro () is a rubber-tired underground rapid transit system serving Greater Montreal, Quebec, Canada. The metro, operated by the Société de transport de Montréal (STM), was inaugurated on October 14, 1966, during the tenure of Mayor Jean Drapeau.


title: Montreal Metro

text: It has expanded since its opening from 22 stations on two lines to 68 stations on four lines totalling in length, serving the north, east and centre of the Island of Montreal with connections to Longueuil, via the Yellow Line, and Laval, via the Orange Line.


title: Montreal Metro

text: The Montreal Metro is Canada's second busiest rapid transit system and North America's fourth busiest rapid transit system, behind the New York City Subway, the Mexico City Metro and the Toronto subway, delivering an average of daily unlinked passenger trips per weekday as of . In , trips on the Metro were completed. According to the STM, the Metro system had transported over 7 billion passengers as of 2010. With the Metro and the REM, Montreal has built one of North America's largest urban rapid transit schemes, attracting the second-highest ridership per capita behind New York City.


title: Montreal Metro

text: Urban transit began in Montreal in 1861 when a line of horse-drawn cars started to operate on Craig (now St-Antoine) and Notre-Dame streets. Eventually, as the city grew, a comprehensive network of streetcar lines provided service almost everywhere. But urban congestion started to take its toll on streetcar punctuality, so the idea of an underground system was soon considered.


title: Montreal Metro

text: In 1902, as European and American cities were inaugurating their first subway systems, the federal government created the Montreal Subway Company to promote the idea in Canada.


title: Montreal Metro

text: Starting in 1910, many proposals were tabled but the Montreal Metro would prove to be an elusive goal. First, the Montreal Street Railway Company, the Montreal Central Terminal Company and the Montreal Underground and Elevated Railway Company undertook fruitless negotiations with the city. Then a year later, the Comptoir Financier Franco-Canadien and the Montreal Tunnel Company proposed tunnels under the city centre and the Saint-Lawrence River to link the emerging South Shore neighbourhoods but faced the opposition of railway companies. The Montreal Tramways Company (MTC) was the first to receive the approval of the provincial government in 1913 and four years to start construction. The reluctance of elected city officials to advance funds foiled this first attempt.


title: Montreal Metro

text: The issue of a subway remained present in the newspapers but World War I and the following recession hitting Montreal prevented any execution. The gradual return of the financial health during the 1920s brought the MTC project back and attracted support from the Premier of Quebec. The Great Depression, indebting Montreal again and atrophying its streetcars attendance, overcame this new attempt and the next devised by Mayor Camillien Houde in 1939 as a way to provide work for the jobless masses.


title: Montreal Metro

text: World War II and the war effort in Montreal resurrected trams crowding. In 1944, the MTC proposed a two-line network, one line running underneath Saint Catherine Street, the other under Saint Denis and Notre-Dame and Saint Jacques Streets. In 1953 the newly formed public Montreal Transportation Commission replaced streetcars by buses and proposed a single subway line reusing the 1944 plans and extending it all the way to Boulevard Crémazie, right by the D'Youville maintenance shops. By this point, construction was already well underway on Canada's first subway line in Toronto under Yonge Street, which would be opened in 1954. Still, Montreal councillors remained cautious and no work was initiated. For some of them, including Jean Drapeau during its first municipal term, public transit was a thing of the past.


title: Montreal Metro

text: In 1959, a private company, the Société d'expansion métropolitaine, offered to build a rubber-tired metro but the Transportation Commission wanted its own network and rejected the offer. This was the last missed opportunity, for the re-election of Jean Drapeau as mayor and the arrival of his right-hand man, Lucien Saulnier, changed everything. In the early 1960s, the western world experienced an economic boom and Quebec underwent its Quiet Revolution. From August 1, 1960, many municipal services were reviewing the project and on November 3, 1961, the Montreal City Council voted appropriations amounting to $132 million ($1.06 billion in 2016) to construct and equip an initial network in length.


title: Montreal Metro

text: The 1961 plan reused several previous studies and planned three lines carved into the rock under the city centre to the most populated areas of the city. The Montreal Metro was inspired by the Paris Métro, which is clearly seen in the Metro's station design and rolling stock.


title: Montreal Metro

text: The main line, or Line 1 (Green Line) was to pass between the two most important arteries, Saint Catherine and Sherbrooke streets, more or less under the De Maisonneuve Boulevard. It would extend between the English-speaking west at Atwater station and French-speaking east at . Line 2 (Orange Line) was to run from north of the downtown, from Crémazie station through various residential neighbourhoods to the business district at Place-d'Armes station.


title: Montreal Metro

text: Construction of the first two lines began May 23, 1962, under the supervision of the Director of Public Works, Lucien L'Allier. On June 11, 1963, the construction costs for tunnels being lower than expected, Line 2 (Orange Line) was extended by two stations at each end and the new termini became the and stations. The project, which employed more than 5,000 workers at its height, and cost the lives of 12 of them, ended on October 14, 1966. The service was opened gradually between October 1966 and April 1967 as the stations were completed.


title: Montreal Metro

text: A third line was planned. It was to use Canadian National Railway (CN) tracks passing under the Mount Royal to reach the northwest suburb of Cartierville from the city centre. Unlike the previous two lines, trains were to be partly running above ground. Negotiations with the CN and municipalities were stalling as Montreal was chosen in November 1962 to hold the 1967 Universal Exposition (Expo 67). Having to make a choice, the city decided that a number 4 line (Yellow Line) linking Montreal to the South Shore suburbs following a plan similar to those proposed early in the 20th century was more necessary.


title: Montreal Metro

text: Line 3 was never built and the number was never used again. The railway, already used for a commuter train to the North Shore at Deux-Montagnes, was completely renovated in the early 1990s and effectively replaced the planned third line. The next line would thus be numbered 5 (Blue Line). Subsequently, elements of the line, particularly the Deux-Montagnes commuter train, became the first line of the Réseau Express Métropolitain.


title: Montreal Metro

text: The Montreal municipal administration asked municipalities of the South Shore of the Saint Lawrence River which one would be interested in the Metro and Longueuil got the link. Line 4 (Yellow Line) would therefore pass under the river, from Berri-de-Montigny station, junction of Line 1 (Green Line) and Line 2 (Orange Line), to Longueuil. A stop was added in between to access the site of Expo 67, built on two islands of the Hochelaga Archipelago in the river. Saint Helen's Island, on which the station of the same name was built, was massively enlarged and consolidated with several nearby islands (including Ronde Island) using backfill excavated during the construction of the Metro. Notre Dame Island, adjacent, was created from scratch with the same material. Line 4 (Yellow Line) was completed on April 1, 1967, in time for the opening of the World's Fair.


