title: Toronto Railway Company

abstract: The Toronto Railway Company (TRC) was the operator of the streetcar system in Toronto between 1891 and 1921. It electrified the horsecar system it inherited from the Toronto Street Railway, the previous operator of streetcar service in Toronto. The TRC was also a manufacturer of streetcars and rail work vehicles, a few of which were built for other streetcar and radial operators. On August 15, 1892, the TRC became the second operator of horse-drawn streetcars in the Toronto area to convert to electric trams, the first being the Metropolitan Street Railway which electrified its horsecar line along Yonge Street within the Town of North Toronto on September 1, 1890.

text:
# Toronto Railway Company

The **Toronto Railway Company** (TRC) was the operator of the streetcar system in Toronto between 1891 and 1921. It electrified the horsecar system it inherited from the Toronto Street Railway, the previous operator of streetcar service in Toronto. The TRC was also a manufacturer of streetcars and rail work vehicles, a few of which were built for other streetcar and radial operators.

On August 15, 1892, the TRC became the second operator of horse-drawn streetcars in the Toronto area to convert to electric trams, the first being the Metropolitan Street Railway which electrified its horsecar line along Yonge Street within the Town of North Toronto on September 1, 1890. (In 1912, the City of Toronto would annex North Toronto.)

## History

In 1891, the 30-year franchise with the Toronto Street Railway (TSR) for horsecar service expired. At the end of the TSR franchise, the city ran the horsecar system for eight months, but ended up granting another 30-year franchise to a private operator, a group involving railway entrepreneur William Mackenzie. The franchise, which involved converting the horsecar system to electric operation, went into effect on September 21, 1891.

The TRC made a one-time payment to the city of $1,453,788 for the assets of the TSR, the same amount the city paid for TSR assets when it took over the horsecar system in 1891. Each year, the TRC was required to pay the city $800 per mile of track, plus a percentage of the gross earnings.

Fares were: five cents cash for adults, six tickets for twenty-five cents; three cents cash for children with school tickets at ten for twenty-five cents; ten cents cash for night streetcars. The fare entitled the rider to a free transfer between routes.

A key requirement of the franchise agreement was that the TRC had to electrify the first line within one year of the beginning of the franchise and the last line within three years. The TRC met this requirement. The first run of an electric car was on August 10, 1892. Car 270 ran from the Frederick Street stables at Front Street, up Church Street, along Bloor Street and Sherbourne Street to Rosedale. The first passenger was a half-sober gentleman who insisted he had the right to board the streetcar at the Metropolitan United Church and pay his fare.

The first electric car ran in scheduled service on Church Street starting August 15, 1892, and the last horse car ran on McCaul Street on August 31, 1894.

From 1893 to 1904, the TRC had suburban radial operations, often using vehicles resembling streetcars. In 1893, the TRC took control of the Toronto and Mimico Electric Railway and Light Company along Lake Shore Road, and in 1895, the Toronto and Scarboro' Electric Railway, Light and Power Company along Kingston Road. In 1904, both suburban operations were turned over to the Toronto and York Radial Railway, thus ending the TRC's suburban operations.

On May 23, 1897, Sunday streetcar service started after city voters gave approval in a referendum earlier that month. This was controversial at the time; churches feared Sunday streetcar service would lead to other activities inappropriate for a Sunday such as sporting events and the sale of alcoholic beverages. The referendum, which had been preceded by two prior unsuccessful attempts, was won by a narrow margin of 0.7 per cent out of 32,000 votes cast.

There came to be problems with interpretation of the franchise terms for the city. A series of annexations, especially in 1908–12, significantly extended the city limits to include such areas as Dovercourt, Earlscourt, East Toronto, Midway (formerly between Toronto and East Toronto), North Toronto, and West Toronto. After many attempts to force the TRC to serve these areas, the city created its own street railway operation, the Toronto Civic Railways to do so, and built several routes.

The TRC system deteriorated towards the end of the franchise. By 1915, there were complaints of overcrowding due to a shortage of streetcars. In December 1916, a fire destroyed the TRC's King carhouse and 163 motor cars and trailers within it. Repeated court battles did force the TRC to build new cars, but far less than what the city was requesting, and the new cars were of an old design dating from 1906, or 1908 for the newest cars. Streetcars and track were not well maintained, and carhouses and shops were obsolete or deteriorating. The TRC franchise ended on August 31, 1921, and the next day, the Toronto Transportation Commission started operating a system that combined the TRC system with the city-operated Toronto Civic Railways lines. In 1924, the city paid $11,483,500 for the assets of the TRC. The TRC ceased to exist when it was legally dissolved in 1930.

### Track

In 1891, the TRC inherited 109 kilometres (68 mi) of horsecar track from its predecessor, the Toronto Street Railway. The TRC learned from the troubled experiences of the Metropolitan Street Railway in North Toronto, which had previously done a horse to electric conversion. Thus, between 1891 and 1894, the TRC replaced all the horsecar track, using heavier rail that could properly support the faster, heavier electric streetcars. The TRC used 69-pound rail on some lightly used lines, and 71-pound rail elsewhere, including all downtown track.

For parallel tracks on the horsecar system, the distance between the tracks (the devil strip) was 3 feet (910 mm); the TRC widened the devil strip to 3 feet 10 inches (1,170 mm). Until 1908, the city prohibited the TRC from making the devil strip wider. Because of the narrow devil strip, later cars were built with a taper to the roof on the passing side, and car bodies were offset to the right by four inches, sitting off-centre on the king pin. The offset allowed a wider car to safely pass another traveling in the opposite direction. From 1903, the TRC built all new track with a devil strip of 5 feet 4 inches (1,630 mm). In 1921, there was still 27 kilometres (17 mi) of double track with a narrow devil strip which the successor TTC widened as it replaced old TRC tracks to handle wider equipment.

## Routes

Routes marked *to TTC* were operating on September 21, 1921, when the Toronto Railway Company's operations were taken over by the Toronto Transportation Commission. Routes marked *1923 by TTC* were TRC routes discontinued by the TTC as a result of a major reorganization of routes on July 1, 1923.

| Route | Started | Ended | Notes |
| --- | --- | --- | --- |
| Arthur | February 12, 1902 | 1909 | Merged with Dundas route |
| Ashbridge | November 5, 1917 | Transferred to TTC | Replaced by bus service in the 1920s. |
| Avenue Road | September 2, 1895 | Transferred to TTC |  |
| Bathurst | July 27, 1885 | Transferred to TTC |  |
| Belt Line | November 16, 1891 | 1923 by TTC |  |
| Bloor | 1889 | Transferred to TTC |  |
| Broadview | October 1892 | 1923 by TTC |  |
| Brockton | 1882 | October 9, 1893 | Renamed Dundas |
| Carlton | August 1886 | Transferred to TTC |  |
| Church | 1881 | Transferred to TTC |  |
| College | November 1893 | Transferred to TTC |  |
| Danforth | May 1889 | October 1892 | Renamed Broadview |
| Davenport | December 1892 | November 1891 | Replaced by Bathurst, Parliament and Winchester routes |
| Dovercourt | November 1888 | Transferred to TTC |  |
| Dufferin | 1889 | September 30, 1891 | Merged with Danforth route |
| Dundas | October 9, 1893 | Transferred to TTC |  |
| Dupont | August 29, 1906 | Transferred to TTC |  |
| Harbord | August 29, 1911 | Transferred to TTC |  |
| High Park | 1886 | 1905 |  |
| King | 1874 | Transferred to TTC |  |
| Lee Avenue | 1889 | May 15, 1893 | Merged into King route |
| McCaul | October 1883 | January 1, 1896 | Replaced by Bloor route |
| Parkdale | 1880 | 1886 | Renamed High Park |
| Parliament | 1881 | March 4, 1918 | Merged into Queen route |
| Queen | December 2, 1861 | Transferred to TTC |  |
| Queen East | 1882 | October 16, 1891 | Merged with Danforth route |
| Roncesvalles | 1909 | December 20, 1911 | Replaced by Queen route |
| Seaton Village | July 27, 1885 | October 23, 1891 | Replaced by Davenport, Parliament and Winchester routes |
| Sherbourne | November 1874 | November 16, 1891 | Merged into Belt Line route |
| Spadina | 1878 | November 16, 1891 | Merged into Belt Line route |
| Winchester | November 1874 | Transferred to TTC |  |
| Woodbine | May 1887 | April 4, 1893 | Replaced by King route |
| Yonge | September 11, 1861 | Transferred to TTC |  |
| York |  |  | In operation in October 1891 and discontinued prior to December 31, 1891 |
|

### City-owned tracks

The city built and owned some of the streetcar trackage operated by the TRC. The city-owned, TRC-operated tracks were:

* Queen Street East between Maclean Avenue and Neville Park Boulevard.
* The portion of the Yonge streetcar line between the CPR line and Woodlawn Avenue built in 1916, to replace Metropolitan radial tracks that the city ripped up over a franchise dispute.
* A private right-of-way from Bathurst and Front streets through Fort York to the Exhibition Place, built in 1916.
* The Ashbridge line in 1917, running south from Queen Street via Don Roadway, then west on Commissioners Street to Charry Street, to serve workers at munitions factories: Unlike other routes at the time, the Ashbridge line had no loops or wyes, and required double-ended streetcars.
* Tracks over the Prince Edward Viaduct between Sherbourne Street and Broadview Avenue, in 1918.

### Subway

By 1909, there were proposals to build subways in competition to the TRC's surface streetcar lines. At this time the city was unhappy with the quality of TRC service and with the TRC's refusal to serve newly annexed areas. The TRC had an exclusive franchise for surface streetcars but competing subways would not violate the franchise.

In 1909, a British syndicate proposed two lines, one under Yonge Street and a second from East Toronto via Queen Street East, Dufferin Street and Dundas Street West to West Toronto. Voters supported this proposal in a referendum during the 1910 election, but also elected a mayor who opposed it. Thus, this proposal died.

By 1912, there was a second city proposal to build three underground routes: streetcar tunnels under Queen and Bloor Streets, and a rapid transit subway along Yonge Street. These routes would have connected with surface streetcar routes and radial railways. The idea died after voters rejected the proposal out of fear of higher taxes.

## Roster

As part of the franchise agreement, the TRC was to build all its streetcars locally. Thus, almost all TRC cars were built in-house at their car shops at Front and Frederick Streets. However, the TRC felt it lacked the capacity to build enough streetcars to convert the horsecar system it inherited to electrical operation by the city-imposed deadline. Thus, the city granted the TRC an exception to purchase ten single-ended, single-truck streetcars from James Crossen-Cobourg Car Works in Cobourg, Ontario in 1893.

The TRC streetcars were made of wood over a steel underframe. Cars had a clerestory roof with a destination sign fixed near the front edge of the roof. Seats were wood slat but the TRC provided each with a seating cushion. There was a stove at the front of the car for winter heating. Early streetcars had open platforms; later cars had enclosed vestibules. The rear vestibule could have a single or double rear door. Cars with a double rear door could haul a trailer and had a two-man crew. One-man cars had a treadle-operated single rear door. There was a hook at the rear of each car to hang a baby carriage.

At first, TRC streetcars had hand brakes, but in 1905, a Torontonian developed an air brake for streetcars. Initially, streetcars did not carry an air compressor; thus, air recharging stations were required along streetcar routes. Later, on-board air compressors were installed.

