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One of the characteristics of the present age is the exploitation of everything that had hitherto been neglected as being of insufficient importance for men to devote their time and energy to, but which nevertheless had to be developed before the end of the cycle, since the things concerned had their place among the possibilities destined to be manifested within it; such in particular is the case of the experimental sciences that have come into existence in recent centuries.
There are even some modern sciences that represent, quite literally, residues of ancient sciences that are no longer understood: in a period of decadence, the lowest part of these sciences became isolated from all the rest, and this part, grossly materialized, served as the starting-point for a completely different development, in a direction conforming to modern tendencies; this resulted in the formation of sciences that have ceased to have anything in common with those that preceded them. Thus, for example, it is wrong to maintain, as is generally done, that astrology and alchemy have respectively become modern astronomy and modern chemistry, even though this may contain an element of truth from a historical point of view; it contains, in fact, the very element of truth to which we have just alluded, for, if the latter sciences do in a certain sense come from the former, it is not by 'evo-lution' or 'progress' - as is claimed - but on the contrary, by degeneration.
(…)
These are the two complementary functions proper to the traditional sciences: on the one hand, as applications of the doctrine, they make it possible to link the different orders of reality and to integrate them into the unity of a single synthesis, and on the other, they constitute, at least for some, and in accordance with their individual aptitudes, a preparation for a higher knowledge and a way of approach to it - forming by virtue of their hierarchical positioning, according to the levels of existence to which they refer, so many rungs as it were by which it is possible to climb to the level of pure intellectuality.
It is only too clear that modern sciences cannot in any way serve either of these purposes; this is why they can be no more than 'profane science', whereas the 'traditional sciences', through their connection with metaphysical principles, are effectively incorporated in 'sacred science'.
The ways leading to knowledge may be extremely different at the lowest degree, but they draw closer and closer together as higher levels are reached. This is not to say that any of these preparatory degrees are absolutely necessary, since they are mere contingent methods having nothing in common with the end to be attained; it is even possible for some persons, in whom the tendency to contemplation is predominant, to attain directly to true intellectual intuition without the aid of such means; but this is a more or less exceptional case, and in general it is accepted as being necessary to proceed upward gradually.
The whole question may also be illustrated by means of the traditional image of the 'cosmic wheel': the circumference in reality exists only in virtue of the center, but the beings that stand upon the circumference must necessarily start from there or, more precisely, from the point thereon at which they actually find themselves, and follow the radius that leads to the center. Moreover, because of the correspondence that exists between all the orders of reality, the truths of a lower order can be taken as symbols of those of higher orders, and can therefore serve as 'supports' by which one may arrive at an understanding of these; and this fact makes it possible for any science to become a sacred science, giving it a higher or 'anagogical' meaning deeper than that which it possesses in itself.
Every science, we say, can assume this character, whatever may be its subject-matter, on the sole condition of being constructed and regarded from the traditional standpoint; it is only necessary to keep in mind the degrees of importance of the various sciences according to the hierarchical rank of the diverse realities studied by them; but whatever degree they may occupy, their character and functions are essentially similar in the traditional conception.
What is true of the sciences is equally true of the arts, since every art can have a truly symbolic value that enables it to serve as a support for meditation, and because it’s rules, like the laws studied by the sciences, are reflections and 'applications of fundamental principles: there are then in every normal civilization 'traditional arts', but these are no less unknown to the modern West than are the 'traditional sciences'. The truth is that there is really no 'profane realm' that could in any way be opposed to a 'sacred realm'; there is only a 'profane point of view', which is really none other than the point of view of ignorance.
This is why 'profane science', the science of the moderns, can as we have remarked elsewhere be justly styled 'ignorant knowledge', knowledge of an inferior order confining itself entirely to the lowest level of reality, knowledge ignorant of all that lies beyond it, of any aim more lofty than itself, and of any principle that could give it a legitimate place, however humble, among the various orders of knowledge as a whole. Irremediably enclosed in the relative and narrow realm in which it has striven to proclaim itself independent, thereby voluntarily breaking all connection with transcendent truth and supreme wisdom, it is only a vain and illusory knowledge, which indeed comes from nothing and leads to nothing.