title: Montreal Metro

text: The first Metro network was completed with the public opening of Line 4 (Yellow Line) on April 28, 1967. The cities of Montreal, Longueuil and Westmount had assumed the entire cost of construction and equipment of $213.7 million ($1.6 billion in 2016). Montreal became the seventh city in North America to operate a subway. The 1960s being very optimistic years, Metro planning did not escape the general exuberance of the time, and a 1967 study ″Horizon 2000″ imagined a network of of tunnels for the year 2000.


title: Montreal Metro

text: In 1970, the Montreal Urban Community (MUC) was created. This group was made of municipalities that occupy the Island of Montreal and the city of Montreal was the biggest participant. MUC's mission was to provide standardized services at a regional level, one of them being transportation. The MUC Transportation Commission was thus created at the same time to serve as prime contractor for the Metro extensions. It merged all island transport companies and became the Société de transport de la communauté urbaine de Montréal (STCUM) in 1985 and then the Société de transport de Montréal (STM) in 2002.


title: Montreal Metro

text: The success of the Metro increased the pressure to extend the network to other populated areas, including the suburbs on the Island of Montreal. After being awarded, in May 1970, the 1976 Summer Olympics, a loan of $430 million ($2.7 billion in 2016) was approved by the MUC on February 12, 1971, to fund the extensions of Line 1 (Green Line) and Line 2 (Orange Line) and the construction of a transverse line: Line 5 (Blue Line). The Government of Quebec agreed to bear 60% of the costs.


title: Montreal Metro

text: The work on the extensions started October 14, 1971, with Line 1 (Green Line) towards the east to reach the site where the Olympic Stadium was to be built and Autoroute 25 ( station) that could serve as a transfer point for visitors arriving from outside. The extensions were an opportunity to make improvements to the network, such as new trains, larger stations and even semi-automatic control. The first extension was completed in June 1976 just before the Olympics. Line 1 (Green Line) was later extended to the southwest to reach the suburbs of Verdun and LaSalle with the as the terminus station, named after the park and zoo. This station opened in September 1978.


title: Montreal Metro

text: In the process, further extensions were planned and in 1975 spending was expected to reach reached $1.6 billion ($7.3 billion in 2016). Faced with these soaring costs, the Government of Quebec declared a moratorium May 19, 1976, to the all-out expansion desired by Mayor Jean Drapeau. Tenders were frozen, including those of Line 2 (Orange Line) after the station and those of Line 5 (Blue Line) whose works were yet already underway. A struggle then ensued between the MUC and the Government of Quebec as any extension could not be done without the agreement of both parties. The Montreal Transportation Office may have tried to put the government in front of a "fait accompli" by awarding large contracts to build the tunnel between station and the Bois-Franc station just before the moratorium was in force.


title: Montreal Metro

text: In 1977, the newly elected government partially lifted the moratorium on the extension of Line 2 (Orange Line) and the construction of Line 5 (Blue Line).


title: Montreal Metro

text: Line 2 (Orange Line) was gradually extended westward to station in 1980 and to station in 1981. As the stations were completed, the service was extended. In December 1979 Quebec presented its "integrated transport plan" in which Line 2 (Orange Line) was to be tunnelled to Du Collège station and Line 5 (Blue Line) from station to Anjou station. The plan proposed no other underground lines as the government preferred the option of converting existing railway lines to overground Metro ones. The mayors of the MUC, initially reluctant, accepted this plan when Quebec promised in February 1981 to finance future extensions fully. The moratorium was then modestly lifted on Line 2 (Orange Line) that reached Du Collège station in 1984 and finally station in 1986. This line took the shape of an "U" linking the north of the island to the city centre and serving two very populous axes.


title: Montreal Metro

text: The various moratoriums and technical difficulties encountered during the construction of the fourth line stretched the project over fourteen years. Line 5 (Blue Line), which runs through the centre of the island of Montreal, crossed the east branch of Line 2 (Orange Line) at the station in 1986 and its west branch at the Snowdon) station in 1988. Because it was not crowded, the STCUM at first operated Line 5 (Blue Line) weekdays only from 5:30 am to 7:30 pm and was circulating only three-car trains instead of the nine car trains use on the other lines. Students from the University of Montreal, the main source of customers, obtained extension of the closing time to 11:10 pm and then 0:15 am in 2002.


title: Montreal Metro

text: In the late 1980s, the original network length had nearly quadrupled in twenty years and exceeded that of Toronto, but the plans did not stop there. In its 1983–1984 scenario, the MUC planned a new underground Metro Line 7 (White Line) ( station to Montréal-Nord) and several surface lines numbered Line 6 (Du College station to Repentigny), Line 8 ( station to Pointe-aux-Trembles), Line 10 (Vendome station to Lachine) and Line 11 ( station LaSalle). In 1985, a new government in Quebec rejected the project, replacing the Metro lines by commuter train lines in its own 1988 transport plan. Yet the provincial elections of 1989 approaching, the Line 7 (White Line) project reappeared and the extensions of Line 5 (Blue Line) to Anjou ("Pie-IX", "Viau", "Lacordaire", "Langelier" and "Galeries d'Anjou") and Line 2 (Orange Line) northward ("Deguire"/"Poirier", "Bois-Franc" and "Salaberry") were announced.


title: Montreal Metro

text: At the beginning of the 1990s, there was a significant deficit in public finances across Canada, especially in Quebec, and an economic recession. Metro ridership decreased and the Government of Quebec removed subsidies for the operation of urban public transport. Faced with this situation, the extensions projects were put on hold and the MUC prioritized the renovation of its infrastructures.


title: Montreal Metro

text: In 1996, the Government of Quebec created a supra-municipal agency, the "Agence métropolitaine de transport" (AMT), whose mandate is to coordinate the development of transport throughout the Greater Montreal area. The AMT was responsible, among others, for the development of the Metro and suburban trains.


title: Montreal Metro

text: On June 1, 2017, the AMT was disbanded and replaced by two distinct agencies by the Loi 76 (English: Bill 76), the Autorité régionale de transport métropolitain (ARTM), mandated to manage and integrate road transport and public transportation in Greater Montreal; and the Réseau de transport métropolitain (RTM, publicly known as exo), which took over all operations from the former Agence métropolitaine de transport. RTM now operates Montreal's commuter rail and metropolitan bus services, and is the second busiest such system in Canada after Toronto's GO Transit.


title: Montreal Metro

text: Announced in 1998 by the STCUM, the project to extend Line 2 (Orange) past the Henri-Bourassa terminus to the city of Laval, passing under the Rivière des Prairies, was launched March 18, 2002. The extension was decided and funded by the Government of Quebec. The AMT received the mandate of its implementation but the ownership and operation of the line stayed with the "Société de transport de Montréal" (STCUM successor). The work completed, opening to the public happened April 28, 2007. This extension added to the network and three stations in Laval (, De la Concorde and Montmorency). As of 2009, ridership increased by 60,000 a day with these new stations.


