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Streetcars in Washington, D.C.

Streetcars in Washington, D.C. transported people across the city and region from 1862 until 1962.

The first streetcars in Washington, D.C., were horse-drawn and carried people short distances on flat terrain; but the introduction of cleaner and faster electric streetcars, capable of climbing steeper inclines, opened up development of the hilly terrain north of the old city and in Anacostia into streetcar suburbs. Several of the district's streetcar lines were extended into Maryland, and two Virginia lines crossed into the district, effectively expanding the urban population from a dense downtown core into today's Washington metropolitan area.

The city experimented briefly with cable cars, but by the beginning of the 20th century, the streetcar system was fully electrified. By 1901, a series of mergers dubbed the "Great Streetcar Consolidation" had gathered most local transit firms into two major companies: Capital Traction Company and Washington Railway and Electric Company. In 1933, a second consolidation brought all streetcars under one company, Capital Transit.

Over the next decades, the streetcar system shrank amid the growing usage of the automobile and pressure to switch to buses. After a strike in 1955, the company changed ownership and became DC Transit, with explicit instructions to switch to buses. The system was dismantled in the early 1960s; the last streetcar ran on January 28, 1962.

Today, some streetcars, car barns, trackage, stations, and rights-of-way exist in various states of usage. Visible remnants of tracks and conduit remain intact in the centers of O and P Streets NW between 33rd and 35th Streets NW in Georgetown. Remnants of tracks and conduit also remain visible near at an M Street door of the Georgetown Car Barn.

Early transit in Washington
Public transportation began in Washington, D.C., almost as soon as the city was founded. In May 1800, two-horse stage coaches began running twice daily from Bridge and High Streets NW (now Wisconsin Avenue and M Street NW) in Georgetown by way of M Street NW and Pennsylvania Avenue NW/SE to William Tunnicliff's Tavern at the site now occupied by the Supreme Court Building. Service ended soon after it began.

The next attempt at public transit arrived in the spring of 1830, when Gilbert Vanderwerken's Omnibuses, horse-drawn wagons, began running from Georgetown to the Navy Yard. The company maintained stables on M Street, NW. These lines were later extended down 11th Street SE to the waterfront and up 7th Street NW to L Street NW. Vanderwerken's success attracted competitors, who added new lines, but by 1854, all omnibuses had come under the control of two companies, "The Union Line" and "The Citizen's Line." In 1860, these two merged under the control of Vanderwerken and continued to operate until they were run out of business by the next new technology: streetcars.

Washington and Georgetown Railroad
Streetcars began operation in New York City along the Bowery in 1832, but the technology did not really become popular until 1852, when Alphonse Loubat invented a side-bearing rail that could be laid flush with the street surface, allowing the first horse-drawn streetcar lines. The technology began to spread and on May 17, 1862, the first Washington, D.C., streetcar company, the Washington and Georgetown Railroad was incorporated. The company ran the first streetcar in Washington, D.C., from the Capitol to the State Department (then housed at the current Treasury Building) starting on July 29, 1862. It expanded to full operations from the Navy Yard to Georgetown on October 2, 1862. Another line opened on November 15, 1862. It was built along 7th Street NW from N Street NW to the Potomac River and expanded to the Arsenal (now Fort McNair) in 1875. A third line ran down 14th Street NW from Boundary Street NW (now Florida Avenue) to the Treasury Building. In 1863 the 7th Street line was extended north to Boundary Street NW.

Metropolitan Railroad
The Washington and Georgetown's monopoly didn't last long. On July 1, 1864, a second streetcar company, the Metropolitan Railroad, was incorporated. It opened lines from the Capitol to the War Department along H Street NW.

In 1872, the railroad built a line on 9th Street NW and purchased the Union Railroad (chartered on January 19, 1872). It used the Union's charter to expand into Georgetown. In 1873, it purchased the Boundary and Silver Spring Railway (chartered on January 19, 1872) and used its charter to build north on what is now Georgia Avenue. In June 1874, it absorbed the Connecticut Avenue and Park Railway (chartered on July 13, 1868; operations started in April 1873) and its line on Connecticut Avenue from the White House to Boundary Avenue. By 1888, it had built additional lines down 4th Street NW/SW to P Street SW, and on East Capitol Street to 9th Street.

Columbia Railway
Chartered by Congress on May 24, 1870 and beginning operations the same year, the Columbia Railway was the city's third horse car operator. It ran from the Treasury Building along H Street NW/NE to the city boundary at 15th Street NE. The company built a car barn and stable on the east side of 15th Street just south of H Street at the eastern end of the line.

Anacostia and Potomac River Railroad
The Anacostia and Potomac River Railroad was chartered on May 5, 1870. It wasn't given approval by Congress until February 18, 1875, but it was constructed that year. The streetcars traveled from the Arsenal and crossed the Navy Yard Bridge to Uniontown (now Historic Anacostia) to Nichols Avenue SE (now Martin Luther King Avenue) and V Street SE where a car barn and stables were maintained by the company. In 1888 the Anacostia and Potomac River expanded from the Navy Yard to Congressional Cemetery, and past Garfield Park to the Center Market (now the National Archives) in downtown. It also expanded up Nichols Avenue past the Government Hospital for the Insane (now St. Elizabeths Hospital).

Capitol, North O Street and South Washington Railway
The last streetcar company to begin operation during the horsecar era was the Capitol, North O Street and South Washington Railway. It was incorporated on March 3, 1875, and began operation later that year. It ran on a circular route around downtown D.C. A track on P Street NW was added in 1876. In 1881, the route was extended north and south on 11th Street West and tracks were rerouted across the Mall. It changed its name to the Belt Railway on February 18, 1893.

Horse-drawn chariots and the Herdic Phaeton Company
During this time, streetcars competed with numerous horse-drawn chariot companies. Starting on March 5, 1877, the date of President Hayes' inauguration, single-horse carriages began running on a route roughly parallel to the Washington and Georgetown's Pennsylvania Avenue route. After three years, streetcars forced the chariots out of business.

This was followed almost immediately by the Herdic Phaeton Company. The electric streetcar, however, was too much for the company to compete with and when its principal stockholder died in 1896, it ceased operations.

After the Herdic Company went under, the Metropolitan Coach Company began running horse-drawn coaches in conjunction with the Metropolitan Railroad, carrying passengers from 16th and T Streets NW to 22nd and G Streets NW. It began operations on May 1, 1897, with a car barn at 1914 E Street NW. In 1904, it became its own corporation.

The switch to electric power
Horsecars, though an improvement over horse-drawn wagons, were slow, dirty and inefficient. Horses needed to be housed and fed, created large amounts of waste, had difficulty climbing hills and were difficult to dispose of. Early horsecar companies soon began looking for alternative means of motive power. For example, the Washington and Georgetown experimented with a steam motor car in the 1870s and 1880s which was run on Pennsylvania Avenue NW near the Capitol several times, but was never placed in permanent use.

On February 2, 1888, the first successful electric streetcar system in the United States began to operate in Richmond, Virginia. The Richmond Union Passenger Railway was the result of five years of work by Frank Sprague, an 1878 Naval Academy graduate who had resigned his commission to work for Thomas Edison. Richmond's example drew intense interest from many cities, including Washington. On March 2, 1889, the District's government authorized every streetcar company in Washington to switch from horse power to underground cable or to electricity provided by battery or underground wire. At least two D.C. streetcar companies would install cable mechanisms at great expense only to switch to electric power.

Others moved straight to electrically powered trolleys. But the editor of the Washington Star newspaper led a successful crusade against the use of overhead wires strung along streets to transmit electricity from steam-driven power stations to the streetcars themselves. Instead of this method, common in other cities but which the editor found aesthetically displeasing, D.C. would adopt a far more expensive and finicky system involving an electrical conduit laid between rails in the street.

In 1890, the District authorized companies to sell stock to pay for the upgrades. In 1892, one-horse cars were banned within the city, and by 1894 Congress began requiring companies to switch to something other than horse power.

New electric streetcar companies
By 1888, Washington was expanding north of Boundary Street NW into the hills of Washington Heights and Petworth. Boundary Street was becoming such a misnomer that in 1890 it was renamed Florida Avenue. Climbing the hills to the new parts of the city was difficult for horses, but electric streetcars could do it easily. In the year following the successful demonstration of the Richmond streetcar, four electric streetcar companies were incorporated in Washington, D.C.

Eckington and Soldiers' Home
The Eckington and Soldiers' Home Railway was the first to charter, on June 19, 1888, and started operation on October 17. Its tracks started at 7th Street and New York Avenue NW, east of Mount Vernon Square, and traveled 2.5 miles to the Eckington Car Barn at 4th and T Streets NE via Boundary Street NE, Eckington Place NE, R Street NE, 3rd Street NE and T Street NE.

Another line ran up 4th Street NE to Michigan Avenue NE. A one-week pass cost $1.25. In 1889, the line was extended along T Street NE, 2nd Street NE and V Street NE to Glenwood Cemetery, but the extension proved unprofitable and was closed in 1894.

At the same time, an extension was built along Michigan Avenue NE to the B&O railroad tracks. In 1895, the company removed its overhead trolley lines in accordance with its charter and attempted to replace them with batteries. These proved too costly and the company replaced them with horses in the central city.

In 1896, Congress directed the Eckington and Soldier's Home to try compressed air motors and to substitute underground electric power for all its horse and overhead trolley lines in the city. The compressed-air motors were a failure and in 1899 the company switched to the standard underground electric power conduit.

Rock Creek Railway
The Rock Creek Railway, the second electric streetcar company incorporated in D.C., was incorporated in 1888 and started operations in 1890 on two blocks of Florida Avenue east of Connecticut Avenue. After completing a bridge over Rock Creek at Calvert Street on July 21, 1891, the line was extended through Adams Morgan and north on Connecticut Avenue to Chevy Chase Lake in Maryland. In 1893, a line was added through Cardozo/Shaw to 7th Street NW.