After the TRC completed electrification, some horsecars were converted into trailers where one or two would be hauled by a motor car. However, horsecar trailers were found to be unsuited for the higher speed of electric streetcar operation.

Very early on, in 1894, the TRC decided on single-ended operation. Many of the early streetcars were "open" cars, where there was benches across the width of the car and thus no centre aisle. Passengers had to board on the curb-side of the open car, and for safety, there had to be a barrier along the length of the car on the opposite side. Before the summer of 1893, there were double-ended open cars, which required two men to move the barrier to the other side of the car at the end of the line. Some open cars had one-man crews, requiring a helper to be stationed at the end of the line. Having single-ended cars with loops or wyes saved staff time. Also, both open and closed motor cars could pull one or two trailers; thus, single-ended operation eliminated the time needed to rearrange the consist at the end of the line.

Open cars were popular in warm weather. When it rained, there were side curtains that one could unroll from the roof to keep one dry. However, the motorman would stand exposed to wind and rain on the front platform. To handle both warm and colder months, the TSR used the "convertible car" in which the nearside of the car could be removed in the spring, and re-connected in the fall, thus changing from an open car to a closed car. A dangerous feature of open cars was the running board where passengers could stand while the car was in motion. Because of safety concerns, the Railway and Municipal Board banned open cars from the streets on November 22, 1915.

At the end of its franchise in 1921, the TRC had 830 streetcars on its active roster that the city agreed to accept along with a number of work cars. It also had 18 open motors and 43 open trailers in storage which the city refused to accept due to the 1915 ban on open streetcars. In 1921, the TRC had twelve double-ended streetcars, three double-truck and nine single-truck; all other streetcars were single-ended. Two of the ten Crossan-built, single-truck streetcars survived to 1921. Between 1921 and 1924, the TTC retired 471 of the 830 streetcars the city accepted from the TRC, including the double-ended and Crossan-built streetcars. It retained only 351 single-end, double-track motor cars for longer term use, the last of which were retired in 1951. The TTC did retain one horsecar trailer and a single-ended streetcar from 1892, preserving them as relics ultimately to be given to a museum.

### Roster summaries

The following are summaries of the TRC roster at four points during its franchise:

Summary of roster
as of January 27, 1897
| Type | Closed | Open | Total |
| --- | --- | --- | --- |
| Motor cars | 177 | 60 | 237 |
| Trailers | 100 | 77 | 177 |
| Total units | 237 | 177 | 414 |

Summary of roster
as of December 31, 1904
| Type | Closed | Open | Total |
| --- | --- | --- | --- |
| DT motor cars | 91 | 20 | 111 |
| ST motor cars | 243 | 195 | 438 |
| Trailers | 73 | 93 | 166 |
| Totals | 407 | 308 | 715 |

Summary of roster
as of August 8, 1907
| Type | Closed | Open | Total |
| --- | --- | --- | --- |
| Motor cars | 401 | 209 | 610 |
| Trailers | 75 | 93 | 168 |
| Totals | 476 | 302 | 778 |

Summary of roster
as of August 31, 1921
| DT motor | ST motor | Trailer | Total |
| --- | --- | --- | --- |
| 475 | 234 | 121 | 830 |

### Work cars

The TRC had several types of work cars, all built in the TRC car shops. Here is a brief description of some of the types of non-revenue cars the TRC had:

* Construction cars were single-ended, double-truck motorized flat cars with an enclosed operator cab used to deliver rails to carhouses and yards. The TTC inherited four of them (numbers 2, 4, 7, 8) keeping their TRC numbers but prefixing them with a "W-". Today, W-4 is preserved at the Halton County Radial Railway museum.
* Crane car no. 1, built in 1913, was a flat motor with a cab and a five-ton hoist crane. It supported construction projects. Becoming TTC C-1, the crane car is today at the Halton County Radial Railway museum.
* Supply car no. 3, built in 1913, delivered motors and wheels between the motor shops and carhouses. It was essentially a flat motor with cab and an open cargo section behind the cab lined with low side walls.
* Emergency car no. 5 was a single-truck, box motor, and carried a variety of tools to handle emergency tasks. The TTC retained this car until 1933.
* Compressor cars no. 1 and no. 2 were mobile air recharging stations for streetcars before they were equipped with their own on-board air compressors. Both were box motors; no. 1 had a single truck; no. 2 was double-truck. No. 2 had a varied career with the TTC; it was converted into an express freight motor for the Lake Simcoe line in 1927, then as snow plow TP-2 in 1936, then as subway rail maintenance car RT-1 for the Yonge subway.
* The TRC's private car was built in 1892 on a single truck car then rebuilt as a double-truck car in 1904. It had 12 chairs, carpeting, window curtains, hardwood trim, and curved windows at the front vestibule. It carried officials for inspections and special events, including trips to Old Woodbine Race Course where the TRC had a streetcar siding into the grounds. From 1912, its use declined with increased use of automobiles. The city reluctantly accepted this car at the end of the TRC franchise, but the TTC stored it unused until it was scrapped in 1931.
* Fare box car no. 28, built in 1911, somewhat resembled a passenger car, but had a freight door in the middle. It collected and distributed fare boxes, and delivered tickets and change to the carhouses. The TTC retained this car but replaced it in 1938 with an armoured car.
* The TRC built 17 snow sweepers between 1892 and 1918. The TTC inherited all 17 prefixing their TRC numbers with "S-", thus S-1 to S-17. All were scrapped between 1946 and 1948.
* The TRC built eight sprinkler cars between 1892 and 1909. Sprinklers 1 to 3 had a vertical water tank on a single-truck frame. Sprinklers 4 to 8 had horizontal tanks on a double-track frame. All such cars had operator controls on an open front platform. The TRC had a contract from the city between 1892 and 1915 to flush streets along streetcar lines. In 1915, the city started to use rubber-tire trucks.

### Streetcar sales

The TRC sold a small percentage of the streetcars it built to other operators. The TRC had a subsidiary company, the Convertible Car Company of Toronto, that built cars for systems in Mexico, South America, and Western Canada. Some sales were for used streetcars that had run in Toronto. Here is a partial list of sales:

* Several large radial (interurban) cars were built for the Toronto and York Radial Railway.
* Between 1897 and 1904, the TRC sold eight batches of double-ended, single-truck streetcars to the Winnipeg Electric Street Railway Company. The sales totalled 38 closed and 4 open cars.
* The TRC built six new single-ended, double-truck streetcars for the Monterrey Railway, Light & Power Co. in Mexico. These had only a centre door on each side of the car.
* In 1907 and 1908, the TRC sold 14 single-truck open cars to Monterrey. These cars were part of a group of 24 cars built in 1894 as doubled-ended cars before the TRC decided on single-ended operation. The Toronto Suburban Railway also bought one of these cars. These were used-car sales.

About that time, the Toronto and York Radial Railway, the Toronto Suburban Railway and the Winnipeg Electric Street Railway Company were all affiliated with the owners of the Toronto Railway Company. According to a source, the Monterrey Railway, Light & Power Co. was founded in Toronto.

### Preservation

The following is a list of preserved TRC passenger and work cars. All except car 327 were built by the TRC, and all were used by the TTC.

| Car no. | Car type | Year built | Year retired | Description |
| --- | --- | --- | --- | --- |
| 306 | Single-ended, single-truck streetcar | 1892 | 1921 | Preserved at Canada Science and Technology Museum |
| 327 | Single-ended, single-truck open streetcar | 1933 | 1967 | Replica using truck and parts from the original 327 built in 1892, preserved at Halton County Radial Railway |
| 1326 | Single-ended, double-truck streetcar | 1910 | 1951 | Preserved at Halton County Radial Railway |
| 1704 | Single-ended, single-truck streetcar | 1913 | 1924 | Currently unrestored as rail grinder W-25, preserved at Halton County Radial Railway |
| 1706 | Single-ended, single-truck streetcar | 1913 | 1924 | Preserved at Shore Line Trolley Museum |
| C-1 | Crane | 1911 | 1968 | Preserved at Halton County Radial Railway |
| W-4 | Flat motor, TRC construction car 4 | 1904 | 1972 | Preserved at Halton County Radial Railway |

## Facilities

### Carhouses

In all, the TRC had seven carhouses, although no more than six at any one time. They are listed here alphabetically by name:

Carhouses
| Carhouse | Location | Opened | Notes |
| --- | --- | --- | --- |
| Dundas Carhouse | Dundas Street West and Howard Park Avenue | 1897 | The brick carhouse was expanded in 1901 towards Richee Avenue and again on the Howard Park side in 1904, with both extensions under iron sheds. In 1914, 144 streetcars and 20 single-truck trailers operated out of Dundas, serving the Dundas, College and Dovercourt routes. Under TTC ownership, Dundas ceased as a division in 1931 and was partly demolished; it was fully demolished after it ceased to be a trailer yard in 1938. |
| King Carhouse | King Street East and St. Lawrence Street, SE corner | 1887 | The TRC converted the Toronto Street Railway's King stables into a carhouse which underwent several expansions and modifications up to 1912. In 1904, the carhouse stored 388 of the TRC's 718 streetcars and trailers with space for up to 395 units. The carhouse had 2 storeys; the second floor stored trailers and had a transfer table to access tracks from an elevator. There was a storage yard under sheds on the south side of the carhouse. Tracks were oriented north–south in the carhouse and east–west in the storage yard. The carhouse suffered from fire twice, first in March 1912, destroying the sheds and 145 cars, and again on December 28, 1916, destroying the facility along with 163 passenger and seven work cars. Some storage tracks were relaid but were removed by 1920. Today the condo complex at 45 St. Lawrence Street occupies the site. |
| Lansdowne Carhouse | Patton & Lansdowne avenues, NW corner | 1911 | The carhouse had ten storage and two repair tracks accommodating 108 streetcars, plus 12 yard tracks for 132 cars. In 1914, the carhouse hosted 102 double-truck cars, 94 single-truck cars and 18 trailers serving the Belt Line, Bloor, Bathurst, Carlton and Harbord routes. The TTC acquired the facility in 1921, made it a joint trolley bus garage and carhouse in 1947 and ended streetcar storage there in 1967. The facility was abandoned after 1996 and demolished in 2003. |
| Roncesvalles Carhouse | Roncesvalles Avenue and Queen Street West, NW corner | 1895 | The TRC carhouse faced Roncesvalles Avenue and contained 15 interior tracks with capacity for 75 double-truck cars. In 1907, 12 exterior tracks were added on the north side of the carhouse with capacity for 135 double-truck cars. All tracks were stub tracks oriented east–west. The spacing between tracks was too narrow for larger, modern cars, and the repair facilities were obsolete. In 1923, the TTC demolished the TRC building and constructed a new carhouse building with tracks oriented north–south. |
| Russell Carhouse | Connaught Avenue and Queen Street East | 1913 | The TRC built the Russell facility as a paint shop with six tracks. The building had an east wing extending to Connaught Avenue, containing offices, a store room and a boiler room. After the King Carhouse burnt down at the end of 1916, Russell was converted into a full carhouse with the paint line using only one carhouse track. Due to cracked foundations, the TTC demolished and rebuilt the carhouse in 1924. The east wing was the only part of the 1913 building that was retained. |
| Scarboro Beach Carhouse | Queen Street East & Maclean Avenue, SW corner | 1920 | To partly replace storage tracks at the burnt-out King Carhouse, the TRC built the four-track frame building to handle routine maintenance. Its capacity was 20 single-truck or 16 double-truck streetcars. The TTC chose not to operate the facility. The TRC stored obsolete open cars and trailers there pending disposal. The property was put up for sale in 1928. |
| Yorkville Carhouse | between Yorkville Avenue & Scollard Street west of Yonge Street | 1892 | In 1892, the TRC demolished the TSR's Yorkville stables (1861) in order to build a nine-track carhouse holding 44 double-truck streetcars. In 1899, the TRC added a shed along Scollard Avenue to hold 31 double-truck streetcars. Later a 24-car outdoor storage yard was added. The narrow spaces between carhouse tracks became unsuitable for wider, more modern streetcars. In 1922, the TTC closed the carhouse; it was later demolished. Today, a condominium and Townhall Square Park occupy the site. |

