"Cat naps require proper preparation. You don't just rush into these things you know." --Shnuk (our cat)

Shot with iPhone 4S and 645 Pro app using 6x17 film back option. Edited in Photoshop CS5.

Becoming a very common theme every year, Air China continues to make alterations to their London Heathrow flights... Going from a single to twice daily flight in September 2014, and then going 17 flights a week from Beijing in October 2018 for the S18 schedule, before going thrice daily from the S19 schedule. Meanwhile, Air China also operates thrice weekly from Chengdu...

Unsurprisingly, Air China have made quite a number of aircraft allocation changes for the upcoming S20 schedule from Beijing commencing from 29th March 2020 which are as follows:

-CA787/788: Continues to utilise Airbus A330-200s.

-CA855/856: Continues to utilise Airbus A330-200s from the W19 schedule, previously Airbus A350-900s during the S18 schedule.

-CA937/938: Continues to utilise 3-class configured Boeing 777-300ERs.

The changes from Beijing-Capital sees 2 of the 3 daily flights operated by Airbus A330-200s with one flight maintaining Boeing 777-300ERs.

Away from their thrice daily flights from Beijing-Capital, Air China continues to provide thrice weekly flights between Chengdu and London Heathrow (CA423/424) operating Tuesday, Thursday and Saturday continues to utilise Airbus A330-200s. Of course, all these changes are subject to change.

Currently, Air China operates 28 Boeing 777s, all of which are Boeing 777-300ERs.

Two Zero Three Three is one of 28 Boeing 777-300ERs in service with Air China, delivered new to the flag-carrier on 25th September 2012 and she is powered by 2 General Electric GE90-115B engines.

Boeing 777-39L/ER B-2033 on final approach into Runway 27L at London Heathrow (LHR) on CA937 from Beijing-Capital (PEK).

Following the launch of the Leyland Titan in June 1977 and production to commence in early 1978 at Park Royal Vehicles Ltd, every thing went quite on the Titan front. A lot of people in the industry thought that the Titan would never be a production reality, the late Alan Townsin summed up the 1977 launch as nothing more than window dressing.

The problem was with the staff at Park Royal who were unhappy about the use of semi skilled staff to assemble the Titan, and that Titan production was to be transferred to AEC in 1979 thus leaving Park Royal to close. Leyland made matters worse in early 1978 by saying that they had formed a consortium of operators to help fund the setting up of Titan production at AEC, this was totally untrue and only anilated the work force at Park Royal even further resulting in a large number of staff leaving, thus slowing Titan production down two one or no Titan built each week.

London Transport had hoped to have sufficient Titans delivered by 24th September 1978 so the Hornchurch depot (RD) could be the first depot to run Titans. London Transport introduced a new code for the Titan as the T class followed by the number, ironically Park Royal also used the T code for the production Titans! Which started with T1 and ended with T280. Only London Transport's first 21 Titans T1 to T21 had the same Park Royal build numbers, T22 was the first Titan for Greater Manchester PTE. The designation for the Titan used the letters TN at the beginning followed by letters and numbers denoting engine type etc. The London Transport Titans used the following designation which were unique TNLXB2RRsp.

London Transport's Titans T1 and T2 were delivered in July 1978, and registered THX 401S and THX 402S, both were used for type training. T3 registered WYV 3T arrived in September and joined T1 and T2 for type training.

Leyland decided to get as much publicity as possible for the first production Titans delivered to London Transport that all three were paraded around Parliament Square before going to the annal London Transport open day held at Syon Park. It was 4th December 1978 before London Transport commenced operating Titan from their Hornchurch depot on the following routes 165, 246, and 252.

Things went from bad to worse for Leyland regarding Titan production, the late Michael Edwards was appointed Chairman of British Leyland in November 1977. Edwards was to oversee slimming BL down by closing loss making factories. In October 1978, BL announced that the AEC factory would close in 1979, thus thwarted the plan to transfer Titan production to AEC. It was decided to bring body on chassis production at Park Royal to an end to make way for full Titan production, sadly the workforce at Park Royal were still unhappy about their pay and use of semi skilled staff, thus Titan production did not improve and only 20 were delivered by the end of 1978.

The production Titan differed from the prototype B15 buses in a few ways including the large Leyland lettering replace with the British Leyland L badge in the middle of the grille and the bright metal trim around the side windows deleted. Unusually Greater Manchester PTE asked that these modifications would not to be fitted to their Titans. The Leyland 501 engine was dropped from the option list and the five-speed Hydracyclic gearbox was offered with semi or fully automatic control and featured an Integral retarder.

This official Leyland publicity photograph shows London Transport's T1,T2 and T3 Titans at Parliament Square on the A3212 road missing from this view is London Transport's K424 which was built for the LGOC in 1920. Notice the message on each of the Titans 'A new Leyland Titan for London Transport' and the destination displays Titan No 1, No 2 and No 3. The wheel hubs of the first three Titans was silver and not body colour. Notice that T2 and T3 are missing the Leyland badge above the Titan badge. T1 was immortalised in 176 scale by EFE.

photograph credit: Leyland Vehicles Ltd/ AEC Photographic Department/Stewart Brown/John Simons

Bibliography:-

Books

Park Royal 1942-1980 Alan Townsin

The Best of British Buses No. 9 Leyland Titans 1945-1984 Alan Townsin

The Leyland Bus Mk2 Doug Jack

The London Titan Matthew Wharmby

Vehicle information:-

London Transport first three Leyland Titan buses fleet numbers T1, T2 and T3

Park Royal production numbers T1, T2 and T3

Vehicle identification TNLXB2RRsp

Seating H44/22D

Engine 10.45-litre Gardner 6LXB diesel engine

Gearbox five-speed Hydracyclic gearbox with the G2 control system

Nikon FE - Nikkor 50 1.2 - Fujicolor Superia X-TRA 400 - Cinestill Cs-41 - dslr scan - Negative Lab Pro

Robinson R-44 Raven II G GJLL has just commenced start up for departure, alongside Eurocopter AS350 Ecureuil G OJDB at Manchester/Barton (City Airport) EGCB.

Construction on the Gateway Bridge commenced on 5 June 1980. The construction of the bridge started before the design was completed, to fast track its construction. It was officially commissioned on 11 January 1986. On this day 200,000 people crossed the bridge by foot as part of the opening activities.

In 1986 the bridge carried an average of 12,500 vehicles per day. In 2001 the bridge was crossed by 27 million vehicles (approximately 73,975 vehicles per day). In early 2010 the single bridge was carrying an average of 100,000 vehicles per day.

The annual Bridge to Brisbane fun run has begun from the southern entrance to the bridge for the past decade (2010s)

In 1979 a tender was called by the Queensland Main Roads Department for a new bridge crossing of the Brisbane River. The conforming design main span was designed as a balanced cantilever with two raised post-tensioned concrete compression stays located on the median and over each of the two main piers to support the 260 metre span. Due to the proximity of the Brisbane Airport, an overall structural height constraint was provided due to aircraft flight path and clearances. This constraint ruled out the possibility of a conventional cable-stayed bridge due to the height of the pylons that would be required. Due to cost considerations, an alternative design concept was proposed by Bruce Ramsay (Manager Engineering) of VSL. This alternative design required a world record main span of 260m for a free cantilever, concrete box girder bridge. The concept was adopted by one of the tenderers — Transfield Queensland Pty.Ltd. who was subsequently awarded the project on the basis of this alternative. It held the record span of 260m for over 15 years. The box girder is still the largest prestressed concrete, single box in the world, measuring 15m deep at the pier, with a box width of 12m and an overall deck width for the six lanes of 22m.

As stated above the bridge owes its distinctive shape to air traffic requirements restricting its height to under 80 metres (260 ft) above sea level (all features of the bridge including light poles) coupled with shipping needs requiring a navigational clearance of 55 metres (180 ft).

The bridge was financed by funds borrowed by the Queensland Government, and as a result, users of the bridge pay a toll when crossing the bridge in either direction. The bridge is operated and maintained by Queensland Motorways, which is a Queensland Government-owned enterprise.

The total length is 1,627 metres (5,337 ft). This is divided into a southern approach of 376 metres (1,234 ft), a northern approach of 731 metres (2,398 ft) and the three central spans of 520 metres (1,706 ft). The record main span is 260 metres (853 ft) long by 64.5 metres (212 ft) high, which is equivalent to a 20-storey building. A total of 150,000 tonnes (165,000 short tons) of concrete was used to construct the bridge.

The original design did not include a safety fence to prevent suicide attempts and base jumping. Three-metre high safety fences attached to the top of the concrete traffic barrier were later installed to prevent these incidents occurring. Anti-climbing screens are part of the second bridge's security features.

In 2005, a major upgrade of the Gateway Motorway was announced. Leighton Contractors and joint venture partner Abigroup won the contract to upgrade the motorway. The A$1.88 billion Gateway Upgrade Project includes the duplication of the Gateway Bridge and upgrades to 20 km (12 mi) of the Gateway Motorway from Mt Gravatt-Capalaba Road in the south to Nudgee Road in the north. The bridge duplication was the largest bridge and road development in Queensland's history. The duplicate bridge was specified to have a design life of 300 years.

To the south, the upgrade included widening 12 km (7 mi) of the Gateway Motorway from 4 to 6 lanes. To the north, it involved the construction of the 7 km (4 mi) Gateway Motorway deviation, an entirely new six-lane motorway between the Gateway Bridge and Nudgee Road. The deviation runs east of the original motorway through Brisbane Airport Corporation land and provides an alternative means of access to Brisbane Airport (the only effective access from the south). The new bridge provides a bicycle path, unlike the first crossing.

The Wynnum Road upgrade was completed on 13 July 2007 and 2 additional southbound lanes between the Port of Brisbane Motorway and Wynnum Road completed in late 2007. Four of six lanes of the new Gateway Motorway deviation were opened in July 2009. All works south of the river were complete by the end of 2009 after 10 years of constant roadwork and traffic disruption. The final concrete pour linking the sides of the new bridge was made in late October 2009. A total of 748 concrete segments, which are supported by 17 piers, were placed for the new bridge.

The duplicate bridge was completed in May 2010 along with the remaining lanes of the Gateway Motorway deviation.

In October 2010, then Minister for Main Roads, Craig Wallace, announced that the original course of the Gateway Motorway via Eagle Farm would be renamed to Southern Cross Way, after Sir Charles Kingsford Smith's aircraft, the Southern Cross, which landed at Eagle Farm in 1928, and so as to avoid confusion with the newly opened Gateway Motorway deviation. The new Gateway Motorway deviation was given the name Gateway Motorway. However, like the renaming of the bridges themselves, the change to Southern Cross Way was not without controversy, attracting criticism from the then Shadow Minister for Main Roads and Transport, Fiona Simpson.

Refurbishment of the existing bridge was completed in November 2010.

Source:

Queensland Government, Courier Mail, Brisbane Times, Channel Nine News, Channel Seven News, Australian Broadcasting Corporation, EventSponsors, the Australian, NZ Bridges 2012, Linkt Queensland.

Lithgow's association with its iron and steel works was another of this city's big manufacturing eras. Its Iron and Steel works commenced in October 1875 when the first iron smelting took place. Ore had been discovered on Eskbank land which was then owned by Enoch Hughes. The foundry was erected nearby after Hughes convinced James Rutherford of Cobb & Co., fame from Bathurst. Ironically the other principal shareholders were the NSW Minister for Public Woriks, the Hon. John Sutherland and Dan WIlliams, an engineer from Canada who worked on the Zig Zag railway prooject. The Eskbank Ironworks then consisted of a blast furnace, foundry and two bar rolling mills with the necessary fitting and smiths' shops. About 20,000 tons of pig iron was made initially from local ores, which was converted into rails and bars. Work was carried on intermittently, until it was decided to pull down the blast furnace and convert the castings into merchant iron.

In May 1880 in the 'Lithgow Report' it stated that the Eskbank Ironworks were working at the rate of four miles of rails per week. The new rails stood the test of forty tons, the required standard being thirty tons. The blast furnace was in full swing and 100 tons per week of rion was anticipated.

The Lithgow Blast Furnace was erected by William Sandford in 1906-1907, a short distance from the Eskbank Colliery which he had purchased outright in 1892. The construction of this later furnace over 1 km away from the Colliery was widely criticised, but its proximity to the railway and its size, providing scope for expansion, made it an understandable choice. It was constructed for the sole purpose of smelting iron from ore. It is a popular misconception that the site was also an ironworks. Indeed the Eskbank Colliery furnace, which had been operating since 1875, is often confused with Sandford's later furnace.

After a layoff the mills at the Eskbank Ironworks were restarted on Monday 30 July 1894. The old system had been discarded and the mills had now commenced on a partially co-operative principle, which it was expected would cheapen production and give better results generally. During the cessation of work the plant was added to and imporoved, in this way the sheet mill now starts equipped to produce nearly double its former product. An order for 100 tons of spike iron, to be supplied at the rate of 10 tons weekly, had been obtained from the Railway Commissioners. The company soon found themselves with an overdraft of about 60,000 pounds and had decided on closing the works when Sandford took them on lease in 1885. He added mill after mill, with powerful shears, furnaces, boilers and rollers, so that now the mills were fully equipped for the work they had to do. Outpot for all classes of finished iron and steel for the three years ending 31/12/1901 averaged over 7000 tons per annum. It did not cover more than a small percentage of what was imported into Sydney.

The works and sidings occupied a space of about 12 acres, situated between the Main Western Railway Line and Farmer's Creek, being connected with the main line at Eskbank Station, with sidings all round the works. Sand for the works was obtained from Farmer's Creek, close by, and loam for the foundry from a paddock adjoining the works. Within the ironworks' fence is a colliery adit, where the coal was drawn out by an engine, and the same skips drawn around the works, so that coal was only handled once, into the skips; and the same skips were tipped into the furnace bins in the ironworks. Coal was thus used fresh from the colliery, and bore comparison in heating qualities with most of the English coals. On the siding to the works was situated the steam sawmills, where timber of any ordinary size coud be cut and delivered to the works.

