document_title: Ford F-Series

question_text: when did ford start the twin i beam

question_tokens: when did ford start the twin i beam

text: Ford F-Series

text: First generation (1948–1952)[edit]

text: The first-generation F-Series pickup (known as the Ford Bonus-Built) was introduced in 1948 as a replacement for the previous car-based pickup line introduced in 1942. The F-Series was sold in eight different weight ratings, with pickup, panel truck, cab-over engine (COE), conventional truck, and school bus chassis body styles.

text: Second generation (1953–1956)[edit]

text: For the 1953 model year, an all-new version of the F-Series made its debut. Increased dimensions, improved engines, and an updated chassis were features of the second generation.

text: Additionally, a change to the F-Series naming scheme would remain in place to the present day. The half-ton F-1 became the F-100 (partially influenced by the North American F-100 Super Sabre); the F-2 and F-3 were combined into the F-250 while the F-4 became the F-350. Conventional F-Series trucks were F-500 to F-900; COE chassis were C-Series trucks.

text: Third generation (1957–1960)[edit]

text: Introduced in 1957, the third generation F-series was a significant modernization and redesign. Front fenders became integrated into the body, and the new Styleside bed continued the smooth lines to the rear of the pickup.

text: The cab-over F-Series was discontinued, having been replaced by the tilt-cab C-Series.

text: In 1959, Ford began in-house production of four-wheel-drive pickups.

text: Fourth generation (1961–1966)[edit]

text: Ford introduced a dramatically new style of pickup in 1961 with the fourth generation F-Series. Longer and lower than its predecessors, these trucks had increased dimensions and new engine and gearbox choices. Additionally, the 1961–1963 models were constructed as a unibody design with the cab and bed integrated. This proved unpopular and Ford reverted to the traditional separate cab/bed design in 1964.

text: In 1965, the F-Series was given a significant mid-cycle redesign. A completely new platform, including the "Twin I-Beam" front suspension, was introduced that would be used until 1996 on the F-150 and until 2016 on the F-250/350 4x2. Additionally that year, the Ranger name made its first appearance on a Ford pickup; previously a base model of the Edsel, it was now used to denote a high-level styling package for F-Series pickups.[4]

text: Fifth generation (1967–1972)[edit]

text: Introduced in 1967, the fifth generation F-series pickup was built on the same platform as the 1965 revision of the fourth generation. Dimensions and greenhouse glass were increased, engine options expanded, and plusher trim levels became available during the fifth generation's production run.

text: Suspension components from all 1969 F-Series models are completely interchangeable.

text: A variant of the fifth generation F-series was produced until 1992 in Brazil for the South American market.

text: Sixth generation (1973–1979)[edit]

text: The sixth generation F-series was introduced in 1973. This version of the F-series continued to be built on the 1965 fourth generation's revised platform, but with significant modernizations and refinements. Front disc brakes, increased cabin dimensions, gas tank relocated outside the cab and under the bed, significantly improved heating and air conditioning, full double wall bed construction, increased use of galvanized steel, SuperCab was introduced in the sixth generation pickup.

text: The FE engine series was discontinued in 1976 after a nearly 20-year run, replaced by the more modern 351 series (Modified) and 400 series engines.

text: In 1975, the F-150 was introduced in between the F-100 and the F-250 in order to avoid certain emission control restrictions. For 1978, square headlights replaced the previous models' round ones on higher trim package models, such as Lariat and Ranger, and in 1979 became standard equipment. Also for 1978, the Ford Bronco was redesigned into a variant of the F-series pickup. 1979 was the last year that the 460 big block engine was available in a half ton truck.

text: Seventh generation (1980–1986)[edit]

text: The 1980 F-Series was redesigned with an all-new chassis and larger body; this was the first ground-up redesign since 1965. The exterior styling of the truck was redone to improve aerodynamics and fuel economy. Medium-duty F-Series (F600-F900) were also redesigned; although they shared the cabin of the smaller pickup trucks, the largest version of F-Series now wore a bonnet with separate front wings (like the L-Series). Medium duty Ford F-Series would carry the 1980–1986 interior design until 2000 (though pickups were restyled again in 1987 and 1992), with very subtle changes such as window glass and electronics.

text: In a move towards fuel efficiency, Ford dropped the M-Series engines (the 5.8 Liter 351M and 6.6 Liter 400 cu in V8s) in 1981, replacing them with the 4.2 Liter 255 C.I. and 5.8 Liter 351 C.I. Windsor V8 engines from the Panther platform. The 255 V8 was simply a 5.0L, 302 V8 with a smaller bore, built specifically for better fuel economy, but was dropped for the 1982 model year due to being underpowered and having limited demand. For 1982 and 1983, the 3.8L, 232 C.I. Essex V6 was the base engine but was quickly dropped for the 1984 model year. In 1983, Ford added Diesel power to the F-Series through a partnership with International Harvester (later Navistar). The 6.9L, 420 C.I. IDI V8 produced similar power output as the gasoline 351 Windsor V8, with the fuel economy of the 4.9L, 300 I6. From this point on (1983-present), the heavier duty f-series trucks (F-250 and above) were usually equipped with the Diesel engines as standard horsepower. 1985 was the first year of electronic fuel injection on the 5.0L V8, all other engines following suit in 1988. There was a new "high output" version of the 5.8L Windsor beginning in 1984.

text: A noticeable change was made to the F-Series in 1982 as the Ford "Blue Oval" was added to the center of the grill, also the Ranger and Custom trims were no longer available. The Ranger name had been shifted onto the all-new compact pickup developed as a replacement for the Courier. The new trim levels were a no-badge base model (essentially the new Custom), XL, a very rare XLS, and XLT Lariat.

text: 1983 marked the final year of the F-100, making the F-150 the lightest pickup available on the market. F-100s and F-150s were virtually identical with the exception of smaller brakes and a 5x4.5 bolt pattern on the F-100 axles, as opposed to 5x5.5 on the F-150. F-100s over a certain GVWR and/or without power brakes did use the F-150 axles. Also, the 1980–1983 F-100 was never offered with four-wheel-drive.

text: 1986 marked the final year that the F-150 was available with a 3-speed manual gearbox that shifted via a steering column lever (3-on-the-tree). Incidentally, this was the second-last vehicle in the United States that offered this set up. 1986 was also the last year the Explorer package was available.

text: This is the first generation of trucks to incorporate amenities such as power mirrors, power windows, and power door locks.

text: Eighth generation (1987–1991)[edit]

text: The 1987 F-Series carried over the same body style from the seventh generation, yet sported a new rounded front clip that improved aerodynamics, as well as the softening of body lines around the rear of the bed and fender arches around the wheel wells. The interior was also completely redesigned in 1987. The transmissions available on SuperCab models were a four-or five-speed manual; regular cab models were also available with automatic transmission. The Custom trim made a comeback for the eighth generation. In 1988, the 4.9 Liter inline-six, 5.8 Liter V8, and 7.5 Liter V8 engines gained electronic fuel injection. International Navistar also increased the displacement of their 6.9 Liter V8 in the same year, resulting in the new 7.3 Liter unit. This was also the first year of a five-speed manual overdrive transmission, which included the Mazda M5OD in the F-150s and the heavy-duty ZF5 in the F-250s and F-350s. Four-speed manuals were dropped as standard equipment after 1987, but were available as a customer-ordered option until 1989. In 1989, the C6 three-speed automatic was replaced as the base automatic transmission with the E4OD, a four-speed electronically controlled automatic overdrive unit, though the C6 was still available as an option, mostly in F-250s and F-350s, until 1997. Heavy-Duty models included F-250s and F-350s (along with F-Super Dutys) that were classified as incomplete vehicles only that were produced with no bed, but appeared as tow trucks, box trucks (notably U-Haul), flatbed trucks, dump trucks and other models. Although the F-250s, F-250 HDs (heavy duty), and F-350s were built as a Chassis cab models only from 1987 to 1997, owners can convert the models to pickup trucks. However General Pacheco, Argentina and São Bernardo do Campo, Brazil assemblies were the only places F-250, F-250 HD, and F-350 were built and sold as pickup trucks models. Despite being produced only in General Pacheco, Argentina and São Bernardo do Campo, Brazil assemblies (located in South America) F-250s, F-250 HDs, and F-350s were shipped from South America to the United States as imports from 1987 to 1997.

text: Ninth generation (1992–1997)[edit]

text: For the 1992 model year, the body-shell of the 1980 F-Series was given another major upgrade. To further improve its aerodynamics, the forward bodywork was given a slightly lower hoodline, rounding the front fenders and grille; in addition, the changes matched the F-Series with the design of the newly introduced Explorer and redesigned E-Series and Ranger. Along with the exterior updates, the interior received a complete redesign.

text: Dormant since 1987, the FlareSide bed made its return as an option for 1992. To increase its appeal for younger buyers, the bed bodywork was redesigned, borrowing the sides of the F-350 dual-rear wheel bed (fitted to the narrower F-150 single-wheel chassis). To commemorate the 75th anniversary of the first Ford factory-produced truck (the 1917 Ford Model TT), Ford offered a 75th anniversary package on its 1992 F-series, consisting of a stripe package, an argent colored step bumper, and special 75th anniversary logos. In 1993, the 240 hp SVT Lightning was introduced as a specially-tuned performance truck; over 11,000 were built from 1993 to 1995.

text: In a trim shift, the XLT Lariat was dropped and combined with the XLT; the XL took over for the Custom trim after 1993 (marking the last usage of the Custom nameplate by Ford). In 1995, the Eddie Bauer trim made its return.

text: In 1995, the medium-duty Ford F-Series (F-600 through F-800 and all Ford B-Series) were given their first update since 1980. All versions (except severe-service) received a hood redesign which enlarged the grille and moved the turn signal indicators to the outside of the front headlights.

text: During the second half of 1997, the F-250 HD (heavy duty) was in the same series as the F-350. The body style stayed the same until the end of 1997. The only change of the F-250 HD and F-350 was that they no longer has classic style tailgates, with the stainless steal cap on them which read FORD. Instead the tailgate had the F-250 Heavy Duty/F-350 nameplate labeled on its left side, while Ford's blue oval was labeled on The right side (similarly styled like the 1997 Ford F-150 around this same time). The F-250 HD also had some minor changes in trim location, and options available. The 1997 F-250 HD with the 7.3 Powerstroke Diesel is also the rarest and most desirable of ninth generation Fords.

text: Following the introduction of the tenth-generation F-150, the F-250 and F-350 continued into production into the 1998 model year, becoming part of the Ford F-Series Super Duty line as they were replaced in 1999.