title: Montreal Metro

text: Since 2004, most of the STM's investments have been directed to rolling stock and infrastructure renovation programs. New trains (MPM-10) have been delivered, replacing the older MR-63 trains. Tunnels are being repaired and several stations, including , have been several years in rehabilitation. Many electrical and ventilation structures on the surface are in 2016 completely rebuilt to modern standards. Station accessibility has also been improved, with over 20 of the 68 stations having elevators installed since 2007.


title: Montreal Metro

text: In December 2011, the AMT proposed its "Vision 2020" plan expanding the Line 5 (Blue) towards the borough of Anjou and Line 2 (Orange) towards train station. On September 20, 2013, the "Société de transport de Montréal" (STM) and provincial government announced the extension of the Line 5 east as far as Anjou with five new stations. After the Parti Québécois lost the 2014 provincial election, the future of the Blue Line extension came into question. The successor Liberal government had expressed interest in extending mass transit to the Airport and implementing a light rail line on the new Champlain Bridge under construction. The project could cost up to $3 billion based on a February 2016 reassessment. Because of funding for infrastructure promised by the federal government in 2015, the Blue Line project remains a priority, according to Quebec and the STM. In April 2018, the successor Liberal government, along with the Federal government, announced firm plans for the Anjou extension. Construction on the Blue Line extension was slated to begin in 2021, with a completion date in 2026; however, ballooning costs and delays put the project on hold. In 2021, it was reported land expropriations had increased the estimated cost over $6billion and would push its completion date to 2028 or later, temporarily putting the project's future in doubt.


title: Montreal Metro

text: In 2017, Valérie Plante proposed the Pink Line as part of her campaign for the office of Mayor of Montreal. The new route would have had 29 stations and would have primarily linked northeastern Montreal with the Downtown areas, as well as the western end of NDG and Lachine. The project has since been added to Quebec's 10-year infrastructure plan, and feasibility studies for the line's western section began in June 2021.


title: Montreal Metro

text: The Montreal Metro consists of four lines, which are usually identified by their colour or terminus station. The terminus station in the direction of travel is used to differentiate between directions.


title: Montreal Metro

text: The Yellow Line is the shortest line, with three stations, built for Expo 67. Metro lines that leave the Île de Montréal are the Orange Line, which continues to Laval, and the Yellow Line, which continues to Longueuil.


title: Montreal Metro

text: Metro service starts at 05:30, and the last trains start their run between 00:30 and 01:00 on weekdays and Sunday, and between 01:00 and 01:30 on Saturday. During rush hour, there are two to four minutes between trains on the Orange and Green Lines. The frequency decreases to 12 minutes during late nights.


title: Montreal Metro

text: The "Société de transport de Montréal" (STM) operates Metro and bus services in Montreal, and transfers between the two are free inside a 120-minute time frame after the first validation.


title: Montreal Metro

text: On July 1, 2022, the ARTM reorganized its fare system into 4 zones: A, B, C, and D. The island of Montreal was placed in zone A and fares for zones B, C and D can be bought separately or together. The Metro fares are fully integrated with the Exo commuter rail system, which links the metropolitan area to the outer suburbs via six interchange stations (, , , De la Concorde, , and Parc) and the réseau express métropolitain (REM), scheduled to open in the second quarter of 2023. The fares for Exo, the REM and the Metro for zone A are only valid on the island of Montreal. In order to take the Exo, REM or Metro trains from Montreal to Laval (zone B), you must have the corresponding fares for that zone; for example, an all modes AB fare.


title: Montreal Metro

text: Fare payment is via a barrier system accepting magnetic tickets and RFID-like contactless cards. A rechargeable contactless smart card called "OPUS" was unveiled on April 21, 2008; it provides seamless integration with other transit networks of neighbouring cities by being capable of holding multiple transport tickets: tickets, books or subscriptions, a subscription for Montreal only and commuter train tickets. Moreover, unlike the magnetic stripe cards, which had been sold alongside the new OPUS cards up until May 2009, the contactless cards are not at risk of becoming demagnetized and rendered useless and do not require patrons to slide them through a reader.


title: Montreal Metro

text: Since 2015, customers have been able to purchase an OPUS card reader to recharge their personal card online from a computer. In 2016, the STM is developing a smart phone application featuring NFC technology, which could replace the OPUS card.


title: Montreal Metro

text: Metro stations are equipped with MétroVision information screens displaying advertising, news headlines from the RDI, and MétéoMédia weather information, as well as STM-specific information regarding service changes, service delays and other information about using the system. By the end of 2014, the STM had installed screens in all 68 stations. Berri–UQAM station was the first station to have these screens installed.


title: Montreal Metro

text: Montreal Metro ridership has more than doubled since it opened: the number of passengers increased from 136 million in 1967 to 357 million in 2014. Montreal has one of North America's busiest public transportation systems with, after New York, the largest number of users compared to its population. However, this growth was not continuous: in the late 1960s and early 1990s, ridership declined during some periods. From 1996 to 2015, the number of passengers grew. Today, portions of the busiest lines, such as Line 1 between Berri–UQAM and McGill stations and Line 2 between Jean-Talon and Champ-de-Mars, experience overcrowding during peak hours. It is not uncommon for travellers in these sections to let several trains pass before being able to board. Conditions at these stations worsen in summer because of the lack of air conditioning and heat generated by the trains.


title: Montreal Metro

text: In 2014, the five most popular stations (in millions of inbound travellers) were (12.8), (11.1), (8.1), (8.1) and (7.6); all of these but Côte-Vertu are located downtown. The least busy station is , with 773,078 entries in 2011.


title: Montreal Metro

text: The network operations funding (maintenance, equipment purchase and salaries) is provided by the STM. Tickets and subscriptions cover only 40% of the actual operational costs, with the shortfall offset by the urban agglomeration of Montreal (28%), the Montreal Metropolitan Community (5%) and the Government of Quebec (23%).


title: Montreal Metro

text: The STM does not keep separate accounts for Metro and buses services, therefore the following figures include both activities. In 2016, direct operating revenue planned by the STM totalled $667 million. To compensate for the reduced rates, the city will pay $513 million plus $351 million from Quebec. For a budget of $1.53 billion, salaries account for 57% of expenditures, followed in importance by financial expenses (22%) resulting from a 2.85 billion debt. For the Metro only, wages represented 75% of the $292 million operating costs, before electricity costs (9%).


title: Montreal Metro

text: Heavy investment (network extensions) is entirely funded by the provincial government. Renovations and service improvements are subsidized up to 100% by the Government of Canada, the province and the urban agglomeration. For example, 74% of the rolling stock replacement cost is paid for by Quebec while 33% of the bill for upgrades to ventilation structures is covered by the federal government. Small investments to maintain the network in working order remain entirely the responsibility of the STM.