To heat the iron for the mill, four large furnaces were used, each capable of heating from 5-6 tons of iron per shift. Attached were large horizontal boilers for raising steam by the waste-head from the furnaces. There was a great deal of equipment on site including immense Cornish boilers, weighing 22 tons for raising steam by the waste heat from the furnaces. There was a 1.5 ton steam hammer, massive shears for cutting up rails into lengths, a large gantry, 36" horizontal condensing 175 horse power engine and giant fly-wheels with 30' diameters, weighing 40 tons.

The No. 2 Sheet Mill had a 35 ton flywheel. In the fitting shops were lathes, screwing, drilling and punching machines, nut and bolt machines, and a complete spike-making machine, where spikes for the Railway Construction Department had been made the previous 3 years. The foundry department had two large travelling cranes, a large and small cupola and an air furnace. There was also a large Siemens melting furnace, for dealing with scrap, scrap and pig iron. IT was complete with a steam travelling crane capable of lifting 7 ton cast iron moulds and large wrought iron ladles. Cement used in the works was mostly made at the Cullen Bullen Company's lime and cement works, about 10 miles from Lithgow.

There was another mill principally for rolling sheets for galvanising and corrugating sheets up to 12' long and 27 gauge.

On 24 April 1901 Sandford organised a gala dinner to announce that he and his sone Esk had successfully tapped the first viable quantities of steel produced in Australia at the Eskbank Ironworks. He had been working Eskbank since the 1880s, and although tapping steel was a triumph, he was nearly exhausted by it. Sandford felt iron and steel were basic commodities and needed to be boosted, and tried every which way to protect and support his vennture. While Lithgow's coal miners were free traders, iron workers and their bosses were protectionists, so, to advance his cause, Sandford ran as a protectionist against Joseph Cook in the 1901 federal parliamentary election. He then tried to convicen the NSW government to take over the works.

Finally, when a tender for steel and iron supply became available he bribed three parliamentarians, including WIlliam Holman, to win the contract. Part of that deal included the construction of a blast furnace, to enable production of pig iron for steel. Sandford complied.

The Blast Furnace was 'blown in' on 13 May 1907. It was Sandford's proudest moment and won him the title of the father of the Australian steel industry. His relations with workers were relatively harmonious and beneficient and the Eskbank estate was, to him, a satisfyingly noisy and smoky place. However behind the scenes, Sandford was financially and mentally strained. He could not raise capital but was unwilling to cede his management to external investors such as John Lysagth Ltd., and although Charles Hoskins and his brother George looked at the plant, they pulled out when they saw the state of the books.

The Commercial Banking Company of Sydney, which had underwritten the operation, foreclosed on the ironworks on 9 December 1907, although it kept the Blast Furnace running. With 700 out of work, the Premier invited the Hoskins brothers to take over the Lithgow iron and steelworks. Althought he complicated deal ensured Sandford's debts were paid and he received enough money to guarantee his financial security, he was devastated and felt deceived by Charles Hoskins. His parting with the Lithgow community was sad for him, his wife Caroline, the workers and their community.

The furnace was officially opened by the premier of New South Wales on May 13, 1907. William Sandford Ltd. soon ran into financial trouble and could not fulfil its contract to supply the government with pig-iron, so in 1908 the company was purchased by Hoskins Bros, owners of the premier manufacturer of iron pipes in Australia. They made few initial alterations to the Blast Furnace, although the ironworks underwent substantial changes. The Hoskins also succeeded in having Sandford's government contract transferred to themselves and extended until the end of 1916. Their success prompted them to build 80 coke ovens and a second blast furnace at the eastern end of the site in 1913. The second furnace was a near replica of Sandford's original construction. Fifteen coke ovens were added shortly afterwards to cope with the extra fuel requirements.

The Hoskins were highly active in the development of the ironworking industry and staunchly opposed the growth of unionism. The Hoskins were clear-sighted about the technological problems of the steel and ironworks, and the labour issues, and had considerable business acumen, but Charles Hoskins was impatient and imperious and provoked industrial unrest as soon as he set foot in Lithgow in 1908. He was also a protectionist, and although his negotiations with government over tariffs were never entirely successful, he did manage to get the Eskbank enterprise onto a solid footing before the surge in production caused by World War II.

The outbreak of WWI saw considerable expansion in operations, although Lithgow's monopoly on iron smelting was about to be seriously challenged by BHP, who opened their Newcastle plant in 1915. However, the opening of a Small Arms factory in Lithgow ensured that the Hoskins' works flourished. A great deal of their profit was ploughed back into the expansion of capacity at the steelworks. In 1923 a fifth blowing engine was added to the original furnace. At 400 tons, it was the largest in Australia.

In the mid 1920s, the decision was taken to move operations to Port Kembla, where the natural resource and transport network were more attractive. The Lithgow site was abandoned in 1928, although the last employees were dismissed in 1932.

The site was bought by the Lithgow City Council and was opened to the public as the The Lithgow Blast Furnace Park in 1988.

Source: Heritage Council of New South Wales.

Damariscotta Mills Maine

RJ Corman has completely rebuilt the curve at the AS 111.5 on the west side of Old Fort. The entire curve washed out when Mill creek flooded this valley during the aftermath of Hurricane Helene. Crews are currently working on the next curve near the 112 and the 112.3 as they proceed west up the loops.

DB Cargo Class 66/0 No. 66185 reverses into the W H Malcolm yard at Grangemouth having arrived with 4S49 from Daventry on 17th April 2023.

Commencing in the 12th century, Hinterhaus Castle's strategic construction above the Danube River (Donau) near Spitz an der Donau, Lower Austria (Niederösterreich) enabled the Kuenringer family to rule the Wachau Valley. Commencing in 1181 and continuing with some interruptions through 1355, the Kuenringer family also controlled Aggstein Castle, which is 3.1 miles (5 km) farther upstream (SSE). The castle ruins (Ruine Hinterhaus) look northeastward across Spitzer Creek (Spitzer Bach) to Tausendeimerberg (Thousand Bucket Mountain) vineyard, which some claim is where the Wachau Valley's dry Riesling originated. Spitz an der Donau, Melk District, Lower Austria (Niederösterreich), Austria (Österreich), Fujifilm X-Pro1, Fujinon XF 18-135 F3.5-5.6 R LM OIS WR, Gary Glen Price, Capture One Pro

2015-07-16 GGP07680 Hinterhaus Castle above Spitz AT.jpg

Qatar Airways Commence A380 Services To Sydney

Tonight saw the inaugural A380 service from Doha to Sydney by Qatar Airways. This service had been a B77W, but QR have upgraded the service to the A380, and rescheduled it to a slightly later time. It was always going to be difficult shooting at 7.15pm!!

Here is A7-APE landing 16R Sydney Airport, and then entering 'International 2' at Sydney Airport.

For more information please head to 'Points From The Pacific' blog for the full story - pointsfromthepacific.com.au/2016/09/16/qatar-airways-comm...

If you go down in the woods today you're sure of a big surprise... You can never know what you might come across when you take the mountain bike out into the woods!

The car is old Soviet made Gaz Volga...

Photo taken with LG G3 s mobile phone.

Old, condemned farmhouse on the east side of Concord meets its fate.

And 220ms later, heading back down to Earth.

Portsea Classic..

Portsea Classic 16.1.16 Commencing from Fisherman’s beach (accessible via the Cutting car park 200m west of Portsea Pier along Point Nepean Road), swimmers will head west around Police Point and along the coast to Jarman Oval ("Polo" Ground) at the historic Quarantine Station in the Point Nepean National Park. The Swim has been carefully timed to ensure it will be aided by the outgoing tide..

.

The swim distance is approximately 1,500m. Swimmers will have the benefit of the outgoing tide the whole way, with no hard slog back into the tide.

Lancahsire's only population of wild Red Deer is found at Leighton Moss and in the Silverdale area. They are thought to have crossed over from Cumbria where they occur in forests, moors and on the mountains. At Leighton Moss they are found in reedbeds, showing their versatile nature.

The Red Deer (Cervus elaphus) is one of the largest deer species. The Red Deer inhabits most of Europe, the Caucasus Mountains region, Asia Minor and parts of western and central Asia. It also inhabits the Atlas Mountains region between Morocco and Tunisia in northwestern Africa, being the only species of deer to inhabit Africa. Red Deer have been introduced to other areas including Australia, New Zealand and Argentina. In many parts of the world the meat (venison) from Red Deer is used as a food source.

Red Deer are ruminants, characterized by an even number of toes, and a four-chambered stomach. Recent DNA evidence indicates that the Red Deer (Cervus elaphus) and the East Asian and North American Elk (Wapiti) (Cervus canadensis) represent two distinct species. They also hint at an additional primordial subgroup of Central Asian Red Deer.[2] The ancestor of all Red Deer probably originated in Central Asia and probably resembled Sika Deer.[3]

Although at one time Red Deer were rare in some areas, they were never close to extinction. Reintroduction and conservation efforts, especially in the United Kingdom, have resulted in an increase of Red Deer populations, while other areas, such as North Africa, have continued to show a population decline.

Description

The Red Deer is the fourth largest deer species behind moose, elk (wapiti) and sambar deer. It is a ruminant, eating its food in two stages and having an even number of toes on each hoof, like camels, goats and cattle. European Red Deer have a relatively long tail compared to their Asian and North American relatives. There are subtle differences in appearance between the various subspecies of Red Deer primarily in size and antlers, with the smallest being the Corsican Red Deer found on the islands of Corsica and Sardinia and the largest being the Caspian red deer[citation needed] (or maral) of Asia Minor and the Caucasus Region to the west of the Caspian Sea. The deer of Central and Western Europe vary greatly in size with some of the largest deer found in the Carpathian Mountains in Central Europe.[3] West European Red Deer historically, grew to large size given ample food supply (including peoples' crops), and descendants of introduced populations living in New Zealand and Argentina have grown quite large in size and antlers. Large Red Deer stags, like the Caspian Red Deer or those of the Carpathian Mountains may rival the Wapiti in size. Female Red Deer are much smaller than their male counterparts.

Generally, the male (stag or hart) Red Deer is typically 175 to 230 cm (69 to 91 in) long and weighs 160 to 240 kg (350 to 530 lb); the female is 160 to 210 cm (63 to 83 in) long and weighs 120 to 170 kg (260 to 370 lb).[citation needed] The tail adds another 12 to 19 cm (4.7 to 7.5 in) and shoulder height is about 105 to 120 cm (41 to 47 in). Size varies in different subspecies with the largest, the huge but small-antlered deer of the Carpathian Mountains (C. e. elaphus), weighing up to 500 kg (1,100 lb). At the other end of the scale, the Corsican Red Deer (C. e. corsicanus) weighs about 80 to 100 kg (180 to 220 lb), although Red Deer in poor habitats can weigh as little as 53 to 112 kg (120 to 250 lb).[4] European Red Deer tend to be reddish-brown in their summer coats. The males of many subspecies also grow a short neck mane ("mane" of hair around their necks) during the autumn. The male deer of the British Isles and Norway tend to have the thickest and most noticeable neck manes. Male Caspian Red Deer (Cervus elaphus maral) and Spanish Red Deer (Cervus elaphus hispanicus) do not carry neck manes. Male deer of all subspecies, however, tend to have stronger and thicker neck muscles than female deer, which may give them an appearance of having neck manes. Red Deer hinds (females) do not have neck manes. The European Red Deer is adapted to a woodland environment.[5]

Only the stags have antlers which start growing in the spring and are shed each year, usually at the end of winter. Antlers are made of bone which can grow at a rate of 2.5 cm (1.0 in) a day. A soft covering known as velvet helps to protect newly forming antlers in the spring. European red deer antlers are distinctive in being rather straight and rugose, with the fourth and fifth tines forming a "crown" or "cup" in larger males. Any tines in excess of the fourth and fifth tine will grow radially from the "cup". "Cups" are generally absent in the antlers of smaller red deer such as Corsican Red Deer. West European Red Deer antlers feature bez (second) tines that are either absent or smaller than the brow tine. However, bez tines occur frequently in Norwegian Red Deer. Antlers of Caspian Red Deer carry large bez (second) tines and form less-developed "cups" than West European red deer, their antlers are thus more like the "throw back" top tines of the wapiti (Cervus canadensis sp.)and these are known as maraloid characteristics. A stag can (exceptionally) have antlers with no tines, and is then known as a switch. Similarly, a stag that doesn't grow antlers is a hummel. The antlers are testosterone-driven and as the stag's testosterone levels drop in the autumn, the velvet is shed and the antlers stop growing.[6] Red Deer produce no testosterone in their bodies while they are growing antler.[clarification needed] With the approach of autumn, the antler begin to calcify and the stags testosterone production builds for the approaching rut (mating season).

During the autumn, all Red Deer subspecies grow a thicker coat of hair which helps to insulate them during the winter. Autumn is also when some of the stags grow their neck manes.[3] It is in the autumn/winter coat that most subspecies are most distinct. The Caspian Red Deer's winter coat is greyer and has a larger and more distinguished light rump-patch (like Elk and some Central Asian Red Deer) compared to the West European Red Deer which has more of a greyish-brown coat with a darker yellowish rump patch in the winter. By the time summer begins, the heavy winter coat has been shed; the animals are known to rub against trees and other objects to help remove hair from their bodies. Red Deer have different colouration based on the seasons and types of habitats, with grey or lighter colouration prevalent in the winter and a more reddish and darker coat in the summer.[7] Most European Red Deer wear a reddish-brown summer coat, and some individuals may have a few spots on the backs of their summer coats.

