Daly City, California

# Daly City, California

## Abstract

Daly City (/ ˈ d eɪ l i /) is the second most populous city in San Mateo County, California, United States. Located in the San Francisco Bay Area, and immediately south of San Francisco (sharing its northern border with almost all of San Francisco's southern border), it is named for businessman and landowner John Donald Daly.

The population was 104,901 at the 2020 census. The racial makeup of Daly City was 57.3% Asian, 11.7% non-Hispanic White and 23.1% Hispanic or Latino of any race in the 2020 census.

## History

Archaeological evidence suggests the San Francisco Bay Area has been inhabited as early as 2700 BC. People of the Ohlone language group probably occupied Northern California from at least the year A.D. 500. Though their territory had been claimed by Spain since the early 16th century, they would have relatively little contact with Europeans until 1769, when, as part of an effort to colonize Alta California, an exploration party led by Don Gaspar de Portolá learned of the existence of San Francisco Bay. Seven years later, in 1776, an expedition led by Juan Bautista de Anza selected the site for the Presidio of San Francisco, which José Joaquín Moraga would soon establish. Later the same year, the Franciscan missionary Francisco Palóu founded the Mission San Francisco de Asís (Mission Dolores). As part of the founding, the priests claimed the land south of the mission for sixteen miles for raising crops and for fodder for cattle and sheep. In 1778, the priests and soldiers marked out a trail to connect San Francisco to the rest of California. At the top of Mission Hill, the priests named the gap between San Bruno Mountain and the hills on the coast La Portezuela ("The Little Door"). La Portezuela was later referred to as Daly's Hill, the Center of Daly City, and is now called Top of the Hill.

During Spanish rule, the area between San Bruno Mountain and the Pacific remained uninhabited. Upon independence from Spain, prominent Mexican citizens were granted land parcels to establish large ranches, three of which covered areas now in Daly City and Colma. Rancho Buri Buri was granted to Jose Sanchez in 1835 and covered 14,639 acres (59.24 km) including parts of modern-day Colma, Burlingame, San Bruno, South San Francisco, and Millbrae. Rancho Laguna de la Merced was 2,219 acres (8.98 km) acres and covered the area around a lake of the same name. The third ranch covering parts of the Daly City–Colma area was named Rancho Cañada de Guadalupe la Visitación y Rodeo Viejo and stretched from the Visitacion Valley area in San Francisco, to the city of South San Francisco covering 5,473 acres (22.15 km).

Following the Mexican Cession of California at the end of the Mexican–American War the owners of Rancho Laguna de La Merced tried to claim land between San Bruno Mountain and Lake Merced. An 1853 US government survey declared that the contested area was in fact government property and could be acquired by private citizens. There was a brief land rush as settlers, mainly Irish established ranches and farms in parts of what is now the neighborhoods of Westlake, Serramonte, and the cities of Colma and Pacifica. A decade later, several families left as increase in the fog density killed grain and potato crops. The few remaining families switched to dairy and cattle farming as a more profitable enterprise. In the late 19th century as San Francisco grew and San Mateo County was established, Daly City also gradually grew including homes and schools along the lines for the Southern Pacific railroad. Daly City served as a location where San Franciscans would cross over county lines to gamble and fight. As tensions built in approach to the American Civil War, California was divided between pro- slavery, and Free Soil advocates. Two of the main figures in the debate were US Senator David C. Broderick, a Free Soil advocate, and David S. Terry, who was in favor of extension of slavery into California. Quarreling and political fighting between the two eventually led to a duel in the Lake Merced area at which Terry mortally wounded Broderick, who would die three days later. The site of the duel is marked with two granite shafts where the men stood, and is designated as California Historical Landmark number 19.

### 20th century

On the morning of April 18, 1906, a major earthquake struck just off the coast of Daly City near Mussel Rock. After quake and subsequent fire destroyed many San Franciscans homes, they left to temporary housing on the ranches of the area to the south, including the large one owned by John Daly. Daly had come to the Bay Area in 1853 where he had worked on a dairy farm, and after several years married his bosses' daughter and acquired 250 acres (1.0 km) at the Top of the Hill area. Over the years Daly's business grew, as did his political clout. When a flood of refugees from the quake came, Daly and other local farmers donated milk and other food items. Daly later subdivided his property, from which several housing tracts emerged.

As some of the refugees established homes in the area, the need for city services grew. This, combined with the fear of annexation by San Francisco and being ignored by San Mateo County, whose seat far to the south left residents feeling ignored, created a demand for incorporation. The first such attempt was proposed in 1908 for incorporation as the city of Vista Grande. Vista Grande would have spanned from the Pacific to the Bay, with San Francisco as its northern border and South San Francisco and the old Rancho Buri Buri as its southern border. The proposal was rejected over the scope of the planned city, which was too broad for many residents. The initial proposal also revealed rifts in the community among the various regions, including the area around the cemeteries, who were excluded from further plans of incorporation. On January 16, 1911, an incorporation committee filed a petition with San Mateo County supervisors to incorporate the City of Daly City. The city would run from San Francisco along the San Bruno Hills until Price and School streets with San Francisco and west to the summit of the San Bruno Hills. The city would have an estimated population of 2,900. On March 18, 1911, a special election was held, with incorporation narrowly succeeding by a vote of 132 to 130.

It remained a relatively small community until the late 1940s, when developer Henry Doelger established Westlake, a major district of homes and businesses, including the Westlake Shopping Center. Beginning in the 1950s Filipino Americans began to purchase homes east of Junipero Serra Boulevard, as they were barred from the Westlake development due to racial covenants. On March 22, 1957, Daly City was again the epicenter of an earthquake, this one a 5.3 magnitude quake on the San Andreas Fault, which caused some structural damage in Westlake and closed State Route 1 along the Westlake Palisades. In 1963, Daly City annexed the city of Bayshore. The Cow Palace, located in Bayshore and now within the city limits of Daly City, was the site of the following year's Republican National Convention. The Daly City BART station opened on September 11, 1972, providing northern San Mateo County with rail service to downtown San Francisco and other parts of the Bay Area. The line was extended south to Colma in 1996 and then to Millbrae and the San Francisco International Airport in 2003.

In October 1984, Taiwanese American writer Henry Liu was assassinated in his garage in Daly City, allegedly by Kuomintang agents.

The Daly City History Museum opened in March 2009 and is located in the building that housed the John Daly Library, Daly City's first library. The museum houses exhibits related to Daly City's history and maintains an archive of photos and documents.

## Geography

According to the United States Census Bureau, the city has a total area of 7.7 square miles (20 km), all land.

Daly City is bordered by the cities of San Francisco, Brisbane, Pacifica, South San Francisco, and the town of Colma. The city borders several unincorporated areas of San Mateo County. It surrounds Broadmoor, and borders San Bruno Mountain State Park, the Olympic Club, Lake Merced, and unincorporated areas near Colma. Seismic faults in and near Daly City include the San Andreas Fault, Hillside Fault and Serra Fault.

### Neighborhoods

Neighborhoods of Daly City include Westlake, St. Francis Heights, Serramonte, Top of the Hill, Hillside, Crocker, Southern Hills, and Bayshore. Westlake is notable for its distinct architecture and for being among the earliest examples of a planned, large-tract suburb. It was the inspiration for Malvina Reynolds ' 1962 song " Little Boxes ", and later a coffee-table book and documentary Little Boxes: The Architecture of a Classic Midcentury Suburb. Bayshore, the easternmost neighborhood of Daly City, was an incorporated city, Bayshore City, from 1932 to 1940; it was annexed to Daly City in 1963. Several Daly City neighborhoods, such as Crocker, Southern Hills, and Bayshore, share a street grid and similar characteristics with adjacent San Francisco neighborhoods, such as Crocker-Amazon and Visitacion Valley.

Several neighborhoods associated with Daly City lie outside of its city limits. Broadmoor is an unincorporated area completely surrounded by Daly City. Colma is an incorporated town sandwiched between Daly City, South San Francisco, and San Bruno Mountain. These enclaves are in charge of their own police and fire services, but also share some services with Daly City.

### Climate

Daly City's climate is similar to that of San Francisco's western areas such as the Richmond District and Sunset District areas, with fog occurring in the spring and early-to-late summer. Julys and Augusts, on rare occasions, peak over 75 F. Summers are cool and dry, whereas winters are mild and wet.

## Demographics

### 2020 census

As of the 2020 census, there were 104,901 people and 31,836 households residing in the city.

The racial makeup of Daly City was 57.3% Asian, 19.2% White, 3.5% African American, 0.7% Pacific Islander, 0.9% Native American, 10.2% from other races, and 8.2% from two or more races.

The population is 11.7% non-Hispanic White and 23.1% Hispanic or Latino of any race.

### 2010 census

As of the 2010 census, there were 101,123 people. The population density was 13,195.0 inhabitants per square mile (5,094.6/km), placing it 291st in population, among the top 50 in density when smaller populations are included, and 9th in density amongst cities with over 100,000 people.

The racial makeup of Daly City was 56,267 (55.6%) Asian, 23,842 (23.6%) White, 3,600 (3.6%) African American, 805 (0.8%) Pacific Islander, 404 (0.4%) Native American, 11,236 (11.1%) from other races, and 4,969 (4.9%) from two or more races.

