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Talk:FK Partizan

Champions League section
I removed this section because it had errors and was unclear - no year, etc. Was it an important game or something?

On 4.september was played first match in Champions Cup(nowadays Champions league) betwen Sporting Lisboa and Partizan Belgrade.The match was played in Lisboa at 17h in front of 35000 viewers,and the referee was french Martinis.Result was tied 3:3 (HT 1:1). Awiseman 18:35, 7 April 2006 (UTC)

Stevan Jovetic's citizenship
Ja mislim da je Stevan Jovetic Crnogorac a ne Srbin. To treba proveriti i biti siguran 100% - Aleksandar V.

 * Istina, ja sam ga tako i oznacio kad sam ga upisivao na spisak igraca, ali je neko prepravio. Ima ovde brdo vandalizma i neznanja, to je kap u moru, sta ces...--Vitriden 17:52, 13 October 2006 (UTC)

Miralem Sulejmani
To the anons who keep editing nat of Miralem Sulejmani in current squad list, please see:. Thanks. // Laughing Man 22:32, 7 December 2006 (UTC)
 * These users have made similar edits to many other articles, see Special:Contributions/64.134.9.54 and Special:Contributions/24.136.27.74. I've left a notice on their talk pages. A  ecis  Dancing to electro-pop like a robot from 1984. 22:47, 7 December 2006 (UTC)
 * I will be sure to check contribs in future to make sure all articles edited by this user (sockpuppets?) are accurate as well. Thanks for the heads up. // Laughing Man 22:58, 7 December 2006 (UTC)

Stevan Jovetić
Shouldn't Jovetic be on the list of first team players, since he is playing in first team, despite his young age? Sideshow Bob 20:23, 28 December 2006 (UTC)
 * Good question, I just added Ivan Radovanović and Stevan Jovetić as I found them on the team web page. // Laughing Man 20:47, 28 December 2006 (UTC)
 * I've added Jovetic to the list a few months ago, but I can't keep repairing this page anymore, since there's so much vandalism here.--Vitriden 23:48, 28 December 2006 (UTC)

Fair use rationale for Image:Stadion 3.jpg
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BetacommandBot 01:19, 24 July 2007 (UTC)

UEFA Cup 2007
shouldn't someone put in that Partizan have been allowed to play the second leg in belgrade, and might progress further after 11-1 on aggregate if UEFA lift the ban on Aug. 10th?

Zoran Tošić
Moram da primetim da koliko god ja prepravljao brojeve Zoranu Tosicu i Nenadu Brnovicu neko ih opet promeni. Da ne bude vise dileme danas su u Zurnalu objavljene registracije, Tosic nosi broj 17, Brnovic je zadrzao 7 od prosle sezone, pa ako je moguce bilo bi lepo da se dogovorimo da ne menjamo vise te brojeve. 10:01, 10 August 2007 (UTC) Dule

 * OK, pošteno, samo da napomenem da je moj izvor Sport od dana potpisivanja ugovora. Ima čak i na iternetu: link. Ako ti imaš pouzdan izvor da su ovi brojevi validni, slobodno promeni.

Pozdrav, --Vitriden 11:01, 10 August 2007 (UTC) P.S. Pošto je ovo engleska Wikipedia, red je pisati na Engleskom, pošto će neko možda kasnije čitati ovu našu prepisku.

About Zoran Tosic once again: he'll wear number 17 on his jersey, according to Partizan's official website 89.216.22.99 10:08, 13 August 2007 (UTC)Dule

Foreign notable players
OK, I could probably be talking to the wall just as well, but I'll say this once again. The fact that some foreign player was in the roster of a club, doesn't make him notable. Almost none of the foreign players listed here made any serious impact on the club history. Some of them played three or four matches in all competitions during their short stints in Partizan (Jahic, Kim Chee-Woo, Stanceski, Asprogenis, Vitor Hugo...). If we list all the foreign players on any club's article, I think that number can exceed 1,000 in many cases. The fact is that foreign players weren't usual in Yugoslav and Serbian football, but, since 2000, that thing has rapidly changed. I mean, look at the current squad section! Are all these foreign players notable? And one more thing. Since the breakup of Yugoslavia, many players from the former Yugoslav republics played for Partizan. And almost none of them made a difference, except for, maybe, Stevan Jovetic. And their compatriots playing for Partizan while in former Yugoslavia aren't listed here. Why? Because all this is bunch of crap some people here find amusing. No, it's not amusing and these players are not notable. If you want to show how many international stars your favorite club had in its long history, you've failed. Get it? P.S. Pazin wasn't Bulgarian citizen at the time he was playing for Partizan. But who am I talking to? Have fun.--Vitriden (talk) 19:01, 1 October 2008 (UTC)

Zdravo Vitriden, I´m the one that had put the names of all those foreign players in the "Notable players" list. Now I understand that I was very wrong. I´m a Partizan fan who lives in Lisbon, Portugal, and me and my friends are very passionate with footbal. The thing is that the group is composed by various nationalities. Some of my friends are portuguese and serbian, obviousely, and other are spanish, dutch, argentinian, french, italian, and other. The general idea that they, and I think in the rest of the world too, have about partizan and other serbian clubs, is that the squads are composed of local players. That may be the tendency of most of the clubs but, for Partizan and Zvezda, it is not that simple. You and me know that the Belgrade clubs, since the begining of footbal in south-slavic lands, use to buy all the best players from Triglav to Gevgelija, regardless of ther nationality, and since the 90´s they allways had in the squads players from other countries. This is very obvious for us, but other people don´t know that. As I was visiting the wiki pages of clubs, I found that some, for exemple, dutch, belgian, numerous central and east european, but also asian and african clubs, have lists of, along with the important national players a lot of other nationality players, most of them never heard in some cases. As I was numbering the list of foreign players that played in serbian clubs to my friends I found out that for them that was new information and, at the end, that gave them a much cosmopolitan image of the clubs, specially of Partizan and Zvezda. Of course, I´m not saying that some foreign guy that played one game has the same importance as Stojkovic or Milosevic, but at the time I edited the list I ignored the word NOTABLE, or understand it in a different way like, for exemple, Suzuki is a notable player worldwide but, he wasn´t notable in Red Star, or a player can be notable becouse he plays/played for his national team and he, playing well or not, did made part of the club squad. Anyway the list is exelent the way it is and I completely recognise the stupidity of what I did. I´m sorry and I want to thank you for the pacience you had with me. It shows that you are very professional with the pages that you edit. You even made a separete list that is not there any more, but I recognise it is unnecesary. The list of notable players in the Serbian Superliga page is much more logic and interesting. We must make an effort to clarify and inform the world since our image today is so distorced and damaged. Thanks. Pozdrav. --fkpCascais —Preceding unsigned comment added by FkpCascais (talk • contribs) 03:57, 14 March 2009 (UTC)

Branislav Jovanović
I've created the page for Branislav Jovanović based on FK Partizan official site article, but his birhtplace is missing (I assume it's Belgrade, since he played for Radnicki NB as a youngster), as well as those statistics prior to 2008/2009 season. If anyone has any extra information, it would be appreciated. Cheers, Gay Faggot

--Byxl (talk) 10:07, 26 June 2009 (UTC)Byxl

GROBARI-Gravediggers
Mislim da je bolji prevod za Grobare UNDERTAKERS umjesto GRAVEDIGGERS, jer je to cesci naziv koji se koristi u engleskom jeziku u slicnoj subkulturnoj konotaciji (primjer američkog profesionalnog hrvača- Undertaker). Ovo Gravedigger ima vise uvredljivi ton, pomalo i podsmješljiv. Srdacan pozdrav,

--Byxl (talk) 15:24, 26 June 2009 (UTC)Bylx

 * Absolutno podrzavam. Undertakers! FkpCascais (talk) 02:47, 1 July 2009 (UTC)

Ilješ Špic
Pročitao sam da je Spic prvi strani trener u vecitom derbiju. On nije madjar iz Vojvodine nego pravi madjar koji je od 1937 pa do kraja zivota, 1961, bio kod nas. Jel se slazete da mu stavimo madjarsku zastavu? FkpCascais (talk) 03:23, 1 July 2009 (UTC)

logo
I Propose that the stars in the logo get removed. Is this okay? (LAz17 (talk) 23:12, 14 May 2010 (UTC)).
 * The official website has the logo with stars. Why are they bothering you? FkpCascais (talk) 01:59, 15 May 2010 (UTC)