Distribution

Cervus genus ancestors of Red Deer first appear in fossil records 12 million years ago during the Miocene in Eurasia.[8] An extinct genus known as the Irish Elk (Megaloceros), not related to the red deer but to the fallow deer, is the largest member of the deer family known from the fossil record.[9]

The European Red Deer is one of the largest game animals found in Southwestern Asia (Asia Minor and Caucasus regions), North Africa and Europe. The Red Deer is the largest non-domesticated mammal still existing in some European countries such as the United Kingdom and Ireland.[8] The Barbary stag (which resembles the West European Red Deer) is the only member of the deer family that is represented in Africa, with population centred in the northwestern region of the continent in the Atlas Mountains.[10] As of the mid 1990s, Morocco, Tunisia and Algeria were the only African countries known to have Red Deer.[11]

In the UK there are indigenous populations in Scotland, the Lake District and the South West of England (principally on Exmoor). Not all of these are of entirely pure bloodlines as some of these populations have been supplemented with deliberate releases of deer from parks like Warnham or Woburn Abbey in an attempt to increase antler sizes and body weights. Edinburgh University found that in Scotland there has been extensive hybridisation with the closely related Sika Deer.[12] There are several other populations that have originated either with carted deer kept for stag hunts being left out at the end of the hunt, escapes from deer farms or deliberate releases. Carted deer were kept by stag hunts with no wild red deer in the locality and were normally recaptured after the hunt and used again; although the hunts are called "stag hunts" the Norwich Staghounds only hunted hinds (female red deer) and in 1950 at least eight hinds (some of which may have been pregnant) were known to be at large near Kimberley and West Harling[13] and formed the basis of a new population based in Thetford Forest in Norfolk. There are now further substantial red deer herds that originated from escapes or deliberate releases in the New Forest, the Peak District, Suffolk, Brecon Beacons and West Yorkshire as well as many other smaller populations scattered throughout England, and they are all generally increasing in numbers and range. A recent census of deer populations in 2007 coordinated by the British Deer Society records red deer as having expanded range their range in England and Wales since 2000, with expansion most notable in the Midlands and East Anglia. ref [1]

In New Zealand, and to a lesser degree in Australia, the red deer were introduced by acclimatisation societies along with other deer and game species. The first red deer to reach New Zealand were a pair sent by Lord Petre in 1851 from his herd at Thorndon Park, Essex to the South Island but the hind was shot before they had a chance to breed. Lord Petre sent another stag and two hinds in 1861 and these were liberated near Nelson from where they quickly spread. The first deer to reach the North Island were a gift to Sir Frederick Weld from Windsor Great Park and were released near Wellington and these were followed by further releases up to 1914.[14] Between 1851 and 1926 there were 220 separate liberations of red deer involving over 800 deer.[15] In 1927 the State Forest Service introduced a bounty for red deer shot on their land and in 1931 Government control operations were commenced and between 1931 and March 1975 1,124,297 deer were killed on official operations.

In New Zealand introduced Red Deer have adapted much better and are widely hunted on both islands, many of the 220 introductions used deer originating from Scotland (Invermark) or one of the major deer parks in England, principally Warnham, Woburn Abbey or Windsor Great Park. There is some hybridisation with the closely related Wapiti or American Elk (Cervus canadensis nelsoni) introduced in Fiordland in 1921. New Zealand red deer produce very large antlers and are regarded as amongst the best in the world by hunters. Along with the other introduced deer species they are however officially regarded as a noxious pest and are still heavily culled using professional hunters working with helicopters, or even poisoned.

The first red deer to reach Australia were probably the six that Prince Albert sent in 1860 from Windsor Great Park to Thomas Chirnside who was starting a herd at Werribee Park, south west of Melbourne in Victora. Further introductions were made in New South Wales, Queensland, South Australia and Western Australia. Today the red deer range in Australia ranges from Queensland down through New South Wales into Victoria and across to South Australia, with the numbers increasing. The Queensland, Victorian and most New South Wales strains can still be traced to the early releases, but South Australia's population along with all others is now largely recent farmed escapees. This is having adverse affects on the integrity of wild herds as now more and more larger herds are being grown due to the superior genetics that have been attained by select breeding.

Red Deer populations in Africa and southern Europe are generally declining. In Argentina, where the Red Deer has had a potential adverse impact on native animal species, the International Union for Conservation of Nature and Natural Resources has labelled the animal as one of the world's 100 worst invaders.

Migration

Red Deer in Europe generally spend their winters in lower altitudes and more wooded terrain. During the summer, they migrate to higher elevations where food supplies are greater for the calving season.

Taxonomy

Until recently biologists considered that Red Deer and Wapiti (or Elk) are the same species forming, a continuous distribution throughout temperate Eurasia and North America. This belief was based largely on the fully fertile hybrids that can be produced under captive conditions.

However, recent DNA studies conducted on hundreds of samples from Red Deer and Elk subspecies concluded that there are no more than 9 distinct subspecies of Red Deer and Wapiti and that they fall into two separate species: the Red Deer from Europe, western Asia and North Africa, and the Wapiti or Elk from Northern and Eastern Asia and North America. Surprisingly, from DNA evidence the Elk appear more closely related to Sika Deer and to Thorold's deer than to Red Deer.

Subspecies

Additionally there are some central Asiatic subspecies (Tarim group, including Bactrian deer and Yarkand deer), which are geographically isolated from Wapiti and western Red Deer by the Takla Makan and the Pamir Mountains. They appear to represent a primordial subgroup, genetically more related to the Red Deer than to the Wapiti. It remains unclear which clade the Kashmir stag belongs in,[2] though it, in terms of zoogeography, is most likely to belong in the central Asian group.

The International Union for Conservation of Nature and Natural Resources originally listed nine subspecies of Red Deer (Cervus elaphus): three as endangered, one as vulnerable, one as near threatened, and four without enough data to give a category ("Data Deficient"). The species as a whole, however, is listed as least concern.[1] However, this was based on the traditional classification of Red Deer as one species (Cervus elaphus), including the Elk.

Listed below are the subspecies of Red Deer (Cervus elaphus), including the primordial subgroup from central Asia.

Subspecies

Additionally there are some central Asiatic subspecies (Tarim group, including Bactrian deer and Yarkand deer), which are geographically isolated from Wapiti and western Red Deer by the Takla Makan and the Pamir Mountains. They appear to represent a primordial subgroup, genetically more related to the Red Deer than to the Wapiti. It remains unclear which clade the Kashmir stag belongs in,[2] though it, in terms of zoogeography, is most likely to belong in the central Asian group.

The International Union for Conservation of Nature and Natural Resources originally listed nine subspecies of Red Deer (Cervus elaphus): three as endangered, one as vulnerable, one as near threatened, and four without enough data to give a category ("Data Deficient"). The species as a whole, however, is listed as least concern.[1] However, this was based on the traditional classification of Red Deer as one species (Cervus elaphus), including the Elk.

Listed below are the subspecies of Red Deer (Cervus elaphus), including the primordial subgroup from central Asia.

Breeding, gestation and lifespan

Red Deer mating patterns usually involve a dozen or more mating attempts before the first successful one. There may be several more matings before the stag will seek out another mate in his harem. Females in their second autumn can produce one and very rarely two offspring per year. The gestation period is 240 and 262 days and the offspring weigh about 15 kg (33 lb). After two weeks, fawns are able to join the herd and are fully weaned after two months.[20] Female offspring outnumber male offspring more than two to one and all Red Deer fawns are born spotted, as is common with many deer species, and lose their spots by the end of summer. However, as in many species of Old World Deer, some adults do retain a few spots on the backs of their summer coats.[3] The offspring will remain with their mothers for almost one full year, leaving around the time that the next season offspring are produced.[5] The gestation period is the same for all subspecies.

Red Deer live up to over 20 years in captivity and in the wild they average 10 to 13 years,, though some subspecies with less predation pressure average 15 years.

Protection from predators

Male Red Deer retain their antlers for more than half the year and are less gregarious and less likely to group with other males when they have antlers. The antlers provide self-defence as does a strong front-leg kicking action which is performed by both sexes when attacked. Once the antlers are shed, stags tend to form bachelor groups which allow them to cooperatively work together. Herds tend to have one or more members watching for potential danger while the remaining members eat and rest.[5]

After the rut, females form large herds of up to 50 individuals. The newborn calves are kept close to the hinds by a series of vocalizations between the two, and larger nurseries have an ongoing and constant chatter during the daytime hours. When approached by predators, the largest and most robust females may make a stand, using their front legs to kick at their attackers. Guttural grunts and posturing is used with all but the most determined of predators with great effectiveness. Aside from humans and domestic dogs, the Wolf is probably the most dangerous predator that most European Red Deer encounter. Occasionally, the Brown bear will predate on European Red Deer as well.[5] Eurasian Lynx and wild boars sometimes prey on the calves. The leopard in Asia Minor (now extinct) probably preyed on East European Red Deer. Both Barbary Lion and Barbary Leopard probably once preyed on Atlas stags in the Atlas Mountains, although Barbary Lion is now extinct in the wild, and Barbary Leopard either very rare or extinct.

Red Deer in folklore

Red Deer are widely depicted in cave art and are found throughout European caves, with some of the artwork dating from as early as 40,000 years ago, during the Upper Paleolithic. Siberian cave art from the Neolithic of 7,000 years ago has abundant depictions of Red Deer, including what can be described as spiritual artwork, indicating the importance of this mammal to the peoples of that region (Note: these animals were most likely Wapiti (Cervus canadensis) in Siberia, not Red Deer).[21] Red deer are also often depicted on Pictish stones (c.550-850 AD), from the early medieval period in Scotland, usually as prey animals for human or animal predators. In Medieval hunting the red deer was the most prestigious quarry, especially the mature stag, which in England was called a 'hart'.

Red Deer products

Red Deer are held in captivity for a variety of reasons. The meat of the deer, called venison, is not generally harvested for human consumption on a large scale, though speciality restaurants seasonally offer venison which is widely considered to be both flavourful and nutritious. Venison is higher in protein and lower in fat than either beef or chicken.[22] In some countries in central Asia, elk is still hunted as a primary source of meat.

The red deer can produce 10 to 15 kg (22 to 33 lb) of antler velvet annually.[citation needed] On ranches in New Zealand, China, Siberia, and elsewhere[23] this velvet is collected and sold to markets in East Asia, where it is used for holistic medicines, with South Korea being the primary consumer. In Russia, a medication produced from antler velvet is sold under the brand name Pantokrin (Russian: Пантокри́н; Latin: Pantocrinum).[citation needed] The antlers themselves are also believed by East Asians to have medicinal purposes and are often ground up and used in small quantities.

Historically, related deer species such as Central Asian Red Deer, Wapiti, Thorold's Deer, and Sika Deer have been reared on deer farms in Central and Eastern Asia by Han Chinese, Turkic peoples, Tungusic peoples, Mongolians, and Koreans.[citation needed] In modern times, Western countries such as New Zealand and United States have taken to farming European Red Deer for similar purposes.

Deer antlers are also highly sought after worldwide for decorative purposes and have been used for artwork, furniture and other novelty items.

DAF commenced business as a trailer manufacturer and continued to offer high-quality bodywork when it moved into truck production. This style of tank body - which was also supplied on a two-axle chassis - was particularly attractive. Esso traditionally used a red-based livery but later adopted a less-distinctive white scheme. This image is based on an official DAF photo - of a brand new, unregistered and unlettered vehicle - kindly supplied by Jan Barnier (16-Jan-17).

All rights reserved. Not to be posted on Facebook or anywhere else without my prior written permission. Please follow the link below for additional information about my Flickr images:

www.flickr.com/photos/northernblue109/6046035749/in/set-7...

With the W17 schedule now half way from finishing, airlines are now making a few adjustments and preparations for the incoming S18 schedule commencing in late March.

The big US3 have the more audacious task of altering their schedules given their extensive domestic and long-haul international flights. For United, the airline has a much larger long-haul international presence compared to both American and Delta, so their long-haul flights are often seeing numerous changes.

United have an extensive long-haul network from London Heathrow, and will undergo various changes come the S18 schedule. As per Airline Route, here are the following changes, all of which are effective from 24th March 2018 unless stated otherwise:

-Denver: Service resumption after withdrawal in October 2010; summer seasonal flight (UA26/27) operating daily until 26th October 2018 utilising Boeing 787-8's.

-Newark-Liberty: Frequency decrease from 6 to 5 daily flights operated by a mixture of Boeing 767-300ER/400ER's.

-San Francisco: Effective from 30th April 2018, First Class service will no longer be available for booking.

-Washington-Dulles: UA919/924 converts to Boeing 787-8 operation until 6th June 2018 being replaced by Boeing 767-300ER's until 27th October 2018. UA918/925 remains operated by Boeing 777-200ER's, with First Class no longer bookable from 30th April 2018.

Whilst the amount of changes are minor, it is unsurprising however that the biggest change is the reintroduction of direct flights between London Heathrow and Denver, Colorado. The reintroduction comes at the expense of one of the 6 daily flights from Newark, being reduced to 5 daily flights.

The usage of Boeing 787-9's for the S18 schedule is significantly reduced as only London Heathrow will only see the type once a day from Los Angeles.

Currently, United Airlines operates a large Boeing 787 fleet with 35 in service, which includes 12 Boeing 787-8's and 23 Boeing 787-9's. United have 3 Boeing 787-9's and 12 Boeing 787-10's (first example due for delivery in late 2018 with the first example being assigned a production number by Boeing) on-order.

November Two Six Nine Six Seven is one of 23 Boeing 787-9's in service with United, delivered new to the carrier in June 2016 and she is powered by 2 General Electric GEnx-1B74 engines.

Boeing 787-9 Dreamliner N26967 on final approach into Runway 09L at London Heathrow (LHR) on UA923 from Los Angeles (LAX), California.

aventure begins here

Stabled within the depths of Motherwell MPD is 25023, 26th August 1978.