This survey will suffice to show how great is the deficiency of the modern world in the realm of science, and how that very science of which it is so proud represents no more than a deviation and, as it were, a downfall from true science, which for us is absolutely identical with what we have called 'sacred' or 'traditional' science. Modern science, arising from an arbitrary limitation of knowledge to a particular order-the lowest of all orders, that of material or sensible reality-has lost, through this limitation and the consequences it immediately entails, all intellectual value; as long, that is, as one gives to the word 'intellectuality' the fullness of its real meaning, and refuses to share the 'rationalist' error of assimilating pure intelligence to reason, or, what amount to the same thing, of completely denying intellectual intuition.
The root of this error, as of a great many other modern errors - and the cause of the entire deviation of science that we have just described - is what may be called 'individualism', an attitude indistinguishable from the anti-traditional attitude itself and whose many manifestations in all domains constitute one of the most important factors in the confusion of our time; we shall therefore now study this individualism more closely.
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excerpts from The Crisis of the Modern World by René Guenon
Chapter 4: Sacred and profane science
pretending to take a picture of Kitty just to get the guy
and no, I did not get a model release from him :)
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.
View from the top platform of the Elevador de Santa Justa (in English: "Santa Justa Lift"), with Lisbon’s Castle, the Castelo de São Jorge, in the distance, Lisbon, Portugal
Some background information:
The Elevador de Santa Justa, also called Elevador do Carmo, is an elevator in the civil parish of Santa Maria Maior in the historic center of Lisbon. Situated at the end of Rua de Santa Justa, it connects the lower streets of the Baixa with the higher Carmo Square. Since its construction the lift has become a tourist attraction for Lisbon as, among the urban lifts in the city, Santa Justa is the only remaining vertical one. Others, including Elevador da Glória and Elevador da Bica, are actually funicular railways, and the second lift of the same style, constructed around the same time, the Elevator de São Julião, has since been demolished.
In 1874, the civil and military engineer Roberto Arménio presented a project to the Lisbon municipal council In order to facilitate the movement between the city of Lisbon’s lower and upper town. Based on the plans of the engineer Raoul Mesnier de Ponsard, the distinctive cast iron structure was completed in 1902. Originally, the cabins were powered by a steam engine, but the steam engine was replaced by electric motors in 1907.
The structure consists of a base with access to the lower-lying district of Baixa, a metal tower housing the elevator cabins, and a 25-meter-long metal walkway providing access to the Chiado district. The height difference between the two levels is 45 meters. On the top floor, there is an observation deck offering spectacular views over the city, including Baixa, Chiado, and Lisbon’s Castle, the Castelo de São Jorge. Inside the tower, there are two cabins, decorated with original wood paneling, glass panes, mirrors, and brass fittings, each accommodating 24 people.
With an estimated population of almost 568,000 within its administrative limits and 2,961,177 within its metropolitan area, Lisbon is the capital and largest city of Portugal. It is mainland Europe's westernmost capital city and the only one along the Atlantic coast. Situated on the northern shore of the Tejo river near its estuary, Lisbon’s port can be called at by ships of any size.
Lisbon is one of the oldest cities in the world and the second-oldest European capital city (after Athens). Although the first fortifications on Lisbon's castle hill are known to be no older than the 2nd century BC, recent archaeological finds have shown that Iron Age people already occupied the site from the 8th to 6th centuries BC. The Phoenicians and later the Carthaginians, are said to have called the place Alis Ubbo and used it as the only major natural harbor on the Iberian Atlantic coast. There are also evidences that Lisbon once was a Greek city, but its Greek name is unknown.
Under Roman rule, starting around 205 BC, the city was initially called Olisipo. In 48 BC, the town was granted Roman municipal rights and subsequently became known as Colonia Felicitas Iulia, growing into a larger town in the province of Lusitania. From 409 AD, barbarian tribes advanced onto the Iberian Peninsula from Gaul. During the late antique migration period, Alans, Suebi, Vandals, and Visigoths tried to occupy Lisbon.