### Shops and work yards

The TRC had several facilities near the intersection of Front and Frederick streets. Many of these facilities were inherited from the Toronto Street Railway (TSR), and the TRC repurposed them for the electric streetcar system. In 1924, the TTC moved some functions from the facilities in this area to the then-new Hillcrest Complex. The following is a list of facilities in the Front and Frederick area:

Shops and work yards
| Facility | Location | Opened | Notes |
| --- | --- | --- | --- |
| Car shops | Front & Frederick streets, NW corner | 1882 | The TRC inherited the three-storey car shop building from the Toronto Street Railway, and upgraded it to handle heavier electric streetcars. The upgrades included a new hoist to move cars between street level and the upper floors. All but ten of the TRC's streetcars were built here. A streetcar track branched into the building from Front Street. In 1924, the building's functions were moved to the Hillcrest Complex, and the building was rented out. |
| Motor shops | between Frederick and Sherbourne streets, north side of The Esplanade | 1893 | Five tracks passed through the motor shops allowing streetcars to enter southbound from Frederick Street and exit northbound on Sherbourne Street. In 1924, the TTC moved the shops to the Hillcrest Complex. Between 1927 and 1930 the building was used as a freight depot for freight motors from the TTC's Lake Simcoe radial line. The TTC later used the building as a bus garage. |
| Powerhouse | Front & Frederick streets, SE corner | 1888 | After 1891, the TRC converted the TSR's Frederick Street stable building into a power plant after reinforcing the structure and installing generators. With power from Niagara in 1907, the plant was put into reserve status; in 1924, the TTC shut it down. Since 1977, the Young People's Theatre has occupied the building. |
| Stores building | Front Street south side, east side of powerhouse | 1883 | The TRC repurposed the former TSR Front Street carhouse primarily as a stores building but also for storing and deploying streetcar trailers. A streetcar track branched into the building from Front Street. The TTC vacated the building after its functions were moved to the Hillcrest Complex in 1924. |
| George Street yard | Front Street East & George Street, SW corner | circa 1903 | The yard was on the site of the TSR's George Street stable (built 1881) which burnt down in 1902. The yard was used to store coal for the powerhouse until 1904, and then as a storage area for the Way Department. Into the TTC era, it was also used to store and scrap obsolete streetcars. A streetcar track branched in to the yard from the corner of Front and George. |
| Front Street yard | Sherbourne Street & Front Street East, NW corner | ? | The yard had ten stub tracks all facing Sherbourne Street, and could hold 35 streetcars. Most of the yard was sold in 1925, leaving a strip of land for a TTC loop serving the Sherbourne streetcar route. |

Today, only the powerhouse building still stands, now occupied by a theatre. Condominiums occupy most of the former facility sites.

### Revenue-generating facilities

Away from downtown, the TRC had a revenue-generating facility:

Revenue-generating facilities
| Facility | Location | Opened | Notes |
| --- | --- | --- | --- |
| Scarboro Beach Park | Queen Street East and Maclean Avenue | 1912 | Scarboro Beach Park was an amusement park owned by the TRC, which provided a destination for many streetcar riders. Besides games and rides, the park had a grandstand, a picnic area and a sports field. It closed in 1925. |

* "A Very, Very Brief History of Transit in Toronto". Transit Toronto. November 10, 2006. Retrieved July 21, 2007.

## InfoBox

**Toronto Railway Company**
| Single-truck open car on Dovercourt route, 1899 | |
| --- | --- |
| Overview | |
| Headquarters | Toronto, Ontario |
| Locale | Toronto, Ontario |
| Dates of operation | 18911921 |
| Predecessor | Toronto Street Railway |
| Successor | Toronto Transportation Commission |
| Technical | |
| Track gauge | 4 ft 10+78 in (1,495 mm) Toronto gauge |


title: Sissy hypno

abstract: Sissy hypno is a form of pornography which purports to hypnotically persuade the person into self-feminization. A 2023 study in Sexuality & Culture found that such content is viewed by cisgender men, as well as transgender women who may use the media "as a tool of sexual identity affirmation and further sexual exploration." It usually consists of edited clips taken from heterosexual and transgender pornography, typically overlaid with instructions that use tropes from commercial film depictions of hypnosis, or from stage hypnosis. Sissy hypno has been described as a form of "microporn" as defined by Helen Hester, Bethan Jones and Sarah Taylor-Harman, a label originally used for short GIFs shared in online communities. However, sissy hypno differs from the archetypal GIF format of microporn by its length and complexity. The suggestive feature of the media, whether its a video or image, or background audio, is sometimes delivered via text-based captions. These captions are embedded into the media and they usually contain suggestive and instructive message. Another article in Transgender Studies Quarterly found that for transgender women, these videos "create space for viewers to experiment with gendered embodiment through imagining a future-oriented transformation into a trans* subject."

text:
# Sissy hypno

**Sissy hypno** is a form of pornography which purports to hypnotically persuade the person into self-feminization.

A 2023 study in *Sexuality & Culture* found that such content is viewed by cisgender men, as well as transgender women who may use the media "as a tool of sexual identity affirmation and further sexual exploration." It usually consists of edited clips taken from heterosexual and transgender pornography, typically overlaid with instructions that use tropes from commercial film depictions of hypnosis, or from stage hypnosis. Sissy hypno has been described as a form of "microporn" as defined by Helen Hester, Bethan Jones and Sarah Taylor-Harman, a label originally used for short GIFs shared in online communities. However, sissy hypno differs from the archetypal GIF format of microporn by its length and complexity. The suggestive feature of the media, whether its a video or image, or background audio, is sometimes delivered via text-based captions. These captions are embedded into the media and they usually contain suggestive and instructive message.

Another article in *Transgender Studies Quarterly* found that for transgender women, these videos "create space for viewers to experiment with gendered embodiment through imagining a future-oriented transformation into a trans\* subject."

## Further reading


title: Brad Davis (American football coach)

abstract: Brad Davis is an American football coach who is currently the offensive line coach at Louisiana State University.

text:
# Brad Davis (American football coach)

**Brad Davis** (born February 17, 1980) is an American football coach who is currently the offensive line coach at Louisiana State University.

## Playing career

Davis played his high school football at Belaire High School and later went on to the Oklahoma. Playing from 1999 until 2002 he was a part of multiple Big 12 championship teams and the 2000 national championship team as a part of the offensive line.

## Coaching career

### Early coaching career

After he graduated from Oklahoma, Davis began coaching at the high school level working as the offensive line and was co-offensive coordinator at Southern Lab in Baton Rouge. He then spent the beginning of 2005 at Wayne State as a graduate assistant before going to work at Doane College as the offensive line coach and run game coordinator. He then went back to being a graduate assistant this time at Texas A&M for the 2006 and 2007 seasons before going to North Carolina to be a graduate assistant in 2008.

### Portland State

He then went to Portland State where he spent five years as the offensive line coach and two as the run game coordinator. During his tenure there the Vikings set numerous school records including total yards (6,486) and yards rushing (3,330), rushing yards per game (277.7), rushing touchdowns (36) and total yards per game (540.5).

### James Madison

In 2014 Davis went to JMU to work as the co-offensive coordinator and offensive line coach.

### East Carolina

In 2015, Davis served as the run game coordinator and offensive line coach at East Carolina University.

### North Texas

In 2016, Davis worked as the run game coordinator and offensive line coach for North Texas.

### Florida

In 2017 Davis ventured into the SEC and worked as the offensive line coach for the Florida Gators.

### Missouri

In 2018 and 2019, Davis worked as the offensive line coach for Missouri under Barry Odom.

### Arkansas

In 2020 Davis was a part of Sam Pittman’s inaugural staff as the offensive line coach for Arkansas.

### LSU

In 2021, the Louisiana native was named the offensive line coach for LSU. Following the final regular season game, Ed Orgeron named Davis the interim head coach. Davis coached LSU in the Texas Bowl. He was retained by Brian Kelly for the 2022 season.

## Personal life

Davis and his wife, Anecia, have two sons, Bradley and Brayden.

## Head coaching record

### College

| Year | Team | Overall | Conference | Standing | Bowl/playoffs |
| --- | --- | --- | --- | --- | --- |
| **LSU Tigers** *(Southeastern Conference)* (2021) | | | | | | | | |
| 2021 | LSU | 0–1\* | 0–0 | T-6th (Western)* | **L** Texas |
| **LSU:** | | 0–1 | 0–1 | \*Coached bowl game after Ed Orgeron stepped down | | | | |
| **Total:** | | 0–1 |  | | | | | | |

## InfoBox

Brad Davis
| Current position | |
| --- | --- |
| Title | Offensive line coach |
| Team | LSU |
| Conference | SEC |
| Biographical details | |
| Born | (1980-02-17) February 17, 1980<br>Baton Rouge, Louisiana, U.S. |
| Playing career | |
| 1999–2002 | Oklahoma |
|  | |
| Position(s) | Guard |
| Coaching career (HC unless noted) | |
| 2003–2004 | Southern Lab HS (LA) (OC/OL) |
| 2005 | Wayne State (MI) (GA) |
| 2005 | Doane (OL/RGC) |
| 2006–2007 | Texas A&M (GA) |
| 2008 | North Carolina (GA) |
| 2009–2011 | Portland State (OL) |
| 2012–2013 | Portland State (OL/RGC) |
| 2014 | James Madison (co-OC/OL) |
| 2015 | East Carolina (OL/RGC) |
| 2016 | North Texas (OL/RGC) |
| 2017 | Florida (OL) |
| 2018–2019 | Missouri (OL) |
| 2020 | Arkansas (OL) |
| 2021 | LSU (interim HC/OL) |
| 2022–present | LSU (OL) |
|  | |
| Head coaching record | |
| Overall | 0–1 |
| Bowls | 0–1 |
| Accomplishments and honors | |
| Championships | |
| As a player | |
|  | |
|  | |


abstract: The Civilian Police Assistance Training Team or CPATT was a multinational advisory team operating within the US-led coalition in Iraq to rebuild the Iraqi Police. Its officially stated mission was 'In partnership with the Iraqi government, the Civilian Police Assistance Training Team (CPATT) assists in the development of the Ministry of Interior, (MoI), and its Forces in order to contribute to the defeat of insurgency and to create a safe and secure Iraq in which the government can establish democratic rule of law.'

text:
# Civilian Police Assistance Training Team

The **Civilian Police Assistance Training Team** or CPATT was a multinational advisory team operating within the US-led coalition in Iraq to rebuild the Iraqi Police.

Its officially stated mission was 'In partnership with the Iraqi government, the Civilian Police Assistance Training Team (CPATT) assists in the development of the Ministry of Interior, (MoI), and its Forces in order to contribute to the defeat of insurgency and to create a safe and secure Iraq in which the government can establish democratic rule of law.'