Georgetown and Tenleytown
A trio of streetcar companies provided service from Georgetown north and ultimately to Rockville, Maryland. The first one was the Georgetown and Tennallytown Railway, chartered on August 22, 1888, and just the third D.C. streetcar company to incorporate. It began operations in 1890 on a route that ran up from M Street NW up 32nd Street NW and then onto the Georgetown and Rockville Road (now Wisconsin Avenue NW) to the extant village of Tenleytown. That same year, the Tennallytown and Rockville Railway received its charter and began building tracks from the G&T's northern terminus to today's D.C. neighborhood of Friendship Heights and the Maryland state line. Finally, the Washington and Rockville Electric Railway was incorporated in 1897 to extend the tracks into Maryland line and onward to Bethesda and Rockville. Controlling interest in the companies was obtained first by the Washington Traction and Electric Company, then in 1902 by the Washington Railway and Electric Company. Streetcar service was replaced with buses in 1935.

Washington and Great Falls - Maryland and Washington

Two more Washington, D.C., streetcar companies operating in Maryland were incorporated by acts of Congress in the summer of 1892. Congress approved the Washington and Great Falls Electric Railway Company's charter on July 28, 1892, permitting the company to build an electric streetcar line from Georgetown to Cabin John, Maryland. Its tracks reached the District–Maryland line on September 28, 1895 and Cabin John in 1897. Multiple Sources:

Congress approved the Maryland and Washington Railway's charter on August 1, 1892. That railroad's tracks ran on Rhode Island Avenue NE from 4th Street NE reaching what is now Mount Rainier on the Maryland line in 1897. At its southern terminus it connected to the Eckington and Soldier's Home.

Capital Railway
The first electric streetcar to operate in Anacostia was the Capital Railway. It was incorporated by Colonel Arthur Emmett Randle on March 2, 1895, to serve Congress Heights. It was to run from Shepherds Ferry along the Potomac and across the Navy Yard Bridge to M Street SE.

A second line would run along Good Hope Road SE to the District boundary. The line was built during the Panic of 1896 despite 18 months of opposition from the Anacostia and Potomac River. In 1897 it experimented with the "Brown System", which used magnets in boxes to relay power instead of overhead or underground lines, and with double trolley lines over the Navy Yard Bridge. Both were failures.

By 1898, the streetcar line ran along Nichols Avenue SE to Congress Heights, ending at Upsal Street SE. At the same time the Capital Railway was incorporated, the Washington and Marlboro Electric Railway was chartered to run trains across the Anacostia River through southeast Anacostia to the District boundary at Suitland Road and from there to Upper Marlboro, but it never laid any track.

Baltimore and Washington
The Baltimore and Washington Transit Company was incorporated before 1894, with authorization to run from the District of Columbia across Maryland to the Pennsylvania border. On June 8, 1896, it was given permission to enter the District of Columbia and connect to the spur of the Brightwood line that ran on Butternut St NW. In 1897, the railroad began construction on a line, known locally as the Dinky Line, that began at the end of the Brightwood spur at 4th and Butternut Streets NW, traveled south on 4th Street NW to Aspen Street NW and then east on Aspen Street NW and Laurel Street NW into Maryland.

Between 1903 and 1917, a line was added running south on 3rd St NW and west on Kennedy St NW to Colorado Avenue where it connected to Capital Traction's 14th Street line. On March 14, 1914, it changed its name to the Washington and Maryland Railway.

East Washington Heights
The East Washington Heights Traction Railroad was incorporated on June 18, 1898. By 1903 it ran from the Capitol along Pennsylvania Avenue SE to Barney Circle, and by 1908, it went across the bridge to Randle Highlands (now known as Twining) as far as 27th St SE. By 1917 it had been extended out Pennsylvania Avenue past 33rd Street SE., but the company ceased operations by 1923.

Washington, Spa Spring, and Gretta
On July 5, 1892, the District of Columbia Suburban Railway was incorporated to run streetcars on Bladensburg Road NE from the Columbia Railroad tracks on H Street NE to the Maryland line and from Brookland to Florida Avenue NE. It was never built.

But the route was reused by the final streetcar company to form in D.C.: the Washington, Spa Spring and Gretta Railroad. It was chartered by the state of Maryland on February 13, 1905, and authorized to enter the District on February 18, 1907. Construction began by March 22, 1908.

In 1910, the company began running cars along a single track from a modest waiting station and car barn near 15th Street NE and H Street NE along Bladensburg Road NE to Bladensburg.

Although initially planned to go as far as Gettysburg, Pennsylvania, the line never ran further than an extension to Berwyn Heights, Maryland. The route was planned to promote development of company-owned land adjacent to the tracks, but it never successfully competed with established rail lines in the same area. Noting its diminished ambitions, it became the Washington Interurban Railway on October 12, 1912, and changed the Railway to Railroad in 1919.

Washington and Georgetown Railroad
After the March 2, 1889, D.C. law passed, the Washington and Georgetown began installing an underground cable system. Their 7th Street line switched to cable car on April 12, 1890. The rest of the system switched to cable by August 18, 1892. In 1892, they extended their track along 14th to Park Road NW.

Brightwood Railway
On October 18, 1888, the day after the Eckington and Soldier's Home began operation, Congress authorized the Brightwood Railway to electrify the Metropolitan's streetcar line on Seventh Street Extended NW or Brightwood Avenue NW (now known as Georgia Avenue NW) and to extend it to the District boundary at Silver Spring. In 1890 they bought the former Boundary and Silver Spring line from the Metropolitan, but continued to operate it as a horse line. In 1892 it was ordered by Congress to switch to overhead electrical power and complete the line. The next year, the streetcar tracks reached Takoma Park via a spur along Butternut Street NW to 4th Street NW. In 1898, the Brightwood was ordered to switch to underground electric power on pain of having its charter revoked.

Metropolitan
The Metropolitan experimented with batteries in 1890 but found them unsatisfactory. On August 2, 1894, Congress ordered the Metropolitan to switch to underground electrical power. It complied, installing the underground sliding shoe on the north–south line in January 1895. The Metropolitan switched the rest of the system to electric power on July 7, 1896. In 1895, the Metropolitan built a streetcar barn near the Arsenal and a loop in Georgetown to connect it to the Georgetown Car Barn. In 1896, it extended service along East Capitol Street and built the East Capitol Street Car Barn. It also extended its service from Connecticut Avenue to Mount Pleasant, running up Columbia Avenue and Mount Pleasant Road to Park Road.

Columbia
The Columbia decided to try a cable system, the last cable car system built in the United States. They built a new cable car barn and began operating the system on March 9, 1895. It became clear that the underground electrical system was superior, so it quickly abandoned cable cars and switched to electrical power on July 22, 1899. The last cable car in the city ran the next day.

Using electricity from the power plant built to power its cable operation, the Columbia won permission in 1898 to build a line east along Benning Road NE, splitting on the east side of the Anacostia. One branch ran to Kenilworth, and the other, built in 1900, connected at Seat Pleasant with the terminus of the steam-powered Chesapeake Beach Railway.

Belt
In 1896, the Belt Railway tried out compressed air motors. The compressed air motors were a failure, and in 1899 the cars were equipped with the standard underground power system.

Anacostia and Potomac River
The Anacostia and Potomac River switched from horses to electricity in April 1900. This was the last horse-drawn streetcar to run in the District.

Virginia trolleys operating in Washington, D.C.
Two electric trolley companies serving Northern Virginia also operated in the District; a third received permission to do so, but never did.

The Washington & Arlington Railway was the first Virginia company given permission to operate in Washington. It was incorporated on February 28, 1892, with the right to run a streetcar from the train station at 6th Street NW and B Street NW to Virginia across a planned new Three Sisters Bridge. It was also allotted space in the Georgetown Car Barn. The company was never able to build the new bridge, and so never operated in Washington.

The Washington, Alexandria, and Mount Vernon Electric Railway began operating between Alexandria and Mount Vernon in 1892. On August 23, 1894, it was given permission to enter the District of Columbia using a boat or barge. However, the railroad never actually used any such watercraft.

The railroad completed its tracks in 1896 and began serving a waiting station at 14th Street NW and B Street NW. From the waiting station it used the Belt Line Street Railway Company's tracks on 14th Street NW to reach the Long Bridge, a combined road and rail crossing of the Potomac River. In 1906, the Long Bridge's road and streetcar tracks were relocated to a new truss bridge (the Highway Bridge), immediately west of the older bridge. This span was removed in 1967.

In 1902, the railroad moved its station, as the Belt Line's tracks were circling the block containing the site of a planned new District Building (now the John A. Wilson Building). The new station at 1204 N. Pennsylvania Avenue extended along 12th Street NW from Pennsylvania Avenue NW to D Street NW, near the site of the present Federal Triangle Metro station and on the opposite side of 12th Street from the Post Office building. Multiple Sources:
 * Washington-Virginia Railway Co. timetable in
 * Washington-Virginia Railway Co. timetable in
 * Washington-Virginia Railway Co. timetable in

On October 17, 1910, the Washington and Arlington, by then the Washington, Arlington & Falls Church Railroad, and the Washington, Alexandria and Mount Vernon merged to form the Washington–Virginia Railway. The company had difficulty competing and in 1924 declared bankruptcy. In 1927 the two companies were split and sold at auction. The former Washington, Arlington & Falls Church Railroad reemerged as the Arlington and Fairfax Railway and continued to serve the city on the Washington-Virginia route until January 17, 1932, when the Mt. Vernon Memorial Highway (now the George Washington Memorial Parkway) opened.

The Great Falls and Old Dominion Railroad was chartered on January 24, 1900, and authorized to enter the District on January 29, 1903. It crossed over the Aqueduct Bridge and terminated at a station immediately west of the Georgetown Car Barn. In 1912, it was incorporated into the new Washington and Old Dominion Railway and became the Great Falls Division of that company.

The Great Streetcar Consolidation
By the mid-1890s, there were numerous streetcar companies operating in the city. Congress attempted to deal with this fractured transit system by requiring them to accept transfers, set standard pricing and by allowing them to use one another's track. But eventually, lawmakers settled on consolidation as the best solution.

