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Model: Aubri
Location: St.Albert
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Working The 747P 12.27 Toton North Yard To Doncaster Up Decoy According To Realtime Trains The Route And Timings Were
Toton North Yard 12.27 . 12.05 22E
Stapleford & Sandiacre 12.32 No Report
Trowell Jn 12.38 No Report
Ilkeston Junction 12.39 No Report
Ilkeston 12.40 No Report
Langley Mill 12.45 No Report
Codnor Park Jn 12.50 1/2 No Report
Ironville Junction 12.51 No Report
Alfreton 12.57 No Report
Blackwell South Jn (Derbs) 12.58 No Report
Morton 13.02 No Report
Clay Cross North Jn 13.08 . 12.57 3/4 10E
Hasland 13.10 . 12.59 1/4 10E
Chesterfield South Jn 13.11 1/2 .13.00 11E
Chesterfield 13.13 . 13.01 1/4 11E
Tapton Jn 13.14 . 13.01 3/4 12E
Barrow Hill South Jn 13.18 No Report
Barrow Hill North Jn 13.19 No Report
Foxlow Jn 13.21 No Report
Renishaw Park (Flhh) 13.22 No Report
Beighton Jn 13.28 . 13.13 15E
Treeton Jn 13.33 No Report
Canklow Loop 13.34 1/2 No Report
Masbro S.S. Jn 13.35 1/2 No Report
Masborough Jn 13.38 To 13.59 No Report
Aldwarke Jn 14.06 . 14.04 2E
Thrybergh Jn 14.08 No Report
Kilnhurst Up Gds Loop 14.09 1/2 No Report
Mexborough 14.13 . 14.11 2E
Conisborough 14.18 No Report
Hexthorpe Jn 14.24 . 14.19 1/2 4E
St James Jn 14.29 1/2 No Report
Doncaster 14.31 1/2 No Report
Bridge Jn 14.33 . 14.33 RT
Decoy Nth Jn 14.36 . 14.36 RT
Doncaster Decoy South Jcn 14.42 . 14.42 RT
St Catherines Jn 14.44 To 15.04 N/R 15.04 RT
Low Ellers Curve Jn 15.06 No Report
Potteric Carr Jn 15.10 No Report
Doncaster Up Decoy 15.13 . 15.13 RT
Alongside the cycle path on the route of the former Chesterfield and Lincoln Direct Railway, approaching the former Fledborough Railway Station, in between Fledborough and High/Low Marnham in Nottinghamshire.
The station was opened by the LD&ECR in March 1897 and closed by British Railways in 1955. The station and the stationmaster's house were built in the company's standard style. From Tuxford the line fell gently past Marnham, where in 1960, High Marnham Power Station was built. The junction to the power station was about 500 yards west of Fledborough Station, which was, in turn, just before the line crossed the River Trent by means of the Fledborough Viaduct.
Like most new railways of the time the Chesterfield and Lincoln Direct Railway's purpose was the carriage of coal. The project's leading light was William Arkwright, a descendant of Richard Arkwright who had made the family's fortune by mechanising the spinning of cotton. William Arkwright had settled at Sutton Scarsdale Hall near Chesterfield and with the land came extensive deposits of coal.
The rail network in the vicinity provided by the Midland Railway and the Manchester, Sheffield and Lincolnshire Railway was still in its infancy and would not meet his requirements. In 1887 the Chesterfield and Lincoln Direct Railway was proposed independently to join with Midland lines at each end. It would cross his land but received insufficient support.
Arkwright decided to promote an independent line to provide through roads to opposite coasts of the country. In time it became known as "The East to West". It would be sufficiently large to maintain itself in the face of competition from other railways. There were a number of lines already approved but not carried forward which could be incorporated. With the Newark and Ollerton there was the Macclesfield and Warrington Railway and the Lincoln and East Coast Railway. A number of other lines had been considered but not formally proposed and these, together with plans for dock works at Sutton on Sea which had been approved in 1884, gave Arkwright his route and support from the various landowners involved. The Lancashire Derbyshire and East Coast Railway Company was formed at 27 George St in Westminster and published its plans in 1890.