Locomotive History

It is one of a batch of twenty five locomotives which formed sub class 25/0 which were a transition between the 75mph, 1160hp class 24 and the 90mph, 1250hp class 25/1. These twenty five locomotives received the up-rated 6LDA28B Sulzer engine giving 1250hp but were fitted with the same traction motors as the class 24. All this sub class were built at Darlington works and 25023 entered traffic as D5173 in March 1962, allocated to Thornaby MPD to assist in the removal of steam from Teeside. It would stay at Thornaby for ten years until transferred to Holbeck in October 1971 moving on to Tinsley during 1972 before transfer to Scotland (Eastfield) in the mid 1970’s for its final years in service. Once the majority of the class 24 fleet had been withdrawn a start would be made on the class 25 fleet and the obvious candidates were the vacuum brake only, non-boiler fitted class 25/0 subgroup. The first withdrawals (25016/17/20/22/24) took place in January 1976 when they were due for classified repair and they were the first non accident damaged class 25’s condemned. Withdrawals of the class 25/0 locomotives continued over the next couple of years, however before they were complete non accident damaged withdrawals commenced on the class 25/1 locomotives in August 1977. This proved to be a reprieve for the class 25/0 locomotives as all the withdrawals over the three years came from the class 25/1 or 25/2 fleets until 25008 was withdrawn in June 1980. Once class 25/0 withdrawals had recommenced the remaining class 25/0 locomotives were quickly withdrawn with 25023 being condemned in September 1980 and eventually broken up at Swindon works in March 1983.

Re-edited 23rd May 2020

Praktica LTL, Ektachrome 200"

The Sanders Norfolk County Council/HM Government supported service/timetable enhancements, introduced from week commencing Sunday 2nd April 2023, include amendments to their flagship Holt - Sheringham - Cromer - Aylsham - Norwich “44 Group” of services. Making a welcome return is the partly non-stop Sheringham - Cromer - Norwich service X40 variation.

Now operating on a Daily basis, with up to six journeys each way M-F and three each way SSu, as in the past none of them divert to serve Suffield Park and/or Aylsham. However, whilst the SSu journeys run non-stop both ways over the Alby Horseshoes - Marsham Bus Shelter section, the non-stop section is extended in each direction on the M-F journeys from Alby Horseshoes through to Hellesdon The Firs/Tesco, thus omitting the stops at Marsham, Hevingham, Stratton Strawless and Hainford.

It will be recalled that service X40 was introduced from 18th March 2013 at the height of Sanders competition with Konectbus service 2 Norwich - Sheringham and it continued when Konect subsequently pulled out after operations on 31st October 2015. The Covid pandemic saw all service X40 journeys suspended from 23rd March 2020 onwards and although briefly re-instated from 12th April 2021, they were once again suspended from 2nd October 2021, this time due to staff shortages.

In this shot Sanders former Nottingham City Transport Scania N94UD East Lancs Omnidekka type number 123 - YN07 EYY is captured in sunshine and shadows as it heads along the A140 at New Hainford while working the above Norwich bound service X40 journey. Known locally as the Hainford Straight it is quite clear to see why it was given this name. To cover the additional double deck requirement following introduction of the increased frequency between Sheringham and Norwich - the M-F “44 Group” timetable now offers twenty three journeys each way, up from seventeen each way - vehicle 123 and the other two North Walsham based deckers have recently been transferred to Holt Depot. Note also that since last appearing before my camera at Worstead on 3rd March 2023, the service X55 North Walsham - Coltishall - Norwich between decks route branding on 123 has been removed apart from the line “friendly reliable and frequent service”.

My vantage point was the nearside upper deck front seat of Sanders former Nottingham City Transport East Lancs bodied Scania N94UD Omnidekka type number 116 - YN53 CFZ working the 0935hrs Norwich to Sheringham service X40 journey.

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Je commence un nouveau blog pour photographes avec un ami (en français). Nous y mettrons des tutoriaux, des conseils, et des explications de shootings "backstage", comme pour cette série. N'hésitez pas à aller faire un tour et à donner vos avis !

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This is the last picture from the amazing studio session with Elodie.

Setup shot is still here.

Backstage video is HERE.

THANKS AGAIN TO EVERYONE. It was a great afternoon.

Strobist:

Cactus V5s as triggers.

1 LP160 @ 1/4th in Lumodi BeautyDish on the right, behind.

1 LP160 @ 1/4th in 40x60cm softbox on the left, behind.

Several flags to avoid light spills.

Canon EOS 5DmkII with EF 135mm f/2L @ 1/100th sec; f/4; iso50.

Website - Twitter - Getty - 500px - Book - ModelMayhem - Facebook - Blog

Commencing on Sunday 30th June, Lothian Country will launch its new Green Arrow Express services.

The new routes will be as follows:

EX1: Bathgate Town Centre, Boghall, DIRECT VIA M8, Maybury, Haymarket and The Exchange every 30 minutes, Monday to Saturday and hourly on a Sunday

EX2: Linlithgow Bridge, Linlithgow Town Centre, Springfield, DIRECT VIA M9, RBS Gogarburn, Maybury, Haymarket, and The Exchange every 30 minutes, Monday to Saturday and hourly on a Sunday.

Green Arrow will have a bespoke and dedicated team of drivers. The operation will run with a fleet of eight coaches which have been custom built in the UK by Plaxton, part of Alexander Dennis Limited, to exceed customer expectations.

The coaches have an innovative new forward facing wheelchair bay and have been fitted with full coach seating, Wi-Fi, USB charging, mood lighting and audio-visual stop announcements, offering a fantastic customer experience.

Lothian Country Green Arrow 9206 seen here at SVBM during the Open Day on the 19th May 2019.

The view from the tower of Lincoln Cathedral, in Lincoln, Lincolnshire.

Building commenced in 1088 and continued in several phases throughout the medieval period. It was reputedly the tallest building in the world for 238 years (1311–1549) before the central spire collapsed in 1549 and was not rebuilt.

Remigius de Fécamp, the first bishop of Lincoln, moved the Episcopal seat there between 1072 and 1092. Up until then St. Mary's Church in Stow was the "mother church" of Lincolnshire (although it was not a cathedral, because the seat of the diocese was at Dorchester Abbey in Dorchester-on-Thames, Oxfordshire).

Bishop Remigius built the first Lincoln Cathedral on the present site, finishing it in 1092 and then dying on 9 May of that year, two days before it was consecrated. In 1141, the timber roofing was destroyed in a fire. Bishop Alexander rebuilt and expanded the cathedral, but it was mostly destroyed by an earthquake about forty years later, in 1185.

The earthquake was one of the largest felt in the UK. The damage to the cathedral is thought to have been very extensive: The Cathedral is described as having "split from top to bottom"; in the current building, only the lower part of the west end and of its two attached towers remain of the pre-earthquake cathedral.

After the earthquake, a new bishop was appointed. He was Hugh de Burgundy of Avalon, France, who became known as St Hugh of Lincoln. He began a massive rebuilding and expansion programme. Rebuilding began with the choir and the eastern transepts between 1192 and 1210. The central nave was then built in the Early English Gothic style. Until 1549 the spire was reputedly the tallest medieval tower in Europe, though the exact height has been a matter of debate.

The two large stained glass rose windows, the matching Dean's Eye and Bishop's Eye, were added to the cathedral during the late Middle Ages. The former, the Dean's Eye in the north transept dates from the 1192 rebuild begun by St Hugh, finally being completed in 1235.

After the additions of the Dean's eye and other major Gothic additions it is believed some mistakes in the support of the tower occurred, for in 1237 the main tower collapsed. A new tower was soon started and in 1255 the Cathedral petitioned Henry III to allow them to take down part of the town wall to enlarge and expand the Cathedral.

In 1290 Eleanor of Castile died and King Edward I of England decided to honour her, his Queen Consort, with an elegant funeral procession. After her body had been embalmed, which in the 13th century involved evisceration, Eleanor's viscera were buried in Lincoln cathedral, and Edward placed a duplicate of the Westminster tomb there.

Information Source:

en.wikipedia.org/wiki/Lincoln_Cathedral

Commencing taxi at Shannon 18/1/2019 for its last flight to Kemble UK for break up.

[...] “Every phase of evolution commences by being in a state of unstable force and proceeds through organization to equilibrium. Equilibrium having been achieved, no further development is possible without once more oversetting the A journey of a thousand miles starts in front of your feet. Whosoever acts spoils it. Whosoever keeps loses it [...]

-- Quote from Kabbalah

Nikon D200, Tokina 12-24 f4, 24mm - f/8 - 1/125s - HDR 5xp +2/-2EV

Rome, Italy (May, 2013)

Rue de l'Ourcq (Paris 19ème).

Oeuvre commencée le samedi 9 septembre 2017, et terminée dans la semaine suivante.

Commencing the crossing of the longest glacier in the Himalayas.

Let the grind commence!

"L'histoire commence avec Jean 1er de Châteauneuf fils du seigneur de Chaudenay, nous sommes alors en l'an de grâce 1175. L'implantation d'une forteresse pour défendre la région sera favorable à la prospérité du village qui se trouve protégé derrière ses trois portes.

En 1267 les habitants seront affranchis, mais c'est au XIVe siècle que la prospérité de ce village médiéval deviendra très florissante en particulier grâce à ses nombreuses foires octroyées par le duc de Bourgogne Eudes IV.

Châteauneuf fut aussi une étape sur l'un des chemins de St Jacques de Compostelle, riches commerçants et membres de l'entourage des seigneurs de châteauneuf (en particulier Philippe Pot) furent à l'origine de la richesse architecturale des demeures que nous pouvons encore admirer en parcourant Châteauneuf-en-Auxois.

De part et d'autre des petites rues, des maisons à tourelles, ornées ds blasons, maisons des XIVe, XVe et XVIe siècles se laissent admirer." Références, Site Petit Patrimoine

"The story starts with John the first son of the lord of Châteauneuf Chaudenay, we are then in the year of grace 1175. The implementation of a fortress to defend the region will be conducive to the prosperity of the village whic is protected behind its three doors.

In 1267 the inhabitants will be freed, but in the fourteenth century that the prosperity of this medieval village will become very successful in particular through its many trade fairs granted by the Duke of Burgundy Eudes IV.

Chateauneuf was also a step on one of St Jacques de Compostela paths, rich merchants and members of the entourage of the lords of Châteauneuf (especially Philippe Pot) were the source of the rich architecture of the houses that we can still enjoy traveling in Châteauneuf-en-Auxois.

On both sides of narrow streets, houses with turrets, adorned with emblems, can be admired."

Localisation sur Google maps ~ See where this picture was taken. [?]

Copper was discovered at Kuridala in 1884 and the Hampden Mine commenced during the 1890s. A Melbourne syndicate took over operations in 1897 and with increasing development of the mine in 1905 - 1906 the Hampden Cloncurry Limited company was formed. The township was surveyed as Hampden in 1910 (later called Friezland, and finally Kuridala in 1916). The Hampden Smelter operated from 1911 to 1920 with World War I being a particularly prosperous time for the company. After the war, the operations and the township declined and the Hampden Cloncurry Limited company ceased to exist in 1928. Tribute mining and further exploration and testing of the ore body has continued from 1932 through to the present day.

The Kuridala Township and Hampden Smelter are located approximately 65km south of Cloncurry and 345m above sea level, on an open plain against a background of rugged but picturesque hills.

The Cloncurry copper fields were discovered by Ernest Henry in 1867 but lack of capital and transport combined with low base metal prices precluded any major development. However, rising prices, new discoveries in the region and the promise of a railway combined with an inflow of British capital stimulated development. Additionally, Melbourne based promoters eager to develop another base metal bonanza like Broken Hill led to a resurgence of interest, especially in the Hampden mines.

The copper deposits at Kuridala (initially named Hampden) were discovered by William McPhail and Robert Johnson on their pastoral lease, Eureka, in January 1884. The Hampden mine was held by Fred Gibson in the 1890s and acquired in 1897 by a Melbourne syndicate comprising the 'Broken Hillionaires' - William Orr, William Knox, and Herman Schlapp. They floated the Hampden Copper Mines N. L. with a capital of £100,000 in £100 shares of which 200 were fully paid up. With this capital, they commenced a prospecting and stockpiling program sending specimens to Dapto and Wallaroo for testing. Government Geologist, W.E. Cameron's report on the district in 1900 discouraged investors as he reported that few of the lodes, other than the Hampden Company's main lode at Kuridala, were worth working.

A world price rise in copper in 1905, combined with a government decision in 1906 to extend the Townsville railway from Richmond to Cloncurry, stimulated further development. The Hampden Cloncurry Copper Mines Limited was registered in Victoria in March 1906 to acquire the old company's mines. However, the company only had a working capital of £35,000 after distributing vendor's shares and buying the Duchess mines. During this period there were over 20 companies investing similarly on the Cloncurry field.

The township was surveyed by the Mines Department around 1910 and was first known as Hampden after the mines discovered in the 1880s. By 1912 it was called Friezland, however was officially renamed Kuridala in October 1916 to minimise confusion with another settlement in Queensland. The reason for this change was considered to be linked to German names being unpopular at the outbreak of World War I.

Hampden Cloncurry Copper Mines Limited and its competitor, Mount Elliott, formed a special company in 1908 to finance and construct the railway extension from Cloncurry through Malbon, to Kuridala, and Mount Elliott. The company reconstructed in July 1909 by increasing its capitalisation, and concluding arrangements for a debenture issue to be secured against its proposed smelters. Its smelters were not fired until March 1911 and over the next three years 85,266 tons of ore were treated with an initial dividend of £140,000 being declared in 1913. In one month in 1915 the Hampden Smelter produced 813 tons of copper, an Australian record at that time.

Concern over the dwindling reserves of high grade ore led to William Corbould, the general manager of Mount Elliott mines, negotiating an amalgamation with Hampden Cloncurry to halt the fierce rivalry. But the latter was uninterested having consolidated its prospects in 1911 by acquiring many promising mines in the region, and enlarging its smelters and erecting new converters. In 1913, following a fire in the Hampden Consol's mine, Corbould convinced his London directors to reopen negotiations for a joint venture in the northern section of the field which still awaited a railway. Although Corbould and Huntley, the Hampden Cloncurry general manager, inspected many properties, the proposal lapsed.

The railway reached the township by 1910. A sanitary system was installed in 1911, after a four month typhoid epidemic, and a hospital erected by 1913, run by Dr. Old. It was described as the best and most modern hospital in the northwest. At its height, the town supported six hotels, five stores, four billiard saloons, three dance halls, and a cinema, two ice works, and one aerated waters factory, and Chinese gardens along the creek. There were also drapers, fruiterer, butcher, baker, timber merchant, garage, four churches, police station, court house, post office, banks, and a school with up to 280 pupils. A cyclone in December 1918 damaged the town and wrecked part of the powerhouse and smelter.