title: Montreal Metro

text: Montreal Metro facilities are patrolled daily by 155 STM inspectors and 115 agents of the Montreal Police Service (SPVM) assigned to the subway. They are in contact with the command centre of the Metro which has 2,000 cameras distributed on the network, coupled with a computerized visual recognition system.


title: Montreal Metro

text: On station platforms, emergency points are available with a telephone connected to the command centre, an emergency power supply cut-off switch and a fire extinguisher. The power supply system is segmented into short sections that can be independently powered, so that following an incident a single train can be stopped while the others reach the nearest station.


title: Montreal Metro

text: In tunnels, a raised path at trains level facilitates evacuation and allows people movement without walking on the tracks. Every 15 meters, directions are indicated by illuminated yellow signs. Every 150 meters, emergency stations with telephones, power switches and fire hoses can be found. At the ventilation shafts locations in the old tunnels or every 750 meters in recent tunnels sections (Laval), emergency exits reach the surface.


title: Montreal Metro

text: On the surface, blue fire hydrants in the streets are dry risers connected to the Metro fire control system. If a fire breaks out in tunnels, firefighters connect the red fire hydrant with the blue terminals to power the subway system. This decoupling prevents accidental flooding.


title: Montreal Metro

text: The design of the Metro was heavily influenced by Montreal's winter conditions. Unlike other cities' subways, nearly all station entrances in Montreal are set back from the sidewalk and completely enclosed; usually in small, separate buildings or within building facades. They are equipped with swivelling "butterfly" doors meant to mitigate the wind caused by train movements that can make doors difficult to open. The entire system runs underground and some stations are directly connected to buildings, making the Metro an integral part of Montreal's Underground City.


title: Montreal Metro

text: The network has 68 stations, four of which have connections between Metro lines, and five connect to the commuter train network. They are mostly named after streets adjacent to them.


title: Montreal Metro

text: The average distance between stations is , with a minimum in the city centre between and stations and a maximum between and stations of . Average station depth is . The deepest station of the network, , has its bound platform located underground. The shallowest stations are and Longueuil-Université-de-Sherbrooke terminus, below surface.


title: Montreal Metro

text: Platforms, long and at least wide, are positioned on either sides of the tracks except in the , and stations, where they are superimposed to facilitate transfers between lines in certain directions. and De l'Eglise stations are designed with bunk platforms for engineering reasons, the basement rock in their area (shales) being too brittle for a station with more footprint. The terminus stations of future extensions could be equipped with central platforms to accommodate a turning loop.


title: Montreal Metro

text: The Montreal Metro is renowned for its architecture and public art. Under the direction of Drapeau, a competition among Canadian architects was held to decide the design of each station, ensuring that every station was built in a different style by a different architect. Several stations, such as , are important examples of modernist architecture, and various system-wide design choices were informed by the International Style. However, numerous interventions, such as the installation of public telephones and loudspeakers, with visible wiring, have had a significant impact on the elegance of many stations.


title: Montreal Metro

text: Along with the Stockholm metro, Montreal pioneered the installation of public art in the Metro among capitalist countries, a practice that beforehand was mostly found in socialist and communist nations (the Moscow Metro being a case in point). More than fifty stations are decorated with over one hundred works of public art, such as sculpture, stained glass, and murals by noted Quebec artists, including members of the famous art movement, the "Automatistes".


title: Montreal Metro

text: Some of the most important works in the Metro include the stained-glass window at station, the masterpiece of major Quebec artist Marcelle Ferron; and the Guimard entrance at Square-Victoria-OACI station, largely consisting of parts from the famous entrances designed for the Paris Métro, on permanent loan since 1966 by the RATP to commemorate its cooperation in constructing the Metro. Installed in 1967 (the 100th anniversary of Hector Guimard's birth), this is the only authentic Guimard entrance in use outside Paris.


title: Montreal Metro

text: The Montreal Metro was a late adopter of accessibility compared to many metro systems (including those older than the Metro), much to the dismay and criticism of accessibility advocates in Montreal. The first accessible stations on the system were the three stations in Laval, , De la Concorde and , which opened in 2007 as part of the Orange Line extension. Four existing stations, , , and had been made accessible between 2009 and 2010.


title: Montreal Metro

text: , there are 24 accessible stations on the system, most of which are on the Orange Line. All interchange stations between subway lines are accessible, but is currently accessible for the Orange and Green lines. From May 2022, work is underway at Berri–UQAM to make the station fully accessible.


title: Montreal Metro

text: The lack of elevators at , the station serving the new McGill University Health Centre mega-hospital, was frequently highlighted. It was decided that retrofitting the existing entrance building for elevators would be prohibitively expensive. As a result, in December 2015, the Quebec government announced funding for the construction of a second entrance building for the station, to include a direct underground connection to the hospital and to render the station wheelchair accessible. Construction began in late 2017; the new accessible facilities opened for both Metro and commuter rail on May 31, 2021.


title: Montreal Metro

text: The Montreal Metro aims to have over 30 accessible stations by 2025, and expects all subway stations to be accessible in 2038. By comparison, the Toronto subway (first opened in 1954) will be fully accessible by 2025, and the majority of Vancouver SkyTrain stations have been accessible from its opening in 1985 (save for Granville station, which became accessible in 2006).


title: Montreal Metro

text: The Montreal Metro's car fleet uses rubber tires instead of steel wheels. As the Metro runs entirely underground, the cars and the electrical system are not weatherproof. The trains are wide, narrower than the trains used by most other North American subway systems. This narrow width allowed the use of single tunnels (for both tracks) in construction of the Metro lines.


title: Montreal Metro

text: The first generation of rolling stock in Montreal went beyond just adopting the MP 59 car from the Paris Métro. North American cities building metro systems in the 1960s and 1970s (Washington, D.C., San Francisco and Atlanta) were in search of modern rolling stock that not only best fit their needs but also encompassed a change in industrial design that focused on the aesthetics and performances. Until June 2018, some of the Montreal trains were among the oldest North American subway trains in service – the Canadian Vickers MR-63 dating back to the system's opening in 1966 – but extended longevity is expected of rolling stock operated under fully sheltered conditions.


title: Montreal Metro

text: Unlike the subway cars of most metro systems in North America, but like those in most of Europe, Montreal's cars do not have air conditioning. In summer, the lack of cooled air can make trips uncomfortable for passengers. The claim, stated by the STM, is that with the Metro being built entirely underground, air conditioning would heat the tunnels to temperatures that would be too hot to operate the trains.