 * Well look at all the Partizan Logos. Go to SD Partizan. As you can see I have enhanced the page in the last few days, doubling the number of clubs that are listed. They all have logos. As we can see, none of the other clubs have any starts. So why should this one? On top of that, when you type in "FK Partizan Logo" on google you get more without stars than with them - On their official site towards the bottom - http://www.partizan.rs/home.php?&Jezik=sr - you can see a logo without stars too. (LAz17 (talk) 04:11, 15 May 2010 (UTC)).
 * Uefa does not have 'em, ... there are reasons to keep them and not to. But I guess we should first figure out what they mean. (LAz17 (talk) 04:22, 15 May 2010 (UTC)).
 * The stars are intentionally there (each one represents 10 national championships), and there is no rule that a club must have equal crest for all the sports departments. I opose any "removal of the stars" for now. FkpCascais (talk) 05:11, 15 May 2010 (UTC)
 * I guess that makes sense. If I recall correctly - KK Crvena Zvezda has one star... makes sense. But then why does KK Partizan not have that? Or OK Partizan, AK Partizan, HK Partizan? Interesting, eh? But, to make this even more weird - Karate Klub Partizan has two stars! Hopefully I will make that page - but information is hard to come by, so who knows when. (LAz17 (talk) 05:23, 15 May 2010 (UTC)).
 * But, Lazo, it´s very honorable from your side to want to put things right, and that make sence, but this questions you should post to Partizan direction, maybe they will really apreciate the aproach and correct all club crests (I´m not joking). Maybe only the FK and Karate club decided to use stars, maybe others will have them soon... I don´t know, but, for now, and don´t take me wrong, please, I would prefer to keep the stars version of the crest on the football article. It is in the official football club website, and looks cool. :) FkpCascais (talk) 05:30, 15 May 2010 (UTC)
 * I get your point, I won't remove them. But this really is something that I wonder. Maybe I will contact someone... but I gotta make some more partizan pages first. :) You know what's messed up?-not all Partizan Sports club have their main base in Belgrade! I tell you, something is mighty messed up. Furthermore, I can't figure out what all 25 clubs are of partizan. (LAz17 (talk) 05:45, 15 May 2010 (UTC)).
 * Don´t forget that Partizan was built as a national club, rather than local, as "JSD", Yugoslav Sports Club, indicate. Anyway, regarding the stars, don´t conclude your question yet, maybe other editors hate the stars, and will be glad to see them going to history. I doubt, but one never knows. We´ll see. FkpCascais (talk) 05:58, 15 May 2010 (UTC)
 * After thinking about this for quite some time, I feel that it is quite important to remove the stars. There does not seem to be any real reason to keep them. When some 20 logos in the club do not have stars, there is no reason to have this as an exception. It is necessary for consistency. As is seen, the official site does not use them all the time, so there is indeed no precedent to have them whatsoever. (LAz17 (talk) 15:24, 19 May 2010 (UTC)).
 * Decided who? you? Revengfull kid... FkpCascais (talk) 15:56, 19 May 2010 (UTC)
 * Decided who?- Google, (LAz17 (talk) 22:43, 21 May 2010 (UTC)).

The official site has the stars! Why you gave the phalse statement that didn´t? FkpCascais (talk) 23:51, 21 May 2010 (UTC)
 * The official site has both. (LAz17 (talk) 02:04, 22 May 2010 (UTC)).

 * You are making me loose time and you´re lying (I can say the word "Lying" because despite I never saying it, because I consider it unpolite, even if trouth, you "lyied" that I "lyied" so many times lately, that I´m just gonna say it). In the official club page, there is found only one: WITH STARS! FkpCascais (talk) 05:49, 22 May 2010 (UTC)

 * Look harder. (LAz17 (talk) 17:33, 22 May 2010 (UTC)).
 * Must I do everything for you? Even in the tab browser it appears with no stars. (LAz17 (talk) 17:34, 22 May 2010 (UTC)).
 * Just go lye down man. Relax. Live life! (LAz17 (talk) 17:36, 22 May 2010 (UTC)).

 * Nevermind, repported for continuing insults... (I´m I loosing time?) FkpCascais (talk) 18:59, 22 May 2010 (UTC)

Mogao je da padne neki apdejt strane?! O.o
To je prva stvar. Moze apdejt. A druga stvar je to sto sad videh samo ovde na diskusiji da je predlog da se na engleskom 'zovemo' UNDERTAKERS. Ne znam sta pise na strani nisam obratio paznju, ali mi smo GRAVEDIGERS. Ima zastava UNDERTAKERS, slazem se, ali mi smo GRAVEDIGERS. Toliko o tome. Ako treba pomoco voleo bih da pomognem oko rada ove strane, gde i kome da se javim(posaljem mail) samo. Pozdrav —Preceding unsigned comment added by 93.86.149.82 (talk) 21:36, 12 August 2010 (UTC)
 * Pozdrav, ne znam tacno na sta mislis, kakav konkretno apdejt? Vikipediju svako moze da uredjuje, samo sto je ovih dana na ovoj strani bilo mnogo vandalizma(uvreda i netacnih podataka), pa je zasticena i narednih mesec dana anonimni clanovi ne mogu da preuredjuju stranicu. Ako se uclanis i nacinis nekoliko desetina promena na drugim stranicama (vecina stranica je nezasticeno, i ova je bila, prakticno do pre neki sat), postaces "established user" i moci ces da menjas i ovu stranicu. U suprotnom, moraces da pricekas do 12. septembra ili da ovde, na strani za razgovor, predlazes promene, a neko od clanova ce ih onda staviti u tekst...
 * Sto se tice dileme Gravediggers/Undertakers, to bi pre trebalo da raspravis na stranici Grobari, ovde senavijaci samo uzgredno spominju, posto je rec, pre svega, o samom klubu, a ne o navijackim grupama.--Vitriden (talk) 21:48, 12 August 2010 (UTC)
 * Bukvalni prevod bi bio Gravedigers, ali su na engleskom jeziku navijacka grupa Grobari ipak mnogo poznatiji kao Undertakers. Sto, neznam. Verovatno los prevod nekog ko je pravio reportazu o Grobarima na engleskom, pa je posle postalo prihvaceno i masovno ponavljano. FkpCascais (talk) 22:44, 12 August 2010 (UTC)

Istripovao sam se da je u delu gde pisu igraci na levoj strani bila prva postava, pa sam zato mislio da je trebalo apdejtovati stranicu. A sto se tice predloga, trenutno imam samo 1. Treba izbaciti u delu o Grobarima podatak da se ne zna odakle nam ime Grobari. Ajde pogledamo ovako 'laicki' odnosno recimo da niko nije ni u kakvoj navijackoj grupi i nema nekih posebnih informacija o nastanku imena, ali apsolutno je nemoguce da su nam romi dali to ime jer nasa najstarija grupa je Grobari 1970. A romi su osnovani 1989. Tako da eto argumentovan predlog da se izbaci ta ideja da su nam oni dali ime. Ako budem imao nekih dodatnih ideja i predloga javicu se vec. Pozdrav —Preceding unsigned comment added by 109.93.189.12 (talk) 23:25, 13 August 2010 (UTC)
 * To kad je osnovana navijacka grupa nije od znacaja, posto je navijaca i Zvezde i Partizana, hvala bogu, bilo mnogo pre zvanicnog osnivanja nekakvih "navijackih grupa" i, samim tim, jedni su druge cascavali kojekakvim imenima. Potreban je izvor, po mogucstvu sa interneta ili iz neke objavljene publikacije (novine, casopis, knjiga...) kako je nastalo ime i ako mozes da ga nadjes, to bi bilo dobrodoslo. Pod dva, ovde na vikipediji nije dozvoljeno nazivati ljude i grupe imenima koja se mogu smatrati uvredljivim, tako da te molim da se uzdrzis od toga. Takodje, posto je vikipedija, kao i clanak, na engleskom, trebalo bi i pisati na njemu. Ako tvoj engleski nije dovoljno dobar, postoji i enciklopedija na "prostom engleskom" (http://simple.wikipedia.org/wiki/F.K._Partizan), srpsko-hrvatskom (http://sh.wikipedia.org/wiki/FK_Partizan) i, naravno, srpskom (http://sr.wikipedia.org/sr/%D0%A4%D0%9A_%D0%9F%D0%B0%D1%80%D1%82%D0%B8%D0%B7%D0%B0%D0%BD), pa ti mozda vise odgovara da doprinosis na njima. Razume se, to ne znaci ds ne mozes ovde da stavljas svoje priloge ako ti je engleski los, nego da ce biti komplikovano ako neko bude morao da prepravlja ono sto si napisao... Hvala, pozdrav.--Vitriden (talk) 17:36, 15 August 2010 (UTC)

