❝The Right To The Truth❞

( Subtitle:

“For families & friends of patients with cancer” )

Foreword by Emeritus Prof. Peter Goldstraw

Provocative book reveals widespread abuse of cancer patients' rights:

The book presents the case for the patients’ right to be aware of their own cancer diagnosis. It also proposes a way on how to break bad news.

❝…A valuable plea for honesty between medical professionals and their patients.❞ — Kirkus Reviews

Paperback, 5½ × 8½" sized, 288 pages, ISBN 978-1977834744

Also an ebook, available at Amazon ( kindle ed.) & Apple Books.

The book’s webpage:

www.papachristos.eu/righttothetruth

Conecto G de démonstration sur le réseau RGTR exploité par Emile Weber.

they said its human needs, what i have seen all over there was greed...

©

It just became so tiresome. At first exploiting his depression helped get the business going. But He just took all the fun out of devouring worlds. Even surfing the spaceways seemed to bring him down.

So It is time for a new partner. This one already knows how to surf, and he is apparently really mellow and happy. It will be a good change of pace.

Exploitant : CAB Solution

Réseau : Navette Substitution SNCF Île-de-France

Ligne : Navette Transilien J

Lieu : Gare d'Argenteuil (Argenteuil, F-95)

Lien TC Infos : tc-infos.fr/id/43819

Exploitant : Cars Hourtoule

Réseau : SQY Terre d'Innovations

Ligne : 10

Lieu : Gare de Plaisir – Grignon (Plaisir, F-78)

Lien TC Infos : tc-infos.fr/id/41511

Exploitant : Transdev CSO

Réseau : Poissy Aval – 2 Rives de Seine

Lieu : Gare Sud de Poissy (Poissy, F-95)

Lien TC Infos : tc-infos.fr/id/50645

Maison forte du 12ème siècle, vendue comme bien national sous la Révolution, transformée en exploitation agricole puis finalement ra-chetée par la famille Chauvigny de Blot à la fin du 19ème siècle, qui entreprit sa restauration. Très remaniée au fil des siècles, la bâtisse, malgré les dégradations successives, a conservé son esprit originel.

Le château se compose:

- au Sud-Ouest, d'un donjon de plan carré portant sur chaque face deux trous de hourdage et recouvert d'un toit en pavillon;

- exposé Nord et Sud, d'un corps de logis auquel on accède depuis la cour par un escalier extérieur en pierre à double volées, remanié au 15ème siècle;

- à l'angle Nord de la cour, d'une tourelle octogonale renfermant un escalier en vis, réalisée entre la fin du 15ème et le début du 16ème siècles.

Inscrit au titre des monuments historiques, le château n'est que très épisodiquement ouvert au public, et encore partiellement (propriété d'Alain Suguenot, ex-député et maire de Beaune depuis 1995).

Omega Sound Festival 2022

Exploitant : Alcis Groupe

Réseau : Tarnbus

Lieu : Paradisier (Saint-Pierre-la-Mer, F-11)

Lien TC Infos : tc-infos.fr/id/30645

This is what Aroe calls "A Job" as opposed to proper graffiti but he says he likes it so that must be good enough. Done for The Body Shop's 40th.

Véhicule : IRISBUS Agora L GNV

Identification : 2278 (DD-352-KR)

Exploitant : Keolis Bordeaux Métropole

Réseau : TBM (Bordeaux Métropole)

Dépôt : Centre d'Exploitation du Lac (CEL)

Ligne : 14 NAVETTE RELAIS TRAM C

Voiture : 1411

Destination : LE BOUSCAT Place Ravezies

Du Lundi 15 au Jeudi 25 Avril 2019, 2 phases d'interruptions se sont succédé sur la ligne Tram C, pour que les équipes de maintenance effectuent des travaux sur les voies.

Durant la première phase, la ligne était coupée entre les stations "Grand Parc" et "Gare Saint-Jean". Lors de la seconde phase, l'interruption a été réduite à la section de "Quinconces" à "Gare Saint-Jean".

17/04/2019 15:56

Allée de Bristol ; Bordeaux

Cratère d'effondrement causé par la surexploitation des deux masses.

En montant nous avions constatés que le chemin à travers l'alpage (plus sablonneux et moins caillouteux) rejoint, sur ce tronçon, le chemin d'exploitation plus haut et vice-versa.

Daniel ce jour-la a réalisé un exploit en réalisant en solo la partie finale difficile d'accés . bravo a lui !!

Merci a tous pour vos commentaires !

youtu.be/txoUw2d8X7Y

France, Région Auvergne-Rhône-Alpes, département de l'Ain, Massif du Jura, Région géographique du Bugey, Vallée du Valromey, Brénod

...

Le Valromey est à la fois une région historique et une vallée de France, qui au sein du Bugey, participe à la transition entre Haut-Bugey et Bas-Bugey ; elle est drainée par le Séran.

...

Toponymie

Une étymologie fausse prétend que Valromey signifie « vallée romaine » en ancien français, mais cette étymologie est sans doute victime des apparences. En effet, l'ancien français n'y était que peu parlé avant l'annexion en 1601, la langue vernaculaire était en effet le francoprovençal, langue dans laquelle cette vallée se nomme Verromey. Des attestations plus anciennes apparaissent dans les textes sous les noms de Verrumensi en 1110, Veromensi en 1142 et Verrometum en 1169. Ces évolutions de la dénomination dérivent sans doute de Venetonimagus ou plus anciennement de Vernemetonimagos.

...

Objectif entièrement manuel Laowa 12mm f/2.8 Zero-Distorsion

It's pretty well known that I had little love for Arriva Trains Wales. From their exploitative fares policy to their testy customer services, they just weren't a nice company to deal with.

They, of course, are gone now, St. Mary's House on the Penarth Road has a sticking plaster with a big 'T' logo over the Arriva signage, the staff have sticking plasters with a big 'T' over their Arriva logo jumpers, and the whole ramshackle operation lumbers on much as before.

Or does it?

Well, actually no, it doesn't.

And, I can't actually believe I'm saying this, but...

It's worse.

In the five weeks that have passed since the WAG finally got their dirty hands on the trains, it's absolutely gone down the pan.

Up here in never never land, timekeeping is just something that we fondly remember. Y'know, a bit like Izal toilet paper or Maxpax coffee. I've had the misfortune to travel on six TfW trains this week. The best performer was 17 down.

Cancellations are rife, again on the coast we now regularly have a ninety minute gap in eastbound trains at tea time. Two or three days a week, every week.

And, for the third Saturday in a row, there's cancellations and short running pretty much over the entire TfW network. Except for around Cardiff, of course.

The Cambrian is only two hourly, although they promise not to turf you out at Wolverhampton this week, half the Pembroke and Fishguard trains are caped, Wrexham to Bidston, the much vaunted North East Wales Metro, is only two hourly. Imagine that, a two hourly metro. Good eh?

And the North Wales to Manchester Airport trains will go no further than Oxford Road, the advice for pax heading to the airport is to use Northern or TPX forward.

Has no-one in Cardiff seen that, for the 915th Saturday in a row, the RMT Manchester and Northern division is having another unpaid holiday, and you'd be lucky to get on the TPX step boards as a result.

And you can forget going to Blaenau Ffestiniog by train. Again.

And there's still not a peep about when our promised 10% fares reduction will come. Probably after they've gone up by 20%...

(Historical note, fares in North Wales were hiked in the late 1980's to pay for those nasty things up above. Oddly, when the trains were paid for, the fares didn't go back down. Instead, they flogged the trains to a bank for three parts of fuck all...)

So, you'll be bored by now, so I'll finish here. But to Arriva Trains Wales, I humbly apologise. You are only the second worst Welsh TOC, not the first.

Sorry.

1D34 Manchester Oxford Road-Holyhead doesn't produce the loco-hauled goods, instead it's 158834 and 158838.

Sums it up, really.

Just one more thing, memo to Carwyn and Ken. Ain't it funny how you two have crawled back into the woodwork since it's all gone tits up?

World class my arse.

Rhyl, 15 November 2018.

Ligne C6 - Arrêt : Rigourdière

Exploitant : Keolis Rennes

Réseau STAR - Rennes

They said if I add some cute animals to my pictures I'd get more likes. Lets put this to the test! :D

The London School of Exploitation Under Occupation: London School of Economics and Political Science (LSE) Students Stand Against Exploitation and Corporate Education: Vera Anstey Suite: Old Building, London School of Economics, London, March 25, 2015.

The Demands of The LSE Occupation, 23/03/2015

March 23, 2015 at 5:44am

Below is a list of the finalised demands we have formulated and will be taking to negotiations with management.

Free Education

We believe that education should be universally accessible. Education is not only a service for those that can afford it. With the aim of universally accessible education, we demand that the university:

1. Publicise the fact that they are lobbying for financial and administrative independence and fee-hikes.

2. Publicly commit to not raising tuition fees.

3. Publicly lobby for education as a public good to be funded by a progressive taxation system and to be free from tuition fees for both domestic and international students.

4. Enforce public access to timetables and lectures by removing the password restriction, taking the turnstiles or any other form of barrier down in the university and commit to never build them again.

Workers’ Rights

We stand in solidarity with unions representing LSE staff (Unison, UCU and Unite) and we demand:

1. Commitment to a date in April when staff (catering, cleaning, security and Resource staff) and union representatives can open negotiations with university management. This is specifically related to Unison’s demand for negotiations which have been consistently sidelined by management.

2. Real job security and an end to the culture of fear. We demand the acknowledgement of the use of exploitative casual, variable and zero-hour contracts and replace them with fixed-term contracts which explicitly state the expected annual employment for all in-house staff.

3. Fair remuneration of time and a half to all employees for overtime regardless of whether they are security, porters, receptionists or catering staff and an end to the aggregated and unequal distribution of overtime pay.

4. Clear and transparent accounting of all overtime work for Professional Services, support and GTA staff. We demand a commitment to a cross-departmental forum facilitating the remiss of employment grievances.

In response to the concerns raised by academic staff we demand:

1. An end to the culture of fear and conformity created by the hierarchical structure of academic employment. This involves but is not limited to the introduction of a uniform teaching fellow position for all academic staff, with automatic incremental salary increases based on length of employment.

2. An end to the audit culture which makes academic output an object of assessment and measurement, which stifles free thinking and impoverishes innovation and student-staff relations.

