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National College for Teaching and Leadership

The National College for Teaching and Leadership was an executive agency of the Department for Education. NCTL had two key aims, to improve academic standards by ensuring there was a well qualified and motivated teaching profession in sufficient numbers to meet the needs of the school system. NCTL supported the quality and status of the teaching profession by ensuring that in cases of serious professional misconduct, teachers were prohibited from teaching, it had oversight of teachers' induction and awarded Qualified Teacher and Early Years Teacher Status. In April 2018 the National College for Teaching and Leadership was discontinued, its functions being absorbed by a new Teaching Regulation Agency for the regulation of the teaching profession, by the Department for Education for other matters; the National College for Teaching and Leadership was formed on 29 March 2013, merging the activities of the National College for School Leadership and the Teaching Agency. NCSL had been established as a non-departmental public body, but become an executive agency of the Department for Education on 1 April 2012.

Established in 2000 as the National College for School Leadership, its physical centre – a learning and conference centre situated in a striking building designed by Sir Michael Hopkins on the Jubilee Campus of the University of Nottingham – was opened on 24 October 2002 by Tony Blair. It was known as the Sandhurst of teachers; the NCTL 2015–16 annual report and accounts sets out their key areas of operational delivery as follows: Providing over £210m funding in the form of bursary and salary contributions to initial teacher training providers to meet the teacher trainee recruitment targets. Training and Development Agency for Schools Official website

Juan Domingo de Zuñiga y Fonseca

Juan Domingo Méndez de Haro y Fernández de Córdoba was a Spanish military and political figure. He was the son of Don Luis Méndez de Haro, 6th Marquis of Carpio, Prime Minister to King Philip IV of Spain, of Doña Catalina Fernández de Córdoba, he married Doña Inés Francisca de Zúñiga y Fonseca, 6th Countess of Monterrey, eldest daughter of Don Fernando de Ayala, third Count of Ayala. Juan Domingo used the family names and titles of his wife for himself. In 1667 Méndez de Haro went to the Spanish Netherlands, where he became Captain General of the Cavalry in 1669. In 1670 he was appointed Governor of the Habsburg Netherlands and Captain General in the absence of Don John of Austria the Younger. In 1671, when war threatened between France and the Netherlands, Spain allied itself to the Netherlands and Méndez de Haro became Spanish supreme commander in the North, he organised defences. This could not prevent Spain and its defences from playing a minor part in the following Franco-Dutch War, he was recalled to Spain on 8 February 1675.

On 25 May 1677 he was named Viceroy of Catalonia, where he was confronted with a French invasion. In 1678 he returned to Madrid, he was admitted to the State Council in 1693. In 1705 under the French king Philip V of Spain he left the State Council together with the Marquis of Mancera. In 1710 his wife died without issue and Méndez de Haro decided to dedicate the rest of his life to God and became a Catholic priest. Biography Media related to Juan Domingo de Zuñiga y Fonseca at Wikimedia Commons

1996 Channel Tunnel fire

The Channel Tunnel fire of 18 November 1996 occurred on a train carrying Heavy Goods Vehicles and their drivers through the Channel Tunnel from France to the United Kingdom. The fire was seen on the train as it entered the tunnel and, in line with the policy at the time, an attempt was made to drive to the UK where the fire would be dealt with. However, after an indication of a serious problem with the train, the driver stopped at 21:58 CET, 19 kilometres into the tunnel; the locomotive and passenger coach were enveloped in thick smoke, the locomotive lost power. Reconfiguration of the tunnel ventilation systems was delayed, but by 22:30 all passengers and crew were safe, in the service tunnel, with minor injuries. Firefighters fought the fire overnight, it was declared out at 11:15 the following morning; the fire damaged about 500 metres of tunnel. The HGV shuttle service was suspended, all other services restarted using single-line working in the adjacent tunnel, reducing capacity until repairs were completed.

The tunnel was reopened, the HGV shuttle service was restored on 15 May 1997. Eurotunnel changed the policy of attempting to run trains on fire through the tunnel to one of stopping the train and evacuating the passengers as soon as possible; the Channel Tunnel is a 50.45-kilometre long undersea railway tunnel linking Folkestone in the United Kingdom with Coquelles near Calais in northern France. A 4.8-metre diameter service tunnel is positioned between two 7.6 m diameter running tunnels each with standard gauge rail track with an overhead line energised at 25 kV 50 Hz. There are connecting passages from the running tunnels to the service tunnel every 375 m and piston relief ducts connect the running tunnels managing the pressure changes due to the movement of trains. Ventilation is provided from both France and the UK. There are crossovers linking the two rail tracks at the tunnel entrances and in two caverns under the sea, dividing the running tunnels into six'intervals'; the system is controlled from a control centre in the UK terminal with a stand-by centre on the French side.

