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Ken at www.customminifig.co.uk suggested redoing this guy with the Hazel ISA M4. The result looks cool IMO, however I do like my Brickarms assault rifle / shotgun hybrid.
A new contractor for TfWM routes, Kev’s Cars and Coaches have three of these smart little MMC200s for the 39/A/S Route, from Quinton/ South Woodgate to Weoley Castle, Northfield and terminating at Longbridge. This is the last alphabetically, pictured on Barnes Hill, with a 39 bound for Longbridge. Thanks to the friendly driver who paused 30 seconds to allow for this photo 👍
Excerpt from Wikipedia:
The Basilica-Cathedral of St. John the Baptist in St. John's, Newfoundland and Labrador is the metropolitan cathedral of the Roman Catholic Archdiocese of St. John's, Newfoundland and the mother church and symbol of Roman Catholicism in Newfoundland.
The Basilica-Cathedral was the largest building project to its date in Newfoundland history. Construction lasted from the excavation of the ground in May 1839, through the laying of the cornerstone in May 1841, until the completion and consecration on September 9, 1855. At this time, it was the largest church building in North America and remains the second largest in Canada behind Saint Joseph's Oratory in Montreal.
Built between 1839–1855, the basilica is located on the highest ridge overlooking the city of St. John's. The church is not oriented on the liturgically correct east-west axis, but faces toward the narrows that form the entrance to St. John's harbour.
The Basilica-Cathedral of St. John the Baptist is built in the form of a Latin cross and in the Lombard Romanesque style of a Roman basilica. It was designed for Bishop Michael Anthony Fleming by the German architect Ole Joergen Schmidt, though Fleming also seems to have had plans prepared by the distinguished Irish architect John Philpot Jones of Clonmel, County Tipperary, Ireland, and also consulted with James Murphy, a native of Dublin, Ireland on the final plans for the cathedral. Construction was initially supervised by the Waterford contractor Michael McGrath, but later superintended by stonemason and sculptor James Purcell of Cork, Ireland, who also designed and built a small wooden church, Christchurch, for the community of Quidi Vidi near St. John's.
Construction took place under the watchful eye of the Irish-born Bishop Michael Anthony Fleming, the Vicar-Apostolic and first Bishop of Newfoundland and later under the eye of his successor, Bishop John Mullock. The Basilica-Cathedral of St. John the Baptist is unusual among North America's 19th century public buildings in that it was constructed using limestone and granite imported from Galway and Dublin, Ireland, as well as 400,000 bricks from Hamburg, as well as local sandstone quarried from St. John's and Kelly's Island in Conception Bay, giving the Cathedral its characteristic grey colour. During its centenary celebration in 1955, Pope Pius XII raised the cathedral to the rank of minor Basilica.
The St. John's Basilica-Cathedral was contemporary with and part of the great boom in church construction which surrounded the era of Daniel O'Connell and Catholic emancipation in Ireland and Newfoundland. For its day, the St. John's Basilica was the largest Irish cathedral anywhere outside Ireland. No other Irish building in North America can boast of such intimate influences from or upon Ireland, and no other building had such an international reputation in its day.
The Basilica was designated a National Historic Site of Canada in 1983, to recognize its architectural uniqueness as one of the earliest North American examples of the Romanesque revival style, and its central role as the spiritual and cultural home of Newfoundland Roman Catholics. The building has also been designated as a Registered Heritage Structure and Provincial Historic Site by the Heritage Foundation of Newfoundland and Labrador.
Architectural features
The Basilica is built in the Lombard Romanesque style, based on visual features typically associated with the churches of northern Italy.
The Basilica is built of grey limestone and white granite quarried in Galway and Dublin, Ireland and grey sandstone from St. John's and Kelly's Island, Conception Bay, Newfoundland. The exterior is 260 ft (85 m) long and 220 ft (65 m) wide; the two towers rise 150 ft (48 m) from street level. The total capacity of the Basilica is around 2,500 people, though during the visit of Pope John Paul II in September 1984, 3600 educators gathered in the Basilica-Cathedral to greet the Roman Pontiff.
The Altar of Sacrifice, which stands at the front of the Sanctuary, enshrines one of the most revered and valuable pieces of statuary in the Basilica, the The Dead Christ", sculpted in Carrara marble by renowned Irish sculptor John Hogan in 1854. Bishop Fleming left funds and directions in his last will and testament that a "Dead Christ by Hogan" be purchased for the Cathedral, and Bishop Mullock commissioned the statue and had it placed beneath the table of the High Altar on March 19, 1855. The statue is Hogan's greatest masterpiece and is the final of three similar statues created by Hogan in the early 19th century and the only one presently located outside Ireland. The Basilica also features works by Ireland's most eminent expatriate sculptor, John Edward Carew, whose bas-relief The Death of Nelson may be seen on the plinth at the base of Nelson's Column in Trafalgar Square, London.
The Altar of St. Patrick and Altar of St. Brigid, located in the west and east ambulatorys, respectively, are constructed from the same Egyptian travertine that was used by Pope Gregory XVI, to decorate the high altar of the Basilica of St. Paul Outside the Walls in Rome. A small quantity of this stone remained in Rome and, of this, two portions were offered by the Pope to Bishop Mullock, who subsequently brought the stone to St. John's in 1856 to complete the interior of the Basilica.
The East Tower contains nine bells including the largest bell, the St. John Bell, currently in the possession of the Basilica. This two-ton bell was purchased by Bishop Mullock in February, 1850. Struck by James Murphy of Dublin, it was the largest ever cast in Ireland at that time, and won a Gold Medal at the Dublin Exhibition of Irish Manufacturers.
There are eight bells in the West Tower. The three largest bells were cast by James Murphy in 1854 and 1857. The five smaller bells were cast in 1906 by Matthew O'Byrne of the Fountain Head Bell Foundry in Dublin, Ireland.