text: Tenth generation (1997–2003)[edit]

text: For 1997, Ford Motor Company made a major change to its F-Series family of trucks as the F-Series pickup line was essentially split in two. During the 1970s, 1980s, and 1990s, buyers of pickup trucks had increasingly purchased the vehicles for the purposes of personal use over work use. To further increase its growing market share, Ford sought to develop vehicles for both types of buyers. In its ultimate decision, the company decided to make the F-150 as a contemporary vehicle for personal use, while the F-250 and F-350 would be designed more conservatively for work-based customers.

text: Introduced in early 1996 as a 1997 model, the F-150 was a completely new vehicle in comparison from its predecessor. Similar to the original Ford Taurus of 1986, the 1997 F-150 was developed with a radically streamlined body. Dispensing with the traditional Twin I-Beam for a fully independent front suspension, the all-new chassis shared only the transmissions with the previous generation. In a major change, the long-running 4.9L inline-6 was replaced by a V6 engine as standard. The 4.6L Modular V8 shared with the Panther cars was optional (with a 5.4L version added in mid-1997); originally developed for use in the F-Series, the Modular/Triton V8 was the first overhead-cam engine ever fitted to a full-size pickup truck.

text: To improve rear-seat access for SuperCab models, a rear-hinged (curb-side) door was added to all versions. Following its popularity, the SuperCab gained a fourth door for 1999. In 2001, the F-150 became the first pickup truck in its size segment to become available with four full-size doors. Sharing the length of a standard-bed SuperCab, the F-150 SuperCrew was produced with a slightly shortened bed.

text: During the second half of the 1997 model year, Ford introduced a heavier GVWR version (8800 GVW), bearing the F-250 name. It was distinguished by seven-lug nut wheels. At the same time, the F-250 HD (heavy duty) was in the same series as the F-350 (same body style as the 1992 to 1997 model years; it was still built in South America only). Following the introduction of the Super Duty for 1999, it was quietly dropped.

text: In 1999, the SVT Lightning made its return, with output expanded to 360 hp; over 28,000 were produced from 1999 to 2003. For 2002, Lincoln-Mercury gained its first full-size pickup truck since 1968 with the introduction of the Lincoln Blackwood, the first Lincoln pickup. Sharing the front bodywork of the Lincoln Navigator SUV, the Blackwood was designed with a model-exclusive bed and was sold only in black. Due to very poor sales, the Blackwood was discontinued after 2002.

text: In 1998, the F-250 and F-350 pickups were introduced as the 1999 Ford F-Series Super Duty model line. While remaining part of the F-Series, the Super Duty trucks use a different platform architecture, powertrain, and design language, primarily as they are intended for heavy-duty work use. Designed in a joint venture with Navistar International, the medium-duty F-650/F-750 Super Duty were introduced in 2000.

text: Eleventh generation (2004–2008)[edit]

text: For the 2004 model year, the F-150 was redesigned on an all-new platform. Externally, the eleventh-generation model was different from its predecessor, with sharper-edged styling; a major change was the adoption of the stepped driver's window from the Super Duty trucks. Regardless of cab type, all F-150s were given four doors, with the rear doors on the regular cab providing access to behind-the-seat storage. Ford also introduced the Triton engines in the variants of the F-150.

text: From 2005 to 2008, Lincoln-Mercury dealers sold this version of the F-150 as the Lincoln Mark LT, replacing the Blackwood.

text: In late 2006, the Super Duty trucks were also given an all-new platform. While using the same bed and cabin as before, these are distinguished from their predecessors by an all-new interior and a much larger grille and head lamps. Previously available only as a chassis-cab model, the F-450 now was available as a pickup directly from Ford.[5]

text: From 2004 to 2006 offered a different bed style as well.

text: Twelfth generation (2009–2014)[edit]

text: The twelfth generation F-150 was introduced for the 2009 model year as an update of the Ford full-size truck platform. Similar to its predecessor, these trucks are distinguished by their Super Duty-style grilles and head lamps; standard cab models again have two-doors instead of four. The FlareSide bed was continued until 2010, dropped along with the manual gearbox; outside of Mexico, the Lincoln Mark LT was replaced by the F-150 Platinum. A new model for 2010 included the SVT Raptor, a dedicated off-road pickup.

text: As part of a major focus on fuel economy, the entire engine lineup for the F-150 was updated for the 2011 model year. Along with two new V8 engines, the F-150 gained a new 3.7 Liter base V6 engine, and a powerful twin-turbocharged 3.5 Liter V6, dubbed EcoBoost by Ford. An automatic transmission is the only option. Other modifications include the addition of a Nexteer Automotive Electric Power Steering (EPS) system on most models.

text: A recent study conducted by iSeeCars.com and published on the Ford Motor Company Web site listed Ford F-250 Super Duty as the top longest-lasting vehicle and Expedition, Explorer and F-150 in the top 20 longest-lasting vehicle.[6]

text: Thirteenth generation (2015–present)[edit]

text: For the 2015 model year, Ford Motor Company introduced the thirteenth-generation F-150. Without physically changing any dimensions from its predecessor, in the interest of fuel economy, designers reduced curb weight by nearly 750 pounds. In a radical change for a mass-market vehicle, much of the weight reduction stems the change from steel to aluminum in its body structure (the majority of the frame itself remains high-strength steel).[7][8] With the lone exception of the firewall, all sheet metal used for the F-150 body is aluminum.[8][9]

text: Largely previewed by the Ford Atlas concept vehicle at the 2013 Detroit Auto Show, the styling introduced a completely new design language for the Ford F-Series; only the stepped window from the Super Duty was carried over. To prove the durability of the aluminum-intensive design, camouflaged prototypes were entered in the Baja 1000 endurance race, in which the vehicles finished.

text: To further increase fuel economy, a 3.5L V6 became the base engine with the introduction of a 2.7L EcoBoost twin-turbo V6 alongside the 3.5L version; the 5.0L V8 remained available. The 2015 F-150 is the first pickup truck with adaptive cruise control, which uses radar sensors on the front of the vehicle to maintain a set following distance between it and the vehicle ahead of it, decreasing speed if necessary.

text: Ford has made several changes to their engine lineup for the 2018 model-year pickup, which Ford has confirmed will be a member of the thirteenth generation.[10][11][12] The 3.5L base engine has been replaced with a more efficient 3.3L V6 that boasts the same power as the outgoing 3.5, but promises better mileage.[13] The new 3.3L V6 will be mated to the existing 6-speed transmission. The 2.7L and 3.5L EcoBoost engines, as well as the 5.0L V8 have had minor upgrades and improvements towards power and efficiency, and will all be mated to the new 10-speed transmission. These 3 engines will also all feature the stop/start technology which was previously only available with the 2.7L, further improving mileage across the board.[14]

text: Ford is also introducing its first Diesel engine in an F-150, which they're calling the "Power Stroke" engine. The Diesel engine is a twin turbocharged 3.0L V6 from the "Lion" lineup of engines shared by PSA Peugot Citroën and Jaguar Land Rover. The engine will produce 440 lb-ft of torque and be mated to the new 10-speed transmission, and also feature the stop/start technology.[14][15][16]

text: Outside of new engine features, Ford has stopped offering the Sony stereo system as an option and replaced it with B&O PLAY, a sound system designed by Danish audio system manufacturer Bang & Olufsen.[14]

text: Exact mileage improvements have not been announced yet. This model will be expected to launch in the Fall of 2017, and will be American built at both the Dearborn Truck Plant in Michigan, and the Kansas City Assembly Plant in Claycomo, Missouri.[15] The F-150 is assembled at a speed of one per minute.[17]

text: Special models[edit]

text: Throughout its production, variants of the Ford F-Series has been produced to attract buyers. While these variants primarily consist of trim packages, others are high-performance versions while other variants were designed with various means of improving functionality.

text: Unibody F-Series[edit]

text: For 1961 into part of the 1963 model year, Ford offered the F-Series with a pickup bed integrated with the cab (similar to the Ford Ranchero). While still produced on a separate frame, the design simplified assembly and streamlined the exterior design of the pickup

text: Specials[edit]

text: Introduced in 1961, the Camper Special was an option package for F-Series trucks; designed for owners of slide-in truck campers, the Camper Special featured pre-wiring for the camper, heavy-duty transmission and engine cooling, and a larger alternator. Introduced for 1968, the Contractor's Special and Farm and Ranch Special featured toolboxes and heavy-duty suspension; the Explorer Special was a lower-priced version of the Ranger trim level.

text: During the 1980 redesign of the F-Series, these options were no longer continued as part of the F-Series.

text: F-150 Nite[edit]

text: Sold from 1991 to 1992 on the Ford F-150 XLT Lariat, the Nite special edition was an monochromatic option package, featuring black paint and trim with a multicolor accent stripe. For 1991, it was exclusive to the regular-cab F-150; for 1992, it was available on all bodystyles of the F-150 and introduced on the Ford Bronco.

text: The Nite edition was available with two-wheel drive or four-wheel drive with either the 5.0L or 5.8L V8; it also included a sport suspension and alloy wheels on 235/75R15 white-letter tires.

text: Eddie Bauer[edit]

text: For 1994, Ford introduced the Eddie Bauer trim level for the F-150. In a fashion similar to the same trim packages on the Aerostar, Bronco, and Explorer/Bronco II, it consisted of outdoors-themed interior trim with two-tone exterior paint.

text: SVT Lightning[edit]

text: Introduced as a 1993 model, the Ford SVT Lightning is a high-performance version of the F-150 produced by the Ford Special Vehicle Team (SVT).

text: Intended as a competitor for the Chevrolet 454SS, the SVT Lightning shared much of its structure with the F-150, but extensive modifications were made to the suspension and frame in order to improve the handling. Powered by a 240 hp version of the 5.8L V8, the Lightning used the 4-speed automatic transmission from the F-350 (normally paired with the 7.5L or Diesel V8s).

text: Though being 3 seconds slower in the 0-60 than the discontinued GMC Syclone, the Lightning retained much of the towing and payload capacity of its F-150 counterpart.

text: The Lightning was produced from 1993 to 1995; it was discontinued as Ford began design work on the 1997 F-150.

text: For 1999, the SVT Lightning returned after a three-year hiatus. As with its 1993-1995 predecessor, the design of the Lightning used the F-150 as a basis with a number of suspension modifications. Instead of a model-specific engine, the Lightning now used the 5.4L engine from the F-150; fitted with a supercharger, it produced 360 hp (increased to 380 hp in 2001). As before, the transmission was borrowed from the F-350 Diesel pickups.

text: In 2004, the Lightning was discontinued, as it was not included in the redesigned F-150 model line.