In 719, Lisbon was conquered by Muslim Moors and later became part of the Emirate of Córdoba. The city, now known as al-Ushbuna, experienced its first major boom. During the Caliphate of Córdoba, the city was one of the most important ports, while Christian Galicians and Leonese repeatedly attempted to seize it. In 844, Vikings ravaged Lisbon and its surroundings.
In the 11th century, Lisbon was part of the Moorish Emirate of the Aftasids from Badajoz. Starting in 1093, Count Raymond of Armous, a younger son of Duke William I of Burgundy, was given rule over Galicia by King Alfonso VI of León. From there, he launched campaigns against the Moors in the south, temporarily managing to occupy Lisbon.
At the beginning of the 11th century, the south of the Iberian Peninsula was still under Moorish control. But in 1147, in the course of the so-called Reconquista, the Siege of Lisbon led to the city's final capture by the Portuguese under Alfonso I. In 1255, Lisbon became the capital city of the new Portuguese territory and in 1290, the first Portuguese university was founded in the town. During the last centuries of the Middle Ages, Lisbon expanded substantially and became an important trading post with both Northern European and Mediterranean cities.
When the Spaniards had expelled the Jews from Spanish territory, many of them fled to Lisbon. But even in Portugal they either had to convert to Christianity or leave. In 1506, an anti-semitic movement among the Old Christians of Lisbon culminated in a massacre lasting four days in which some 1,000 to 4,000 New Christian residents, converted descendants of Sephardic Jews, are estimated to have been killed.
Most of the Portuguese expeditions of the Age of Discovery set out from Lisbon during the period from the end of the 15th century to the beginning of the 17th century, including Vasco da Gama's expedition to India in 1498. In the 16th century, Lisbon’s golden era began: The city was the European hub of commerce between Africa, India, the Far East and later, Brazil, and acquired great riches by exploiting the trade of spices, slaves, sugar, textiles and other goods. This period also saw the rise of the exuberant Manueline style in architecture, which left its mark in many 16th-century monuments, including the Belém Tower and the Jerónimos Monastery.
The succession crisis of 1580 initiated a sixty-year period of dual monarchy in Portugal and Spain under the Spanish Habsburgs. In 1589, Lisbon was the target of an incursion by the English Armada led by Francis Drake. The Portuguese Restoration War, which began with a coup d'état organised by the nobility and bourgeoisie in Lisbon in 1640 amd ended with the Treaty of Lisbon in 1668, restored Portuguese independence.
In the early 18th century, gold from Brazil allowed King John V to sponsor the building of several Baroque churches and theatres in the city. Prior to the 18th century, Lisbon had experienced several significant earthquakes: eight in the 14th century, five in the 16th century, and three in the 17th century. But the earthquake of 1755 was the most davastating one. It destroyed 85 percent of the city's structures, including the Ribeira Palace and the hospital Real de Todos os Santos. An an estimated 30,000 to 40,000 Lisbon residents of a total population estimated of 200,000 to 275,000 wer killed. And in the coastal areas north of Lisbon even more people were killed by the following tsunami.
This catastrophic event shocked the whole of Europe and left a deep impression on its collective psyche. However, the city was rebuilt quickly and largely according to the plans of prime minister Sebastião José de Carvalho e Melo, the 1st Marquis of Pombal. He decided to demolish what remained after the earthquake and rebuild the city centre in accordance with principles of modern urban design. It was reconstructed in an open rectangular plan with two great squares: the Praça do Rossio and the Praça do Comércio.
In the first years of the 19th century, Portugal was invaded by the troops of Napoléon Bonaparte, forcing Queen Maria I and Prince-Regent John to flee temporarily to Brazil. By the time the new King John VI returned to Lisbon, many of the buildings and properties were pillaged, sacked or destroyed by the invaders. The development of industry and commerce determined the growth of the city and Lisbon grew farther from the Tejo river.