The Basilica contains twenty-eight beautiful stained glass windows which adorn the upper walls and are of Irish, English and French workmanship. All the windows were the gifts of religious societies, such as the Benevolent Irish Society and mainly date back to the 1850s and 1870s.
In 1955 a great pipe organ from the world-renowned Casavant Frères firm of St-Hyacinthe, Québec was installed as a memorial to the parishioners who died in World War I and World War II. The 66 stop organ with 4,050 pipes is the largest instrument in Newfoundland, and is one of the largest pipe organs east of Montreal.
When completed in 1855, the Basilica of St. John The Baptist was the largest church building in all of North America.
The Basilica is one of the few buildings in St. John's to survive The Great Fire of 1892.
The Coconut Grove Playhouse was a theatre in the Coconut Grove neighborhood of Miami, Florida, United States. The building was originally constructed as a movie theater called the Player's State Theater. It opened on January 3, 1927, as a part of the Paramount chain. The movie house was designed by the architect Richard Kiehnel of Kiehnel and Elliott. It was built by local realtors Irving J. Thomas and Fin L. Pierce. Albert Peacock was the contractor.
The theater was renowned as the second movie theatre on the east coast of Florida to be air conditioned and having the largest Wurlitzer organ in the United States. It was used for a variety of shows until closing in 2006. It has not been used since. It was listed on the National Register of Historic Places in 2018.
In the 1950s George Engle, an oilman, bought it and spent over $1 million (equivalent to $47 million in 2017) in renovations having the architect Alfred Browning Parker convert it to a live theatre. It reopened on January 3, 1956 with the US premiere of Samuel Beckett’s Waiting for Godot, starring Bert Lahr and Tom Ewell.
In the fifty years that have followed, the Playhouse has played host to many of theater's most renowned performers, including Maureen Stapleton, Hume Cronyn, Jessica Tandy, Eve Arden, Tallulah Bankhead, Carol Channing, Liza Minnelli, Linda Lavin, Bea Arthur, George C. Scott, Colleen Dewhurst, Ethel Merman, and Raúl Esparza.
Between 1964 and 1965, The Coconut Grove Playhouse was used by The Miami Actors Company, which was meant to be an extension of the National Theatre and Academy. The brainchild of Ilse Earl, who taught theatre classes at Miami Dade College, launched this effort. Only 20 actors from Miami and surrounding areas were chosen to become part of this historic event, out of more than 100 or so of those who were asked to audition.
The company was reviewed by The Miami Herald theatre critic at that time. Shows involved, among others, were J.B. by Archibald MacLeish; All the Way Home by Tad Mosel; and Slow Dance on the Killing Ground by William Hanley. Slow Dance was a hurried replacement which had to be put in place within ten days of rehearsal, replacing Hogan's Goat.
In 1982, actor-director José Ferrer was named Artistic Director, and under his supervision the Playhouse gained a reputation as one of the nation's leading theatres. In 1985, Arnold Mittelman was selected after a national search to succeed Mr. Ferrer. Among the productions that premiered here prior to a Broadway opening are Neil Simon’s The Sunshine Boys, starring Jack Klugman and Tony Randall, and Urban Cowboy. Sherry Glaser’s Family Secrets moved to off-Broadway and became its longest running one-woman show. The Playhouse presented the world premiere of Fame: The Musical, which went on to great success in Baltimore, Philadelphia, and London’s West End, and mounted a revival of Death of a Salesman, starring Hal Holbrook and Elizabeth Franz, prior to a national tour. The theatre now has two stages, the 1700-seat proscenium Mainstage Theater and the intimate 100-seat Encore Room Theater.
The Playhouse provided a broad range of programs for all ages, including the In-School Touring Program, which presented plays aimed at students in grades six through twelve, Lizard Lessons, original plays with music for kindergarten through third grade, a Summer Theater Camp for teens, and Theater Stages, which teaches acting techniques, playwriting, costume and scenery design, and improvisation to children, teens, and adult performers.
On November 22, 1996, Late Show with David Letterman originated from the theater. It was the last episode of the show not to originate from New York.
The Coconut Grove Playhouse closed in 2006 due to an accumulated debt, which many believed was due to the high operating costs of running the large 1,130-seat theatre. The theatre remains closed to this date. In January 2014, however, Miami-Dade County received permission from the State of Florida to take over the building.
At the time of the Miami-Dade County takeover, there were several ideas for the use of the space. The current plan approved by the State of Florida is for a 300-seat theatre at the venue to be operated by GableStage, a renowned South Florida theatre company currently operating in a 150-seat theatre at the historic Biltmore Hotel. GableStage would work in association with Florida International University and their theatre department, working with them to provide students there with professional, real world experience. At the time of the approval, the City of Miami government waived 1.5 million dollars worth of previously accumulated building violation fees.
This plan was rivaled by a proposal for creating a 700-seat theatre at the space. The group presenting this proposal was led by Mike Eidson, trust chairman at the Adrienne Arsht Center, a large performance complex in downtown Miami. Eidson's involvement in the deal was separate from his position at the Arsht Center. Kevin Spacey was cited as a backer of the plan, with Eidson claiming that he would be interested in serving as an advisor in the project and possibly working as an artistic director upon reopening. Spacey worked in a similar position in reviving London's Old Vic Theatre. This proposal was not passed, however it is still being considered as an option. A county chairman encouraged Eidson to "postpone" his plans, suggesting that the idea is not completely out of sight.
The 700-seat theatre option has received mixed reviews. Ann Anthony, executive director of Miami's Mad Cat Theatre Company, is one of the plan's many opponents. She cited the difficulty of filling a large theatre and the presence of two large theatres nearby, the Miracle Theatre and the venues at the Adrienne Arsht Center. Many people support the plan though, hoping that with Kevin Spacey's backing that the theatre could bring in big stars and become a prominent regional theatre once again.[
After a long bidding process between 9 architecture firms, Miami-Dade county commissioners voted for Arquitectonica to restore the venue and bring it up to current building codes. $20 million in voter-approved bond money has been set aside to fund this project. The building is deemed a historical landmark so it cannot be fully demolished, but many residents are concerned that much of the building will not be preserved.