text: Harley-Davidson Edition[edit]

text: From 2000 to 2012, the Harley-Davidson Edition was an option package available on the F-150 (also the F-250/F-350 from 2004-2011). Primarily an appearance package featuring monochromatic black trim, from 2002 to 2003, the edition included a slightly detuned version of the supercharged 5.4L V8 engine from the SVT Lightning. In 2003, a 100th Anniversary Edition was produced on F-150 SuperCrews.

text: After 2008, the option package adopted many of the options featured from the Platinum trim level, featuring leather seating produced from materials reserved for Harley-Davidson biker jackets.[18] For 2012, the Harley-Davidson Edition was replaced by the Limited trim level.

text: SVT Raptor[edit]

text: For 2010, Ford introduced its second high-performance truck, the SVT Raptor. In sharp contrast to the SVT Lightning, the Raptor is based on Ford's 1000 baja truck, with modifications designed to improve its on-road performance while still including standard Fox suspension, and the most capable off-road, mass-produced vehicle available. For the 2010 model year, the base engine was a 5.4 Liter V8 producing 310 hp (230 kW), the 6.2 Liter V8 was an option added mid year. Between 2011 and 2014, a 411 hp (306 kW), 6.2 Liter V8, both were paired with a six-speed automatic was available. The Raptor features a model-exclusive suspension with long-travel springs and shocks. To make room for its larger tires, the Raptor shares only the cab with a standard F-150; the pickup bed, hood and front fenders are wider and exclusive to the model. Initially available only as a SuperCab, a SuperCrew cab was added in late 2010.

text: For the first time on a Ford in North America since 1983, the word "Ford" was spelled on the grille of the SVT Raptor in place of the Ford Blue Oval badge.

text: In late 2016, the second-generation Ford Raptor (dropping the SVT prefix) returned as a 2017 model. The 2017 Ford Raptor is based on the aluminum-body Ford F-150 introduced for 2015. In a major change, the powertrain sourced from the Ford Super Duty is replaced by a re-engineered 3.5 Liter twin-turbo EcoBoost V6 paired with an all-new 10-speed automatic transmission.[19]

text: F-150 Platinum[edit]

text: Following the 2008 discontinuation of the Lincoln Mark LT in the United States and Canada,[20] the truck remained in production in Mexico until 2014.

text: For 2009, to replace the Mark LT, Ford moved into the luxury pickup truck segment with the Platinum trim level. Combining much of the content and luxury features of the Mark LT with more subdued styling, the F-150 Platinum saw more success than either the Lincoln Blackwood or Lincoln Mark LT. In 2013, the Platinum trim level was expanded to the F-250 and F-350 Super Duty pickup trucks.

text: F-150 Tremor[edit]

text: For the 2014 model year, Ford introduced the Tremor model of the F-150. The Tremor was released as high-performance sport truck for street truck enthusiasts. The regular-cab Tremor is based on the style of the FX Appearance Package with the 3.5 Liter EcoBoost engine and a 4.10 rear axle. The interior uses a console-mounted shifter, custom bucket seats and a flow-through center console not found in any other F-150. The Tremor is available in both 4x2 and 4x4. Both options feature an electronic locking rear differential and customized suspension. There were 2,230 Tremors built.[citation needed]

text: Motorsports[edit]

text: The truck won the San Felipe 250 eight times between 1999 and 2007.

text: Greg Biffle won the 2000 NASCAR Craftsman Truck Series.

text: Drivers such as Roger Norman and Larry Roeseler won the Primm 300 in 2003, 2007 and 2008.

text: In 2008, Ford announced its entrance into the Baja 1000 class-eight race for moderately modified, full-size pickups. The driver of record was Steve Oligos, supported by co-drivers Randy Merritt, Greg Foutz, and Bud Brutsman.[21] The vehicle was built with collaboration between the Ford Special Vehicle Team (SVT), Ford Racing, and Foutz Motorsports, Inc. The Ford F-150 SVT Raptor R completed the 2008 41st Tecate SCORE Baja 1000 race in 25.28:10,[22] and ranked third in its class.[23] Tavo Vildosola and Gus Vildosola won the event in 2010.

text: In the Best in the Desert race series, an F-150 SVT Raptor R completed the "Terrible's 250" race, placing second overall in the class 8000.[24]

text: In January 2010, a single Raptor SVT (No. 439), driven by Chilean driver Javier Campillay, competed in the Argentina-Chile Dakar Rally. However, the pickup was unable to finish due to a catch-up crash with another car in the middle of the road during stage seven. In January 2011, two Raptors started in the Argentina-Chile Dakar Rally in Buenos Aires, with Campillay driving the more reliable Raptor (No. 375), and American female driver Sue Mead driving a T2 Raptor (No. 374). Mead crossed the finish line in Buenos Aires and won the "super production" class, the first North American class win in Dakar history. Campillay was unable to finish the 12th stage after losing time due to mechanical failure during the 11th stage, which led to his disqualification for failing to reach the race camp by the designated deadline.

text: Awards and recognition[edit]

text: The Ford F-150 has won numerous awards; in 2009 alone, it received:[25]

text:
Motor Trend 2009 Truck of the Year Award
2009 Best Redesigned Vehicle from Kelley Blue Book's kbb.com
Top honors as the "truck of Texas" as well as the "best luxury pickup" for the 2009 F-150 King Ranch from Texas Auto Writers Association
Automotive Excellence Award in the Workhorse Category from Popular Mechanics
"Top safety pick" from the Insurance Institute for Highway Safety for its standard safety technology: safety canopy side curtain air bags and AdvanceTrac with roll stability control
Residual Value Award from Automotive Leasing Guide (ALG) for retaining the highest percentage of its original price among 2009 full-size light-duty pickups at the end of a conventional three-year lease, based on ALG projections
Motor Trend's Truck Trend Top 5 Pickups from Specialty Equipment Market Association (SEMA) for 2009 Ford F-150 Heavy Duty DeWalt Contractor Concept
Accessory-Friendly Pickup Design Award from SEMA
"Best overall half-ton pickup" from PickupTrucks.com

text: Sales[edit]

text: Quantities of Ford F-Series sold.

text:
Calendar Year
United States
Canada

1997
746,111[26]

1998
836,629

1999[27]
869,001

2000
876,716

2001[28]
911,597

2002[29]
813,701

2003
845,586
68,375

2004[30]
939,511
71,790

2005
901,463
69,549

2006[31]
796,039
72,128

2007
690,589
73,618

2008[32]
515,513
67,749

2009[33]
413,625
81,396

2010[34]
528,349
97,913[35]

2011
584,917
96,325

2012
645,316
106,358[36]

2013
763,402[37]
122,325

2014
753,851[38]
126,277[39]

2015
780,354[40]
118,837

2016
820,799[41]
145,409[42]

2017
896,764
155,290

text: Variants[edit]

text: Medium-duty trucks[edit]

text: For most of its production, the F-Series was sold in a medium-duty conventional truck configuration alongside the traditional pickup trucks. Beginning in 1948 with the 1½ ton F-5 (later F-500), the medium-duty trucks ranged up to the F-8 (F-800). Prior to the 1957 introduction of the Ford C-Series tilt-cab, the medium-duty range was offered as both a conventional and in a COE (cabover) configuration.

text: Following the introduction of the fifth-generation F-Series in 1967, the medium-duty trucks were designed separately from the pickup truck range. Although remaining part of the F-Series range, the medium-duty trucks shared only the cab and interior with the F-Series pickup trucks. Since 1967, the cab design has changed only in 1980 and in 2000. Redesigned on an all-new chassis, the 2017 F-Series medium-duty trucks retain an updated version of the 2000-2016 F-650/F750 cab.

text: The medium-duty F-Series served as the donor platform for the B-Series cowled bus chassis produced from 1948 to 1998. Produced primarily for school bus bodies, the B-Series was discontinued as part of the sale of the Ford heavy-truck line to Freightliner in 1996.

text: Heavy-duty trucks[edit]

text: Above its medium-duty truck ranges, the Ford F-Series was used as a heavy-truck chassis during its early production. In 1951, Ford debuted its "Big Job" line, denoting the F-8 conventional.[43] In 1958, the "Super Duty" and "Extra Heavy Duty" replaced the Big Job trucks, marking the debut of the Super Duty V8 engine line.[44] In 1963, the N-Series became the first short-hood conventional built by Ford, replacing the F-900 Super Duty/Extra Heavy Duty. Although based on an all-new chassis and separate bodywork, the cab was sourced from the F-Series.

text: In 1970, Ford introduced the L-Series "Louisville" line of conventional trucks, moving all heavy truck development away from the F-Series. The L-Series/Aeromax would remain in production through 1998, as Ford exited the heavy-truck segment.

text: Vans[edit]

text: From 1948 until 1960, Ford manufactured the F-Series in a panel van configuration, largely replacing it with the Econoline in 1961. In contrast to General Motors, the panel van was never produced in a passenger "carryall" variant, such as the Chevrolet/GMC Suburban.

text: For much of its production life, the Ford E-Series vans shared a high degree of mechanical commonality with the F-Series; in the late 1970s, some body components were shared. Since the 1990s, this changed somewhat, as Ford updated the F-Series several times since 1992 while the E-Series continued on with very few changes; no powertrains were shared as of 2016.

text: Export[edit]

text: As of 2015, outside of the United States, Canada, and Mexico, the Ford F-150 is officially sold in most Caribbean countries (except Trinidad and Tobago, Saint Kitts and Nevis and Cuba), Suriname, Ecuador, Peru, Chile, the Middle East, Iceland, Nigeria, the Dutch territories of Aruba, Curaçao, Saint Maarten and the British overseas territory of the Cayman Islands. The SVT Raptor is sold in the United States, Canada, Mexico, the Middle East, Ecuador, Chile and Peru. Both are available in LHD only.

text: In Mexico, the F-150 (XLT and higher trim levels) is called the "Ford Lobo" while the F-150 SVT Raptor is called the "Ford Lobo Raptor". The F-150 XL is called F-150 XL.

text: There is a strong grey market presence of Ford F-Series trucks around the world, most notably in Europe, China, and Australia, and usually driven by wealthy car enthusiasts, as the higher end trim models are the most sought-after versions.

text: In Bolivia, Ford F-series truck are imported from the United States. F-150 single, super cab and crew cab are available with short and long bed. F-series Heavy Duty like F-250, F-350 are available in Super Cab and Crew cab with long bed, but the F-450 is available only in a chassis version. The F-150 Raptor is available, too.

text: In Australia, Ford F-series trucks are imported and converted to right-hand drive by several Australian importers, mostly by the Harrison Motoring Group, which as become the largest importer of F-Series vehicles in the Southern Hemisphere. Harrison F-Trucks have become Australia's number one converter and supplier of the famous Ford F-Series badges.