title: Montreal Metro

text: Montreal's Metro trains are made of low-alloy high-tensile steel, painted blue with a thick white stripe running lengthwise. Trains are assembled in three-, six- or nine-car lengths. Each three-car segment element consists of two motor cab cars encompassing a trailer car (M-T-M). Each car is wide and has three (MPM-10) or four (MR-63, MR-73) wide bi-parting leaf doors on each side for rapid passenger entry and egress. Design specifications called for station dwell times of typically 8 to 15 seconds. In response to overcrowding on the Orange Line, a redesign of the MR-73 cars removed some seats to provide more standing room. The newest Alstom–Bombardier MPM-10 trains are open-gangway, allowing passengers to move between cars once on board such that the passenger load is more evenly distributed.


title: Montreal Metro

text: Each car has two sets of bogies (trucks), each with four sets of support tires, guide tires and backup conventional steel wheels. The motor cars' bogies each have two direct-current traction motors coupled to reduction gears and differentials. Montreal's Metro trains use electromagnetic brakes, generated by the train's kinetic energy until it has slowed down to about . The train then uses composite brake blocks made of yellow birch injected with peanut oil to bring it to a complete stop. Two sets are applied against the treads of the steel wheels for friction braking. Hard braking produces a characteristic burnt popcorn scent. Wooden brake shoes perform well, but if subjected to numerous high-speed applications they develop a carbon film that diminishes brake performance. The rationale for using wooden brake shoes soaked in peanut oil was health concernsthe use of wooden brake shoes avoids releasing metal dust into the air upon braking. It also reduces screeching noise when braking and prolongs the life of steel wheels.


title: Montreal Metro

text: Rubber tires on the Montreal Metro transmit minimal vibration and help the cars go uphill more easily and negotiate turns at high speeds. However, the advantages of rubber tires are offset by noise levels generated by traction motors which are noisier than the typical North American subway car. Trains can climb grades of up to 6.5% and economize the most energy when following a humped-station profile (track profiles that descend to accelerate after leaving a station and climb before entering the station). Steel-wheel train technology has undergone significant advances and can better round tight curves, and climb and descend similar grades and slopes but despite these advances, steel-wheel trains still cannot operate at high speeds () on the same steep or tightly curved track profiles as a train equipped with rubber tires.


title: Montreal Metro

text: The release of the MR-73 generation of Metro cars introduced three audible tones heard when departing, generated by chopper circuitry. The chopper circuitry incrementally increases the traction power fed to the trains' traction motors when accelerating from a stop, allowing trains to start smoothly and avoid overloads. The final tone is present throughout the train ride on MR-73s but is not heard at higher speeds because of ambient noise. Equipment on the newest generation of Metro cars does not produce the audible tones when accelerating, though a recording of similar tones is played as an auditory signal in advance of door closure, referred to as the "dou-dou-dou" door closing signal in a 2010 STM advertising campaign. The three tones are essentially the same as the iconic first three trumpet notes from Aaron Copland's musical piece "Fanfare for the Common Man".


title: Montreal Metro

text: All lines but the Yellow Line are equipped with automatic train control. Generally, the train operator does the closing of doors and starts the DA (Départ automatique, automatic departure), and then the train drives itself. The train operator can also drive the train manually at their discretion. Signalling is effected through coded pulses sent through the rails. Coded speed orders and station stop positions transmitted through track beacons are captured by beacon readers mounted under the driver cabs. The information sent to the train's electronic modules conveys speed information, and it is up to the train automatic control system computer to conform to the imposed speed. Additionally, the train computer can receive energy-saving instructions from track beacons, providing the train with four different economical coasting modes, plus one mode for maximum performance. In case of manual control, track speed is displayed on the cab speedometer indicating the maximum permissible speed. The wayside signals consist of point (switch/turnout) position indicators in proximity to switches and inter-station signalling placed at each station stop. Trains often reach their maximum speed of in 16 to 26 seconds depending on grade and load.


title: Montreal Metro

text: Trains are programmed to stop at certain station positions with a precise odometer (accurate to plus or minus five centimetres, 2"). They receive their braking program and station stop positions orders (one-third, two-thirds, or end of station) from track beacons prior to entering the station, with additional beacons in the station for ensuring stop precision. The last beacon is positioned at precisely 12 turns of wheels from the end of the platform, which help improve the overall precision of the system.


title: Montreal Metro

text: Trains draw current from two sets of 750-volt direct current guide bar/third rails on either side of each motor car. Nine-car trains draw large currents of up to 6,000 amperes, requiring that all models of rolling stock have calibrated traction motor control systems to prevent power surges, arcing and breaker tripping. Both models have electrical braking (using motors) to assist primary friction braking, reducing the need to replace the brake pads.


title: Montreal Metro

text: Idle trains are stored in four garages: Angrignon, Beaugrand, Saint-Charles and Montmorency. A fifth is under construction. Except Angrignon, they are all underground and can accommodate around 46% of the rolling stock. Remaining trains are parked in terminus tail tracks.


title: Montreal Metro

text: Rolling stock maintenance is effected in four facilities in three locations. Two small tracks are located at Montmorency and Beaugrand garages, and two large are at the Plateau d'Youville facility. A fifth facility is under construction at the Cote-Vertu garage.


title: Montreal Metro

text: The only repair facility for the Montreal Metro is Plateau d'Youville, located at the intersection of Crémazie (part of Trans-Canada Highway) and Saint-Laurent Boulevards. Built alongside the first segment and launched in October 1966, it is a large above-ground facility that provides repair of Metro cars and is the main base for the track assembly workshops (where track sections are pre-assembled prior to installation). The two-way service tunnel connecting the network to the Youville portal gate is found between Crémazie and Sauvé stations.


title: Montreal Metro

text: On June 12, 2008, the City of Montreal released its overall transportation plan for the immediate future. On April 9, 2018, construction on the Blue Line's five new stations was announced and began in 2021. The following projects were given priority status in the overall transportation scheme:


title: Montreal Metro

text: In the long term, a new extension of the Yellow Line from Berri–UQAM is being studied that would go to station to ease congestion on that part of the Green Line.


title: Montreal Metro

text: In 2006 and 2007, Montreal's West Island newspapers discussed plans to extend the Blue Line from into the Notre-Dame-de-Grâce area of Montreal, as depicted in its original design.


title: Montreal Metro

text: In 2001, the Réseau de transport de Longueuil (RTL) has considered an extension of the Yellow Line with four new stations ("Vieux-Longueuil", "Gentilly", "Curé-Poirier/Roland-Therrien" and "Jacques-Cartier/De Mortagne") beyond , under the city of Longueuil to Collège Édouard-Montpetit but their priority was switched to the construction of the proposed light rail project in the Champlain bridge corridor. In 2008, Longueuil Mayor Claude Gladu brought the proposal back to life.


title: Montreal Metro

text: A 2006 study rejected the possibility and cost of an extension from station to the City of Brossard on the south shore of Montreal as an alternative to the proposed light rail project in the Champlain bridge corridor.