Genuine University Democracy

The Occupy LSE group have held democratic consultations with a diverse group of students and staff, both academic and non-academic. Accordingly we have the following demands:

1. An open discussion with the directors and pro-directors of LSE, within the first week of summer term, on university democracy to clarify to students and staff how the current system works. This will be the starting point for a wider and more inclusive public discussion on the issue of accountability and failing democratic institutions, leading to concrete proposals for improvement to the current system.

2. We demand the formation of an Independent Review Committee comprising of academic staff (1/3), non-academic staff (1/3) and students (1/3). The role of this committee will be to investigate the current system and propose reforms.

3. All Committee meetings should be minuted and these minutes should be published in less than 7 working days so as to be publicly available to LSE students and staff.

Divestment

We demand that the school cuts its ties to exploitative and destructive organisations, such as those involved in wars, military occupations, the illegal blacklisting of workers and the destruction of the planet.

We demand that the school provide a conclusive list of investments, incoming funds, and ties to the aforementioned organisations.

Specifically, we demand that the school divest from fossil fuels, commencing with the following actions:

1. Freeze any new investments in fossil fuel companies.

2. Start an independent review on the financial impacts of divestment on the school, as was promised during the last investment committee meeting on 29th January 2015.

3. Set up a working group with representatives from the Finance Committee, the Ethics Policy Committee, the Divestment Campaign, the student body, and with anyone else appropriate, to compile all the information on divestment and come to a democratically informed proposal.

4. Present the working group’s decision on the 4th June 2015 to the Investment (or Finance) Committee which must then vote on and make a final, binding decision, without extension or delay.

We demand divestment from all companies which make a profit from the Israeli state’s occupation of Palestine, commencing with the following actions:

1. Freeze any new investments in such companies.

2. Start an independent review on the impact of divestment from companies that make a profit from the Israeli state’s occupation of Palestine.

3. Set up a working group with representatives from the Finance Committee, the Ethics Policy Committee, the Divestment Campaign, the student body, and with anyone else appropriate, to compile all the information on divestment and come to a democratically informed proposal.

4. Present the working group’s decision to the Investment (or Finance) Committee in the new academic year, which must then vote on and make a final, binding decision,without extension or delay.

Liberation

1. We demand that LSE becomes a liberated space that puts an end to all forms of institutional racism, sexism, ableism, class bias, homophobia, transphobia and religious discrimination.

2. For as long as LSE remains a non-liberated institution, we demand that a room or rooms on campus be officially given over to the sole use of the Free University of London for the purpose of continuing to pursue this aim.

This space is to be:

· Run autonomously in line with the principles of the Free University of London.

· Subject to the Free University’s pre-determined rules regarding access and safe space policy.

The Free University of London engages to fully collaborate with security and administration for the purposes of ensuring that the security, health and safety requirements regarding the space are met.

3. LSE as an institution should use its pre-existing powers to create and protect a safe educational and working environment for all. To that aim, we demand;

A) That LSE give out campus bans whilst investigations are ongoing in cases of harassment, sexual assault or rape, on a case-by-case basis. Policy is already in place to enforce this, and we demand that it be used.

In that respect, we demand that LSE utilise its powers to take a greater institutional defence of the victims of sexual assault on campus. We demand that the university issues campus bans in ongoing investigations into harassment, sexual assault and rape, on a case-by-case basis. This decision should not be made only at the discretion of the dean, and should involve either the Women’s, Men’s, LGBT+ and/or the Diversity Adviser and a representative from the Student’s Union.

We acknowledge that LSE already has policy in place to enforce campus bans in ongoing complaints (Point 19 of the Disciplinary Procedure for Students),and we believe that in such cases failing to give out a ban could jeopardise the safety, mental well-being, and educational progress of the complainant and other students.

B) That students launching a complaint against someone for harassment, sexual assault or rape not be bound by confidentiality.

At present, the policy of implementing a confidentiality order to prevent a complainant from sharing or confiding in others about an incident of harassment, sexual assault and/or rape may not assist the complainant, who is dealing with the trauma of the incident. We demand that the investigation is carried out without imposing on the complainant a confidentiality clause.

C) The creation of three new roles; ‘Diversity / LGBT+ / Disabled Student and Staff Adviser’ similar to the Women’s & Men's Advisers

At present, there are Women’s and Men’s advisers on campus. We demand that three paid, full-time roles created for a ‘Diversity/LGBT+/Disabled Students& Staff Adviser’. Those filling these positions must be adequately trained and provided with resources to assist and deal with issues which arise for BME/LGBT+/Disabled students and staff, and must identify as BME/LGBT+/Disabled respective to their position.

D) The implementation of a Zero Tolerance policy to sexual harassment.

It is necessary as a University institution to protect the interests of all students and staff. We demand that a Zero Tolerance policy to sexual harassment should be implemented. We note that the Students Union, the University of Cardiff and the University of Leeds already have in place a Zero Tolerance Policy. We demand that one is created at LSE, with the consultation of students and staff.

E) The publication of the guidance document on procedure with regards tos tudent-student harassment, and be open to suggestions of change, including but not limited to:

· Information on how punishments in cases of sexual harassment, sexual assault, & rape are decided, and the different factors influencing decisions, and be open to change.

· Information about the 'informal resolution' process and procedure, and be open to change.

F) The development of multiple channels for reporting incidents of sexual harassment.

The current procedure of reporting exclusively and directly to the Dean of Undergraduate Studies, Dean of Graduate Studies, and the Dean of the General Course, is insufficient and alienating to those suffering from trauma due to incidents of sexual harassment, assault, and rape.

We demand, amongst other measures, the creation of a team within thec ounselling service specialising in trauma relating to sexual harassment, assault, and rape. We note Cardiff University’s policy on this, specifically regarding the Zero Tolerance to sexual harassment procedure, and demand the implementation of similar policy at LSE.

G) Ensure that academic advisers, heads of societies and clubs, and all those in a position of responsibility for ensuring the welfare of students and staff are trained in how to respond to those with mental health problems and undergo mandatory sensitivity training.

H) We demand that counsellors have greater autonomy when deciding the number of counselling sessions offered to those in need. This involves but is not limited to the removal of the standard six session cap of offered sessions.

4. We stand with the Student Union and other campaigners in opposing the Counter-Terrorism and Security Bill (CTSB) which severely infringes on our civil liberties by monitoring students and staff at risk of “radicalism” and “extremism”. We note that this bill particularly targets Muslims and people with mental health issues. We demand that the LSE:

· Issues publications of how the policy is operating within the College and Students’Union, including access to materials used to train staff and students.

· Holds consultations with the student body regarding how this affects students.

· Publically lobbies the government to revoke the bill.

5. We note with dismay the violence that the Metropolitan Police inflicted on student protesters in London during the 2010-11 demonstrations and others at Senate House, Birmingham, Warwick and Sussex. We note the documented evidence of students being strip-searched, fingerprinted and wrongfully charged with offences that damage their futures. Furthermore, police have physically assaulted students without probable cause. Given this context, we demand:

· A clear guideline will be publicly issued to clarify cases where the university will allow police presence on campus.

· Transparency and consultations of students and staff with respect to police presence on campus outside of those guidelines on a case by case basis.

· A commitment from the University to use in-house security for any kind of dissent from the student body, especially political dissent.

6. We note that LSE100 has the lowest attendance rate and the lowest student satisfaction of any course. The school uses LSE100 to claim that it produces ‘all-rounded’students with an ‘interdisciplinary’ perspective, but we perceive its true function as to keep LSE at the top of the league tables and secure finance.

We note that most modules offer a narrow,watered-down and even vulgar overview of specific issues, for example:

· The gender module de-politicises feminism, neglects the roots of women’s oppression, the historical and ongoing women’s struggle and the political solutions that have been proposed from it.

· The module on climate change ignores the recent movement in academia and the world that attributes environmental issues to the economic system of capitalism.

· A general lack of queer studies, post colonialism, feminism and general critical theory across the modules.

We demand that the University management commit to organising a student and staff committee to review the LSE100 curriculum and reform it to be more pluralistic and critical, in line with the original principles on which the course was set up. We demand a similar review to be applied across curriculums in all other departments.

7. We demand that the school immediately reinstates the old ethics code and makes it legally binding, in line with the recently passed SU motion.

8. We demand that the University engage to lobby actively on behalf of international students for:

· The extension of the legal time restriction on Tier 4 visas to twelve months following graduation.

· The extension of legal rights concerning the recourse to legal aid to include non-EU students,

· We further demand that the University lobby to stop professors from being forced to register their non-EU international students.

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The exploitation rights for this text are the property of the Vienna Tourist Board. This text may be reprinted free of charge until further notice, even partially and in edited form. Forward sample copy to: Vienna Tourist Board, Media Management, Invalidenstraße 6, 1030 Vienna; media.rel@wien.info. All information in this text without guarantee.

Author: Andreas Nierhaus, Curator of Architecture/Wien Museum

Last updated January 2014

Architecture in Vienna

Vienna's 2,000-year history is present in a unique density in the cityscape. The layout of the center dates back to the Roman city and medieval road network. Romanesque and Gothic churches characterize the streets and squares as well as palaces and mansions of the baroque city of residence. The ring road is an expression of the modern city of the 19th century, in the 20th century extensive housing developments set accents in the outer districts. Currently, large-scale urban development measures are implemented; distinctive buildings of international star architects complement the silhouette of the city.

Due to its function as residence of the emperor and European power center, Vienna for centuries stood in the focus of international attention, but it was well aware of that too. As a result, developed an outstanding building culture, and still today on a worldwide scale only a few cities can come up with a comparable density of high-quality architecture. For several years now, Vienna has increased its efforts to connect with its historical highlights and is drawing attention to itself with some spectacular new buildings. The fastest growing city in the German-speaking world today most of all in residential construction is setting standards. Constants of the Viennese architecture are respect for existing structures, the palpability of historical layers and the dialogue between old and new.

Culmination of medieval architecture: the Stephansdom

The oldest architectural landmark of the city is St. Stephen's Cathedral. Under the rule of the Habsburgs, defining the face of the city from the late 13th century until 1918 in a decisive way, the cathedral was upgraded into the sacral monument of the political ambitions of the ruling house. The 1433 completed, 137 meters high southern tower, by the Viennese people affectionately named "Steffl", is a masterpiece of late Gothic architecture in Europe. For decades he was the tallest stone structure in Europe, until today he is the undisputed center of the city.