Among the total population of Daly City, 33.2% were Filipino, 15.4% Chinese, 1.8% Burmese, 1.0% Vietnamese, 0.6% Indian, 0.6% Korean, 0.6% Japanese, 0.2% Indonesian, and 0.2% were Thai. Hispanic or Latino of any race were 23,929 persons (23.7%); 9.4% of Daly City's population is of Mexican origin; 4.9% is of Salvadoran, 2.7% Nicaraguan, 1.3% Guatemalan, 0.7% Peruvian, 0.7% Puerto Rican, and 0.5% Honduran heritage.

The Census reported that 100,442 people (99.3% of the population) lived in households, 273 (0.3%) lived in non-institutionalized group quarters, and 408 (0.4%) were institutionalized.

There were 31,090 households, out of which 11,050 (35.5%) had children under the age of 18 living in them, 15,883 (51.1%) were opposite-sex married couples living together, 4,667 (15.0%) had a female householder with no husband present, 2,238 (7.2%) had a male householder with no wife present. There were 1,632 (5.2%) unmarried opposite-sex partnerships, and 293 (0.9%) same-sex married couples or partnerships. 5,855 households (18.8%) were made up of individuals, and 2,136 (6.9%) had someone living alone who was 65 years of age or older. The average household size was 3.23. There were 22,788 families (73.3% of all households); the average family size was 3.63.

The population was spread out, with 19,614 people (19.4%) under the age of 18, 10,506 people (10.4%) aged 18 to 24, 29,663 people (29.3%) aged 25 to 44, 27,717 people (27.4%) aged 45 to 64, and 13,623 people (13.5%) who were 65 years of age or older. The median age was 38.3 years. For every 100 females, there were 97.5 males. For every 100 females age 18 and over, there were 95.3 males.

There were 32,588 housing units at an average density of 4,252.2 per square mile (1,641.8/km), of which 17,565 (56.5%) were owner-occupied, and 13,525 (43.5%) were occupied by renters. The homeowner vacancy rate was 1.9%; the rental vacancy rate was 4.2%. 58,239 people (57.6% of the population) lived in owner-occupied housing units and 42,203 people (41.7%) lived in rental housing units.

Daly City is home to the only Karaite synagogue in the United States, Congregation B'nai Israel.

As of 2010 census figures, 40.7% of Daly City residents are of Filipino descent, the highest concentration of Filipino/Filipino Americans of any mid-sized city in North America. This partly explains Daly City's place in the vernacular as the " Pinoy Capital". Benito M. Vergara Jr. details this history in his ethnography Pinoy Capital: The Filipino Nation in Daly City.

### 2000 census

As of the 2000 census, there were 101,514 people, 29,843 households, and 21,847 families residing in the city. The population density was 15,703.8 inhabitants per square mile (6,063.3/km), making it among the most densely populated cities in the country. There were 31,876 housing units at an average density of 5,140.9 per square mile (1,984.9/km).

There were 29,843 households, out of which 35.1% had children under the age of 18 living with them, 51.5% were married couples living together, 11.2% had a female householder with no husband present, and 28.0% were non-families. Of all households 22.1% were made up of individuals, and 5.7% had someone living alone who was 65 years of age or older. The average household size was 4.34 and the average family size was 4.78.

In the city, the age distribution of the population shows 25.5% under the age of 18, 11.5% from 18 to 24, 32.2% from 25 to 44, 21.8% from 45 to 64, and 10.0% who were 65 years of age or older. The median age was 32 years. For every 100 females, there were 99.8 males. For every 100 females age 18 and over, there were 96.3 males.

The median income for a household in the city was $60,310, and the median income for a family was $66,365. Males had a median income of $36,227 versus $34,147 for females. The per capita income for the city was $22,900. About 5.2% of families and 9.1% of the population were below the poverty line, including 8.4% of those under age 18 and 6.3% of those age 65 or over.

## Culture

The Cow Palace arena grounds straddle the border with San Francisco and is the home for the annual Grand National Rodeo, Horse & Stock Show. It has hosted events such as concerts by the Beatles, the now- Golden State Warriors and their early appearances in the NBA Finals, the NHL San Jose Sharks hockey team, two short-lived minor league hockey teams (the IHL San Francisco Spiders and ECHL San Francisco Bulls), and two Republican National Conventions (in 1956 and 1964).

Century 20 Daly City is a modern megaplex movie theatre opened in 2002 as part of the Pacific Plaza business and retail development.

Several golf courses are located within or straddle the border with San Francisco. The Olympic Club has hosted the USGA U.S. Open five times, most recently in 2012, and will host both the 2028 PGA Championship and the 2032 Ryder Cup. The private San Francisco Golf Club and Lake Merced Golf Club have part or all of their course in Daly City. The Golden Gate National Recreation Area includes the city's Thornton Beach. The topography of this area (due to the San Andreas fault) is conducive to paragliding and hang gliding.

Daly City and neighboring Colma have emerged as shopping meccas for San Francisco residents. A combination of plentiful free parking space (compared to the constrained and expensive parking options in San Francisco) and San Mateo County's historically slightly lower state sales tax rate have contributed to this trend. Many big box retailers that are unable to operate in San Francisco due to real estate prices, space restrictions, or political / community opposition have opened stores in the Serramonte and Westlake neighborhoods. Daly City's shopping centers are Serramonte Center and Westlake Shopping Center.

## Government

In the California State Legislature, Daly City is in the 11th Senate District, represented by Democrat Scott Wiener, and in the 19th Assembly District, represented by Democrat Phil Ting. In the United States House of Representatives, Daly City is in California's 15th congressional district, represented by Democrat Kevin Mullin.

The city council of Daly City is a five-member body composed of Mayor Juslyn C. Manalo, Vice Mayor Roderick Daus-Magbual, and Council members Teresa G. Proaño, Pamela DiGiovanni, and Glenn R. Sylvester.

According to the California Secretary of State, as of February 10, 2019, Daly City has 46,684 registered voters. Of those, 24,175 (51.8%) are registered Democrats, 4,479 (9.6%) are registered Republicans, and 16,487 (35.3%) have declined to state a political party.

## Education

There are several public school districts in Daly City. The largest are the Jefferson Elementary School District and Jefferson Union High School District, both of which are headquartered in the city. In addition, there is the Bayshore Elementary School District (two schools), Brisbane School District (Panorama School in Daly City), and South San Francisco Unified School District (two schools in Daly City). Daly City has two high schools: Westmoor High School and Jefferson High School, plus a continuation school, Thornton High School and an adult school, Jefferson Adult Education. Daly City is also home to two Catholic parochial schools: Our Lady of Perpetual Help on Top-of-the-Hill and Our Lady of Mercy in Westlake. The city has four Peninsula Library System branches.

## Transportation

Daly City's highway infrastructure includes State Routes 1, 35, and 82, and Interstate 280. Interstate 280, which bisects Daly City, is a primary transportation corridor linking San Francisco with San Mateo and Santa Clara counties.

Daly City is a major hub for public transit. Bay Area Rapid Transit (BART) serves Daly City at a namesake station as well as at Colma Station, which abuts the Daly City limits). In the 1980s planning was conducted for the BART extension south from San Francisco, the first step being the Daly City Tailtrack Project, upon which turnaround project the San Francisco Airport Extension would later build. Daly City station is the terminus of BART's Blue and Green lines, and the furthermost point in the BART network where every destination in the system can be reached without a transfer during normal hours.

In addition to BART, Daly City station serves as the northern terminus of SamTrans' ECR route and southern terminus of Muni's 14 Mission Rapid.

Since 2016, the San Francisco Municipal Transportation Agency has expressed interest in extending the Muni Metro to Daly City by extending the M Ocean View line, presently terminating at Balboa Park station.

## Sister city

- Quezon City, Philippines, since October 1994

- Izumisano, Japan, since July 2024

## Notable people

- Mike Guingona, former mayor of Daly City

- John Madden, NFL player, Hall of Fame coach and sportscaster, graduated from Jefferson High School in 1954

- Dave Pelzer, author of several books, including the memoir A Child Called "It"

- John Robinson, national championship-winning coach at USC and for the Los Angeles Rams

- Sam Rockwell, Academy Award-winning actor, born at Seton Medical Center on November 5, 1968

- Vincent Rodriguez III, actor


Franklin Lewis Ford

# Franklin Lewis Ford

## Abstract

Franklin Lewis Ford (26 December 1920, Waukegan, Illinois – 31 August 2003, Lexington, Massachusetts) was an American history professor and dean.

## Education and career

Franklin Ford received in 1942 his A.B. from the University of Minnesota. From 1943 to 1946 he served in the U.S. Army Signal Corps and the Office of Strategic Services. At Harvard University he graduated with M.A. in 1948 and Ph.D. in 1950. He specialized in modern German history and 17th-century French history. From 1949 to 1952 he taught at Bennington College. In Harvard University's history department, he was an assistant professor from 1953 to 1956, an associate professor 1956 to 1959, and a full professor from 1959 to 1991, when he retired as professor emeritus. In 1968 he was named the McLean Professor of Ancient and Modern History. At Harvard he was Faculty of Arts and Sciences dean from 1962 to 1970 (as successor to McGeorge Bundy) and acting dean during spring 1973.