title: Montreal Metro

text: In 2012, the AMT study "Vision 2020", proposed extending the Yellow Line under Longueuil with six new stations.


title: Montreal Metro

text: On July 22, 2007, the mayor of Laval, Gilles Vaillancourt, with the ridership success of the current Laval extension, announced his wish to loop the Orange Line from to stations with the addition of six (or possibly seven) new stations (three in Laval and another three in Montreal). He proposed that Transports Quebec, the provincial transport department, set aside $100 million annually to fund the project, which is expected to cost upwards of $1.5 billion.


title: Montreal Metro

text: On May 26, 2011, Vaillancourt, after the successful opening of highway 25 toll bridge in the eastern part of Laval, proposed that Laval develop its remaining territories with a transit-oriented development (TOD) build around five new Metro stations: four on the west branch ("Gouin", "Lévesque", "Notre-Dame" and "Carrefour") of the Orange Line and one more on the east branch ("De l'Agora"). The next to last station on the west branch would act as a corresponding station between the east and the west branches of the line.


title: Montreal Metro

text: In the early years of the Montreal Metro's life, a unique mode of advertising was used. In some downtown tunnels, cartoons depicting an advertiser's product were mounted on the walls of the tunnel at the level of the cars' windows. A retail film processing outfit called Direct Film advertised on the north wall in the Westbound track of the Guy (now Guy–Concordia)-to-Atwater Station (Green Line) during 1967–1969. Strobe lights, aimed at the frames of the cartoon and triggered by the passing train, sequentially illuminated the images so that they appeared to the viewer (passenger) on the train as a movie. Today known as "tunnel movies" or "tunnel advertising", they have been installed in many cities' subways around the world in recent years, for example in the Southgate tube station in London and the MBTA Red Line in Boston.


title: Demi-Gods and Semi-Devils

text: Demi-Gods and Semi-Devils is a wuxia novel by Jin Yong (Louis Cha). It was first serialised concurrently from 3 September 1963 to 27 May 1966 in the newspapers "Ming Pao" in Hong Kong and "Nanyang Siang Pau" in Singapore. It has been adapted into films and television series in Hong Kong, Taiwan and Mainland China numerous times since the 1970s. Set in 11th-century China, the plot is made up of separate yet intertwining storylines revolving around three protagonists – Qiao Feng, Duan Yu and Xuzhu – and other characters from various empires (Song, Liao, Dali, Western Xia and Tibet) and martial arts sects. The novel examines the cause and effect that form and break the inherent bonds underlying each major character's struggles on five uniquely corresponding levels: self, family, society, ethnic group, and country (dominion).


title: Demi-Gods and Semi-Devils

text: The novel's Chinese title is a reference to the eight races of demi-gods and semi-devils described in Buddhist cosmology as the major characters are based on the eight races. In Buddhism, these demi-gods and semi-devils are markedly different from the human race but are still bound to Saṃsāra by their own desires. Jin Yong originally modelled each major character after one of the races but, as he continued writing, the complexity of the story made it impossible for such a simplistic mapping. The novel's title has been a challenge for translators for years before it was decided to be "Demi-Gods and Semi-Devils". An alternative English title is "Eight Books of the Heavenly Dragon".


title: Demi-Gods and Semi-Devils

text: The plot is made up of separate yet intertwining storylines revolving around three protagonists – Qiao Feng, Duan Yu and Xuzhu – who become sworn brothers in chapter 41. The complex narrative switches from the initial perspective of Duan Yu to those of the other main characters and back.


title: Demi-Gods and Semi-Devils

text: Duan Yu is a young and naïve prince of the Dali Kingdom. His reverence for Buddhist teachings and disdain for bloodshed prompt him to defy his family's tradition of practising martial arts. When his father, Duan Zhengchun, tries to force him to learn martial arts, he runs away from home. Ironically, for the sake of survival, he ends up mastering three powerful skills and becomes a formidable martial artist. In addition, he acquires immunity to poison after accidentally consuming the Zhuha, a venomous toad.


title: Demi-Gods and Semi-Devils

text: During his adventures, he encounters five young maidens – Zhong Ling, Mu Wanqing, Wang Yuyan, Azhu and Azi – and becomes romantically involved with the first three. However, at different points in the novel, each of them is revealed to be actually his half-sister due to Duan Zhengchun's secret affairs with other women in the past. Of these maidens, he is extremely obsessed with Wang Yuyan, who resembles a statue of a fairy-like lady he chanced upon before. He relentlessly tries to win her heart but she does not reciprocate because she has a crush on her cousin, Murong Fu.


title: Demi-Gods and Semi-Devils

text: Towards the end of the novel, in a tragic twist of events, Duan Yu finds out that he is actually not Duan Zhengchun's biological son, hence he can marry all the three maidens. In the original ending, his love life ends on a happy note when Wang Yuyan finally realises that he truly loves her and decides to marry him. However, after the book was published, many readers disliked this ending as it relegated Mu Wanqing to a minor role in the story. In the latest revision of the novel, Duan Yu and Wang Yuyan's romance is marred by a series of incidents which eventually cause them to be separated and Duan Yu ends up with Mu Wanqing and Zhong Ling.


title: Demi-Gods and Semi-Devils

text: Qiao Feng is the charismatic chief of the Beggars' Sect who possesses strong leadership qualities and exceptional prowess in martial arts. He falls from grace after he is revealed to be a Khitan, and after he is wrongly accused of murdering some fellow martial artists. He becomes an outcast of the "wulin" (martial artists' community) of the Han Chinese-dominated Song Empire, which is at war with the Khitan-led Liao Empire. Qiao Feng's relations with the Han Chinese martial artists worsen due to the Song–Liao conflict, and also because he is now seen as a murderer and a threat to the "wulin". He is forced to sever ties with them and engage them in a one-against-several battle, during which he single-handedly kills many opponents, including some of his old friends and acquaintances.


title: Demi-Gods and Semi-Devils

text: Qiao Feng leaves to verify the claims that he is a Khitan and investigate the murders. He is accompanied by Azhu, who loves him and stands by him when the "wulin" turns against him. After a long journey in disguise, he concludes that he is indeed a Khitan and changes his name to Xiao Feng to reflect his ancestry. In tracking down a mysterious "Leading Big Brother", whom he believes is responsible for the murders and his parents' deaths, he mistakenly thinks that Duan Zhengchun is the "Leading Big Brother", and challenges him to a one-to-one fight. However, the event turns into a tragedy when Azhu finds out she is Duan Zhengchun's daughter and she disguises herself as her father and allows Xiao Feng to kill her. It is too late when Xiao Feng realises his mistake. Before dying, Azhu tells Xiao Feng that Duan Zhengchun is actually her father, and she hopes that her sacrifice will satisfy his thirst for vengeance.