The baroque residence

Vienna's ascension into the ranks of the great European capitals began in Baroque. Among the most important architects are Johann Bernhard Fischer von Erlach and Johann Lucas von Hildebrandt. Outside the city walls arose a chain of summer palaces, including the garden Palais Schwarzenberg (1697-1704) as well as the Upper and Lower Belvedere of Prince Eugene of Savoy (1714-22). Among the most important city palaces are the Winter Palace of Prince Eugene (1695-1724, now a branch of the Belvedere) and the Palais Daun-Kinsky (auction house in Kinsky 1713-19). The emperor himself the Hofburg had complemented by buildings such as the Imperial Library (1722-26) and the Winter Riding School (1729-34). More important, however, for the Habsburgs was the foundation of churches and monasteries. Thus arose before the city walls Fischer von Erlach's Karlskirche (1714-39), which with its formal and thematic complex show façade belongs to the major works of European Baroque. In colored interior rooms like that of St. Peter's Church (1701-22), the contemporary efforts for the synthesis of architecture, painting and sculpture becomes visible.

Upgrading into metropolis: the ring road time (Ringstraßenzeit)

Since the Baroque, reflections on extension of the hopelessly overcrowed city were made, but only Emperor Franz Joseph ordered in 1857 the demolition of the fortifications and the connection of the inner city with the suburbs. 1865, the Ring Road was opened. It is as the most important boulevard of Europe an architectural and in terms of urban development achievement of the highest rank. The original building structure is almost completely preserved and thus conveys the authentic image of a metropolis of the 19th century. The public representational buildings speak, reflecting accurately the historicism, by their style: The Greek Antique forms of Theophil Hansen's Parliament (1871-83) stood for democracy, the Renaissance of the by Heinrich Ferstel built University (1873-84) for the flourishing of humanism, the Gothic of the Town Hall (1872-83) by Friedrich Schmidt for the medieval civic pride.

Dominating remained the buildings of the imperial family: Eduard van der Nüll's and August Sicardsburg's Opera House (1863-69), Gottfried Semper's and Carl Hasenauer's Burgtheater (1874-88), their Museum of Art History and Museum of Natural History (1871-91) and the Neue (New) Hofburg (1881-1918 ). At the same time the ring road was the preferred residential area of mostly Jewish haute bourgeoisie. With luxurious palaces the families Ephrussi, Epstein or Todesco made it clear that they had taken over the cultural leadership role in Viennese society. In the framework of the World Exhibition of 1873, the new Vienna presented itself an international audience. At the ring road many hotels were opened, among them the Hotel Imperial and today's Palais Hansen Kempinski.

Laboratory of modernity: Vienna around 1900

Otto Wagner's Postal Savings Bank (1903-06) was one of the last buildings in the Ring road area Otto Wagner's Postal Savings Bank (1903-06), which with it façade, liberated of ornament, and only decorated with "functional" aluminum buttons and the glass banking hall now is one of the icons of modern architecture. Like no other stood Otto Wagner for the dawn into the 20th century: His Metropolitan Railway buildings made ​​the public transport of the city a topic of architecture, the church of the Psychiatric hospital at Steinhofgründe (1904-07) is considered the first modern church.

With his consistent focus on the function of a building ("Something impractical can not be beautiful"), Wagner marked a whole generation of architects and made Vienna the laboratory of modernity: in addition to Joseph Maria Olbrich, the builder of the Secession (1897-98) and Josef Hoffmann, the architect of the at the western outskirts located Purkersdorf Sanatorium (1904) and founder of the Vienna Workshop (Wiener Werkstätte, 1903) is mainly to mention Adolf Loos, with the Loos House at the square Michaelerplatz (1909-11) making architectural history. The extravagant marble cladding of the business zone stands in maximal contrast, derived from the building function, to the unadorned facade above, whereby its "nudity" became even more obvious - a provocation, as well as his culture-critical texts ("Ornament and Crime"), with which he had greatest impact on the architecture of the 20th century. Public contracts Loos remained denied. His major works therefore include villas, apartment facilities and premises as the still in original state preserved Tailor salon Knize at Graben (1910-13) and the restored Loos Bar (1908-09) near the Kärntner Straße (passageway Kärntner Durchgang).

Between the Wars: International Modern Age and social housing

After the collapse of the monarchy in 1918, Vienna became capital of the newly formed small country of Austria. In the heart of the city, the architects Theiss & Jaksch built 1931-32 the first skyscraper in Vienna as an exclusive residential address (Herrengasse - alley 6-8). To combat the housing shortage for the general population, the social democratic city government in a globally unique building program within a few years 60,000 apartments in hundreds of apartment buildings throughout the city area had built, including the famous Karl Marx-Hof by Karl Ehn (1925-30). An alternative to the multi-storey buildings with the 1932 opened International Werkbundsiedlung was presented, which was attended by 31 architects from Austria, Germany, France, Holland and the USA and showed models for affordable housing in greenfield areas. With buildings of Adolf Loos, André Lurçat, Richard Neutra, Gerrit Rietveld, the Werkbundsiedlung, which currently is being restored at great expense, is one of the most important documents of modern architecture in Austria.

Modernism was also expressed in significant Villa buildings: The House Beer (1929-31) by Josef Frank exemplifies the refined Wiener living culture of the interwar period, while the house Stonborough-Wittgenstein (1926-28, today Bulgarian Cultural Institute), built by the philosopher Ludwig Wittgenstein together with the architect Paul Engelmann for his sister Margarete, by its aesthetic radicalism and mathematical rigor represents a special case within contemporary architecture.

Expulsion, war and reconstruction

After the "Anschluss (Annexation)" to the German Reich in 1938, numerous Jewish builders, architects (female and male ones), who had been largely responsible for the high level of Viennese architecture, have been expelled from Austria. During the Nazi era, Vienna remained largely unaffected by structural transformations, apart from the six flak towers built for air defense of Friedrich Tamms (1942-45), made ​​of solid reinforced concrete which today are present as memorials in the cityscape.

The years after the end of World War II were characterized by the reconstruction of the by bombs heavily damaged city. The architecture of those times was marked by aesthetic pragmatism, but also by the attempt to connect with the period before 1938 and pick up on current international trends. Among the most important buildings of the 1950s are Roland Rainer's City Hall (1952-58), the by Oswald Haerdtl erected Wien Museum at Karlsplatz (1954-59) and the 21er Haus of Karl Schwanzer (1958-62).

The youngsters come

Since the 1960s, a young generation was looking for alternatives to the moderate modernism of the reconstruction years. With visionary designs, conceptual, experimental and above all temporary architectures, interventions and installations, Raimund Abraham, Günther Domenig, Eilfried Huth, Hans Hollein, Walter Pichler and the groups Coop Himmelb(l)au, Haus-Rucker-Co and Missing Link rapidly got international attention. Although for the time being it was more designed than built, was the influence on the postmodern and deconstructivist trends of the 1970s and 1980s also outside Austria great. Hollein's futuristic "Retti" candle shop at Charcoal Market/Kohlmarkt (1964-65) and Domenig's biomorphic building of the Central Savings Bank in Favoriten (10th district of Vienna - 1975-79) are among the earliest examples, later Hollein's Haas-Haus (1985-90), the loft conversion Falkestraße (1987/88) by Coop Himmelb(l)au or Domenig's T Center (2002-04) were added. Especially Domenig, Hollein, Coop Himmelb(l)au and the architects Ortner & Ortner (ancient members of Haus-Rucker-Co) ​​by orders from abroad the new Austrian and Viennese architecture made a fixed international concept.

MuseumQuarter and Gasometer

Since the 1980s, the focus of building in Vienna lies on the compaction of the historic urban fabric that now as urban habitat of high quality no longer is put in question. Among the internationally best known projects is the by Ortner & Ortner planned MuseumsQuartier in the former imperial stables (competition 1987, 1998-2001), which with institutions such as the MUMOK - Museum of Modern Art Foundation Ludwig, the Leopold Museum, the Kunsthalle Wien, the Architecture Center Vienna and the Zoom Children's Museum on a wordwide scale is under the largest cultural complexes. After controversies in the planning phase, here an architectural compromise between old and new has been achieved at the end, whose success as an urban stage with four million visitors (2012) is overwhelming.

The dialogue between old and new, which has to stand on the agenda of building culture of a city that is so strongly influenced by history, also features the reconstruction of the Gasometer in Simmering by Coop Himmelb(l)au, Wilhelm Holzbauer, Jean Nouvel and Manfred Wehdorn (1999-2001). Here was not only created new housing, but also a historical industrial monument reinterpreted into a signal in the urban development area.

New Neighborhood

In recent years, the major railway stations and their surroundings moved into the focus of planning. Here not only necessary infrastructural measures were taken, but at the same time opened up spacious inner-city residential areas and business districts. Among the prestigious projects are included the construction of the new Vienna Central Station, started in 2010 with the surrounding office towers of the Quartier Belvedere and the residential and school buildings of the Midsummer quarter (Sonnwendviertel). Europe's largest wooden tower invites here for a spectacular view to the construction site and the entire city. On the site of the former North Station are currently being built 10,000 homes and 20,000 jobs, on that of the Aspangbahn station is being built at Europe's greatest Passive House settlement "Euro Gate", the area of ​​the North Western Railway Station is expected to be developed from 2020 for living and working. The largest currently under construction residential project but can be found in the north-eastern outskirts, where in Seaside Town Aspern till 2028 living and working space for 40,000 people will be created.

In one of the "green lungs" of Vienna, the Prater, 2013, the WU campus was opened for the largest University of Economics of Europe. Around the central square spectacular buildings of an international architect team from Great Britain, Japan, Spain and Austria are gathered that seem to lead a sometimes very loud conversation about the status quo of contemporary architecture (Hitoshi Abe, BUSarchitektur, Peter Cook, Zaha Hadid, NO MAD Arquitectos, Carme Pinós).

Flying high

International is also the number of architects who have inscribed themselves in the last few years with high-rise buildings in the skyline of Vienna and make St. Stephen's a not always unproblematic competition. Visible from afar is Massimiliano Fuksas' 138 and 127 meters high elegant Twin Tower at Wienerberg (1999-2001). The monolithic, 75-meter-high tower of the Hotel Sofitel at the Danube Canal by Jean Nouvel (2007-10), on the other hand, reacts to the particular urban situation and stages in its top floor new perspectives to the historical center on the other side.