Humska
Ispraviti (ili jos bolje izbrisati) u tekstu da ime Grobari dolazi po stadionu u ulici Humskoj! Zaboga, Humska ulica je dobila ime po Humskoj zemlji (danas Hercegovina), a ne po nekakvim humkama. Humska NE znaci na srpskom grob, vec humka! Zar se toliko ne zna?!? —Preceding unsigned comment added by 69.86.76.12 (talk) 22:01, 6 September 2010 (UTC)

Former players section
I think the article does miss some sort of historical important players section. Earlier we had the problem of many lists that were original research and didn´t had any inclusion criterium. However, since the list was removed, all we are left now is the link to the List of FK Partizan players. Coincidentally, I made the list, and my purpouse in that list was to list all Partizan players, not just the notable ones. The list fails to give a concise link to some sort of selected notable former players, and having the link to the list is good, but it should only be complementary. Making another list with only notable players would be perhaps too much, that is why I think we could/should make a list within the article, but with a strict criterium. I touth perhaps having a national team players list, but I would like to hear more opinions on the subject, and eventual other options that we could eventually use. FkpCascais (talk) 08:16, 7 April 2011 (UTC)

Edit request on 21 November 2012
spelling mistake "did't" instead of didn't in the last sentence of the history section.

Davmil84 (talk) 20:47, 21 November 2012 (UTC)

Done with these edits. Thanks for pointing that out. Begoon   talk 01:32, 22 November 2012 (UTC)

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 * Added archive https://web.archive.org/web/20121101035623/http://sport.blic.rs/Fudbal/Evropski-fudbal/219567/Becka-policija-strepi-od-dolaska-grobara-na-mec-PAOKa-i-Rapida to http://sport.blic.rs/Fudbal/Evropski-fudbal/219567/Becka-policija-strepi-od-dolaska-grobara-na-mec-PAOKa-i-Rapida
 * Added archive https://web.archive.org/web/20130218030503/http://www.igrajfudbal.com/index.php/vesti/jedna/83 to http://www.igrajfudbal.com/index.php/vesti/jedna/83

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Uhren cup
"The Uhrencup is a club football tournament, held annually in Grenchen and Biel in Switzerland. The Uhrencup is seen as a testament to the major influence that is exercised by the local industry on the cultural lives of the areas residents. The tournament usually features four teams (sometimes more), each playing two matches, and is held in July as a friendly tournament, the format of which tends to be fluid. For the teams taking part, the tournament is a welcome opportunity to prepare for the upcoming football season".

The Uhren Cup is a Swiss friendly tournament and cannot be counted in the official European trophies. — Preceding unsigned comment added by 188.255.223.98 (talk) 20:53, 25 May 2022 (UTC)

title: Talk:FK Partizan


text:
Alan Kohler

Alan Robert Kohler is an Australian financial journalist, television personality, and former newspaper editor. He is known for presenting the finance segment on the news on ABC Television, and as the founder of The Constant Investor, a former online subscription service for investors.

Career
In 1969, Kohler began as a cadet journalist at The Australian. He has been a columnist for Chanticleer in The Australian Financial Review and served as its editor between 1985 and 1988. He was editor of The Age from 1992 to 1995.

Kohler was chief executive and a major shareholder of Australian Independent Business Media Pty Ltd, which published the online investment newsletter Eureka Report and the free, 24-hour business news and commentary website Business Spectator since 2007. AIBM was sold for $30m in 2012 to News Corp Australia; Kohler remained as editor-in-chief.

Alan Kohler appeared on ABC Television's Inside Business from 2002 to 2013 and continues to appear on ABC News. He was chairman of Melbourne University Press between 2008 and 2012. He usually ends every finance report with the phrase, "And that's finance."

The Constant Investor
In July 2016, following the sale of Eureka Report, Kohler started The Constant Investor—a new subscription model for investors and finance-related clients. In November 2018, Kohler sold The Constant Investor to InvestSMART Group Limited with the agreement to merge the business with InvestSMART's Eureka Report. In December 2018, he joined InvestSMART Group Limited as the group’s editor-in-chief. The Constant Investor website was closed down in August 2019, with all new and old content from The Constant Investor made available within the Eureka Report website.

Recognition and honours
Kohler became a Member of the Order of Australia in the general division (AM) on Australia Day honours 2019, for his “significant service to the print and broadcast media as an editor, journalist and finance commentator”.

Personal life
Kohler is married to journalist and author Deborah Forster. They have three children. , Kohler's son Chris is a business, finance, and property reporter with Nine News.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Alan Kohler


text:
HDCAM

HDCAM is a high-definition video digital recording videocassette version of Digital Betacam introduced in 1997 that uses an 8-bit discrete cosine transform (DCT) compressed 3:1:1 recording, in 1080i-compatible down-sampled resolution of 1440×1080, and adding 24p and 23.976 progressive segmented frame (PsF) modes to later models. The HDCAM codec uses rectangular pixels and as such the recorded 1440×1080 content is upsampled to 1920×1080 on playback. The recorded video bit rate is 144 Mbit/s. Audio is also similar, with four channels of AES3 20-bit, 48 kHz digital audio. Like Betacam, HDCAM tapes were produced in small and large cassette sizes; the small cassette uses the same form factor as the original Betamax. The main competitor to HDCAM was the DVCPRO HD format offered by Panasonic, which uses a similar compression scheme and bit rates ranging from 40 Mbit/s to 100 Mbit/s depending on frame rate.

HDCAM is standardized as SMPTE 367M, also known as SMPTE D-11. Like most videotape formats, HDCAM is no longer in widespread use, having been superseded by memory cards, disk-based recording formats, and SSDs. Despite its decline in usage, Sony still manufactures new HDCAM tape stock as of 2023.

SMPTE 367M
SMPTE 367M, also known as SMPTE D-11, is the SMPTE standard for HDCAM. The standard specifies compression of high-definition digital video. D11 source picture rates can be 24, 24/1.001, 25 or 30/1.001 frames per second progressive scan, or 50 or 60/1.001 fields per second interlaced; compression yields output bit rates ranging from 112 to 140 Mbit/s. Each D11 source frame is composed of a luminance channel at 1920 x 1080 pixels and a chrominance channel at 960 x 1080 pixels. During compression, each frame's luminance channel is subsampled at 1440 x 1080, while the chrominance channel is subsampled at 480 x 1080, meaning 3:1:1 chroma subsampling. HDCAM supports recording at 24 FPS for film production applications, but it can be configured for television production. Similar to MPEG IMX, the helical scan head drum is 80 mm in diameter. The helical tracks read by the video heads in the drum, are 22 microns wide. The video heads have a 15.25 degree azimuth. Audio is also recorded on the helical tracks.

HDCAM SR

HDCAM SR was introduced in 2003 and standardised in SMPTE 409M-2005. It uses a higher particle density tape and is capable of recording in 10 bits 4:2:2 or 4:4:4 RGB with a video bit rate of 440 Mbit/s, and a total data rate of approximately 600 Mbit/s. The increased bit rate (over HDCAM) allows HDCAM SR to capture much more of the full bandwidth of the HD-SDI signal (1920×1080). Some HDCAM SR VTRs can also use a 2× mode with an even higher video bit rate of 880 Mbit/s, allowing for a single 4:4:4 stream at a lower compression or two 4:2:2 video streams simultaneously. HDCAM SR uses MPEG-4 Part 2 Simple Studio Profile for compression, and expands the number of audio channels up to 12 at 48 kHz/24-bit.