Preservation architect Richard Heisenbottle sketched a plan for the restoration of the venue that could fit the smaller 300-seat space and the 700-seat theatre proposed by Eidson, and keep most of the original exterior. Upon this development, Arquitectonica was tasked with looking into the budgetary requirements for this plan as well as how much of the historic architecture could be saved if the venue had two performance spaces.
Credit for the data above is given to the following website:
en.wikipedia.org/wiki/Coconut_Grove_Playhouse
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In thin passage space, company's history are wrote on the walls.
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Yanmar Museum (ヤンマーミュージアム).
Architect : Nihon Sekkei (設計：日本設計).
Contractor : Shimizu Corporation (施工：清水建設).
Completed : 21 March 2013 (竣工：2013年3月21日).
Structured : Steel frames (構造：鉄骨造).
Costs : $ million (総工費：約億円).
Use : Museum (用途：博物館).
Height : ft (高さ：11.68m).
Floor : 2 (階数：地上2階).
Owner : Yanmar Co. Ltd. (発注者：ヤンマー株式会社).
Floor area : 31,326 sq.ft. (延床面積：2,910.30㎡).
Building area : 31,602 sq.ft. (建築面積：2,936㎡).
Site area : 66,165 sq.ft. (敷地面積：6,147㎡).
Location : 6-50 Sanwacho, Nagahama City, Shiga, Japan (所在地：日本国滋賀県長浜市三和町6-50).
Referenced :
Scammell Contractor I spotted sitting around Wingfield. Looks like it was a prime mover, and it's running a Cummins NTA400 under the hood.
Architect: Wingårdh arkitektkontor
Built in: 2010
Client: Vasakronan
Ericsson Kista is an office building for the telecommunications company Ericsson located in Kista, Stockholm. The building was completed in June 2010 and is designed by Wingårdh arkitektkontor with Vasakronan as contractor.
Ericsson Kista is an eight-storey building with a distinctive cubic design. The facade is a curtain wall construction with a fully glazed, smooth exterior.
The façade “crack” is giving the impression that the house is torn apart. The “crack” consists of colored glass in different orange colors. Ericsson Kista won the Year Award This year’s Stockholm Build 2010, organized by the City of Stockholm.
Leyland Royal Tiger RT1 /2 - Leyland CxxF - Now a Site Hut .
New to Ribble Motor Services ( 902 ) during May-1953
The initial disposal of this Coach is given to Wimpey ( Contractors ) from Ribble . However as Wimpey's name has been obliterated from the side , and in the destination display . I am wondering whether by the date of this shot , it has passed to another "Contractor" .
A12 Colchester Northern By-Pass construction site , Colchester , Essex .
A Saturday in May-1973
There are a number of other shots of FCK402 on Flickr , re-built , rebodied and running around in Gozo Malta ! registered Y-0815 and FBY037
Inside the Grade II* Listed former Victorian Prison at the Grade I Listed Lincoln Castle. In Lincoln, Lincolnshire.
It was built in 1847 on a design by architects W A Nicholson and Goddard of Lincoln and constructed by contractors Clayton and Shuttleworth. Ironwork completed by Newmarch and Ward, slaters Charles Ward, general builders Messrs Hickingbotham of Newland, joinery Messrs Blow and Kirton, plumbers and glaziers.
Enlargement of the prison building of 1787, involving the demolition and rebuilding of the old crown wing (southern east-west range), with the chapel built on the north side. A new airing court or exercise yard was added on the west side, with radiating and dividing walls, removed some time after 1930. Its walls were partly reused for a later stone storage yard.
The Home Office took over its administration in 1877, and it was used as prison only until 1878, when the new prison on Greetwell Road had been in operation for 6 years. Between 1961 and 1991 it was used by both the Lincolnshire Record Office and City Magistrates Courts. Includes chapel of unique design, with individually doored cubicles facing the pulpit and sloping seats.
The station's name comes from the St. Pancras neighbourhood, which originates from the fourth-century Christian boy martyr Pancras of Rome. The station was commissioned by the Midland Railway (MR), who had a network of routes in the Midlands, and in south and west Yorkshire and Lancashire but no route of its own to London. Before 1857 the MR used the lines of the L&NWR for trains into the capital; subsequently the company's Leicester and Hitchin Railway gave access to London via the Great Northern Railway (GNR).
In 1862, traffic for the second International Exhibition suffered extensive delays over the stretch of line into London over the GNR's track; the route into the city via the L&NWR was also at capacity, with coal trains causing the network at Rugby and elsewhere to reach effective gridlock. This was the stimulus for the MR to build its own line to London from Bedford, which would be just under 50 miles (80 km) long. Samuel Carter was solicitor for the parliamentary bill, which was sanctioned in 1863.
Design and construction
The interior of the Barlow Trainshed, circa 1870
The station was designed by William Henry Barlow and constructed on a site that had previously been a slum called Agar Town. Though coal and goods were the main motivation to build the station, the Midland realised the prestige of having a central London terminus and decided it must have a front on Euston Road. The company purchased the eastern section of land on the road's north side owned by Earl Somers.
The approaching line to the station crossed the Regent's Canal at height allowing the line reasonable gradients; this resulted in the level of the line at St Pancras being 20 ft (6.1 m) above the ground level. Initial plans were for a two or three span roof with the void between station and ground level filled with spoil from tunnelling to join the Midland Main Line to the St. Pancras branch. Instead, due to the value of the land in such a location the lower area was used for freight, in particular beer from Burton. As a result, the undercroft was built with columns and girders, maximising space, set out to the same plans as those used for beer warehouses, and with a basic unit of length that of a beer barrel.