There was initially a deal of opposition from landowners and other railway companies but, in the end, the main opponent was the MS&LR because the line would bypass its own line from Sheffield to Retford and thence to London. The Great Eastern Railway turned from opponent to supporteer, realising that the line could give it an entree to the Midlands coalfields. The Lancashire, Derbyshire and East Coast Railway Act authorising building the line was given Royal Assent on 5 August 1891.
Due to lack of investment, only the portion from Chesterfield to Lincoln was built. To have continued west of Chesterfield would have required some extremely expensive and difficult engineering works. It was an ambitious undertaking, with some extremely expensive engineering works, crossing the Peak District which had always been a major headache for railway builders. Even to the east it crossed lines of hills running north and south. In addition it would conflict with the lines of a number of other railway companies.
From Lincoln the line would continue eastward over the Lincolnshire Wolds, with a junction near Stainfield as it crossed the GNR Louth to Bardney line. Proceeding well to the north of Horncastle it would cross the East Lincolnshire Railway to the southwest of Alford passing to the south. It would then join that line's loop (at that time known as the Willoughby Railway) near Thurlby turning north east to Sutton on Sea, where the North Sea port would be built.
Passenger services over the line to Lincoln finished in September 1955.
After Finishing The Tuesday's Runs The 66s Then Formed Thursday's 0Z38 14.37 York Thrall Europa To Toton T.M.D. According To Realtime Trains The Route And Timings Were
York Thrall Europa 14.37 . 14.25 12E
York Yard Nth R.S. 14.42 To 14.49 N/R 14.35 13E
York Yard South Jn 14.54 . 14.39 1/2 14E
Colton Jn 15.01 . 14.53 1/4 7E
Colton South Jn 15.02 . 14.58 1/4 3E
Church Fenton 15.08 . 15.04 1/2 3E
Milford Jn 15.13 . 15.10 1/4 2E
Ferrybridge North Jn 15.23 . 15.18 1/4 4E
Moorthorpe 15.38 . 15.39 3/4 1L
Swinton (South Yorkshire) 15.48 . 15.56 8L
Aldwarke Jn 15.51 1/2 . 15.58 3/4 7L
Masborough Jn 15.55 . 16.02 3/4 7L
Treeton Jn 15.58 . 16.09 3/4 11L
Beighton Jn 16.02 . 16.12 3/4 10L
Barrow Hill North Jn 16.10 . 16.19 9L
Tapton Jn 16.14 . 16.21 3/4 7L
Chesterfield 16.15 . 16.22 1/2 7L
Chesterfield South Jn 16.16 . 16.27 3/4 11L
Clay Cross North Jn 16.19 . 16.31 12L
Alfreton 16.27 . 16.37 1/4 10L
Ironville Junction 16.30 . 16.40 1/4 10L
Langley Mill 16.34 1/2 . 16.46 1/2 12L
Trowell Jn 16.40 1/2 . 16.51 1/2 11L
Stapleford & Sandiacre 16.46 . 16.57 1/2 11L
Toton T.M.D. 16.50 . 17.01 11L
Directed by Blake Edwards, Starring Audrey Hepburn, George Peppard, Patricia Neal & Mickey Rooney
Adapted from Truman Capote's 1958 novella of the same name
Autor: Ebers, Georg Moritz, 1837-1898
Descripción bibliográfica: Egipto / por Jorge Ebers ; traducción directa del alemán por Antonio Bergnes de las Casas, revisada y corregida por Cayetano Vidal de Valenciano. - Ed. monumental ilustrada con 650 grabados ... del reputado pintor Cárlos Werner. - Barcelona : Espasa y Compañía, 1882?. - 2 v. (X, 408, [1] p., [14] h. de lám. ; 438, [1] p., [14] h. de lám.). : il. ; 40 cm
Materia: Egipto - Historia
Materia: Egipto - Descripciones y viajes - Siglo 19
Notas: Palau, t. 5, p. 1, lo fecha de manera aproximada en 1882. - Port. a dos tintas. - Antep. - Ilustrada con 650 grabados intercalados en el texto y enriquecida con dos cartas geográficas tirada a tres tintas, una portada en colores y 24 magnificas imitaciones de las artísticas acuarelas del pintor Carlos Weiner
Traductor:Bergnes de las Casas, Antonio, 1801-1879
Ilustrador:Werner, Karl, 1821-1888, il.