title: Demi-Gods and Semi-Devils

text: Feeling regret and sorrow, Xiao Feng leaves Song territory with Azi, Azhu's younger sister, whom he has promised to take care of. Azi has a crush on him but he does not reciprocate her feelings as he loved only her sister. They wander far into northeast China and settle down among the Jurchen tribes. By chance, Xiao Feng encounters the Liao emperor, Yelü Hongji, becomes sworn brothers with him, and helps him suppress a rebellion. In return, Yelü Hongji makes Xiao Feng a powerful noble and gives him a large princely estate. Xiao Feng returns to the Song Empire later to attend a "wulin" gathering at Shaolin Monastery, where he combines forces with Duan Yu and Xuzhu to overcome their foes. At Shaolin, the truths behind all the murders are revealed and the guilty parties receive their just deserts; Xiao Feng also successfully proves his innocence and makes peace with the "wulin" before returning to Liao.


title: Demi-Gods and Semi-Devils

text: Towards the end of the novel, Yelü Hongji plans to invade the Song Empire and wants Xiao Feng to support him, but the latter refuses and attempts to dissuade him to prevent bloodshed. The Liao emperor imprisons Xiao Feng and leads his army to attack Song. In the meantime, Azi escapes from Liao and seeks help from Duan Yu, Xuzhu and their allies. Impressed by Xiao Feng's righteousness, they manage to rally martial artists from throughout the "wulin" to join them in rescuing Xiao Feng. Even though the mission is successful, they are ultimately outnumbered and trapped by Liao forces at Yanmen Pass. Xiao Feng takes Yelü Hongji hostage and forces him to promise that there will be no war between Song and Liao for as long as he lives. He then commits suicide while Azi follows suit.


title: Demi-Gods and Semi-Devils

text: Xuzhu is a monk from the Shaolin Sect who is described to have a kind-hearted and submissive personality. He strongly believes in following the Buddhist code of conduct and refuses to break it even when he faces life-threatening situations. He follows his elders to a meeting, which marks the start of his adventures. By coincidence and sheer luck, he breaks a weiqi formation and inherits the powers of Wuyazi, the leader of the Carefree Sect. Later, he encounters Tianshan Tonglao, learns martial arts from her, and eventually succeeds her as the ruler of Lingjiu Palace, which commands allegiance from several smaller martial arts sects.


title: Demi-Gods and Semi-Devils

text: Feeling overwhelmed by the sudden influx of heavy responsibilities and a major leap in martial prowess, Xuzhu desires to detach himself from these duties and return to his former monastic life. However, he is unable to wrench himself free from the various tribulations and dangers that lie ahead. He is no longer regarded as a Shaolin monk and has no choice but to accept his fate. He also has a pitiful parentage: he is actually the illegitimate son of Xuanci, the abbot of Shaolin, and Ye Erniang, one of the "Four Evils". His reunion with his parents is fated to be the first and also the last. Later, by chance again, he becomes the prince consort of Western Xia due to his previous affair with Princess Yinchuan, to whom he is deeply in love and happily married.


title: Interstate 5

text: Interstate 5 (I-5) is the main north–south Interstate Highway on the West Coast of the United States, running largely parallel to the Pacific coast of the contiguous U.S. from Mexico to Canada. It travels through the states of California, Oregon, and Washington, serving several large cities on the U.S. West Coast, including San Diego, Los Angeles, Sacramento, Portland, and Seattle. It is the only continuous Interstate highway to touch both the Mexican and the Canadian borders. Upon crossing the Mexican border at its southern terminus, I-5 continues to Tijuana, Baja California, as Mexico Federal Highway 1 (Fed. 1). Upon crossing the Canadian border at its northern terminus, it continues to Vancouver as British Columbia Highway 99 (BC 99).


title: Interstate 5

text: I-5 was originally created in 1956 as part of the Interstate Highway System, but it was predated by several auto trails and highways built in the early 20th century. The Pacific Highway auto trail was built in the 1910s and 1920s by the states of California, Oregon, and Washington, and was later incorporated into U.S. Route 99 (US 99) in 1926. I-5 largely follows the route of US 99, with the exception of portions south of Los Angeles and in the Central Valley of California. The freeway was built in segments between 1956 and 1978, including expressway sections of US 99 that were built earlier to bypass various towns along the route. US 99 was removed in 1972.


title: Interstate 5

text: The southern terminus of I-5 is at the Mexican border at the San Ysidro Port of Entry, the busiest land border crossing in the Western Hemisphere; the crossing handles a daily average of 70,000 vehicles and 20,000 pedestrians crossing northbound and connects with Mexican Federal Highway 1 in Tijuana. The freeway splits in San Diego's San Ysidro neighborhood, with I-5 traveling northwest through Chula Vista and National City on the John J. Montgomery Freeway and I-805 serving the eastern neighborhoods. I-5 follows the shore of San Diego Bay and intersects State Route 15 (a continuation of I-15) near Naval Station San Diego. The freeway then travels around Downtown San Diego and San Diego International Airport before reaching a junction with I-8.


title: Interstate 5

text: I-5 bisects the University of California, San Diego campus, merging with I-805 nearby, and follows the Pacific coastline through the northern suburbs of San Diego. Between Oceanside and San Clemente, an stretch of the San Diego Freeway passes through Marine Corps Base Camp Pendleton before entering Orange County. At Dana Point, I-5 turns inland and heads north through Mission Viejo to the El Toro Y interchange in Irvine, where I-405 splits and carries the San Diego Freeway designation. I-5 continues northwest as the Santa Ana Freeway through several Orange County and Los Angeles County suburbs and passes near Disneyland in Anaheim. The freeway intersects I-605 in Downey and I-710 in Commerce before reaching the city of Los Angeles. Southern Californians often refer to I-5 as "the 5" or as the Santa Ana Freeway in the Los Angeles area.


title: Interstate 5

text: At the East Los Angeles Interchange near Downtown Los Angeles, I-5 intersects US 101 and begins a short concurrency with I-10 on a section of the Golden State Freeway. The freeway splits from I-10 and turns northwest to follow the Los Angeles River through Glendale and into Burbank. I-5 then leaves the river and travels across the San Fernando Valley, later crossing the Newhall Pass through the Santa Susana Mountains to reach the Santa Clarita Valley; the Newhall Pass interchange with State Route 14 is notable for having separate lanes for truck traffic. The freeway passes the city of Santa Clarita and ascends into the Sierra Pelona Mountains, where the northbound and southbound lanes separate and cross sides for approximately . The northbound ascent includes a continuous 5 percent grade for . After passing Pyramid Lake, I-5 makes several turns as it follows a series of narrow valleys to reach the second-highest point of its entire length, Tejon Pass (elevation ) in the Tehachapi Mountains.