On March 1, 1895, Congress authorized the Rock Creek to purchase the Washington and Georgetown on September 21, producing the Capital Traction Company. The consolidated company would replace its cable cars with an electric system after its powerhouse at 14th and E NW burned down on September 29, 1897. The 14th Street branch switched to electric power on February 27, 1898; the Pennsylvania Avenue division on April 20, 1898; and the 7th Street branch on May 26, 1898.

The Anacostia and Potomac River began expanding on June 24, 1898, by purchasing the Belt Railway; the next year, it bought the Capital Railway.

Later that year, the Eckington and Soldier's Home purchased the Maryland and Washington. On June 27, 1898, the new, combined company changed its name to the City and Suburban Railway of Washington. Later that year, it bought the Columbia and Maryland Railway, which ran from Mount Rainier to Laurel.

Between 1896 and 1899, a consortium of three businessmen purchased controlling interests in several regional streetcar companies: the Metropolitan; the Columbia; the Anacostia and Potomac River; the Georgetown and Tennallytown; the Washington, Woodside and Forest Glen; the Washington and Great Falls; and the Washington and Rockville railway companies. This consortium also gained control of the Potomac Electric Power Company and the United States Electric Lighting Company. They incorporated the Washington Traction and Electric Company on June 5, 1899, as a holding company for these interests. But the holding company had borrowed too heavily and paid too much for the subsidiaries and quickly landed in financial trouble.

To prevent transit disruption, Congress on June 5, 1900, authorized the Washington and Great Falls to acquire the stock of any and all of the railways and power companies owned by Washington Traction. When Washington Traction defaulted on its loans on June 1, 1901, Washington and Great Falls moved in to take its place. On February 4, 1902, Washington and Great Falls changed its name to the Washington Railway and Electric Company (WR&E), reincorporated as a holding company and exchanged stock in Washington Traction and Electric one for one for stock in the new company (at a discounted rate).

Not every company became a part of the WR&E immediately. The City and Suburban Railway and the Georgetown and Tennallytown operated as subsidiaries of the WR&E until October 31, 1926, when it purchased the remainder of their stock.

During this time, the streetcar companies continued to expand both trackage and service. The American Sight-Seeing Car and Coach Company started running tourist cars along the WR&E streetcar tracks in 1902 and continued until it switched to large automobiles in 1904. In 1908, the WR&E's U Street line was extended east down Florida Avenue NW/NE to 8th Street NE, and from there south down 8th Street NE/SE to the Navy Yard. On June 24, 1908, the first streetcars began service to Union Station along Delaware Avenue NE and by December 6 cars of both Capital Traction and the WR&E were serving the building along Massachusetts Avenue NE.

In 1908, the Washington, Baltimore and Annapolis Electric Railway began service from Washington to Baltimore and Annapolis. Though technically an interurban, this railway used streetcar tracks from its terminal at 15th and H Streets NE and across the Benning Road Bridge where it switched to its own tracks in Deanwood. It was the main source of transportation to Suburban Gardens, known as "the black Glen Echo", the first and only major amusement park within Washington.

The next major consolidation occurred on August 31, 1912, when the WR&E purchased the controlling stock of the Anacostia and Potomac River. This left six companies operating in Washington, four of which had less than 3 miles of track. It also led to Congress passing the "Anti-Merger Act", prohibiting mergers without Congress' approval and establishing the Public Utilities Commission. In 1914 a failed attempt was made to have the federal government purchase all of the streetcar lines and companies. Streetcars were unionized in 1916 when local 689 of the Amalgamated Association of Street, Electric Railway and Motor Coach Employees of America won recognition after a three-day strike.

In 1916, Capital Traction took ownership of the Washington and Maryland and its 2.591 miles of track.

Further consolidation came in the form of the North American Company, a transit and public utility holding company. North American began to acquire WR&E stock in 1922, gaining a controlling interest by 1928. By December 31, 1933, it owned 50.016% of the voting stock. North American tried to purchase Capital Traction, but never owned more than 2.5% of Capital Traction stock.

Bustitution and competition
By 1916, streetcar use was reaching its peak in Washington, D.C. The combined systems had over 200 miles of track, with almost 100 in the city. Passengers could travel to Great Falls, Glen Echo, Rockville, Kensington and Laurel in Maryland; and to Mount Vernon, Alexandria, Vienna, Fairfax, Leesburg, Great Falls and Bluemont in Virginia. World War I saw further increases in passenger traffic. But the streetcars were also under increasing threat from competition.

The first threat to the streetcars was gasoline-powered taxicabs. The taximeter, invented in 1891, combined with the combustion engine, created a new form of public transportation. The first taxicabs hit Washington streets in 1908, and their numbers grew thereafter.

Buses were the next competitors. In 1909, the Metropolitan Coach Company began to switch from horse-drawn coaches to gasoline-powered coaches. It had completed the transition by 1913, becoming a precursor to the bus companies. But it failed financially and on August 13, 1915, the company ceased operations. The first formal bus company in the nation's capital, the Washington Rapid Transit Company, was incorporated on January 20, 1921. By 1932, it was carrying 4.5% of transit customers. Two years later, the last streetcar line was built.

In 1923, three streetcar companies switched to buses. The first was the East Washington Heights, which replaced its two streetcars and one mile of track with a bus line. The Washington Interurban switched next; its tracks were removed when Bladensburg Road was repaved.

The same year, operations across the Potomac River between Rosslyn and Georgetown were handed over by the Washington and Old Dominion Railway, which had run on the decaying Aqueduct Bridge, to Capital Traction Company, running down the center of the new Key Bridge. The W&OD agreed not to vie for rights on the new bridge, and Capital Traction, which had been seeking cross-river operations, built a new terminal for the Virginia railroad next to its own new loop in Rosslyn.

In 1931, Capital Traction abandoned the decades-old service of delivering freight aboard its streetcars.

Nearly a decade after the W&OD left Washington, the Arlington and Fairfax lost the right to use the Highway Bridge. The last Arlington and Fairfax streetcar departed from 12th Street NW and D Street NW, on January 17, 1932. The Arlington and Fairfax Motor Transportation Company was established to replace the streetcar service.

In the summer of 1935, after the consolidation, Capital Transit converted several major lines from streetcars to buses: the line from Friendship Heights to Rockville (formerly the Washington and Rockville), the P Street line (Metropolitan), the Anacostia-Congress Heights line (Capital Railway) and the Connecticut Avenue line in Chevy Chase (Rock Creek). At the same time, the Chesapeake Beach Railway and the Washington, Baltimore and Annapolis interurban ceased operations.

The Columbia Railway Company Car Barn was converted to a bus barn in 1942.

Monopoly
On December 1, 1933, the WR&E, Capital Traction, and Washington Rapid Transit merged to form the Capital Transit Company. The WR&E continued as a holding company, owning 50% of Capital Transit and 100% of Potomac Electric Power Company (PEPCO), but Capital Traction was dissolved. For the first time, street railways in Washington were under the management of one company.

Capital Transit made several changes. As part of the merger, the Capital Traction generating plant in Georgetown was closed (and, in 1943, decommissioned) and Capital Transit used only conventionally supplied electric power. In 1935, it closed several lines and replaced them with bus service.

Because the Rockville line in Maryland was one of the lines that was closed, the Capital Transit Community Terminal was opened at Wisconsin Avenue NW and Western Avenue NW on August 4, 1935. At the same time, the car barn on the west side of Wisconsin at Ingomar was razed and replaced with the Western Bus Garage.

In 1936, the system introduced route numbers. On August 28, 1937, the first PCC streetcars began running on 14th Street NW. By early 1946, the company would place in service 489 of the streamlined, modern PCC model and, in the early 1950s, become the first in the nation to have an all-PCC fleet.

During the 1930s, city newspapers began pushing for streetcar tunneling. The Capitol Subway was built in 1906 and three years later, the Washington Post called for a citywide subway to be built. Nothing happened until Capital Transit took over. The full $35 million plan to depress streets as trenches for exclusive streetcar use never materialized, but in 1942 an underground loop terminal was built at 14th and C Streets SW under the Bureau of Engraving and on December 14, 1949, the Connecticut Avenue subway tunnel under Dupont Circle, running from N Street to R Street, was opened.

At first, business was good for the new company. During World War II, gasoline rationing limited automobile use, but transit companies were exempt from the rationing. Meanwhile, wage freezes held labor costs in check. With increased revenue and steady costs, Capital Transit conservatively built up a $7 million cash reserve. In 1945, Capital Transit had America's third-largest streetcar fleet.

In 1946 in a decision by the United States Supreme Court in North American Co. v. Securities and Exchange Commission, the Supreme Court upheld the Public Utility Holding Company Act of 1935 and forced North American, because it also owned the Potomac Electric Power Co., to sell its shares of Capital Transit. Buyers were hard to come by, but on September 12, 1949, Louis Wolfson and his three brothers purchased from North American 46.5% of the company's stock for $20 per share and the WR&E was dissolved. For $2.2 million they bought a company with $7 million in cash.

The Wolfsons began paying themselves huge dividends until, in 1955, the war chest was down to $2.7 million. During the same period, transit trips dropped by 40,000 trips per day and automobile ownership doubled.

On December 29, 1954, Capital Transit lost one of its last freight customers when the East Washington Railway took over the delivery of coal from the B&O to the PEPCO power plant at Benning. Previously this had been done using Capital Transit's steeple-cab electric locomotives operating over a remnant of the Benning car line.

D.C. Transit
In January 1955 the Capital Transit Company, then consisting of 750 buses and 450 streetcars, sought permission for a fare increase, but was denied. So that spring, when employees asked for a raise, there was no money available and the company refused to increase pay.

Frustrated, employees went on strike on July 1, 1955. The strike, only the third in D.C. history and the first since a three-day strike in 1945, lasted for seven weeks. Commuters were forced to hitch rides and walk in the brutal summer heat.

