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Artists, teachers, and staff new to Summer Arts & Learning Academy participated in their first professional development this weekend. The group discussed and learned trauma-informed practices, responsive classroom strategies, and saw co-teaching and arts integration in action.
Youth For Development 2017 presentó "Lecciones aprendidas de los desastres naturales"
Organizado por la Promoción 2017 de la Facultad de Ingeniería. Con Isabel Chiyón, Mara Seminario, Renzo Reyes, Reynaldo Hilbck y Julio Kuroiwa.
2022-06-14: President of African Development Bank Group, Dr. Akinwumi A. Adesina sharing a frame with Hyginus Gene Leon, President of the Caribbean Development Bank (CDB) during the official visit to the Turks and Caicos Islands: Signing of letter of intent.
AEP Qualified Data Center Site:
The Industria Centre Site’s (ICS) orientation is favorable for data center development. It offers strong utility infrastructure. The site is part of an industrial park with a total of 906 acres. ICS #17 has ≈96 acres of land available. Interstate 69 is 8 miles away and Interstate 70 is 23 miles away. Logistically, the Muncie area offers a temperate climate ideal for “free cooling” for data centers.
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You may know what you want to get out of life but have no idea how to get it. Often, getting what you want requires change and self improvement. There are so many different options and resources available to help you become a happier, more fully developed individual. Keep reading for useful...
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Photos from the At-Large Plenary Session 1: Internet Governance for the Sustainable Development Goals at the ICANN79 Community Forum
The history of Torquay railway station is closely connected with the development of Torquay as a Victorian seaside resort. The present station dates from 1878, although a station serving Torquay had existed on the site since 1859. Its history also has an interesting relationship with the older station at Torre, which was the original railway terminus for Torquay when the railway first arrived in 1848. Today, the surviving Victorian station is Grade II listed and remains an important stop on the Riviera Line between Exeter and Paignton.
The first railway to reach the Torquay area was the South Devon Railway, which opened its broad-gauge branch from Newton Abbot on 18 December 1848. The line terminated at what is now Torre station, on Newton Road, considerably uphill from the centre of Torquay. The station was originally called Torquay, reflecting its role as the railway station serving the developing resort.
The arrival of the railway was an important event in Torquay's development. During the nineteenth century the town was becoming one of Britain's fashionable seaside resorts, promoted for its mild climate and attractive coastal setting. Railway access made it much easier for visitors from Exeter, Bristol, London and other parts of Britain to reach the resort.
The original railway, however, did not reach the seafront. The station at Torre was some distance from the harbour and beaches, requiring passengers to continue their journeys by road. This was not ideal for a resort whose principal attraction was its coastline.
The solution came with the Dartmouth and Torbay Railway, which extended the railway southwards from Torre towards Paignton. The extension opened on 2 August 1859, and a new station was constructed much closer to the coast at Livermead, in the southern part of Torquay. This is the origin of the present Torquay station.
The opening of the new station had an interesting consequence. The original Torquay station at Torre had to be renamed Torre, while the new station near the sea took the name Torquay. The distinction remains today: Torre is the older station on the hill, while Torquay is the later station near the seafront.
The new Torquay station was deliberately positioned to serve the resort's tourist traffic. Its location near Abbey Sands made it considerably more convenient for visitors arriving by train. The station was principally a passenger facility, while goods traffic continued to be handled at Torre. This helped give the new station a more refined atmosphere appropriate to its role as a gateway to a fashionable resort.
The Dartmouth and Torbay Railway itself was operated by the South Devon Railway from the beginning. The two companies were eventually amalgamated in 1872, and four years later the South Devon Railway became part of the Great Western Railway. The GWR subsequently decided that the 1859 Torquay station was not sufficiently impressive or capable for the growing traffic of the resort.
A much grander station was consequently built in 1878.
The present station opened on 1 September 1878, replacing the 1859 building. It was designed by William Lancaster Owen and J. E. Danks and was intended to provide a suitably imposing architectural gateway to Torquay.
The architecture reflects the importance attached to railway stations during the Victorian period. The buildings use local rough-faced grey limestone with Bath stone detailing, while the steeply pitched slate roofs have distinctive pavilion-like forms that have been compared with French château architecture. The result is considerably more elaborate than a simple rural railway station.
The station was closely associated with the nearby Grand Hotel, which stood immediately behind it. The combination of railway station, luxury hotel and seafront was typical of Victorian resort development. Wealthy visitors could arrive by train and find themselves immediately within the resort environment for which they had travelled.