title: Interstate 5

text: The freeway then traverses the narrow Grapevine Canyon and descends for into the San Joaquin Valley. At Wheeler Ridge near the south end of the valley, State Route 99 splits from the freeway to serve Bakersfield and other major cities in the Central Valley, while I-5 stays to the west. Now named the West Side Freeway, I-5 travels northwest along the edge of the Central Valley through farmland and avoids populated areas. The freeway is connected to several of the valley's main cities, including Fresno, Merced, and Modesto, by other highways.


title: Interstate 5

text: Near Tracy, I-580 splits from I-5 to provide the first of several connections to the San Francisco Bay Area; I-205 northeast of Tracy also provides a connection through I-580. The freeway continues north through Stockton to Sacramento, where it follows the Sacramento River through the southern suburbs and along the edge of downtown. I-5 intersects two transcontinental highways in the Sacramento area: US 50 (and unsigned I-305) south of downtown and I-80 in the northern suburbs. After an unsigned concurrency with State Route 99 in northern Sacramento, the freeway turns west to pass the city's airport and resumes its northwestern path at Woodland. It then intersects I-505, another Bay Area connector, near Dunnigan.


title: Interstate 5

text: The freeway continues north along the western edge of the Sacramento Valley, passing through farmland and several small towns before reaching the end of the valley at Red Bluff. I-5 then traverses the rugged Shasta Cascade region, passing through Redding and crossing Shasta Lake before beginning its ascent towards Mount Shasta. The freeway follows the Sacramento River upstream to the southwestern slopes of the mountain and turns northwest to reach Weed, where it intersects US 97, a major highway serving the Inland Northwest region. I-5 continues through Yreka in the Shasta Valley and follows the Klamath River into the Siskiyou Mountains, where it crosses into Oregon.


title: Interstate 5

text: I-5 enters Oregon near Siskiyou Summit, which sits at and is the highest point on the highway. From the summit, I-5 descends by over at a 6 percent grade to reach the Rogue Valley. The freeway passes through Ashland and Medford, running parallel to Oregon Route 99, and turns west to follow the Rogue River to Grants Pass, where it intersects US 199. I-5 then turns north and crosses a series of passes in the Klamath Mountains to reach the Umpqua Valley, where it follows the South Umpqua River to Roseburg.


title: Interstate 5

text: The highway enters the Willamette Valley near Cottage Grove and forms the boundary between the cities of Eugene and Springfield. After crossing the Willamette River, I-5 intersects Oregon Route 126, which carries I-105, and Oregon Route 569; both highways provide connections to Eugene and Springfield. I-5 then travels due north through farmland on the east side of the Willamette River, passing a junction with US 20 in Albany, and bisects eastern Salem near the state capitol campus. It is connected to downtown Salem by Oregon Route 22 and the Salem Parkway, which joins I-5 as the freeway crosses the 45th parallel near Keizer.


title: Interstate 5

text: From Salem, I-5 turns northeast and passes Woodburn before crossing the Willamette River on the Boone Bridge in Wilsonville, at the south end of the Portland metropolitan area. The freeway travels through the southern suburbs of Portland, intersecting I-205 in Tualatin and Oregon Route 217 in Tigard before entering the city proper. I-5 then turns northeast to follow Barbur Boulevard (part of Route 99W) and navigate the Terwilliger curves. The freeway continues north through the South Waterfront neighborhood, crossing under the Portland Aerial Tram and the western approach to the Ross Island Bridge (carrying US 26) before reaching an interchange with I-405.


title: Interstate 5

text: I-5 and I-405 form a complete loop around Downtown Portland, with I-5 crossing the Willamette River on the Marquam Bridge to run along the eastern riverfront. The freeway has interchanges with several major bridges crossing the Willamette, as well as the western terminus of I-84 near the Oregon Convention Center. From the I-84 interchange to a second junction with I-405 near the Fremont Bridge, I-5 is concurrent with US 30, which continues west towards Astoria. Through North Portland, the freeway runs below street level until it crosses the Columbia Slough to bisect Delta Park. I-5 continues across Hayden Island to the Interstate Bridge, a pair of vertical-lift bridges which carry the highway over the Columbia River into Washington state.


title: Interstate 5

text: The highway enters Vancouver at the north end of the Interstate Bridge and immediately intersects Washington State Route 14 near the Fort Vancouver National Historic Site. The freeway passes near downtown Vancouver and continues north through the city's suburbs before being rejoined by I-205 at Salmon Creek. I-5 travels north along the Columbia River to Kelso and Longview, where it switches to following the Cowlitz River between the Willapa Hills and Cascade foothills. The freeway then turns northwest to traverse a prairie and the adjacent cities of Chehalis and Centralia while concurrent with US 12.


title: Interstate 5

text: I-5 continues north to a junction with US 101 in Tumwater, near Olympia and the state capitol campus. The freeway skirts the southeast side of downtown Olympia and turns east to cross Joint Base Lewis–McChord (formerly Fort Lewis and McChord Air Force Base). I-5 then turns north to enter Tacoma but bends east to intersect I-705, a short spur into Downtown Tacoma. The freeway turns north again after leaving Tacoma and its nearby seaport near Fife to traverse the suburbs of South King County. I-5 intersects its eastern bypass of Seattle, I-405, in Tukwila near Seattle–Tacoma International Airport.


title: Interstate 5

text: The freeway generally follows the Green and Duwamish rivers into Seattle, passing Boeing Field and the industrial district in the process. I-5 intersects I-90 near Seattle's Chinatown–International District on the south side of Downtown Seattle. The freeway turns northwest and bisects Downtown Seattle in a trench, with some sections covered by Freeway Park and the Washington State Convention Center. It then turns north to intersect Washington State Route 520 near Eastlake and crosses the Ship Canal Bridge over Portage Bay, which lies between Lake Union and Lake Washington. I-5 continues through northern Seattle, passing the University District near the University of Washington campus and Green Lake before leaving the city. The section between Downtown Seattle and Northgate includes a set of reversible express lanes that add extra capacity in the peak direction of travel.


title: Interstate 5

text: I-5 continues through the northern suburbs of Seattle and turns northeasterly in Lynnwood, where it is rejoined by I-405, which serves the Eastside region. The freeway travels north through Everett, skirting the city's downtown and intersecting US 2, and leaves the Seattle metropolitan area for the rural Skagit Valley. I-5 descends into the valley and travels through Mount Vernon and Burlington before climbing into the Chuckanut Mountains, where it turns west towards Bellingham Bay (part of the Salish Sea). The freeway travels around downtown Bellingham and turns northwest to continue across the rural Fraser Lowland. I-5 terminates at the Peace Arch Border Crossing on the Canadian border, adjacent to the eponymous monument, in Blaine. The highway becomes British Columbia Highway 99, which continues northwest to Vancouver.