Makers of Japan /

His majesty the Emperor of Japan -- Prince Tokugawa Keiki, the last of the Shoguns -- Fujita Toko -- Sakuma Shuri (otherwise Shozan) -- Yoshida Torajiro (otherwise Sho-in) -- Marquis Ito -- Prince Iwakura Tomomi -- Prince Sanjo Sanetomi -- Count Inouye Kaoru -- Viscount Okubo Toshimichi -- Count Gogo Shojiro -- Marshal Saigo Takamori -- Field-marshal Marquis Yamagata -- Count Okuma Shigenobu -- Field-marshal Marquis Oyama -- Fukusawa Yukichi -- Marquis Kido Koin -- Count Itagaki -- Count Matsukata Masoyoshi -- Admiral Viscount Enomoto -- Admiral Togo Heigachi -- Baron Eichi Shibusawa.

Gemius loci; notes on places,

I. Augsburg.--II. Holy week in Tuscany.--III-IV. In Touraine.--V. Siena and Simon Martini.--VI. Among the marble mountains.--VII. The epitaphs at Detwang.--VIII. Fribourg.--IX. France again.--X. The lion of St. Mark's and Admiral Morosini.--XI. Charcoal and ice.--XII. St. Geryon of Cologne.--XIII. In Piedmont.--XIV. Bayeux and the tapestry.--XV. The lakes of Mantua.--XVI. Ansbach and the Knights of the Swan.--XVII. High up.--XVIII. The south.

The strenuous life; essays and addresses

The strenuous life.--Expansion and peace.-Latitude and longitude among reformers.--Fellow-feeling as a political factor.--Civil helpfulness.--Character and success.--The Eighth and Ninth commandments in politics.--The best and the good.--Promise and performance.--The American boy.--Military preparedness and unpreparedness.--Admiral Dewey.--Grant.--The two Americas.--Manhood and statehood.--Brotherhood and the heroic virtues.--National duties.--The labor question.--Christian citizenship.

American addresses,

Rufus Choate.--Admiral Farragut.--The metropolitan sanitary fair.--The Tweed ring.--Lord Houghton.--The young lawyer.--Salem.--Harvard commencement, 1883.--Harvard commencement, 1885.--Phillips Brooks.--The Hasty pudding club.--Earl Grey and Franklin's portrait.--Dr. Storr's jubilee.--Our profession.--Trial by Jury.--Return to America.--The New England society in 1855.--James Coolidge Carter.--Carl Schurz.--The English bar.--Charles Follen McKim.--Florence Nightingale.

Admirals of the Caribbean,

Map on lining-papers.

The courting of Dinah Shadd /

Includes "The sending of Dana Da" on p. [53]-76.

Hearings before Committee on Naval Affairs of the House of Representatives, on estimates submitted by the Secretary of the Navy, 1915.

Naval appropriation bill. March 2 (calendar day, March 3) 1915 ... Conference report --63d Cong., 3d sess. Senate. Doc. no. 966. Naval appropriation bill. Feb. 19 (calendar day, March 2) 1915 ... Conference report on the bill (H.R. 209759)-- Public no. 271, 63d Congress An act making appropriations for the naval service for the fiscal year ending June [30, 1916] and for other purposes.

Desenho de deficiência visual: uma experiência no ensino de artes visuais na perspectiva da educação inclusiva

Over the past 30 years, Art Education in interface with disabilities has been a subject of increasing interest in research in academia, especially with regard to Special Education, but still has some shortages in terms of socialization studies to discuss this type of teaching from the perspective of inclusive education. In this scenario, this paper presents an analysis from the field of teaching Visual Arts in the context of school inclusion, with emphasis on teaching drawing to the visually impaired. The conducted literature indicates a number of authors who discuss teaching drawing to people with visual disabilities, who are dedicated primarily to the Special Education context. In this sense, the shortage of research that discuss this teaching from the perspective of inclusive education, this research aimed at the inclusive approach to teaching drawing in the school context. Thus, the aim of this study was to develop a proposal for a pedagogical intervention in Visual Arts, with reference to drawing and its construction process, with the participation of seeing and unseeing students. Therefore, the methodological approach, which was qualitative, was the intervention research, in the light of the Bakhtinian principles of dialogism and otherness, with exploratory study characteristics. The locus of the research was the State School Admiral Newton Braga Faria, which is located in Alecrim, on the East Zone of Natal / RN and is near the Institute for Education and Rehabilitation of the Blind - IERC / RN. The class chosen for intervention was the 7th grade “C” afternoon shift, which had children aged 12 to 16, with 27 students enrolled, three students with disabilities: 02 blind girls and 01 deafblind boy with light hearing and visual loss. As interlocutors of the research, we could also count on the Art teacher who served as a collaborator, as well as teacher in the school’s Multifunction Resource Room. The instruments and research procedures were observation, semi-structured interview, field diary and the photo / video recording. In the development of research, we conducted 10 workshops with multisensory teaching sequences, articulating the physical, tactile and graphical expressions as intrinsic to the reading and production of drawing for both seeing and unseeing students. The process and data built on research allowed for a reflection on cultural experiences with drawing in the school context and on the interactions between seeing and unseeing students in the production and analysis of tactile-visual drawings. They also point out the construction of a teaching approach to drawing, in the context of the common class, from educational workshops that enable artistic and aesthetic interactions from the perspective of school inclusiveness. Thus, we argued that the mobilization of the tactile, physical and graphical expressions can be adopted in a multisensory approach that enables a pedagogical focus that involves all students and is not restricted to the presence of students with visual impairment.