A comprehensive description of the plant and operations of the Kuridala Hampden mines and smelters was given by the Cloncurry mining warden in the Queensland Government Mining Journal of the 14th of September 1912. Ore from other company-owned mines (Duchess, Happy Salmon, MacGregor, and Trekelano) was railed in via a 1.2km branch line to the reduction plant bins, while the heavy pyrites ore from the Hampden mines was separated at the main shaft into coarse and fine products and conveyed to separate 1,500 ton capacity bins over a standard gauge railway to the plant.

A central power plant was installed with three separate Dowson pressure gas plants powered by three tandem type Kynoch gas engines of 320hp and two duplex type Hornsby gas engines of 200hp. Two Swedish General Electric Company generators of 1,250kw and 56kw running at 460 volts, supplied electricity to the machines in the works, fitting shops and mine pumps. Electric light for the mine and works was supplied by a British Thompson-Houston generator of 42kw, running at 420 volts. The fuel used in the gas producers was bituminous coal, coke or charcoal, made locally in the retorts.

The reduction plant consisted of two water-jacket furnaces, 2.1m by 1m and 4.2m by 1m, with dust chambers and a 52m high steel stack. There were two electrically driven converter vessels, each 3.2m by 2.3m. The molten product ran into a 3.7m diameter forehearth, while the slag was drawn off into double ton slag pots, run to the dump over 3 foot gauge, 42lb steel rail tracks. The copper was delivered from the forehearth to the converters. A 1.06m gauge track ran under the converters and carried the copper mould cars to the cleaning and shipping shed, at the end of which was the siding for railing out the cakes of blister copper.

The war conferred four years of prosperity on the Cloncurry district despite marketing, transport, and labour difficulties. The Hampden Cloncurry Company declared liberal dividends during 1915 - 1918: £40,000, £140,000, £52,500 and £35,000 making a total disbursement since commencing operations of £437,500. Its smelters treated over a quarter of a million tons of ore in this period, averaging over 70,000 tons annually. The company built light railways to its mines (e.g. Wee MacGregor and Trekelano) to ensure regular ore supplies and to reduce transport costs. In order to improve its ore treatment, Hampden Cloncurry installed a concentration plant in 1917. In 1918 an Edwards furnace was erected to pre-roast fine sulphide concentrates from the mill before smelting.

The dropping of the copper price control by the British government in 1918 forced the company into difficulties. Smelting was postponed until September 1919 and the company lost heavily during the next season and had to rely on ores from the Trekelano mine. Its smelter treated 69,598 tons of ore in 1920, but the company was forced to halt all operations after the Commonwealth Bank withdrew funds on copper awaiting export.

Companies and mines turned to the Theodore Labor Government for assistance but they were unsympathetic to the companies, even though they alone had the capacity to revive the Cloncurry field. More negotiations for amalgamation occurred in 1925 but failed, and in 1926 Hampden Cloncurry offered its assets for sale by tender and Mount Elliott acquired them all except for the Trekelano mine. The company was de-listed in 1928.

The rise and decline of the township reflected the company's fortunes. In 1913 there were 1,500 people increasing to 2,000 by 1920, but by 1924 this had declined to 800. With the rise of Mount Isa, Kaiser's bakehouse, the hospital, courthouse, one ice works, and a picture theatre, moved there in 1923 followed by Boyds' Hampden Hotel (renamed the Argent) in 1924. Other buildings including the police residence and Clerk of Petty Sessions house were moved to Cloncurry.

In its nine years of smelting Hampden Cloncurry had been one of Australia's largest mining companies producing 50,800 tons of copper (compared with Mount Elliott's 27,000), 21,000 ounces of gold and 381,000 ounces of silver. A more permanent achievement was its part in creating the metal fabricating company, Metal Manufacturers Limited, of which it was one of the four founders in 1916. Much of the money which built their Port Kembla works into one of the country's largest manufacturers came from the now derelict smelters in north-west Queensland.

In 1942 Mount Isa Mines bought the Kuridala Smelters for £800 and used parts to construct a copper furnace which commenced operating in April 1943 in response to wartime demands. The Tunny family continued to live at Kuridala as tributers on the Hampden and Consol mines from 1932 until 1969 and worked the mines down to 15.25m. A post office operated until 1975 and the last inhabitant, Lizzy Belch, moved into Cloncurry about 1982.

Further exploration and testing of the Kuridala ore body has occurred from 1948 up until the present with activities being undertaking by Mount Isa Mines, Broken Hill South, Enterprise Exploration, Marshall and James Boyd, Australian Selection, Kennecott Exploration, Carpentaria Exploration, Metana Minerals, A.M. Metcalfe, Dampier Mining Co Ltd, Newmont Pty Ltd, Australian Anglo American, Era South Pacific Pty Ltd, CRA Exploration Pty Ltd, BHP Minerals Ltd, Metana Minerals and Matrix Metals Ltd.

Source: Queensland Heritage Register.

Haven't photographed volleyball since 2018 - hip surgery followed by the pandemic. But, the season starts tonite for the University of Denver and I'll be there, with pass, mask and cameras. Lookin' forward to it.

Garden at Caloola, Sunbury. Caloola buildings are set in extensive grounds with plantings of mature trees and remnant farmland. Caloola commenced in 1864 as an Industrial School, was redeveloped in 1879 as a Lunatic Asylum, substantially enlarged in the period 1891 to 1914 and was maintained in use as a psychiatric hospital (1879-1968) and later a training centre for the intellectually disabled (1962-1992). Part of the site became a Victoria University campus from 1994 to 2011 and the remainder is in use by the Department of Education.

The Industrial School consisted of ten basalt buildings (nine extant), designed under the direction of Public Works Department Inspector General William Wardell and constructed in 1865-66, four workrooms, kitchen, hospital, basalt farm building, road and stone wall remnants which were used to house and train neglected children in the 1860s. Boys in the Sunbury Industrial School worked on the farm and in the tailoring and shoe-making workshops to maintain themselves whilst in the institution and were given some basic education. Major alterations were undertaken to the earlier basalt wards in the period 1908-12 when the buildings were linked.

The Industrial School at Sunbury is believed to be the earliest surviving example in Victoria; of the original twelve industrial schools: only one other, constructed in 1875-76, survives at North West Hospital, Parkville.

The purpose built Sunbury Lunatic Asylum, constructed mainly between 1892 and 1912, was designed and constructed mainly under the direction of the Chief Architect of the Victorian Public Works Department, George Watson. A site plan was prepared by the talented architect Henry Bastow in 1888. Its pavilion wards in brick with terra cotta roofing tiles conformed to international standards of asylum and hospital planning adopted in the later nineteenth century and were a departure from the single monolithic buildings constructed at Kew and Beechworth. Electric lighting was installed in the wards in 1905-6. A tramway was laid linking the rear of the wards with the kitchen (built 1906-7) in 1908. Telephone and fire alarm systems were installed to connect the 20 separate buildings of the asylum in 1911.

The landscape designed by prominent landscape designer Hugh Linaker dates principally from the inter-war period The landscape also includes mature trees , mainly pines, cypress, oaks and elms and the remains of a drystone perimeter wall and a later brick ha ha wall.

How is it significant?

Caloola is of historical, architectural, aesthetic, archaeological and social significance to the State of Victoria.

Why is it significant?

The Caloola complex is of historical significance for its demonstration of attitudes to child welfare and mental health in its early industrial school buildings and asylum buildings, airing courts and gardens. .

Caloola is historically significant for the former Industrial School buildings constructed mainly from 1865-66. The school operated from 1865 to 1879 as the first purpose-built Industrial School in Victoria. The buildings at Sunbury are demonstrative of the harsh conditions which characterised such schools for neglected or delinquent children. The former Industrial School hospital (1865) is amongst the earliest hospital buildings surviving in the state.

Caloola is of historical significance for its typical asylum landscaping and site planning, its airing courts (many of which retain early sunshades and privies) and a complete example of a sunken wall (or ha ha wall). Asylums were typically distant from population centres, with extensive grounds and ha ha walls to prevent escape.

Caloola is historically significant for its purpose built Sunbury Lunatic Asylum, constructed between 1892 and 1912. Caloola's large and architecturally impressive buildings in a curved detached pavilion arrangement demonstrate changes in the accommodation and treatment of mentally ill patients in the nineteenth century. The clear evidence of farming operations also demonstrates the policy of employing boys in industrial schools to train them in farm work and the later policy of involving physically able mentally ill patients in outdoor work.

Caloola is of historical significance for its physical fabric and spaces which demonstrate nineteenth century attitudes to the treatment of mental illness, including the padded cells, ripple iron cells and dormitory accommodation. The female refractory ward, originally designed for male criminally insane patients, demonstrates contemporary practices in dealing with female patients who were transferred from the general wards for disruptive behaviour.

The Caloola complex is of historical significance for their association with the talented Public Works Department architects from the 1860s, and particularly associated with Henry Bastow and Chief Architect George Watson, who were responsible for the design of the pavilion buildings from the 1890s to 1912. Its association with noted landscape designer, Hugh Linaker, who was responsible for the grounds from 1912, is also significant.

The Caloola site is of archaeological significance for its potential to contain historical archaeological features, deposits and relics that relate to the construction and use of the Industrial School and the Lunatic Asylum.

Caloola is of architectural significance for its institutional buildings of the 1860s and the 1890s. Its industrial school buildings of the 1860s are typical of the Public Works Department output of the 1860s, use local material, have simple classically derived detailing and gain much of their importance by the repetition of forms. Major alterations were undertaken to the earlier basalt wards in the period 1908-12 when the buildings were linked. The planning of these links is accomplished and contributed to the continuity of use of the site and represented changing attitudes to mental health.

The site at Sunbury is architecturally significant for its rare and intact examples of an industrial school and a late nineteenth century lunatic asylum. The site contains rare examples of hairpin fencing used to enclose airing courts for patients. Outdoor shelters or sunshades for patients are also uncommon in Victoria.

The Caloola complex is of architectural significance for its industrial school and asylum buildings. The earliest of the remaining buildings of the Sunbury Industrial School are architecturally significant as forming the earliest purpose built example of its type,. They are important for their bluestone construction and austere style which distinguished them from the later asylum buildings. The 1860s buildings which exhibit classically derived detailing are constructed of local basalt. The red brick and timber buildings of the principal phase of asylum expansion of 1891 to 1912 are of architectural significance for innovative design as a pavilion hospital grouping and include distinctive detailing.

Caloola is architecturally significant as a former lunatic asylum, one of several surviving in the state. It demonstrates typical characteristics such as formal planning, use of sunken walls (ha ha walls), airing courts and a diverse range of building types to cater for the patient and staff population. They gain their architectural significance from the unity of materials, overall cohesiveness of design, consistent and distinctive detailing (especially in the unusual use of buttresses and steep roofs in the former hospital wards), impressive site planning and spacious setting.

The Caloola complex is of aesthetic significance for the quality and range of its architecture and garden elements, consistent use of basalt, red brick and terra cotta tiles, its consistency of architectural styles and materials within the two major building phases, for its landscape planning and plantings and for its prominent siting on the hill with views to and from the site...(VHR)

Garden at Caloola, Sunbury. Caloola buildings are set in extensive grounds with plantings of mature trees and remnant farmland. Caloola commenced in 1864 as an Industrial School, was redeveloped in 1879 as a Lunatic Asylum, substantially enlarged in the period 1891 to 1914 and was maintained in use as a psychiatric hospital (1879-1968) and later a training centre for the intellectually disabled (1962-1992). Part of the site became a Victoria University campus from 1994 to 2011 and the remainder is in use by the Department of Education.

The Industrial School consisted of ten basalt buildings (nine extant), designed under the direction of Public Works Department Inspector General William Wardell and constructed in 1865-66, four workrooms, kitchen, hospital, basalt farm building, road and stone wall remnants which were used to house and train neglected children in the 1860s. Boys in the Sunbury Industrial School worked on the farm and in the tailoring and shoe-making workshops to maintain themselves whilst in the institution and were given some basic education. Major alterations were undertaken to the earlier basalt wards in the period 1908-12 when the buildings were linked.

The Industrial School at Sunbury is believed to be the earliest surviving example in Victoria; of the original twelve industrial schools: only one other, constructed in 1875-76, survives at North West Hospital, Parkville.

The purpose built Sunbury Lunatic Asylum, constructed mainly between 1892 and 1912, was designed and constructed mainly under the direction of the Chief Architect of the Victorian Public Works Department, George Watson. A site plan was prepared by the talented architect Henry Bastow in 1888. Its pavilion wards in brick with terra cotta roofing tiles conformed to international standards of asylum and hospital planning adopted in the later nineteenth century and were a departure from the single monolithic buildings constructed at Kew and Beechworth. Electric lighting was installed in the wards in 1905-6. A tramway was laid linking the rear of the wards with the kitchen (built 1906-7) in 1908. Telephone and fire alarm systems were installed to connect the 20 separate buildings of the asylum in 1911.

The landscape designed by prominent landscape designer Hugh Linaker dates principally from the inter-war period The landscape also includes mature trees , mainly pines, cypress, oaks and elms and the remains of a drystone perimeter wall and a later brick ha ha wall.

How is it significant?

Caloola is of historical, architectural, aesthetic, archaeological and social significance to the State of Victoria.

Why is it significant?

The Caloola complex is of historical significance for its demonstration of attitudes to child welfare and mental health in its early industrial school buildings and asylum buildings, airing courts and gardens. .

Caloola is historically significant for the former Industrial School buildings constructed mainly from 1865-66. The school operated from 1865 to 1879 as the first purpose-built Industrial School in Victoria. The buildings at Sunbury are demonstrative of the harsh conditions which characterised such schools for neglected or delinquent children. The former Industrial School hospital (1865) is amongst the earliest hospital buildings surviving in the state.

Caloola is of historical significance for its typical asylum landscaping and site planning, its airing courts (many of which retain early sunshades and privies) and a complete example of a sunken wall (or ha ha wall). Asylums were typically distant from population centres, with extensive grounds and ha ha walls to prevent escape.