The 1878 station was substantially larger than its predecessor. It was built with extensive platform accommodation, substantial station buildings and impressive canopies. The two sides of the station were connected by a footbridge carried between distinctive stair towers. The covered lattice-iron bridge, with its timber and glazed superstructure, forms an important part of the listed station complex.
The railway itself was initially single track, with a passing loop at the station. This arrangement became inadequate as passenger traffic increased, particularly as the resort became increasingly popular. The line through Torquay was eventually doubled, with the work completed in 1882.
The expansion of the railway coincided with an extraordinary period of growth for Torquay. The railway enabled visitors to arrive in large numbers, while hotels, villas and other tourist facilities expanded around the town. Torquay's railway station consequently became an important part of the town's identity as a seaside resort.
The station also illustrates an important aspect of Victorian railway design: railway companies understood that their buildings could form part of the experience of travel. A station serving a fashionable resort needed to make a good impression. The GWR therefore invested in architecture that was considerably more elaborate than might have been necessary simply to handle trains.
The station remained in Great Western Railway hands until the nationalisation of Britain's railways in 1948, when it became part of British Railways. It subsequently formed part of the Western Region of British Rail, retaining its importance on the railway to Devon and Cornwall.
During the steam era, Torquay was served by a wide variety of Great Western locomotives and trains. The route was particularly important for long-distance services from London Paddington to the South West, alongside local services linking Torquay with Exeter, Newton Abbot and Paignton.
The railway through Torquay was also an important component of the wider route to Kingswear. Although the direct railway to Kingswear eventually closed to regular British Rail passenger services, the surviving section between Newton Abbot and Paignton remains in use as the Riviera Line.
The twentieth century brought substantial changes to the railway. Steam locomotives were eventually replaced by diesel traction, transforming the appearance and sound of the station. Torquay then became a regular stopping point for diesel multiple units and locomotive-hauled trains serving the Devon network.
The station subsequently became particularly associated with the InterCity 125 era. From the 1970s, British Rail's High Speed Trains transformed long-distance services between London, Exeter and the South West. Although the HST was designed primarily for high-speed inter-city operation, many services continued beyond Exeter towards Plymouth and Cornwall, bringing these distinctive trains through Torquay.
The railway's coastal setting also made the station part of one of Britain's most spectacular rail journeys. South of Exeter, the line travels through the difficult South Devon landscape, including the famous coastal section at Dawlish and Teignmouth. Passengers travelling to Torquay therefore experienced a railway route whose engineering history stretched back to Isambard Kingdom Brunel.
Torquay station itself is not one of Brunel's surviving station buildings, since the present structure dates from the GWR's 1878 rebuilding. Its location and railway route, however, belong directly to the network developed in the Brunelian era.
The station's importance was formally recognised when it was Grade II listed on 26 March 1986. Historic England identifies the building as being of special architectural and historic interest. The listing covers the station buildings and associated features, including the distinctive stair towers and covered footbridge.
The architectural survival is particularly valuable because so many Victorian railway stations have been altered beyond recognition or demolished. Torquay retains a substantial proportion of its historic appearance, allowing modern passengers to experience something close to the station environment created for Victorian visitors.
The station's relationship with the town has also changed. When it opened in 1859, its position near Livermead was intended to bring passengers closer to the resort's attractions. Today, the station remains close to the seafront and Abbey Sands, although modern Torquay has expanded considerably beyond the town that the Victorian railway company knew.
The station also suffered from the gradual reduction of railway facilities during the twentieth century. Goods facilities disappeared, railway staffing was reduced and some of the infrastructure associated with the steam railway ceased to be required. The essential passenger function, however, survived.
The line through Torquay remains double track, allowing trains to pass without the operational constraints of the nineteenth-century single-track railway. The modern station has two platforms, serving trains principally operated by Great Western Railway.
The present railway is generally known as the Riviera Line, running from Exeter through Dawlish, Teignmouth, Newton Abbot, Torquay and Paignton. The line remains important both to local passengers and to visitors travelling to the South Devon coast.
Torquay therefore retains a significant role in the region's railway network despite the disappearance of many of the facilities that once surrounded it. Its continuing passenger service is a direct descendant of the railway opened to the resort in 1859.
One particularly interesting feature of the station is the way its architecture reflects the Victorian railway's relationship with tourism. This was not simply infrastructure intended to move people from one place to another. The station was designed as an entrance to Torquay itself. Its grand architecture, nearby hotel and proximity to the sea all formed part of the experience offered to visitors.