Ice observations in the Southern Ocean between 1878 and 1928

During the period in question, large ice drifts transported incalculable numbers of icebergs, ice fields and ice floes from the Antarctica into the South Atlantic, confronting long-journeying sailing ships on the Cape Horn route with considerable danger. As is still the case today, the ice drifts generally tended in a northeasterly direction. Thus it can be assumed that the ice masses occuring near Cape Horn and in the South Atlantic originated in Graham Land and the South Shetland Islands, while those found in the Pacific will have come from Victoria Land. The masses drifting to Cape Horn, Isla de los Estados, the Falkland Islands and occasionally as far as the Tristan da Cunha Group are transported by the West Wind Drift and Falkland Current, diverted by the Brazil Current. The Bouvet and Agulhas Currents have little influence here. The great ice masses repeatedly reached points beyond the "outermost drift ice boundery" calculated in the course of the years, to continue on in the direction of the equator. The number of sailing ships which fell victim to the ice drifts while rounding Cape Horn can only be surmised; they simply disappeared without a trace in the expanses of the South Atlantic. Until the end of the 1900s the dangers presented by ice were less serious for westward-bound ships than for the "homeward-bounders" travelling from West to East. Following the turn of the century, however, the risk for "onwardbounders" increased significantly. Whether the ice drifts actually grew in might or whether the more frequent and more detailed reports led to this impression, could never be ascertained by the German Hydrographie Office. In the forty-one years between 1868 and 1908, ten light, ten medium and nine heavy ice years were counted, and only twelve years in which no reports of ice were submitted to the German Hydrographie Office. "One of the most terrible dangers threatening ships on their return from the Pacific Ocean," the pilot book for the Atlantic Ocean warns, "is the encounter with ice, to be expected south of the 50th parallel (approx.) in the Pacific and south of the 40th parallel (approx.) in the South Atlantic." Following the ice drift of 1854-55, thought to be the first ever recorded, the increasing numbers of sailing ships rounding Cape Horn were frequently confronted with drifts of varying sizes or with single icebergs. Then from 1892-94, a colossal ice drift crossed the path of the sailships in three stages. Several sailing ships collided with the icebergs and could be counted lucky if they survived with heavy damage to the bow and the fo regear. The reports on those which vanished for ever in the ice masses are hardly of investigative value. The English suffered particularly badly in the ice-plagued waters; their captains apparently sailed courses that led more freqently through drifts than did the sailing instructions of the German Hydrographic Office. Thus, among others, Capt. Jarvis' DUNTRUNE, also the STANMORE, ARTHURSTONE and LORD RANOCH as well as the French GALATHEE and CASHMERE all collided with icebergs. The crew of the AETHELBERTH panicked after a collision and took to their lifeboats. It was only after the ship detached itself from the iceberg it had rammed that the men returned to it and continued their journey. The TEMPLEMORE, on the other hand, had to be abandoned for good. Of the German sailing ships, the FLOTOW is to be mentioned here, and in the third phase of the drift the American SAN JOAQUIN lost a large proportion of its rigging. In the 20th century ice drifts continued to cross the courses of the Cape Horn ships. 1906 and 1908 were recorded as particularly heavy ice years. In 1908-09 both the FALKLANDBANK and the TOXTETH fell prey to ice, or so it was assumed during the subsequent Maritime Board proceedings. For the most part the German sailing ships were spared greater damages by sea. Their captains sent detailed ice reports to the German Hydrographic Office, which gratefully welcomed the information and partially incorporated it in the third and final edition of the "Pilot Book for the Atlantic Ocean." From the end of 1926 until the beginning of 1928, the last of the large sailing ships were once again confronted with "tremendous masses of icebergs and ice drifts." Reports of this period originated above all on the P-Liners PADUA, PAMIR, PASSAT, PEKING, PINNAS, PRIWALL and the ships of Gustav Erikson's fleet. The fate of the training sailship ADMIRAL KARPFANGER in connection with the ice in early 1938 was never clearly determined by the Maritime Board proceedings. Collision with an iceberg, however, is thought to be the most likely cause of accident. Today freight sailing ships no longer cross the oceans. The Cape Horn route is relatively insignificant for engine-powered ships and icebergs can be spotted in plenty of time by modern navigation technology ... The large ice drifts are no longer a menace, but only a marginal note in the final chapter of the history of transoceanic sailing.