On July 18, 1956, after Wolfson dared the Senate to revoke his franchise, claiming no other entrepreneur would take the company on, the 84th United States Congress did just that. On July 24, 1956, Public Law 84-757 (An Act to grant a franchise to D. C. Transit System, Inc., and for other purposes) was approved. Soon afterwards, O. Roy Chalk, a New York financier, bought the franchise for $13.5million (equivalent to $million in ) and renamed it D.C. Transit. Chalk controlled D.C. Transit through his controlling interest in Trans Caribbean Airways. According to 1959 Congressional Hearing testimony, Trans Caribbean owned 85% of the stock of D.C. Transit. At that time, Trans Caribbean was a small scheduled carrier flying from New York to San Juan, Puerto Rico.

During the summer of 1970, D.C. Transit "came under fire from a group of its African American drivers for discrimination in promotions and assignments". There were specific complaints about a lack of black leadership.

On January 3, 1971, Chalk appointed Robert W. Dickerson, Jr. as Superintendent of Operating Personnel. The first Black person to lead D.C. Transit, Dickerson had joined the company as a bus operator after completing college and serving in the U.S. Army. He then rose through the ranks from Depot Clerk to Acting Coordinator of Operating Personnel before being appointed to the leadership position.

Abandonment
As part of the sale of Capital Transit to Chalk, Congress required him to replace all streetcars with buses by 1963. Chalk fought the retirement of the streetcars but was unsuccessful, and the final abandonment of the streetcar system began on September 7, 1958, with the end of the North Capitol Street (Route 80) and Maryland (Route 82) lines. On January 3, 1960, the Glen Echo (Route 20), Friendship Heights (Route 30) & Georgia Avenue (Routes 70, 72, 74) streetcar lines were abandoned and the Southern Division (Maine Avenue) Car Barn was closed. This technically ended "trolley" cars in D.C. as only conduit operations remained. On December 3, 1961, the streetcar lines to Mount Pleasant (Routes 40, 42) and 11th Street (Route 60) were abandoned.

The remaining system, including lines to the Navy Yard, the Colorado Avenue terminal, and the Bureau of Engraving (Routes 50, 54) and to the Calvert Street Loop, Barney Circle, and Union Station (Routes 90, 92) was shut down in January 1962. Early on the morning of Sunday, January 28, 1962, preceded by cars 1101 and 1053, car 766 entered the Navy Yard Car Barn for the last time, and Washington's streetcars became history. The last scheduled run, filled with enthusiasts and drunken college students, left 14th and Colorado at 2:17am and arrived at Navy Yard ten minutes late at 3:05am. One last special trip, carrying organized groups of trolley enthusiasts, set out after that and returned at 4:45am. By the afternoon of the 28th, workers began tearing out the streetcar tracks and platforms along 14th Street.

Street cars
After the system was abandoned, several hundred cars were cut in half at the center door and scrapped. Others were sold: 101 to Barcelona where some continued in service until 1971; 71 to Sarajevo where they ran until 1983 and nine were converted to the only articulated PCC streetcars; and 15 to Fort Worth, Texas, where they ran on the Tandy Center Subway until it shut down in 2002.

About 20 streetcars remain in existence, none in active daily operation. One Capital Transit PCC car has been restored and operates occasional special service in Sarajevo. One of the trams sold to Fort Worth, Capital Transit 1551, was repainted and transferred to the McKinney heritage streetcar in Dallas in 2002, but has been out of service since 2006 with mechanical and electrical problems.

Others serve as museum pieces. The only Washington streetcar still in the District is Capital Traction 303, on display in the Smithsonian's National Museum of American History. The Smithsonian Institution also preserved Washington and Georgetown 212. The car is in storage at the Smithsonian's facility in Suitland, Maryland.

Others are preserved, in various conditions, at the National Capital Trolley Museum in Colesville, Maryland, including D.C. Transit/Capital Transit 1101, 1430, and 1540; Capital Traction 522, 27 (ex-DC Transit 766) and 09; and WR&E 650. Three more were destroyed in a fire on September 28, 2003. In July 2020, the museum acquired DC Transit 1470 from the Virginia Museum of Transportation in Roanoke, Virginia.

Farther from D.C., Capital Transit 010 (a snow sweeper) is in the collection of the Connecticut Trolley Museum. D.C. Transit 1304 is at the Seashore Trolley Museum in Kennebunkport, Maine. Three of the Ft. Worth cars are held in storage by North Texas Historic Transportation with plans to place them in a yet-to-be-built museum. One of the Tandy Center cars is preserved by Leonard's Museum. Two of the Barcelona cars are privately owned and stored in Madrid, Spain and Ejea de los Caballeros, Spain. Another two are in the Museu del Transport in Castellar de n'Hug, Spain.

Tracks
Much of the track in Washington, D.C. was removed and sold for scrap. The complex trackwork on Capitol Plaza in front of Washington Union Station was removed in the mid-1960s. The Pennsylvania Avenue NW trackwork between the Capitol and the Treasury Building was removed during the street's mid-1980s redevelopment. Elsewhere, the track was buried under pavement.

The loop tracks of the former Capital Transit connection, behind the closed restaurant on Calvert Street NW, immediately east of the Duke Ellington Bridge, are extant under asphalt. The tracks on Florida Avenue also exist under pavement (as shown by the eternal seam above the conduit). Tracks also exist under Ellington Place NE, 3rd Street NE, 8th Street SE, and elsewhere. In 1977, the tracks on M Street and Pennsylvania Avenue in and near Georgetown were paved over.

Visible remnants of the Metropolitan Railroad's Georgetown tracks and conduit remain intact in the centers of the cobblestoned blocks of O and P Streets NW between 33rd and 35th Streets NW. Remnants of tracks and conduit also remain visible near an M Street door of the Georgetown Car Barn.

Car barns and shops
Some car barns, or car houses as they were later known, survived in part or in whole.
 * The Washington and Georgetown Car Barn (later known as the M Street Shops) at 3222 M Street NW, which had served as stables for Gilbert Vanderwerken's omnibus line, a streetcar garage and maintenance shop and as a tobacco warehouse, was turned into a mall known as The Shops at Georgetown Park in 1981. Only the facade of the original car barn remains.
 * The Washington and Georgetown Railroad Company Car Barn at 1346 Florida Avenue NW, originally built in 1877 and sold in 1892, is known today as the west building of the Manhattan Laundry. It served as the home to the Booker T. Washington Public Charter School from 1999 to 2014. It's now home to the Franklin Hall bar, Maydan restaurant and La Colombe coffee.
 * The original Eckington Car Barn at 400 T Street NE burned down before 1920 and a new one was built to replace it. That building is now a postal vehicle maintenance facility.
 * The Navy Yard Car Barn (officially the Washington and Georgetown Railroad Car House and colloquially "The Blue Castle") at 770 M Street SE is the sole surviving artifact of the cable car era. Its building has served as a bus garage and in 2021 was home to the Richard Wright Public Charter School.
 * In 2005, Preferred Real Estate Investments, Inc., bought the building and made plans to use it for retail space. In January 2008, Madison Marquette Real Estate Services purchased the building, held it as an investment and used its space for offices. In 2014, Madison Marquette sold the building to the National Community Church, which renovated it, renamed it to "The Capital Turnaround" and made plans to use its space for an indoor marketplace, a child development center and a 1000-seat event space where the church would conduct services.
 * The Georgetown Car Barn at 3600 M Street NW, with "Capital Traction Company" still written above the main door, now serves as classroom and administrative space for Georgetown University. It includes the famous "Exorcist steps" that connect Prospect Street NW to M Street NW. O. Roy Chalk owned the building until 1992 when the Minneapolis-based Lutheran Brotherhood took possession of the property in a foreclosure. Developer Douglas Jemal bought it in May 1997.
 * The East Capitol Street Car Barn, at 1400 East Capitol Street NE, was used as a bus barn from 1962 to 1973 and then sat vacant until it was turned into condominiums.
 * The Decatur Street Car Barn (a.k.a. the Capital Traction Company Car Barn or Northern Carhouse), at 4615 14th Street NW, was built in 1906 and is now used as a Metrobus barn. One of three designed by Waddy Wood, it is the only car barn still used for transit.

 * Benning Car House, the red brick building at the northeast corner of Benning Road & Kenilworth Avenue on the grounds of PEPCO's Benning Road Power Plant, was built in 1941 and went out of service with the conversion of this carline to buses on May 1, 1949. The building has been structurally modified and still stands.
 * Grace Street Power House, at 3221 Grace Street. Built in 1917 by the D.C. Paper Manufacturing Company, the three-bay brick-and-steel structure was built to serve as the power house for the paper company. By 1919, the paper company was using a different power house and this one was purchased by the Capitol Traction Company, to use as a store room.

Other car barns were demolished.
 * The Anacostia and Potomac River Car Barn at Martin Luther King Jr. Avenue SE and V Street SE is gone.
 * The Columbia Railway Car Barn in Trinidad served as a bus barn until it was demolished in 1971 and replaced with apartments.
 * The Metropolitan Street Railway Car Barn (a.k.a. the Seventh Street-Wharves Barn) and the adjacent shops on 4th Street SW were torn down in 1962 to make room for the Riverside Condominiums.
 * The Tenleytown Car Barn (a.k.a. Western Carhouse or Tennally Town Car Barn), the first car barn and powerhouse for the Tennallytown line, was built around 1897 at what is now the intersection of Wisconsin Avenue NW and Calvert Street NW. It was removed sometime before 1920 and replaced around 1935. This second structure was removed before 1958.
 * The Capital Traction Company Powerhouse in Georgetown was torn down in 1968; the land it sat on is now part of the Georgetown Waterfront Park.
 * Falls Barn, near Georgetown University, was demolished between 1948 and 1958.
 * A car barn was built in Mount Pleasant around 1892, but it was gone by 1948.
 * A barn was built at 2411 P Street NW by the Metropolitan around 1870 and served as stables, a power house, car barn and repair shops. Much of the property was destroyed when Q Street was extended, but the remainder lasted until at least 1920.
 * The Brightwood Car House, at 5929 Georgia Avenue NW, was built in 1909 as a car barn and electric generation substation to replace a 'car stable' that burned down on January 16, 1898. It was designed by the engineer W.B. Upton who also designed the Eckington car barn. In 1955 PEPCO sold the car barn, and it ceased operation as a streetcar facility.