Localización: fama.us.es/record=b2019343~S5*spi
Ain't no misster E. from my perspective: I'll take an 'original' Dodge Challenger over an 'ersatz' version any day! As I see it, 'retro' cars in general haven't worked particularly well, mainly because their designers take too many liberties with the original styling. To my eyes, the 'retro' Challenger looks bloated, puffy, and heavy-handed. It may indeed be a great performance car, but retro is all about appearances, is it not?
I'd like to see somebody do a new, technologically-updated version of the 1953 Studebaker Starliner, KEEPING THE ORIGINAL LOOK. Now that'd be a conveyance worth seeing-----and maybe even buying, for those who understand and appreciate the meaning of the word 'classic'.
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Working The 776M 12.27 Toton North Yard To Doncaster Up Decoy According To Realtime Trains The Route And Timings Were
Toton North Yard 12.27 No Report
Stapleford & Sandiacre 12.32 No Report
Trowell Jn 12.38 . 12.42 4L
Ilkeston Junction 12.39 No Report
Ilkeston 12.40 No Report
Langley Mill 12.45 . 12.50 4L
Codnor Park Jn 12.50 1/2 No Report
Ironville Junction 12.51 . 12.55 1/4 4L
Alfreton 12.57 . 12.58 1/2 1L
Blackwell South Jn (Derbs) 12.58 . 12.59 1/4 1L
Morton 13.02 . 13.03 1/2 1L
Clay Cross North Jn 13.08 . 13.08 RT
Hasland 13.10 . 13.10 RT
Chesterfield South Jn 13.11 1/2 . 13.11 RT
Chesterfield 13.13 . 13.12 1/2 RT
Tapton Jn 13.14 . 13.13 RT
Barrow Hill South Jn 13.18 No Report
Barrow Hill North Jn 13.19 No Report
Foxlow Jn 13.21 No Report
Renishaw Park (Flhh) 13.22 No Report
Beighton Jn 13.28 . 13.25 3E
Treeton Jn 13.33 No Report
Canklow Loop 13.34 1/2 No Report
Masbro S.S. Jn 13.35 1/2 No Report
Masborough Jn 13.38 To 13.59 No Report
Aldwarke Jn 14.06 . 14.12 6L
Thrybergh Jn 14.08 No Report
Kilnhurst Up Gds Loop 14.09 1/2 No Report
Mexborough 14.13 . 14.19 6L
Conisborough 14.18 No Report
Hexthorpe Jn 14.24 . 14.28 3/4 4L
St James Jn 14.29 1/2 No Report
Doncaster 14.31 1/2 No Report
Bridge Jn 14.33 .14.37 4L
Decoy Nth Jn 14.36 . 14.41 5L
Doncaster Decoy South Jcn 14.42 .14.45 3L
St Catherines Jn 14.44 To 15.04 14.48 . 15.12 8L
Low Ellers Curve Jn 15.06 No Report
Potteric Carr Jn 15.10 No Report
Doncaster Up Decoy 15.13 . 15.19 6L
Working The 3Z13 09.05 Stocksbridge Works To Woodburn Jn According To Realtime Trains The Route And Timings Were
Stocksbridge Works 09.05 . 09.05 RT
Woodburn Jn 09.30 1/2 No Report
Woodhouse Jn 09.35 1/2 No Report
Kiveton Park 09.42 1/2 . 09.42 RT
Brancliffe East Jn 09.44 1/2 . 09.43 1E
Shireoaks 09.46 1/2 . 09.44 1/2 2E
Shireoaks East Jn 09.47 1/2 . 09.46 1E
Worksop 09.48 1/2 . 09.48 RT
Thrumpton West Jn 09.55 1/2 . 09.55 RT
Retford 09.57 1/2 . 09.56 1/2 1E
Clarborough Jn 10.04 1/2 . 10.02 2E
Gainsborough Trent Jns 10.18 . 10.09 9E
Gainsborough Central [GNB] 10.21 To 10.29 10.12 . 10.27 2E
Gainsborough Trent Jns 10.33 . 10.30 3E
Clarborough Jn 10.39 . 10.37 2E
Retford 10.46 . 10.42 4E
Thrumpton West Jn 10.48 . 10.43 5E
Worksop [WRK] 10.57 To 10.59 10.51 . 10.53 6E
Shireoaks East Jn 11.02 . 10.55 7E
Shireoaks 11.04 . 10.56 1/2 7E
Brancliffe East Jn 11.06 . 10.58 8E
Kiveton Park 11.10 . 11.02 8E
Woodhouse Jn 11.17 No Report
Woodburn Jn 11.25 . 11.17 8E
Sainte-Suzanne (Mayenne)
Dolmen des Erves (Ve millénaire avant JC)
Cette sépulture néolithique appartient à un ensemble qui comprenait, au XIXe siècle encore, trois dolmens et un menhir. Elle a fait l'objet de fouilles dès 1868.