## Organization

CPATT was commanded by US Major General Michael Jones and is headquartered in the International Zone, Green Zone, in Baghdad. It is one of three training teams which are part of MNSTC-I Multi-National Security Transition Command.

CPATT was a subordinate command to the Multi-National Security Transition Command – Iraq (MNSTC-I) that was started by General David Petraeus during the start of the Iraq war. In executing its duties, CPATT funnels its funds to man, train, and equip the civil security forces of the Ministry of Interior in Iraq. This includes the Iraqi Police Service, the Department of Border Enforcement, the National Police and additional specialized units. The coalition civilian police personnel consist mainly of two groups. The International Police Liaison Officers (IPLOs) who are contracted directly through the US Department of StateBureau for International Narcotics and Law Enforcement Affairs (INL) and the International Police Trainers (IPTs) who are contracted through the US Department of Justice. The United Kingdom provides trainers to the Baghdad facilities and the Basrah region. Smaller groups of police officers are provided by Italy (Carabinieri), Canada, Denmark and the Czech Republic.

## History

On May 1, 2003 the first civilian police advisors arrived in Iraq and began the process of assessing the training needs of the Iraqi police. The first supervisory entity was known as the Office for Reconstruction and Humanitarian Assistance (ORHA), which was headed by retired US Army Lieutenant General Jay Garner. The successor to ORHA was the Coalition Provisional Authority (CPA), headed by Ambassador L. Paul Bremer, who was the Civil Administrator. Ambassador Bremer appointed Iraqi officials to serve as the Iraq Governing Council and developed a longer term plan for conducting elections.

CPATT was initially developed in response to an assessment report on Iraqi security forces and Coalition efforts at rebuilding them, prepared by a team headed by US Army retired Major General Karl Eikenberry. His report was delivered in early 2004 and it sought, in part, to replicate the successes for the Iraqi police that had been achieved by the Coalition Military Assistance Training Team (CMATT) for the Iraqi Armed Forces. Lt Gen Ricardo Sanchez who commanded the Multi National Force - Iraq then set up a Police Working Group under the command of Brigadier Andrew Mackay to examine the extent of the problem, recommend solutions including the appropriate organisational structure.

Some CPA policies dramatically affected the course and nature of police reconstitution programs. CPA Order Number One, entitled the “De-Ba’athification of Iraqi Society,” dismissed all persons holding any of the top four ranks in the Ba’ath Party from their positions and further forbade them to hold a position in a future Iraqi government.

Under Saddam Hussein’s regime, in order to hold a high rank in a government concern, it was virtually mandatory to also hold a high rank in the Ba’ath Party. By dismissing such great numbers of government employees out of hand, the CPA also lost some badly needed institutional knowledge on how government agencies functioned and how problems might best be attacked.

In March 2004, Brigadier Andrew Mackay of the UK Army was appointed as the first Commanding General of CPATT. Initially, CPATT was subordinate to Major General Eaton and the Office of Security Transition (OST), but in June 2004, the Multi-National Security Transition Command – Iraq (MNSTC-I) was established and LTG David Petraeus appointed as its Commanding General. In 2008 MNSTC-I reorganized, creating two Directorates the Directorate of Interior Affairs (DoIA) and the Directorate of Defense Affairs (DDA). CPATT, currently under the command of Major General Nelson J. Cannon, is now a subordinate unit of DoIA.

In June 2009, the organization structure changed again with the creation of the Iraqi Training and Advisory Mission (ITAM) led by US Army Major General Richard J. Rowe, Jr, the Iraqi Security Assistance Mission (ISAM), and the Partnership Strategy Group (PSG-I). ITAM and ISAM, INCTF and PSG-I report to the Deputy Commanding General. ITAM was focused on institutional training while ISAM focused on Foreign Military Sales.

Under the new ITAM structure the Civilian Police Assistance Training Team became ITAM-Police.


title: Limnonectes beloncioi

abstract: Limnonectes beloncioi, also known as the Mindoro fanged frog, is a species of frog in the family Dicroglossidae. It is endemic to the Philippines and currently known from Mindoro and Semirara Islands. It is morphologically similar, previously confused with, and closely related to Limnonectes acanthi. The actual range of L. beloncioi could be wider but the status of similar frogs beyond Mindoro and Semirara requires further study.

text:
# Limnonectes beloncioi

***Limnonectes beloncioi***, also known as the **Mindoro fanged frog**, is a species of frog in the family Dicroglossidae. It is endemic to the Philippines and currently known from Mindoro and Semirara Islands. It is morphologically similar, previously confused with, and closely related to *Limnonectes acanthi*. The actual range of *L. beloncioi* could be wider but the status of similar frogs beyond Mindoro and Semirara requires further study.

## Description

Adult males measure 54–83 mm (2.1–3.3 in) and adult females 55–80 mm (2.2–3.1 in) in snout–vent length. The overall appearance is robust. The head is wider than the body. The snout is rounded. The tympanum is visible and the supratympanic fold is thick. The fingers have weakly developed lateral dermal flanges but no webbing. The finger tips bear small discs that are not wider than the tips. The toes are fully webbed and bear discs that are slightly expanded. Skin is smooth to slightly shagreened. There are several dorsolateral tubercular ridges. The dorsal coloration is variable, with three main types: (1) very dark brown to black; markings indistinct or barely evident, (2) medium brown to gray, with evident darker transverse hindlimb bars, forearm blotches, interorbital bar, and labial bars, (3) light gray, with a dense network or reticulum of dark gray, densely congregated into hindlimb bars, forearm blotches, a darkly pigmented interorbital bar, and labial bars. The ventral body surfaces are generally white, becoming more yellowish white posteriorly.

## Habitat and conservation

*Limnonectes beloncioi* is a common species in riparian habitats and in the vicinity of moving water in gallery forests. It has been found from coastal lowland habitats just above sea level to low and mid-elevation forests in the interior of Mindoro, up to at least 830 m (2,720 ft) above sea level.

As of late 2022, this species has not been evaluated for the IUCN Red List of Threatened Species. Herr and colleagues suggest that it could be classified as a "least-concern species". It is one of the most common frogs in Mindoro and persists in heavily disturbed and highly degraded riparian habitats; forest loss should still be considered a threat. It is also heavily hunted for human consumption. The tadpoles appear to tolerate poor water quality.

## InfoBox

| *Limnonectes beloncioi* | |
| --- | --- |
|  | |
| Holotype, an adult male | |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Chordata |
| Class: | Amphibia |
| Order: | Anura |
| Family: | Dicroglossidae |
| Genus: | *Limnonectes* |
| Species: | ***L. beloncioi*** |
| Binomial name | |
| ***Limnonectes beloncioi***<br>Herr, Vallejos, Meneses, Abraham, Otterholt, Siler, Rico, and Brown, 2021 | |
|


title: Dulcina DeBerry

abstract: Dulcina DeBerry was an American educator and librarian. She became the first African American to work as a librarian in Madison County, Alabama, when in 1940 she arranged the opening of the first public library for black community members in the Huntsville area.

text:
# Dulcina DeBerry

**Dulcina DeBerry** (June 12, 1878 – December 29, 1969) was an American educator and librarian. She became the first African American to work as a librarian in Madison County, Alabama, when in 1940 she arranged the opening of the first public library for black community members in the Huntsville area.

## Early life and education

Dulcina B. Torrence was born June 12, 1878, in York, South Carolina. She graduated from a two-year normal school and later earned a degree from Shaw University.

Her first job was as a schoolteacher in King's Mountain, North Carolina. Around 1903 she went to Talladega College where she met her husband, Perfect DeBerry, who was studying to become a minister. For the next thirty-five years she taught schoolchildren and lived with her family in North Carolina, Missouri, and Ohio.

## Work as a librarian

After retiring from teaching, DeBerry moved to Huntsville, Alabama, in 1940 to care for her elderly mother. An avid reader, she was dismayed to learn that the Huntsville Public Library was closed to African Americans; there were no alternate library services in the area. She reached out to the librarian at the central branch, who covertly lent DeBerry books from the library. The librarian arranged a meeting with DeBerry and the library director, and the director agreed to apply for funding from the Works Progress Administration for library resources for African Americans to use. DeBerry was given access to a small space in the basement of the nearby Lakeside Methodist Church; ten days later, the library opened.

Focus on children's literacy was a main focus of the library. DeBerry held a summer vacation reading club, a children's story hour, and offered services to the Madison County schools so teachers could use library books in their classrooms. DeBerry organized leading black citizens to serve on the library's board. In November 1940, the library moved to Winston Street School and was named the Winston Street Branch Library; in 1943, the Huntsville Library officially claimed the library as one of its branches, keeping DeBerry as librarian.

In 1947 the library moved to a larger building and was renamed the Dulcina DeBerry Library. Funding for the library primarily came from the African American community through fundraisers until the city began providing an annual allocation for the library in 1948. In 1951 the library moved again, sharing a space with a community center. DeBerry retired from the library and returned home to Raleigh, North Carolina, in 1951. After Urban Renewal Authority efforts began in Huntsville in the 1960s, the library moved once more; in 1968 the library board decided to focus their efforts on bookmobiles, and the Dulcina DeBerry Library was closed in October 1968.

## Later life and death

DeBerry and her husband later moved to Cleveland, Ohio, and DeBerry died there on December 29, 1969.

## Further reading

* Torrence, Missouri L. (1996). *Dulcina DeBerry: Door Opener*. Golden Rule Publishing. ISBN 978-0965638807. OCLC 37792235.

## InfoBox

| Dulcina DeBerry | |
| --- | --- |
|  | |
| Born | (1878-06-12)June 12, 1878
York, South Carolina, US |
| Died | December 29, 1969(1969-12-29) (aged 91)
Cleveland, Ohio, US |
| Nationality | American |
| Education |  |
| Occupation(s) | Librarian, educator |


abstract: The College of Applied Science or CASVDY, is located in Vadakkencherry, Palakkad district in the Indian state of Kerala. The college is affiliated to the University of Calicut, recognized under Section 2F of the UGC and approved by the AICTE. It is managed by the IHRD, a Government of Kerala undertaking. It conducts courses in B.Sc Computer Science, BCA, B.Sc Electronics, B.Com with Computer Application, B.Com with Finance, M.Sc Computer Science, M.Sc Electronics and M.Com. CASVDY was the first in Kerala to offer a postgraduate diploma course in Audio engineering at the government level for aspirants in the audio media industry and fourth in India. The course commenced in June 2010.

text:
# College of Applied Science Vadakkencherry

The **College of Applied Science** or CASVDY, is located in Vadakkencherry, Palakkad district in the Indian state of Kerala.

The college is affiliated to the University of Calicut, recognized under Section 2F of the UGC and approved by the AICTE. It is managed by the IHRD, a Government of Kerala undertaking. It conducts courses in B.Sc Computer Science, BCA, B.Sc Electronics, B.Com with Computer Application, B.Com with Finance, M.Sc Computer Science, M.Sc Electronics and M.Com.

CASVDY was the first in Kerala to offer a postgraduate diploma course in Audio engineering at the government level for aspirants in the audio media industry and fourth in India. The course commenced in June 2010.

## Overview

The college was established in 1993 offering undergraduate education programs such as B.Sc. Electronics and Computer Science for the first time in Kerala. The courses are run under the semester system and under the new NEP Policy of the Government of India/Kerala. The University of Calicut awards the degrees. The location of the permanent building of the college is beside NH 47 at a distance of 33 km from both Palakkad and Thrissur.