The contract for the construction of the station substructure and connecting lines was given to Messrs. Waring, with Barlow's assistant Campion as supervisor. The lower floor for beer warehousing contained interior columns 15 ft (4.57 m) wide, and 48 ft (14.63 m) deep carrying girders supporting the main station and track. The connection to the Widened Lines (St. Pancras branch) ran below the station's bottom level, in an east-to-west direction.
To avoid the foundations of the roof interfering with the space beneath, and to simplify the design, and minimise cost, it was decided to construct a single span roof, with cross ties for the arch at the station level. The arch was sprung directly from the station level, with no piers. Additional advice on the design of the roof was given to Barlow by Rowland Mason Ordish. The arches' ribs had a web depth of 6 ft (1.8 m), mostly open ironwork. The span width, from wall to wall was 245 ft 6 in (74.83 m), with a rib every 29 ft 4 in (8.94 m) The arch was a slightly pointed design, with a reduced radius of curvature at the springing points. The Butterley Company was contracted to construct the arches. The total cost of the 24 rib roof and glazing was over £53,000, of which over half was for the main ribs. The cost of the gable end was a further £8,500.
The clock tower of St Pancras:
The single-span overall roof was the largest such structure in the world at the time of its completion. The materials used were wrought iron framework of lattice design, with glass covering the middle half and timber (inside)/slate (outside) covering the outer quarters. The two end screens were glazed in a vertical rectangular grid pattern with decorative timber cladding around the edge and wrought iron finials around the outer edge. It was 689 feet (210.01 m) long, 240 feet (73.15 m) wide, and 100 feet (30.48 m) high at the apex above the tracks. At the time of opening, it was the world's largest unsupported station roof.
Local services began running to the Metropolitan Railway junction underneath the terminus on 13 July 1868. The station itself opened to the public on 1 October. The first service was an overnight mail train from Leeds.
Early services
St Pancras was built during a period of expansion for the MR, as the major routes to Manchester, Nottingham, Sheffield and Carlisle opened during this time. By 1902, there were 150 trains arriving and leaving the station daily, though this figure was far less than Waterloo or Liverpool Street. As well as Midland services, the Great Eastern Railway (GER) used St Pancras as a "West End" terminus for trains to Great Yarmouth, Norwich, Lowestoft between 1870 and 1917. At the turn of the 20th century, St Pancras also had a faster service to Cambridge than King's Cross, at 71 minutes. GER services were suspended because of World War I and never resumed.
The London, Tilbury and Southend Railway (LTSR) began offering boat train services from St Pancras from 9 July 1894, following the opening of the Tottenham and Forest Gate Railway. The trains ran from St Pancras to Tilbury via South Tottenham and Barking. Tilbury Docks then provided a connection to Australia and Scandinavia. The following year, the LTSR began a service from St Pancras to Southend Central. Boat trains continued to run from St Pancras until 1963, after which they were moved to Liverpool Street and Fenchurch Street.
Grouping, nationalisation and privatisation
The station was damaged by a bomb in May 1941 during the Blitz.
The Railways Act of 1921 forced the merger of the Midland with the London and North Western Railway (L&NWR) into the London, Midland and Scottish Railway (LMS), and the LMS adopted the LNWR's (the "Premier Line") Euston station as its principal London terminus. The Midland Grand Hotel was closed in 1935, and the building was subsequently used as offices for British Railways. During World War II, bombing inflicted damage on the train shed, which was only partially reglazed after the war. On the night of 10–11 May 1941 a bomb fell onto the station floor at platform 3, exploding in the beer vaults underneath. The station was not significantly damaged, but was closed for eight days, with platforms 2–3 remaining closed until June. In 1947 the St. Pancras junction was relaid with prefabricated trackwork, along with associated changes to the signalling system.
On the creation of British Railways (BR) in 1948, St Pancras received a significant investment after neglect by the LMS. Destinations included the London area services to North Woolwich, St Albans and Bedford. Long-distance trains reached Glasgow, Leeds, Nottingham, Sheffield and Manchester, with famous named trains including The Palatine to Manchester, The Thames-Clyde Express to Glasgow, and The Master Cutler to Sheffield (transferred from King's Cross in 1966, which itself had transferred from Marylebone eight years earlier).
On 7 October 1957, the signalling at St Pancras was upgraded, replacing the three original boxes with a power box controlling 205 route switches and 33 points over a network of 1,400 relays. From 1960 to 1966, electrification work on the West Coast Main Line between London and Manchester saw a new Midland Pullman from Manchester to St Pancras. These trains and those to Glasgow were withdrawn following the completion of the rebuilding of Euston and the consolidation of these services.
By the 1960s, St Pancras was seen as redundant, and several attempts were made to close it and demolish the hotel (by then known as St Pancras Chambers). These attempts provoked strong and successful opposition, with the campaign led by the later Poet Laureate, John Betjeman. Jane Hughes Fawcett with the Victorian Society was instrumental in its preservation, and was dubbed "the furious Mrs. Fawcett" by British rail officials. Many of the demonstrators had witnessed the demolition of the nearby Euston Arch a few years previously, and were strongly opposed to the distinctive architecture of St Pancras suffering the same fate. The station became Grade I listed building in November 1967, preventing any drastic modifications. The plans were scrapped by BR in December 1968, realising that it was more cost-effective to modernise the hotel instead, though they disliked owning it.
In the 1970s, the train shed roof was in danger of collapse, and the newly appointed Director of Environment Bernard Kaukas persuaded the company to invest £3m to save it. In 1978, a Private Eye piece said that British Rail really wanted to demolish St Pancras but were opposed by "a lot of long-haired sentimentalists" and "faceless bureaucrats" and praised the office blocks that replaced the Euston Arch.