 * The car barn became the showroom and service center for Hicks Chevrolet which modified the facade. In 1976 the dealership was sold and became Curtis Chevrolet. Curtis Chevrolet closed on November 30, 2007, and was sold to Foulger-Pratt for redevelopment. Though the D.C. Historical Preservation Society asked Foulger-Pratt to reuse, not destroy, the car house, in 2010, Walmart announced that they planned to raze the car barn and build a store on the site, to open in 2012.
 * Plans by Walmart to bring the entire structure down were approved and demolition began on September 6, 2011. Demolition was shortly thereafter halted for a historical preservation review, but historic designation was denied and the entire structure came down in March 2012. The Walmart opened on December 2, 2013. The new structure included bricks and trusses from the original car barn, which is all that remains of it.

Stations and loops
A few stations and terminals have survived. Sometime after conversion of the Mt. Pleasant Line in December 1961, the Dupont Circle streetcar stations were used as a civil defense storage area for a few years and then left empty again.

The space was once considered for a columbarium. In 1993 one of the stations was opened as a food court called DuPont Down Under, but after only 18 months it closed.

In 2007, D.C. Council member Jim Graham began consideration of a suggestion to allow adult-themed clubs to move into the property. It has now been set aside as an arts space and is under the management of the Dupont Underground.

The Colorado Avenue Terminal on 14th Street NW is still in use as a Metrobus stop. The Calvert Street loop just east of the Duke Ellington Bridge is still used as a Metrobus turnaround loop.

There was a streetcar station in the center of Barney Circle, but it was removed in the 1970s. The streetcar turnaround at 11th and Monroe NW is now the 11th and Monroe Streets Park.

Tunnels
The Dupont Circle streetcar station tunnel entrances, located where the medians of Connecticut Avenue NW now stand, north of N Street NW, and between R Street NW and S Street NW, were filled in and paved over in August 1964, leaving only the traffic tunnel.

The C Street NW/NE tunnel beneath the Upper Senate Park remained in use as a one-way service road adjacent to the Capitol, but since 9/11 it has been closed to the public.

The Bureau of Engraving and Printing underground loop is now part of a parking structure and storage area that is located directly underneath 14th Street SW. Tracks can still be seen in the floors in some locations of the Bureau.

Right-of-way
The right-of-way of the Glen Echo line is mostly extant from the Georgetown Car Barn all the way to the Dalecarlia Reservoir filtration plant in DC and from the District line to Cabin John in Maryland. The DC section includes an abutment near an entrance to Georgetown University, a trestle over Foundry Branch in Glover Archbold Park, the median of Sherier Place NW from Cathedral Avenue NW to Manning Place NW and a strip of land along most of the right-or-way.

Part of the right-of-way on the Georgetown campus was removed in the spring of 2007 to create a turning lane off of Canal Road NW. Bridge #1 at Georgetown University was removed in 1976. The section from the aqueduct to Foxhall Road was purchased by the District of Columbia in the early 1980s to construct a crosstown watermain.

In 1980 and 1981, the three other bridges along the right-of-way - Bridge #3 at Clark Place, Bridge #4 next to Reservoir Road, and Bridge #5 over Maddox Branch in Battery Kemble Park - were removed during the construction of the water main. Bridge #6 over the Little Falls Branch Valley was removed sometime prior to 2000. The wide median of Pennsylvania Avenue SE from the Capitol to Barney Circle was built in 1903 to serve as a streetcar right-of-way. It now serves as urban greenspace.

Other remnants
Perhaps the most visible remnant of the streetcar system is the Metrobus system, run by the Washington Metropolitan Area Transit Authority (WMATA). On January 14, 1973, WMATA purchased DC Transit and the Washington, Virginia and Maryland Coach Company (followed on February 4 by the purchase of AB&W Transit Company and WMA Transit Company) unifying all the bus companies in D.C.

Many of today's WMATA's bus routes are only marginally changed from the streetcar lines they followed. For example, the #30 streetcar route that ran from Barney Circle to Friendship Heights is now the 30 bus line that runs from Anacostia through Barney Circle to Friendship Heights, and the #70 streetcar route to Brightwood is now the 70 bus that continues to run to Brightwood.

Other remnants include the Potomac Electric Power Company, the electric portion of Washington Traction and Electric Company, which remains the D.C. area's primary electrical power company; some streetcar-related manhole covers that remain in use around town; and four tall lampposts for Capital Traction's overhead wires on the Connecticut Avenue bridge over Klingle Valley in Cleveland Park. The poles likely date back to the bridge's construction in 1931.

The National Capital Trolley Museum holds in its archives an extensive collection of various artifacts from Washington's streetcar systems.

title: Streetcars in Washington, D.C.


text:
Talk:Badis ibn al-Mansur

Untitled
Using a lot of old classifications here. It's really hard to tell exactly where all this is happening if you don't know the historical names of this area (besides Algeria.) 61.25.248.86 06:30, 6 October 2005 (UTC)

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

title: Talk:Badis ibn al-Mansur


text: User talk:211.120.52.144

title: User talk:211.120.52.144


text: Category:Airports in Nicaragua

title: Category:Airports in Nicaragua


text: Category:Airports in Nigeria

title: Category:Airports in Nigeria


text:
User talk:Michael.william.green

established formal diplomatic relations with the People's Republic of China; took responsibility for tertiary education over from the states and abolished tertiary fees; cut tariffs across the board by 25% and abolished the Tariff Board; established the Schools Commission to distribute Federal funds to assist non-government schools on a needs basis; introduced a supporting benefit for single-parent families; abolished the death penalty for Federal crimes; reduced the voting age to 18 years; abolished the last vestiges of the White Australia Policy; introduced language programs for non-English speaking Australians; mandated equal opportunities for women in Federal Government employment; appointed women to judicial and administrative positions; set up the National Aboriginal Consultative Committee; amalgamated the five separate defence departments; instituted direct federal grants to local governments; and established the Order of Australia, Australia's own honours system.

In its second term, the Whitlam Government continued with its legislative reform program, but became embroiled in a series of controversies and scandals, including secret attempts to borrow large amounts of money from Middle Eastern governments, by-passing the Treasury and correct constitutional procedures (the "Loans Affair"). Whitlam was forced to dismiss Treasurer Jim Cairns and another senior minister, Rex Connor, for misleading Parliament.

So on 11 November 1975, without giving Whitlam more than a moment's warning, Kerr revoked Whitlam's commission and installed Fraser as caretaker Prime Minister until a federal election could be held. He then immediately accepted Fraser's advice to call a double dissolution election, in an ironic twist using as triggers the same bills that the Coalition had rejected in the Senate.

During its three years in power, the Whitlam government was responsible for a long list of legislative reforms, most of which still stand today. It replaced Australia's adversarial divorce laws with a new, no-fault system, acted to improve the position of the Aboriginal minority, slashed tariff barriers, ended conscription, introduced a universal national health insurance scheme (Medibank, now known as Medicare), sponsored free university education, introduced needs-based federal funding for private schools, established the long-awaited "third tier" in Australian radio by legislating for the establishment of community-based FM radio, and established diplomatic and trade relations with the People's Republic of China.

External factors contributed heavily to this, in particular the 1973 oil crisis and resulting higher world oil prices, and falling prices for Australian farm produce. But the Whitlam government's own economic policies—such as its controversial 1973 decision to reduce tariffs across the board by 25%—were also partly responsible.

Following an attempt by Whitlam to appoint the former leader of the Democratic Labor Party, Senator Vince Gair, as Ambassador to Ireland, the Opposition Leader, Bill Snedden, threatened to force an election by blocking Supply in the Senate. Whitlam responded by calling a double dissolution election for 18 May 1974 at which the government was returned.

During 1975, the Government also endured the "Overseas Loans Affair", the story of efforts by the Minister for Minerals and Energy, Rex Connor, Treasurer Dr. Jim Cairns, and others, to raise an overseas loan of $4 billion. The loan was to be used to fund a number of natural resources and energy projects, including the construction of a natural gas pipeline, the electrification of interstate railways and a uranium enrichment plant.

The loan was sought not from the traditional American and European sources, but from the Middle East, which was awash with "petrodollars", following the quadrupling of oil prices in 1973 and 1974. A Pakistani broker, Tirath Khemlani, was used by Connor to secure the loan. In the end, no loan was ever obtained, no commissions were paid, but the government was made to look reckless and foolish.

A special one-day sitting of the House of Representatives was held on 9 July 1975, during which Whitlam tabled the loans documents and sought to defend the government's position.

Wracked by economic difficulties and the political impact of the Loans Affair scandal, the Whitlam Government was vulnerable throughout 1975. Whitlam had been forced to sack Dr. Jim Cairns from the government and a by-election in Lance Barnard's former seat of Bass in June 1975 saw a massive swing against the government and the election of the Liberal Party's Kevin Newman in a seat that had been held by the ALP for 60 years.

Rex Connor's authority to raise overseas loans was withdrawn in early 1975, but the minister continued to liaise with Khemlani. When the Melbourne "Herald" newspaper published documents supplied by Khemlani in October 1975, Connor was forced to resign from the Cabinet. He was replaced by a young Paul Keating.