## Courses

| Course | Duration | Fees | No. of seats |
| --- | --- | --- | --- |
| B.Sc Computer Science Honors | 3 years (6 semesters) | 17270 per semester | 36 |
| BCA Honors | 3 years (6 semesters) | 17270 per semester | 24 |
| B.Sc Electronics Honors | 3 years (6 semesters) | 17270 per semester | 36 |
| B.Com with Computer Application Honors | 3 years (6 semesters) | 13035 per semester | 40 |
| B.Com with Finance Honors | 3 years (6 semesters) | 13035 per semester | 40 |
| M.Com | 2 years (4 semesters) | 18425 per Semester | 15 |
| M.Sc Computer Science | 2 years (4 semesters) | 22550 per semester | 12 |
| M.Sc Electronics | 2 years (4 semesters) | 22550 per semester | 12 |

## Facilities

* Computer Labs
* Electronic Labs
* Library

## Associations

* CASCA (Computer Science Association)
* PULSE (Electronics Association)
* VOC (Commerce Association)

The members of the association are all the students under each department. A group of executive members from each class along with a staff advisor and a chairman constitute the executive committee of each association. A vice-chairman and a secretary are elected from the committee members.

## Placement cell

Training activities are organized throughout the year to prepare students for campus selection programmes. The placement cell coordinates with the corporate sector and other similar educational institutions and enables the students to participate in campus selection events across the state. The cell provides data to the corporate sector with regard to the candidates available for consideration towards placement.

Illustrations, real time workshops, group discussions and interviews are organized. Personality Development programs and seminars are also periodically conducted by inviting eminent personalities.

## Notable people

### Notable faculty

## InfoBox

College of Applied Science, Vadakkencherry
| Other name | CAS VDY |
| --- | --- |
| Motto | Think Globally, Act Globally |
| Type | Government College |
| Established | 1993 |
| Parent institution | IHRD Kerala |
| Principal | Pradip Somasundaran *M.Sc(Tech), M.Phil* |
| Students | 402 |
| Undergraduates | 264 |
| Postgraduates | 138 |
| Location | Vadakkencherry, Palakkad district, Kerala, India<br>10°35′33″N 76°28′03″E / 10.5925°N 76.4674°E / 10.5925; 76.4674 |
| Affiliations | University of Calicut |
| Website | www.casvdy.org |
| Location in KeralaCollege of Applied Science Vadakkencherry (India) | |


title: Fontanès, Loire

abstract: Fontanès is a commune in the Loire department in central France.

text:
# Fontanès, Loire

**Fontanès** (French pronunciation: \[fɔ̃tanɛs\]) is a commune in the Loire department in central France.

## Population

Historical population
| Year | Pop. | ±% p.a. |
| --- | --- | --- |
| 1968 | 449 |  |
| 1975 | 423 | −0.85% |
| 1982 | 461 | +1.24% |
| 1990 | 525 | +1.64% |
| 1999 | 576 | +1.04% |
| 2009 | 641 | +1.07% |
| 2014 | 668 | +0.83% |
| 2020 | 683 | +0.37% |
| Source: INSEE | | |

## InfoBox

| Fontanès | |
| --- | --- |
| Commune | |
| Location of Fontanès | |
| FontanèsFontanès | |
| Coordinates: 45°32′51″N 4°26′15″E / 45.5475°N 4.4375°E / 45.5475; 4.4375 | |
| Country | France |
| Region | Auvergne-Rhône-Alpes |
| Department | Loire |
| Arrondissement | Saint-Étienne |
| Canton | Sorbiers |
| Intercommunality | Saint-Étienne Métropole |
| Government | |
| Mayor (20202026) | Michel Gandilhon |
| Area**1** | 6.63 km2 (2.56 sq mi) |
| Population (2021) | 680 |
| Density | 100/km2 (270/sq mi) |
| Time zone | UTC+01:00 (CET) |
| Summer (DST) | UTC+02:00 (CEST) |
| INSEE/Postal code | 42096 /42140 |
| Elevation | 633–900 m (2,077–2,953 ft)
(avg. 810 m or 2,660 ft) |
| **1** French Land Register data, which excludes lakes, ponds, glaciers \> 1 km2 (0.386 sq mi or 247 acres) and river estuaries. | |


abstract: Spin echo small angle neutron scattering (SESANS) measures structures from around 20 to 2000 nm in size. The information is presented as a real-space as opposed to a reciprocal space (q) mapping. This can simplify the interpretation for some systems. SESANS is useful for studying processes that occur over relatively long time scales, as data collection is often slow, but large length scales. Aggregation of colloids, block copolymer micelles, Stöber silica particles being a prime examples. The technique offers some advantages over SANS but there are fewer SESANS instruments available than SANS instruments. Facilities for SESANS exist at TUDelft (Netherlands) and Rutherford Appleton Laboratory (UK).

text:
# Spin echo small angle neutron scattering

**Spin echo small angle neutron scattering** (SESANS) measures structures from around 20 to 2000 nm in size. The information is presented as a real-space (similar to g(r)) as opposed to a reciprocal space (q(r)) mapping. This can simplify the interpretation for some systems. SESANS is useful for studying processes that occur over relatively long time scales, as data collection is often slow, but large length scales. Aggregation of colloids, block copolymer micelles, Stöber silica particles being a prime examples.

The technique offers some advantages over SANS but there are fewer SESANS instruments available than SANS instruments. Facilities for SESANS exist at TUDelft (Netherlands) and Rutherford Appleton Laboratory (UK).

1. "Spin-echo small-angle neutron scattering SESANS". *TUDelft*.
2. "Colloidal phase diagram studied by SESANS". *TUDeltf*.
3. Smith, Gregory N.; Cunningham, Victoria J.; Canning, Sarah L.; Derry, Matthew J.; Cooper, J. F. K.; Washington, A. L.; Armes, Steven P. (2019). "Spin-echo small-angle neutron scattering (SESANS) studies of diblock copolymer nanoparticles". *Soft Matter*. **15** (1): 17–21. Bibcode:2019SMat...15...17S. doi:10.1039/C8SM01425F. ISSN 1744-683X. PMID 30520930. S2CID 54561253.
4. Parnell, S. R.; Washington, A. L.; Parnell, A. J.; Walsh, A.; Dalgliesh, R. M.; Li, F.; Hamilton, W. A.; Prevost, S.; Fairclough, J. P. A.; Pynn, R. (2016). "Porosity of silica Stöber particles determined by spin-echo small angle neutron scattering". *Soft Matter*. **12** (21): 4709–4714. Bibcode:2016SMat...12.4709P. doi:10.1039/C5SM02772A. ISSN 1744-683X. PMID 27021920.
5. Rehm, Christine; Barker, John; Bouwman, Wim G.; Pynn, Roger (2013-04-01). "DCD USANS and SESANS: a comparison of two neutron scattering techniques applicable for the study of large-scale structures". *Journal of Applied Crystallography*. **46** (2): 354–364. Bibcode:2013JApCr..46..354R. doi:10.1107/S0021889812050029. ISSN 0021-8898.
6. "SESANS". *TU Delft*. Retrieved 2019-10-28.
7. "ISIS Larmor". *www.isis.stfc.ac.uk*. Retrieved 2019-10-28.


title: Toropetsky Uyezd

abstract: Toropetsky Uyezd was one of the subdivisions of the Pskov Governorate of the Russian Empire. It was situated in the southeastern part of the governorate. Its administrative centre was Toropets.

text:
# Toropetsky Uyezd

**Toropetsky Uyezd** (*Торо́пецкий уе́зд*) was one of the subdivisions of the Pskov Governorate of the Russian Empire. It was situated in the southeastern part of the governorate. Its administrative centre was Toropets.

## Demographics

At the time of the Russian Empire Census of 1897, Toropetsky Uyezd had a population of 96,472. Of these, 92.7% spoke Russian, 3.0% Estonian, 1.7% Yiddish, 1.4% Latvian, 0.8% Finnish, 0.2% German and 0.2% Polish as their native language.


title: Venezia Porto Marghera railway station

abstract: Venezia Porto Marghera railway station is a stop located in the trunk railway between Venezia Mestre and Venezia Santa Lucia just before the bridge across the lagoon. It is located at 260.191 kilometer of the Milan-Venice railway and operated by Rete Ferroviaria Italiana. The train services are operated by Trenitalia and Sistemi Territoriali. The technology park "Vega" is in its immediate vicinity.

text:
# Venezia Porto Marghera railway station

**Venezia Porto Marghera railway station** is a stop located in the trunk railway between Venezia Mestre and Venezia Santa Lucia just before the bridge across the lagoon. It is located at 260.191 kilometer of the Milan-Venice railway and operated by Rete Ferroviaria Italiana. The train services are operated by Trenitalia and Sistemi Territoriali. The technology park "Vega" is in its immediate vicinity.

## History

The first station was opened in Venice Marghera at December 13, 1842 in the aftermath of the inauguration of MargheraPadua, the first section of the strada ferrata Ferdinandea.

The location of the port was temporary, so that in January 1844, when the bridge over the lagoon had not still been completed it was moved to San Giuliano.

## Features

There are four tracks and four platforms, where the users can access by an underpass.

The stop is served by some regional trains of different lines that are routed on the trunk rail Venezia MestreVenezia Santa Lucia (the Milan–Venice railway, the Trento–Venice railway, the Venezia-Udine railway and the Venice–Trieste railway ), which increase considerably in conjunction working hours on weekdays.

The stop has four pedestrian entrances:

* via Paganello side Mestre (near via Torino and via Ca 'Marcello);
* via Della Libertà, roadway Venice;
* via Della Libertà, roadway Mestre;
* the fourth access, by way of Liberty, roadway Mestre, actually located in Via Torino, being a pedestrian path delimited with double guardrails continue until the subway station.

### Developments

The stop is part of the program of the Regional Metropolitan Railway System, so plans for the restructuring of the structures with the adjustment to the standard of this system: bus shelters, raised curbs and accessibility for the handicapped.

## Train services

The station is served by the following services:

* Regional services (*Treno regionale*) *Verona – Vicenza – Padua – Venice*
* Regional services (*Treno regionale*) *Bassano del Grappa – Castelfranco Veneto – Venice*
* Local services (*Treno regionale*) *Portogruaro – Venice*
* Local services (*Treno regionale*) *Adria – Piove di Sacco – Venice*

| Preceding station |  | Trenitalia |  | Following station |
| --- | --- | --- | --- | --- |
| Venezia Mestre*toward Verona Porta Nuova* |  | Treno regionale |  | Venezia Santa Lucia*Terminus* |
| Venezia Mestre*toward Bassano del Grappa* |  | Treno regionale |  | Venezia Santa Lucia*Terminus* |
| Venezia Mestre*toward Portogruaro-Caorle* |  | Treno regionale |  | Venezia Santa Lucia*Terminus* |
| Preceding station |  | Sistemi Territoriali |  | Following station |
| Venezia Mestre*toward Adria* |  | Treno regionale |  | Venezia Santa Lucia*Terminus* |

## Services

The station has:

* Bus stops (via della Libertà, both carriageways)
* Underpass

## Note

* Ganzerla, Giancarlo (2004). *Binari sul Garda – Dalla Ferdinandea al tram: tra cronaca e storia*. Brescia, Grafo. ISBN 8873856330.