Caloola is historically significant for its purpose built Sunbury Lunatic Asylum, constructed between 1892 and 1912. Caloola's large and architecturally impressive buildings in a curved detached pavilion arrangement demonstrate changes in the accommodation and treatment of mentally ill patients in the nineteenth century. The clear evidence of farming operations also demonstrates the policy of employing boys in industrial schools to train them in farm work and the later policy of involving physically able mentally ill patients in outdoor work.

Caloola is of historical significance for its physical fabric and spaces which demonstrate nineteenth century attitudes to the treatment of mental illness, including the padded cells, ripple iron cells and dormitory accommodation. The female refractory ward, originally designed for male criminally insane patients, demonstrates contemporary practices in dealing with female patients who were transferred from the general wards for disruptive behaviour.

The Caloola complex is of historical significance for their association with the talented Public Works Department architects from the 1860s, and particularly associated with Henry Bastow and Chief Architect George Watson, who were responsible for the design of the pavilion buildings from the 1890s to 1912. Its association with noted landscape designer, Hugh Linaker, who was responsible for the grounds from 1912, is also significant.

The Caloola site is of archaeological significance for its potential to contain historical archaeological features, deposits and relics that relate to the construction and use of the Industrial School and the Lunatic Asylum.

Caloola is of architectural significance for its institutional buildings of the 1860s and the 1890s. Its industrial school buildings of the 1860s are typical of the Public Works Department output of the 1860s, use local material, have simple classically derived detailing and gain much of their importance by the repetition of forms. Major alterations were undertaken to the earlier basalt wards in the period 1908-12 when the buildings were linked. The planning of these links is accomplished and contributed to the continuity of use of the site and represented changing attitudes to mental health.

The site at Sunbury is architecturally significant for its rare and intact examples of an industrial school and a late nineteenth century lunatic asylum. The site contains rare examples of hairpin fencing used to enclose airing courts for patients. Outdoor shelters or sunshades for patients are also uncommon in Victoria.

The Caloola complex is of architectural significance for its industrial school and asylum buildings. The earliest of the remaining buildings of the Sunbury Industrial School are architecturally significant as forming the earliest purpose built example of its type,. They are important for their bluestone construction and austere style which distinguished them from the later asylum buildings. The 1860s buildings which exhibit classically derived detailing are constructed of local basalt. The red brick and timber buildings of the principal phase of asylum expansion of 1891 to 1912 are of architectural significance for innovative design as a pavilion hospital grouping and include distinctive detailing.

Caloola is architecturally significant as a former lunatic asylum, one of several surviving in the state. It demonstrates typical characteristics such as formal planning, use of sunken walls (ha ha walls), airing courts and a diverse range of building types to cater for the patient and staff population. They gain their architectural significance from the unity of materials, overall cohesiveness of design, consistent and distinctive detailing (especially in the unusual use of buttresses and steep roofs in the former hospital wards), impressive site planning and spacious setting.

The Caloola complex is of aesthetic significance for the quality and range of its architecture and garden elements, consistent use of basalt, red brick and terra cotta tiles, its consistency of architectural styles and materials within the two major building phases, for its landscape planning and plantings and for its prominent siting on the hill with views to and from the site...(VHR)

Chamber of Commence in Madison, Georgia

Caloola, Sunbury consists of buildings set in extensive grounds with plantings of mature trees and remnant farmland. Caloola commenced in 1864 as an Industrial School, was redeveloped in 1879 as a Lunatic Asylum, substantially enlarged in the period 1891 to 1914 and was maintained in use as a psychiatric hospital (1879-1968) and later a training centre for the intellectually disabled (1962-1992). Part of the site became a Victoria University campus from 1994 to 2011 and the remainder is in use by the Department of Education.

The Industrial School consisted of ten basalt buildings (nine extant), designed under the direction of Public Works Department Inspector General William Wardell and constructed in 1865-66, four workrooms, kitchen, hospital, basalt farm building, road and stone wall remnants which were used to house and train neglected children in the 1860s. Boys in the Sunbury Industrial School worked on the farm and in the tailoring and shoe-making workshops to maintain themselves whilst in the institution and were given some basic education. Major alterations were undertaken to the earlier basalt wards in the period 1908-12 when the buildings were linked.

The Industrial School at Sunbury is believed to be the earliest surviving example in Victoria; of the original twelve industrial schools: only one other, constructed in 1875-76, survives at North West Hospital, Parkville.

The purpose built Sunbury Lunatic Asylum, constructed mainly between 1892 and 1912, was designed and constructed mainly under the direction of the Chief Architect of the Victorian Public Works Department, George Watson. A site plan was prepared by the talented architect Henry Bastow in 1888. Its pavilion wards in brick with terra cotta roofing tiles conformed to international standards of asylum and hospital planning adopted in the later nineteenth century and were a departure from the single monolithic buildings constructed at Kew and Beechworth. Electric lighting was installed in the wards in 1905-6. A tramway was laid linking the rear of the wards with the kitchen (built 1906-7) in 1908. Telephone and fire alarm systems were installed to connect the 20 separate buildings of the asylum in 1911.

The landscape designed by prominent landscape designer Hugh Linaker dates principally from the inter-war period The landscape also includes mature trees , mainly pines, cypress, oaks and elms and the remains of a drystone perimeter wall and a later brick ha ha wall.

How is it significant?

Caloola is of historical, architectural, aesthetic, archaeological and social significance to the State of Victoria.

Why is it significant?

The Caloola complex is of historical significance for its demonstration of attitudes to child welfare and mental health in its early industrial school buildings and asylum buildings, airing courts and gardens. .

Caloola is historically significant for the former Industrial School buildings constructed mainly from 1865-66. The school operated from 1865 to 1879 as the first purpose-built Industrial School in Victoria. The buildings at Sunbury are demonstrative of the harsh conditions which characterised such schools for neglected or delinquent children. The former Industrial School hospital (1865) is amongst the earliest hospital buildings surviving in the state.

Caloola is of historical significance for its typical asylum landscaping and site planning, its airing courts (many of which retain early sunshades and privies) and a complete example of a sunken wall (or ha ha wall). Asylums were typically distant from population centres, with extensive grounds and ha ha walls to prevent escape.

Caloola is historically significant for its purpose built Sunbury Lunatic Asylum, constructed between 1892 and 1912. Caloola's large and architecturally impressive buildings in a curved detached pavilion arrangement demonstrate changes in the accommodation and treatment of mentally ill patients in the nineteenth century. The clear evidence of farming operations also demonstrates the policy of employing boys in industrial schools to train them in farm work and the later policy of involving physically able mentally ill patients in outdoor work.

Caloola is of historical significance for its physical fabric and spaces which demonstrate nineteenth century attitudes to the treatment of mental illness, including the padded cells, ripple iron cells and dormitory accommodation. The female refractory ward, originally designed for male criminally insane patients, demonstrates contemporary practices in dealing with female patients who were transferred from the general wards for disruptive behaviour.

The Caloola complex is of historical significance for their association with the talented Public Works Department architects from the 1860s, and particularly associated with Henry Bastow and Chief Architect George Watson, who were responsible for the design of the pavilion buildings from the 1890s to 1912. Its association with noted landscape designer, Hugh Linaker, who was responsible for the grounds from 1912, is also significant.

The Caloola site is of archaeological significance for its potential to contain historical archaeological features, deposits and relics that relate to the construction and use of the Industrial School and the Lunatic Asylum.

Caloola is of architectural significance for its institutional buildings of the 1860s and the 1890s. Its industrial school buildings of the 1860s are typical of the Public Works Department output of the 1860s, use local material, have simple classically derived detailing and gain much of their importance by the repetition of forms. Major alterations were undertaken to the earlier basalt wards in the period 1908-12 when the buildings were linked. The planning of these links is accomplished and contributed to the continuity of use of the site and represented changing attitudes to mental health.

The site at Sunbury is architecturally significant for its rare and intact examples of an industrial school and a late nineteenth century lunatic asylum. The site contains rare examples of hairpin fencing used to enclose airing courts for patients. Outdoor shelters or sunshades for patients are also uncommon in Victoria.

The Caloola complex is of architectural significance for its industrial school and asylum buildings. The earliest of the remaining buildings of the Sunbury Industrial School are architecturally significant as forming the earliest purpose built example of its type,. They are important for their bluestone construction and austere style which distinguished them from the later asylum buildings. The 1860s buildings which exhibit classically derived detailing are constructed of local basalt. The red brick and timber buildings of the principal phase of asylum expansion of 1891 to 1912 are of architectural significance for innovative design as a pavilion hospital grouping and include distinctive detailing.

Caloola is architecturally significant as a former lunatic asylum, one of several surviving in the state. It demonstrates typical characteristics such as formal planning, use of sunken walls (ha ha walls), airing courts and a diverse range of building types to cater for the patient and staff population. They gain their architectural significance from the unity of materials, overall cohesiveness of design, consistent and distinctive detailing (especially in the unusual use of buttresses and steep roofs in the former hospital wards), impressive site planning and spacious setting.

The Caloola complex is of aesthetic significance for the quality and range of its architecture and garden elements, consistent use of basalt, red brick and terra cotta tiles, its consistency of architectural styles and materials within the two major building phases, for its landscape planning and plantings and for its prominent siting on the hill with views to and from the site...(VHR)

L'hiver commence à déposer sa féérie / Winter begins to cast its spell

Elan Air was a British Cargo Airline founded in October 1982 that commenced operations in November 1983. Elan Air operated night freight charters for DHL using the Armstrong Whitworth Argosy and Handley Page Dart Herald. The airline then acquired a Merchantman freighter version of the Vickers Vanguard. On May 16th, 1989 the company was renamed DHL Air.

G-BEYF (Handley Page HPR-7 Herald 401, c/n 175) was delivered in January 1964 to the Royal Malaysia Air Force as FM1022.In August 1977 the plane was sold to BUAF British Air Ferries as G-BEYF and started a long career of leasing. Between October 1977 and January 1978 it was leased to Gulf Air. From January to the end of 1979 it was leased to BIA British Island Airways. During the year 1980 Air UK briefly operated the plane and from March 1981 to ?? 1981 it was leased to Occidental Oil of Libya. From December 1981 to ?? 1982 it was operate dby Libyan Arab Airlines and during 1983 to Tunisavia. IPEC Aviation leased the aircraft from December 1985 to April 1986.Elan Air Cargo leased it in 1987. In April 1988 the plane was sold, again as G-BEYF, to Channel Express. Last flight to Bournemouth-Hurn on April 09th, 2009 was the last ever Herald flight. The aircraft was preserved at Bournemouth Aviation Museum since March 2002 but the aicraft was broken up in June 2008 after the Museum closed. The cockpit arrived at Wycombe Air Park, Buckinghamshire early 07.08.

Commencing take-off roll

Commencing taxi at Shannon 7/11/2017.

Commencée en 1515, la Scuola Grande di San Rocco, la plus riche confrérie de Venise, abrite d'inestimables trésors, dont un ensemble unique de toiles de très grandes dimensions dues à Tintoret.

Commencée par Bartolomeo Bon, elle fut achevée par le Scarpignano.

Commencing our descent into Heathrow over the south coast and sussex.

Construction, Week 62 (Demolition, Week 2)

As you’ve probably seen by now thanks to swift, detailed coverage from l_dawg2000, the Hernando Millennium Kroger has finally begun meeting its end this week (well, beyond what we saw last Friday, anyway). These pictures are from day two of demolition – yesterday, Monday, October 3rd, 2016 – and come to flickr thanks to my awesome dad, who has promised to stay on top of this for me while I’m college-ing…

EDIT: Speaking of college, Ole Miss’s lovely wifi went down as I was about to post these last night, so when I say “yesterday” I mean Monday, and “today/tonight” refers to Tuesday…

(c) 2016 Retail Retell

These places are public so these photos are too, but just as I tell where they came from, I'd appreciate if you'd say who :)

This bus stop at the foot of the Canongate in Edinburgh has been equipped with an updated Real Time Passenger Information system which is being tested. The city and Lothian Buses introduced the city’s original RTPI system - branded BusTracker circa 2004 - but is well overdue for replacement.