The tunnel carries through traffic in the form of high-speed Eurostar passenger trains and international rail freight trains. Two types of Eurotunnel Shuttle transport vehicles between the terminals – an enclosed type carrying coaches and passengers with their vehicles and an open lattice type carrying Heavy Goods Vehicles, their drivers traveling in an amenity coach. On 18 November 1996, at 21:48 CET a fire about 2 m by 2 m was seen on HGV Shuttle No. 7539, carrying 31 passengers and three crew, as it entered the French portal. The driver was told there was a fire on his train and that the train would be diverted to the emergency siding on arrival in the UK; when the fire was confirmed a few minutes the control centre restricted the speed of all trains in the tunnels to 100 km/h and attempted to close the piston relief ducts and doors in the crossover caverns to limit the area of the tunnel affected by smoke. Five minutes a train fault with risk of derailment was indicated to the driver; the train was brought to a controlled stop adjacent to a door leading to the service tunnel, at 21:58, about 19 km from the French portal.

After stopping, power from the overhead line was lost and smoke filled the tunnel. Smoke began to enter passengers suffered from smoke inhalation; the supplementary ventilation system was turned on and ran for seven minutes with the blades set incorrectly. Once the blades were set the smoke cleared sufficiently for the passengers and crew to evacuate. Twenty six passengers and the driver were taken out of the tunnel by a tourist shuttle that had stopped in the adjacent running tunnel; the remaining people were treated on site before being evacuated via the service tunnel. All passengers and crew were taken to a hospital in France for observation. Response teams were mobilised on both sides of the channel, the French team of eight firefighters leaving at 21:56 and the British team of eight firefighters leaving at 22:03. There was confusion as to the location of the train and the French team found the passengers in the service tunnel at 22:28; the driver was rescued from his cab a minute and a search of the coach and front locomotive confirmed no-one was on board the train.

With the French team treating the casualties, the fire fighting was left to the British team. A reconnaissance team located the fire, the British second response was requested and Kent Fire Brigade informed of the fire. While the fire fighting was being planned the French second response team took control; the fire was located between two cross-passages and teams of firefighters from both countries fought the fire for the next five hours. Each shift of firefighters only worked in the running tunnel for short periods of time before returning to the service tunnel; the water supply was restricted due to leaking pipework in the south running tunnel and the number of jets was reduced until a Eurotunnel engineer reconfigured the valves. The fire was out by 05:00 the following morning and declared extinguished at 11:15. There were no fatalities, although the people on the train suffered smoke inhalation, there were no reported injuries to the firefighters. Along a 50-metre length of tunnel, the 40-centimetre thick tunnel lining was reduced to a mean depth of 17 centimetres, with the thinnest area being 2 centimetres.

The chalk marl showed no signs of failing or collapsing but colliery arches were installed as a precaution. Over a 240-metre

Larmor-Plage

Larmor-Plage is a commune in the Morbihan department of Brittany in north-western France. Larmor-Plage was created as a new commune in 1925. Before that, it came within the administrative area of the town of Ploemeur, it was completely destroyed in World War II. Larmor Plage is twinned with the town of Youghal in Ireland; the church Notre-Dame-de-Larmor is located in the centre of the town. It was built in the fifteenth century. Kerguelen is a natural park. Windsurfing is an important activity; the nautical centre of Kerguelen is the first school of sailing in France. Communes of the Morbihan department Mayors of Morbihan Association INSEE commune file Official site French Ministry of Culture list for Larmor-Plage Map of Larmor-Plage on Michelin -

Robbie Regan

Robbie Regan is a Welsh former professional boxer who competed from 1989 to 1996. He held the WBO bantamweight title in 1996, the IBF interim flyweight title in 1995, once challenged for the WBO flyweight title in 1995. At regional level, he held the British flyweight title twice between 1991 and 1992, the EBU European flyweight title twice between 1992 and 1994. Regan started boxing as a teenager under trainer Dai Gardner, who remained his trainer throughout his career; as an amateur boxer, he competed in the 1986 Commonwealth Games. He made his professional debut on 19 August 1989, with a points draw against Eric George in Cardiff, Wales, his first title came on 28 May 1991, when he scored a twelve round points decision over Joe Kelly to win the vacant British flyweight title. He lost the title in his first defence against Francis Ampofo on 3 September 1991, via eleventh round technical knockout, suffering the first loss of his professional career. Regan regained the British flyweight title in a rematch against Ampofo 3 months on 17 December 1991, winning by twelve round points decision.