After the resignation of Rex Connor in October 1975, the Opposition Leader, Malcolm Fraser, announced that the Senate would defer passage of the Supply Bills until Whitlam called an election. Whitlam refused. There followed three weeks of constitutional crisis as the parties confronted each other in Parliament and the country.

title: User talk:Michael.william.green


text: Category:Airports in North Korea

title: Category:Airports in North Korea


text:
Category:Airports in Norway

This category is for airports in Norway.

title: Category:Airports in Norway


text:
OS 10

Operating systems OS 10 or operating system 10 or variation, may refer to:

Apple

 * Mac OS X, the Apple Macintosh operating system succeeding Classic Mac OS
 * Mac OS X 10.0, the initial release of Mac OS X in 2001, succeeding Mac OS System 9
 * OS X Yosemite (OS X 10.10), the 11th major version of Mac OS X in 2014
 * iOS 10, the 10th major version of iPod and iPhone OS in 2016
 * tvOS 10, the 7th major version of the AppleTV OS in 2016, tvOS being a variant of iOS

Other uses

 * Version 10 Unix, released in 1989, the last version of the original Unix of Bell Labs
 * Android 10, Google Android OS 10 released in 2019
 * BlackBerry 10 (BBX, BB10), BlackBerry OS 10.0 based on QNX succeeding the preceding BlackBerry OS 7.1
 * SmartFabric OS10, the networking hardware management OS by Dell EMC
 * TOPS-10, the Digital Equipment Corporation operating system
 * Windows 10, the Microsoft Windows major release (v 10.0) succeeding Windows 8 (v 6.4)
 * Windows 10 Mobile, the Microsoft Windows OS (v 10.0) for mobile devices succeeding Windows Phone 8.1

title: OS 10


title: User:70.252.26.105


text:
CKCY (AM)

CKCY was a Canadian radio station, which signed on May 25, 1955 and broadcast until August 30, 1992 in Sault Ste. Marie, Ontario.

History
The station was originally launched by Algonquin Radio, a local business consortium led by Carmen Greco, with a 250 watt signal at 1400 on the AM dial. In 1961, the station moved to 920 AM, and increased its signal to 10,000 watts daytime and 5,000 watts nighttime. Well known program announcers in the early and mid 1960s included morning man, Dave Carter, Art Christmas, country music specialist Bill Haight, Johnny Meadows (who for a period of time was also the program director of the station) and host of the evening rock show, Barry Sarazin. News announcers included Karl Sepkowski (news director), Russ Hilderley and on the weekends Norm Fera. In 1964, Algonquin launched CKCY-FM. The station operated on a frequency of 104.3 MHz with an effective radiated power of 6,760 watts. The program director and principal announcer for the FM station was Richard ("Dick") Gasparini. In contrast to the station's 'AM' programming, CKCY-FM focussed on a diet of easy listening music during the day and classical music in the evenings. In the 1960s and 1970s, Harry Wolfe, the play-by-play voice of the Ontario Hockey League's Sault Ste. Marie Greyhounds, hosted a daily call-in talk show called Open Mike. By then, CKCY had become the principal Top 40 music station in the Twin Saults.

Among the station's alumni is former Hamilton city councillor, mayor, and federal member of Parliament Bob Bratina.

In 1976, the stations were acquired by Huron Broadcasting, who also launched CKCY-TV in 1978. Huron subsequently sold the radio stations to a new business consortium, CKCY 920 Ltd., in 1985. That group subsequently sold them to Mid-Canada Radio in 1988, and Mid-Canada in turn was acquired by the Pelmorex Radio Network in 1990.

In 1984, CKCY received CRTC approval to move from 920 kHz to 540 kHz. The change to AM 540 was never implemented. CKCY remained at AM 920 until its permanent sign-off in 1992.

Due to the economic circumstances of the Sault Ste. Marie market, with competition from stations in Sault Ste. Marie, Michigan severely curtailing the profitability of the Ontario stations, Pelmorex shut down the AM station in 1992. The FM station is still operating as CJQM-FM.

The final song to be played by CKCY was Sweeney Todd's 1975 single "Roxy Roller" at approximately 11:56 pm on August 30, 1992. Once the song was completed, an automated, repeating farewell message was broadcast past midnight and continued for several days. The actual date when CKCY ceased transmitting is not known.

title: CKCY (AM)


text:
Gnash (software)

Gnash is a media player for playing SWF files. Gnash is available both as a standalone player for desktop computers and embedded devices, as well as a plugin for the browsers still supporting NPAPI. It is part of the GNU Project and is a free and open-source alternative to Adobe Flash Player. It was developed from the gameswf project.

Gnash was first announced in late 2005 by software developer John Gilmore. , the project's maintainer is Rob Savoye. The main developer's web site for Gnash is located on the Free Software Foundation's GNU Savannah project support server.

Gnash supports most SWF v7 features and some SWF v8 and v9, however SWF v10 is not supported.

History
Writing a free software Flash player has been a priority of the GNU Project for some time. Prior to the launch of Gnash, the GNU Project had asked for people to assist the GPLFlash project. The majority of the previous GPLFlash developers have now moved to the Gnash project and the existing GPLFlash codebase will be refocused towards supporting embedded systems.

The primary distribution terms for Gnash are those of the GNU GPL. However, since Gnash was started using the codebase of the gameswf project, which is in the public domain, code developed by the Gnash project which might be useful in gameswf is placed in the public domain.

Architecture
Adobe only provides an outdated version (11.2) of its official player for Linux on IA-32 and an AMD64 developer preview release in a binary-only form. Gnash, however, can be compiled and executed on many architectures, including x86, ARM, MIPS, and PowerPC. It also supports BSD-based operating systems. An early port for RISC OS, which has never had Macromedia/Adobe Flash support beyond Flash 3, does exist, as well as an early port for BeOS, where Flash support terminated at Version 4. Development of a port to AmigaOS 4.1 has also begun. A port to the Haiku Operating System also exists.

Gnash requires one of AGG, Cairo, or OpenGL for rendering. In contrast to most GNU projects, which are typically written in C, Gnash is written in the C++ programming language because of its gameswf heritage.

Flash compatibility
Gnash can play SWF files up to version 7, and 80% of ActionScript 2.0.

The goal of the Gnash developers is to be as compatible as possible with the proprietary player (including behavior on bad ActionScript code). However, Gnash offers some special features not available in the Adobe player, such as the possibility to extend the ActionScript classes via shared libraries: sample extensions include MySQL support, file system access and more. For security reasons the extension mechanism must be compiled-in explicitly and enabled via configuration files.

Video support
Gnash supports playback of FLV videos and allows playing some FLV files from YouTube, Myspace, ShowMeDo and other similar websites (older files with sound – newer files without playing sound). FLV support requires FFmpeg or GStreamer to be installed on the system.

Some other free-software programs, such as MPlayer, VLC media player or players for Windows based on the ffdshow DirectShow codecs can play back the FLV format if the file is specially downloaded or piped to it.

Version 0.8.8 was released 22 August 2010. Rob Savoye announced that Gnash should now work with all YouTube videos. Version 0.8.8 has GPU support, which pushed it ahead of the proprietary Adobe Flash Player in Linux, until Flash 10.2 came out with hardware acceleration built in. Gnash still suffers from high CPU usage. A Flashblock plugin can be installed by the user, turning on the Flash support on a case-by-case, as needed basis. YouTube video controls and full screen mode is functioning, although version 0.8.8 has a bug that can cause YouTube to display "Invalid parameters". Many popular Flash games do not work with Gnash 0.8.8.

Cygnal
Cygnal is the Gnash Project's Flash Media Server-compatible audio and video server. It handles negotiating the copyright metadata exchange, as well as streaming the content. It will need to handle many thousands of simultaneous network connection, and support running on large Linux clusters. It should support handling multiple streams with differing content, as well as a multicast stream with a single data source.

Due to the patent issues surrounding MP3, and the fact that FLV and ON2 are closed formats, one of the main goals of this project is to support free codes and free protocols as the primary way of doing things. There is an optional support for MP3, FLV, and ON2 (VP6 and VP7) when playing existing Flash content. Both FLV and the VP6 & VP7 codecs are included in ffmpeg. Users can use the ffmpeg plugin for GStreamer 0.10 to use these proprietary codecs.

Platform availability
Gnash has successfully run on Microsoft Windows, Darwin (OS X), Irix, Solaris, BeOs, OS/2, and Haiku. Gnash has also run on the following 64-bit systems: PowerPC, Itanium, UltraSparc and AMD64.

Microsoft Windows
Gnash has been ported to Windows and the plugin works best with Firefox 1.0.4 or newer, and should work in any Mozilla-based browser. However, in newer browsers the plugin may become unstable or inoperative.

Newer Gnash binaries for Windows do not include a plugin and currently there is no newer working Gnash plugin on Windows.

Financial support
The project was financially supported by a commercial company, Lulu.com until July 2010.

As of March 2012, the lead developer reported donations were barely enough to pay for hosting the project on the web.

Adobe Flash Player End-User License Agreement
One problem for the project is the difficulty of finding developers. The current developers have never installed Adobe's Flash player, because they fear that anyone who has ever installed the Adobe Flash Player has at the same time accepted an agreement not to modify or reverse engineer Adobe Flash Player. Therefore, the Gnash project has only about 6 active developers, as of November 2010.

Such generic clauses, however, may be against national anticompetition laws when used in normal software license agreements. On May 2, 2012, the Court of Justice of the European Union ruled in case C-406/10 of SAS Institute Inc v World Programming Ltd that the functionality of a computer program is not covered by copyright in the European Union and that contractual provisions are null and void if they forbid observing, studying and testing a computer program in order to reproduce its behavior in a second program. This holds as long as no source code or object code was copied.

title: Gnash (software)


text: User:Sj/klog/October 6, 2005

title: User:Sj/klog/October 6, 2005


text:
Cyprus at the 2000 Summer Olympics

Cyprus competed at the 2000 Summer Olympics in Sydney, Australia.

Athletics

 * Key
 * Note–Ranks given for track events are within the athlete's heat only
 * Q = Qualified for the next round
 * q = Qualified for the next round as a fastest loser or, in field events, by position without achieving the qualifying target
 * NM = No mark
 * N/A = Round not applicable for the event
 * Bye = Athlete not required to compete in round

 * Men
 * Track & road events

 * Field events

 * Combined events – Decathlon

 * Women
 * Field events

Sailing
Two men from Cyprus competed in two Sailing events in the 2000 Olympics.