The station's history is also closely connected with Torre station, and the two should not be confused. Torre is the original 1848 railway station for Torquay, while the present Torquay station dates from the 1859 extension and the 1878 rebuilding. Torre's original station buildings survive alongside the railway and are themselves Grade II listed.
This gives Torquay an unusual railway history in which the original station did not disappear when a newer station was built. Instead, the old station survived under a new name while the new station became the principal railway gateway to the resort.
The distinction also reveals how railway geography changed with the development of tourism. The first railway was positioned where engineering considerations allowed a practical connection to the town. Once the railway company recognised the importance of seaside tourism, it extended the line closer to the coast and built a station specifically to serve visitors.
The 1878 rebuilding went further, creating a station whose architecture communicated the importance of Torquay as a fashionable destination. The station effectively became part of the town's Victorian image.
During the twentieth century, Torquay continued to receive holidaymakers by rail. Special trains, excursion traffic and long-distance services contributed to the station's busy seasonal character. The railway was an important component of the mass seaside tourism that developed before the widespread use of private cars and foreign package holidays.
The later decline of traditional railway holiday traffic changed the station's role, but it did not eliminate its importance. Torquay remains a major destination in its own right, while the station continues to serve commuters, local residents, students and visitors.
The transition from British Rail to the privatised railway in the 1990s brought further changes in operating companies. Today, the station is managed by Great Western Railway, which operates most of the passenger services on the Riviera Line. The station remains unstaffed, but its Victorian buildings continue to provide the setting for modern railway operations.
The contrast between the historic architecture and modern trains is particularly striking. A modern diesel multiple unit or bi-mode train arriving at Torquay is using infrastructure whose essential purpose has remained unchanged since the nineteenth century, while the surrounding technology has evolved from broad-gauge steam locomotives through standard-gauge steam, diesel traction, HSTs and modern trains.
The station also forms part of the wider heritage of the South Devon Railway route. The line's difficult coastal alignment, including the famous Dawlish Sea Wall, was one of Brunel's greatest engineering challenges. Torquay sits at the southern end of this historically important railway landscape.
The station's Grade II listing ensures that its architectural character is protected for the future. Historic England specifically identifies the station's historic relationship with the railway extension to Paignton and its rebuilding by the GWR in 1878 as part of its significance.
The history of Torquay railway station can therefore be divided into several distinct stages.
The first stage was the arrival of the railway in 1848 at what is now Torre station. This established Torquay's connection with the national railway system.
The second stage was the extension towards Paignton in 1859 and the opening of the first station at the present site. This brought the railway much closer to the resort and seafront.
The third stage was the GWR's grand rebuilding of the station in 1878, creating the architecturally distinctive building that survives today.
The fourth stage was the expansion of the railway in the late nineteenth and early twentieth centuries, including doubling of the line and the development of Torquay's role as a major tourist destination.
The fifth stage was the transition through steam, diesel and HST operation during the twentieth century.
The sixth stage is the modern railway, in which the Grade II-listed Victorian station continues to serve the Riviera Line and remains an important gateway to South Devon.
What makes Torquay particularly interesting is that the station is both a railway monument and a monument to the development of British seaside tourism. Its history cannot really be separated from the growth of Torquay as a resort. The railway made the town much more accessible, while the town's growing popularity encouraged the railway company to build increasingly impressive facilities.
The station therefore represents the point at which two Victorian developments met: the expansion of the railway network and the emergence of mass tourism.
Today, when a train arrives at Torquay, passengers are still using the same basic railway connection created in 1859, although the station they enter is the substantially grander 1878 GWR building. The historic structure, its distinctive stonework, steep roofs, canopies and footbridge remain tangible reminders of the age when arriving by train was an important part of the seaside holiday experience.
Torquay railway station is consequently more than a Victorian station that happens to have survived. It is a physical record of the transformation of Torquay from a relatively inaccessible coastal settlement into one of Britain's best-known resorts, and of the railway's continuing role in connecting South Devon with the rest of the country.
Its survival is particularly valuable because the station still performs the function for which its Victorian builders intended it: welcoming visitors to Torquay by rail. Nearly 170 years after the first station opened at the site, modern trains continue to arrive beneath the historic canopies, preserving an unusually direct connection between the railway age of Queen Victoria and the railway of the twenty-first century.
The station is particularly memorable to me, as back in 1999, my school year group went on a week-long holiday to Torquay, and we used the station footbridge many times during the week to pass between the hotel (which was just behind the station) and the beach.