To make this upload more interesting, I have added some Edinburgh transport chronology:-

Sedan chair makes first appearance in Edinburgh 1687

Edinburgh to Queen’s Ferry Road designated as turnpike road 1751

London to Edinburgh mail coach journey advertised as “10 days in summer, 12 days in winter.” 1754

Ferry Road constructed on its present line 1758

The first North Bridge completed 1772

South Bridge built 1785-1788

First wet dock (East Dock) at Leith opened 1806

John Rennie’s Musselburgh New Bridge opened 1808

First steamboat on the Forth 1812

West Dock completed 1817

Junction Bridge in Leith built 1818

Regent or Regent’s Bridge carrying Waterloo Place over Calton Road completed 1819

Trinity Chain Pier opened 1821

First regular steamship service between Leith and London 1821

Union Canal opened 1822

Second Cramond Brig opened 1824

Leith Dock Commission established 1826

Telford’s Pathhead (or Lothian) Bridge over Tyne Water built 1827-1831

George IV Bridge built 1827-1836

The Mound completed 1830

Glenesk Viaduct over River North Esk on Edinburgh & Dalkeith Railway completed 1831

Telford’s Dean Bridge completed 1832

Horse drawn passenger service inaugurated on E&DR from St Leonards 1832

New Western Approach (later Johnston Terrace) opened 1836

Granton Pier, originally Victoria Jetty, opened 1838

Edinburgh & Glasgow Rly opened from Haymarket to Glasgow via Falkirk 1842

Railway opened from Scotland Street to Trinity 1842

Granton to Burntisland ferry service opens 1844

Rival schemes put forward for atmospheric railways between Edinburgh and Leith 1845

North British Railway opens to Berwick-upon-Tweed 1846

E&GR extended from Haymarket to Waverley 1847

Scotland Street tunnel and Canal Street station opened 1847

Musselburgh (town centre) station opened 1847

Last mail coach run from Edinburgh to London 1847

Caledonian Railway opened from Carlisle to Lothian Road station via Carstairs 1848

Edinburgh & Glasgow Railway purchase the Union Canal 1848

First trains between Edinburgh and Hawick 1849

Edinburgh and Bathgate Railway opened 1849

Edinburgh and Northern Railway introduce train ferry service for freight wagons between Granton and Burntisland 1851

Victoria Dock at Leith opened 1852

West Pier at Leith opened 1852

Peebles Railway opened 1855

Melville Drive opened 1859

Cockburn Street built to improve access to Waverley from the Old Town 1859-1864

GNR, NER and NBR introduce common pool of passenger carriages (East Coast Joint Stock) on East Coast route 1861

NBR complete Waverley Route to Carlisle 1862

Winchburgh railway accident, 17 killed, 1862

East Coast companies introduce Special Scotch Express Edinburgh to London King’s Cross (later the Flying Scotsman) 1862

Edinburgh & Glasgow Railway taken over by NBR 1865

NBR divert Granton trains via Abbeyhill Jcn and Leith Walk 1868

Ratho/Dalmeny branch railway (1866) extended to South Queensferry 1868

CR open Cleland and Midcalder cut off 1869

NBR open Abbeyhill and Junction Road stations 1869

Albert Dock opened 1869

Tramways Act 1870

CR replace Lothian Road station with new terminus slightly further north and rename it Princes Street 1870

Portobello Pier opened 1871

Through trains to Glasgow via Bathgate 1871

First horse trams (Haymarket to Bernard Street (Leith) started by Edinburgh Street Tramways Co 1871

Penicuik Railway opened 1872

NBR introduce first sleeping car service in GB between Glasgow, Edinburgh and London 1873

Colinton New Bridge opened c.1874

Balerno branch railway opened 1874

Victoria Swing Bridge opened at Leith 1874

Tramway opened from Waterloo Place to Portobello 1875

Through trains to St Pancras via Waverley Route and Midland Railway’s new Settle and Carlisle Line 1876

CR start passenger service to Leith 1879

Edinburgh Dock opened 1881

Forth Bridge Railway Company formed by NBR/NER/GNR/MR 1881

Edinburgh Street Tramways Co trial steam tramway engines on Portobello route 1881/2

Forth Bridge construction begins 1883

Roads and Bridges Act ends turnpike roads system and tolls 1883

South Suburban railway opened 1884

Galloway Saloon Steam Packet company formed 1886

Galloway steamers build wooden pier at South Queensferry town harbour 1886

First issues of Murray’s monthly Edinburgh timetable diaries 1886

NBR open new and improved station at Portobello 1887

Belford Bridge opened 1887

NBR open Craiglockhart station 1887

First cable tram route (Edinburgh Northern Tramways Co, Hanover St to Goldenacre) 1888

Forth Bridge and connecting railways opened 1890

ENTCo open Stockbridge cable route from Frederick Street to Comely Bank 1890

CR propose railway under Princes Street and Calton Hill to Leith 1890

CR and NBR both open temporary Exhibition stations to serve Edinburgh Exhibition of the Arts, Sciences and Industries 1890

NBR open Easter Road and Piershill stations 1891

Waverley expansion 1892-1902

Lessee of Edinburgh tramways (exc Leith) changes to Edinburgh & District Tramways Co in 1894

Second Princes Street Station opened by CR 1894

CR open their Barnton branch from Craigleith to Cramond Brig (in 1903 renamed Barnton) 1894

NBR open resited Haymarket MPD west of Russell Road 1894/5

The new Haymarket (South) tunnel completed 1895

NBR open Powderhall station 1895

First motor car driven through Edinburgh 1896

Burgh of Portobello absorbed by Edinburgh 1896

Second (the present) North Bridge opened 1897

Booking Hall opened at Waverley 1897

NBR open second Calton Tunnel 1897

Turnhouse station opened 1897

New swing bridge opened at Bernard Street replacing the earlier bridge 1898

NBR open new “suburban station” at Waverley 1898

Norman MacDonald’s Edinburgh Autocar Company introduced motor wagonette service GPO to Haymarket 1899

Edinburgh & District Tramways start their first cable trams 1899

NBR acquires former Waterloo Hotel as head office 1899

Dalry Road station opened by CR 1900

Jeffrey Street footbridge over east end of Waverley opened 1900

First Sunday trams 1901

NBR open branch line to Corstorphine 1902

First pedestrian fatality as a result of being knocked down by motor vehicle in Edinburgh 1902

Bonnington Bridge built replacing 1812 structure 1902/3

NBR open Leith Central station 1903

Driving licences introduced 1903

Musselburgh & District Electric Light & Traction Co. Ltd open tramway from Joppa to Levenhall 1904

Imperial Dock opened 1904

First Leith Corporation electric trams 1905

Scottish Motor Traction Co Ltd starts first motor bus service Mound to Corstorphine 1906

Last horse tram (Tollcross to Colinton Rd) 1907

John Croall and Sons introduce first motor taxis in Edinburgh 1907

Last extension of cable tramway network in Edinburgh - the Broughton St to Canonmills line 1908

NBR open Newtongrange station 1908

NBR open temporary station at Balgreen to serve Scottish National Exhibition at Saughton Park 1908

Hailes Platform on CR Balerno branch opened 1908

Musselburgh tramway extended from Levenhall to Port Seton 1909

EDT open electric tramway Ardmillan Tce to Slateford 1910

NBR introduce summer Lothian Coast Express from Glasgow Queen Street to Gullane/North Berwick/Dunbar 1912

NBR open Scotland’s first Control Centre, 1913

NBR open carriage sidings at Craigentinny 1914

Ratho train crash kills 12, 1917

Edinburgh Corporation start running trams directly 1919

Corporation starts first bus tours 1919

NBR take over working of the Queensferry Passage 1920

Edinburgh absorbs Cramond, Corstorphine, Colinton, Leith and Liberton, 1920

Corporation start first regular bus services 1920

Saughton station closed 1921

First ECT electric trams 1922

Tramway on Princes Street electrified 1922

ECT introduce first double deck buses (open top) 1922

Railway grouping 1923

Last cable trams (the Portobello route) withdrawn 1923

Edinburgh Corporation open Portobello Power Station 1923

ECT tracks at Joppa linked up with those of the Musselburgh company 1923

Marchmont Circle electric tram service starts 1924

Tramway extended from Seafield to King’s Road 1924

Five killed when two trains collide at Haymarket 1924

Murrayfield Stadium opened 1925

ECT open Gorgie tram depot 1925

LNER withdraw train service to Trinity and Granton 1925

George Street tramway opened 1925

First night bus services introduced by ECT 1925

Edinburgh Licensed Hackney Carriage Association 1925

Tramway extension opened to Colinton 1926

ECT open Central Garage in former Industrial Hall at Annandale Street 1926

SMT open booking and enquiry office at 45 Princes Street 1926

SMT commence through bus service to Glasgow 1926

Maybury Road opened 1927

LMS relaunch their premier Euston- Glasgow/Edinburgh service as the “Royal Scot” 1927

Edinburgh-Glasgow New Road built 1927-32

Edinburgh Corporation Tramways becomes Edinburgh Corporation Transport 1928

First traffic lights in city at Broughton St/York Pl junction 1928

Levenhall to Port Seton tramway abandoned 1928

LNER introduce third class sleeping cars 1928

LNER loco 4472 “Flying Scotsman” hauls first non stop King’s Cross to Edinburgh train service 1928

Tramway extended from Corstorphine to Drum Brae 1928

Thomson’s Tours start coach services to London 1928

SMT open New Street bus garage 1929

Railway companies invest in SMT 1929

Telford Road opened 1929

Last trains to South Queensferry Halt 1929

Tram accident at Liberton Brae 1929

LNER close Turnhouse, Winchburgh, Gogar, Kirkliston and Leith Walk stations 1930

ECT open tramway extension to Stenhouse 1930

Road Traffic Act 1930

SMT starts extended tours of several days 1931

Bowens of Musselburgh sell their bus services to SMT 1931

First edition of The Highway Code published 1931

Last trains to Aberlady and Gullane 1932

LNER withdraw passenger services from Glencorse branch 1933

ECT introduce first closed top double decker 1933

Moderne style Southern Motors garage at Causewayside c.1933

Two custom built car ferries introduced at Queensferry 1934

LNER open Balgreen Halt 1934

LMS open East Pilton Halt 1934

Driving tests introduced 1935

Tramway extended from Braids to Fairmilehead 1936

SMT concentrate departures at Saint Andrew Square 1936

Corporation tours stance opened at Waverley Bridge 1936

The Maybury Roadhouse opened 1936

Final tram extension to Maybury 1937

LNER Edinburgh to Glasgow train collides with another stationary train at Castlecary killing 35, 1937

LMS open House O’ Hill Halt on Barnton branch 1937

LNER introduce The Coronation streamlined express passenger train between King’s Cross and Edinburgh and vv 1937

LNER withdraw Granton/Burntisland ferry 1940

SMT bus inbound from Port Seton crashes head on into tramcar on Portobello Road, killing five bus passengers 1941

Dalkeith branch passenger service withdrawn 1942

Western breakwater at Leith completed 1942

Last trains to Colinton and Balerno 1943

ECT restarts city tours after the war 1946

First BEA flights to London (using Northolt) 1947

Last trains to North Leith 1947

Forth Road Bridge Order approves construction of bridge 1947

ECT start Airport bus service (initially under contract to BEA) 1947

Peak year for tram passenger numbers (nearly 193m) 1947

Railways nationalised 1948

Washout of East Coast Main Line in Berwickshire 1948

SMT nationalised 1949

BEA move booking office and town terminal to 133 George Street 1950

Third car ferry introduced on Queensferry Passage 1950

New Hailes station closed 1950

BR open Easter Road Park Halt for arriving football specials 1950

Last trains to Barnton and Penicuik 1951

Last trains call at Drumshoreland, Curriehill and Ratho 1951

SMT start hourly express coach service to Glasgow 1951

Northern Roadways start overnight service to London 1951

Forth Ferries run short lived car ferry service between Granton and Burntisland 1951/2

Corporation resolves to abandon tramways completely within three years 1952

Corporation permits external adverts on trams and buses 1952

Last passenger trains to Leith Central 1952

First international flights from Turnhouse Airport (to Dublin) 1952

ECT close Gorgie tram depot 1953

BR introduce summer weekly “Starlight Special” overnight trains Waverley to London Marylebone @ 70/- return 1953

BEA Edinburgh to London flights move from Northolt to Heathrow 1954

Last trams to Portobello, Musselburgh and Levenhall 1954

Longstone bus garage opened by ECT 1955

Leith Dock Commission cease to open Bernard Street swing bridge to navigation 1955

Millerhill station closed 1955

Withdrawal of Colinton trams 1955

British Transport Historical Records open office in Edinburgh 1955

Remaining Glasgow trains via Bathgate withdrawn 1956

Fourth car ferry joins Queensferry Passage 1956

New passenger terminal opened at Turnhouse Airport 1956

Last first generation electric trams 1956

First diesel trains to Glasgow 1957

ECT relocate head office from St. James Square to 14 Queen Street 1957

SOL open Saint Andrew Square Bus Station 1957

Many local rail services converted to diesel operations 1958

Jeffrey Street footbridge over east end of Waverley closed 1958

Construction of Forth Road Bridge begins 1958

BR introduce summer daytime car carrier service Waverley to London (Holloway) 1960

East Fortune becomes temporary Edinburgh Airport for 4 months (96000 pax )owing to runway strengthening at Turnhouse 1961

SMT start The Transatlantic Express service to Prestwick 1961

The new Bernard Street concrete bridge opened 1961

Last trains to Bonnyrigg and Peebles 1962

Last trains to Leith North 1962

SOL rebuild and extend Musselburgh depot 1962

First parking meters introduced on George Street and Queen Street 1962

ECT open their new Marine Garage 1962

South Sub trains withdrawn 1962

BEA move sales office to 135 Princes Street 1962

Beeching Report published 1963

Loganair start first scheduled service Dundee to Edinburgh 1963

ECT open information bureau at top of Waverley Bridge 1964

Eastern Scottish fleetname introduced by SOL 1964/5

New A90 dual carriageway Cramond Brig to Queensferry 1964

Queensferry Passage closed 1964

Forth Road Bridge (cost £19.5m) opened, first direct buses to Fife 1964

Scotland’s first motorway - M90 Admiralty to Duloch in south Fife plus M823 spur bypassing Rosyth 1964

Castle Terrace multi-storey car park opened 1964

Abbeyhill, Piershill, Portobello and Joppa stations closed 1964

Musselburgh and Inveresk stations closed 1964

First modern rear engined bus bought by ECT 1965

British Rail brand name launched 1965

Princes Street Station closed along with Merchiston 1965

BEA Vickers Vanguard on flight from Edinburgh crashes at Heathrow killing 36, 1965

BUA start InterJet service to Gatwick 1966

Driver-only double deck buses legalised 1966

Motorail brand launched by BRB 1966

Edinburgh Corporation publish plans for six lane Inner Relief Road 1966

ECT close parcels service 1966

Half hourly train service Edinburgh to Glasgow Queen Street via Falkirk introduced 1966.