There are 12 channels of audio recorded uncompressed at 24 bit 48 kHz sampling. Each channel is capable of recording AES3 non-audio data.

HDCAM SR was used commonly for HDTV television production. In the mid-2000s, many prime-time network television shows used HDCAM SR as a master recording medium, but it is no longer in widespread use.

Some HDCAM VTRs play back older Betacam variants, for example the Sony SRW-5500 HDCAM SR recorder plays back and records HDCAM and HDCAM SR tapes, and with optional hardware also plays and upconverts Digital Betacam tapes to HD format. Tape lengths are the same as for Digital Betacam, up to 40 minutes for S and 124 minutes for L tapes. In 24p mode the runtime increases to 50 and 155 minutes, respectively.

HDCAM tapes are black with an orange lid, and HDCAM SR tapes black with a cyan lid.

440 Mbit/s mode is known as SQ, and 880 Mbit/s mode is known as HQ.

Sony also announced a higher compression mode called SR Lite. As with the 440 and 880 mode, SR Lite utilizes the MPEG-4 Part 2 Simple Studio Profile but decreases the bit rate to 220 Mbit/s for 60i and 183 Mbit/s for 50i. SR Lite is locked at 4:2:2 color sampling but still maintains 10 bit pixel depth. It also allows for 50 and 60p at the cost of a doubled data rate (440 Mbit/s for 60p).

The Sony SRW-5800 HDCAM SR VTR has the ability to record both the left eye and right eye of 3D content to a single tape. It syncs the two eyes together and takes up twice as much space on the tape as a normal recording. Other HDSR decks also support 3D such as the SRW-1 HDCAM SR Portable VTR and the SRW-5500/5000 which can play back either channel A or channel B of the Dual Stream 4:2:2 recording.

title: HDCAM


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 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 ft; the TRC widened the devil strip to 3 ft. 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 ft. In 1921, there was still 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.

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:

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.

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

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:

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:

title: Toronto Railway Company


text:
User talk:Jeges

Welcome to the Wikipedia
Here are some links I thought useful:

 * Tutorial
 * Help desk
 * Foundation issues
 * Policy Library
 * Utilities
 * Cite your sources
 * Verifiability
 * Wikiquette
 * Civility
 * Conflict resolution
 * Neutral point of view
 * Pages needing attention
 * Peer review
 * Bad jokes and other deleted nonsense
 * Brilliant prose
 * Featured pictures
 * Boilerplate text
 * Current polls
 * Mailing lists
 * IRC channel

Feel free to contact me personally with any questions you might have. About, Help desk, and Village pump are also a place to go for answers to general questions. To read up on the latest wikinews, have a look at the Wikipedia Signpost.

You can sign your name by typing 4 tildes, like this: ~.

(Sam Spade | talk | contributions) 14:03, 25 Feb 2005 (UTC)

title: User talk:Jeges


text:
Jill Craigie

Jill Craigie (born Noreen Jean Craigie; 7 March 1911 – 13 December 1999) was a British documentary filmmaker, screenwriter and feminist. She was one of Britain's earliest female documentary makers. Her early films demonstrate Craigie's interest in socialist and feminist politics, but her career as a film-maker has been "somewhat eclipsed" by her marriage to the Labour Party leader Michael Foot (1913–2010), whom she met during the making of her film The Way We Live (1946).

Early life
Born Noreen Jean Craigie to a Russian mother and a Scottish father in Fulham, London, England, Craigie began her career in film as an actress.

Career
Craigie's engagement in feminist issues came from reading Sylvia Pankhurst's The Suffragette Movement in the early 1940s. After this she attended a gathering of former suffragettes to lay flowers on the statue of Emmeline Pankhurst. She was struck by the suffragettes' story and began interviewing them and starting to lay the groundwork for a documentary of the movement. This never materialized due to the complicated internal politics of the suffrage movement post-campaign. Much of this correspondence can be found in her archives. In latter years, Craigie became an authority on the suffragette movement, holding a large collection of feminist literature in Britain, with pamphlets dating back to John Stuart Mill. In 1979, she wrote an introduction to a reprint of Emmeline Pankhurst's My Own Story, first published 1914.

Her subsequent films depicted her socialist and feminist leanings and dealt with left-wing topics such as child refugees, working conditions for miners, and gender equality. After directing five films and writing two others, Craigie retired from the film business for almost forty years, returning to make a single film for BBC television.

Craigie was one of the scriptwriters of Trouble in Store, Norman Wisdom's film debut, which screened in December 1953. The film broke box-office records at 51 out of the 67 London cinemas in which it played. After writing the first draft of the script, Craigie reportedly asked that her name be removed from the credits after learning of Wisdom's participation.

Personal life
Craigie had a daughter, Julie, from her first marriage. She and Michael Foot had no children together, but enjoyed family life with Julie and, later, her four children. They lived in a flat in Hampstead, north London, and in a cottage in Ebbw Vale, Wales. While living in Hampstead, Craigie worked as an Air Raid Precaution Warden during World War II.

In 1998, a biography of the late Hungarian-born writer Arthur Koestler by David Cesarani alleged that Koestler had been a serial rapist and that Craigie had been one of his victims in 1951. Craigie confirmed the allegations. In a 2009 biography, Koestler: The Indispensable Intellectual, Michael Scammell countered that Craigie was the only woman to go on record that she had been raped by Koestler, and had done so at a dinner party more than fifty years after the event. Claims that Koestler had been violent were added by Craigie later, although Scammell concedes that Koestler could be rough and sexually aggressive.

Craigie died aged 88 in 1999 of heart failure at the Royal Free Hospital in Hampstead, London.

Critical reception and legacy
Craigie's films were recognised for their "ability to bring out the best in 'ordinary people and the "political commitment". Philip Kemp commented more directly on the political content of Craigie's films, noting that her films were an "example of filmmaking as activism, the creative and political processes intertwining and advancing each other that even the Soviet filmmakers of the 1920s had only rarely achieved."

In 2022, a documentary about her life was released. Independent Miss Craigie was directed by Lizzie Thynne, and is one element in a larger resech project designed to bring Craigie to wider scholarly and public attention. "Jill Craigie: Film Pioneer" is based at the University of Sussex and funded by the Arts and Humanities Research Council.

Archives
The archives of Jill Craigie are held at The Women's Library at the Library of the London School of Economics, ref 7JCC

Filmography

 * Make-Up (1937), actress
 * Looking Through Glass (1943), script
 * The Flemish Farm (1943), screenwriter (credited as "Jill Dell")
 * Out of Chaos (1944), writer and director
 * London Terminus (1944), script
 * The Way We Live (1946), writer and director
 * Children of the Ruins (1948), director
 * Blue Scar (1949), writer and director
 * To Be a Woman (1951), writer, director and producer
 * The Million Pound Note (1953), screenwriter
 * Trouble in Store (1953), uncredited screenwriter
 * Windom's Way (1957), screenwriter
 * Who Are the Vandals? (1967), director
 * Two Hours from London (1995)

title: Jill Craigie


text:
Category talk:Knights of the Golden Fleece

"And Knights shall hang in garters."
After starting this category I was not looking forward for a long and slow build-up of it, adding a name or two each time, but to my (glad) surprise I find it well stocked with names from the order's start to the modern era. I myself am not an enthusiast of knights or such things; my motive for starting this category was to balance the overflowing of its (older) sister category Knights of the Garter, I hate for somebody to think that only the English have knights, but to tell you the truth the joke was on me because one of the first names added to this category was that most famous Englishman: The Duke of Wellington! And to add insult to injury it was I who added his name.

 * What should we do about the fact that since 1700 there have been two separate Orders of the Golden Fleece - one Spanish, one Austrian? john k 12:44, 11 November 2006 (UTC)

 * That is a very good question! I don't think it's really that important, espicially with the low number of entries. --DelftUser 11:03, 13 November 2006 (UTC)


text:
User talk:Indian Joe

ArbCom elections are now open!
MediaWiki message delivery (talk) 12:55, 23 November 2015 (UTC)

Proposed deletion of Roadshow Players

The article Roadshow Players has been proposed for deletion because of the following concern: "Seems to be not notable. No reliable published sources after 15+ years, couldn't find any on Google, or any mentions at all, really."