Son étude a été reprise en 1983 par Frédérik Letterlé (Direction régionale des Affaires culturelles des Pays de la Loire), ce qui a permis de mettre en lumière des éléments architecturaux ignorés : des murets de pierres sèches comblant les intervalles entre les piliers et une partie du cairn, c'est-à-dire du tertre qui recouvrait la chambre funéraire monolithique. Ce cairn était conservé au maximum sur trois assises de moellons.
Le dolmen des Erves a des caractéristiques proches de celles des dolmens angevins, dont il marque ainsi la limite nord-ouest. Ce type possède une large chambre quadrangulaire à laquelle on accède par un couloir débutant par un portique surbaissé.
Toutefois ce monument se distingue par quelques détails : deux dalles de couverture sur la chambre au lieu de la dalle unique habituelle, fort espacement des piliers, etc. Ceci peut s'expliquer par sa situation géographique marginale ou, peut- être, par son ancienneté par rapport aux dolmens angevins classiques.
En effet, un pic en bois de cerf, retrouvé au fond de la fosse d'implantation d'un pilier et qui a dû servir lors de la construction, a été daté par le carbone 14 dans l'intervalle 4720-3975 avant J.-C (début du néolithique moyen). Cette date rapproche le dolmen des Erves des sépultures mégalithiques les plus anciennes.
Le substrat calcaire a permis la conservation de nombreux ossements humains appartenant à un minimum de quatorze individus, soit neuf adultes
âgés probablement de plus de quarante ans et cinq enfants de moins de douze ans.
Le mobilier funéraire est rare : deux éléments de parure (une dent d'équidé percée et un coquillage atlantique) et une coupe à socle en céramique, à décor de losanges incisés, servant sans doute de brûle-parfum. Cet objet appartient à la culture chasséenne, caractéristique de l'est de la France et du Bassin parisien.
(Panneau sur le site)
DIRECT FROM THE TRAPPER TO THE WEARER
Furs sent on approval by request.
Similar Designs in Russian Blended Stone Marten
HARRODS Ltd LONDON.S.W
Richard Burridge Managing Director
727
My next picture in the evolution of Batman via DC Direct.
In the far back is a readjusted Crisis on Infinite Earth's Batman. Adjusted how? Well for one thing I replaced his utility belt entirely. Originally when this figure was released the plastic the belt was made out of was SO soft no paint would actually dry on it and even latex pint just wouldn't stick. I used the utility belt from a JLI Batman figure I had that was broken. It needed a bit of adjustment as it was too big but it looks great. Then the face was fixed a bit. The original prototype showed a black mask section on the front and I really liked how that looked so I carefully painted that on. I was very lucky in that I was able to leave the eyes alone.
The next figure is a reissue Hush Batman from the Secret Identity line. Originally when I got it the figure didn't have his black shorts painted on. Not a problem but the sculpt still had them and I thought it looked odd so I dismantled the legs and used some flat black on him. Then I replaced the utility belt with the classic cylinder version and lastly used some fingernail clippers and used the curved shape to cut the leading edge of his glove barbs into the classic shape. You can't really see much there because I wanted the past suits out of focus.
I had to include the Jean Paul Valley Batman as his impact to the Batman universe was pretty big and lasted out for the next decade. This is the only actual Jean Paul Valley figure DC Direct has made so far.Which is odd when you consider that the only Azrael figure released was of the new Azrael and not Jean Paul Valley. Really wish they had done another wave of Knightfall toys.