Also at the water stands Dominique Perrault's DC Tower (2010-13) in the Danube City - those high-rise city, in which since the start of construction in 1996, the expansion of the city north of the Danube is condensed symbolically. Even in this environment, the slim and at the same time striking vertically folded tower of Perrault is beyond all known dimensions; from its Sky Bar, from spring 2014 on you are able to enjoy the highest view of Vienna. With 250 meters, the tower is the tallest building of Austria and almost twice as high as the St. Stephen's Cathedral. Vienna, thus, has acquired a new architectural landmark which cannot be overlooked - whether it also has the potential to become a landmark of the new Vienna, only time will tell. The architectural history of Vienna, where European history is presence and new buildings enter into an exciting and not always conflict-free dialogue with a great and outstanding architectural heritage, in any case has yet to offer exciting chapters.

Rosia Poieni

The exploitation rights for this text are the property of the Vienna Tourist Board. This text may be reprinted free of charge until further notice, even partially and in edited form. Forward sample copy to: Vienna Tourist Board, Media Management, Invalidenstraße 6, 1030 Vienna; media.rel@wien.info. All information in this text without guarantee.

Author: Andreas Nierhaus, Curator of Architecture/Wien Museum

Last updated January 2014

Architecture in Vienna

Vienna's 2,000-year history is present in a unique density in the cityscape. The layout of the center dates back to the Roman city and medieval road network. Romanesque and Gothic churches characterize the streets and squares as well as palaces and mansions of the baroque city of residence. The ring road is an expression of the modern city of the 19th century, in the 20th century extensive housing developments set accents in the outer districts. Currently, large-scale urban development measures are implemented; distinctive buildings of international star architects complement the silhouette of the city.

Due to its function as residence of the emperor and European power center, Vienna for centuries stood in the focus of international attention, but it was well aware of that too. As a result, developed an outstanding building culture, and still today on a worldwide scale only a few cities can come up with a comparable density of high-quality architecture. For several years now, Vienna has increased its efforts to connect with its historical highlights and is drawing attention to itself with some spectacular new buildings. The fastest growing city in the German-speaking world today most of all in residential construction is setting standards. Constants of the Viennese architecture are respect for existing structures, the palpability of historical layers and the dialogue between old and new.

Culmination of medieval architecture: the Stephansdom

The oldest architectural landmark of the city is St. Stephen's Cathedral. Under the rule of the Habsburgs, defining the face of the city from the late 13th century until 1918 in a decisive way, the cathedral was upgraded into the sacral monument of the political ambitions of the ruling house. The 1433 completed, 137 meters high southern tower, by the Viennese people affectionately named "Steffl", is a masterpiece of late Gothic architecture in Europe. For decades he was the tallest stone structure in Europe, until today he is the undisputed center of the city.

The baroque residence

Vienna's ascension into the ranks of the great European capitals began in Baroque. Among the most important architects are Johann Bernhard Fischer von Erlach and Johann Lucas von Hildebrandt. Outside the city walls arose a chain of summer palaces, including the garden Palais Schwarzenberg (1697-1704) as well as the Upper and Lower Belvedere of Prince Eugene of Savoy (1714-22). Among the most important city palaces are the Winter Palace of Prince Eugene (1695-1724, now a branch of the Belvedere) and the Palais Daun-Kinsky (auction house in Kinsky 1713-19). The emperor himself the Hofburg had complemented by buildings such as the Imperial Library (1722-26) and the Winter Riding School (1729-34). More important, however, for the Habsburgs was the foundation of churches and monasteries. Thus arose before the city walls Fischer von Erlach's Karlskirche (1714-39), which with its formal and thematic complex show façade belongs to the major works of European Baroque. In colored interior rooms like that of St. Peter's Church (1701-22), the contemporary efforts for the synthesis of architecture, painting and sculpture becomes visible.

Upgrading into metropolis: the ring road time (Ringstraßenzeit)

Since the Baroque, reflections on extension of the hopelessly overcrowed city were made, but only Emperor Franz Joseph ordered in 1857 the demolition of the fortifications and the connection of the inner city with the suburbs. 1865, the Ring Road was opened. It is as the most important boulevard of Europe an architectural and in terms of urban development achievement of the highest rank. The original building structure is almost completely preserved and thus conveys the authentic image of a metropolis of the 19th century. The public representational buildings speak, reflecting accurately the historicism, by their style: The Greek Antique forms of Theophil Hansen's Parliament (1871-83) stood for democracy, the Renaissance of the by Heinrich Ferstel built University (1873-84) for the flourishing of humanism, the Gothic of the Town Hall (1872-83) by Friedrich Schmidt for the medieval civic pride.

Dominating remained the buildings of the imperial family: Eduard van der Nüll's and August Sicardsburg's Opera House (1863-69), Gottfried Semper's and Carl Hasenauer's Burgtheater (1874-88), their Museum of Art History and Museum of Natural History (1871-91) and the Neue (New) Hofburg (1881-1918 ). At the same time the ring road was the preferred residential area of mostly Jewish haute bourgeoisie. With luxurious palaces the families Ephrussi, Epstein or Todesco made it clear that they had taken over the cultural leadership role in Viennese society. In the framework of the World Exhibition of 1873, the new Vienna presented itself an international audience. At the ring road many hotels were opened, among them the Hotel Imperial and today's Palais Hansen Kempinski.

Laboratory of modernity: Vienna around 1900

Otto Wagner's Postal Savings Bank (1903-06) was one of the last buildings in the Ring road area Otto Wagner's Postal Savings Bank (1903-06), which with it façade, liberated of ornament, and only decorated with "functional" aluminum buttons and the glass banking hall now is one of the icons of modern architecture. Like no other stood Otto Wagner for the dawn into the 20th century: His Metropolitan Railway buildings made ​​the public transport of the city a topic of architecture, the church of the Psychiatric hospital at Steinhofgründe (1904-07) is considered the first modern church.

With his consistent focus on the function of a building ("Something impractical can not be beautiful"), Wagner marked a whole generation of architects and made Vienna the laboratory of modernity: in addition to Joseph Maria Olbrich, the builder of the Secession (1897-98) and Josef Hoffmann, the architect of the at the western outskirts located Purkersdorf Sanatorium (1904) and founder of the Vienna Workshop (Wiener Werkstätte, 1903) is mainly to mention Adolf Loos, with the Loos House at the square Michaelerplatz (1909-11) making architectural history. The extravagant marble cladding of the business zone stands in maximal contrast, derived from the building function, to the unadorned facade above, whereby its "nudity" became even more obvious - a provocation, as well as his culture-critical texts ("Ornament and Crime"), with which he had greatest impact on the architecture of the 20th century. Public contracts Loos remained denied. His major works therefore include villas, apartment facilities and premises as the still in original state preserved Tailor salon Knize at Graben (1910-13) and the restored Loos Bar (1908-09) near the Kärntner Straße (passageway Kärntner Durchgang).

Between the Wars: International Modern Age and social housing

After the collapse of the monarchy in 1918, Vienna became capital of the newly formed small country of Austria. In the heart of the city, the architects Theiss & Jaksch built 1931-32 the first skyscraper in Vienna as an exclusive residential address (Herrengasse - alley 6-8). To combat the housing shortage for the general population, the social democratic city government in a globally unique building program within a few years 60,000 apartments in hundreds of apartment buildings throughout the city area had built, including the famous Karl Marx-Hof by Karl Ehn (1925-30). An alternative to the multi-storey buildings with the 1932 opened International Werkbundsiedlung was presented, which was attended by 31 architects from Austria, Germany, France, Holland and the USA and showed models for affordable housing in greenfield areas. With buildings of Adolf Loos, André Lurçat, Richard Neutra, Gerrit Rietveld, the Werkbundsiedlung, which currently is being restored at great expense, is one of the most important documents of modern architecture in Austria.

Modernism was also expressed in significant Villa buildings: The House Beer (1929-31) by Josef Frank exemplifies the refined Wiener living culture of the interwar period, while the house Stonborough-Wittgenstein (1926-28, today Bulgarian Cultural Institute), built by the philosopher Ludwig Wittgenstein together with the architect Paul Engelmann for his sister Margarete, by its aesthetic radicalism and mathematical rigor represents a special case within contemporary architecture.

Expulsion, war and reconstruction

After the "Anschluss (Annexation)" to the German Reich in 1938, numerous Jewish builders, architects (female and male ones), who had been largely responsible for the high level of Viennese architecture, have been expelled from Austria. During the Nazi era, Vienna remained largely unaffected by structural transformations, apart from the six flak towers built for air defense of Friedrich Tamms (1942-45), made ​​of solid reinforced concrete which today are present as memorials in the cityscape.

The years after the end of World War II were characterized by the reconstruction of the by bombs heavily damaged city. The architecture of those times was marked by aesthetic pragmatism, but also by the attempt to connect with the period before 1938 and pick up on current international trends. Among the most important buildings of the 1950s are Roland Rainer's City Hall (1952-58), the by Oswald Haerdtl erected Wien Museum at Karlsplatz (1954-59) and the 21er Haus of Karl Schwanzer (1958-62).

The youngsters come

Since the 1960s, a young generation was looking for alternatives to the moderate modernism of the reconstruction years. With visionary designs, conceptual, experimental and above all temporary architectures, interventions and installations, Raimund Abraham, Günther Domenig, Eilfried Huth, Hans Hollein, Walter Pichler and the groups Coop Himmelb(l)au, Haus-Rucker-Co and Missing Link rapidly got international attention. Although for the time being it was more designed than built, was the influence on the postmodern and deconstructivist trends of the 1970s and 1980s also outside Austria great. Hollein's futuristic "Retti" candle shop at Charcoal Market/Kohlmarkt (1964-65) and Domenig's biomorphic building of the Central Savings Bank in Favoriten (10th district of Vienna - 1975-79) are among the earliest examples, later Hollein's Haas-Haus (1985-90), the loft conversion Falkestraße (1987/88) by Coop Himmelb(l)au or Domenig's T Center (2002-04) were added. Especially Domenig, Hollein, Coop Himmelb(l)au and the architects Ortner & Ortner (ancient members of Haus-Rucker-Co) ​​by orders from abroad the new Austrian and Viennese architecture made a fixed international concept.