After the sectorisation of British Rail in 1986, main-line services to the East Midlands were provided by the InterCity sector, with suburban services to St Albans, Luton and Bedford by Network SouthEast. In 1988 the Snow Hill tunnel re-opened resulting in the creation of the Thameslink route and the resultant diversion of the majority of suburban trains to the new route. The station continued to be served by trains running on the Midland main line to Leicester, Nottingham and Sheffield, together with a few suburban services to Bedford and Luton. These constituted only a few trains an hour and left the station underused.
Following the privatisation of British Rail, the long-distance services from St Pancras were franchised to Midland Mainline, a train operating company owned by National Express, starting on 28 April 1996. The few remaining suburban trains still operating into St Pancras were operated by the Thameslink train operating company, owned by Govia, from 2 March 1997.
A small number of trains to and from Leeds were introduced, mainly because the High Speed Train sets were maintained there and were already running empty north of Sheffield. During the 2000s major rebuild of the West Coast Main Line, St Pancras again temporarily hosted direct and regular inter-city trains to Manchester, this time via the Hope Valley route (via the Dore South curve) under the title of Project Rio.
New role
Model of the extended St Pancras station (left) and King's Cross station (right, seen before restoration circa 2012)
The original plan for the Channel Tunnel Rail Link (CTRL) involved a tunnel from south-east of London to an underground terminus in the vicinity of King's Cross. However, a late change of plan, principally driven by the then Secretary of State for the Environment Michael Heseltine's desire for urban regeneration in east London, led to a change of route, with the new line approaching London from the east. This opened the possibility of reusing St Pancras as the terminus, with access via the North London Line, which crosses the throat of the station.
The idea of using the North London line was rejected in 1994 by the transport secretary, John MacGregor, as "difficult to construct and environmentally damaging". However, the idea of using St Pancras station as the terminus was retained, albeit now linked by 12.4 miles (20 km) of new tunnels to Dagenham via Stratford.
London and Continental Railways (LCR), created at the time of British Rail privatisation, was selected by the government in 1996 to reconstruct St Pancras, build the CTRL, and take over the British share of the Eurostar operation. LCR had owned St Pancras station since privatisation to allow the station to be redeveloped. Financial difficulties in 1998, and the collapse of Railtrack in 2001, caused some revision of this plan, but LCR retained ownership of the station.
The design and project management of reconstruction was undertaken on behalf of LCR by Rail Link Engineering (RLE), a consortium of Bechtel, Arup, Systra and Halcrow. The original reference design for the station was by Nick Derbyshire, former head of British Rail's in-house architecture team. The master plan of the complex was by Foster and Partners, and the lead architect of the reconstruction was Alistair Lansley, a former colleague of Nick Derbyshire recruited by RLE.
To accommodate 300-metre+ Eurostar trains, and to provide capacity for the existing trains to the Midlands and the new Kent services on the high-speed rail link, the train shed was extended a considerable distance northwards by a new flat-roofed shed. The station was initially planned to have 13 platforms under this extended train shed. East Midlands services would use the western platforms, Eurostar services the middle platforms, and Kent services the eastern platforms. The Eurostar platforms and one of the Midland platforms would extend back into the Barlow train shed. Access to Eurostar for departing passengers would be via a departure suite on the west of the station, and then to the platforms by a bridge above the tracks within the historic train shed. Arriving Eurostar passengers would leave the station by a new concourse at its north end.
This original design was later modified, with access to the Eurostar platforms from below, using the station undercroft and allowing the deletion of the visually intrusive bridge. By dropping the extension of any of the Midland platforms into the train shed, space was freed up to allow wells to be constructed in the station floor, which provided daylight and access to the undercroft.
The reconstruction of the station was recorded in the BBC Television documentary series The Eight Hundred Million Pound Railway Station broadcast as six 30-minute episodes between 13‒28 November 2007.
Rebuilding
The Meeting Place and the Olympic Rings for the 2012 Summer Olympics
By early 2004, the eastern side of the extended train shed was complete, and the Barlow train shed was closed to trains. From 12 April 2004, Midland Mainline trains terminated at an interim station occupying the eastern part of the extension immediately adjacent to the entrance.
As part of the construction of the western side of the new train shed that now began, an underground "box" was constructed to house new platforms for Thameslink, which at this point ran partially under the extended station. In order for this to happen, the existing Thameslink tunnels between Kentish Town and King's Cross Thameslink were closed between 11 September 2004 and 15 May 2005 while the works were carried out. Thameslink services from the north terminated in the same platforms as the Midland Main Line trains, while services from the south terminated at King's Cross Thameslink.
When the lines were re-opened, the new station box was still only a bare concrete shell and could not take passengers. Thameslink trains reverted to their previous route but ran through the station box without stopping. The budget for the Channel Tunnel Rail Link works did not include work on the fitting out of the station, as these works had originally been part of the separate Thameslink 2000 works programme. Despite lobbying by rail operators who wished to see the station open at the same time as St Pancras International, the Government failed to provide additional funding to allow the fit out works to be completed immediately following the line blockade. Eventually, on 8 February 2006, Alistair Darling, the Secretary of State for Transport, announced £50 million funding for the fit-out of the station, plus another £10–15 million for the installation of associated signalling and other lineside works.
The fit-out works were designed by Chapman Taylor and Arup (Eurostar) and completed by ISG Interior Plc Contractors collaborating with Bechtel as Project Managers. The client was London and Continental Railways who were advised by Hitachi Consulting.
In 2005, planning consent was granted for a refurbishment of the former Midland Grand Hotel building, with plans to refurbish and extend it as a hotel and apartment block. The newly refurbished hotel opened to guests on 21 March 2011 with a grand opening ceremony on 5 May.
By the middle of 2006, the western side of the train shed extension was completed. The rebuilding cost was in the region of £800 million, up from an initial estimate of £310 million.