On April 9, 1969, 300 students protesting several university policies, some related to the war in Vietnam, gained control of Harvard's principal administration building. They threw out Dr. Ford and eight other deans and closed off the building's doors with bicycle chains.... Some hours after Dr. Ford was ousted from the building, he returned to the scene. He used a bullhorn to warn the students in the building that they would be subject to criminal trespass charges if they did not clear the building within 15 minutes.... At the time, Dr. Ford declared that if the Harvard community did not "recognize that what is at stake is the freedom to teach, to inquire and to learn," then "there will be little point in pretending much longer that this is a real university." "The buildings will remain, but the soul will be gone," he said.

Ford was a Guggenheim Fellow for the academic year 1952–1953. In 1961 he was elected a Fellow of the American Academy of Arts and Sciences. He was elected to the American Philosophical Society in 1974. He was at the Institute for Advanced Study for the first six months of 1974.

Ford was the author of four books and was working on a book on the history of the Huguenots when he died. Upon his death he was survived by his widow, two sons, and a granddaughter.

## Selected publications

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Lyttelton railway station

# Lyttelton railway station

## Abstract

Lyttelton railway station is the northern terminus of the Main South Line, a main trunk railway line from Lyttelton to Invercargill in the South Island of New Zealand. There have been three stations built at Lyttelton, with the most recent of these still being used for railway purposes.

Both freight and passenger services have featured at Lyttelton since it opened in 1867. With the cessation of suburban passenger trains to Lyttelton in the 1970s, freight became the mainstay of railway business at Lyttelton and passenger traffic from Lyttelton now plays only a minor role. Tranz Scenic have run a limited tourist service from the station during the summer season in recent years, though patronage of the trains is limited to cruise ship passengers. Proposals have been made to reinstate a commuter rail service from Lyttelton, but that is not considered to be a realistic possibility for the foreseeable future. Rail operations at Lyttelton have included all three forms of motive power, with steam being dominant until the late 1960s, after which diesel began to take over, with electric power being used from 1929 to 1970. All trains at Lyttelton are now diesel-hauled.

Public transport connections at Lyttelton include Metro bus routes 28 and 35 (for which the nearest bus stop is a short distance down Norwich Quay from the station), and the Diamond Harbour ferry, which departs from a jetty opposite the station. Until they were discontinued in 1976, the Steamer Express inter-island ferries connected with passenger trains at Lyttelton on wharf no. 2 (opposite the station). Other nearby amenities include Lyttelton Main School, a medical clinic, several hotels, and the Lyttelton central business district.

## History

### Facilities

#### First station (1867–1873)

On 16 April 1861, Canterbury Superintendent, William Moorhouse, engaged the services of Melbourne-based contractors Holmes & Co. to construct the Lyttelton rail tunnel. The contract did not cover the erection of stations, but they, including the station at Lyttelton, were also built by the contractor at cost plus a margin of 15%. Work on the contract commenced later that year.

The original plan for the Lyttelton station, as suggested in 1864 by Provincial Engineer Edward Dobson, was to have the track terminate at a station on a jetty in line with the rail tunnel, as was subsequently done at Port Chalmers in Dunedin. The following year, the provincial executive decided instead to locate the station in front of the town. That necessitated the reclamation of land for the station and yard, using fill extracted from the bore of the tunnel. Plans for the station included an export shed, goods shed, offices, and a platform.

The station opened on 9 December 1867, coinciding with the official opening of the tunnel. The arrival of the first train was viewed by a crowd of around 500 people. Some of the first passengers commented that the station was not finished, even appearing temporary in nature.

The station building was a small wooden structure with a gabled roof, with dimensions of 16 by 35 feet (4.9 by 10.7 m). Trains were worked to the sides of ships for the transfer of cargo by means of wagon turntables, because the tracks in the station yard were at right angles to the wharves. Access to the goods shed was provided by means of a traverser.

#### Second station (1873–1963)

Plans for the second station were drawn up in January 1873. John Marshman, General Manager of the Canterbury Provincial Railways, successfully convinced the provincial government to erect verandas over the station platforms arguing that "... I do not remember seeing anywhere a railway station of the dimensions and importance of that at Lyttelton where people were sent out of doors in all weathers to reach the carriages". The station was brought into service on completion in August 1873.

With several alterations and additions, that station served Lyttelton for 90 years, until replaced by a modern structure in 1963. The station offices were at right angles to the passenger platforms, originally on the western side of Oxford Street, but moved to the other side of that street in about 1882. The platform was lengthened in 1903 to accommodate an additional two carriages, necessitating the relocation of the lamp room to a position near the engine shed. The railway stores shed was destroyed by fire, presumed to be arson, on 6 November 1937. Following the removal of a siding to Kinsey & Company's store near the station, a 50-foot (15 m) extension of the platform at the west end was authorised in 1950, because of difficulties in placing mixed consists (a common practice at the time) at the platform.

The many decades of service provided by that station necessitated several significant repairs or renovations during its existence. In 1910, the District Engineer wrote to the Chief Engineer to point out the many defects that had developed, and expressed his preference for the erection of a new station. That was not accepted, and he was directed to make whatever repairs were necessary to the existing structure. A report from the District Engineer in 1935 noted that several buildings at Lyttelton, dating from 1882, were irreparably infested with borer. By the 1950s, years of deferred maintenance had led to the station buildings becoming dilapidated. Despite that, it was not until the late 1950s that a decision was finally made to replace the station.

#### Proposed station (1920s)

By the time electrification became a serious proposition for Christchurch in the 1920s, the Lyttelton station was showing its age. Because upgrading the line between Christchurch and Lyttelton was a major undertaking, it was proposed that it would be an opportune time to replace the Lyttelton station with a new facility. It was also around that time that plans were being prepared for a new station at Christchurch, and the idea was to build a new station for Lyttelton at the same time.

The Minister of Railways, Gordon Coates, included the construction of a new station at Lyttelton in the programme of works for 1924. Though plans for the station were completed in 1927 and promises made by the Railways Department to build it after the electrification of the Lyttelton rail tunnel, there was no progress. In 1928, the stationmaster noted that the construction of a new station at Lyttelton had been indefinitely postponed, and he arranged for the station buildings to be painted instead.

The matter of a new station was again raised in the mid-1930s, by which time the facilities at Lyttelton had continued to deteriorate. On 10 August 1936, the same year that plans for the new Christchurch station were approved, the Minister of Railways, Dan Sullivan, said that "the matter is receiving consideration at present, but the request has to be considered in the light of requests for stations in other places where there are also very good claims." He claimed that Lyttelton could expect a new station, but he could not say when that would happen. Early the following year, when the stationmaster asked to be consulted about the plans for the new station, he was informed by the District Traffic Manager that there were no proposals, of even a tentative nature, for a new station at Lyttelton. The station was finally painted in 1940 following concerns expressed by the local council about its appearance, a move that was regarded as evidence that the Railways Department had shelved plans to build a new station.

#### Third station and yard (1963 – present)

The Chief Civil Engineer wrote to the District Engineer on 5 July 1957 to inform him that Lyttelton was next in line for a station upgrade. A survey of the existing building was requested so that Working Estimates for the project could be prepared. After considering the many faults in the building highlighted by that survey, the Chief Civil Engineer confirmed in writing to the District Engineer on 12 February 1959 that it had been decided to replace the station building rather than try to renovate it. He therefore requested that the requirements of the staff based at Lyttelton be determined, and that plans be prepared for a suitable new structure.

Even before the third station opened, there were doubts about the long-term viability of passenger rail services between Lyttelton and Christchurch. The Lyttelton road tunnel was soon to become a reality, providing a much more convenient road link between Lyttelton Harbour and the Canterbury Plains. It was expected to make road transport a serious competitor to the railways for the custom of passengers, and concerns were expressed that a new station for Lyttelton could not be justified. Despite that, the Minister of Railways, John McAlpine, announced on 7 August 1962 that the Cabinet had approved a redevelopment of the railway facilities at Lyttelton.

As part of the station redevelopment, the functions of the Goods Office were moved to the former Harbour Board building, on the corner of Oxford Street and Norwich Quay. That building was also to house the station master, the railway port superintendent and the goods supervisor, as well as their respective support staff. Renovation of the building for its new function was underway in September 1962, and was expected to be completed by the end of the year. Following completion of the renovations, and the relocation of the goods office, the old Goods Office building was scheduled for demolition. The demolition was delayed while the power supply for the station was re-routed, because it had fed through the Goods Office building. The land formerly occupied by that building was reallocated for use as a car park.

Once work on the Goods Office was completed, construction of the new station commenced in January 1963, next to the existing station. The old station remained in use while the new station was being built. The first section of the new station was brought into service on 10 June 1963. At that time, the old station was demolished in stages to make way for the construction of the remainder of the new station.

The official opening ceremony was held on 14 October 1963, presided over by the mayor of Lyttelton, J. B. Collett. Various other dignitaries and invited guests were present, including the Minister of Railways, John McAlpine (who officially opened the station), the local member for parliament, Norman Kirk, and the Railways general manager, A. T. Gandell. An invitation to attend was also extended to members of the public. During his speech, the mayor expressed his confidence that, despite the impending completion of the Lyttelton road tunnel, and the desire expressed by the Christchurch Transport Board to operate bus services to Lyttelton, both road and rail could coexist to meet Lyttelton's transport requirements. Two buses were provided to convey official guests to the Borough Council Chambers for morning tea.