MuseumQuarter and Gasometer

Since the 1980s, the focus of building in Vienna lies on the compaction of the historic urban fabric that now as urban habitat of high quality no longer is put in question. Among the internationally best known projects is the by Ortner & Ortner planned MuseumsQuartier in the former imperial stables (competition 1987, 1998-2001), which with institutions such as the MUMOK - Museum of Modern Art Foundation Ludwig, the Leopold Museum, the Kunsthalle Wien, the Architecture Center Vienna and the Zoom Children's Museum on a wordwide scale is under the largest cultural complexes. After controversies in the planning phase, here an architectural compromise between old and new has been achieved at the end, whose success as an urban stage with four million visitors (2012) is overwhelming.

The dialogue between old and new, which has to stand on the agenda of building culture of a city that is so strongly influenced by history, also features the reconstruction of the Gasometer in Simmering by Coop Himmelb(l)au, Wilhelm Holzbauer, Jean Nouvel and Manfred Wehdorn (1999-2001). Here was not only created new housing, but also a historical industrial monument reinterpreted into a signal in the urban development area.

New Neighborhood

In recent years, the major railway stations and their surroundings moved into the focus of planning. Here not only necessary infrastructural measures were taken, but at the same time opened up spacious inner-city residential areas and business districts. Among the prestigious projects are included the construction of the new Vienna Central Station, started in 2010 with the surrounding office towers of the Quartier Belvedere and the residential and school buildings of the Midsummer quarter (Sonnwendviertel). Europe's largest wooden tower invites here for a spectacular view to the construction site and the entire city. On the site of the former North Station are currently being built 10,000 homes and 20,000 jobs, on that of the Aspangbahn station is being built at Europe's greatest Passive House settlement "Euro Gate", the area of ​​the North Western Railway Station is expected to be developed from 2020 for living and working. The largest currently under construction residential project but can be found in the north-eastern outskirts, where in Seaside Town Aspern till 2028 living and working space for 40,000 people will be created.

In one of the "green lungs" of Vienna, the Prater, 2013, the WU campus was opened for the largest University of Economics of Europe. Around the central square spectacular buildings of an international architect team from Great Britain, Japan, Spain and Austria are gathered that seem to lead a sometimes very loud conversation about the status quo of contemporary architecture (Hitoshi Abe, BUSarchitektur, Peter Cook, Zaha Hadid, NO MAD Arquitectos, Carme Pinós).

Flying high

International is also the number of architects who have inscribed themselves in the last few years with high-rise buildings in the skyline of Vienna and make St. Stephen's a not always unproblematic competition. Visible from afar is Massimiliano Fuksas' 138 and 127 meters high elegant Twin Tower at Wienerberg (1999-2001). The monolithic, 75-meter-high tower of the Hotel Sofitel at the Danube Canal by Jean Nouvel (2007-10), on the other hand, reacts to the particular urban situation and stages in its top floor new perspectives to the historical center on the other side.

Also at the water stands Dominique Perrault's DC Tower (2010-13) in the Danube City - those high-rise city, in which since the start of construction in 1996, the expansion of the city north of the Danube is condensed symbolically. Even in this environment, the slim and at the same time striking vertically folded tower of Perrault is beyond all known dimensions; from its Sky Bar, from spring 2014 on you are able to enjoy the highest view of Vienna. With 250 meters, the tower is the tallest building of Austria and almost twice as high as the St. Stephen's Cathedral. Vienna, thus, has acquired a new architectural landmark which cannot be overlooked - whether it also has the potential to become a landmark of the new Vienna, only time will tell. The architectural history of Vienna, where European history is presence and new buildings enter into an exciting and not always conflict-free dialogue with a great and outstanding architectural heritage, in any case has yet to offer exciting chapters.

Info: The folder "Architecture: From Art Nouveau to the Presence" is available at the Vienna Tourist Board and can be downloaded on www.wien.info/media/files/guide-architecture-in-wien.pdf.

From 1950-64, Panhard & Levassor rekindled a sporting tradition dating back to 1895 and Emile Levassor's victory in Paris-Bordeaux-Paris, the world's first motor race, and continued in Grand Prix until 1908. During these 15 years the firm took part either directly, or through its clients, in international competitions by exploiting the qualities of its new, air-cooled, twin-cylinder engine designed under engineer Louis Delagarde to equip the new Dyna series from 1946. The engine's excellent performances caught the eye of makers and performance-tuners of small-engine racing cars, along with amateur drivers. That's how the Champigny-based firm DB (founded by Charles Deutsch and René Bonnet) adopted the Panhard engine at the end of 1949, like the Monopole company, whose cars helped promote the mechanical parts it made. From 1950-53, Panhard were represented in competition only by clients to whom they sold mechanical elements and chassis which they prepared in line with current regulations. Their clients proved increasingly active, accumulating victories both domestically and internationally. As a result of the fine results obtained by cars with Panhard engines, the factory became further involved in 1953 by creating an official team under René Panhard, assisted by Etienne de Valance (who was also in charge of the firm's PR). A Panhard, with Riffard bodywork, won the Index of Performance at the Le Mans 24 Hours, inciting the factory to create a properly structured racing department. In 1954 a DB-Panhard won the 750cc Class at Le mans, and the Coupe Biennale. Co-operation with DB was stepped up. DB entered four cars for Le Mans in 1955 (along with two factory cars and two Monopoles). Just two DBs finished. Following the fatal accident at that year's race, Panhard renewed its co-operation with Monopole, while simultaneously pursuing its 1954 agreement with DB. Now under Etienne de Valance, the Panhard-Monopole acted as official team from 1956 to 1958, when Monopole pulled out of racing. Panhard turned to DB, creating the official team known as Panhard-DB from 1959-62. In January 1962, however, Panhard learnt in the press that Charles Deutsch and René Bonnet had split up, and that Bonnet had gone over to Renault engines. Assisted by Etienne de Valance, Messrs Panhard promptly contacted Charles Deutsch with a view to constructing cars for the next Le Mans 24 Hours, the one event on the calendar that Panhard could not afford to miss, given the value of the results it had already obtained there. Charles Deutsch had indeed, with aerodynamics engineer Romani, been making plans project for a Grand Tourisme car with a Panhard engine, to succeed the DB HBR 5. Paul Panhard gave the green light at the end of January, and a technical team set to work urgently to produce five prototypes (nos 101-105) with mechanics and aerodynamics engineers from Le Moteur Moderne and coachbuilders Chappe & Gessalin (future constructors of the CG), involved in manufacturing the laminated plastic bodywork, with Panhard supplying the mechanical elements. Contracts needed to be signed with an oil company, BP; suppliers of suitable fittings to be found; and, above all, a valid drivers' team formed. Selection took place in Montlhéry on April 7/8, and eight drivers were chosen. All these tasks were completed inside two months while construction of the cars continued.

In under 70 days, a car with steel bodywork (chassis n°101) was ready for test-driving at Montlhéry, then at Le Mans in early April 1962. At the end of May it was entered in the Nürburgring 1000 Km for trials in racing conditions, with a 702cc engine prepared by Le Moteur Moderne (driven by Boyer/Guilhaudin, who came 2nd in the 1000cc class and 24th overall). A second car in laminated plastic also took part. Four cars with fibreglass and polyester bodywork were built (chassis nos 102-105) and test-driven at Le Mans. They had Tigre engines reduced to 702cc, and prepared by Le Moteur Moderne (MM) with a view to Index classifications (Performance/Energy Efficiency). The impossible challenge had been met by an extremely motivated and competent team, managed by Etienne de Valance. Three cars took part in the 24 Hours in 1962:

n°53 (chassis n°103): Guilhaudin/Bertaut - 1st, Index of Performance

n°54 (chassis n°104): Lelong/Henrioud - abandon sur sortie de route

n°55 (chassis n°105): Boyer/Verrier - abandon (engine problem, as the engine had been set 'very low' to win the Energy Efficiency Index) Chassis n°105 then took part in hill climbs (courses de côte) at Mont-Dore, Urcy and Chamrousse, fitted with a 954cc engine, again prepared by MM and more efficient in the 1000cc class. On September 16, during the Tour de France Automobile, this car - re-fitted with a specially prepared 702cc engine, and with modifications to the streamlining - touched 129mph along Les Hunaudières. On September 22/23, chassis n°105 took part in Coupe de Paris events at Montlhéry, fitted with a Tigre 848cc engine prepared by MM; then, on October 21, in the 1000km de Paris (qualifying and race), finishing 4th in its class ahead of the Bonnet-Renault. The Panhard-CD's victories helped the marque become French Sports Cars Champions. Drivers André Guilhaudin and Alain Bertaut ended the season first and second respectively in the French Drivers' Championship (sport class). After the season, car nos 102, 104 and 105 were ceded to Le Moteur Moderne and resold later, when the firm went bankrupt. N° 105, sold at auction (as n° 40) by Hervé Poulain on 5 June 1984, was bought by Jean-Claude Aubriet, Peugeot's dealer in Evreux (Normandy) and a former driver in the Le Mans 24 Hours (on BMW and Corvette). After his death in 1987 the car became, as promised, the property of Etienne de Valance. After servicing, it was driven by road to Le Mans and shown in the museum there, occasionally take part in vintage events. The buyer will receive the extensive file assembled by Etienne de Valance, Panhard's former director of racing and head of the CD team. The car is presented in its 1962 factory configuration, with its 848cc engine with two inverted double-barrel carburettors. Only the electric pump system, and return pipe installed specifically for Le Mans, have been modified. The car is French blue with a spartan black interior with its original black vinyl seats, but without roll-bar or belt. This is a magnificent opportunity to acquire, 'in its original condition,' one of the amazingly fast Panhards which, during a difficult period for French motor sport, ensured the Marseillaise resounded after top international events.

www.artcurial.com/fr/asp/fullCatalogue.asp?salelot=1855++...

www.wiscar.fr/cadre-basique/cadre-basique.html

Véhicule : IRISBUS Agora L GNV

Identification : 2286 (DD-057-XD)

Exploitant : Keolis Bordeaux Métropole

Dépôt : Centre d'Exploitation du Lac (CEL)

Réseau : TBM (Bordeaux Métropole)

Ligne : Lianes 16

Voiture : 1605

Destination : MÉRIGNAC Les Pins

14/05/2019 11:15

Rue Claude Bonnier ; F-33 BORDEAUX

Véhicule : HEULIEZ BUS GX 327 Hyb EEV

Identification : 1136 (CM-992-SA)

Exploitant : Keolis Bordeaux Métropole

Dépôt : Dépôt de Lescure

Réseau : TBM (Bordeaux Métropole)

Ligne : 17 NAVETTE FESTIVAL ANIMASIA

Voiture : n.c.