The International station
In early November 2007, Eurostar conducted a testing programme in which some 6000 members of the public were involved in passenger check-in, immigration control and departure trials, during which the "passengers" each made three return journeys out of St Pancras to the entrance to the London tunnel. On 4 September 2007, the first test train ran from Paris Gare du Nord to St Pancras. Children's illustrator Quentin Blake was commissioned to provide a huge mural of an "imaginary welcoming committee" as a disguise for one of the remaining ramshackle Stanley Building South immediately opposite the station exit.
St Pancras was officially re-opened as St Pancras International, and the High Speed 1 service was launched on 6 November 2007 by Queen Elizabeth II and the Duke of Edinburgh. Services were extended to Rotterdam and Amsterdam in April 2018.
During an elaborate opening ceremony, actor Timothy West, as Henry Barlow, addressed the audience, which was also entertained by the Royal Philharmonic Orchestra and the singers Lemar and Katherine Jenkins. In a carefully staged set piece, the first Class 395 train and two Class 373 trains arrived through a cloud of dry ice in adjacent platforms within seconds of each other. During the ceremony, Paul Day's large bronze statue The Meeting Place was also unveiled. At a much smaller ceremony on 12 November 2007, the bronze statue of John Betjeman by sculptor Martin Jennings was unveiled by Betjeman's daughter, the author Candida Lycett Green. Public service by Eurostar train via High Speed 1 started on 14 November 2007. In a small ceremony, station staff cut a ribbon leading to the Eurostar platforms. In the same month, services to the East Midlands were transferred to a new franchisee, East Midlands Trains. The low-level Thameslink platforms opened on 9 December 2007, replacing King's Cross Thameslink.
St Pancras has retained a reputation of having one of the most recognisable facades of all the London termini, and is known as the "cathedral of the railways". In Britain's 100 Best Railway Stations by Simon Jenkins, the station was one of only ten to be awarded five stars. The station has bilingual signs in French and English, one of the few in England to do so.
Services:
St Pancras contains four groups of platforms on two levels, accessed via the main concourse at ground level. The below-surface group contains through platforms A and B, and the upper level has three groups of terminal platforms: domestic platforms 1–4 and 11–13 on each side of international platforms 5–10. Platforms A & B serve Thameslink, 1–4 connect to the Midland Main Line, while platforms 11–13 lead to High Speed 1; there is no connection between the two lines, except for a maintenance siding outside the station. There are also a variety of shops and restaurants within the station concourse.
The station is the London terminus for Eurostar's high-speed trains to Paris, Brussels, Amsterdam and Lille via the Channel Tunnel. It is also the terminus for East Midlands services from London to Derby, Leicester, Nottingham, Sheffield, and smaller towns en route. Thameslink trains on the cross-London Thameslink route call at platforms beneath the main station, south to Gatwick Airport and Brighton and north to Luton Airport Parkway for Luton Airport and Bedford. High-speed domestic services to Kent, run by Southeastern, depart on the same level as Eurostar & East Midlands Trains.
The terminal is one of relatively few railway stations in England to feature multilingual signage in English and French. In March 2014, the station's public relations team commissioned a study of mispronounced words, reportedly as a result of passengers referring to the station as "St Pancreas".
You can see more photos at my Facebook page.
Strobist info: SB900 into Softbox from above. California Sunbounce Reflector (Zebra) from below. Bare SB800 and SB600 behind the Models as rimlights. Triggered with CLS.
Date 1977/78 ? The A62 Manchester Road Abnormal Vehicle Park at Longroyd Bridge, Huddersfield. Used to work at my Fathas' garage on a Saturday morning and returning home was this parked up. So I insisted that we returned with the camera, my Fathas' Yashika. Me on the right with blonde hair, my pal Nigel on left, aged 13/14yrs.
Leyland Tiger PS1 / 1 - Duple C39F
New to Barton Transport , Chilwell , Nottingham ( 567 ) during December-1948 . To this Contractor in October-1964 , as a Non PSV Staff Bus
From my purchased print collection , exact location and date of shot unknown .
A custom built MP/PDW chambered in .45, was one of many unique designs created for hitmen in the service of organized crime, the "Contractor's 45" was sometimes referred to as the modern replacement to the iconic Thompson SMG of the 1920s.
I saw a picture of this ex Australian Army Scammell Contractor tank transporter that'd been converted to a tipper here on Flickr around 2011, and when I was on holiday there in 2018 I decided to see if the 1971 built machine was still around.
With not much time or information I managed to track it down even though it'd moved location to a coal mine which was impossible to access without induction training!
Never mind, at least the old girl was parked fairly near the fence!
I am really happy with this figure - he is one of my Private Military Contractors, and he is heavily armed!
His helmet is a BrickArms MCH with minifig.cat Nightvision goggles and a Tiny Tactical scope (which I am using as a mounted camera), and he is armed with a BrickArms SMG (with Tiny Tactical additions), a BrickArms proto SABR, and a BricKArms proto Kukri, as well as several extra ammo magaziness. Everything is removable and usable for the figure.
It also uses the head of the GIBrick CIA Operative!
This view offers multiple angles of the figure.
As always, I hope you enjoy the figure, and comments are always appreciated!
This beautiful church was incorporated in 1923. Work was started the same year toward a new edifice and was completed in 1924. The rectory was moved north to parallel the construction, facing the lake.
L. Phillips Clarke, of Harvey and Clarke, was the architect for the new church, as he was later for the new parish hall in 1929 and for the new rectory and Sunday School rooms built later. Wilcox Bros. Inc., the contractor, built the church and also did repair work after it suffered hurricane damage in 1928.
The marble and mosaic work was done by craftsmen from Italy, who brought much of the material with them. Louis S. Clarke (whose father, C. J. Clarke, had donated the community building in which the original church group met, and whose son was the architect for the present building) made the chandeliers for the church by hand, together with the chains by which they hang, all of which he forged himself. The marble altar and the original Skinner organ were made possible by generous donations.