On 14 November 1992, Regan defeated European champion Salvatore Fanni, capturing the EBU European flyweight title via unanimous decision. On 17 June 1995, Regan made his first attempt at a world championship by challenging Alberto Jiménez for his WBO flyweight title at the National Ice Rink in Cardiff, losing via ninth round stoppage. On 16 December 1995, Regan fought Ferid Ben Jeddou at the Welsh Institute of Sport in Cardiff, winning by second round knockout to capture the IBF interim flyweight title. Regan made a second attempt at a world championship on 26 April 1996, challenging two-weight world champion Daniel Jiménez for his WBO bantamweight title, again at the Welsh Institute of Sport in Cardiff. Regan won by unanimous decision. Regan's boxing career ended shortly after the WBO fight. Although he attempted to mount a comeback in 1998, he was forced to retire, he retired from boxing with a 17-2-3 record. List of British flyweight boxing champions List of European Boxing Union flyweight champions List of bantamweight boxing champions Professional boxing record for Robbie Regan from BoxRec

Ted Gray

Ted Glenn Gray was a pitcher in Major League Baseball who played eight seasons with the Detroit Tigers, had short stints during the 1955 season with the Chicago White Sox, Cleveland Indians, New York Yankees, Baltimore Orioles. A native Detroiter, Gray was a star pitcher at Highland Park High School, he signed with the Tigers in 1942 at age 17 and played the 1942 season with Winston-Salem in the Piedmont League, posting a 13–14 record and a 2.04 ERA. He joined the Tigers at the end of the 1942 season but did not play. Gray enlisted in the Navy. Gray was assigned to the Great Lakes Naval Training Station where he pitched for the Great Lakes team managed by Mickey Cochrane. Tigers pitchers Schoolboy Rowe and Dizzy Trout pitched for Cochrane's star-studded Great Lakes team. Gray was transferred to the New Hebrides in the Pacific Theater, where he continued pitching for the Navy, he averaged 17 strikeouts per game in his Navy career. In January 1945, he pitched for the Navy All Stars, he lost his first game against the Army All Stars 3–1 despite striking out 19 batters.

In three games against the Army All Stars, Gray had a 1 -- a remarkable 46 strikeouts. After the series, The Sporting News reported: "You can’t tell any of the fellows in this war sector that when peace is restored, Ted Gray won’t match the records of Grove, Pennock and the other great lefthanders." After the war, Gray played with Buffalo before joining the Tigers for a brief stay in 1946. He pitched only three games in the Major Leagues in 1946 and was returned to the minors where he spent the balance of the 1946 season and the entire 1947 season. Gray returned to the Tigers in 1948, posting a record of 6–2. Though Gray never lived up to the expectations that were created by his wartime performance, he became part of the Tigers starting rotation from 1949 to 1953. In 1949, Gray won 10 games and had a career-best 3.51 ERA. Gray got off to a phenomenal start in 1950, winning 10 games before the All-Star break, he was selected for the American League All-Star team but ended up as the losing pitcher in the 1950 All-Star Game after giving up a game-winning home run to Red Schoendienst in the 14th inning.

After the All Star game, Gray failed to win another game for the remainder of the year, finishing with a 10-7 record. Gray suffered from chronic blisters that hindered his performance. In 1951, Gray's downward slide continued as he led the American League in losses with a record of 7–14, and in 1952, Gray was among the league leaders in losses with 17 and earned runs allowed with 103. Gray was a power pitcher, known for his forkball and ranked among the American League leaders in strikeouts four consecutive years from 1950 to 1954, he had the second-highest rate of strikeouts per 9 innings in both 1951 and 1952. He was among the league leaders in home runs allowed on three occasions, leading the league in home runs allowed in 1953 with 25. At the end of the 1954 season, Gray was traded to the Chicago White Sox with Walt Dropo, he was released by four teams during the 1955 season. Only two other players have played for four American League teams in one season: Frank Huelsman and Paul Lehner. Gray posted a career won-loss record of 59–74 with a 4.37 ERA in 222 career games.

Career statistics and player information from Baseball-Reference, or Fangraphs Baseball in Wartime - Ted Gray BaseballLibrary.com Ted Gray at Find a Grave