Destination : hors service

Véhicule : HEULIEZ BUS GX 327 Hyb EEV

Identification : 1132 (CM-420-SA)

Exploitant : Keolis Bordeaux Métropole

Dépôt : Dépôt de Lescure

Réseau : TBM (Bordeaux Métropole)

Ligne : 17 NAVETTE FESTIVAL ANIMASIA

Voiture : 1701

Destination : LE HAILLAN Collège Émile Zola

À chaque édition du Festival Animasia au Haillan, TBM met en place une Navette Spéciale reliant "LE HAILLAN Collège Émile Zola" (arrêt le plus proche du festival) au terminus "LE HAILLAN Rostand" du Tram A, afin d'assurer une correspondance. Les véhicules utilisés sont tous les ans des HEULIEZ BUS GX 327 Hyb, au nombre de 2 sur la journée. À noter pour l'édition 2019 un changement du numéro de ligne : elle circule sous l'indice 17, en lieu et place du 12 pour les précédentes années.

27/04/2019 16:06

Avenue Jean Mermoz ; F-33 LE HAILLAN

Taken at Pembroke Bay on October 30th 2021, CT Plus Guernsey 1952 27718 is one of a highly standardised fleet of Wright Streetvibes used around the island. The tower behind is one of the Loophole Towers built to defend the island from French invaders in Elizabethan times.

Exploits River, NL,Canada

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

Some background:

The Korean People's Army Air and Anti-Air Force began as the "Korean Aviation Society" in 1945. It was organized along the lines of flying clubs in the Soviet Union. In 1946, the society became a military organization and became an aviation division of the Korean People's Army (KPA). It became a branch of the army in its own right in November 1948. The KPAF incorporated much of the original Soviet air tactics, as well as North Korean experience from the UN bombings during the Korean War.

The rugged aircraft was not retired, though, and found use as ground attack aircraft (despite its limited payload of around 2 tons) and as an advanced fighter trainer. Total production numbers are uncertain, but less than 100 W-1s were produced until 1969, with no further variants becoming known. In 1990, probably forty were still operational, and even after 2000 some KPAAF W-1s were still flying.

General characteristics:

Crew: 1

Length: 10.73 m (35 ft 2 in)

Wingspan: 12.16 m (39 ft 10½ in)

Height: 4.46 m (14 ft 7½ in)

Wing area: 23.8 m² (256 sq ft)

Aspect ratio: 7.3

Empty weight: 4,142 kg (9,132 lb)

Gross weight: 7,404 kg (16,323 lb)

Max takeoff weight: 7,900 kg (17,417 lb)

Powerplant:

1× Wopen WP-5 (Rolls-Royce Nene Mk.104B) centrifugal-flow turbojet

with 26.5 kN (5,950 lbf) thrust

Performance:

Maximum speed: 940 km/h (580 mph, 510 kn) at sea level

Maximum speed: Mach 0.76

Cruise speed: 750 km/h (470 mph, 400 kn)

Maximum Mach number: M0.83

Combat range: 450 km (280 mi, 240 nmi)

Ferry range: 920 km (570 mi, 500 nmi)

Service ceiling: 13,000 m (43,000 ft)

Rate of climb: 38 m/s (7,500 ft/min)

Take-off run: 783 m (2,569 ft)

Landing run: 910 m (2,986 ft)

Armament:

4× 23 mm (0.906 in) Nudelman-Suranov NS-23 autocannon with 100 rounds per gun

2× underwing hardpoints for 2.000 kg of payload, including a variety of unguided iron bombs such

as 2× 250 kg (500 lb) bombs, napalm tanks, pods with unguided missiles, or 2× 350 l (92 US

gal; 77 imp gal) drop tanks for extended range.

The kit and its assembly:

I always thought that the tubby Dassault Ouragan had something “Soviet-ish” about it, looking much like one of the obscure early Yakowlew jet fighter prototypes (e .g. the straight-wing Yak-25 [first use of this designation in 1947] or the swept-wing Yak-30) around 1950. With this idea I had stashed away a Heller Ouragan for a while, and recently wondered about an indigenous North-Korean aircraft that could have emerged after the Korean War? The Ouragan looked like a good basis, and so this project started as a simple conversion of the Heller kit.

While most of the airframe was retained, I made some cosmetic changes to change the aircraft’s looks and add a Warsaw Pact flavor. The characteristic wing tip tanks disappeared, and the wings’ ends were rounded off. The fin tip was extended with a piece of 1.5 mm styrene sheet and a different fin shape was sculpted from it. The original stabilizers were replaced with what I think are stabilizers from a VEB Plasticart 1:100 An-24 – they better match the wing shape than the OOB parts!

The cockpit was taken OOB, I just replaced the ejection seat with a different piece from a KP 1:72 MiG-19. The air intake was modified with the opening from a Heller 1:72 F-84G, extending and narrowing it slightly, even though the internal splitter plate (which also bears the front wheel well) was retained. The landing gear was also basically taken OOB, but the main wheels were now mounted on the outside position (with an adaptation of the covers), and the front wheel was moved 3 mm further forward, to compensate for the slightly longer nose section, and its cover was modified accordingly. The flaps were lowered, primarily because this modification is easy to realize on this kit and it makes the simple aircraft look “livelier”, and the canopy was cut into three parts for open display.

Pylons were added under the wings, together with drop tanks from a Hobby Boss 1:72 MiG-15. The same source provided the swept antenna mast behind the cockpit and the small but characteristic altimeter sensors under the wings. As a final twist of “Sovietization” I added small fences to the wings, made from styrene profiles – they would not be necessary on the aircraft’s straight wings, but they help change the model’s overall look. 😉

Building the Heller Ouragan was a straightforward affair, even though the plastic of the recent re-boxing I used was pretty soft and took long to cure after gluing parts together. A real problem occurred when I tried to close the fuselage halves, though, because the parts did not align well behind the cockpit, as if they were warped? The walls were rather thin, too, and as a result a lot of PSR went into the spine and the ventral area behind the wings, which mismatched badly. The rather thin material in these areas did not help much, either. I have built the Ouragan before, and I do not remember these massive troubles?!

Painting and markings:

I initially considered a North-Korean night fighter camouflage from the Korea War, but since the aircraft would have been introduced into service after the open hostilities, I rather settled for a very dry NMF finish with minimal markings. Therefore, the model received an overall coat with “White Aluminum” from the rattle can and a light overall rubbing treatment with graphite to emphasize the raised panel lines and add a slightly irregular metallic shine to the paint. Since they had disappeared through PSR, I also added/recreated some panel lines with a soft pencil.

The cockpit interior was painted in medium grey and Soviet cockpit turquoise, the landing gear and its wells became metallic-grey (Humbrol 56). The areas around the exhaust and the guns were painted with Revell 91 (Iron), the only color contrasts are red trim tabs.

The large KPAAF roundels with a white background came from a Cutting Edge MiG-15 sheet, the large red tactical code was left over from an unidentifiable “Eastern Bloc” model’s decal sheet. After some more graphite treatment around the guns and the tail section the model was sealed with a coat of semi-gloss acrylic varnish (Italeri), resulting in a nice metallic shine that looks better than expected on this uniform aircraft.

Well, this converted Ouragan looks pretty dull at first sight, due to its simple livery. But this makes it pretty plausible, and the small cosmetic changes add a serious Soviet-esque touch to the aircraft.

Exploitant : Transdev Val d'Europe Airports

Réseau : Magical Shuttle

Lieu : Centre Opérationnel Bus de Bailly-Romainvilliers (Bailly-Romainvilliers, F-77)

Lien TC Infos : tc-infos.fr/id/27300

Exploitant : Transdev TVO

Réseau : Valmy

Ligne : 16

Lieu : Gare d'Argenteuil (Argenteuil, F-95)

Lien TC Infos : tc-infos.fr/id/14765

Exploitant : Transdev TVO

Réseau : R'Bus (Argenteuil)

Ligne : 8

Lieu : Gare d'Argenteuil (Argenteuil, F-95)

Lien TC Infos : tc-infos.fr/id/37468

Véhicule : IRISBUS IVECO Citelis 18 GNV

Identification : 2682 (BN-812-LS)

Exploitant : Keolis Bordeaux Métropole

Dépôt : Centre d'Exploitation du Lac (CEL)

Réseau : TBM (Bordeaux Métropole)

Ligne : 160 NAVETTE RELAIS TRAM B

Voiture : 16002

Destination : BORDEAUX Victoire

Du Lundi 27 Juillet au Jeudi 6 Août 2020, la ligne de Tram B a été interrompue en plusieurs phases pour les travaux estivaux, consistant en une maintenance et une réfection du système d'Alimentation Par le Sol (APS).

Du 27/07 au 31/07 d'abord, entre les stations "Quinconces" et "Saint-Nicolas" en journée, et prolongée jusqu'aux antennes de PESSAC en soirée et jusqu'à fin de service. Les 3 et 4 Août ensuite, entre les stations "Quinconces" et "Musée d'Aquitaine" (pas de Bus de Substitution). Les 5 et 6 Août pour finir, entre les stations "Berges de la Garonne" et "Musée d'Aquitaine".

Sur les première et troisième phases, des Bus de Substitution ont été mis en place en relais du tram, avec des bus articulés.

30/07/2020 10:39

Allées de Bristol ; F-33 BORDEAUX

"Exploitation of the deep leads, which was complicated and costly, required capital to fund the shaft sinking and underground tunnelling, the infrastructure of poppet heads, machinery, equipment, steam engine houses, puddling machines, water pumps and sluice apparatus, and the employment of miners and support workers."

I saw him on Cahuenga in Hollywood;

he was wheeling himself very slowly in an

old weather-beaten wheelchair down the

sidewalk, up into the parking lot of the

Jack In The Box at Sunset & Cahuenga.

He wheeled past a police car parked there,

as a cop came out eating a hamburger wrapped

in yellow paper.

Thomas slowly wheeled himself up in front of

the restaurant, and turned around, facing out

towards the street. I greeted him, and asked him

how he was. "Not great," he said wearily. "Can

you help me get some food?" I gave him a dollar.

"Does that help?" I asked.

"Yeah," he said. "It helps a lot." I asked him if

I could take his photo. "Sure, why not," he said.

He looked at me with forlorn eyes through his

scraggly hair, and I took a few quick photos.