On February 24, 1924, the first service was held in the new church. The old church building was then used as a parish hall until it was destroyed in the hurricane of September 1928.
Some features that identify it as the original church building are the arch detail over the entrance, the screen doors, and one of the small front windows.
In May 1929 work was started on the first two units of a new parish hall. The cornerstone was laid on July 14th and work was completed in September. A choir room, kitchen quarters, and a new rectory were added in 1939. Funding for and work on the Sunday school rooms which frame the current courtyard commenced in 1948.
The collapse of the land boom in 1926, the killer hurricane in 1928, and the stock market crash of 1929 brought development to a halt in the region. Holy Trinity, holding a large debt for the new building, endured a very difficult struggle and at one point foreclosure was threatened. However, in 1938 as the depression waned, the debt was restructured and disaster was averted.
The formal consecration of the church was held on April 29, 1945, after the mortgage was retired. The event was hailed in the press as "the high point in the history of the Episcopal congregation in West Palm Beach." The consecration services were conducted by Bishop John D. Wing of the Diocese of South Florida, before a congregation that packed the building. The Rev. William S. Turner was rector at that time.
Memorials and gifts throughout the years, too numerous to detail in this limited space, have enhanced the beauty of the church. A large Skinner organ was added to the original organ in 1939, and other additions were subsequently made. The stained glass windows were installed over a period spanning sixty years, with the first window, the large rose window over the altar, being installed in 1924. The most ambitious window addition program occurred in the 1950s with the Rev. James Stirling as Rector. The most recently installed windows, in the south wall of the Baptistry, were installed in 1984.
Having originally been started with the help of Bethesda-by-the-Sea, Holy Trinity has in turn through the years helped start five other Episcopal churches in the area: St. Andrews Church, Lake Worth, St. Georges, Riviera Beach, St. Marks, Palm Beach Gardens, The Church of the Holy Spirit, West Palm Beach, and Grace Episcopal Church, West Palm Beach.
Credit for the data above is given to the following people and websites:
www.flickr.com/photos/59081381@N03/https://en.wikipedia.o...www.holytrinitywpb.org/our-history
www.flickr.com/photos/59081381@N03/
© All Rights Reserved - you may not use this image in any form without my prior permission.
Holy Trinity Episcopal Church Columbarium
This is my personal Contractor's M4A1 (as of 2-23-13, no longer)
Credit to Duke for the rails, the SPW team for the workspace, Wiikling for the mag, Worlock and Skye for the writing, Luckystriker for upper reciever(does not include bolt, writing, etc.)
P.S. The GL, the silencer, and the rail system is all shapework (does not include sight attachments or delta ring)
View all sizes please!!!
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gentlemansessentials: Free Climbing Gentleman’s Essentials
At least one of these is used for runs with the Wayne Highlands School District. The first bus in the like is a spare for them, and was previously numbered 83. The middles bus is blank, and the bus at the end is the WHSD bus 72.
KJM Contractors Kenworth T909 Double Road-Train heads north of Port Augusta in the final light of day bound for Prominent Hill Mine near Coober Pedy.
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Transforming Tarmac Surface to Synthetic Grass Court Yorkshire...
Late 1960s Lumar Contractors "Powerhouse" High Lift Mobile Crane by Louis Marx and Company. Cleaned, re-strung and in full working order once more.
Shifting one of the two Scammell Contractors that came to NZ from Karamea on the South Island's West Coast to Auckland in the North Island a distance of just over a 1000kms. She only just went on! Karamea July 2014.
A bit of history about this loco :-)
Johnson designed the 1F (41660) class after coming to the Midland Railway in 1873. They were the Midlands standard type of shunting engine. Between 1874 and 1899 280 engines were built at Derby and by outside contractors Neilson, of Glasgow and Vulcan Foundry). In 1907 they were renumbered in the series 1620-1899.
A further sixty locomotives were built by Vulcan Foundary to a slightly enlarged design in 1899-1902. These were numbered 1900-1959. Many of them were fitted with condensing apparatus for working over the Metropolitan widened lines and they were subsequently spent most of their working lives in the London area.
The engines were built with round topped boilers and enclosed cabs. Between 1919 and 1942 they were all rebuilt with Belpaire boilers and a raised cab roof. They were renumbered 7200-7259 in 1934.
After the 47200 class engines were rebuilt with Belpaire boilers the design was adopted by the LMS after grouping as a standard shunting design. The engines were known as Jinties but the origins of this name are not known despite many theories being put forward. They differed from the preceding class in having larger smokeboxes and increased capacity tanks and bunkers.
Four hundred and fifteen engines were built between 1924 and 1931, plus another seven for the SDJR. They were built by a number of outside contractors and they were intended to replace the large number of varied shunting engines inherited by the LMS.
The engines were numbered 7100-7156 and 16400-1764 until 1934. Apart from the War Department locomotives, and two engines which were sold to the NCC in Northern Ireland in 1944 (and regauged to the 5 feet 3 inch gauge) which are detailed below all of the locomotives were taken into BR stock on nationalisation in 1948.
Several of the class were later used as departmental engines by BR. Apart from shunting, some engines were used on North London passenger services and others based at Bromsgrove for banking on the Lickey Incline.
47477, 47478, 47479, 47480, 47481, 47655 and 47681 were fitted for push-pull train working on the Western Region. They were allocated to Upper Bank depot which was transferred from Midland Region to Western Region ownership in 1950. Some of these also spent time at Swansea Victoria and Swansew East Dock.
47310-16 were built in 1929 for the Somerset & Dorset Joint Railway. They were numbered 19-25 and they became part of LMS stock in 1930.