BR close St. Margaret’s MPD 1967

Last trains to Corstorphine 1967

Forth Ports Authority replaces Leith Dock Commission 1968

Taxi cooperative, Central Radio Taxis, founded 1968

Waverley Route to Carlisle closed 1969

BR close Divisional Manager’s office at Waterloo Place 1969

ECT introduce first double decker one man operated services 1969

Scottish Transport Group HQ set up at Carron House on George Street, Edinburgh 1969

Closure of North Berwick branch refused by MoT 1969

ECT close Tollcross garage 1969

M8 opened between Whitburn and Dechmont 1969

Direct railway route to Perth closed between Cowdenbeath and Bridge of Earn via Kinross Jcn 1970

ECT employ first female driver 1970

M8 eastern section opened between Dechmont and Newbridge 1970

M9 (later M90) Kirkliston spur opened 1970

Travel Centre opened at Waverley 1970

BAA take over Edinburgh Airport 1971

Scotland’s first motorway service area opened at Harthill on M8 at cost of £650,000, 1971

Push/Pull trains to Glasgow 1971

Kingsknowe Station reopened 1971

ECT expand information bureau at Waverley Bridge to become airport bus terminal 1971

Last passenger sailings from Leith to Orkney/Shetland 1971

Traffic lights installed on Princes Street 1972

First Open Day at ECT Shrubhill 1972

Last sailings Leith to Reykjavik and Copenhagen 1972

The old A9 between Turnhouse and Boathouse Bridge closed to allow construction of the airport’s new runway 1973

Rose Street (between Castle St and Frederick St) becomes first in city to be pedestrianised 1973

Civil Aviation Act 1971 merges BEA and BOAC as British Airways 1974

First bus lane in city (Earl Grey Street, northbound) 1974

West Approach Road opened 1974

Edinburgh boundary extended to take in Queensferry, Kirkliston, Newbridge, Ratho, Currie and Balerno 1975

Edinburgh City Transport becomes Lothian Regional Transport 1975

Air Anglia launch first Edinburgh to Amsterdam flights 1975

First Leith Street footbridge erected 1975

New runway opened at Edinburgh Airport 1976

British Airways introduce the Shuttle to Heathrow 1976

LRT introduces the Ridacard season ticket 1976

New power signal box opened at Waverley 1976

SBG launch blue and white livery and “Scottish” brand on London coaches 1976

New passenger terminal at Edinburgh Airport opened 1977

SPOKES (the Lothian cycle campaign) launched 1977

BR opens Craigentinny Train Maintenance Depot 1977

HST train services from King’s Cross to Edinburgh introduced 1978/9

Townsend Thoresen run shortlived experimental sailings between Leith and Kristiansand (Norway), autumn 1978

Penmanshiel Tunnel collapse on ECML between Berwick and Dunbar 1979

Transport museum at Shrubhill closed 1979

LRT last use bus conductors 1980

Deregulation of express coach services 1980

Eastern Scottish introduce X14 Motorway Express to Glasgow 1981

Colinton bypass (3.5 miles) opened from Baberton to Fairmilehead 1981

Cotter Coachline service to London 1981

Lothian Regional Council buys disused railway routes in north Edinburgh 1981

British Rail launch low cost Nightrider train service King’s Cross to Edinburgh and Aberdeen 1982

Eastern Scottish end use of bus conductors 1982

“Innocent Railway” walkway and cyclepath opened 1982

Midcalder station renamed Kirknewton 1982

Newton’s Travel launch “Fast Class” coach service to/from Inverness 1982

British Midland start Heathrow to Edinburgh service 1983

British Airways upgrade Heathrow services to “Super Shuttle” 1983

British Rail Scotland adopt Scotrail brand (22 Sept) 1983

Stagecoach start an Edinburgh-Glasgow service 1983

ECT tram 35 moved to Blackpool 1983

Henry Robb shipyard at Leith completes two IoW ferries for Sealink (the yard’s last orders) 1983

InterCity launch Highland Chieftain between King’s Cross and Inverness via Edinburgh (581 miles) 1984

Edinburgh-Glasgow train derails W of Polmont, 13 killed, 1984

Livingston South station opened 1984

South Gyle Station opened 1985

Scottish Citylink Coaches Ltd formed 1985

Borders/East Lothian routes of Eastern Scottish pass to Lowland Scottish 1985

Edinburgh to Bathgate train service reopened 1986

ScotRail Operations Depot opened at Waverley 1986

ScotRail operate dmu shuttles between Waverley and Meadowbank Stadium during Commonwealth Games 1986

Bus services deregulated 1986

Lothian Regional Transport becomes Lothian Region Transport plc 1986

A1 Tranent and Musselburgh bypasses opened 1986

A199 Portobello bypass (Sir Harry Lauder Road) opened 1986

Eastern Scottish introduce City Sprinter minibuses 1986

Sighthill Bypass (3 miles) opened from Glasgow Road to Baberton 1986

Scott Russell Aqueduct built to carry Union Canal over the Edinburgh city bypass 1987

Wester Hailes and Curriehill stations opened /reopened 1987

Air UK replace BCal on Gatwick/Edinburgh route 1988

InterCity Sleepers concentrated on WCML and Euston 1988

Preserved Edinburgh tram 35 operates at the Glasgow Garden Festival tramway 1988

New station opened at Musselburgh 1988

Burdiehouse Bypass from Fairmilehead to Straiton opened 1988

Millerhill Bypass from Sheriffhall to Old Craighall opened 1988

Guide Friday starts Edinburgh open top bus tour followed by LRT later same year with Edinburgh Classic Tour 1989

Guide Friday start their AirBus Express to airport 1989

Stagecoach sells express operations to National Express 1989

Gilmerton Bypass opened from Straiton to Sheriffhall 1989

Eastern Scottish privatised, revives SMT fleetname 1990

Carstairs/Edinburgh link from WCML electrified 1991

East Coast Main Line electrification completed 1991

North Berwick train service electrified 1991

SBG sell Fife Scottish to Stagecoach 1991

Stagecoach Rail launched 1992

Scottish Citylink purchased by National Express 1993

Underpass opened at Gogar roundabout 1993

Guide Friday start Deep Sea World Express to North Queensferry 1993

Gyle Centre opened 1993

CERT (City of Edinburgh Rapid Transit) bus rapid transit scheme proposed c.1993

GRT buys Eastern Scottish Omnibuses (SMT) 1994

ScotRail TOC created (still BRB owned) 1994

New station opened at Wallyford 1994

M8 extended from Newbridge to City Bypass 1995

BR withdraw Sleeper/Motorail to Plymouth 1995

First EasyJet services from London Luton to Edinburgh 1995

GNER train operating company takes over ECML train services 1996

ScotRail introduce Caledonian Sleeper brand 1996

Eastbound traffic exc buses, taxis, cycles etc removed from Princes Street 1996

First carve up Eastern Scottish between Midland Bluebird and Lowland 1996

Virgin Trains start running CrossCountry and West Coast trains 1997

Underpass opened at Newbridge roundabout 1997

First merge Midland Bluebird and Lowland as First Edinburgh 1997

ScotRail privatised 1997

Priority bus lanes (“Greenways”) introduced on five arterial roads 1997

Low cost carrier Go starts Stansted/Edinburgh route 1998

LRT becomes Lothian Buses 2000

LB becomes a City Sightseeing franchisee 2000

First Edinburgh launch The Overground network in city 2000

Motorvator coach service Edinburgh to Glasgow started by Bruce Coaches and Long’s of Salsburgh 2000

Ferrytoll P+R opened in Fife 2000

Ocean Terminal Shopping Centre opened 2001

Forth Estuary Transport Authority replaces FRBJB 2001

Ryanair launch first scheduled service from EDI (to Dublin) 2001

Brunstane and Newcraighall stations opened 2002

Transport Initiatives Edinburgh formed 2002

Rosyth/Zeebrugge ferry service started by Superfast Ferries 2002

LB acquire Mac Tours and Edinburgh ops of Guide Friday 2002

Lothian revamps night bus network 2002

Royal Infirmary of Edinburgh relocates to Little France 2003

Edinburgh Bus Station opened 2003

Stagecoach start Yellow Taxibus service Dunfermline to Edinburgh 2003

Megabus started 2003

Second Leith Street footbridge (the “bendy bridge”) erected 2003

Concorde’s last visit to EDI (G-BOAE) 2003

Edinburgh Park station opened 2003

First Group takeover ScotRail franchise 2004

Edinburgh Bus Tours introduce Majestic Tour 2004

West Edinburgh 1.5k guided busway opens 2004

Continental start first daily transatlantic scheduled flight to New York/Newark 2004

Stagecoach buy the Motorvator Edinburgh Glasgow coach service 2004

Transport Scotland (agency of Scottish Government) formed 2005

Stagecoach gain 35% stake in Scottish Citylink and become managing partner 2005

Hermiston P+R opened 2005

NATS build new 57 metre high control tower at EDI 2005

Edinburgh congestion charge referendum 2005

Central Edinburgh Traffic Management Scheme 2005

SEStran (Regional Transport Partnership) formed 2005

Ingliston P+R opened 2006

Stagecoach launch Airdirect (later Jet 747) bus Inverkeithing to Edinburgh Airport in 2006

Former SMT depot/Head Office at New Street demolished 2006

Stagecoach run two week hovercraft trial between Portobello and KIrkcaldy 2007

Edinburgh Airport Rail Link cancelled by Scottish Govt 2007

First TransPennine Express replace Virgin CrossCountry on Manchester services 2007

Edinburgh Bus Tours start Bus and Boat Tour 2007

Lothian start taxibus service to/from Edinburgh Airport 2007

M9 spur (later M90) opened from Kirkliston to Queensferry 2007

Stagecoach East Scotland launch Express CityConnect brand for coach network 2007

National Express East Coast takes over InterCity East Coast franchise 2007

Tolls removed from Forth Road Bridge 2008

First Edinburgh renamed First Scotland East 2008

Sheriffhall P&R opened 2008

Wallyford P&R opened 2008

The Cunard liner QE2 makes last visit to Firth of Forth 2008

Norfolkline restart Rosyth/Zeebrugge ferry service 2009

Tramway construction begins on Princes Street 2009

The state owned East Coast train operating company replaced National Express East Coast 2009

Removal of last step entrance bus from Lothian fleet 2009

Airdrie/Bathgate railway reopened/ electrified 2010

ScotRail reintroduce local Edinburgh-Dunbar service supplementing Dunbar calls by long distance operators 2010

Waverley Steps rebuilt with canopy and escalators added 2012

British Airways takeover bmi British Midland 2012

Global Investment Partners buy Edinburgh Airport 2012

M90 intelligent transport system inc bus lane 2012

Citylinkair coach service Glasgow to Edinburgh Airport launched 2013

Haymarket Station modernised 2013

Virgin Little Red launch LHR/Edinburgh service 2013

Luxury Megabus Gold sleeper coach services introduced between London and Edinburgh/Aberdeen 2013

Transport for Edinburgh formed 2013

Modern tramway opened Airport to York Place 2014

Taxis and other motor vehicles banned from Edinburgh Waverley 2014

Virgin Trains East Coast replaces state owned East Coast on the ECML 2015

Abellio takeover ScotRail franchise 2015

Amey take over management of Forth Road Bri for Transport Scotland 2015

Bruce’s Coaches launch M8 CityXpress to/from Glasgow 2015

Serco now operating the new Caledonian Sleeper franchise 2015

Borders Railway to Tweedbank opened 2015

Borders Railway inc new stations at Shawfair and Eskbank 2015

UNESCO inscribes Forth Bridge on World Heritage Sites list 2015

Emergency closure of Forth Road Bridge, December 2015

City of Edinburgh Council starts rollout of 20mph speed limits on 80% of city streets. From 2016.

Edinburgh Gateway rail/tram interchange opened 2016

Lothian introduces new fleet for Edinburgh Bus Tours 2016

EastCoastbuses launched 2016

Lothian launch Skylink service Leith to Edinburgh Airport 2017

Queensferry Crossing opened 2017

Forth Road Bridge becomes the public transport corridor 2017

Edinburgh to Glasgow train services via Falkirk High electrified 2017

Borders Buses launched 2017

Lothiancountry brand starts with route 43 to Queensferry 2017

ScotRail open Millerhill EMU depot 2018

Lothian launch Cruiselink X99 to/from Queensferry Hawes Pier 2018

DfT Operator of Last Resort (using LNER brand) replaces VTEC on ECML 2018

Transport for Edinburgh cycle hire scheme in association with Serco launched 2018

Lothiancountry start renewed expansion into West Lothian 2018

First start Bright Bus Tours 2019

Lothian introduce ADL Enviro 400XLB tri - axle double deckers 2019

Lothian launch capped contactless payment system 2019

Edinburgh to Glasgow train services via Shotts electrified 2019

LNER introduce “Azuma” service to Edinburgh 2019

Avanti West Coast take over InterCity West Coast franchise 2019

Covid-19 pandemic and lockdown. Only critical services provided 2020

Waverley Bridge largely pedestrianised 2020

Stagecoach introduce new livery schemes 2020

Ember Core start electric coach service to Dundee 2020

Plaxton Panorama double deck coaches introduced on Citylink 900 Edinburgh to Glasgow service 2020

Flixbus start overnight coach service to London 2021

First Group launch low cost rail subsidiary, Lumo, operating between Edinburgh and London King’s Cross 2021

York Place tramstop closed 2022

ScotRail nationalised 2022

McGill’s Buses take over First Scotland East and West Lothian services rebranded Eastern Scottish, 2022

Open top bus tours move to new base at Waterloo Place 2023

New east corridor at Waverley 2023

Flixbus start Edinburgh to Aberdeen service 2023

CAVForth autonomous bus service (operated by Stagecoach) launched between Ferrytoll P+R and Edinburgh Park station 2023

TransPennine Express nationalised 2023

The former Granton Gasworks station restored 2023

Trams extended from city centre to Leith and Newhaven 2023

Caledonian Sleeper nationalised 2023.

Low Emission Zone (LEZ) established in central Edinburgh 2023

McGill’s Scotland East pull out of West Lothian 2023

McGill’s launch Bright Bus Airport Express 2024

Lothian Buses purchase Dunbar based Eve Coaches 2024

Regal Tour replaces Majestic Tour 2024

Flixbus launch Edinburgh- Glasgow service 2024

VINCI Airports acquire 50.01% of Edinburgh Airport, GIP retain remaining shareholding 2024

Bright Bus launch Bus and Boat Tour 2024

Airport buses move to Waverley Bridge 2024

Airport handles 15m passengers in year for first time 2024

Transport for Edinburgh reduced to shareholding shell company 2024

Lothian drop Skylink brand 2025

McGill’s Bright Bus Tours adopt BigBus franchise 2025

Travel Centre relocates at Waverley 2025

ScotRail abolish peak fares 2025

Transport Scotland confirm discontinuous electrification going ahead for Fife and Borders routes 2025

City council launches new bike share scheme with Voi 2025