Swimming

 * Men

 * Women

title: Cyprus at the 2000 Summer Olympics


text: User talk:203.46.185.198

title: User talk:203.46.185.198


text:
Category:Earthsea

Earthsea is a fantasy literature series by Ursula K. Le Guin.

title: Category:Earthsea


text: File:Blank Check film poster.jpg

title: File:Blank Check film poster.jpg


text:
Wikipedia:Articles for deletion/Crackberry

 * The following discussion is an archived debate of the proposed deletion of the article below. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or on a Votes for Undeletion nomination).  No further edits should be made to this page.

The result of the debate was redirected to BlackBerry. -- Jitse Niesen (talk) 22:19, 18 October 2005 (UTC)

Crackberry
slangdef --Trovatore 06:44, 6 October 2005 (UTC) Redirect to Blackberry per Rogerd Johntex\talk 07:50, 6 October 2005 (UTC)
 * Delete or Redirect to BlackBerry --Rogerd 06:53, 6 October 2005 (UTC)
 * This term has been noted widely, for example within the The Washington Times and The Economist. I've been bold and speedily redirected as the article's substantive content is already mentioned within BlackBerry, under Nicknames. Sliggy 15:42, 6 October 2005 (UTC)
 * (there's already a redirect from the differently capitalised CrackBerry) Sliggy 16:04, 6 October 2005 (UTC)
 * The above discussion is preserved as an archive of the debate. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or in an undeletion request). No further edits should be made to this page.


text:
Talk:Forensic

Why was it "changed back"?
This is how I decided to add information in here: I was looking for what "forensic" means, as I dont't have english as my native language. After searching a lot, I got to see that was its definition.

The change I've made is just because if that was in there it would have been much easier for me. I just wanted it to be that easy for the next person.

Now, why would Quuxplusone change it back to a simple and complicated redirection, while it was providing more information AND the link to the other defitinition as well?

Sorry if this is the wrong place to ask that. I'm just not sure what's the best thing to do here. But I don't feel like that "update" from Quuxplusone actually helped at all.

I don't want to start a fight or anything like this. I just want to know better about wikipedia rules, or some kind society agreement, if there is any, on how to deal with this situation, as I'm still a newbie in here.

--Cawas 06:44, 6 October 2005 (UTC)

Maybe all that's missing is to add something like this:

Be aware that forensic is not forensics, just like fly is not flys.

Please, follow to forensics for more detailed information.

--Cawas 06:59, 6 October 2005 (UTC)

 * ← (discussion continued from my talk page)  I think you're misunderstanding both the purpose of an encyclopedia (as opposed to a dictionary, of which there are plenty online, including Wiktionary) and the meaning of the word "forensic" in particular. "Forensic science" is precisely a synonym of "forensics." There is no difference, any more than "gasoline" and "petrol," or "to run" and "running." (By the way, Wikipedia doesn't have an article on flys because "flys" is not a word. The plural of "fly" is "flies," which as you can see is redirected to an appropriate place, rather than getting its own stub article.) "Forensic" and "forensics" mean the same thing, and thus point to the same place. If you want lessons in English usage, read a dictionary or Strunk and White. --Quuxplusone 21:03, 7 October 2005 (UTC)

I'm sorry I sounded aggressive. That was my first contribution and you took it out without giving any reason. I did my best to do it a good contribution and you kinda crushed it. I still have a lot to learn in English, that's probably evident on the way I construct my phrases and my lack of vocabulary. But I really believe you are being precipitated here and I'm trying to not do the same and just "re-add my contribution, just because I believe it's the right thing".

I wasn't looking for plural of fly, the insect. I was looking for the Present's 3rd Person (this is another bad construction, I know) from the verb To Fly. I believe now I was wrong in that. I just got it in my memory for some reason. I will, by the way, try to improve my English, not because of you, but because I like learning. It's just not possible at this point of my life. I can write down each single reason to you if you really want to read. I actually read all links and references of our conversations before making any reply.

You just said over there "forensic science" is equal to "forensics". Nobody is arguing with that. But then you said in the final "forensic" is equal to "forensics" while it isn't. The definition I gave to forensic there might be small or incomplete, but it is correct (as in it's not wrong) and it is far from similar to forensics. By the way, take a look on the Wikitionary itself for forensic. I bet you'll be surprised.

I'm sorry I can't think of a better example, and I don't know the correct construction for To Fly as in "The airplane flys in the sky". I won't be looking for that at this moment as I think it's not relevant. You probably could get my point by now.

If you still can't agree with me that forensic should be, at very least, a stub then well, maybe this is a good time to request for comment. I couldn't care less for such a word I won't be using again. I'm discussing the concept in here, and hell, I love concepts and talking. :)

--Cawas 06:53, 8 October 2005 (UTC)

Ok, I think I got a solution.

Maybe it's even better to just give a better visualization to "forensic" on forensics, as the definition is in fact already there, although a little hidden. And also add a link to Wikitionary. I just don't know how to do the second part yet.

What do you think? I actually like this better.

Side note: for some reason, I though I had put more text to the definition... I either lost it somewhere or I never actually did it. While it's still irrelevant to this issue right now, it does make a fool of me. :P

--Cawas 07:08, 8 October 2005 (UTC)

title: Talk:Forensic


text:
Template talk:Americans

Liberians
The List of Liberian-Americans points to the Americo-Liberians so should not be included here; I will be WP:Bold and make it so. Carlossuarez46 18:23, 29 June 2006 (UTC)

List of Canadian Americans
It's 2015, and we do not have a list for Canadian Americans?? Savvyjack23 (talk) 19:26, 29 November 2015 (UTC)
 * we have Canadian Americans? Frietjes (talk) 18:09, 1 December 2015 (UTC)
 * So why not on the template? Not list enough? 188.238.100.116 (talk) 12:02, 23 January 2016 (UTC)
 * And, that would be a bad reason: Australian Americans links to "Australian American#Notable Australian Americans", Honduran links to "Honduran American", Trinidadian and Tobagonian links to "Trinidadian and Tobagonian American", Guatemalan and Peruvian are redlinks.

 * So there are already three which are not lists listed. 188.238.100.116 (talk) 12:21, 23 January 2016 (UTC)

Now, the redlinks are gone. But if the non-lists can stay, there are many more in Template:Asian Americans, Template:European Americans, Template:West Indian Americans, Template:Hispanic and Latino Americans and Template:Arab Americans. Most of them have section list like this: Georgian Americans and the above mentioned Australian article. 85.76.80.171 (talk) 02:50, 3 February 2016 (UTC)

Renovations
I am currently working on a large scale project to standardize and beautify the Lists of Notable Americans, sorted by ethnicity, because god damn they are a mess. Any Advice on how to do so or the standards that everyone is missing, including me, please feel free to tell me.The Editor's Apprentice (talk) 21:02, 3 March 2017 (UTC)

Cajun
Separated "Cajun" from French. Not all Acadians (who migrants to Louisiana) expelled were of French descent. With this prior logic, "Louisiana Creole" should also be bracketed along side French as Louisiana-born Frenchman were Creoles, but not all Creoles were French either; some Spanish, Native American or African descent in the colonial colony. There is a grand confusion that all Creole descended peoples are black or of African descent and that the white French population of Louisiana are all Cajun; this is not true. See: Edgar Degas as an example. To argue further, when the tally of French spoken in the United States is conducted, French, Cajun French, and French Creole languages are included. So it's best to simply keep them separated in this list due to the former realization. Savvyjack23 (talk) 06:35, 13 July 2017 (UTC)

Link to deleted portal removed
The Americans portal was recently deleted. I've removed the red link from the template. BlackcurrantTea (talk) 11:24, 3 May 2019 (UTC)

Edit request: Make the template collapsible
Greetings and felicitations. I, unfortunately, am not skilled enough in template makeup to implement this or to figure out which alternative template will do the job properly. My reason is exemplified in Tejanos. Would someone please be so kind as to perform this edit? —DocWatson42 (talk) 22:28, 18 February 2024 (UTC)

title: Template talk:Americans


text:
Wikipedia:Articles for deletion/Cost Per Available Seat Mile

 * The following discussion is an archived debate of the proposed deletion of the article below. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or on a Votes for Undeletion nomination).  No further edits should be made to this page.

The result of the debate was redirected to Available Seat Miles. -- Jitse Niesen (talk) 22:21, 18 October 2005 (UTC)

Cost Per Available Seat Mile
One of a number of aviation related dicdefs /nn entries being created by 211.120.52.144 Johntex\talk 06:45, 6 October 2005 (UTC)

 * delete unless there's an appropriate redirect --Trovatore 06:50, 6 October 2005 (UTC)
 * I suppose we could #REDIRECTList of aviation, aerospace and aeronautical terms --Johntex\talk 07:11, 6 October 2005 (UTC)

 * redirect or delete: The same user (Special:Contributions/211.120.52.144) is still busily making more aviation/financial entries like this one. The info may be useful in a compilation like User:Johntex has suggested. - Neier 07:33, 6 October 2005 (UTC)
 * Keep notable concept in air travel management, possibly merge somewhere. Kappa 14:08, 6 October 2005 (UTC)
 * Keep or, better, merge. If an anon is providing useful info like this he or she should be encouraged as a valuable wikipedian - although also encouraged to write a longer article rather than numerous little ones.AndyJones 00:38, 7 October 2005 (UTC)
 * keep this please but a merge is okay too but the information is valuable Yuckfoo 03:15, 7 October 2005 (UTC)
 * Redirect to Available Seat Miles where I merged in some of this material. Makes two weak articles into a stonger one.  Still needs work, but it's a start.  Can this become a Speedy Redirect? Vegaswikian 05:20, 7 October 2005 (UTC)
 * Redirect per above, and I think you could go ahead and do it. Dottore So 06:50, 7 October 2005 (UTC)
 * Go ahead and redirect. Sounds fine to me. Also, please encourage the anon to make a list of terms as mentioned above. - Mgm|(talk) 09:01, 7 October 2005 (UTC)
 * The above discussion is preserved as an archive of the debate. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or in an undeletion request). No further edits should be made to this page.


text:
Talk:1891 Australian shearers' strike

Untitled
This is actually a fairly notable event in Australia's history - when I get some time I'll actively contribute (there seems to be quite a few article on it around the web). - G 06:45, 6 October 2005 (UTC)

A Book which delves deeply into an analysis of the event is called The shearers' war : the story of the 1891 shearers' strike by Stuart Svenson and published 1989, UOQ Press. Have to dig this out from my collection to review and add to this article.