Ligne 26 - Arrêt : Saint-Nicolas

Exploitant : SEMITAN

Réseau TAN - Nantes

Véhicule : MERCEDES-BENZ O560 Intouro L €6

Identification : 201102 (FS-718-MF)

Exploitant : Keolis Cars de Bordeaux

Dépôt : Bastide - Quai de la Souys

Réseau : TER Nouvelle-Aquitaine (Région Nouvelle-Aquitaine)

Ligne : 41.1U

Service : 405334

Destination : LIBOURNE Gare SNCF - Direct

Durant 2 week-ends du mois de Septembre 2020, du Vendredi 18 au Dimanche 20 ainsi que du Vendredi 25 au Dimanche 27, la circulation des trains était interrompue entre la Gare de BORDEAUX Saint-Jean et la Gare de LIBOURNE. Cette "opération coup-de-point" était destinée à faire "subir une rénovation complète" au Viaduc des Cents Arches d'Arveyres, juste avant Libourne.

27/09/2020 21:33

Gare SNCF BORDEAUX Saint-Jean Belcier

Rue des Terres de Borde ; F-33 BORDEAUX

A charcoal-seller trudges past the secure building of yet another Sri Lankan sapphire dealer.

A general lack of electricity supply to homes drives the demand for charcoal for cooking. charcoal production assists the poor to scrape a living but continues the decline of unprotected woodlands and of course adds to atmospheric pollution and global warming.

From Wikipedia: 'Madagascar's sapphires are highly valued internationally, with many stones being exported, often through unofficial channels, to Sri Lanka and Thailand for cutting and resale.'

Ligne 12 - Arrêt : Perray

Exploitant : SEMITAN

Réseau TAN - Nantes

The Wee MacGregor tram and rail complex and the former towns of Ballara and Hightville’ is located in the Argylla Ranges between Cloncurry and Mount Isa in North West Queensland, in the traditional country of the Kalkadoon people. Constructed during an early 20th century boom in copper prices, the place includes the sites of two abandoned mining towns, Hightville and Ballara (surveyed in 1913 and 1914 respectively); the former western terminus (near Ballara) of a private 3ft 6in (1.1m) narrow gauge railway line, constructed 1913 - 1914; and the route of an associated private 2ft (0.6m) gauge tramway, constructed 1914 - 1915, between Ballara and the Wee MacGregor mine. The complex includes a 48m long ore transfer stage (1914), and a 77m long tunnel (1914 - 1915).

The town of Cloncurry was surveyed in the 1870s to support the local mining and pastoral industries. Pastoralist Ernest Henry had discovered copper nearby in 1867 and established the ‘Great Australia’ (or Great Australian) mine. Part of the area was proclaimed a goldfield in 1874, and the Cloncurry Mining District (later the Cloncurry Gold and Mineral Field) was proclaimed in 1883. Copper was discovered south of Cloncurry in 1884, and a town was formed in 1898 called Hampden (later called Kuridala). At Mount Elliot, south of Hampden, copper was discovered in 1899 and mining commenced in 1906.

The absence of a railway initially hampered the effective exploitation of Cloncurry’s mineral resources. The closure of the Great Australia Mine in 1887 meant a proposed railway from Normanton was diverted to Croydon (1888 - 1891), but when copper prices rose in 1905 the Queensland Government decided to extend the Great Northern Railway west from Richmond, and the first construction train reached Cloncurry in December 1907.

Mining activity was increasing on the Cloncurry field even before the railway arrived. By March 1906, copper had been discovered as an outcrop at the Wee MacGregor lease, west-southwest of Cloncurry. The Leichhardt Development Syndicate was formed in October 1906 to develop the Wee MacGregor ‘group’ of mines, which included the Wee MacGregor, Grand Central, Wattle, and Wallaroo leases, and two months later MacGregor Cloncurry Copper Mines (the MacGregor Company) was floated in London. Hampden Cloncurry Copper Mines Ltd, and Mount Elliot Limited, two companies which later dominated the Cloncurry field during World War I (WWI), were also floated in 1906.

By October 1907 there were three prospecting shafts on the Wee MacGregor lease. That year, with a population of 650 miners (almost double that of 1906), the Cloncurry field produced 5.6% of Queensland’s copper. By July 1908 the MacGregor Company was employing 70 men, not including mine officials, and during 1908 a telephone link with Cloncurry was established and tenders were called for a mail service.

By 1909 a settlement, including company offices and a store, was developing near the Wallaroo mine, located about 1km southeast of the Wee MacGregor mine. That year John Frost constructed the MacGregor Hotel on the site of Hightville. The hotel was listed under ‘Hightville’ in Wise’s Post Office Directory of 1911, although the town of Hightville was not surveyed until November 1913.

Isolation threatened the economic viability of the Wee MacGregor group of mines. Ore was first drayed to Cloncurry along a rough road in May 1909, but this form of transport was uneconomic. One option for the MacGregor Company was to build a private mining railway, as had been done elsewhere in Queensland. Such railways were part of a wider pattern in Queensland during the late 19th-early 20th century: the construction of private and local government railways and tramways to transport the products of primary industry. However, the MacGregor Company could not afford a private railway to the closest point on the Mount Elliott Railway, 39km away.

Another option was for the company to contribute towards a state-owned railway, as had occurred with the railway from Cloncurry to Mount Elliott, via Hampden. The cost of this railway, which opened in 1910, was split 50/50 between the Kidston Government and the Mount Elliott Company. In September 1910 the MacGregor Company proposed a branch line from Malbon, on the Mount Elliott railway, under similar terms, and the government agreed to split the cost of a line survey and plans.

In June 1911 the MacGregor Company sought government support for a shorter branch line, this time linking to the state railway being built southwest from Malbon towards Sulieman Creek. Government officials were sceptical about the profitability and lifespan of the Wee MacGregor group of mines, despite the company estimating reserves of 100,000 tons of ore (most from the Wee MacGregor mine). Instead of a 50-50 funding arrangement for a state owned branch line, the government agreed to rent the MacGregor Company the rails they needed to construct a private line.

Queensland’s Railways Commissioner, Charles Evans, inspected the proposed route to the Wee MacGregor mine in July 1912, and the Railway Department’s Engineer, Percy Ainscow, proposed a ‘no-frills’ railway, with a 10ft (3m) wide formation, reduced earthworks, less side drainage, cheap concrete culverts and the minimum of bridges.

The company’s branch line was proposed at an opportune time. In 1912, the Cloncurry field produced 45% of Queensland’s annual production of copper, with annual copper earnings now exceeding gold’s earnings. There were 1485 copper miners on the field, which was the ‘foremost producer of copper in the State’.

The Wee MacGregor Tramway Agreement Bill was introduced to Parliament in November 1912. It proposed that the MacGregor Company pay for the construction and maintenance of a private 3ft 6in ‘tramway’ (actually a narrow gauge railway), 24 miles and 40 chains (39.4km) long, from the Malbon to Sulieman Creek Railway to a terminus at or near the Wee MacGregor mine. The Commissioner for Railways would provide steel rails, fish plates, fastenings, sleepers, and other permanent way materials. The company would pay 5% per year ‘rent’ on the cost of the materials supplied by the government, which had the power to acquire the line. By the 2nd of December 1912, the company involved in the proposal had become the Hampden Company, which purchased the Wee MacGregor group of mines from the Macgregor Company for £108,750.

Despite the Labor Party’s concern about a company gaining a competitive advantage from a private railway line, The Wee MacGregor Tramway Agreement Act 1912 was passed on the 4th of December 1912. Walter Paget, Minister for Railways, noted the difference from previous private sector-government railway agreements, with less government exposure to risk.

Work started on the 3ft 6in railway in early 1913, supervised by Ainscow. MacGregor Junction (Devoncourt), on the Malbon to Sulieman Creek railway, was the location of the main construction camp. The steepest grade for the railway was 1 in 40, with a minimum curve radius of 5 chains (100m). By April 1913 about 200 men were employed on the project.

The railway was planned as far as the Wallaroo mine, located east of the town of Hightville, but in late 1913 the Hampden Company decided that, due to the steep, difficult terrain near Hightville, the railway would be shortened, with the terminus now 22 miles, 49 chains (35.9km) from MacGregor Junction. The remainder of the route to Hightville, and beyond to the Wee MacGregor mine, would now be traversed by a 2ft gauge tramway, which could accommodate tighter curves and steeper grades than the railway.

A railway station and goods shed were constructed on the northern side of the town of Ballara, where a triangular junction was located. Ballara, situated at ‘Lady Lease Flats’, was surveyed in June 1914. A sale of town lots was scheduled for the 14th of August 1914, with upset prices for the quarter acre (0.1ha) lots ranging from £10 to £30. The outbreak of WWI led to the sale’s cancellation, and by the time a sale of 36 lots was held on the 24th of February 1915, prices had trebled. Facilities at Ballara included a Post Office, established in late 1914, and a police reserve was gazetted at the west end of the town in 1915. A district hospital was established by August 1918, on 5 acres north of the turning triangle. The Ballara Hotel existed by 1918, although it burnt down on the 27th of April that year, and again in April 1919. A state school was approved in May 1919, and opened in July 1919. A cemetery reserve was also gazetted, northeast of the hospital reserve, replacing the previous cemetery south of Hightville.

Hightville slowly declined after the 1913 decision to shorten the railway and relocate its terminus to Ballara, although a sale of 45 town lots still occurred in May 1914, with prices for a quarter acre (0.1ha) ranging from £5 to £25. As well as the Macgregor Hotel, Hightville had a butcher by 1913; a storekeeper and postmaster by 1914; and a boarding house by 1915. A state school was also approved in May 1917, and sites were reserved for the school and police in 1918. By 1917, however, Hightville listings were included under ‘Ballara’ in Wise’s Post Office Directory. When the MacGregor Hotel burnt down in 1914, its replacement, the former Cosmopolitan Hotel from Ravenswood, was moved to Hightville, and later to Ballara. The school and its pupils moved to Ballara in 1919.

The 2ft tramway ran west from the triangular junction at Ballara, over a raised concrete ore transfer stage, past the terminus of the railway, and then curved north. It passed between Hightville and the Wallaroo mine, and proceeded to the Wee MacGregor mine – a total route of about 3.8 miles (6.1km). A short branch tramway ran to the Wallaroo mine. Ore was transported via the tramway from the mines to the ore transfer stage, where it would be tipped from trucks on the tramway down into trucks on the railway. The railway would then convey the ore to the Hampden smelters (operational 1911). As the tramway was not part of the 1912 agreement, the company funded construction and purchased its 28 pound rails and steel sleepers.