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title: User talk:Indian Joe


text:
Toronto and York Radial Railway

The Toronto and York Radial Railway was a transit operator providing services to the suburbs of Toronto, Ontario, Canada. It was a subsidiary of the Toronto Railway Company. The company was created by merging four Toronto-area interurban operations. The company was part of the empire of railway entrepreneurs Sir William Mackenzie and Donald Mann which included the Canadian Northern Railway and the parent Toronto Railway Company. The line was abandoned by the TTC in 1948.

Lines
The table lists the 4 lines composing the T&YRR. Each line became a separate division of the T&YRR except for the Schomberg and Aurora which was a branch of the Metropolitan Division. Click on the predecessor company name for further details about each line. In 1904, the four predecessor companies were merged to form the Toronto and York Radial Railway.

Pre-T&YRR era (1885–1904)

 * Events prior to the merger creating the T&YRR in 1904

In 1885, the Metropolitan Street Railway Company of Toronto (incorporated March 2, 1877, renamed Metropolitan Railway Company in 1897) started a horsecar line on Yonge Street.

On September 1890, electric service began on the Metropolitan line.

On 16 July 16, 1892, the Toronto and Mimico Electric Railway and Light Company (incorporated November 14, 1890) began initial service between Sunnyside (Toronto) and the Humber River.

On July 1, 1893, the Toronto and Scarboro' Electric Railway, Light and Power Company (incorporated August 18, 1892) started electric, radial operations.

On July 5, 1893, the Toronto Railway Company acquired controlling interest in the Toronto and Mimico Electric Railway and Light Company.

On July 10, 1893, the Toronto and Mimico Electric Railway and Light Company extended service from Humber River to Mimico Creek, and further to Etobicoke Creek (Long Branch) on September 29, 1893.

On March 6, 1895, the Toronto Railway Company acquired controlling interest in the Toronto and Scarboro' Electric Railway, Light and Power Company.

By 1899, the Metropolitan line was extended to Aurora and Newmarket.

In 1903, Toronto and Mimico Electric Railway and Light Company changed its name to the Toronto and Mimico Railway Company.

Mackenzie & Mann era (1904–1921)

 * Events when the T&YRR was under the control of William Mackenzie and Donald Mann

On August 1, 1904, the T&YRR merged four rail operations, converting them into three T&YRR divisions, with the Metropolitan Division having a branch line:

 * Metropolitan Street Railway to become the T&YRR Metropolitan Division
 * Schomberg and Aurora Railway to become the Schomberg and Aurora Branch of the Metropolitan Division
 * Toronto and Scarboro' Electric Railway, Light and Power Company to become the T&YRR Scarboro Division
 * Toronto and Mimico Electric Railway and Light Company to become the T&YRR Mimico Division

In 1904, regular passenger service started on the Schomberg and Aurora Branch of the T&YRR's Metropolitan Division. At this time, the line operated with steam trains.

On December 24, 1905, the Mimico line was extended from Long Branch to Port Credit.

On June 1, 1907, the T&YRR opened a 40 km extension of the Metropolitan line from Newmarket to Jackson's Point.

On January 1, 1909, the T&YRR opened a 2.4 km extension of the Metropolitan line from Jackson's Point to Sutton.

On June 25, 1915, a City of Toronto work team ripped up the tracks of the Metropolitan Line along Yonge Street from the CPR crosstown line north to Farnham Avenue. This was a result of a dispute between the city led by Mayor Tommy Church and the T&YRR. Mayor Church complained about the "inadequate services provided by the Mackenzie-Mann traction companies" which included the Toronto Railway Company as well as the T&YRR. This was the first contraction of the T&YRR, albeit only 400 m long.

In 1916, electrification of the Schomberg and Aurora Branch was completed.

In 1921, a plebiscite approved the purchase by the City of Toronto of the Toronto Railway Company and the T&YRR. The Toronto Transportation Commission was to operate all radial lines within the city limits.

On September 1, 1921, the TTC took over operation of all streetcar operations in the city, and shortly after took control those portions of the Scarboro and Mimico radial within the city limits.

By fall, 1921, the TTC took over the portion of the Metropolitan line on Yonge Street south of Glen Echo Road (at the city limit).

Hydro Electric era (1922–1927)

 * Events when the T&YRR was managed by Hydro-Electric Railways

In August, 1922, the City of Toronto formally acquired the T&YRR lines.

On November 1, 1922, operation of the T&YRR was taken over by Hydro Electric Power Commission of Ontario and run as the Hydro-Electric Railways: Toronto and York Division. Hydro made improvements to both the Metropolitan and Mimico lines.

At the end of 1923, the T&YRR under Hydro management had a deficit. The City blamed Hydro mismanagement. Hydro blamed the TTC's acquisition of the profitable portions of the radial lines within the city limits.

By 1925, Toronto City Council felt that integrating the radials within TTC operations would produce efficiency by avoiding duplication of carhouses and shops, by allowing the transfer of vehicles between radial and city lines to meet passenger demand, and by having firmer control over expenditures.

TTC era (1927–1948)

 * Events when the TTC operated the T&YRR lines

On January 12, 1927, the Toronto Transportation Commission started operating the T&YRR lines under contract with operations being the responsibility of the TTC's new Radial Department. Along with 3 radial lines, the TTC acquired 54 double-ended radial cars. The TTC now operated the second largest electric railway in North America with 585 km of lines.

In June 1927, the Schomberg line was closed.

On March 16, 1930, the TTC closed the Metropolitan line.

On July 17, 1930, the TTC reopened a portion of the defunct Lake Shore line between Richmond Hill and Toronto as the North Yonge Railways. This line was owned by area municipalities and operated under contract by the TTC.

On February 9, 1935, the Long Branch-Port Credit radial service ended.

On June 25, 1936, the Scarborough radial service ended.

On October 9, 1948, service was terminated on the North Yonge Railways, the last surviving Toronto radial.

Track gauge
Both Toronto gauge and standard gauge were used. The T&Y radial lines did not use a common gauge until the TTC took over the operation of the surviving lines in 1927 in order to connect the radial lines to the Toronto streetcar system.

The Metropolitan radial line started off with Toronto gauge in 1885, but switched to standard gauge after the Metropolitan Street Railway Company received provincial permission in 1895 to use any gauge it pleased. Standard gauge allowed the Metropolitan to exchange freight cars with steam railways. When the TTC took over the line in 1927, it converted the line to Toronto gauge but built a short section of four-rail, dual-gauge track in Aurora to deliver freight cars to a factory there.

The Mimico radial line used Toronto gauge until 1922 when the Hydro-Electric Railways converted the line to standard gauge. When the TTC took over the line in 1927, it converted the line back to Toronto gauge.

The Scarboro radial line used only Toronto gauge throughout its years of operations.

The Schomberg and Aurora line used only standard gauge throughout its years of operations.

Electrical system
The system initially used 550 volts DC and later 600v DC, allowing the system to run into Toronto (the Toronto network runs at 600v DC).

Comments
Unlike the city systems, the radial (interurban) operators used larger rail cars.

Radial routes ceased due to introduction of inter-urban buses and new highways that allowed for better access to many areas served by rail service.

Rail service returned to some of the communities served by the T&YRR by regional rail service of GO Transit in the 1970s.

Other Toronto area lines controlled by Sir William Mackenzie

 * Niagara, St. Catharines and Toronto Railway
 * Toronto Suburban Railway
 * Toronto Railway Company

title: Toronto and York Radial Railway


text:
Search and rescue transponder

A search and rescue transponder (SART) is a self-contained, waterproof transponder intended for emergency use at sea. These devices may be either a radar-SART, or a GPS-based AIS-SART (automatic identification system SART).