In 1911, Lisbon refounded its university after centuries of inactivity. In the 20th century, the city was also the site of three revolutions. The first ond of 1910 brought an end to the Portuguese monarchy and established the highly unstable and corrupt Portuguese First Republic. The second one of 1926 ended the first republic and firmly established the Portuguese Second Republic. And the third revolution of 1974, the so-called Carnation Revolution, put an end to the right-wing regime and reformed the country to what it is still today, the Portuguese Third Republic.
Modern Lisbon is the political centre of the country and hosts the government, the National Assembly, the Supreme Court of Justice and the Armed Forces. It is also the residence of the head of state and the centre of Portuguese diplomacy, with ambassadors from 86 countries residing in the city, as well as representations from Taiwan and Palestine. About 2.96 million people, who live in the Lisbon metropolitan area (representing almost 28 % of the Portugal's population), make Lisbon the third largest metropolitan area in the Iberian Peninsula after Madrid and Barcelona.
Exploitant : Transdev TVO
Réseau : R'Bus (Argenteuil)
Ligne : 1
Lieu : Gare de Sartrouville (Sartrouville, F-78)
Lien TC Infos : tc-infos.fr/id/27679
Exploitant : Cars Hourtoule
Réseau : SQY Terre d'Innovations
Ligne : 9
Lieu : Gare de Plaisir – Grignon (Plaisir, F-78)
Lien TC Infos : tc-infos.fr/id/35058
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.
Véhicule : IRISBUS IVECO Citelis 18 GNV
Identification : 2615 (BC-378-WN)
Exploitant : Keolis Bordeaux Métropole
Dépôt : Centre d'Exploitation du Lac (CEL)
Réseau : TBM (Bordeaux Métropole)
Ligne : 18 NAVETTE STADE EURO 2016
Voiture : 1806
Destination : Mise en Ligne
À l'occasion de l'UEFA EURO 2016 (coupe d'Europe de football), une ligne spéciale a été créée pour délester le Tram C de l'afflux de supporters, malgré les renforts mis en place. Cette "Navette Stade" porte le numéro 18, et fait la liaison entre le Parc des Expositions (et Nouveau Stade) et la station Tram B "La Cité du Vin" (anciennement "Bassins à Flot"), pour une correspondance depuis/vers le Centre-Ville. Cette Navette est mise en place avant et après le match, pour répartir les mouvements sur 2 axes. Pour l'occasion, un large périmètre avait été bloqué à la circulation autour du Stade Matmut Atlantique pour faciliter la circulation des supporters et des bus, et un arrêt spécial a été aménagé parallèlement à la station de Tram. Une zone de stationnement était mise en place pendant le match pour les bus assurant la Navette sur les "Rue du Vergne" et "Avenue de la Jallère". Cette Navette a été pérennisée au sein de l'offre TBM pour les événements au Stade Matmut Atlantique.
02/07/2016 21:16
Rue du Vergne ; F-33 BORDEAUX
"Copyright © – Jean-marie Boyer
The reproduction, publication, modification, transmission or exploitation of any work contained herein for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved."
Pallaqueras, female gold miners, search for gold on a load of waste rock from the gold mines in La Rinconada, Peru, 4 August 2012. During the last decade, the rising price of the gold has attracted thousands of people to La Rinconada in the Peruvian Andes. At 5300 metres above sea level, nearly 50.000 people work in the gold mines and live in the nearby colonies without running water, sewage system or heating service. Although the work in the mines is very dangerous (falling rocks, poisonous gases and a shifting glacier), the majority of miners have no contract and operate under the cachorreo system - working 30 days without payment and taking the gold they supposedly find the 31st day as the only salary. In spite of a demaged environment, caused by mercury contamination from the mining and the lack of garbage disposal, people continue to flock to the region hoping to find their fortune. © Jan Sochor Photography
General Dynamics F-16 AM - Force aérienne belge - Solo Display "Dark Vador" - Meeting de l'air de la BA 105 d'Evreux (EURE)
Website : www.fluidr.com/photos/pat21
www.flickriver.com/photos/pat21/sets/
"Copyright © – Patrick Bouchenard
The reproduction, publication, modification, transmission or exploitation of any work contained here in for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved."