By the 5th of May 1914 all earthworks, bridges, drains, and rails for the railway were completed to the terminal yard at Ballara, although the station building and earthworks beyond the station weren’t finished. The railway was operational during May 1914 and was officially opened to the public in July 1914, yet it was of little use for moving ore until the tramway was completed.

The tramway was under construction in early 1914, with earthworks extending for two miles (3.2km), and the ‘first five bridges and drains’ nearing completion, by the 5th of May 1914. Between Hightville and the Wee MacGregor mine a 77m long unlined tunnel, with concrete portals, and a 1 in 22 grade towards the mine, was constructed through MacGregor Hill. The tunnel was nearly completed by January 1915, with rails laid 5 chains (101m) through it by the 11th of March 1915.

The tramway was transporting ore by the 31st of May 1915. It had cost £11,005, and had curves as tight as 2 chains (40m) radius. The tunnel remains the most westerly railway tunnel in Queensland, and the 47.9m long, 2.65m high ore transfer stage is unique as the only recorded tramway-to-railway ore transhipment platform in Queensland.

The Annual Report of the Under Secretary of Mines for 1915 stated that ‘a 2-ft gauge tramway, four miles [6.4km] in length, from Ballara, connects the MacGregor and Wallaroo Mines with the main line, and carries 50 tons of ore per day in three train loads to Ballara, conveying firewood, mine timber, and general stores as return loading’.

Three trains a week had run along the railway from the 25th of May to 15 June 1914. However, the start of WWI on the 4th of August 1914 led to a temporary halt to mining, as German buyers held the contracts for the sale of copper. Only one supply train a week was run to Ballara until early 1915, when the Allied demand for copper revived mining and railway activity. Around 300 tons of ore was railed from Ballara each week during the war, and annual passenger numbers peaked at 4533 in 1916.

Wartime copper prices boosted the fortunes of the whole Cloncurry Gold and Mineral Field. The London market price for copper rose from under £60 a ton to £84 10s during 1915, and the Cloncurry district produced 53% of Queensland’s copper that year. During 1916, copper prices rose from £85 to £150 a ton, and in September 1917 British Munitions authorities fixed the price at £110 5s. The Cloncurry field produced 63.2% of Queensland’s copper in 1918, when the total population of the field reached 7795.

Copper prices dropped after the end of WWI, falling from £112 per ton in December 1918 to £75 per ton in April 1919. By March 1919 it was reported that the price slump and a scarcity of workers had ‘dealt a knockout blow to all’, although a new shaft was still being sunk on the Wee MacGregor mine. Copper production on the Cloncurry field fell in 1919, and only one train a week ran to Ballara, with 2170 tons of freight carried during the year – a 90% reduction from 1918.

Copper prices were £72 a ton at the end of 1920. This, along with high overheads, caused the closure of the Wee MacGregor mine in November 1920. Tenders were invited in December 1920 for purchase of the ‘MacGregor Mines tramway’, including ‘about 4 miles of 2 foot gauge tramway, built of 28lb. steel rails, iron sleepers, locomotive, and ten bogie trucks’. The tramway’s rails were removed during 1921 and stacked at Ballara. The train service to Ballara dropped to once a month from February 1921, when there were still 17 families in the town, plus ‘copper gougers’ (small mine operators) in the area. During 1921 the railway only carried 199 tons of freight.

Train services to Ballara were maintained by the government throughout most of the 1920s. In October 1922 a service from Cloncurry to Ballara ran on alternate Wednesdays. The discovery of a large silver-lead deposit at Mount Isa in 1923 raised hopes that the railway could be extended from Ballara to Mount Isa, but the line was constructed from Duchess instead. Services to Ballara alternated between a weekly and a fortnightly schedule until early 1927, when regular services ended.

The MacGregor Junction to Ballara railway survived for a short while longer, as 38 tons of minerals and 10 tons of other goods were carried in the 1928 - 1929 financial year, from Pindora siding. The rails between MacGregor Junction and Ballara were removed in 1929, and were stacked at Malbon. There were complaints that a final train was not even sent out to evacuate 30 copper gougers and their families.

After the mine’s closure in 1920, Ballara’s decline was inevitable. In 1920 Wise’s Post Office Directory listed a district and a maternity hospital at Ballara; plus a school teacher; butchers; refreshment rooms; stores; a boarding house; a station and post master; and the MacGregor and Ballara Hotels. By 1927 no names or institutions were listed under Ballara.

Although the tramway and railway had closed, and Hightville and Ballara were abandoned, copper gougers retained an interest in the Wee MacGregor area over the following decades. In 1954, prospectors also discovered uranium deposits at Ballara. Several concrete slabs at the site of Hightville date from the early 1970s, during a period of renewed mining activity at the Wee MacGregor mine, and in 2018, exploratory drilling work was underway at the mine.

Source: Queensland Heritage Register.

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From yesterday... #2 Taken one evening with my bud Grantthai while sipping a cool one looking for an alluring capture to take place.. along she came hustling to us the perfect shoeshine... Just a kid driven by some greedy individuals.. who thrive on exploiting kids... all is done in a good natured way but you can see and feel their pain.. while on the other side of the street a man is watching... smoking and drinking the fruits of his labor..:-(

==========================

Suite d'hier de la meme serie #2... Prise voici deja un petit bout de temps avec mopn pote Grantthai.. Elle est venue cette gamine avec son approche de vente directe a qui veut bien l'entendre.. Une gentille mais aguerrie petire gamine sous la tutelle d'idiots de premiere qui en profite et exploite leur jeunesse pendant qu'eux se gavent de Mekong avec une cigarette tout en surveillant leur proie..

Du classique en Asie helas.. Celle-ci etait tres lucide et affaires... On sent aussi qu'ils sont surveilles par des connards de la pire espece.. On exploite les gamins ici et en pleine vue du tout venant.. Pas rellement drole :-( Mais une realite tres dure ..

Exploitant : Transdev Ecquevilly

Réseau : Bus O'Mureaux

Lieu : Médiathèque (Les Mureaux, F-78)

Fotos del Tour of Chaos 2014 organizado por la gente del Resurrection Fest para REVOLVER España

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French postcard by Edition de la Cinematographie Française, Paris, no. 1006. Photo: Henri Manuel

Pearl White (1889-1938) was dubbed 'Queen of the Serials', and noted for doing her own stunts, in silent film serials such as The Perils of Pauline (1914) and The Exploits of Elaine (1914-1915). Often cast as a plucky onscreen heroine, White's roles directly contrasted those of the popularised archetypal ingénue. Until the end of the First World War White remained globally a popular action heroine.

Pearl Faye White was born in 1889 on her father's farm in Green Ridge, Missouri, the youngest of five children. She moved with her family to Springfield, Missouri, where she grew up. Her mother died when Pearl was only three years old. Pearl joined the Diemer Theatre Company during her second year of high school. At age 18, she went on the road with the Trousdale Stock Company, a repertoire group, in 1907. She was signed by the Powers Film Co. in New York in 1910. The following year, she moved to Philadelphia and joined the more professional film studio Lubin Film Company. She worked opposite some well-known actors, including Arthur Johnson and Florence Lawrence. Then White got a contract with Pathé Frères. She only appeared in a few films there, before starting to work for Crystal Film Company where she first gained public attention. She acted in a handful of films that met with great success, including Pearl as a Clairvoyant (Phillips Smalley, 1913), Pearl's Dilemma (Phillips Smalley, 1913), Pearl as a Detective (Phillips Smalley, 1913), and What Pearl's Pearls Did (Phillips Smalley, 1914). After this success, she returned to Pathé, where she became a star. In 1914, Pearl White starred in Pathe's 20-part film series The Perils of Pauline (Louis J. Gasnier, Donald MacKenzie, 1914), the fifth serial ever made. Another success was The Exploits of Elaine (1914-1915). In Europe, The Exploits of Elaine were re-edited with two subsequent serials into Les Mystères de New York. Around 1914-1915 she was the most popular female film star, and for a time she even topped Mary Pickford's popularity at the box office. She became an international star and was the leading heroine in a number of serials, which enjoyed immense popularity. She gained her initial fame by performing her own dangerous and life-threatening stunts. Stunt doubles were used after her popularity surged, and the studio became concerned for her safety. In 1922, during the filming of her final serial, Plunder, John Stevenson - her stand-in/stunt double - was killed while attempting a dangerous stunt. He was supposed to leap from the top of a bus on 72nd Street and Columbus Avenue onto an elevated girder. He missed the girder and struck his head. Stevenson died of a fractured skull. A rumor immediately spread that she had been killed, and a slight scandal arose when it was revealed that she had used a stand-in.

Pearl White was married twice. In 1907, she met her first husband, Victor Sutherland when they were touring together. It was a problematic marriage and a divorce followed in 1914. In 1919, she married actor and war hero Wallace McCutcheon Jr., son of pioneering cinematographer and director Wallace McCutcheon Sr. He had been gassed in World War One and suffered mental problems. The couple divorced two years later. In 1919, she left Pathé for a film contract with Fox Film Corporation, where she appeared in nine films. Almost all of the films flopped, so White returned to Pathé in 1923. Her second husband was distraught over the dissolution of the marriage and had disappeared only weeks after the divorce. It was believed that he had committed suicide. Pearl went to Paris and subsequently suffered a nervous breakdown. The breakdown was attributed in part to her guilt over Stevenson and McCutcheon. She remained in seclusion in France until McCutcheon's reappearance in May 1923. In 1928, he fatally shot himself. When found, his pockets were bulging with clippings about Pearl. With her health deteriorating, she retired. White was born into poverty, but by the time she retired from films in 1924, she had amassed a fortune of $2 million ($30 million in 2020). Pearl was a shrewd businesswoman, investing in a successful Parisian nightclub and a Biarritz resort hotel/casino. She owned a profitable stable of thoroughbred racehorses and divided her time between her townhouse in Passy and a 54-acre estate near Rambouillet. In later life, White suffered from all the stunts she had performed. In 1933, she was permanently hospitalised. She died five years later, in 1938 at the age of 49. She left her enormous fortune to her partner, Greek businessman Theodore Cossika. Pearl White was buried in the Passy Cemetery in Paris, her tombstone bears only her name.

Sources: Jim Beaver (IMDb), Wikipedia (Dutch and English), and IMDb.

And, please check out our blog European Film Star Postcards.