And i the front is a Batman from the Superman/Batman line and one of my favorite sculpts. Even the paints are pretty awesome. The figure isn't really black, it's mainly a VERY deep blue. The only parts that are actually black are the shorts and Batsymbol.
DC Direct: Re Activated - Series 1 - (2006)
First Comic Book Appearance: Omega Men # 3 (June 1983)
en.wikipedia.org/wiki/Lobo_(DC_Comics)
Direct Rail Services General Motors/EMD JT42CWRM Class 66/4 diesel-electric locomotives top and tail 3J11 a Carlisle to Whitehaven Network Rail water cannon train at Northside in Workington
The National Cycle Route 647 travelling away from the former Clifton-on-Trent station on the disused Chesterfield and Lincoln Direct Railway, in Nottinghamshire.
The station was opened in March 1897 by the Lancashire, Derbyshire and East Coast Railway on its main line from Chesterfield to Lincoln. It was closed by British Railways in 1955. The station was at the eastern end of Fledborough Viaduct, which crossed the River Trent. It was a short walk to the river and was popular with anglers. The station buildings and Stationmaster's house were all built in the company's distinctive architectural style, which had clear echoes at Arkwright Town, Bolsover South and Warsop, to name but three.
Like most new railways of the time its purpose was the carriage of coal. The project's leading light was William Arkwright, a descendant of Richard Arkwright who had made the family's fortune by mechanising the spinning of cotton. William Arkwright had settled at Sutton Scarsdale Hall near Chesterfield and with the land came extensive deposits of coal.
The rail network in the vicinity provided by the Midland Railway and the Manchester, Sheffield and Lincolnshire Railway was still in its infancy and would not meet his requirements. In 1887 the Chesterfield and Lincoln Direct Railway was proposed independently to join with Midland lines at each end. It would cross his land but received insufficient support.
Arkwright decided to promote an independent line to provide through roads to opposite coasts of the country. In time it became known as "The East to West". It would be sufficiently large to maintain itself in the face of competition from other railways. There were a number of lines already approved but not carried forward which could be incorporated. With the Newark and Ollerton there was the Macclesfield and Warrington Railway and the Lincoln and East Coast Railway. A number of other lines had been considered but not formally proposed and these, together with plans for dock works at Sutton on Sea which had been approved in 1884, gave Arkwright his route and support from the various landowners involved. The Lancashire Derbyshire and East Coast Railway Company was formed at 27 George St in Westminster and published its plans in 1890.
There was initially a deal of opposition from landowners and other railway companies but, in the end, the main opponent was the MS&LR because the line would bypass its own line from Sheffield to Retford and thence to London. The Great Eastern Railway turned from opponent to supporteer, realising that the line could give it an entree to the Midlands coalfields. The Lancashire, Derbyshire and East Coast Railway Act authorising building the line was given Royal Assent on 5 August 1891.
Due to lack of investment, only the portion from Chesterfield to Lincoln was built. To have continued west of Chesterfield would have required some extremely expensive and difficult engineering works. It was an ambitious undertaking, with some extremely expensive engineering works, crossing the Peak District which had always been a major headache for railway builders. Even to the east it crossed lines of hills running north and south. In addition it would conflict with the lines of a number of other railway companies.
From Lincoln the line would continue eastward over the Lincolnshire Wolds, with a junction near Stainfield as it crossed the GNR Louth to Bardney line. Proceeding well to the north of Horncastle it would cross the East Lincolnshire Railway to the southwest of Alford passing to the south. It would then join that line's loop (at that time known as the Willoughby Railway) near Thurlby turning north east to Sutton on Sea, where the North Sea port would be built.
Passenger services over the line to Lincoln finished in September 1955.
Direct Rail Services Class 68, 68033 arriving into South Gyle working 2L69 1745 to Cardenden, service had started at Edinburgh Waverley, taken 9th July 2018
CN M394 proceeds eastbound at Pulham Road on the CN Strathroy Subdivision west of London, Ontario. Taking charge of the train is Canadian Pacific AC4400CWM 8157. This train caused quite a stir, as CP (or foreign power as a whole) is a bit rare to come by leading CN trains through Southwestern Ontario. The light was decent enough for this shot, the sun going in and out of the clouds. It's good enough.
September 16, 2023.