Exploitant : SETRAM
Réseau : SETRAM
Ligne : 11
Lieu : Chêne Vert (Le Mans, F-72)
Lien TC Infos : tc-infos.fr/id/5646
L'exploitation de sept filons d'ardoises pendant trois siècles a formé des falaises abruptes parallèles de roches inexploitables (à trop forte teneur en quartz) de 50 à 150 mètres de profondeur.
D'une qualité remarquable avec seulement 2 % de porosité, ces ardoises de Corrèze ont notamment été choisies pour la rénovation de l'abbaye du Mont-Saint-Michel.
A set of stamps issued by the Isle of Man Post Office in 1974 with beautiful artwork by the Manx artist John Hobson Nicholson.
3p; The 1935 Senior TT is regarded by many to be one of the greatest seniors in TT history. Competitors had to put up with lack of gas, electricity and public transport due to the general strike. In addition George Formby was on the island making the most of his cinematic success ‘No Limits’ portraying the exploits of George Shuttleworth and his home made Shuttleworth Snap.
Stanley Woods riding a Moto Guzzi had taken half a minute off the Senior lap record in practice and looked good for the race win. The 1935 Senior became the first to be postponed to the Saturday due to the weather and when it finally got started Woods found himself starting at number 30, fifteen minutes behind his rival Jimmy Guthrie. Norton mounted Guthrie held the upper hand early on but Woods employed a ‘dummy pit stop’ at the end of lap six to out fox Guthrie’s works Norton team. As a result of Woods starting position, Guthrie was declared the winner by the press who had to reverse their decision when it emerged that Woods had won by 4 seconds and had smashed the lap record by 4 mph to make a new record of 86.53mph.
31/2p; Norton mounted Freddy Frith’s first Senior TT win partly resulted from his teammate Jimmy Guthrie’s breakdown at the Cutting on lap five although Frith had to complete the first ever 90mph lap to beat Stanley Woods. It was to be Guthrie’s last ever TT race as he was tragically killed two months later while leading the German Grand Prix at the Sachsenring circuit. Scotsman Guthrie was commemorated by a memorial on the TT course at the Cutting which is now known as Guthrie’s memorial.
8p: The 1961 sidecar race was won by Max Deubel and passenger Emil Horner on a BMW with a fastest lap of 87.97mph. BMW would take all three podium places but the race was marred by the death of passenger Marie Lambert who was killed at Creg-ny-Baa, tragically her husband Claude was the driver.
10p: Although not part of the official Honda squad, Mike Hailwood was to ride for the Japanese factory in both the 125cc and 250cc races. Hailwood broke the 125 cc lap record from a standing start and held on to win from Luigi Taveri to secure his first TT win, it was also Honda’s first win on the island. Hailwood went on to win the lightweight 250cc race for Honda and record a hat-trick of wins when he won the Senior TT on a Norton. Hailwood’s win in the Senior TT made history, he became the first ever rider to win three TTs in a week. This feat became more achievable in later race programmes when more races were added, Hailwood won three out of the four races he competed in and repeated the hat-trick in 1967 ( the TT hat-trick would be repeated by the great Joey Dunlop 24 years later in 1985). In addition, Hailwood was the first man to win a TT on a single-cylinder machine (Norton) at an average of over 100mph.
Inscription on postcard translates to something like "Solemnity [near] monument to Nevelskoy" written in pre-Revolution orthograthy. Gennady Ivanovich Nevelskoy was russian admiral and explorer of Far East. (This information was provided by flickr member Hans KC)
Unveiled in 1897, the monument to Nevelskoy became the first monument in Vladivostok. The cornerstone was laid in 1891 by Cesarevich Nikolai who was to be the last imperial ruler of Russia. The townspeople had been donating since 1889 when the idea of commemorating the memory of G. Nevelskoy was first put into words. Admiral Nevelskoy (1813-1876), Russian explorer of the Far East proved that Sakhalin was an island--not a peninsula as it had been thought of before--and that the Amur was navigable in all its parts--the mouth of the Amur had been believed to be lost in quick sands. Nevelskoy also founded Nikolayevsk-on-Amur in 1850.