## InfoBox

| Venezia Porto Marghera | |
| --- | --- |
| View of the station in the direction of Venice Saint Lucia | |
| General information | |
| Location | Italy |
| Coordinates | 45°28′21″N 12°15′22″E / 45.472511°N 12.256144°E / 45.472511; 12.256144 |
| Line(s) | Venice – Milan
Venezia-Udine
Trento – Venice
Venice – Trieste |
| Other information | |
| Status | in use |
|  | |
|  | |
|  | |
| Location  Venezia Porto MargheraLocation in VenetoVenezia Porto MargheraLocation in Northern ItalyVenezia Porto MargheraLocation in Italy | |


title: Skilled Mechanics

abstract: Skilled Mechanics is a studio album by English trip hop artist Tricky. It was released on 22 January 2016 via False Idols/!K7 Records. It features contributions from Luke Harris, DJ Milo, Ann Dao, Francesca Belmonte, Han Xingzhou, Ivy 艾菲, Oh Land, Renata "Xdare" Platon and Wim Janssens.

text:
# Skilled Mechanics

***Skilled Mechanics*** is a studio album by English trip hop artist Tricky. It was released on 22 January 2016 via False Idols/!K7 Records. It features contributions from Luke Harris, DJ Milo, Ann Dao, Francesca Belmonte, Han Xingzhou, Ivy 艾菲, Oh Land, Renata "Xdare" Platon and Wim Janssens.

## Critical reception

Professional ratings
| Aggregate scores | |
| --- | --- |
| Source | Rating |
| Metacritic | 68/100 |
| Review scores | |
| Source | Rating |
| AllMusic |  |
| *Drowned in Sound* | 7/10 |
| *No Ripcord* | 8/10 |
|  |  |
| *Record Collector* |  |
| *Resident Advisor* | 2.8/5 |
| *The Spill Magazine* |  |
| The Arts Desk |  |
| *The Guardian* |  |
| *The Line of Best Fit* | 8.5/10 |

*Skilled Mechanics* was met with generally favorable reviews from critics. At Metacritic, which assigns a normalized rating out of 100 to reviews from mainstream publications, the album received an average score of 68 based on nine reviews.

## Track listing

| No. | Title | Writer(s) | Producer(s) | Length |
| --- | --- | --- | --- | --- |
| 1. | "I'm Not Going" (featuring Oh Land) | Adrian Nicholas Matthews Thaws | Tricky | 2:53 |
| 2. | "Hero" | * Thaws * Milo McKenzie Johnson | * Tricky * DJ Milo | 2:23 |
| 3. | "Don't Go" | Thaws | * Tricky * DJ Milo | 3:12 |
| 4. | "Beijing to Berlin" (featuring Ivy 艾菲) |  |  | 2:52 |
| 5. | "Diving Away" | Porno for Pyros | Tricky | 2:09 |
| 6. | "Boy" | Thaws | Tricky | 2:54 |
| 7. | "Bother" | Corey Taylor | Tricky | 2:24 |
| 8. | "How's Your Life" |  | * Tricky * DJ Milo | 2:59 |
| 9. | "Here My Dear" | Thaws | * Tricky * DJ Milo * Chembakwe Johnson * Tyler Sheppard Morris | 2:38 |
| 10. | "We Begin" (featuring Francesca Belmonte) | * Thaws * Francesca Belmonte | Tricky | 1:35 |
| 11. | "Well" | Thaws | Tricky | 2:50 |
| 12. | "Necessary" | * Thaws * Milo Johnson | * Tricky * DJ Milo | 3:35 |
| 13. | "Unreal" | Renata Platon | Xdare | 1:48 |
| Total length: | | | | 34:13 |

### Charts

| Chart (2016) | Peak
position |
| --- | --- |
| Belgian Albums (Ultratop Flanders) | 127 |
| Belgian Albums (Ultratop Wallonia) | 108 |

## InfoBox

| Skilled Mechanics | |
| --- | --- |
|  | |
| Studio album by Tricky | |
| Released | 22 January 2016 (2016-01-22) |
| Genre | Trip hop |
| Length | 34:13 |
| Label | * False Idols * !K7 Records |
| Producer |  |
| Tricky chronology | |
| *Adrian Thaws*
(2014) ***Skilled Mechanics***
(2016) *ununiform*
(2017) | |


title: Cirripectes perustus

abstract: Cirripectes perustus, the flaming blenny, is a species of combtooth blenny found in coral reefs in the Pacific and Indian oceans. This species reaches a length of 12 centimetres (4.7 in) TL.

text:
# Cirripectes perustus

***Cirripectes perustus***, the **flaming blenny**, is a species of combtooth blenny found in coral reefs in the Pacific and Indian oceans. This species reaches a length of 12 centimetres (4.7 in) TL.

## InfoBox

| *Cirripectes perustus* | |
| --- | --- |
| Conservation status | |
|
Least Concern  (IUCN 3.1) | |
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Chordata |
| Class: | Actinopterygii |
| Order: | Blenniiformes |
| Family: | Blenniidae |
| Genus: | *Cirripectes* |
| Species: | ***C. perustus*** |
| Binomial name | |
| ***Cirripectes perustus***
J. L. B. Smith, 1959 | |
|


title: 8-4-4 Curriculum in Kenya

abstract: The 8-4-4 System educational program is a system of education in Kenya with eight years of primary education, four years of secondary education and four years of university education. The system was introduced in 1985 to replace the 7-4-2-3 curriculum, which consisted of seven years of primary school, four years of lower secondary school, two years of upper secondary school and three years of higher education. The 7-4-2-3 system had been adopted when Kenya was part of the initial East African Community. Following the introduction of 8-4-4, CPE became KCPE while KACE became the Kenya Certificate of Secondary Education (KCSE). Primary school was made free and mandatory, and secondary and higher education were subsidized by the government.

text:
# 8-4-4 Curriculum in Kenya

The **8-4-4 System** educational program is a system of education in Kenya with eight years of primary education, four years of secondary education and four years of university education. The system was introduced in 1985 to replace the 7-4-2-3 curriculum, which consisted of seven years of primary school (classes 1–7), four years of lower secondary school (form 1–4), two years of upper secondary school (form 5–6) and three years of higher education. The 7-4-2-3 system had been adopted when Kenya was part of the initial East African Community. Following the introduction of 8-4-4, CPE (Certificate of Primary Education) became KCPE (Kenya Certificate of Primary Education) while KACE (Kenya Advanced Certificate of Education) became the Kenya Certificate of Secondary Education (KCSE). Primary school was made free and mandatory, and secondary and higher education were subsidized by the government.

## History

Since 1985, public education in Kenya has been based on an 8-4-4 system, with eight years of primary education followed by four years of secondary school and four years of college or university. Prior to the 8-4-4 model, Kenya's education system was structured as 7-4-2-3 curriculum.

### The 7-4-2-3 System

During the end of colonization, many African countries were going through changes as they gained their independence. Before Kenya was its own country, education was divided by racial lines. This created three separate education systems, African education, Asian education, and European education. Each was structured based on the colonial ideology of the levels of intelligence each race was believed to have. According to them,Africans were as intelligent as the average 7-8 year old European boy, therefore they mostly incorporated the European education into the African education system. Independence triggered changes brought upon by difference in content of history and geography among single nations. Kenyan Identity was a priority while the nation was learning how to be unified with the other two East African countries; Uganda and Tanzania. These three countries joined to form the East African Community in 1967 and adopted the 7-4-2-3 system of education.

Ten years later (1977), the East African Community disintegrated, however, Kenya went on to use this system for 8 years. In the year 1985, Kenya's former President Daniel arap Moi established the 8-4-4 system of education. This system replaced the 7-4-2-3 system and it is made up of 8 years of primary education (classes 1–8), 4 years of secondary education (form1-4), and 4 years of university education.

### The 8-4-4 System

The 8-4-4 system that consists of 8 years of primary education, 4 years of secondary education, and 4 years of university education is attended by students who have completed two years of pre-school education (aged 3–6 years old). The system's main purpose was to improve the development of self-expression, self-discipline and independence. With the change in the education system, came the change in the primary national test from CPE(Certificate of Education) to KCPE(Kenya Certificate of Primary Education) and the secondary national test from KCE(Kenya Certificate of Education) to KCSE(Kenya Certificate of Secondary Education).

Comparisons of Education Systems in Kenya
| 7-4-2-3 System | 8-4-4 System |
| --- | --- |
| Once shared by the 3 East African Countries (Kenya, Uganda, and Tanzania) | Implemented in Kenya Only |
| 7 years of primary school education | 8 years of primary school education |
| 4+ and additional 2 years of upper secondary education | Only 4 years of secondary school education |
| 3 years of university education | 4 years of university education |
| CPE (Certificate of Education) | KCPE (Kenya Certificate of Primary Education) |
| KCE (Kenya Certificate of Education) | KCSE (Kenya Certificate of Secondary Education) |

The 8-4-4 curriculum offers Science, Social Studies, Kiswahili, English, Math, Religious education, Creative arts, Physical Education (PE), and life skills studies at the Primary level. The system offers an estimate of thirty subjects grouped in 6 categories (Languages, Science, Applied Sciences, Humanities, Creative Arts, and Technical Subjects). Students are then tested in four of the subjects groups in their KCSE examination. A grade of C+ is the minimum required for admissions into Kenyan Universities.

Subjects groups offered in Secondary Schools
| Learning Areas | Subjects |
| --- | --- |
| Languages | English, Kiswahili, Arabic, German, French |
| Science | Mathematics, Chemistry, Physics, Biology |
| Applied Sciences | Home Science, Agriculture, Computer Studies |
| Humanities | History, Geography, Religious Education, Life Skills, Business Studies |
| Creative Arts | Music, Art and Design |
| Technical Subjects | Drawing and design, Building/Construction, Power and Mechanics, Metal work, Aviation, Woodwork, Electronics |

In 2027 the last class of the 8-4-4 curriculum is to do their national examination (K.C.S.E) making them the last class to do the 8-4-4 system.

## Curriculum availability

Kenyan independence triggered a lot of changes as time went by. The country experienced a significant growth in school enrollments as well as population growth. The country was at a risk of experiencing deteriorating quality of education. This pushed the government to alter their educational system by adjusting the length of the education cycles and the curriculum content. The then president Daniel Arap Moi, acknowledged that Kenya needed the appropriate educational system that will be sufficient quantitatively and qualitatively. The emphasis on this meant that the country was depending on education to be a vehicle for socio-economic development and social justice for all citizens, and the eradication of poverty.

Due to the increasing public demand for more schools, the government called to the citizens and banks to fund the expansion of educational facilities especially in regions that were disadvantaged during the period before independence. Young teenage girls were significantly affected during the period before the 8-4-4 system. Due to the fact that the primary education in the previous educational system ended at year 7 and the high school level was not viewed as mandatory, most females lacked the opportunity to advance to the high school level of education and a high percentage of them ended up pregnant or married.

One way the system sought to reduce teenage fertility was to directly improve girls’ knowledge about family planning; another was to give them alternative opportunities via schooling. The majority of programs are of the first kind: they are aimed at enhancing young people's ability to avoid early childbearing and directly influence the process of decision making by adolescent girls at the time of choice. The 8-4-4 system allowed for an additional year in primary school to aide in enhancing their decision-making skills needed to make important lifestyle choices. The 8-4-4 system made primary school available and free in order to keep up with the demand and also give quality education that essentially was to help the economy. Study shows that higher levels of education decrease by at least 10 percentage points the probability of giving birth when still a teenager. Knowing that the probability of having one's first child before age 20 when having at least completed primary education is about 65%, this entails a reduction of about 15% of teenage fertility rates (for those having at least completed the KCPE). One additional year of school curbs the probability of becoming a mother each year by respectively 7.3 and 5.6% for women with at least a primary and at least a secondary degree.

