2010-2011 Huntington Playwriting Fellows: Apply TODAY!

by:  Lisa Timmel at 05/27/2010

Contributed by Lisa Timmel

We are pleased to announce that we are accepting applications for the 2010-2011 Huntington Playwriting Fellows. The deadline is June 23, 2010. 

“But wait!” you exclaim. “Didn’t you just do this last fall? It hasn’t even been a year!” 

Well, dear Playwright, you're right! When the HPF program was started, the playwrights’ tenures were intended to coincide with the theatre season. Over the years, we got a bit off track and it shifted to calendar year. Charles Haugland and I realized that we needed to return to the season-to-season cycle putting the bulk of the reading into the summer months when things slow down here a bit. So the time to apply is NOW. 

You can find all the information you need here.

There are a few important changes to note: 

  • You may submit either a full-length play or a one-act 
  • If you have submitted a play to us since May 1, 2009 there is no need to send an additional play. 
  • Please send us everything via email, and most importantly, 
  • You may not resubmit work that was previously considered by the Huntington, this includes 2009 HPF application scripts. 

We are more interested in learning about your voice or sensibility than reading polished scripts, so we encourage you to send whatever you are currently working on, even if you do not consider it completely “finished.” 

We had a great time reading the applications last year and we’re really looking forward to what you all have got for us now. 


  1. I've always been frtsurated by the fact that the Huntington's "Breaking Ground" series of play readings has been scheduled in the past in March, one of the busiest months on the performance calendar, so that people like me who attend lots of events found it difficult to schedule many of the readings due to conflicts. So imagine how excited I was when this year's series was announced for Summer dates - perfect, I thought!Alas, no - one reading on a weekday afternoon(!), and others on weeknights at 7 - too early for me. Who ever heard of a 7 p.m. curtain? What about weekends? Or at least 7:30 or 8 p.m. starts? It's starting to seem like a plot to keep me away...[sigh]
  2. Powerful stuff. One certainly can't qsoetiun his belief and commitment he's clearly not just doing this for the (inevitable) knighthood. The milk/sugar/wheelbarrow passage is particularly eye-opening.This gives me a new level of respect for the genuinely good parents such as yourself that are getting the littl'uns involved and engaged in the kitchen as soon as they can wield a wooden spoon.
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  4. I would like to take this opportunity to extend a big FU to all the businesses that worked to kill the Thornhill/Newtonbrook busway. If it weren’t for them, this busway would be completed by now providing much needed expanded transport capacity and speed between Toronto and the northern suburbs. Instead this is one of the most congested corridors in the Greater Toronto Area, and is only getting worse. The propaganda that the Yonge Subway Now group was pushing claimed the subway construction would take only 5 years, this is not including the EA and dealing with operational issues. The absolute earliest this thing will be done is 2020, and this is assuming we get started on the EA and other concerns next year. Odds are it won’t be done until at least 2030, and this is assuming that construction isn’t suspended until a DLR is complete (in which case, 2050 is a more optimistic estimate, a far cry from the 5 years claimed…).As for capacity at Bloor-Yonge, I predict it won’t be a concern. Most people who commute to this area already take transit at some point, whether they take the bus, GO train, or drive to the subway. I don’t believe there is going to be a mass exodus of new riders who used to drive all the way downtown and will now take the subway. Also, the Places to Grow plan will see new growth at Yonge and 7, Sheppard, and Eglinton which will divert even more trips from Bloor-Yonge station.Finally, on a side note, I think Metrolinx needs to determine which proposed rapid transit routes will suit which need. If you look at the current map, they show express/commuter rail > subway > LRT/BRT. This is great for determining capacity, but there are many proposed LRT/BRTs in the region that will exceed the speeds of rail projects. I think they should draw up a map of travel design. Local rapid transit (999m and under – Bloor-Danforth subway, Transit City), intermediate rapid transit (1000m to 1999m – Spadina subway, Yonge subway through midtown), and regional rapid transit (more than 2km – GO express rail, Yonge subway through North Toronto). This way we can see which lines will meet which proposed purpose, and can plan their future commutes and developments based upon those plans. business insurance
  5. J. Macmillan wrote:I thought that Viva phase two was to provide for a dedicated right of way on Yonge Street and highway 7, initially for buses but for eventual conversion to LRT in Viva phase three. Are Metrolinx and York Region working on separate plans or is the Viva one dead?Steve replied: It’s (the Viva phasing plan) not dead, it’s merely resting, at least if you believe the plans. However, Metrolinx has never been particularly fond of LRT… <– emphasis and clarification added by meThe Yonge Street busway from Steeles to 7 was designed and close to tender ready when the political winds shifted; suddenly Thornhill wouldn't abide the traffic difficulties imposed by an at-grade solution. Viva's plan was to progress to a subway some time in the future by building the demand (BRT to LRT to subway). I don't remember the extent of the expected conversion from BRT to LRT, but I can't imagine it was ever contemplated to end the northward push at Yonge and 7. Major Mackenzie, maybe? Viva couldn't segregate traffic north of Major Mackenzie for buses, as I recall, so maybe LRT was never contemplated north of there.There definitely is a difference in plans contemplated by Viva and those contemplated by Metrolinx, just as there is between TTC and Metrolinx or GO and Metrolinx…As I regularly travel past/through the Richmond Hill Centre terminal / Langstaff station and work near Yonge and Sheppard, any modal improvement over the Viva mixed-traffic operation down Yonge is a win for me. I could even work with GO improvements (more shoulder service would be a start), even though I'd then have to transfer Oriole to Leslie… I just wish Metrolinx would pick one improvement and do it already.Steve, I apologize if this is in here multiple times – the submit comment button didn't seem to work…Steve: For some reason, your comment went into the spam bucket from which I have rescued it.As for Viva and LRT, if there is a bona fide reason for not taking space in the middle of the road for a section, then put it underground (that’s what Transit City did), but don’t throw out the mode because of one section. Of course, buses cannot run underground and so a “prebuild” for a BRT scheme won’t work. airlines credit card
  6. I strongly belevie that the Yonge corridor needs a subway and not an LRT system like some suggest on this site. Though LRT maybe more feasible in terms of cost it doesn’t address that type of commuting pattern that exist in that area. LRTs are meant for local trips and a majority of the people coming in from York Region will be using system for long haul trips. .. If the line is built like St. Clair or Spadina then I agree with you, but LRT is a range of operations and it does provide high speed limited stop service in many areas. The subway would not replace local bus service along Yonge Street and neither should LRT. The St. Louis LRT is 74 km long with 37 stations for an average spacing of 1 station every 2 km with a top speed of 90 km/h. This is a far cry for St. Clair or Spadina and to be honest is closer to commuter rail. I agree that the subway should probably be extended to Steeles with three LRT lines coming into it through an underground connection. The length of the subway in York is 4.9 km with 4 stations (not counting Steeles) for an average spacing of 1.2 km. If you built the LRT with longer station spacings and higher average speed then it would be more useful than a subway. It would require a better form of signal priority to ensure that it always got a green at intersections without stops but this is possible. Two billion dollars would build a lot of high speed LRT, even if you put in some tunnels or grade separations. I wish that the SRT could be rebuilt quickly as an LRT to show people the other end of the LRT spectrum.
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Lisa Timmel,  Bevin O'Gara, and Charles Haugland share their thoughts on New Plays, Dramatury, and their experience sharing nightly conversations with the audiences that come to see our shows. Get the inside scoop of new scripts and play development!


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