A new goods shed at Lyttelton was completed and ready for use on 7 December 1970. Many years later, in 1988, an internal Railways Department memorandum noted that the goods shed had been closed.

In 1972. it was proposed to alter the station building to accommodate all of the salaried division staff based at Lyttelton. At the time, they were working in the old Harbour Board building, which was considered to be an unsatisfactory situation. With the reduction in traffic to Lyttelton following the cancellation of suburban passenger services, some of the facilities in the station building were no longer required, and it was suggested that the building could be better utilised to house the remaining staff.

On 30 September 1977, the District Engineer requested that the dock siding at Lyttelton station be removed because the track was in poor condition and access to the siding by trains was not possible. Several days later, the District Traffic Manager responded that the track had, in fact, been renewed, and that it was still required for the stabling of shunting locomotives and track maintenance vehicles.

The station platform was shortened in 1980, after it was reported that the curved portion of the platform, east of the station building, was causing problems with clearances. That part of the platform was determined to be surplus to requirements and its removal was requested. It had previously served both the main line and the dock siding that terminated behind the station building.

#### Sidings

Numerous sidings have served private customers in the vicinity of Lyttelton station. None of those sidings remain in service, though the sidings that served the oil companies in the vicinity of Godley Quay, Cyrus Williams Quay, George Seymour Quay, and Charlotte Jane Quay are still in place.

#### Wharves

The wharves of the Lyttelton port played a major part in the rail operations at Lyttelton station. All railway operations at the port were managed by the Railways Department until the mid-1970s when the port was classified as a container port and the Minister of Railways decided to phase out department operations there over the next two years. During that transitional period, responsibility for management of the wharves was transferred to the Harbour Board.

At around the time the rail connection to wharf no. 2 was removed, the Railways Department decided to also rationalise the trackwork on the waterfront and informed the Harbour Board of plans to disconnect wharves 4 and 7. The Harbour Board inspected wharf no. 4 and determined that rail access to it could continue for several more years provided repairs were made. They were also advised by the Traffic Manager that rail access to wharf no. 4 was still required, and it was therefore decided not to make any changes to that connection. However, the department decided in October to proceed with its plans for wharf no. 7 and arrangements were made with the Inspector of the Permanent Way for the work to be carried out.

Further modifications were planned to waterfront trackwork in 1982, when the department notified the Harbour Board that it intended to remove rail access to No. 1 Breastwork. On 28 August 1984, a memorandum from the Chief Civil Engineer to the District Engineer noted that wharf no. 2 had been disconnected, and that only wharves 3 and 7 retained as operable rail connections.

##### Wharf no. 2

Perhaps the most well-known wharf to rail Travellers was wharf no. 2, also known as the Steamer Express Wharf, which for over 70 years served as the inter-island ferry wharf for the boat trains that terminated at Lyttelton. After 1902, passengers to and from ferries used the wharf. The ferries were operated by the Union Steam Ship Company until 1974, at which point the Ministry of Transport took over their operation until the service was cancelled in 1976.

Several facilities were installed on the wharf in addition to the railway tracks, including a wooden platform with a veranda, which was used by passengers to board and alight from the trains, several windbreak walls, a stock race, a staircase, a gangway to board and disembark ferry passengers, a cafeteria, store room, and the main office building, which was used by both the Railways Department and the Union Company until the early 1960s, after which the Railways Department relocated to a new building. The office was extended in 1954 and used by the Railways Department during the day to sell train tickets, and by the Union Company at night to sell ferry tickets.

In February 1965, the Lyttelton Harbour Board decided to construct a new passenger terminal and vehicle loading facility on wharf no. 2 to cater for the new roll on/roll off ferries due to enter service in December that year. To facilitate the construction work, the Harbour Board arranged for the inter-island ferries to use wharf no. 3 for the remainder of the year and requested that the Railways Department-owned veranda be shortened to allow the new building to be erected.

The Harbour Board consulted with Railways Department on the design of the new facilities and requested that the department consider a contribution towards the cost of the project. The department made several suggestions, including that the board consider amending its plans to allow for a wider 13 feet (4.0 m) platform, because they considered the plan for an 8 feet (2.4 m) -wide platform to be insufficient. The department also considered that, because the primary beneficiaries of the new facilities would be the Union Company, and the department was likely to derive little, if any, additional revenue as a result of the improved facilities, the railways were not liable for any of the cost beyond any necessary alterations to the facilities on the wharf that they already owned.

Construction of the new terminal had commenced by June 1965 and was completed in December. At a function on 20 December 1965, the Union Company inaugurated the first of two of its new roll on/roll off ferries, and the new facilities. The Railways Department maintained a desire to augment the platform and, in 1968, the District Traffic Manager, with the support of the Lyttelton Stationmaster, asked that the District Engineer seriously consider the idea of lengthening the platform to the end of the wharf, which would allow for an additional two carriages to be attached to trains.

Following the cancellation of the inter-island ferries, and at the instigation of the Harbour Board, the District Engineer requested authorisation from the Chief Civil Engineer for the removal of the redundant veranda on 30 September 1976 and permission was granted on 26 October. On 17 May 1979, it was reported that part of the veranda had been removed but some of it remained, because the area beneath it was being used as a car park. It was suggested that the rest of the veranda be offered for sale to the Harbour Board or removed by the department. The Harbour Board agreed to purchase it and told the department it would eventually demolish it as part of wharf reconstruction works. On 14 August, the department agreed to transfer responsibility for the veranda to the Harbour Board at no cost.

In August 1979, the Harbour Board advised the Railways Department that rail connections to wharf no. 2 were surplus to its requirements. Based on that advice, the department decided in October to remove the rail connection to wharf no. 2, and the District Engineer requested that the Inspector of the Permanent Way make the necessary arrangements.

### Operations

The first train to Lyttelton was a freight consist headed by the provincial railways No. 3 locomotive, which ran through the tunnel to Lyttelton the week of 25 November, two weeks before the official opening of the tunnel and the station. The first passenger train arrived at Lyttelton on 9 December 1867, the date the station was officially opened.

After opening, operations settled down to a schedule of three daily mixed return services between Lyttelton and Christchurch. Passenger traffic on the preceding Ferrymead line had been very light, consisting almost entirely of people living in the vicinity, because the walk over the Port Hills was considered to be too arduous.

For most people, Lyttelton was an important transfer point for their inter-island journeys. From 1895, and nightly from 1905, an inter-island ferry service operated between Wellington and Lyttelton, being the main way people travelled between the two islands. At Lyttelton, passengers had to transfer their own luggage between the ferries on the No. 2 wharf and the trains at Lyttelton station. Beginning in 1902, the express trains pulled up beside the ferries on the wharf, enabling the direct transfer of passengers and luggage between the ferries and the trains. To do that, trains were hauled past Lyttelton station into a headshunt, from which they were moved by a different locomotive around a sharp curve onto the wharf.

A major improvement in operations to Lyttelton was heralded by the inauguration of electrification on 14 February 1929, when the first electric locomotive-hauled passenger service arrived from Christchurch. That was the first suburban electric train service in the country, and its implementation was based on the successful electrification of the Otira Tunnel in 1923. Introduction of the electric services was popular with both train crews and passengers, eliminating the nuisance of smoke in the tunnel they had previously endured. For much of their 41 years of service, the electric locomotives provided 20 daily return services to Lyttelton. The deteriorating economics of their operation, and the need to replace the ageing locomotivesm, led to the de-electrification of the line in 1970.

A Drewery rail tractor was based at Lyttelton in 1936, for a trial period, to be used for shunting operations. Members of the shunting staff based at Lyttelton were trained in its use by the locomotive staff, with maintenance carried out by the traffic staff. The tractor was stored in the steam locomotive shed and, for the purposes of evaluation, was used for as much of the shunting work as possible, to reduce the amount of time steam locomotives were needed. Later, diesel locomotives began to make their presence felt at Lyttelton and, in 1969, four Hitachi rail tractors were assigned there. However, steam locomotives were still used for the South Island Limited at Lyttelton until the late 1960s.

In response to a request for the Railways Department to cease blocking access to the Breakwater and Launch wharves in winter months, during which A class locomotives were used to heat the carriages of the Steamer Express trains, the department sought clearance from the Harbour Board to stand the locomotives on the wharf while the carriages were being heated. Approval was granted in June 1966, on the condition that the locomotives venture no further than 20 yards (18 m) onto the wharf. That was considered to be a permanent arrangement for wharf no. 2, but only a temporary measure for wharf no. 3, pending the arrival of the second roll on/roll off ferry, at which time the ferries and the Steamer Express trains would cease using that wharf. The Working Timetable was amended in September to authorise the use of A locomotives up to the shore end of the platform.

The transfer of mail between the inter-island steamer ferries and trains used to be a significant source of traffic for Lyttelton. Mail items were transported in hampers, bags, or crates, and transferred to ships using slings. Local services transported the mail between Christchurch and the port in postal vans. Following the introduction of the rail-air service in the 1960s, use of the ferries to transport mail between Christchurch and Wellington declined.

Passenger services between Christchurch and Lyttelton steadily lost patronage following the opening of the Lyttelton road tunnel in 1964. When the line was de-electrified, a limited diesel-hauled passenger service was introduced. However, it was not enough to arrest the decline in patronage and, as a result, the service was cancelled on 28 February 1972. The "boat train" express services that connected with the Steamer Express ferries were cancelled four years later, on 14 September 1976, coinciding with the cancellation of the inter-island ferry services. Those latter services were, from 1 December 1970, provided by The Southerner, which terminated at Lyttelton.