text: In the United Kingdom, most imported Ford F-Series trucks are the F-150 model, and usually the higher-end four door versions.

text: Right-hand drive versions of the F-Series for the United Kingdom and Australia are manufactured in Brazil.

text: In Argentina and Brazil, the petrol engines are often converted to also run with alternative fuels, E-96h (Brazilian-spec ethanol) and compressed natural gas (CNG). Biodiesel also is used in Diesel engines.[citation needed]


document_title: History of the Panama Canal

question_text: when did the panama canal started being built

question_tokens: when did the panama canal started being built

root

text: History of the Panama Canal

text: French project[edit]

text: The idea of a canal across Central America was revived during the early 19th century. In 1819, the Spanish government authorized the construction of a canal and the creation of a company to build it.

tag: p

text: Although the project stalled for some time, a number of surveys were made between 1850 and 1875. They indicated that the two most-favorable routes were across Panama (then part of Colombia) and Nicaragua, with a third route across the Isthmus of Tehuantepec in Mexico another option. The Nicaraguan route was surveyed.

text: Conception[edit]

text: After the 1869 completion of the Suez Canal, France thought that an apparently-similar project to connect the Atlantic and Pacific Oceans could be carried out with little difficulty. In 1876 an international company, La Société internationale du Canal interocéanique, was created to undertake its construction; two years later, it obtained a concession from the Colombian government (since Panama was a Colombian province) to dig a canal across the isthmus.

text: Ferdinand de Lesseps, who was in charge of the Suez Canal construction, headed the project. His enthusiastic leadership and his reputation as the man who had built the Suez Canal persuaded speculators and ordinary citizens to invest nearly $400 million in the project.

text: However, despite his previous success de Lesseps was not an engineer. The Suez Canal, essentially a ditch dug through a flat, sandy desert, presented few challenges. Although Central America's mountainous spine has a low point in Panama, it is still 110 meters (360.9 ft) above sea level at its lowest crossing point. The sea-level canal proposed by de Lesseps would require a great deal of excavation through a variety of rock, rather than Suez' sand.

text: Less-obvious barriers were the rivers crossing the canal, particularly the Chagres (which flows strongly during the rainy season). Since the water would be a hazard to shipping if it drained into the canal, a sea-level canal would require the river's diversion.

text: The most serious problem was tropical disease, particularly malaria and yellow fever, whose methods of transmission were unknown at the time. The legs of hospital beds were placed in cans of water to keep insects from crawling up them, but the stagnant water was an ideal breeding place for mosquitoes (carriers of the diseases).

text: The project was plagued by a lack of engineering expertise. In May 1879, an international engineering congress led by de Lesseps convened in Paris. Of its 136 delegates, only 42 were engineers; the others were speculators, politicians and friends of de Lesseps.

text: He was convinced that a sea-level canal, dug through the mountainous spine of Central America, could be completed at least as easily as the Suez Canal. The engineering congress estimated the project's cost at $214 million; on February 14, 1880, an engineering commission revised the estimate to $168.6 million. De Lesseps reduced this estimate twice, with no apparent justification: on February 20 to $131.6 million and on March 1 to $120 million. The congress estimated seven or eight years as the time required to complete the canal; de Lesseps reduced this estimate to six years (the Suez Canal required ten).

text: The proposed sea-level canal would have a uniform depth of 9 meters (29.5 ft), a bottom width of 22 meters (72.2 ft) and a width at water level of about 27.5 meters (90.2 ft); the excavation estimate was 120,000,000 m3 (157,000,000 cu yd). A dam was proposed at Gamboa to control flooding of the Chagres River, with channels to drain water away from the canal. However, the Gamboa dam was later found impracticable and the Chagres River problem was left unsolved.

text: Construction[edit]

text: Construction of the canal began on January 1, 1881, with digging at Culebra beginning on January 22.[1] A large labor force was assembled, numbering about 40,000 in 1888 (nine-tenths of whom were afro-Caribbean workers from the West Indies). Although the project attracted good, well-paid French engineers, retaining them was difficult due to disease. The death toll from 1881 to 1889 was estimated at over 22,000, of whom as many as 5,000 were French citizens.[3]

text: By 1885 it had become clear to many that a sea-level canal was impractical, and an elevated canal with locks was preferable; de Lesseps resisted, and a lock canal plan was not adopted until October 1887. By this time increasing mortality rates, as well as financial and engineering problems coupled with frequent floods and mudslides, indicated that the project was in serious trouble. Work continued under the new plan until May 15, 1889, when the company went bankrupt and the project was suspended. After eight years the canal was about two-fifths completed, and about $234.8 million had been spent.

text: The company's collapse was a scandal in France, and the antisemitic Edouard Drumont exploited the role of two Jewish speculators in the affair. One hundred four legislators were found to have been involved in the corruption, and Jean Jaurès was commissioned by the French parliament to conduct an inquiry which was completed in 1893.[2]

text: New Panama Canal Company[edit]

text: It soon became clear that the only way to recoup expenses for the stockholders was to continue the project. A new concession was obtained from Colombia, and in 1894 the Compagnie Nouvelle du Canal de Panama was created to finish the canal. To comply with the terms of the contract, work began immediately on the Culebra excavation while a team of engineers began a comprehensive study of the project. They eventually settled on a plan for a two-level, lock-based canal.

text: The new effort never gained traction, mainly because of US speculation that a canal through Nicaragua would render one through Panama useless. The most men employed on the new project was 3,600 (in 1896), primarily to comply with the terms of the concession and to maintain the existing excavation and equipment in saleable condition. The company had already begun looking for a buyer, with an asking price of $109 million.

text: In the US, a congressional Isthmian Canal Commission was established in 1899 to examine possibilities for a Central American canal and recommend a route. In November 1901, the commission reported that a US canal should be built through Nicaragua unless the French were willing to sell their holdings for $40 million. The recommendation became law on June 28, 1902, and the New Panama Canal Company was compelled to sell at that price.[3]

text: Results[edit]

text: Although the French effort was, to a large extent, doomed to failure from the beginning due to disease and a lack of understanding of the engineering difficulties, it was not entirely futile. The old and new companies excavated 59,747,638 m3 (78,146,960 cu yd) of material, of which 14,255,890 m3 (18,646,000 cu yd) was taken from the Culebra Cut. The old company dredged a channel from Panama Bay to the port at Balboa, and the channel dredged on the Atlantic side (known as the French canal) was useful for bringing in sand and stone for the locks and spillway concrete at Gatún.

text: Detailed surveys and studies (particularly those carried out by the new canal company) and machinery, including railroad equipment and vehicles, aided the later American effort. The French lowered the summit of the Culebra Cut along the canal route by five meters (17 ft), from 64 to 59 metres (210 to 194 ft). An estimated 22,713,396 m3 (29,708,000 cu yd) of excavation, valued at about $25.4 million, and equipment and surveys valued at about $17.4 million were usable by the Americans.[citation needed]

text: Nicaraguan canal[edit]

text: The 1848 discovery of gold in California and the rush of would-be miners stimulated US interest in building a canal between the oceans. In 1887, a United States Army Corps of Engineers regiment surveyed canal possibilities in Nicaragua. Two years later, the Maritime Canal Company was asked to begin a canal in the area and chose Nicaragua. The company lost money in the panic of 1893, and its work in Nicaragua ceased. In 1897 and 1899, the United States Congress charged a canal commission with researching possible construction; Nicaragua was chosen as the location both times.

text: Although the Nicaraguan canal proposal was made redundant by the American takeover of the French Panama Canal project, increases in shipping volume and ship sizes have revived interest in the project. A canal across Nicaragua accommodating post-Panamax ships or a rail link carrying containers between ports on either coast have been proposed.[citation needed]

text: United States[edit]

text: Theodore Roosevelt believed that a US-controlled canal across Central America was a vital strategic interest of the country. This idea gained wide circulation after the destruction of the USS Maine in Cuba on February 15, 1898. Reversing a Walker Commission decision in favor of a Nicaraguan canal, Roosevelt encouraged the acquisition of the French Panama Canal effort. George S. Morison was the only commission member who argued for the Panama location. The purchase of the French-held land for $40 million was authorized by the June 28, 1902 Spooner Act. Since Panama was then part of Colombia, Roosevelt began negotiating with that country to obtain the necessary rights. In early 1903 the Hay–Herrán Treaty was signed by both nations, but the Senate of Colombia failed to ratify the treaty.

text: Roosevelt implied to Panamanian rebels that if they revolted, the US Navy would assist their fight for independence. Panama declared its independence on November 3, 1903, and the USS Nashville impeded Colombian interference. The victorious Panamanians gave the United States control of the Panama Canal Zone on February 23, 1904, for $10 million in accordance with the November 18, 1903 Hay–Bunau-Varilla Treaty.

text: Takeover[edit]

text: The United States took control of the French property connected to the canal on May 4, 1904, when Lieutenant Jatara Oneel of the United States Army was presented with the keys during a small ceremony.[citation needed] The new Panama Canal Zone Control was overseen by the Isthmian Canal Commission (ICC) during construction.

text: The first step taken by the US government was to place all the canal workers under the new administration. The operation was maintained at minimum strength to comply with the canal concession and keep the machinery in working order. The US inherited a small workforce and an assortment of buildings, infrastructure and equipment, much of which had been neglected for fifteen years in the humid jungle environment. There were no facilities in place for a large workforce, and the infrastructure was crumbling.

text: Cataloguing assets was a large job; it took many weeks to card-index available equipment. About 2,150 buildings had been acquired,[4] many of which were uninhabitable; housing was an early problem, and the Panama Railway was in a state of decay. However, much equipment (such as locomotives, dredges and other floating equipment) was still serviceable.

text: Although chief engineer John Findley Wallace was pressured to resume construction, red tape from Washington stifled his efforts to obtain heavy equipment and caused friction between Wallace and the ICC. He and chief sanitary officer William C. Gorgas were frustrated by delay, and Wallace resigned in 1905. He was replaced by John Frank Stevens, who arrived on July 26, 1905. Stevens quickly realized that serious investment in infrastructure was necessary and determined to upgrade the railway, improve sanitation in Panama City and Colón, renovate the old French buildings and build hundreds of new ones for housing. He then began the difficult task of recruiting the large labor force required for construction. Stevens' approach was to press ahead first and obtain approval later. He improved drilling and dirt-removal equipment at the Culebra Cut for greater efficiency, revising the inadequate provisions in place for soil disposal.