Simple in form and modest in embellishment, the Nevelskoy Monument began to symbolize the collective exploration exploits and pioneering spirit of sailors, soldiers, cossacks and first explorers. Designed by the navy engineer A.Antipov, the monument consists of twelve gray granite slabs topped with the globe circled along the diameter and crowned with a two-headed eagle, a symbol of Russian csars' autocracy. In the niche facing the Golden Horn Inlet stands the Nevelskoy bust perfectly executed by a renouned Russian sculptor R.Bach (1859 - 1933). Inconspicuous presence of Nevelskoy highlights the expressiveness of the whole. In the rest three niches there are the bronze plaques bearing the names of Nevelskoy's collaborators who participated in 1849 - 1853 expeditions.
The story of the Nevelskoy Monument is typical of post-revolutionary Russia: in 1923 the five-pointed star came to replace the two-headed eagle, the remains of revolutionaries were reburied in front of the monument. Since then the small public garden surrounding it has been named the Victims of the Revolution Public Garden. In 1958 two years before the centenary of Vladivostok, N.Kukel'-Krayevsky, the grandson of Nevelskoy, addressed the local government to restore the monument. By 1960 the Nevelskoy Monument had been restored.
Vladivostok literally 'ruler of the east' is a city and the administrative centre of the Far Eastern Federal District and Primorsky Krai, Russia, located around the Golden Horn Bay, not far from Russia's borders with China and North Korea. The population of the city as of 2018 was 604,901, up from 592,034 recorded in the 2010 Russian census. Harbin in China is about 515 kilometres (320 mi) away, while Sapporo in Japan is about 775 kilometres (482 mi) east across the Sea of Japan. The city is the home port of the Russian Pacific Fleet and is the largest Russian port on the Pacific coast.
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
Véhicule : IRISBUS IVECO Citelis 18 GNV
Identification : 2601 (BC-416-WN)
Exploitant : Keolis Bordeaux Métropole
Véhicule : IRISBUS IVECO Citelis 18 GNV
Identification : 2667 (n.c.)
Exploitant : Keolis Bordeaux Métropole
Véhicule : IRISBUS IVECO Citelis 18 GNV
Identification : 2666 (n.c.)
Exploitant : Keolis Bordeaux Métropole
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
Véhicule : IRISBUS IVECO Citelis 18 GNV
Identification : 2683 (BN-777-LS)
Exploitant : Keolis Bordeaux Métropole
Dépôt : Centre d'Exploitation du Lac (CEL)
Réseau : TBM (Bordeaux Métropole)
Ligne : 160 NAVETTE RELAIS TRAM B
Voiture : 16014
Destination : BORDEAUX Musée d'Aquitaine
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.
06/08/2020 12:53
Rue Blanqui ; F-33 BORDEAUX
Cotton
Loan from the Gary Westford Collection, L2024.12.30
Designers exploited bright colors and intricate patterns to
signal their creativity and defiance of the staid sartorial norms of the previous generation. Starburst and vortex patterns were particularly popular, perhaps because they mimic the effects of the light shows that accompanied rock concerts
and suggest a prismatic (and drug-fueled?) view into a new world.
-------------------------------------------------------------------------------------------
Portland Art Museum
Psychedelic Rock Posters and Fashion of the 1960s
Overview
Psychedelic Rock Posters and Fashion of the 1960s reveals the passion and creativity of the era through the iconic rock posters of San Francisco and beyond. The Haight-Ashbury neighborhood of San Francisco was an incubator for ideas, expression, social thought, and, above all, music. Young people from across the nation gathered there to explore alternative ways of living and to challenge contemporary paradigms. At the heart of it all was the psychedelic experience, or an altered state of consciousness.
To capture the heady experience of life and music at this time, poster artists invented a graphic language to communicate the excitement of rock concerts, which featured liquid light shows and film projections. They drew on disparate historical precedents such as Art Nouveau, Wild West posters, and Victorian engraving and combined them with vibrating color, inventive lettering, and witty and provocative design. The exhibition brings together more than 200 rock posters, including work by the “big five” designers of the day—Rick Griffin, Alton Kelley, Victor Moscoso, Stanley Mouse, and Wes Wilson—as well as other superb talents, such as Bonnie MacLean and Bob “Raphael” Schnepf.