In a letter dated 5 February 1982, the Acting District Traffic Manager made the following points, that give some insight into the type and volume of traffic handled at Lyttelton at the time:

- Apart from some tracks to Gladstone Quay that had already been spiked, there were no tracks that were considered to be redundant.

- Export coal traffic required a storage capacity of around 200 loaded high-side wagons per day. When colliers were loading, backlogs of up to 400 wagons could occur.

- Lyttelton handled an average of eighty container wagons per day.

- It was occasionally necessary to store in excess of 100 UK class wagons at Lyttelton.

- Oil traffic was a significant feature at Lyttelton. A shortage of capacity on the oil sidings often necessitated two or three shunting movements.

- Meat was an important seasonal business, with ships regularly berthing at wharves 3 or 7, no. 1 breastwork, or Cashin Quay, depending on availability.

- Other frequently used facilities included the Sea Cargo Terminal on Gladstone Quay and the loading bank.

## Today

The original Lyttelton station signal box is the only building that survives, and, after its relocation, is now sited near the former station building. It was originally located at the western end of the yard near the tunnel portal. The railway station was only recently demolished in the 2010s. The Lyttelton Port of Christchurch owns the land around the former station building, access to which is restricted to authorised personnel. All railway-related facilities on wharf no. 2 have been removed, including the railway/ferry inter-modal facilities.

Lyttelton remains a busy freight yard that continues to serve the Lyttelton Port of Christchurch. Major sources of traffic for the port include export dairy products, coal, timber, vehicles, and other general container freight. New Zealand Railways Corporation staff were based at Lyttelton station through the 1980s for the management of container traffic but have since been relocated. All Lyttelton-based railways-related staff now work out of the station building. Railway operations staff have maintained a presence in the station building where they make use of some of the rooms. The station building has hosted or is currently hosting other short-term private lessees, including New Zealand Express Transport and the Lyttelton Information Centre.

Beginning with the 1997–1998 summer season, Tranz Scenic provided day trips for passengers from cruise ships docked at Lyttelton out to Arthur's Pass. Initially, passengers were collected by coach from Lyttelton and transferred to Christchurch from whence they departed on the TranzAlpine service. Since 2000, Tranz Scenic have run special trains which collect passengers from Lyttelton railway station and take them direct to Arthur's Pass, using spare carriages from the TranzAlpine/ TranzCoastal fleet. This operation has required the use of some office space in the station building, as well as using the station precinct to transfer passengers between trains and buses. Some tour groups travel by train to Arthur's Pass and return to Lyttelton, while other groups only make half the journey by train and complete the trip by coach. Because the track adjacent to the station platform has been removed, passengers board or alight from trains outside the station building on the track nearest the platform. Buses transfer passengers between the trains and the wharf for security reasons. Though the number of special trains varies from season to season, business has been generally improving, with 43 services running in the summer of 2008–2009.

The Lyttelton Port Company announced that it will be installing an extended siding at Lyttelton to accommodate longer freight trains. The new 24-wagon siding will replace two existing 8-wagon sidings, which will reduce the time spent marshaling trains. The move is part of a plan to increase the annual container capacity by 40,000 TEUs to approximately 300,000 and to increase the use of the port-to-city container shuttle rail service. In the long-term, the port hopes to move its operations to new wharves and to remove the existing wharves in front of the town.

## Proposals

Various calls have been made for the reintroduction of passenger rail services for Christchurch. Several reports have been commissioned to that effect, some of which have proposed new suburban services along the Main South Line from Lyttelton. Currently there are no plans to implement any of the proposals.


Lal Masjid, Delhi

# Lal Masjid, Delhi

## Abstract

Lal Masjid (lit. "Red Mosque") of Delhi, also known as the Fakr-ul Masjid (lit. "Pride of Mosques") or Sikandar Sahib's Masjid, is a mosque located in Bara Bazaar, Kashmiri Gate in Old Delhi, India.

## History

The building was built in 1728 by Kaniz-i-Fatima (entitled Fakr-i-Jahan), in memory of her husband Shujaat Khan, a noble in the court of Mughal emperor Aurangzeb. Colonel James Skinner repaired the mosque and its construction is sometimes misattributed to him.

Illustrations and descriptions of the mosque were included in Sir Thomas Metcalfe's 1844 book "Reminiscences of Imperial Delhi."

In the 1857 Siege of Delhi the mosque was damaged, yet since then, has been repaired.

## Architecture

The mosque sits on a raised plinth of about 12 metres (40 ft) by 7.3 metres (24 ft) and stands 2.5 metres (8.2 ft) above the adjacent shop-lined streets. The main complex consists of three rooms each with its own arched entryway. Two striped towers on either side of the center arch are mirrored by the mosque's two minarets standing at the rear corners of building. Behind a decorated parapet on the roof of the mosque sit three white and black marble domes. The building's prominent use of red sandstone and white marble is considered unusual for the period, though many of its other features, including its minarets and domes, are closely modeled off of the major mosques of Delhi including the nearby Jama Masjid.


2024–25 Ferencvárosi TC season

# 2024–25 Ferencvárosi TC season

## Abstract

The 2024–25 season is Ferencvárosi Torna Club 's 121th competitive season, 16th consecutive season in the Nemzeti Bajnokság I, where they will be competing as six-time defending champions and 126th year in existence as a football club. In addition to the domestic league, Ferencváros participate in this season's editions of the Magyar Kupa, UEFA Champions League and UEFA Europa League.

## Kits

Supplier: Macron / Sponsor: Magyar Telekom / Tippmix

### Kit usage

We indicate in parentheses the number of round.

## First team squad

Note: Flags indicate national team as defined under FIFA eligibility rules. Players may hold more than one non-FIFA nationality.

## Transfers

### Summer

Sources:

### Out on loan

Note: Flags indicate national team as defined under FIFA eligibility rules. Players may hold more than one non-FIFA nationality.

Sources:

## Friendlies

Win Draw Loss Fixtures

### Pre-season

### Mid-season

Source:

## Competitions

### Overall record

In italics, we indicate the Final position achieved in competition(s) that have not yet been completed.

Last updated: 15 September 2024 Source: Soccerway

### Nemzeti Bajnokság I

#### League table

#### Results summary

Last updated: 1 September 2024. Source: Soccerway

#### Results by round

#### Matches

Win Draw Loss Postponed

Source:

#### Results overview

All results are indicated from the perspective of Ferencvárosi TC. We indicate in parentheses the number of round. Win Draw Loss Postponed

### Magyar Kupa

#### Round of 64

The draw for the Round of 64 was held on 26 August 2024. Budafok also started the Magyar Kupa competitions in this round.

#### Round of 32

The draw for the Round of 32 will hold on 16 September 2024.

### UEFA Champions League

#### Second qualifying round

Ferencváros won 7–1 on aggregate.

#### Third qualifying round

Midtjylland won 3–1 on aggregate.

### UEFA Europa League

#### Play-off round

1–1 on aggregate, Ferencváros won 3–2 on penalties.

#### League phase

The draw for the League phase was held on 30 August 2024. The team for League Phase: Goalkeepers: Dibusz, Á. Varga – Defenders: Botka, Cissé, Ćivić, Gartenmann, Gustavo, Kaján, Ramírez, Szalai – Midfielders: Abu Fani, Ben Romdhane, Kady, Maïga, Makreckis, Rommens, A. Tóth, Zachariassen – Forwards: Saldanha, Gruber, Misidjan, Pešić, Traoré, B. Varga

## Squad statistics

### Appearances

Includes all competitions for senior teams. We indicate the number of the player's appearances as substitute by the combination of a plus sign and a figure.

Notes: GK: goalkeeper; DF: defender; MF: midfielder; FW: forward

### Goal scorers

Includes all competitions for senior teams. The list is sorted by squad number when season-total goals are equal. Players with no goals not included in the list. We indicate in parentheses how many of the goals scored by the player from penalties.

### Assists

Includes all competitions for senior teams. The list is sorted by squad number when season-total assists are equal. Players with no assists not included in the list.

### Goalkeppers

#### Clean sheets

Includes all competitions for senior teams. The list is sorted by squad number when season-total clean sheets are equal. Numbers in parentheses represent games where both goalkeepers participated and both kept a clean sheet; the number in parentheses is awarded to the goalkeeper who was substituted on, whilst a full clean sheet is awarded to the goalkeeper who was on the field at the start of play.

### Disciplinary record

Includes all competitions for senior teams. The list is sorted by red cards, then yellow cards (and by squad number when total cards are equal). Players with no cards not included in the list.

### Suspensions

†=== Captains === Includes all competitions for senior teams. The list is sorted by squad number when season-total number of games where a player started as captain are equal. Players with no games started as captain not included in the list.

## Attendances

Home stadium: Groupama Arena, Budapest – Capacity: 23,700 (22,122 in international matches)

## Awards and nominations

### Weekly awards

#### Player of the Round

Player of the Week by Nemzeti Sport and Round Selection of Nemzeti Bajnokság by Nemzeti Sport and Csakfoci websites.

#### Goal of the Round

Goal of the Round of Nemzeti Bajnokság by the M4 Sport website.