text: No decision had been made about whether the canal should be a lock or a sea-level one; the ongoing excavation would be useful in either case. In late 1905, President Roosevelt sent a team of engineers to Panama to investigate the relative merits of both types in cost and time. Although the engineers voted eight to five in favor of a sea-level canal, Stevens and the ICC opposed the plan; Stevens' report to Roosevelt was instrumental in convincing the president of the merits of a lock canal and Congress concurred. In November 1906 Roosevelt visited Panama to inspect the canal's progress, the first trip outside the United States by a sitting president.

text: Whether contract employees or government workers would build the canal was controversial. Bids for the canal's construction were opened in January 1907, and Knoxville, Tennessee-based contractor William J. Oliver was the low bidder. Stevens disliked Oliver, and vehemently opposed his choice. Although Roosevelt initially favored the use of a contractor, he eventually decided that army engineers should carry out the work[4] and appointed Major George Washington Goethals as chief engineer (under Stevens' direction) in February 1907. Stevens, frustrated by government inaction and the army involvement, resigned and was replaced by Goethals.[5]

text: Workforce[edit]

text: The US relied on a stratified workforce to build the canal. High-level engineering jobs, clerical positions, skilled labor and jobs in supporting industries were generally reserved for white Americans, with manual labor primarily by cheap immigrant labor. These jobs were initially filled by Europeans, primarily from Spain, Italy and Greece, many of whom were radical and militant due to political turmoil in Europe. The US then decided to recruit primarily from the British and French West Indies, and these workers provided most of the manual labor on the canal.[6]

text: Living conditions[edit]

text: The Canal Zone originally had minimal facilities for entertainment and relaxation for the canal workers apart from saloons; as a result, alcohol abuse was a great problem. The inhospitable conditions resulted in many American workers returning home each year.

text: A program of improvements was implemented. Clubhouses were built, managed by the YMCA, with billiard, assembly and reading rooms, bowling alleys, darkrooms for camera clubs, gymnastic equipment, ice cream parlors, soda fountains and a circulating library. Member dues were ten dollars a year, with the remaining upkeep (about $7,000 at the larger clubhouses) paid by the ICC. The commission built baseball fields and arranged rail transportation to games; a competitive league soon developed. Semimonthly Saturday-night dances were held at the Hotel Tivoli, which had a spacious ballroom.

text: These measures influenced life in the Canal Zone; alcohol abuse fell, with saloon business declining by 60 percent.[citation needed] The number of workers leaving the project each year dropped significantly.

text: US construction[edit]

text: The work done thus far was preparation, rather than construction. By the time Goethals took over, the construction infrastructure had been created or overhauled and expanded from the French effort and he was soon able to begin construction in earnest.

text: Goethals divided the project into three divisions: Atlantic, Central and Pacific. The Atlantic Division, under Major William L. Sibert, was responsible for construction of the breakwater at the entrance to Limon Bay, the Gatún locks and their 5.6 km (3.5 mi) approach channel, and the Gatun Dam. The Pacific Division (under Sydney B. Williamson, the only civilian division head) was responsible for the Pacific entrance to the canal, including a 4.8 km (3.0 mi) breakwater in Panama Bay, the approach channel, and the Miraflores and Pedro Miguel locks and their associated dams. The Central Division, under Major David du Bose Gaillard, was responsible for everything in between. It had arguably the project's greatest challenge: excavating the Culebra Cut (known as the Gaillard Cut from 1915 to 2000), which involved cutting 8 miles (13 km) through the continental divide down to 12 meters (40 ft) above sea level.

text: By August 1907, 765,000 m³ (1,000,000 cubic yards) per month was being excavated; this set a record for the rainy season; soon afterwards this doubled, before increasing again. At the peak of production, 2,300,000 m³ (3,000,000 cubic yards) were being excavated per month (the equivalent of digging a Channel Tunnel every 3½ months).[citation needed]

text: Culebra Cut[edit]

text: One of the greatest barriers to a canal was the continental divide, which originally rose to 110 metres (360.9 ft) above sea level at its highest point. The effort to cut through this barrier of rock was one of the greatest challenges faced by the project.

text: Goethals arrived at the canal with Major David du Bose Gaillard of the US Army Corps of Engineers. Gaillard was placed in charge of the canal's Central Division, which stretched from the Pedro Miguel locks to the Gatun Dam, and dedicated himself to getting the Culebra Cut (as it was then known) excavated.

text: The scale of the work was massive. Six thousand men worked in the cut, drilling holes in which a total of 27,000 t (60,000,000 lb) of dynamite were placed to break up the rock (which was then removed by as many as 160 trains per day). Landslides were frequent, due to the oxidation and weakening of the rock's underlying iron strata. Although the scale of the job and the frequent, unpredictable slides generated chaos, Gaillard provided quiet, clear-sighted leadership.

text: On May 20, 1913, Bucyrus steam shovels made a passage through the Culebra Cut at the level of the canal bottom. The French effort had reduced the summit to 59 metres (193.6 ft) over a relatively narrow width; the Americans had lowered this to 12 metres (39.4 ft) above sea level over a greater width, and had excavated over 76,000,000 m3 (99,000,000 cu yd) of material. About 23,000,000 m3 (30,000,000 cu yd) of this material in addition to the planned excavation, in the form of landslides. Dry excavation ended on September 10, 1913; a January slide had added 1,500,000 m3 (2,000,000 cu yd) of earth, but it was decided that this loose material would be removed by dredging when the cut was flooded.

text: Dams[edit]

text: Two artificial lakes are key parts of the canal: Gatun and Miraflores Lakes. Four dams were constructed to create them. Two small dams at Miraflores impound Miraflores Lake, and a dam at Pedro Miguel encloses the south end of the Culebra Cut (essentially an arm of Lake Gatun). The Gatun Dam is the main dam blocking the original course of the Chagres River, creating Gatun Lake.

text: The Miraflores dams are an 825-metre (2,707 ft) earth dam connecting the Miraflores Locks in the west and a 150-metre (492 ft) concrete spillway dam east of the locks. The concrete dam has eight floodgates, similar to those on the Gatun spillway. The earthen, 430-metre (1,411 ft) Pedro Miguel dam extends from a hill in the west to the lock. Its face is protected by rock riprap at the water level. The largest and most challenging of the dams is the Gatun Dam. This earthen dam, 640 metres (2,100 ft) thick at the base and 2,300 metres (7,546 ft) long along the top, was the largest of its kind in the world when the canal opened.[citation needed]

text: Locks[edit]

text: Building the locks began with the first concrete laid at Gatun on August 24, 1909. The Gatun locks are built into a cutting into a hill bordering the lake, requiring the excavation of 3,800,000 m3 (4,970,212 cu yd) of material (mostly rock). The locks were made of 1,564,400 m3 (2,046,158 cu yd) of concrete, with an extensive system of electric railways and cable cars transporting concrete to the lock-construction sites.

text: The Pacific-side locks were finished first: the single flight at Pedro Miguel in 1911, and Miraflores in May 1913. The seagoing tugboat Gatun, an Atlantic-entrance tug used to haul barges, traversed the Gatun locks on September 26, 1913. The trip was successful, although the valves were controlled manually; the central control board was not yet ready.

text: Opening[edit]

text: On October 10, 1913, the dike at Gamboa which had kept the Culebra Cut isolated from Gatun Lake was demolished; the detonation was made telegraphically by President Woodrow Wilson in Washington. On January 7, 1914, the Alexandre La Valley, an old French crane boat, became the first ship to make a complete transit of the Panama Canal under its own steam after working its way across during the final stages of construction.

text: As construction wound down, the canal team began to disperse. Thousands of workers were laid off, and entire towns were disassembled or demolished. Chief sanitary officer William C. Gorgas, who left to fight pneumonia in the South African gold mines, became surgeon general of the Army. On April 1, 1914 the Isthmian Canal Commission disbanded, and the zone was governed by a Canal Zone Governor; the first governor was George Washington Goethals.

text: Although a large celebration was planned for the canal's opening, the outbreak of World War I forced the cancellation of the main festivities and it became a modest local affair. The Panama Railway steamship SS Ancon, piloted by Captain John A. Constantine (the canal's first pilot), made the first official transit on August 15, 1914. With no international dignitaries in attendance, Goethals followed the Ancon's progress by railroad.

text: Summary[edit]

text: The canal was a technological marvel and an important strategic and economic asset to the US. It changed world shipping patterns, removing the need for ships to navigate the Drake Passage and Cape Horn. The canal saves a total of about 7,800 miles (12,600 km) on a sea trip from New York to San Francisco.

text: Its anticipated military significance of the canal was proven during World War II, when the canal helped restore the devastated United States Pacific Fleet.[7] Some of the largest ships the United States had to send through the canal were aircraft carriers, particularly Essex class; they were so large that although the locks could accommodate them, the lampposts along the canal had to be removed.

text: The Panama Canal cost the United States about $375 million, including $10 million paid to Panama and $40 million paid to the French company. Although it was the most expensive construction project in US history to that time, it cost about $23 million less than the 1907 estimate despite landslides and an increase in the canal's width. An additional $12 million was spent on fortifications.

text: A total of over 75,000 people worked on the project; at the peak of construction, there were 40,000 workers. According to hospital records, 5,609 workers died from disease and accidents during the American construction era.[citation needed]

text: A total of 182,610,550 m3 (238,845,582 cu yd) of material was excavated in the American effort, including the approach channels at the canal ends. Adding the work by the French, the total excavation was about 204,900,000 m3 (268,000,000 cu yd) (over 25 times the volume excavated in the Channel Tunnel project).[citation needed]

text: Of the three presidents whose terms spanned the construction period, Theodore Roosevelt is most associated with the canal and Woodrow Wilson presided over its opening. However, William Howard Taft may have given the canal its greatest impetus for the longest time. Taft visited Panama five times as Roosevelt's secretary of war and twice as president. He hired John Stevens and later recommended Goethals as Stevens' replacement. Taft became president in 1909, when the canal was half finished, and was in office for most of the remainder of the work. However, Goethals later wrote: "The real builder of the Panama Canal was Theodore Roosevelt".[citation needed]

text: The following words by Roosevelt are displayed in the rotunda of the canal's administration building in Balboa:[citation needed]

text: It is not the critic who counts, not the man who points out how the strong man stumbled, or where the doer of deeds could have done them better. The credit belongs to the man who is actually in the arena; whose face is marred by dust and sweat and blood; who strives valiantly, who errs and comes short again and again; who knows the great enthusiasms, the great devotions, and spends himself in a worthy cause; who, at the best, knows in the end the triumph of high achievement; and who, at the worst, if he fails, at least fails while daring greatly, so that his place shall never be with those cold and timid souls who know neither victory nor defeat.