On the outbreak of the Second World War in 1939 they were initially chosen as the standard shunting locomotive for the War Department, but later the more modern Hunslet “Austerity” 0-6-0ST was chosen in preference. Nevertheless, eight engines were transferred to the War Department in 1940 for overseas use. Five of these engines returned to Britain from France in 1948, complete with bullet holes in the tanks. 47659 had carried the name CORSAIR while in France. 47589 was carrying a chimney from a GWR Dean Goods 0-6-0 when it returned.
Two, 7456 and 7553, were converted to the 5 ft 3 in (1,600 mm) Irish broad gauge in 1944 and 1945 for use on Northern Counties Committee lines in Northern Ireland, becoming the NCC Class Y, and numbered 18 and 19. The engines were reboilered by the LMS in 1944, just before delivery to the NCC in August. The conversion to 5 ft 3 in gauge was simply done by reversing the wheels and renewing the tyres and crank pins. Their frames were not altered at all and, possibly due to the light nature of their work, the engines do not seem to have suffered from widening the gauge.
Designated Class Y, the engines were at first used on local trains to Carrickfergus but this practice was discontinued when it was discovered that the bearings were inclined to run hot. A test train of thirty wagons of coal was worked by No.19 from Belfast to Ballyclare Junction without any difficulty. No.18 worked a similar train but had trouble with lubrication. Subsequently, they were put to work on the Belfast Harbour Commissioners’ lines at Belfast docks where despite their relatively long wheel base they could negotiate a 4 chain (80 metre) curve if they proceeded slowly.
Altogether No.18 ran 219 441 miles on the NCC and a total of 612 266 miles in its life. A suspect crank pin led to its early withdrawal in 1956. No.19 ran 667 521 miles altogether, of which 291 971 were on the NCC. It lasted until 1963 although not doing much work in its final year.
In late Spring 1960 the Ulster Transport Authority acquired two 0-6-4Ts from the former Sligo, Leitrim and Northern Counties Railway, which took over duties on Belfast docks.
A total of 412 thus entered British Railways stock in 1948, rising to 417 by the end of the year.
47260 class locomotives were to be found all over the Midland Region on shunting duties which included station pilot work. Five of the class were deployed in Scotland around the Glasgow area with most spending time at Polmadie. On the Western Region there were a small number in the Swansea area of which some were fitted for push-pull working. In addition there were a very few allocated to Bath Green Park and Gloucester Barnwood. Some were utilised in old LMS depots in Yorkshire that in BR days transferred to the North Eastern Region. The odd one was also to be seen on the Eastern Region at places like Tilbury, Spittal Bridge, New England and Stratford. None were deployed on the Southern Region.
47298 was built at a cost of £3,168 by the Hunslet Engine Co Ltd. at Leeds and entered service in 1924 as 7138 but was renumbered 7298 in 1935.
It was initially allocated to Camden depot but moved on to Northampton four years later. Here it stayed until 1941 when it was transferred to Willesden. In 1942 it moved to Bletchley and this became its home until August 1954 when it moved to Sutton Oak, St Helens which was to become its final allocation before being withdrawn and sold for scrap.
Whilst at Bletchley it was renumbered 47298 following the nationalisation of the railways and the forming of BR in 1948.
William Breedon, the father of Brian, was employed to drive 47298 whilst it was based at Bletchley. He was assisted by George King as Fireman and Arthur Lee as shunter. William Breedon was assigned to shunting duties following an accident in November 1941 when he slipped off the step of LMS 12086 after someone had spilt oil. The locomotive was in the process of reversing off a turntable at the time and the accident resulted in every bone in his foot being crushed. He was then unable to operate on the main line as he was unable to run and place detonators on the line in the event of a breakdown etc. This restriction appears to have been ignored during the Second World War.
During its life it went through nine boilers, averaging a boiler change every five or six years. Normally a repaired boiler from another Jinty was received, but in 1938 a new one was fitted. Ten assorted heavy overhauls were carried out, together with a range of light repairs. Derby did some of this work but Bow (North London) is also mentioned on two occasions.
47298 spent its final period at Sutton Oak in store having been declared surplus in 1965 but was not withdrawn from service until December 1966 when it was sold to Woodham Brothers at Barry for scrap. It arrived at Barry in June 1967 and stayed there until July 1974 when it moved to Steamport at Southport.
47298 was fully restored at Steamport in 1979 took part in the Rocket 150 in 1980 and also steamed into Southport station for a joint Steamport/British Rail Joint Exhibition in April 1980.
In 1983 47298 was moved to the Llangollen Railway. During its time at Llangollen 47298 was painted blue and ran as Thomas the Tank Engine.
In April 1988 the locomotive moved to The East Lancs Railway.
In 1996 the locomotive hauled the reopening train on the Northampton & Lamport Railway.
In 2012 it was purchased by Ian Riley and moved to the East Lancs Railway. It has not been steamed since but had previously visited the railway back in 1988 a year after the Bury to Ramsbottom section of the railway opened.
The owner had hoped to have it back in steam before the end of 2017 but later revised this to 2018.
In December 2019 it was revealed that Ian Riley was in the process of selling the locomotive. It is understood that the locomotive will be based on a private railway once the overhaul has been completed.
The locomotive arrived back at Bury shed on the East Lancs Railway in October 2020 following a swift overhaul by its previous owner. It is not known how long the locomotive will stay at the East Lancs Railway.
This is only surviving Contractor, one of two Scammell Contractor 6x4 tractors that came to NZ. This was owned by Waikato Heavy Haulage,the other by Dales Freightways. 335 Cummins with a 20 speed Spicer box. Sadly I couldn't get a better complete pic due to it being in the shed.
Karamea Nov 2011.
Armed with a tactical MP5 submachine gun, a combat knife, and a holstered automatic P226 pistol, this private contractor is ready for hire and action…
via Tennis Court Contractors tenniscourtcontractors.tumblr.com/post/144454160521
Liked on YouTube: Tennis Court Repair - Rejuevnation Maintenance...