- Score – The score at the time of the goal. Ferencvárosi TC's score listed first.

- Final score – The score at full time; Ferencvárosi TC's listed first.

### Monthly awards

#### Player of the Month

Player of the Month by Ferencvárosi TC (Sponsored: HSA Group).

### Yearly awards

## Milestones

Debuts

The following players made their competitive debuts for Ferencvárosi TC's first team during the campaign.

50th appearances

The following players made their 50th appearances for Ferencvárosi TC's first team during the campaign.

First goals

The following players scored their first goals for Ferencvárosi TC's first team during the campaign.

- Score – The score at the time of the goal. Ferencvárosi TC's score listed first.

- Final score – The score at full time; Ferencvárosi TC's listed first.


Papa John's

# Papa John's

## Abstract

Papa John's International, Inc., d/b/a Papa Johns, is an American pizza restaurant chain. As of 2023, it is the fourth largest pizza delivery restaurant chain in the United States, with headquarters in the Louisville, Kentucky and Atlanta, Georgia metropolitan areas.

Papa John's global presence has reached over 5,500 locations in 49 countries and territories, and is the world's third-largest pizza delivery company.

## History

### 1984–2009

The Papa John's restaurant was founded in 1984 when "Papa" John Schnatter installed an oven inside a broom closet in the back of his father's tavern, Mick's Lounge, in Jeffersonville, Indiana. He sold his 1971 Camaro Z28 to purchase US$1,600 worth of used pizza equipment and began selling pizzas to the tavern's customers out of the converted closet. His pizzas proved sufficiently popular that a year later he moved into an adjoining space. Dipping sauce specifically for pizza was invented by Papa John's Pizza that same year, and has since become popular when eating pizza, especially the crust. The company went public in 1993. A year later it had 500 stores, and by 1997 it had opened 1,500 stores. In 2009, Schnatter bought the Camaro back after offering a reward of $250,000 for the car.

### 2010s

The first notable Bitcoin retail transaction involving physical goods was paid on May 22, 2010, by exchanging 10,000 mined BTC for two pizzas delivered from a Papa John's on Atlantic Boulevard in Jacksonville, Florida. Some cryptocurrency users have celebrated May 22 as "Bitcoin Pizza Day".

On January 1, 2018, Schnatter stepped down as CEO of Papa John's Pizza in favor of company President Steve Ritchie; Schnatter remained chairman. In February 2018, Papa John's and the NFL ended their sponsorship agreement after Schnatter's criticism of the NFL made headlines.

On July 11, 2018, news outlets reported that during a conference call with the marketing agency Laundry Service that was working under contract for Papa John's, Schnatter had used the word " nigger " by saying " Colonel Sanders called blacks niggers and Sanders never faced public backlash." Schnatter said that referencing the quote by the KFC founder was meant to convey his dislike for racism. After the call, the owner of the marketing agency moved to end their contract with Papa John's. Schnatter resigned as chairman of the board on the day the incident was reported.

After the incident, Ritchie apologized in an open letter, and ordered the company's workforce to undergo bias and diversity training.

On July 26, 2018, Schnatter filed a lawsuit against Papa John's Pizza to give him access to the company's internal books and records after they fired him from the company following the teleconference call scandal. He describes the company's procedures as an "unexplained and heavy-handed way" to cut ties between him and the company that he founded. In addition to preventing him from accessing information, the corporation also implemented a poison pill strategy in order to limit Schnatter's chances of buying back a majority stake in the company.

On February 4, 2019, it was announced that the activist hedge fund Starboard Value, which had played a large role in turning around the troubled Olive Garden restaurant chain, would be investing $200 million into Papa John's Pizza and that Starboard could possibly invest an additional $50 million by March 29, 2019. It was simultaneously announced that Starboard Value CEO Jeff Smith would become the new Papa John's chairman and that Anthony Sanfilippo, former CEO of the gaming company Pinnacle Entertainment, would be another addition to the company's board. Following that announcement, Ritchie said that he hoped the deal would put an end to the ongoing feud with Schnatter, telling CNBC's David Faber, "Obviously, we're very hopeful that we can bring John along." However, Schnatter has expressed concerns that Ritchie is not the right executive for Papa John's.

On March 5, 2019, Papa John's announced a settlement with Schnatter under which he will resign from the company's board of directors at the company's annual meeting on April 30 or when a mutually acceptable independent director is appointed to replace him, whichever comes first. Schnatter agreed to dismiss two lawsuits filed against the company and to withdraw his plan to run for a seat on the board at the annual meeting. Papa John's agreed to remove the "acting in concert" provisions from its "poison pill" plan that prevented Schnatter from communicating with other company shareholders. Schnatter, who then still controlled 31% of Papa John's shares, issued a statement saying he was "thankful that I've been able to resolve these important issues" and hoped everyone could now "focus on the company's business without the need for additional litigation". The company also agreed to remove a requirement that Starboard Value, which owns about 10% of the company, must vote in favor of the incumbent board.

In March 2019, NBA Hall of Famer Shaquille O'Neal joined Papa John's board of directors and became a spokesman for the brand. The next year, Papa John's introduced the Shaq-a-Roni, a pizza dedicated to O'Neal.

Amidst these changes, in May 2019, Schnatter began selling off his shares in the company, initially starting with 9.8 million shares. Throughout the next year, he had reduced his stock ownership to just 4%.

On August 27, 2019, Papa John's announced that Arby's President Robert M. Lynch would be the new CEO replacing Steve Ritchie, who was handpicked by founder Schnatter to succeed him in 2018.

### 2020s

In September 2020, Papa John's announced plans to establish a new headquarters in the Atlanta metropolitan area. In November, the company announced its new global headquarters would be located in Three Ballpark Center at The Battery Atlanta. The existing headquarters in Jeffersontown, Kentucky, a community within the merged government of Louisville, was retained, and houses the IT, supply chain, and legal departments.

In November 2021, Papa John's announced it was rebranding its logo (by removing the apostrophe and simplifying the design) and store locations.

In March 2022, Papa John's suspended its business operations in Russia in response to the 2022 Russian invasion of Ukraine, but independent franchisee-owned locations remained open.

## Operations

Papa John's primarily takes carryout and delivery orders, although some restaurants have tables and chairs for dining in.

Franchise owners pay a one-off franchise fee of US$ 25,000 per restaurant, then a royalty fee of 5% of net sales, plus a charge for advertising of 8% of net sales. The company requires franchisees to have net worth of at least $250,000, the approximate amount of investment needed. Corporate operations look over franchisees to ensure brand consistency. Papa John's International is a publicly traded company.

Based on 2019 sales information provided by Technomic, PMQ Pizza Magazine reported that the company was the fourth-largest take-out and pizza delivery restaurant chain in the United States. (According to PMQ, Little Caesars is the third-largest pizza chain.) The company's net profitability though, is far behind its main competitors. In 2014, its net margin was 4.6% of total sales, whereas Domino's Pizza 's net margin was 8.2% and Yum! Brands, which owns Pizza Hut, was 7.9%. Its slogan is "Better Ingredients. Better Pizza. Papa John's."

Papa John's has over 5,199 establishments—4,456 franchised restaurants operating domestically in all 50 states, and in 44 countries and toys. Papa John's operates 246 "company owned stores" under joint ventures and 35 units in Beijing and North China. In September 2012 the 4,000th Papa John's Pizza restaurant opened, in New Hyde Park, New York. The company celebrated the event by giving away 4,000 free pizzas to customers throughout New York City.

In January 2002, Papa John's became the first national pizza chain to make online ordering available to all of its U.S. customers. Most other national chains later added online ordering to their services. On July 10, 2004, Papa John's controlled an estimated 6.6% of the market, according to Technomic.

### Franchises outside the U.S.

#### South Korea

In 2003, Papa John's opened its first branch in Apgujeong-dong, Gangnam-gu, Seoul, South Korea and the second branch in Garak-dong, Songpa-gu, Seoul, South Korea. Compared to Domino's Pizza and Pizza Hut, which started business in Korea in the 1980s, Papa John's started business late in Korea. In 2006, they opened the 50th restaurant in Seoul. As of the end of 2022, Papa John's has a total of 239 stores in Korea. In other countries, Papa John's has menus which are localized to each country. However, in Korea, Papa John's is selling the original American pizzas with special Korean localized pizzas together. Papa John's also has various side menus such as spaghetti in Korea.

#### Europe

Papa John's has operated in the United Kingdom since 1999. In July 2015, the company had 300 shops in the UK, although in 2010 it had plans for the number rising to between 400 and 500 within the next five years. In 2023, Papa Johns had plans to open a new takeaway store in Newcastle turned down by the Planning Inspectorate, making it the first organisation in the United Kingdom to have a planning appeal rejected by the Department for Levelling Up, Housing and Communities on the grounds that to grant permission to open a new takeaway store in the area would "undermine local authority plans to tackle high local levels of obesity ".

In March 2024, Papa John's announced it would close 43 "underperforming" stores – almost a tenth of its 430 units in the UK.

Papa John's operates throughout Ireland, with its head office at Ballybrit, County Galway. The company has over 50 locations and operates mobile units around the country. The franchises are often located adjacent to Supermac's fast food outlets, whose parent company owns the exclusive franchise rights for the chain in Ireland.