The radar-SART is used to locate a survival craft or distressed vessel by creating a series of dots on a rescuing ship's radar display. A SART will only respond to a 9 GHz X-band (3 cm wavelength) radar. It will not be seen on S-band (10 cm) or other radar. Shipboard Global Maritime Distress Safety System (GMDSS) include one or more search and rescue locating devices. The radar-SART may be triggered by any X-band radar within a range of approximately 8 nautical miles (15 kilometers). Each radar pulse received causes the SART to transmit a response which is swept repetitively across the complete radar frequency band. When interrogated, it first sweeps rapidly (0.4 microsecond) through the band before beginning a relatively slow sweep (7.5 microseconds) through the band back to the starting frequency. This process is repeated for a total of twelve complete cycles. At some point in each sweep, the radar-SART frequency will match that of the interrogating radar and be within the passband of the radar receiver. If the radar-SART is within range, the frequency match during each of the 12 slow sweeps will produce a response on the radar display, thus a line of 12 dots equally spaced by about 0.64 nautical mile (1,185 km) will be shown. When the range to the radar-SART is reduced to about 1 nautical mile (1,852 km), the radar display may show also the 12 responses generated during the fast sweeps. These additional dot responses, which also are equally spaced by 0.64 nautical mile (1.2 km), will be interspersed with the original line of 12 dots. They will appear stronger and larger the closer the interrogating radar gets, slowly becoming arcs at first until the SART is within 1NM, the arcs will become full circles indicating the active SART is in the general area.

SARTs are typically cylindrical, about the size of a person's forearm, and brightly coloured.

title: Search and rescue transponder


text:
Toronto Suburban Railway

The Toronto Suburban Railway was a Canadian electric railway operator with local routes in west Toronto, and a radial (interurban) route to Guelph.

Corporate Timeline
The Weston, High Park and Toronto Street Railway Company was incorporated in 1890, and changed its name to the City and Suburban Electric Railway Company the next year. The Davenport Street Railway Company was incorporated in 1891. In 1894, the Toronto Suburban Street Railway Company was incorporated and acquired these two companies, giving it 7.5 mi of lines in the northwestern suburbs of Toronto. In 1900, the company name was shortened to Toronto Suburban Railway Company, and in 1904 it was authorized to extend its operations to Hamilton, the Niagara Peninsula, Brampton, Guelph and Woodbridge. The Township of Etobicoke also granted the TSR a franchise to cover the full length of Dundas Street within its limits, west of the Humber River. Expansion plans were hampered because of the shortness of capital and labour, as well as by potential takeover interest by the Hydro-Electric Power Commission of Ontario, but it did convert its power source from internally generated 500V DC from its own plant, to high-voltage AC power from Niagara Falls.

Allan Royce was the largest shareholder of the TSR, eventually gaining a controlling interest. In 1911, that was sold to William Mackenzie and Donald Mann, who incorporated it into the quickly-expanding Canadian Northern Railway system. At that time, Sir Adam Beck of Ontario Hydro and Henry Thornton of Canadian National Railways had also expressed an interest in the TSR.

In April 1915, the company was authorized to operate all day on Sundays, and to be able to transport milk on the Lord's Day as well.

Under the Municipal Electric Railway Act, 1922, local municipalities were authorized to operate radial lines, or enter into agreements with Ontario Hydro to do so, as part of a larger plan to create a radial network spanning the Greater Golden Horseshoe region, but that did not take place with respect to the TSR lines as that measure was rejected by Toronto voters in a plebiscite held on 1 January 1923, and the issue was not pressed by the Province as the government was subsequently defeated in the 1923 general election. However, routes inside the city were purchased by the City of Toronto in 1923, which then turned them over to the Toronto Transportation Commission. The TTC did upgrade the city routes, and operated the Lambton, Weston and Davenport lines for some years, connecting them with the St. Clair and Dundas routes. In the same year, TSR was amalgamated with the Toronto Eastern Railway, leaving the Canadian National Electric Railways (CNER) with the Guelph and Woodbridge lines.

In 1924, the Township of York acquired the TSR's track within its boundaries, which subsequently became the Township of York Railways. These lines were managed under contract by the Toronto Transportation Commission but with the TofYR paying all capital costs and any operating deficits. Track within the Town of Weston was subsequently transferred to the TofYR in 1925.

The Canadian National Electric Railways let the TSR bond interest go unpaid on 15 July 1931, causing the Guelph line to go into receivership and be shut down on 15 August 1931. Eventually, in 1934, CNER paid off the bondholders at 25 cents on the dollar, following which the receivership was ended on 13 September 1935, and the line was promptly dismantled and equipment disposed.

Operational Timeline

 * This is a summarized timeline with more details found in the Routes section.

Today
Since the TSR's closure, the right-of-way has become popular for strolling and hiking. From 1970, the Guelph Hiking Trail Club was formed to establish and maintain a formal trail on it between the Bruce Trail at Limehouse and Guelph. A small part of the Guelph line's right-of-way is used by the Halton County Radial Railway museum. The areas where tracks were once located include the walking trails along the south bank of the Eramosa River, the Smith Property loop in Puslinch and the Halton County Radial Railway site on Guelph Line, Milton.

A power house on Weston Road is now a lumber store and a power house on James Street East in Guelph has been converted to residential use.

The remains of a TSR bridge can still be found in the Meadowvale neighbourhood of Mississauga, Ontario. In Halton Hills, the railbed can be readily seen running parallel to the Canadian National track between Acton and Limehouse.

Routes
The Toronto Suburban operated one radial and five city routes during its existence. The following route descriptions are in opening date order.

Davenport
The Davenport route commenced service on 6 September 1892. From Keele and Dundas Streets (in The Junction neighbourhood), the route ran north on Keele Street, east on St. Clair Avenue, south on Ford Street, east on Davenport Road and then south on Bathurst Street ending north of the CPR near today's Hillcrest Complex. This was a single-track line laid in the middle of the street with a passing siding just east of Lansdowne Avenue. From 1917, the Toronto Civic Railway's line on Lansdowne Avenue had a flat crossing with the Davenport line protected by interlocking signals. The Davenport line used express cars to transport milk from the west to dairies at the eastern end of the line.

On 15 November 1923, the Toronto Transit Commission took over the Davenport line, then double-tracked the line and converted it to Toronto gauge. The TTC decided to abandon the TSR track on St. Clair Avenue and Ford Street and to build a new alignment west on Davenport Road from Ford Street, then north on Old Weston Road to the new Townsley Loop at Townsley Street. The former TSR route was split between the TTC Davenport route to Dovercourt Road, and the northern portion of the Dovercourt route to Bathurst Street.

Crescent
In April, 1893, the Crescent route began operation running from Keele and Dundas Streets, west on Dundas Street, south on Gilmour Avenue, east on Louisa Street (today St. Johns Road), south on the unpaved Fairview Avenue to Evelyn Crescent. The line was single-track in the middle of the street. About 1894, the line was extended east of Keele and Dundas Streets to Humberside Avenue to meet the streetcars of the Toronto Railway Company. However, in 1899, the TSR sold this extension to the TRC, which extended its operations to a wye-shaped junction at Keele and Dundas Streets. This junction was used by both the TSR and the TRC as both were Toronto gauge at that time. The Crescent route was closed on 28 November 1923 due to poor ridership, and track along Fairview Avenue was removed.

Weston
The Weston line was constructed in 1894. From Keele and Dundas Streets, the line followed the Davenport route to St. Clair Avenue where a switch allowed the Weston route to proceed north along Weston Road to Church Street in the village of Weston, reaching this terminus on 10 November. Later, the line would be extended a further 1000 ft to the Weston post office. The line ran mostly on the side of the road, but within the village of Weston it ran in the centre of the street. The line was single-track with passing sidings at Seneca Avenue, Buttonwood Avenue and King Street (Weston). In 1923, the Toronto Transportation Commission took over operation of the line to Weston. After converting the line back to Toronto gauge, through service from Keele and Dundas Streets to Humber Street in Weston started on 28 November 1925. On 13 September 1948, the TTC replaced the Weston streetcars with trolley buses.

Lambton
In 1896, the Lambton line was built as an extension of the Crescent Line along Dundas Street west of Gilmore Avenue, across Scarlett Road, down Lambton Hill to a loop in an open field on the east side of the Humber River. The route ran from Keele and Dundas west on Dundas Street to Lambton. The Lambton line had a passing siding at Willard Avenue.

It was recorded that when the car swung around the Lambton loop "that the conductor would holler to the motorman to go slow around it so he could have a quick thirst-quencher ..." as the car passed the Lambton Hotel where passengers often waited.

In 1923, the Toronto Transportation Commission took over the line from Keele Street to Runnymede Road, and later to the Lambton Loop, converting the line back to Toronto gauge in 1924. The line was closed on 17 August 1928 being replaced by bus service.

Woodbridge
The Woodbridge line was built as a 7.9 mi extension of the Weston line. It commenced operation on 10 October 1914. North of Weston, the line was essentially a cross-country rural trolley ending in Woodbridge with a short spur and a wooden shelter as a terminal on Pine Street (now Woodbridge Avenue) east of Wallace Street and just west of Humber River. There were passing sidings at Vaughan Town Line (Steeles Avenue east of Kipling), Thistletown and Albion Road as well as Kipling and Albion. From Keele and Dundas Streets to Woodbridge, the line was 12.02 mi long. After the Toronto Transportation Commission converted the Weston line to Toronto gauge starting in 1923, the northern part of the standard gauge Woodbridge line was cut off from the old TSR system. The Woodbridge line closed in 1926.

Guelph
The Guelph line ran from Keele and Dundas Streets to the Grand Trunk Railway station in Guelph. All intermediate stations except Limehouse had a passing siding. Service on the line was every two hours. The first streetcar arrived in Guelph on 12 August 1917. In the city, the trains travelled down Gordon Street to Bay Street (now James Street East), followed the Eramosa River to Speedwell, near the access to the Prison Farm.

From April, 1926, there was hourly weekday service east of Georgetown. When the Toronto Transportation Commission took over all TSR lines within the Toronto city limits and converted them back to Toronto gauge, the TSR's Lambton Carhouse became the Toronto terminus of the Guelph line. In 1925 the route was extended to a new station at Keele Street and St. Clair, situated between the TTC's streetcar loop and the CNR tracks. It was connected by new off-street track from Lambton.

In 1925, The TSR opened Eldorado Park in order to spur Sunday ridership. The TSR owned this 100 ha recreational property, which was located on the Credit River near Churchville. One period photo shows a 12-coach train pulled by electric locomotive number 300 bound for Eldorado Park.

By 1931, the Guelph line was only carrying 300 daily passengers, compared to 1,662 cars and nine buses per day travelling along the essentially parallel Highway 7. A bond interest default caused the Guelph line to go into receivership and be shut down on 15 August 1931. After receivership ended on 13 September 1935, the line was promptly dismantled.

Carhouses
The TSR's first carhouse was built on the south side of St. Clair Avenue just west of Old Weston Road. It had a loop to turn single-end cars. It closed in 1923.

Lambton Carhouse, the second TSR carhouse, was opened to service the Guelph radial cars as well as local cars. It was next to Lambton Park and just west of Scarlett Road on the south side of the CPR main line. The car barn and shops were in a large brick building that had six tracks. The facility had some yard tracks and a wye.

The Woodbridge line had its own temporary barn on the Massey-Harris Co. property (on Weston Road) from November, 1923 until May, 1926 when the Woodbridge line was closed.

Track gauge
The TSR originally used Toronto gauge which allowed the TSR and the Toronto Railway Company to share tracks at Dundas and Keele Streets. By January, 1917, the TSR had converted all lines to standard gauge because it wanted to interchange freight cars with steam railways. However, very little such traffic materialized on the TSR. The new Guelph line would use standard gauge from its first day, which would allow the TSR Guelph line to enter downtown Guelph via the tracks of the Guelph Radial Railway, a standard gauge streetcar system. After August, 1912, the tracks at Dundas and Keele Streets were rearranged so that the standard gauge track of the TSR (running between west and north of the intersection) crossed a new Toronto gauge wye for reversing TRC streetcars coming from the east.

Rolling Stock
The cars were constructed at the Preston Car Company. Car 101, for example, was equipped with 68 seats affair with cherry wood finish throughout, an overhead luggage rack and a button to signal when a passenger wished to disembark at the next stop. The Main Room included green, plush, upholstered, high-backed seats with headrests, footrests and polished bronze handles on the aisle sides. The Smoking Room was equipped with low-backed seats of imitation leather. The motorman's compartment was at the front.

The one remaining TSR car is number 24, built in 1914, reusing an 1897-vintage Taylor truck. After the TSR was absorbed by the CNR in 1923, the car was renumbered as CN 15702 and used at Neebing Yard in Fort William, Ontario. It was retired in the 1960s, donated to the Canadian Railway Museum, leased to the Edmonton Radial Railway Society (ERRS) in 1989 then sold to ERRS on April 7, 2022. It has been fully restored and is in operation at Fort Edmonton Park.

Other Toronto lines controlled by Sir William Mackenzie

 * Niagara, St. Catharines and Toronto Railway
 * Toronto and York Radial Railway
 * Toronto Railway Company

title: Toronto Suburban Railway


text:
Belgian Provincial Leagues

The Belgian Provincial leagues are the lower leagues for Belgian football. Until 2016, these were at levels 5-8 in the Belgian football league system however as part of the reform an extra level was created causing the provincial leagues to drop to levels 6-9. The provincial leagues are divided into 9 regional league systems (one for each province, but Flemish Brabant and Walloon Brabant are merged and contain also the football teams from the Brussels Capital Region). Each league system is itself divided into 4 levels (except for Luxembourg where there are only 3). The number of leagues at each level depends on the province, but every province must have only one league at the top level. The best teams from the 9 first divisions can promote to the Belgian Division 3, the fifth and lowest level in the national leagues (either directly, or after playoff matches).

The first provincial divisions
Each of the provinces in Belgium has their own league structure within the provincial leagues, with the exception of Flemish Brabant and Walloon Brabant which are still playing together in the Brabant division. The Province of Brabant was split into Flemish Brabant, Walloon Brabant and the Brussels Capital Region from 1 January 1995 as part of the 1993 state reform, however the provincial football league of Brabant still exists as such and contains these two provinces and teams from Brussels.

As such, there are nine leagues at the first level of the provincial leagues, namely the leagues of the provinces of Antwerp, East Flanders, Hainaut, Liège, Limburg, Luxembourg, Namur, West Flanders and finally the Brabant division containing teams from the Brussels Capital Region, Flemish Brabant and Walloon Brabant.

The regular season
Since 2006, each division is composed of 16 clubs. The regular season is thus composed of 30 matchdays, generally played on Sunday. The nine league winners of the regular season qualify for the Belgian Division 3 (until 2020 the Third Amateur Division and until 2015 the Belgian Fourth Division), as well as the second placed teams of the three most active provinces of the previous season, i.e. the provinces that count the most active teams in the national and provincial leagues. Those twelve clubs replace the last three teams of each league of Division 3. The six other second placed teams enter the promotion playoff on the second matchday.

As each team relegated from the Belgian Division 3 must play the next season in a specific provincial league based on its location, the number of newcomers in each provincial league may be different. Therefore, there may then be more relegated teams than usual from some first provincial divisions to the respective second provincial divisions, to allow the total number of teams in each division to remain constant. Each provincial general assembly can decide to organise its own relegation playoff including teams from the first and the second divisions but there must be at least two teams directly relegated to the second provincial division.

The promotion playoff
The promotion playoff is played over three matchdays. The first one is composed of two matches played by the four thirteenth placed teams of each league in Division 3. The host team is the first to be drawn. The two losing teams enter the second matchday whereas the two winners remain in Division 3. Four matches are played in the second matchday, between the six second placed teams of the provincial first divisions that did not qualify directly and the two Division 3 teams that lost in the previous round. The four matches are grouped by two, and each of the Division 3 teams play a match in a different group. The two winners of each group play a group final in the third matchday to decide the last two teams to promote.

The second provincial divisions
The number of leagues at the second provincial division level differs from province to province, most have three but some only have two. Each league is played between 16 teams. The system of promotion and relegation is set up by the annual provincial assembly.