text: David du Bose Gaillard died of a brain tumor in Baltimore on December 5, 1913, at age 54. Promoted to colonel only a month earlier, Gaillard never saw the opening of the canal whose creation he directed. The Culebra Cut (as it was originally known) was renamed the Gaillard Cut on April 27, 1915, in his honor. A plaque commemorating Gaillard's work stood over the cut for many years; in 1998 it was moved to the administration building, near a memorial to Goethals.

text: Third-lane plans[edit]

text: As the situation in Europe deteriorated during the late 1930s, the US again became concerned about its ability to move warships between the oceans. The largest US battleships already had problems with the canal locks, and there were concerns about the locks being incapacitated by bombing.[8][9]

text: These concerns led Congress to pass a resolution on May 1, 1936, authorizing a study of improving the canal's defenses against attack and expanding its capacity to handle large vessels. A special engineering section was created on July 3, 1937, to carry out the study. The section reported to Congress on February 24, 1939, recommending work to protect the existing locks and the construction of a new set of locks capable of carrying larger vessels than the existing locks could accommodate. On August 11, Congress authorized the work.

text: Three new locks were planned, at Gatún, Pedro Miguel and Miraflores, parallel to the existing locks with new approach channels. The new locks would add a traffic lane to the canal, with each chamber 1,200 ft (365.76 m) long, 140 ft (42.67 m) wide and 45 ft (13.72 m) deep. They would be 1⁄2 mi (805 m) east of the existing Gatún locks and 1⁄4 mi (402 m) west of the Pedro Miguel and Miraflores locks.

text: The first excavations for the new approach channels at Miraflores began on July 1, 1940, following the passage by Congress of an appropriations bill on June 24, 1940. The first dry excavation at Gatún began on February 19, 1941. Considerable material was excavated before the project was abandoned, and the approach channels can still be seen paralleling the original channels at Gatún and Miraflores.

text: In 2006, the Autoridad del Canal de Panamá (the Panama Canal Authority, or ACP) proposed a plan creating a third lane of locks using part of the abandoned 1940s approach canals. Following a referendum, work began in 2007 and the expanded canal began commercial operations on June 26, 2016. After a two-year delay, the new locks allow the transit of Panamax ships (which have a greater cargo capacity than the original locks can handle). The first ship to cross the canal through the third set of locks was a Panamax container ship, the Chinese-owned Cosco Shipping Panama. The cost of the expansion was estimated at $5.25 billion.[2]

text: Transfer to Panama[edit]

text:
Statement on the Panama Canal treaty signing

Play media

Jimmy Carter's speech upon signing the Panama Canal treaty, September 7, 1977

Statement on the Panama Canal treaty signing

Audio-only version

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tag: table

text: After construction, the canal and the Canal Zone surrounding it were administered by the United States. On September 7, 1977, US President Jimmy Carter signed the Torrijos-Carter Treaty setting in motion the process of transferring control of the canal to Panama. The treaty became effective on October 1, 1979, providing for a 20-year period in which Panama would have increasing responsibility for canal operations before complete US withdrawal on December 31, 1999. Since then, the canal has been administered by the Panama Canal Authority (Autoridad de Canal de Panama, or ACP).

text: The treaty was controversial in the US, and its passage was difficult. The controversy was largely generated by contracts to manage two ports, at either end of the canal, which were awarded by Panama to Hong Kong-based conglomerate Hutchison Whampoa. According to US Republicans, the company has close ties to the Chinese government and the Chinese military.[10] However, the United States Department of State said that it found no evidence of connections between Hutchison Whampoa and Beijing.[11] Some Americans were wary of placing the strategic waterway under the protection of Panamanian security forces.[12]

text: Although concerns existed in the US and the shipping industry about the canal after the transfer, Panama has exercised good stewardship.[13] According to ACP figures, canal income increased from $769 million in 2000 (the first year under Panamanian control) to $1.4 billion in 2006.[citation needed] Traffic through the canal increased from 230 million tons in 2000 to nearly 300 million tons in 2006. The number of accidents has decreased from an average of 28 per year in the late 1990s to 12 in 2005. Transit time through the canal averages about 30 hours, about the same as during the late 1990s. Canal expenses have increased less than revenue, from $427 million in 2000 to $497 million in 2006. On October 22, 2006, Panamanian citizens approved a referendum to expand the canal.

text: Former US Ambassador to Panama Linda Watt, who served from 2002 to 2005, said that the canal operation in Panamanian hands has been "outstanding". "The international shipping community is quite pleased", Watt added.[14]


document_title: Indian Home Rule Society

question_text: who had founded the indian home rule society

text: Indian Home Rule Society

text: The Indian Home Rule Society (IHRS) was an Indian organisation founded in London in 1905 that sought to promote the cause of self-rule in British India. The organisation was founded by Shyamji Krishna Varma, with support from a number of prominent Indian nationalists in Britain at the time, including Bhikaji Cama, Dadabhai Naoroji and S.R. Rana,[1][2] and was intended to be a rival organisation to the British Committee of the Indian National Congress that was the main avenue of the loyalist opinion at the time.[3]

text: Founded on 18 February 1905, the IHRS was a metropolitan organisation modelled after Victorian public institutions of the time.[4] It had a written constitution  and the stated aims to "secure Home Rule for India, and to carry on a genuine Indian propaganda in this country by all practicable means".[5] The IHRS was open for membership "to Indians only", and found significant support amongst Indian students and other Indian populations in Britain. It recruited from amongst young Indian activists, collected money, and may have been collecting arms and maintaining close contact with revolutionary movements in India.[6][7] The society was foundations of the India House and, along with Krishna Varma's journal The Indian Sociologist, was the foundation of the militant Indian nationalist movement in Britain. After Krishna Varma's shift to Paris in 1907, the society gave way the secret nationalist society of Abhinav Bharat Mandal, founded by V.D. Savarkar.  The society was founded amongst efforts and movements that arose to reverse the flow of authority and power from Britain to India.[3][8] along with substantial help from Bhikaji Cama.


document_title: The Revenant (2015 film)

question_text: where was the revenant filmed in the united states

text: The Revenant (2015 film)

text: Plot[edit]

text: In 1823, Hugh Glass guides Andrew Henry’s trappers through unorganized territory. While he and his half-Pawnee son, Hawk, are hunting, the company's camp is attacked by an Arikara war party. Guided by Glass, the survivors travel on foot to Fort Kiowa, as traveling downriver will make them vulnerable. After docking, the crew stashes the pelts near the shore.

text: Glass is badly mauled by a grizzly bear and left close to death. Trapper John Fitzgerald, fearful of another Arikara attack, argues that the group must mercy-kill Glass and keep moving. Henry agrees, but is unable to pull the trigger; instead, he offers money for someone to stay with Glass. When the only volunteers are Hawk and the young Jim Bridger, Fitzgerald agrees to stay for money, to recoup his losses from the abandoned pelts.

text: After the others leave, Fitzgerald attempts to smother Glass but is discovered by Hawk. Fitzgerald stabs him to death as Glass watches helplessly. The next morning, Fitzgerald convinces Bridger that the Arikara are approaching and they must abandon Glass. After they depart, Fitzgerald admits he lied. When Fitzgerald and Bridger meet Henry at the fort, Fitzgerald tells him that Glass died and Hawk vanished.

text: Glass begins an arduous journey through the wilderness. He performs crude self-surgery and eludes the pursuing Arikara who are looking for the Chief's kidnapped daughter, Powaqa. Glass encounters Pawnee refugee Hikuc, who says that "revenge is in the Creator's hands." The men share bison meat and travel together. After a hallucinogenic experience, Glass discovers Hikuc hanged by French hunters. He infiltrates their camp and sees the leader raping Powaqa. He frees her, kills two hunters, and steals Hikuc's horse, leaving his canteen behind. The next morning, Glass is ambushed by the Arikara and driven over a cliff on his horse. He survives the stormy night by eviscerating the horse and sheltering inside its carcass.

text: A French survivor staggers into Fort Kiowa and Bridger recognizes his canteen as Glass's. Believing it stolen, Henry organizes a search party. Fitzgerald, realizing Glass is alive, empties the outpost’s safe and flees. The search party finds the exhausted Glass. Enraged, Henry orders Bridger arrested, but Glass vouches that Bridger was deceived and reveals that Fitzgerald murdered Hawk. Glass and Henry set out in pursuit of Fitzgerald.

text: After the two split up, Fitzgerald ambushes and kills Henry. Glass uses Henry's corpse on his horse as a decoy and shoots Fitzgerald in the arm. He pursues Fitzgerald to a riverbank where they engage in a brutal fight. Glass is about to kill Fitzgerald, but spots a band of Arikara downstream. He remembers Hikuc's words and pushes Fitzgerald downstream into the hands of the Arikara. The chief kills and scalps Fitzgerald and the Arikara spare Glass. Heavily wounded, Glass retreats into the mountains where he is visited by the spirit of his wife.

text: Cast[edit]

text:
Leonardo DiCaprio as Hugh Glass
Tom Hardy as John Fitzgerald[9]
Domhnall Gleeson as Andrew Henry[10]
Will Poulter as Jim Bridger[9]
Forrest Goodluck as Hawk
Paul Anderson as Anderson
Kristoffer Joner as Murphy
Joshua Burge as Stubby Bill
Duane Howard as Elk Dog
Melaw Nakehk'o as Powaqa
Fabrice Adde as Toussaint
Arthur Redcloud as Hikuc
Lukas Haas as Jones[11]
Brendan Fletcher as Fryman
Tyson Wood as Weston
Grace Dove as Hugh Glass's wife
Isaiah Tootoosis as Boy Hawk

tag: ul

text: Production[edit]

text: Development and financing[edit]

text: Development of The Revenant began in August 2001, with producer Akiva Goldsman acquiring the rights to Michael Punke's then-unpublished manuscript.[12] David Rabe had written the film's script.[13] The production was picked up by Park Chan-wook, with Samuel L. Jackson in mind to star. Park later left the project.[14][15] The development stalled until 2010, when Mark L. Smith wrote a new adaptation of the novel for Steve Golin's Anonymous Content. In May 2010, Smith revealed that John Hillcoat was attached to direct the film and that Christian Bale was in negotiation to star the movie.[16] Hillcoat left the project in October 2010.[15] Jean-François Richet was considered to replace him, but Alejandro G. Iñárritu signed on to direct in August 2011.[15][17] Goldsman was also confirmed to be producing with Weed Road Pictures.[17] In November, New Regency Productions joined to produce with Anonymous Content, and 20th Century Fox was confirmed to be distributing the film.[18][19] Days later, Iñárritu stated that he was seeking Leonardo DiCaprio and Sean Penn for the two lead roles.[20]