The system allowed women to gain significant access to schooling. The proportion of girls attending primary school dramatically rose from 341 in 1963 to near-parity in 1986; at secondary school, the proportion has rose from 32% to over 40% over the period.

### Cost

In January 2003 President Mwai Kibaki re-introduced free education which even allowed the oldest person to enroll in primary school to attend his primary schooling. Kimani Maruge, decided to attend primary school at the age of 84 and was able to live out his dreams of becoming a head boy at the age of 86.

At the secondary level, the well performed students enjoy the privilege of attending national schools and receiving full funding for their tuition. The under performed students get a chance to attend district schools but the downside to that is that they have to pay for the tuition out of pocket.

Unfortunately, even with the 8-4-4 system, the percentage of students who go on to attend University is still low. One reason is because the wealthy or well off families are able to send their children to foreign Universities. Another reason is that the cost is not affordable to many yet. Statistics on education show that regional disparities still exist despite the excellent national record. The semi-arid areas, the parastatic areas and areas where the Muslim religion is predominant had lagged behind other areas in education. Due to that and more, the system experiences constant changes to be more accommodative. Changes to the 8-4-4 system were as recent as the year 2020.

### 8-4-4 System Reform

The vision of the basic education curriculum reforms is to enable every Kenyan to become an engaged, empowered and ethical citizen. This will be achieved by providing every Kenyan learner with world class standards in the skills and knowledge that they deserve, and which they need in order to thrive in the 21st century. This shall be accomplished through the provision of excellent teaching, school environments and resources and a sustainable visionary curriculum that provides every learner with seamless, competency based high quality learning that values every learner. This will be achieved through the new educational system; the 2-6-6-3 system.

### 2-6-6-3 Educational system

Kenya introduced the new Competency Based Curriculum (CBC) in 2017 to replace the 8-4-4 system. The new curriculum was implemented in the primary level from classes 1–5. With its gradual introduction, the government's vision is to organize the curriculum as follows: Basic Education will be divided into three levels: Early education, middle school education and senior school education. The Competency-Based Curriculum consists of a 2-6-3-3-3 system that is divided as follows:

* 2 years in pre-primary education
* 6 years in primary education
* 6 years in junior and senior secondary education
* 3 years(minimum) in university education

Furthermore, lessons taught will only last 30 minutes, 10 minutes lesser than the 8-4-4 system. There shall be five lessons in a day for pre-primary school pupils and seven for their lower primary counterparts. Across the first term, pre-primary school will have five lessons on language activities, five on mathematics activities, five on environmental activities, eight on psychomotor and creative activities, one on religious activities and another on Pastoral Programme of Instruction (PPI).

The first cohort of students under the Competency Based Curriculum to transition from Upper primary to junior High School will join in early 2023. The government has been constructing more classrooms in existing secondary schools across the country to accommodate the junior high learners.

#### Early Years Education

Early education includes pre-primary and lower primary education that will take five years. The five years will consist of two years of pre-primary and three years of lower primary school education. In the two years of primary educations, schools will offer language, mathematical, environmental, psychomotor and creative, and religious education activities. When it comes to lower primary education, schools will offer subjects such as Literacy, Kiswahili Language including the Kenya Sign Language in order to be inclusive of deaf students, English Language, Indigenous Language, Mathematical, Environmental, Hygiene and Nutrition, Religious Education and Movement and creative Activities.

#### Middle School Education

The middle school level on this new system is made up of three years of upper primary school education and three years of lower secondary education to total six years of middle school education. The first three years of the upper primary school education will offer

* **English**
* **Kiswahili**
* **Sign language**
* **Home science**
* **Agriculture**
* **Science and technology,**
* **Mathematics**
* **Religious Education (CRE/IRE/HRE),**
* **Creative Arts**
* **Physical and Health Education,**
* **Social Studies**.

At this level, schools will offer an optional foreign languages (Arabic, French, German, Mandarin). The next three years of lower secondary education, grades 7, 8, and 9 and grades 10, 11 and 12, will allow graduates of primary school Grade 6 to join lower secondary at Grade 7. Lower secondary will expose the learner to a broad based curriculum to enable them to explore their own abilities, personality and potential as a basis for choosing subjects according to career paths of interest at the senior school.

In Grade 4 learners will be introduced to the optional subjects offered at upper primary so as to make informed choices at Grade 7. Learners in lower secondary will undergo a rigorous career guidance programme and be exposed to the related subjects to enable them to make informed choices as they transit to senior school.

Subjects for Lower Secondary School are divided in two categories; core and optional subjects. At this level, a broad based curriculum is offered to enable the learner to explore their own interests and potential as a basis for choosing subjects according to career paths of interest at senior level.

***Core Subjects***

*Learners will be required to take the 12 core subjects provided.*

1. English

2. Kiswahili or Kenyan Sign Language for learners who are deaf

3. Mathematics

4. Integrated Science

5. Health Education

6. Pre-Technical and Pre-Career Education

7. Social Studies

8. Religious Education – learners choose one of the following:

i. Christian Religious Education

ii. Islamic Religious Education

iii. Hindu Religious Education

9. Business Studies

10. Agriculture

11. Life Skills Education

12. Sports and Physical Education

Optional Subjects

Learners are provided with an opportunity to choose a minimum of one and a maximum of two subjects according to personality, abilities, interests and career choices from the list provided.

1. Visual Arts

2. Performing Arts

3. Home Science

4. Computer Science

5. Foreign Languages:

i. German

ii. French

iii. Mandarin

iv. Arabic

6. Kenyan Sign Language

7. Indigenous Languages

#### Senior school Education

Senior School will consist of three years of education targeted at learners in the age bracket of 15 to 17 years and lays the foundation for further education and training at the tertiary level and the world of work. It will marks the end of Basic Education as defined in the Education Act, 2013.

Learners exiting this level are expected to be “empowered, engaged and ethical citizens” ready to participate in the socio-economic development of the nation.

The learner entering this level shall have had opportunities at lower secondary to explore their own potential, interests and personality and is therefore ready to begin specialization in a career path of choice. The specialization entails choosing to pursue studies in one of the three pathways available in senior school. He or she can choose the Arts and Sports Science, Social Sciences or Science Technical Engineering and Mathematics (STEM) pathway.

Schools will be specialized institutions that will provide opportunities for learners to focus in a field of their choice as well as form a foundation for further education and training and gaining employable skills. Senior schools will be required to therefore organize open days to enable learners and parents to glean the information necessary for effective decision- making. Additionally, a robust parental empowerment and engagement programme will be necessary to strengthen the involvement of parents in this process.

The new system will also include an expanded curriculum for Learners with Special Educational Needs. Learners with special educational needs who may follow the regular curriculum may include those with:

* Visual Impairment
* Hearing Impairment
* Physical Handicap
* Mild Cerebral Palsy
* Learning Disabilities
* Autism
* Emotional and Behavioral Difficulties
* Communication Disorders and the
* Gifted and Talented

*Learners with Special Needs Who May Not have their needs met from just following the Regular Curriculum*

Learners with special needs who may not have their needs met from just following the regular curriculum may include those with:

* Mental Handicap
* Deaf blindness
* Severe Autism
* Severe Cerebral Palsy
* Multiple Handicaps
* Profound Disabilities.

### The End of 8-4-4 Educational System

In the 21st century, transitions in the way of life in Kenya has proved that great and most significant educational system ever used in Kenya has reached its end and can no longer be used to meet the demands of the country. The country is moving towards an inclusive and more innovative direction. The expansion is purposed to increase performance that will be compared at a national level.


title: Their Last Time Out

abstract: Their Last Time Out: The Unreleased Live Concert, December 26, 1967 is a 1967 live album by Dave Brubeck and his quartet, recorded in Pittsburgh, Pennsylvania on December 26, 1967. It was first released in 2011 by Columbia Records in a double CD format.

text:
# Their Last Time Out

***Their Last Time Out: The Unreleased Live Concert, December 26, 1967*** is a 1967 live album by Dave Brubeck and his quartet, recorded in Pittsburgh, Pennsylvania on December 26, 1967. It was first released in 2011 by Columbia Records in a double CD format.

## Reception

Professional ratings
| Review scores | |
| --- | --- |
| Source | Rating |
| Allmusic |  |
| Jazzwise |  |

The album was reviewed by Ken Dryden at Allmusic, who noted that the sound is in mono and was not as well-recorded as previous live releases, while commenting that the performances are of a high calibre and that Brubeck fans would welcome the album as a historic addition to the musician's discography.

Peter Vacher writing for Jazzwise describes the album's atmosphere as being "almost playful at times", characterising Brubeck's piano playing as "splashy", with a "crisp, boppish attack", commending the rhythm section of Wright and Morello for their "wonderfully lithe swing", and noting the "frail beauty" of Desmond's saxophone.

## Track listing

### Disc one

1. "Introduction" – 0:39
2. "St. Louis Blues" (W. C. Handy) – 8:43
3. "Three to Get Ready" (Dave Brubeck) – 5:37
4. "These Foolish Things (Remind Me of You)" (Eric Maschwitz, Jack Strachey) – 10:24
5. "Cielito Lindo" (Quirino Mendoza y Cortés, arr. Dave Brubeck) – 4:57
6. "La Paloma Azul" (Traditional, arr. Dave Brubeck) – 5:20
7. "Take the "A" Train" (Billy Strayhorn) – 5:56
8. "Someday My Prince Will Come" (Larry Morey, Frank Churchill) – 6:24

### Disc two

1. "Introduction of the Members of the Quartet" – 1:07
2. "Swanee River" (Stephen Foster, arr. Dave Brubeck) – 10:26
3. "I'm in a Dancing Mood" (Maurice Sigler, Al Goodhart, Al Hoffman) – 3:20
4. "You Go to My Head" (J. Fred Coots, Haven Gillespie) – 8:51
5. "Set My People Free" (Eugene Wright) – 6:30
6. "For Drummers Only" (Joe Morello) – 11:43
7. "Take Five" (Paul Desmond) – 8:18

## Personnel

## InfoBox

| Their Last Time Out: The Unreleased Live Concert, December 26, 1967 | |
| --- | --- |
|  | |
| Live album by Dave Brubeck | |
| Released | 2011 |
| Recorded | December 26, 1967 (Pittsburgh, Pa.) |
| Venue | Statler Hilton Hotel, Pittsburgh. |
| Genre | Cool jazz, post bop |
| Length | 1:37:58 |
| Label | Columbia – 88697 81562 2 |
| Producer | Russell Gloyd, Didier C. Deutsch |
| Dave Brubeck chronology | |
| *The Last Time We Saw Paris*
(1967) ***Their Last Time Out: The Unreleased Live Concert, December 26, 1967***
(2011) *Compadres*
(1968) | |


title: Stephen Paea

abstract: Stephen Paea is a New Zealand former player of American football who was a defensive tackle in the National Football League (NFL). He played college football for the Oregon State Beavers, earning consensus All-American honors in 2010. He was selected by the Chicago Bears in the second round of the 2011 NFL draft, and also played for the Washington Redskins, Cleveland Browns, and Dallas Cowboys.

text:
# Stephen Paea

**Stephen Paea** (/ˈp.ə/ *PY*; born May 11, 1988) is a New Zealand former player of American football who was a defensive tackle in the National Football League (NFL). He played college football for the Oregon State Beavers, earning consensus All-American honors in 2010. He was selected by the Chicago Bears in the second round of the 2011 NFL draft, and also played for the Washington Redskins, Cleveland Browns, and Dallas Cowboys.