Spain is the second most important European market for Papa John's. The chain has been operating in Spain since 2016, and had 42 restaurants by late 2017. In particular, the restaurants achieved a significant presence in the Madrid province with more than half of the Spanish restaurants being located there. Papa John's expects to open at least 100 restaurants just in the province of Madrid, as well as expanding to other regions across Spain.

Papa John's also operated in Russia and Belarus with plans to expand to several other European and Central Asian countries.

Papa John's restaurants in Portugal began operating in 2005 but closed some time later.

In Poland, Papa John's opened their first location in 2017.

In 2018, Papa John's opened their first restaurant in Kazakhstan, which became the 46th country in the world where the chain is represented.

In May 2019, it was announced that Papa John's would enter the German market by taking over Halle/Salle -based Uno Pizza and converting their stores into Papa John's, with the aim of opening up to 250 locations in Germany in the following five to seven years.

After a failed step in the early 2000s, in 2019 Papa John's returned to Portugal with a restaurant in Lisbon and plans to expand to other parts of the country.

In the Netherlands Papa John's opened its doors in 2017, starting in Amsterdam and expending further through the Netherlands in 2019.

#### Latin America

Papa John's operates in 13 Latin American countries, including Colombia, Chile, and Mexico.

#### India

Papa John's entered the Indian market in 2006 with its first store opening in Noida, Uttar Pradesh with an aim to open up 100 stores in India. They couldn't keep up the efficient sophisticated ordering technology and fast delivery methods of their rivals Domino's Pizza and Pizza Hut in India. When Papa John's started in 2006, Domino's Pizza already had 126 branches. By 2017, Papa John's decided to exit the country completely, having opened only 66 stores and being unable to compete with Domino's Pizza and Pizza Hut, which had entered in the mid-1990s.

#### China

In 2018, Papa John's sold ownership of its 34 corporate-owned locations in Beijing, shutting down their operations in China.

#### Pakistan

Papa John's opened its first store in Lahore, Pakistan in early 2019.

### Sponsorships

On March 30, 2006, Six Flags announced that its parks' pizza would exclusively be from Papa John's. In turn, Six Flags received an annual sponsorship and promotional opportunities from Papa John's. Papa John's is also the official pizza supplier of the Olympic Speedskating Oval in Calgary, Alberta, Canada.

In November 2006, Papa John's signed with ESPN Regional Television to become the title sponsor of the annual PapaJohns.com Bowl, a college post-season football bowl game in Birmingham, Alabama, which Papa John's continued to sponsor through 2010.

In 2010, Papa John's signed an agreement to be the Official Pizza Sponsor of the National Football League and Super Bowls XLV, XLVI and XLVII. In 2011, Papa John's became the official Pizza Sponsor of the NFL in Canada, Mexico and the United Kingdom. In October 2012, Denver Broncos quarterback Peyton Manning became a franchisee in the Denver area for Papa John's, and also purchased 21 franchises in the area. In July 2013, Papa John's announced it had become the Official Pizza Partner of The Football League in the UK. The sponsorship ended after the 2017 season when Pizza Hut became the official pizza of the NFL in February 2018.

The company was the former beneficiary of the naming rights to Papa John's Cardinal Stadium used by the University of Louisville's football team, in exchange for Schnatter personally donating $5 million for the rights. Schnatter made a further $10 million donation for the stadium's expansion, and extended the naming rights to the year 2040. The Papa John's name was taken off the stadium in July 2018, after Schnatter's resignation from the company.

In 2020, Papa John's became the main sponsor of the EFL Trophy, a football competition for lower league and under-23 clubs in England.

## Controversies

Papa John's received attention in May 2008 when a Washington, D.C. franchise distributed T-shirts making fun of Cleveland Cavaliers star player LeBron James at a playoff game against the Washington Wizards. Photographs of the shirts quickly spread from the Internet to Cleveland television. Increasing awareness of the controversy prompted an apology from the Papa John's national headquarters on May 5. To apologize, Papa John's offered large single-topping pizzas for 23 cents (matching James' jersey number) at all locations in Greater Cleveland and throughout northern Ohio. The chain sold over 172,000 pizzas at 23 cents a piece, with customers waiting in lines outside of some stores for as long as three hours.

Papa John's also received media attention on January 6, 2012, when an employee typed the phrase "lady chinky eyes" on a receipt issued to an Asian American customer at a restaurant in New York City. The employee was fired and the company issued a formal apology. A manager at the restaurant where the incident occurred told the New York Post that the cashier, a teenager, did not intend to offend saying, "It's a busy place, and it was a way to identify her and her order. You know, we do stuff like that sometimes. We'll write 'the lady with the blue eyes' or 'the guy in the green shirt.' I think the lady put it out there just to get some attention, some people like that type of attention."

Schnatter's claim that a reverse in NFL viewer ratings (supposedly because of the NFL kneeling controversy) had directly led to decreased same-store sales across Papa John's franchises was extensively reported in November 2017. It was estimated that Schnatter's personal holdings in the chain had lost millions of dollars in value. Papa John's disavowed statements by white supremacist groups expressing support for the brand in the wake of Schnatter's comments.

A media report surfaced on July 11, 2018, claiming that Schnatter had used a racial epithet in a conference call the previous May, along with graphic descriptions of violence against racial minorities. Forbes magazine reported that a media agency working with Papa John's severed its relationship with the company following the report. Steve Ritchie, who had replaced Schnatter as CEO, responded with a memo stating that "racism has no place at Papa John's," and a company spokesman wrote in an email that Papa John's "condemns racism". The same day, Schnatter admitted to using the racial epithet during the conference call and resigned as chairman of the company's board of directors. On July 13, 2018, top executives of the company decided to remove Schnatter's image from marketing materials.

## Litigation

In 1997, Pizza Hut filed a lawsuit against Papa John's based on a series of advertisements that compared the ingredients of Papa John's and its competitors. Pizza Hut successfully argued that Papa John's slogan did not constitute statements of literal fact – that "fresher ingredients" do not necessarily account for a "better" pizza. This ruling was overturned in 2000 when Papa John's appealed the decision. Although the jury's decision on the misleading advertising was upheld, the appeals court determined that Pizza Hut failed to prove, under the requirements of the Lanham Act, that the misleading advertising and puffery had a material effect on consumers' purchasing decisions.

In 2012, the company was the subject of a class-action lawsuit for allegedly sending over 500,000 unwanted text messages to customers. The suit sought over $250 million in damages, though the company settled to pay $16.5 million, awarding claimants up to $50 in damages, and a free, large, one-topping pizza.

In August 2015, Papa John's agreed to pay $12.3 million to settle a class-action lawsuit in which the company was accused of undercompensating 19,000 delivery drivers in the states of Arizona, Florida, Illinois, Maryland, Missouri and North Carolina. The complaint stated that the flat reimbursement amount per delivery for drivers failed to equal minimum wage.

In July 2016, Panera Bread filed a lawsuit with the U.S. Eastern District Court in Missouri accusing Papa John's of stealing digital trade secrets and proprietary data management strategies by hiring Michael Nettles, a former Panera executive who was in charge of the chain's corporate digital technologies deployment. In August, a Federal judge issued a restraining order, preventing Nettles from reporting to work at Papa John's while the case was active. Later that year, Panera told the Federal court that it had agreed to drop the lawsuit in December 2016. Details that led to the lawsuit being dropped were not made public.


# List of Michelin-starred restaurants in Denmark

## Abstract

This article contains a list of Michelin-starred restaurants in Denmark

As of the 2024 guide, there are 31 restaurants in Denmark with a Michelin-star rating, a rating system used by the Michelin Guide to grade restaurants based on their quality.


Alec Secăreanu

# Alec Secăreanu

## Abstract

Alexandru "Alec" Secăreanu (Romanian:; born 4 December 1984) is a Romanian actor. He gained international recognition for playing Gheorghe in the 2017 film God's Own Country.

## Early life

Alexandru Secăreanu was born in Bucharest. He completed drama study at the Caragiale Academy of Theatrical Arts and Cinematography in 2007.

## Career

After appearing in a number of Romanian films, Secăreanu appeared in his first English-language role in director Francis Lee 's God's Own Country (2017), in which he played a Romanian migrant worker Gheorghe, who begins a relationship with a sheep farmer played by British actor Josh O'Connor on a farm in rural West Yorkshire. Lee had insisted on casting a Romanian actor in the role of Gheorghe. After winning the role, he worked on a farm for two weeks before filming. His performance in God's Own Country earned him a London agent, membership of Equity (formerly officially titled the British Actors' Equity Association), and a nomination for 2017 British Independent Film Awards (BIFA) in Best Actor category.

## Personal life

As of 2017, Secăreanu lives in Bucharest.

## Filmography


Ron Unz

# Ron Unz

## Abstract

Ronald Keeva Unz (/ ʌ n z /; born September 20, 1961) is an American technology entrepreneur, political activist, writer, and publisher. A former businessman, Unz became a financial software multi-millionaire before entering politics. He unsuccessfully ran for governor as a Republican in the 1994 California gubernatorial election and for U.S. Senator in 2016. He has sponsored multiple ballot propositions promoting structured English immersion education as well as campaign finance reform and minimum wage increases.

Unz was publisher of The American Conservative from 2007 to 2013, and since 2013 has been publisher and editor of The Unz Review, a website which self-describes as presenting "controversial perspectives largely excluded from the American mainstream media." Unz Review has been criticized by the Anti-Defamation League for hosting racist and anti-semitic content, and the Southern Poverty Law Center has labeled it a white nationalist publication. Unz has also drawn criticism for funding VDARE and other publications accused of white supremacism.

## Early life and career

Ronald Keeva Unz was born in Los Angeles, California, on September 20, 1961, to a Ukrainian family of Jewish descent. His family migrated to America in the 20th century and was raised household in North Hollywood. His mother was an anti-war activist who raised her son as a single mother. Unz has said that his childhood as a fatherless child in a single-parent household which received public assistance, was a source of "embarrassment and discomfort".

He attended North Hollywood High School and, in his senior year won first place in the 1979 Westinghouse Science Talent Search. He attended Harvard University, graduating in 1983 with a Bachelor of Arts degree in physics and ancient history. He then took graduate courses in physics at the University of Cambridge and began a Ph.D. at Stanford University before abandoning the program.

Unz worked in the banking industry and wrote software for mortgage securities during his studies. In 1988 he founded the company Wall Street Analytics in New York City, moving it to Palo Alto, California, five years later. In 2006 the company was acquired by the ratings firm Moody's.

## Political career

Unz made an unsuccessful bid for the Republican nomination in the 1994 California gubernatorial election, challenging incumbent Pete Wilson. He ran as a conservative alternative to the more moderate Wilson and was endorsed by the conservative California Republican Assembly. He came in second place to Wilson, receiving 707,431 votes (34.3 percent). Newspapers referred to Unz's candidacy as a Revenge of the Nerds and often quoted his claim of a 214 IQ.

In 1998, Unz sponsored California Proposition 227, which aimed to change the state's bilingual education to an opt-in structured English-language educational system. It was approved by the voters. Proposition 227 did not seek to end bilingual education since special exemptions were made for students to remain in an English immersion class if a parent so desires. However, there were limits (such as age restrictions) for the exemptions, and there were provisions to discipline teachers who refused to teach solely or predominantly in English. Proposition 227 was approved in 1998, but repealed by Proposition 58 in 2016. In 2002, Unz backed a similar initiative, the Massachusetts English Language Education in Public Schools Initiative, which was approved by 61.25% of the voters. He also supported ballot initiatives in other states including Arizona Proposition 203 and Colorado Amendment 31.

In early 1999, Unz introduced a campaign-finance reform ballot initiative known as the California Voters Bill of Rights (Proposition 25). Co-sponsored by California Democrat Tony Miller and endorsed by Senator John McCain, the proposal would have required campaign contributions greater than $1,000 to be declared online within 24 hours, limited individual contributions to $5,000, banned corporate contributions to candidates, and permitted statewide candidates to raise funds only within the 12 months before an election. In late 1999 Unz briefly entered the U.S. Senate race to challenge incumbent Dianne Feinstein, declaring his candidacy in October and dropping out by December to focus on fundraising for Proposition 25, which was ultimately defeated in the March 2000 primary election.

In 2012 and 2014, Unz worked on a ballot initiative to raise the California minimum wage from $10 to $12, but his campaign failed. His proposal was supported by economist James K. Galbraith.

In 2016, Unz organized the " Free Harvard, Fair Harvard " campaign, a slate of five candidates campaigning for spots on the Harvard Board of Overseers, the governing board of Harvard University. The slate included himself, journalist Stuart Taylor Jr., physicist Stephen Hsu, consumer advocate Ralph Nader, and lawyer Lee C. Cheng. The campaign sought for tuition fees at Harvard to be abolished and for greater transparency in the admissions process. None of the five candidates were elected to the 30-person board.

Unz campaigned on a Republican ticket in California in the 2016 primaries for election to the US Senate intending to succeed Democrat Barbara Boxer. Having previously supported immigration, he now proposed it "should be sharply reduced, probably by 50% or more." Though not hoping to win the nomination, he put himself forward in an attempt to challenge the then proposed repeal of Proposition 227. He was endorsed by former U.S. Representative Ron Paul. In the final result, he gained 64,698 votes (1.3%).

## Writing and publishing

### The American Conservative and the "Asian quota" controversy

An investor in The American Conservative, he was its publisher from 2007 to 2013. He also contributed opinion articles on topics such as immigration, the minimum wage, and urban crime. In an email leaked to National Review magazine, editor Daniel McCarthy wrote that Unz was acting as if he were the editor of The American Conservative and threatened to resign if the publication's board did not support him over Unz.

In 2012 Unz published an article in The American Conservative entitled "The Myth of American Meritocracy". He argued Ivy League universities held an unspoken admissions quota for granting spots to Asian/Asian American applicants an Asian quota similar to earlier Jewish quotas, and that Jewish students are over-represented than merit would suggest, which he claimed was caused by unconscious Jewish bias among administrators. The article said that the “massive apparent bias” could be attributed to Jewish administrators at those universities. His argument for existence of Asian race-based quota was reproduced in a subsequent New York Times special debate feature, "Fears of an Asian Quota in the Ivy League". Unz's admissions analysis was contested by academics at Yale, who showed that his data "grossly underestimates the proportion of Asian-Americans". Unz's writings on Ivy League admissions were praised by white supremacist David Duke who said it confirmed Harvard was "now under powerful Jewish influence". The noted antisemite Kevin B. MacDonald said it was similar to his own view that Jews are "at odds with the values of the great majority of non-Jewish White Americans."

### The Unz Archive

Unz also compiled the Unz Archive (UNZ.org), a searchable online collection of periodicals, books, and video, that by 2012 held around 25,000 issues of over 120 publications, including The American Mercury, The Literary Digest, Inquiry, Collier's, Marxism Today, New Politics, and various pulp fiction and romance magazines. Nick Gillespie of Reason called it "one of the Web's great archive projects".

### The Unz Review

In November 2013, Unz launched the website The Unz Review for which he serves as editor-in-chief and publisher.

The Unz Review describes itself as presenting "controversial perspectives largely excluded from the American mainstream media." Unz says he mostly posts articles that have already been published, and "I don't even read most of the articles I publish, and I certainly don't edit them. I'm busy." It has been described by the Associated Press as "a hodgepodge of views from corners of both the left and right" and by the New York Times as "far right". According to the Anti-Defamation League (ADL) in 2014, the webzine is an "outlet for certain writers to attack Israel and Jews". The Southern Poverty Law Center has labeled it a white nationalist publication. In 2016, a research fellow at the ADL said "I haven't seen Ron Unz write anything anti-Semitic himself, but he really gives a platform to anti-Semites."

In 2017, The Unz Review received public attention when former CIA operative Valerie Plame was criticized after tweeting an article by a columnist, counter-terrorism specialist Philip Giraldi, titled "America's Jews Are Driving America's Wars" published in the webzine.

### Relation to anti-Semitism, Holocaust denial, homosexuality research, etc.

The ADL and others criticized Unz for a $600,000 grant for research in evolutionary biology to Gregory Cochran, a professor who argued that homosexuality may be caused by a "gay germ". Ralph Nader, while running with Unz for Harvard Board of Overseers called him "a very nuanced guy. He should not be stereotyped as a lot of the world of identity politics does."

The Unz Foundation, of which he is president, has donated to individuals and organizations which are alleged by the ADL to have published or expressed opinions that are antisemitic or anti-Israel. In 2009, 2010 and 2011, it gave $108,000 to Paul Craig Roberts, $74,000 to Philip Giraldi, $75,000 Norman Finkelstein, $80,000 to CounterPunch and $60,000 to Philip Weiss, co-editor of the Mondoweiss website. In addition, the Unz Foundation has given grants to Alison Weir, founder of If Americans Knew. He has donated tens of thousands of dollars to VDARE, which he admits is a "quasi- white nationalist " website, but has said "they write interesting things".

Since their 2014 article, the ADL commented in October 2018 that Unz "has embraced hardcore anti-Semitism", "denied the Holocaust", and "endorsed the claim that Jews consume the blood of non-Jews", referring to blood libel. In July 2018, in articles for The Unz Review, he wrote about the claims in the Czarist forgery The Protocols of the Elders of Zion and Henry Ford 's The International Jew. Ford's work, a series of antisemitic pamphlets published in the 1920s, appeared to Unz to be "quite plausible and factually-oriented, even sometimes overly cautious in their presentation." He partly accepted the standard consensus on the Protocols but believes they were assembled by "someone who was generally familiar with the secretive machinations of elite international Jews against the existing governments... who drafted the document to outline his view of their strategic plans."

In August 2018, Unz made use of Holocaust denial arguments and wrote, "I think it far more likely than not that the standard Holocaust narrative is at least substantially false, and quite possibly, almost entirely so." That same year, The Unz Review published material written by Holocaust denier Kevin Barrett, while Unz himself defended David Irving, who lost his libel case against Deborah Lipstadt. Unz also implied that Mossad was involved in the murders of President John F. Kennedy and his brother Robert. Writing about the 2001 September 11 attacks in a September 2018 article for his Review, Unz stated: "the vast weight of the evidence clearly points in a single direction, implicating Israel and its Mossad intelligence service, with the case being overwhelmingly strong in motive, means, and opportunity.”

### Collection of essays

In 2016, Unz self-published The Myth of American Meritocracy and Other Essays, a hardcover collection of most of his writings, including nearly all of his print articles.