The third provincial divisions
At the third provincial level, the amount of leagues differs even more, ranging from three to six. Also from this level on the leagues sometimes have fewer teams than the standard 16. Again, the system of promotion and relegation is set up by the annual provincial assembly.

The fourth provincial divisions
In most provinces the fourth provincial level is the lowest level of football, except for Luxembourg where the lowest level is the third one. At this level the system of promotion is set up by the annual provincial assembly as well.

title: Belgian Provincial Leagues


text:
Skagerak International School

The international schools at Skagerak are a group of private schools located on the waterfront in Sandefjord, Norway. Skagerak is located at the prestigious premises of the former shipyard administration at Framnes. They comprise a kindergarten, primary school, middle school, and a high school. The high school is recognized as an International Baccalaureate World School. Together, they promote mutual respect, intercultural awareness and international-mindedness through the International Baccalaureate programmes: the Diploma, Middle Years and Primary Years programmes. The PYP was authorized in June 2006 and the Middle School is a candidate for MYP authorization in June 2007.

The Skagerak schools were founded to provide a high level of education and quality teaching concerning each student. The schools’ population is made up of a mix of Norwegian students, those who have lived overseas, and students with a variety of other nationalities. Although English is the language of instruction, students are, or become, bilingual and several additional languages are offered in the middle and high schools. The teachers are as diverse as the students, providing a wide range of international influence and knowledge. Although relatively small, Skagerak offers students a varied curriculum with opportunities such as outdoor education, cultural trips, service, performing arts, and sport.

Annual ski trips take place from PY6 and up, and Primary, and Middle School students participate in organized outdoor education programs of excursions and camps, along with two or more annual international trips. High School students often participate in service-oriented trips to Central Asia, Africa, and Europe. As of 2009, the school had 359 enrolled students from 20 countries. It was 34 full-time faculty members and 6 part-time, originating from 13 countries. The faculty is highly experienced, and most have backgrounds in international education. Students benefit from English medium education with an additional emphasis on other languages to support bilingualism. The school is operated by its own independent Board of Governors.

Representatives for the world's leading universities are visiting the high school yearly, and Skagerak offers university guidance for graduates. High School classes also attend international universities which have previously included University of British Columbia in Canada, Glyndŵr University in Wales, London School of Economics, and others. Despite being a private school, it is recognized by the Norwegian State Educational Loan Fund, which funds 85 percent of the tuition fees. Sports offered at Skagerak are soccer, tennis, volleyball, basketball, gymnastics, athletics, and indoor games. The campus facilities encompass two playing fields, two basketball courts, a tennis court, and a turf playing area. It has a cafeteria, an art room, and three science laboratories.

The annual graduation for High School students takes place during a ceremony held at the Banquet Hall at Scandic Park Hotel. Diplomas and awards are awarded at the ceremony.

As of 2011, there were 173 students enrolled at its high school, 102 at its middle school, and 95 at its elementary school. For high school students, 85 percent of the cost is covered by the state, and students paid an annual fee out-of-pocket of 20,790 NOK.

History
The Kindergarten (est. 2005) and the Primary School (est. 2000) were located in Kjellbergveien until 2011, and the Middle (est. 2000) and High Schools (est. 1991) in Framnesveien, housed in the old prestigious facilities of Framnæs shipyard mechanical workshop and facilities. In 2011, the Kindergarten and Primary School were moved to Framnesveien, and the schools are now united, occupying a total of three buildings between them.

Fourth grade at Skagerak won first and second spots in the international Destination Imagination competition in 2012, which was held in Manchester, England. Skagerak International School was the only Norwegian school to participate. The class qualified for the finals which were arranged at the University of Tennessee in Knoxville on May 23-26th, 2012.

21 High School students at Skagerak attended a Habitat for Humanity trip to Cluj in the Transylvania region of Romania on June 23, 2012. The students raised money before traveling to Romania where they constructed houses for the poor. Besides Romania, Skagerak has arranged similar trips to Moshi, Tanzania since 1997, where students have built classrooms, toilets, washing facilities, and more.

Two developing projects in Nepal received 300,000 NOK after a fundraiser by Skagerak in 2014. Rotary International donated 2,50 NOK for every 1 NOK the school collected for the projects. 26 students traveled to Nepal in the fall of 2014 to check up on the projects. The school has done similar fundraising with projects in Ladakh in the Himalayan part of India.

In the 2014 school year, international trips were offered to Spain, Germany, Nepal, Paris, France, and Geneva, Switzerland. High School and Middle School students traveled to Rongai, Kenya in the summer of 2016 as part of the Global Awareness Project.

Skagerak International became the first Norwegian school to attend the international conference operated by Future Problem Solving Program International in the United States in 2018. Skagerak students traveled to University of Wisconsin La Crosse in 2018 to compete against 2,200 students from throughout the world in the academic competitions where students apply critical thinking and problem-solving skills to hypothetical future situations.

Skagerak International School will open an elementary school and a middle school in Tønsberg, Norway in the fall of 2020. The schools will be located in the former facilities of Slottsfjellskolen, a building near Tønsberg Fortress which was designed by Henrik Thrap-Meyer in the 1880s.

Accreditations and affiliations
Skagerak is a member of the Norwegian Association For Private Schools (NFFL). The High School is also a member of UNESCO's SOUL project. It is accredited by the Norwegian Department of Education and Science.

The school's mission is: "To inspire, guide and challenge students to be actively involved in a caring and committed internationally-minded and bilingual community; engaging students in learning that enables them to succeed and encouraging them to assume responsibility."

Rankings
National tests in 2010 found Skagerak Middle School to be the second-best middle school in Norway.

The first release of national High School scores by the Ministry of Education and Research in 2016 found Skagerak to be one of the best in Norway.

Playmaker Theatre
Skagerak's Playmaker Theatre, previously known as Sandefjord Playmakers, was established in 2011. The theatre group's first production, a rendition of Peer Gynt by Henrik Ibsen, was performed at Sandefjord Spa in April 2012. In April 2013, they performed The Wizard of Oz and the performances were moved to Verdensteatret (The World Theatre) at Konges gate 1 in Oslo. The 2014 theatrical production was Romeo and Juliet, while C.S. Lewis’ Narnia: The Lion, the Witch and the Wardrobe was featured in 2015. The 2016 production was a rendition of J.R.R. Tolkien’s The Hobbit, in 2017 Oliver Twist, and the 2018 production was a reenactment of George Orwell’s Animal Farm. The 2019 production is Louise Carroll's Alice in Wonderland.

title: Skagerak International School


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Bernard Jauréguiberry

Jean Bernard Jauréguiberry (26 August 1815 – 21 October 1887) was a French admiral and statesman.

Early life
A native of Bayonne, Jauréguiberry entered the French Navy in 1831. He became a lieutenant in 1845, a commander in 1856, and a captain in 1860. After serving in the Crimea and in China, and being governor of Senegal, he was promoted to rear admiral in 1869.

Jauréguiberry served in the Crimean War as commander of the gunboat Grenade, distinguishing himself at the capture of Kinburn on 17 October 1855. He was twice commended for his conduct in orders of the day.

He served on land during the second part of the Franco-Prussian War, in the rank of auxiliary general of division. He was present at the battles of Coulmiers, Villepion and Loigny-Poupry, in command of a division, and in Chanzy's retreat upon Le Mans and the battle at that place in command of a corps.

Later naval career
Jauréguiberry had been amongst the most distinguished French naval officers in the military campaigns of the period. On 9 December he had been made vice admiral, and in 1871 he commanded the fleet at Toulon; in 1875 he was a member of the council of admiralty; and in October 1876 he was appointed to command the evolutionary squadron in the Mediterranean.

In February 1879 he became minister of the navy in the Waddington cabinet, and on 27 May following was elected a senator for life. He was again minister of the navy in the Freycinet cabinet in 1880. A fine example of the fighting French seaman of his time, Jaureguiberry died at Paris in October 1887.

Legacy
Two French ships have been named in the admiral's honour, the pre-dreadnought battleship FRENCH BATTLESHIP Jauréguiberry, in service from 1897 to 1919, and the fleet escort (T 53-class destroyer) FRENCH DESTROYER Jauréguiberry, in service from 1958 to 1977.

title: Bernard Jauréguiberry