text: Once Iñárritu agreed to direct, he began working with Smith on script rewrites. In an interview with Creative Screenwriting, Smith admitted during this process he was unsure if Iñárritu would even be able to film some of the sequences they wrote. He recalled, "He would have some ideas and I would say, 'Alejandro, we can’t pull this off. It’s not going to work,' and he would say, 'Mark, trust me, we can do this.' In the end, he was right."[21]

text: The film was put on hold in March 2012, as New Regency hired Iñárritu to direct an adaptation of Flim-Flam Man, Jennifer Vogel's non-fiction book about her criminal father.[22] Penn was also under consideration for the lead role in that film.[23] In December 2012, Iñárritu announced that his next film would be Birdman or (The Unexpected Virtue of Ignorance), a comedy-drama about an actor who once played a famous superhero. For his work, Iñárritu won the Oscar for Best Director and Best Original Screenplay, and the film won Best Picture. Filming took place in March 2013.[24] Iñárritu was scheduled to begin production on The Revenant after Birdman wrapped.[25]

text: The film was granted a production budget of $60 million, with $30 million funded by New Regency. Brett Ratner's RatPac-Dune Entertainment, a joint venture between Ratner's RatPac Entertainment and 20th Century Fox's former financing partner, Dune Entertainment, also funded the film.[18] Worldview Entertainment, who also co-financed Birdman, was originally set to fund the film but backed out in July 2014 due to the departure of its CEO, Christopher Woodrow.[18][25][26] New Regency approached 20th Century Fox for additional funding, but the company declined, citing the pay-or-play contracts made for both DiCaprio and Tom Hardy, which would require that the actors be paid regardless of whether the film is completed.[26] Annapurna Pictures' Megan Ellison entered negotiations to finance the film shortly after.[18][26] The Chinese company Guangdong Alpha Animation and Culture Company partially financed the film.[27]

text: Filming[edit]

text: Principal photography for The Revenant began in October 2014.[28] A planned two-week break from filming in December was extended to six weeks which forced Tom Hardy to drop out of Suicide Squad. In February 2015, Iñárritu, who shot the film using natural lighting, stated that production would last "until the end of April or May", as the crew is "shooting in such remote far-away locations that, by the time we arrive and have to return, we have already spent 40% of the day".[29][30][31] Brad Weston, president and CEO of New Regency Pictures, stated that principal photography had been challenging due to the ambitious nature of the film. Ultimately, principal photography wrapped in August 2015.[32]

text: The film was shot in twelve locations in three countries: Canada, the United States, and Argentina.[33] In Canada, filming took place in Calgary and Fortress Mountain in Alberta, in Kananaskis Country west of Calgary, the Badlands near Drumheller, and at Squamish and Mammoth Studios, Burnaby, in British Columbia.[33] The scenes in the waterfall were filmed at the Kootenai Falls near Libby, Montana. While the initial plan was to film entirely in Canada, the weather was ultimately too warm, leading the filmmakers to locations near the Rio Olivia at the tip of Argentina with snow on the ground, to shoot the film's ending.[28][34]

text: Crew members often complained about difficult shoots, with many quitting or being fired. Mary Parent was then brought in as a producer.[28] Iñárritu stated that some of the crew members had left the film, explaining that "as a director, if I identify a violin that is out of tune, I have to take that from the orchestra." On his experience filming, DiCaprio stated: "I can name 30 or 40 sequences that were some of the most difficult things I’ve ever had to do. Whether it’s going in and out of frozen rivers, or sleeping in animal carcasses, or what I ate on set. [I was] enduring freezing cold and possible hypothermia constantly."[35][36]

text: Iñárritu had stated that he originally wanted to shoot the film chronologically, a process that would have added $7 million to the film's production budget.[37] Iñárritu later confirmed that the film was shot in sequence, despite Hardy's statement that the film could not be shot chronologically, due to weather conditions.[38][39]

text: In July 2015, it was reported that the film's budget had ballooned from the original $60 million to $95 million, and by the time production wrapped it had reached $135 million.[3]

text: Visual effects[edit]

text: The visual effects for The Revenant were produced primarily by Industrial Light & Magic (ILM). Other companies, such as Moving Picture Company (MPC) and Cinesite, also created visual effects for the film.[40]

text: Music[edit]

text: The musical score for The Revenant was composed by Japanese musician Ryuichi Sakamoto who had previously scored the Square Enix's Dawn of Mana, The Last Emperor (directed by Bernardo Bertolucci), Poppoya (directed by Yasuo Furuhata), Tony Takitani (directed by Jun Ichikawa the director of the Mitsui ReHouse commercial from 1997 to 1999 starring Chizuru Ikewaki and Mao Inoue), and German electronic musician Alva Noto with additional music composed by Bryce Dessner.[41] The main body of the score was recorded at the Seattlemusic Scoring Stage in the Bastyr Chapel in greater Seattle, Washington by musicians of the Northwest Sinfonia. Sakamoto conducted these sessions. Bryce Dessner's portion of the score was performed by the 25-piece Berlin-based orchestra known as "s t a r g a z e" under conductor André de Ridder.[42][43] Additional licensed music includes "Become Ocean", the Pulitzer Prize and Grammy Award-winning work of John Luther Adams as recorded by the Seattle Symphony with conductor Ludovic Morlot and an excerpt of "Jetsun Mila" from French musician and composer Eliane Radigue.[44] A soundtrack album was released digitally on December 25, 2015, and on CD on January 8, 2016. Milan Records will release a vinyl pressing of the soundtrack in April 2016.[43]

text: The score by Sakamoto and Noto was ruled ineligible for the Academy Award for Best Original Score at the 2016 Oscars as it was deemed that it was "assembled from the music of more than one composer".[45]

text: Documentary[edit]

text: The film was accompanied by a 44-minute documentary, named A World Unseen, highlighting the process of making the production. A World Unseen was released on January 21, 2016, on YouTube; both the date and medium of the documentary's release made it ineligible for the Academy Award for Best Documentary (Short Subject) in the same year as the film nomination.[46][47]

text: Themes[edit]

text: In the Los Angeles Review of Books, film critic Wai Chee Dimock compared The Revenant's themes to those addressed in the literary works of James Fenimore Cooper, particularly The Last of the Mohicans. Dimock argues that the film re-interprets the concept of "half-breeds" from a derogatory idea that Cooper despised to an aesthetic way in which to see the world. She compared both works' protagonists—Glass and Hawk-eye—as literary foils, with Glass living an inversion of the latter's biography and perspective.[48]

text: In the documentary of the film titled A World Unseen, Iñárritu has stated that for the main themes of the film he revisits the issues and concerns of intense parental and filial relations, which audiences of his previous films readily recognize as a recurrent theme in his previous work. Regarding the theme of revenge seen throughout The Revenant, Iñárritu has stated that the approach of vengeance seen in the film needs to be significantly tempered by anyone who would want to see vengeance as either an effective or useful moral to be applied in life. In the end, Iñárritu states, there can only be disappointment and lack of fulfillment for anyone who looks to revenge as providing a higher purpose for living or a life defining purpose.[46][47]

text: Historical accuracy[edit]

text: The Guardian reported, "The backstory about Glass’s love for a Pawnee woman is fiction. It has been suggested the real Glass had such a relationship, but there’s no firm evidence—and no evidence that he had any children. ... As for the ending, it has been changed in one significant way: in real life, nobody got killed."[49]

text: American Rifleman reported, "There was no Pawnee wife or children to motivate him, no real cause for revenge, either, as he understood that Jim Bridger and John Fitzgerald honestly thought he was as good as dead. He might have done the same thing if their roles were reversed. The one constant in every telling of the tale until “The Revenant” opened was Hugh Glass wanted his gun back."[50] The reporting about this story indicates that Glass did track down Fitzgerald and demand the rifle's return, which Fitzgerald sullenly complied with.

text: Canadian actor Roy Dupuis was strongly critical of the movie for portraying French-Canadian voyageurs as murderous rapists. Dupuis was originally offered a role as a voyageur, but he rejected it due to perceptions of anti-French bias and historical inaccuracies.[51][52][53][54] According to Allan Greer, the Canada Research Chair in Colonial North America, "generally the American traders had a worse reputation than the Canadians."[51]

text: Iñárritu has made a special point of emphasizing the importance of historical issues of ethnicity approached in the film and reflected in the mixed ethnic background of Hugh Glass's son portrayed in the film (portrayed as half Pawnee by Glass's wife) as relating to his own life and his identification with ethnic concerns. Iñárritu has referred to having encountered constant xenophobia and stated that: "These constant and relentless xenophobic (comments) have been widely spread by the media without shame, embraced and cheered by leaders and communities around the U.S. The foundation of all this is so outrageous that it can easily be minimized as an SNL sketch, a mere entertainment, a joke ... I debated with myself, if I should bring up this uncomfortable subject tonight but in light of the constant and relentless xenophobic comments that have been expressed recently against my Mexican fellows, it is inevitable."[55]

text: The massive pile of bison skulls depicted in the film (based upon a real life photograph from the mid-1870s) is also an anachronism. The slaughter of bison on that scale was not yet underway in the early 1820s.[citation needed] Similarly for the assertion that the "Anglos" had taken the Indians' land, which was not to occur in that part of the country for another 20 years.[citation needed] Trapper John Fitzgerald refers to the area of modern-day Texas as if it is a part of the Union or an aligned territory. However, in 1823 Texas was a sparsely populated (in 1825, Texas had about 3,500 people, with most of Mexican descent[56]) province of Mexico.