Created a redirect from "1894 Australian shearers strike" which is listed on the most wanted pages list due to some amazing number of inbound links. Not sure I did this correctly (newbie alert!) but figure it should clear a most wanted article item that is really a typo issue.

Somebody who knows what they are doing needs to do a global edit to get the possessive plural fix onto all the typos. Cheers! Here.it.comes.again 02:28, 21 July 2006 (UTC)

1956 Shearers' Strike
Does the 1956 Strike warrant a page as well? Not sure how significant it was. I think it was the back drop to Sunday Too Far Away.--Moonlight Mile 05:57, 13 October 2006 (UTC)
 * The '56 strike is certainly significant enough to warrant an article on its own, let alone as the basis for the film (though you might need to verify that, as I think the film is set in 1955 in SA). If you're prepared to write it, I'd say go for it.--cj | talk 23:39, 13 October 2006 (UTC)

title: Talk:1891 Australian shearers' strike


text:
Category talk:Hainan

Untitled
Guangdong Romanization does not belong on this page. Hainan used to belong to Guangdong province. Although there are people who can speak Cantonese, the dominant language among the native Han is Hainanese. Bathrobe 06:46, 6 October 2005 (UTC)

title: Category talk:Hainan


text:
Ron Washington

Ronald Washington (born April 29, 1952) is an American professional baseball manager, coach, and former player. Since November 2023, Washington has been the manager of the Los Angeles Angels of Major League Baseball (MLB).

Washington played for the Los Angeles Dodgers, Minnesota Twins, Baltimore Orioles, Cleveland Indians and Houston Astros in a career that began in 1977 and ended in 1989. He was primarily a middle infielder. In his 10 seasons as a player, Washington batted .261 with 20 career home runs.

After his playing career ended, Washington coached in the New York Mets and Oakland Athletics organizations. He served as manager of the Texas Rangers from 2007 to 2014, leading the team to the World Series in 2010 and 2011. He coached for the Oakland Athletics in 2015 and served as the third base coach of the Atlanta Braves from 2016 to 2023. Washington won a World Series ring with the Braves in 2021.

Playing career
Washington was signed by the Kansas City Royals on July 17, 1970. He spent the next ten seasons in the minor leagues with three different organizations (Royals, Mets, and Dodgers). He also played various seasons in the Mexican Pacific League during the winters throughout the 1970s and 1980s. He earned a brief September callup with the Los Angeles Dodgers in 1977 hitting .368 (7 for 19). He would not return to the major league level until 1981 with the Minnesota Twins, where he would remain until 1986. He then played one season each for the Baltimore Orioles, Cleveland Indians, and Houston Astros before retiring from Triple-A Oklahoma City in 1990. He was a middle infielder for most of his career.

On May 28, 1988, while playing for the Indians, Washington broke up Milwaukee Brewers pitcher Odell Jones' no-hit bid after $8 1/3$ innings with a pinch-hit single.

Washington is one of only three MLB players, along with U L Washington (no relation) and Frank White, who were products of the Royals Academy.

Career as manager and coach
Following his retirement as a player, Washington worked in the New York Mets organization for five years. After being hired as the Oakland Athletics first base coach in 1996 under his former Astros manager Art Howe, Washington then served as infield and third base coach for the A's between 1997 and 2006. As infield coach Washington has been credited for developing much of the A's young infield talent in the last decade, including six-time Gold Glover Eric Chavez, and former MVP and A's shortstop Miguel Tejada. In 2004, Chavez expressed his appreciation by giving Washington one of his Gold Glove trophies, signed "Wash, not without you." However, the trophy was lost during Hurricane Katrina in August 2005.

Washington is portrayed in the book Moneyball that relates how the A's competed having a small budget. Washington is shown in a positive light for the way he trained Scott Hatteberg to field first base for the first time in his career despite initial skepticism, but also as too old-fashioned and traditional in his lack of acceptance of general manager Billy Beane's sabermetric strategies. His character in the film adaptation of the book was played by actor Brent Jennings.

Manager of the Texas Rangers
On November 6, 2006, the Texas Rangers announced that Washington had accepted their offer to manage the team replacing Buck Showalter, who was fired a month earlier. Washington beat out four other candidates for the job: Rangers bench coach Don Wakamatsu, then New York Mets third base coach Manny Acta, Nippon Ham Fighters manager Trey Hillman and former Rangers catcher John Russell.

At the beginning of the 2007 season, it was rumored that there was a rift between Washington and Rangers star Mark Teixeira. Asked about it, Washington responded that he wanted Teixeira and other players to take more pitches, especially when facing middle relievers.

Teixeira was traded to the Atlanta Braves in July 2007 and had been rumored to have been on the trading block before reports of tensions with Washington, as his agent, Scott Boras, had refused to negotiate a contract extension beyond the 2008 season. Reports also suggested tensions between Washington and catcher Gerald Laird. Questioned about the rumors, Washington conceded that the pressure he put on Laird was "a lot to put on a young kid ... (But) that's what we've got. He's got to grow up fast."

On March 17, 2010, Jon Heyman of Sports Illustrated reported that Washington tested positive for cocaine during the 2009 season and has acknowledged using cocaine.

In 2010, Washington became the second manager of the Rangers franchise (after Johnny Oates) to take his team to the postseason. On October 12, 2010, Washington became the first manager in franchise history to win a playoff series, with a 3–2 victory in the ALDS over the Tampa Bay Rays. On October 22, 2010, Washington's Rangers defeated the New York Yankees in the ALCS in six games, to advance to their first World Series in franchise history, before losing to the San Francisco Giants in five games. He also became the third African American to manage a team into a World Series, joining Cito Gaston, who managed the Toronto Blue Jays to the World Championship in the 1992 and 1993 World Series, and Dusty Baker, who managed the Giants in the 2002 World Series.

Referring to Washington, second baseman Ian Kinsler said: "I just love the way he never holds his emotion back, especially when he's managing. He hangs on every pitch, and it's great to know that your manager is in every single pitch and cares that much." In 2009 his salary was about $750,000. On November 4, 2010, Washington agreed to a two-year contract extension.

On October 15, 2011, Washington managed the Rangers to their second World Series in as many years, when the Rangers defeated the Detroit Tigers in the ALCS. The Rangers eventually lost to the St. Louis Cardinals in 7 games, after twice being one strike away from the title in game 6. On January 30, 2012, Washington agreed to another two-year contract extension. That year, he led the Rangers to a five-game lead in the race for the AL West title over the Oakland Athletics on September 24, but lost seven of the last nine games and the team was relegated to the inaugural AL Wild Card Game, which they lost 5–1 to the Baltimore Orioles.

On September 2, 2012, Washington earned his 507th win as a manager of the Texas Rangers, passing Johnny Oates for the second-most wins by a Rangers manager. On August 4, 2013, Washington passed Bobby Valentine for the most wins as a Rangers manager, at 582.

Following the conclusion of the 2014 season, Washington traveled to Japan to manage a team of MLB All-Stars playing against All-Stars of Nippon Professional Baseball in the 2014 Major League Baseball Japan All-Star Series.

On September 5, 2014, Washington announced his resignation as manager of the Rangers, citing personal reasons. On September 11, 2014, it was announced by several media outlets that Ron Washington's resignation may be related to allegations of sexual assault against a reporter. On September 18, 2014, Washington announced that he had been having an extramarital affair, and that he had resigned to reconcile with his family. Washington's managerial record with the Rangers was 664–611 (.521), including four consecutive 90-win seasons (2010–13), and two pennants. However, his 2014 squad was only 53–87 (.379).

Return to coaching
Washington was hired as an infield coach by the Oakland Athletics on May 21, 2015. He became the A's third base coach on August 24, 2015.

In October 2016, Washington was a finalist for the Atlanta Braves managerial vacancy. The Braves opted to promote interim manager Brian Snitker instead, and then announced the hiring of Washington as their new third base coach, replacing Bo Porter. Washington won his first World Series championship on November 2, 2021, as third-base coach for the Atlanta Braves. Washington remained the Braves' third-base coach through the 2023 season.

Manager of the Los Angeles Angels
After November 8 2023, the Los Angeles Angels hired Washington as their manager.

Managerial record
As of July 14, 2024

title: Ron Washington


text:
Slapshot (mascot)

Slapshot is the official mascot for the Washington Capitals NHL team based in Washington, D.C. He is a large bald eagle that wears the team's uniform with the number 00. Slapshot is seen at home games as well as at numerous community functions, and has become an important part of the Capitals brand throughout the D.C. region.

Biography
Slapshot was unveiled on November 18, 1995. He was first introduced to home fans by Stephanie Williams, a 5th Grader from Fairfax Station, Virginia who won a naming contest for the new mascot.

Slapshot can be seen at every home game and is often joined by secondary mascots, Air Slapshot and Hat Trick. He makes hundreds of appearances each year in the Maryland, Virginia and DC region, soaring into charity fundraisers, community festivals and parades. He has also performed across the country and in 2009 he was on The Price Is Right alongside Bailey from the Los Angeles Kings, Carlton from the Toronto Maple Leafs and Stanley C. Panther from the Florida Panthers.

Slapshot often dons different costumes, such as Santa during the holidays and as the President to commemorate when the Washington Capitals won the Presidents' Trophy. Slapshot also has a notable rivalry with the Carolina Hurricanes mascot Stormy.

title: Slapshot (mascot)