## Early life

Born in Auckland, New Zealand, Paea grew up in Vavaʻu, Tonga, where he played high school rugby union and dreamt of playing at Number 8 for the All Blacks. When he was 16, his family moved to the United States, initially to Lawrence, Kansas, where his cousin Chris Maumalanga was playing for the Kansas Jayhawks. After a year, they moved to Provo, Utah, where Paea attended Timpview High School. Playing defensive line at only 240 pounds, he drew little attention by Division I schools, so he decided to enroll at nearby Snow College in Ephraim. Paea was also the state runner-up in the shot put, with a top-throw of 16.09 meters (52′08″) and a state qualifier in the discus with a best of 46.72 meters (153′03″).

After redshirting his initial year at Snow, he added more than 20 pounds to his frame and started the 2007 season as the No. 2 tackle on the depth chart. Finally drawing the attention of major schools, he transferred to Oregon State in mid-season after graduating from Snow with an associate degree in December 2007.

## College career

Paea attended Oregon State University, where he played for the Oregon State Beavers football team from 2008 to 2010. Making an immediate impact for the Beavers, Paea played in all 13 games, starting 12 of them, and recorded 41 tackles, 11 for a loss, and five quarterback sacks. He was selected to *College Football News* All-Sophomore Second Team and was an honorable mention All-Pac-10 selection.

As a junior, Paea registered a team-leading 8.5 tackles for loss and was co-leader for sacks with three. He was named All-Pacific-10 First Team and received the Morris Trophy for the best defensive lineman in the conference.

Paea was invited to the 2011 Senior Bowl, but tore the lateral meniscus in his right knee on the opening practice, causing him to miss the remainder of the event.

Paea was a nominee for the Bill Hayward Athlete of the Year Award at the 2011 Oregon Sports Awards.

## Professional career

### Pre-draft

At the 2011 NFL Combine, Paea set an official record of 49 repetitions in the 225-pound bench press.

Pre-draft measurables
| Height | Weight | Arm length | Hand span | 40-yard dash | Bench press |
| --- | --- | --- | --- | --- | --- |
| 6 ft 1+14 in
(1.86 m) | 303 lb
(137 kg) | 32+78 in
(0.84 m) | 10 in
(0.25 m) | 4.98 s | 49 reps |
| All values from NFL Combine | | | | | | | | | | | | |

### Chicago Bears

Paea was selected with the 53rd overall pick in the second round of the 2011 NFL draft by the Chicago Bears. On July 29, 2011, he signed a 4-year contract with the Chicago Bears.

In a Sunday Night Football game on October 16 against the Minnesota Vikings, as well as his NFL debut, Paea sacked Donovan McNabb in the end zone for a safety, being the first Bears player to record a safety in his debut since at least 1970.

In 2012, Paea and Nick Roach were awarded the Brian Piccolo Award.

After the 2012 NFL draft, Paea was reunited with Oregon State teammate Brandon Hardin.

During the preseason, Paea injured his left ankle during a workout but started in the season opener against the Indianapolis Colts.

### Washington Redskins

On March 10, 2015, Paea signed a four-year contract with the Washington Redskins, to play defensive end in their 3-4 defense. On December 11, the team placed him on injured reserve with a Grade 2 toe sprain. He appeared in 11 games (one start), registering 19 tackles and 1.5 sacks. He was released by the team on August 30, 2016.

### Cleveland Browns

On September 2, 2016, the Cleveland Browns signed Paea as a free agent to play defensive end and provide depth on the defensive line. He appeared in 13 games, registering 12 tackles and a half-sack.

### Dallas Cowboys

On March 10, 2017, Paea signed a one-year contract with the Dallas Cowboys, to help replace defensive tackle Terrell McClain who left in free agency. He also reunited with Rod Marinelli who was his defensive coordinator with the Chicago Bears. Although he battled a degenerative knee condition, he had a strong showing in the preseason and earned the starting position at defensive tackle, which gave the team the confidence to release Cedric Thornton. The knee injury would not improve and kept him out of practice since the first week of the regular season. He still managed to start 4 games, posting 7 tackles (2 for loss) and one quarterback pressure. On October 11, he decided to inform the team that he would be retiring from the NFL. He was placed on the injured reserve list on October 13.

## NFL career statistics

| Legend | |
| --- | --- |
| **Bold** | Career high |

| Year | Team | Games | | Tackles | | | | | Interceptions | | | | | Fumbles | | | |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- |
| | | GP | GS | Cmb | Solo | Ast | Sck | TFL | Int | Yds | TD | Lng | PD | FF | FR | Yds | TD |
| 2011 | CHI | 11 | 0 | 14 | 8 | 6 | 2.0 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| 2012 | CHI | 15 | 14 | 24 | 13 | 11 | 2.5 | 4 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 | 0 |
| 2013 | CHI | 13 | 10 | 23 | 11 | **12** | 1.5 | 3 | 0 | 0 | 0 | 0 | **3** | 0 | 0 | 0 | 0 |
| 2014 | CHI | **16** | **16** | **33** | **24** | 9 | **6.0** | **9** | 0 | 0 | 0 | 0 | 2 | **2** | 0 | 0 | 0 |
| 2015 | WAS | 11 | 1 | 19 | 11 | 8 | 1.5 | 4 | 0 | 0 | 0 | 0 | 0 | 1 | 0 | 0 | 0 |
| 2016 | CLE | 13 | 1 | 12 | 6 | 6 | 0.5 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| 2017 | DAL | 4 | 4 | 4 | 3 | 1 | 0.0 | 2 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
|  | | 83 | 46 | 129 | 76 | 53 | 14.0 | 24 | 0 | 0 | 0 | 0 | 6 | 3 | 0 | 0 | 0 |

## InfoBox

Stephen Paea
| Paea with the Washington Redskins in 2015 | |
| --- | --- |
| No. 92, 90, 99, 55 | |
| Position: | Defensive tackle |
| Personal information | |
| Born: | (1988-05-11) May 11, 1988
Auckland, New Zealand |
| Height: | 6 ft 1 in (1.85 m) |
| Weight: | 295 lb (134 kg) |
| Career information | |
| High school: | Timpview (Provo, Utah, U.S.) |
| College: | Oregon State |
| NFL draft: | 2011 / round: 2 / pick: 53 |
| Career history | |
|  | |
|  | |
| Career highlights and awards | |
|  | |
|  | |
| Career NFL statistics | |
| Total tackles: 129  Sacks: 14.0  Forced fumbles: 3  Pass deflections: 6 | |
|  | |
| Player stats at **PFR** | |
|  | |


title: Fontanone di Ponte Sisto

abstract: The Fontana or Fontanone di Ponte Sisto, once known as the Fontanone dei Cento Preti, is an early 17th-century, monumental fountain now located in Piazza Trilussa, facing the south end of the Ponte Sisto, in Trastevere, Rome, Italy. It was reconstructed here in the late 19th century, originally erected across the river, attached to the former building of the Collegio Ecclesiastico.

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# Fontanone di Ponte Sisto

The **Fontana** or **Fontanone di Ponte Sisto**, once known as the **Fontanone dei Cento Preti**, is an early 17th-century, monumental fountain now located in Piazza Trilussa, facing the south end of the Ponte Sisto, in Trastevere, Rome, Italy. It was reconstructed here in the late 19th century, originally erected across the river, attached to the former building of the Collegio Ecclesiastico.

## History

In 1587, a hospice for the indigent was established at the north end of the Ponte Sisto by Pope Sixtus V. The building, erected by Domenico Fontana, and included a large chapel or church (no longer extant), dedicated to St Francis of Assisi (*San Francesco a Ponte Sisto* or *San Francesco ai Mendicanti*). Originally called the *Ospizio dei Mendicanti*, the uses of this hospice building altered over the centuries. In the early 1700s, under Pope Clement XI, the male beggars were moved to the hospice at San Michele a Ripa, and a section of the building, entered through the present Via delle Zoccolette, became the hospice or conservatory for the *Zitelle Mendicanti* (maidens or girls who were beggars). This hospice, called the *Zoccolette* was established under Pope Innocent XII, and functioned into the 19th century, when it was renamed the *Conservatorio di Santi Clemente e Crescentino* under the administration by the Padri delle Scuole Pie (Piarists). The name Zoccolette was likely derived from the clog, *zoccolo*, given to the girls to shoe their feet. The portion of the building accessed from the Via dei Pettinari (where it intersected with Via Giulia) became a hospice for indigent retired priests (*Ospicio dei Centi Preti*), and later became a seminary, the *Collegio Ecclesiastico*. In the mid-19th century, part of this unit functioned as a military hospital.

## Design

It was to this latter *seminary* building, located in rione Regula, that the administration of Pope Paul V (Borghese) decided to build this fountain, in which to funnel water from the Acqua Paola on the Janiculum, across the river through pipes carried by the Ponte Sisto. The fountain built of stone and travertine marble discharged water from various sites: the top basin (still present but no longer participating in hydraulics) was filled by jets above, and then overflowed to the larger basin below. Additionally, water spouted from both the mouths of two lion faces and from dragons (symbols of the Borghese family) carved in to the pedestal of the column bases. The engineering was carried out by Giovanni Vasanzio and Flaminio Ponzio, and the fountain, attached to the façade of the building, was designed by Giovanni Fontana. Previously, the area in front of the fountain was called Piazza San Vincenzo Pallotti. The cost of making the fountain was almost 4000 scudi, estimated in 2006 to be the equivalent of 4 million euros.

The fountain at the north bank was disassembled in the late 19th century. During the occupation of Rome by Napoleonic forces in the early 19th century, the papal symbol atop the fountain was removed. By the 1870s, the northern banks flanking the Tiber, a strip of land prone to flooding, were cleared in order to build the Lungotevere, leading to the dismantlement of the fountain in 1879, many of the stones were used for landfill. Over the next decades, this was viewed as an act of cultural hubris, and disrespect for this monument. The council of Rome decided to re-erect the fountain in its new location in 1898, even though the architect Angelo Vescovali could only find about half the original stones of the monument. The fountain, now facing the bridge from the opposite bank, is a busy park.

* Lucentini, M. (31 December 2012). *The Rome Guide: Step by Step through History's Greatest City*. ISBN 9781623710088.

Media related to Fontanone dei Cento Preti (Rome) at Wikimedia Commons

| Preceded by
**Fountain in Piazza Santa Maria in Trastevere** | **Landmarks of Rome**
Fontanone di Ponte Sisto | Succeeded by
**Fontana dei Quattro Fiumi** |
| --- | --- | --- |

## InfoBox

| Fontanone di Ponte Sisto | |
| --- | --- |
| Fountain | |
| Fountain today in Piazza Trilussa | |
| Location | Rome |
|
Click on the map for a fullscreen view | |
| Coordinates: 41°53′30″N 12°28′11″E / 41.8916861°N 12.4697981°E / 41.8916861; 12.4697981 | |