text: Native american culture[edit]

text: In order to portray Arikara culture accurately, Iñárritu hired several cultural consultants[57][58] and teamed up with two linguists to provide faithful Arikara and Pawnee language lines for actors.[59] This proved difficult since those languages have no native speakers left.[60] Hickuc, the Pawnee man who helps Glass survive, is played by a Navajo actor.[61]

text: However, in one scene, a Pawnee character is accompanied by a voiceover in Inupiak, which is spoken in Arctic Alaska, thousands of kilometers away and a different language family from Pawnee. The voiceover was taken from a John Luther Adams recording; the words originally came from an Inuit woman named Uvavnuk, an angakkuq (shaman) and oral poet.[62]

text: Release[edit]

text: The Revenant had a limited release in the United States on December 25, 2015, including Los Angeles—making it eligible for the 88th Academy Awards—before being released nationwide on January 8, 2016.[63][64] The film opened in Australia on January 7, 2016 and in the United Kingdom on January 15, 2016.[65][66] In the Philippines, the film's release date was originally set for January 27, 2016, but it was eventually delayed a week to February 3, 2016.[67][68] Although studios initially chose not to pursue a theatrical release in China, following the film's three wins at the 88th Academy Awards on February 28, 2016, the film was granted a release in China but with several cuts.[69] It was released on March 18, 2016.[27]

text: Home media[edit]

text: The DVD, Blu-ray and 4K Ultra HD Blu-ray were released on April 19, 2016 in the US.[70] Opening sales of the DVD along with on-line streaming orders placed The Revenant as number one in sales at Amazon.[71] Distribution to major rental outlets in the US was done on May 17, 2016.[72]

text: Piracy[edit]

text: On December 20, 2015, less than a week before its release, screener copies of The Revenant and numerous Oscar contenders, including The Hateful Eight, Creed and Straight Outta Compton, were uploaded to many websites. The FBI linked the case to co-CEO Andrew Kosove of Alcon Entertainment. Kosove claimed that he had "never seen this DVD[s]", and that "it never touched his hands."[73] In October 2016, a former 20th Century Fox employee was fined $1.12 million in a separate case for uploading both The Revenant and The Peanuts Movie online.[74]

text: Reception[edit]

text: Box office[edit]

text: The Revenant grossed $183.6 million in the United States and Canada and $349.3 million in other countries for a worldwide total of $533 million, against a production budget of $135 million.[4] Deadline.com calculated the net profit of the film to be $61.6 million, when factoring together all expenses and revenues.[75]

text: In North America, The Revenant opened in limited release on December 25, 2015, and over the weekend grossed $474,560 from four theaters in New York City and Los Angeles ($118,640 per screen), finishing twenty-third at the box office.[76] It was the second-biggest theater average of 2015 behind the $130,000 four-screen debut of Steve Jobs.[77] The film earned a total of $1.6 million from its two-week limited run before expanding wide on January 8, 2016, across 3,371 theaters.[78][79]

text: It made $2.3 million from its early Thursday preview showings from 2,510 theaters.[78] On its opening day, the film earned $14.4 million, ranking first at the box office.[80] The film grossed $39.8 million in its opening weekend from 3,375 theaters, exceeding initial projections by 70%, and finishing second at the box office behind Star Wars: The Force Awakens ($42.4 million), which was on its fourth weekend of play. It was the director’s biggest opening of all-time, and the fourth-biggest for DiCaprio and supporting actor Tom Hardy.[81] Critics noted that The Force Awakens had an advantage, considering that it was playing at 781 more theaters, that Sunday matinees are family-friendly, and since it had the benefit of playing in all North American IMAX theaters.[81] Nevertheless, The Revenant played very balanced across the U.S. and overperformed in all states except the Northeast region.[81] Its wide release weekend is among the top openings in the month of January.[82] It finally topped the box office in its fifth weekend overall and third weekend in wide release after competing with Ride Along 2 in its second weekend. It added a $16 million in its third weekend, which was down 49.7% but topped the box office, despite a blizzard blanketing most of the East Coast which reportedly hurt many films' box office performance.[83][84][85][86] The following weekend it was overtaken by Fox’s own animated movie Kung Fu Panda 3 thereby topping the box office for just one weekend.[87] Following the announcement of the Oscar nominees on January 14, The Revenant witnessed the biggest boost among the Best Picture category, jumping from $54.1 million to $170.5 million, an increase of +215% up to the Oscar ceremony in the weekend ending February 28.[88]

text: Outside North America, the film secured a release in 78 countries.[89] It made $20.5 million from 2,407 screens in just 18 markets, placing behind The Force Awakens at the international box office chart and first among newly released films.[90] The following weekend, it added $32.3 million from 25 markets on 4,849 screens.[89] The film topped the international box office in its third weekend—the same weekend when it topped the U.S. box office—overtaking The Force Awakens with $33.7 million from 48 markets.[91] In the United Kingdom and Ireland, it took the No. 1 spot with $7.87 million or £5.2 million ($7.4 million) from 589 theaters and remained there for a second weekend declining only by 24% with £3.86 million ($5.5 million), as well as for a third weekend.[89][92][93][94][95] Similarly, in Russia, it passed The Force Awakens to take the top spot with $7.5 million from 1,063 screens.[90] In France, it has the biggest opening day in Paris and the third biggest opening weekend of 2016 (so far) with $8.2 million.[96] It also opened at No. 1 in Mexico ($5.1 million), Spain ($4 million), Holland ($1.3 million), Belgium ($1.1 million), Argentina ($955,000), Sweden ($914,000), South Korea, Denmark, Norway, Israel, Egypt and Portugal among other markets.[89][91][94][97] In Germany ($4.6 million) and Australia ($2.9 million), it debuted at No. 2 both behind The Force Awakens and in Brazil ($2.17 million) behind The Ten Commandments.[90][97] It had one of the top ten openings of all time for a Fox film, not accounting for inflation in South Korea with $5.7 million and went on to top the box office there for a second weekend with $3.22 million despite cold weather affecting theater attendance resulting in low box office performance.[98][99] In Russia, despite not opening at No. 1, it topped the box office in its second weekend with $4.4 million—more than The Force Awakens—and went on to top for a third weekend with $3.6 million.[89][100] In China it had an opening day of around $11 million from more than 11,000 screens, including $250,000 in midnight previews, and $23 million in two days.[101][102][103] In its opening weekend, it grossed $31 million, coming in second place behind the animated Zootopia. IMAX comprised $2.3 million on 278 screens.[104] In terms of total earnings, its largest markets outside of the U.S. and Canada are China ($58.6 million), the United Kingdom ($32.8 million), Germany ($28.7 million) and France ($28.2 million).[105][106] The film opened in Japan on March 23.[96][107]

text: Critical response[edit]

text: The Revenant received positive reviews from critics, with DiCaprio and Hardy's performances, Iñárritu's directing and Lubezki's cinematography all being praised.[108][109][110][110] However, the film's runtime was criticized.[111] On Rotten Tomatoes, the film has an approval rating of 80%, based on 327 reviews, with an average rating of 7.9/10. The site's critical consensus reads: "As starkly beautiful as it is harshly uncompromising, The Revenant uses Leonardo DiCaprio's committed performance as fuel for an absorbing drama that offers punishing challenges -- and rich rewards."[112] On Metacritic, the film has a weighted average score of 76 out of 100, based on 50 critics, indicating "generally favorable reviews".[113] Audiences polled by CinemaScore gave the film an average grade of "B+" on an A+ to F scale.[114][115]

text: Reviewers cited in a CBS News survey of critics highly praised DiCaprio's performance, referring to it as an "astonishing testament to his commitment to a role" and as an "anchoring performance of ferocious 200 percent commitment."[109] Peter Travers of Rolling Stone called DiCaprio's acting "a virtuoso performance, thrilling in its brute force and silent eloquence."[116] Writing for NY Magazine/Vulture, David Edelstein called the film a "tour de force" and "[b]leak as hell but considerably more beautiful," but noted the film had "traditional masculinity instead of a search for what illuminates man's inhumanity to man."

text: Justin Chang of Variety wrote Iñárritu "increasingly succumbs to the air of grim overdetermination that has marred much of [his] past work" and it was "an imposing vision... but also an inflated and emotionally stunted one."[109] Stephanie Zacharek, writing for TIME magazine, gave a positive review to the film stating: "Inarritu may have fashioned The Revenant as the ultimate endurance test, but as Glass, DiCaprio simply endures. He gives the movie a beating heart, offering it up, figuratively speaking, alive and bloody on a platter. It—he—is the most visceral effect in the movie: revenge served warm. Bon Appetite."[108] Richard Brody of The New Yorker was critical of the film, and said that Emmanuel Lubezki's images were mere "pictorial ornament[s] to [Alejandro González Iñárritu's] bland theatrical stagings.”[117]

text: Slant Magazine's writer Ed Gonzalez suggested that the Slant staff in large part disliked the film: "Our contempt for The Revenant knows no limits."[117] Gonzalez unfavorably compared Iñárritu's work to Terrence Malick's 2005 film The New World. In the official review, Slant writer Jaime N. Christley wrote: "The Revenant [is] a misery-fest that plants its narrative flags as carelessly as a Roland Emmerich blockbuster, guaranteeing us a viewing experience almost as arduous as the trials depicted on screen, before reaching a conclusion that's sealed the moment audiences first meet the key players. After an obligatory false calm, The Revenant's proper opening scene is a show-stopping massacre at a fur-trapper's campsite. It's the kind of thing Howard Hawks would have handled—and did, in The Big Sky—in under 90 seconds, with mostly off-camera particulars and minimal effects, but González Iñárritu forces it to resemble the Normandy Beach sequence in Saving Private Ryan as much as history or sense will allow, and then some."[118] The Revenant was ranked 22nd on Metacritic's and 79th on Rotten Tomatoes' list of best films of 2015.[119][120][121]

text: Accolades[edit]

text: The Revenant has received numerous award nominations and wins, particularly for DiCaprio's performance, Iñárritu's direction and Lubezki's cinematography. At the 88th Annual Academy Awards, Iñárritu won the Best Director award for the second time in a row, Emmanuel Lubezki won for the third time in a row the award for Best Cinematography and DiCaprio won his first award for Best Actor. Hardy lost his category to Mark Rylance for Bridge of Spies, and the film itself lost Best Picture to Spotlight.[122]

text: At the 73rd Golden Globe Awards it won three awards: Best Motion Picture – Drama, Best Director, and Best Actor – Drama. It also had a nomination for Best Original Score.[123] On January 14, 2016, the film received 12 Academy Award nominations (more than any other film at the ceremony), including Best Picture and Best Director for Iñárritu, as well as Best Actor and Best Supporting Actor, for DiCaprio and Hardy, respectively.[124] On February 14, 2016, the film received the most awards at 69th British Academy Film Awards out of eight-nominations, with five, including Best Film, Best Director, Best Cinematography, Best Sound, and Best Leading Actor.[125] It received nine Critics' Choice Awards nominations, winning two – for DiCaprio as Best Actor and Best Cinematography for Lubezki.[126]

text: Tom Hardy won the Best British Actor award at the London Film Critics' Circle and was runner-up for Best Supporting Actor at Dallas–Fort Worth Film Critics Association.[127][128] DiCaprio was awarded Outstanding Performance by a Male Actor in a Leading Role award at 22nd Screen Actors Guild Awards, while Iñárritu received Outstanding Directing – Feature Film award at 68th Directors Guild of America Awards.[129] It received five Satellite Awards nominations, winning the award of Best Actor for DiCaprio.[130]

text: On May 2, 2016, Time magazine included both DiCaprio and Iñárritu in its issue of the 100 Most Influential People of 2015, with a cover photograph of DiCaprio on the magazine. John Kerry, the U.S. Secretary of State, wrote a short testimonial to DiCaprio for this issue of Time stating that DiCaprio's dedication drives him to succeed and "that's how he takes himself back 200 years to create an Oscar-winning, bear-brawling, powerhouse performance in The Revenant."[131]