Fashion both reflected and influenced the psychedelic look of the posters. The exhibition showcases approximately 20 eclectic vintage styles ranging from embroidered denim and hippy fringe to crochet and velvet.
Psychedelic Rock Posters and Fashion of the 1960s draws from the collection of the Portland Art Museum, most of which comes from a major donation from Gary Westford, who serves as a consultant on the project. Key loans round out the visual story of the psychedelic era.
The exhibition is curated by Mary Weaver Chapin, Ph.D., Curator of Prints and Drawings. Supported in part by Exhibition Series Sponsors.
Exploitant : STIVO
Réseau : STIVO
Ligne : 34
Lieu : La Marnière (Vauréal, F-95)
Lien TC Infos : tc-infos.fr/vehicule/8781
Russ Meyer Box Set
Fullmedia, Japan, 2004
Russ Meyer's Mondo Box (Full Screen) -- REGION 2
- The Immoral Mr. Teas (1959)
- Cherry, Harry & Raquel! (1970)
- Lorna (1964)
- Common Law Cabin (Conjugal Cabin) (1967)
- Mondo Topless (1966)
+ Bonus Disc
Hi everyone todays painting is (The Exploited Worker) there is so much that can be said about this evil practice that I will just say this way of living for many must come to a end,or will people continue to turn a blind eye all in the name of many times for profit? take care steve.
Exploitant : RATP
Réseau : RATP
Ligne : 528
Lieu : Porte de Clichy (Paris 17ème, F-75)
Lien TC Infos :https://tc-infos.fr/id/32302
Picasso painting sells in New York for $179.4 million
There are some freaking rich guys in this world that really don't know what to do with their money... the artists won't even benefit of this because they are dead and gone... so what's the point? Things like that really annoy me and my dad that love Art, but this is Art exploitation, we talked about it earlier and some people said that this is sole my and his opinion, as if it's cool to do!?
beebea9.blog.ca/2015/05/12/this-is-art-exploitation-20344...
A depleted and fully exploited Colorado river, now threatened by another diversion and storage scheme.
Le miellat des pucerons est prélevé par les fourmis dites éleveuses. Ces dernières caressent avec leurs antennes les pucerons qui libèrent le miellat récolté alors par les fourmis.
Les fourmis profitent donc d'une ressource de nourriture sucrée et abondante et le puceron d'une protection contre les prédateurs et contre les champignons qui se développeraient (fumagine) si le miellat tombait simplement sur les feuilles.
[Wikipédia]
For the last year many wonderful people on flickr have been having their photos of their children taken and used without permission on www.orkut.com
Litterally thousands of images of children are being used to set up fake profiles on this google run website. The profiles may be fake but the children whose images they steal are not..
They believe that a little green symbol and the words "this photo is public" means its free for anyone to use how they want and have no consideration for the property and lives of the people whose images they steal.
Google is doing little to nothing about this blatant theft and the exploitation of these innocent children..its time to make a stand!
Setting up a profile on Orkut takes only a minute or 2....sign up and continue the fight...report this to google..speak to your local media..call the radio station..blog about it..tell your friends about it..let google know we wont stand for this any longer.
Visit the original post here: www.flickr.com/photos/sarahsmile1/1436257706/in/photostream/
fave these images..leave us notes and let us know your supporting this effort!!
Dont forget to fave...add a note or leave a comment to let us know you support this effort,
There is also a petition you can find on Sarah's stream to sign
Ville: Menton
Réseau: Zest
Exploitant: Keolis Menton Riviera
Numéro de parc: 149046
Ligne: 2 Marché- Suillet
Exploiting our natural tendency to interpret bilateral symmetry as a life form. Image by reflection, inversion, and texturing of Durian peel, taking advantage of the extreme texture of this the skin of this much maligned tropical fruit. I find the smell of ripe Durian on the bus to be offensive, but the same smell from my fridge is wonderful. The difference is one of ownership. The Durian in the fridge is my Durian. That's different.
❝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: