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Famously described as ‘the happiest show in town’, Chester Operatic Society celebrates 100 years of musical theatre with a treat for musical fans of all ages.
Bill Snibson, a Lambeth costermonger, is revealed to be the new Earl of Hareford and his newly discovered aristocratic relations are horrified. Bringing him to Hareford Hall, they attempt to educate Bill into the ways of the gentry and to separate him from his cockney girlfriend Sally. The result? Chaos of the most comical kind!
With a host of hilarious characters, witty one-liners and several toe-tapping, uplifting songs (including the famous Lambeth Walk, The Sun Has Got His Hat On and Leaning on a Lamp Post) Me and My Girl is a sublime and sunny treat for all fans of musical comedy!
For more info see:
The show runs from Weds 8th to Sat 11th June 2022 at Storyhouse, Chester. For tickets see:
www.storyhouse.com/event/me-and-my-girl
#ChesterCulture
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Operated by Wilmington, Ohio based, Air Transport International. Arriving as "Air Transport 804 Heavy" from Seattle.
Operated by Billings Flying Service.
Catalina Refueling Base for Burro Fire support.
Catalina, AZ.
7-6-17.
Photo by: Ned Harris
The San Francisco cable car system is the world's last manually operated cable car system and an icon of the city of San Francisco. The system forms part of the intermodal urban transport network operated by the San Francisco Municipal Railway, which also includes the separate E Embarcadero and F Market & Wharves heritage streetcar lines, and the Muni Metro modern light rail system. Of the 23 cable car lines established between 1873 and 1890, only three remain (one of which combines parts of two earlier lines): two routes from downtown near Union Square to Fisherman's Wharf, and a third route along California Street. While the cable cars are used to a certain extent by commuters, the vast majority of the millions of passengers who use the system every year are tourists, and as a result, the wait to get on can often reach two hours or more. They are among the most significant tourist attractions in the city, along with Alcatraz Island, the Golden Gate Bridge, and Fisherman's Wharf. San Francisco's cable cars are listed on the National Register of Historic Places and are designated as a National Historic Landmark.
In 1869, Andrew Smith Hallidie had the idea for a cable car system in San Francisco, reportedly after witnessing an accident in which a streetcar drawn by horses over wet cobblestones slid backwards, killing the horses. Hallidie solicited financial support in 1871 and 1872, and his primary backers were Henry L. Davis, Joseph Britton, and James Moffit.
The first successful cable-operated street running train was the Clay Street Hill Railroad, which had its inaugural run on August 2, 1873. The promoter of the line was Hallidie, and the engineer was William Eppelsheimer; both Hallidie and Eppelsheimer obtained several patents for their work on the Clay Street line. The line involved the use of grip cars, which carried the grip that engaged with the cable, towing trailer cars; the design was the first to use grips. The term "grip" became synonymous with the operator.
The line started regular service on September 1, 1873, and its success led it to become the template for other cable car transit systems. It was a financial success, and Hallidie's patents were enforced on other cable car promoters, making him wealthy.
Accounts differ as to the precise degree of Hallidie's involvement in the inception of the line, and to the exact date on which it first ran. According to the franchise granted by the city, operations were required to begin by August 1, 1873. Retrospective published in 1895 stated that a single car was run over the line at 4 AM on the morning of August 1 with few witnesses to ensure the franchise would not expire. Eppelsheimer would later bring a suit against Hallidie and the Clay Street Hill RR in June 1877 over patents, but dismissed it voluntarily the following March.
The next cable car line to open was the Sutter Street Railway, which converted from horse operation in January 1877. This line introduced the side grip, and lever operation, both designed by Henry Casebolt and his assistant Asa Hovey, and patented by Casebolt. This idea came about because Casebolt did not want to pay Hallidie royalties of $50,000 a year for the use of his patent. The side grip allowed cable cars to cross at intersections.
In 1878, Leland Stanford opened his California Street Cable Railroad (Cal Cable). This company's first line was on California Street, and is the oldest cable car line still in operation. In 1880, the Geary Street, Park & Ocean Railway began operation. The Presidio and Ferries Railway followed two years later, and was the first cable company to include curves on its routes. The curves were "let-go" curves, in which the car drops the cable and coasts around the curve on its own momentum.
In 1883, the Market Street Cable Railway opened its first line. This company was controlled by the Southern Pacific Railroad and would grow to become San Francisco's largest cable car operator. At its peak, it operated five lines, all of which converged on Market Street to a common terminus at the Ferry Building. During rush hours, cars left that terminus every 15 seconds.
In 1888, the Ferries and Cliff House Railway opened its initial two-line system. The Powell–Mason line is still operated on the same route today; their other route was the Powell–Washington–Jackson line, stretches of which are used by today's Powell–Hyde line. The Ferries & Cliff House Railway was also responsible for the building of a car barn and powerhouse at Washington and Mason, and this site is still in use today. In the same year, it also purchased the original Clay Street Hill Railway, which it incorporated into a new Sacramento–Clay line in 1892.
In 1889, the Omnibus Railroad and Cable Company became the last new cable car operator in San Francisco. The following year the California Street Cable Railroad opened two new lines, these being the last entirely new cable car lines built in the city. One of them was the O'Farrell–Jones–Hyde line, the Hyde section of which still remains in operation as part of the current Powell–Hyde line.
In all, twenty-three lines were established between 1873 and 1890.
Originally, the cables were powered by stationary steam engines. For the initial three cables, the Ferries & Cliff House Railway constructed a three-story structure to house two 450-horsepower coal-burning steam engines. The building was complete with a 185-foot-tall smokestack to vent away the heavy black smoke created by the Welsh anthracite coal that the company burned. Expansion of service required two additional 500-horsepower coal-fired steam engines in 1890, and the number and type of engines continued to vary over time. Coal consumption in 1893 was about 10 tons per day. The system was converted to oil in 1901, and the lessened amount of smoke allowed the smokestack to be shortened to 60’; this shortened smokestack still exists at Washington-Mason today.
Electric energy was introduced in 1912, when a 600-horsepower General Electric motor came on-line. By 1926, all steam operation of the cable ended when a second complete electrical drive was installed, a 750-horsepower General Electric product. With reduction in the number of cable car lines, the single 750-horsepower electric motor took over the job of running all of the lines. The problem with that configuration was that if one cable car on one line broke down, all lines had to be stopped. After the 1984 reconstruction, each of the four cables for the three lines (California, Hyde, Mason and Powell) is separately powered by its own 510-hp electric motor.
The first electric streetcars in San Francisco began operation in 1892 under the auspices of the San Francisco and San Mateo Electric Railway.
By the beginning of 1906 many of San Francisco's remaining cable cars were under the control of the United Railroads of San Francisco (URR), although Cal Cable and the Geary Street Company remained independent. URR was pressing to convert many of its cable lines to overhead electric traction, but this was met with resistance from opponents who objected to what they saw as ugly overhead lines on the major thoroughfares of the city center.
Those objections disappeared after the 1906 San Francisco earthquake. The quake and resulting fire destroyed the power houses and car barns of both the Cal Cable and the URR's Powell Street lines, together with the 117 cable cars stored within them. The subsequent race to rebuild the city allowed the URR to replace most of its cable car lines with electric streetcar lines. By 1912, only eight cable car lines remained, all with steep grades impassable to electric streetcars. In the 1920s and 1930s, these remaining lines came under pressure from the much improved motor buses of the era, which could now climb steeper hills than the electric streetcar. By 1944, five of those cable car lines had survived: the two Powell Street lines – by then under municipal ownership, as part of Muni – and the three lines owned by the still-independent Cal Cable.
In 1947, Mayor Roger Lapham proposed the closure of the two municipally owned lines. In response, a joint meeting of 27 women's civic groups, led by Friedel Klussmann, formed the Citizens' Committee to Save the Cable Cars. In a famous battle of wills, the citizens' committee eventually forced a referendum on an amendment to the city charter, compelling the city to continue operating the Powell Street lines. This passed overwhelmingly, by 166,989 votes to 51,457. Klussman led another campaign in 1948 to have the city acquire Cal Cable, but the referendum fell short of the required 2⁄3 majority, with 58% in favor of acquisition; a second referendum in 1949, requiring a simple majority, passed and the city began negotiations with Cal Cable.
In August 1951, the three Cal Cable lines were shut down when the company was unable to afford insurance. The city purchased and reopened the lines in January 1952, but another referendum that would have funded maintenance for the California Street tracks and the powerhouse and car barn at Hyde and California failed in November 1953. The amendment to the city charter did not protect the newly acquired Cal Cable lines, and the city proceeded with plans to replace them with buses; in addition, businesses in Union Square and downtown began advancing plans to convert O'Farrell to automobile traffic, which would remove service through the Tenderloin district via the inner section of the O'Farrell Jones & Hyde line. The result was a compromise that formed the current system: a protected system made up of the California Street line from Cal Cable, the Powell–Mason line already in municipal ownership, and a third hybrid line formed by grafting the Hyde Street section of Cal Cable's O'Farrell-Jones-Hyde line onto a truncated Powell–Washington–Jackson line, now known as the Powell–Hyde line.
This solution required some rebuilding to convert the Hyde Street trackage and terminus to operation by the single-ended cars of the Powell line, and also to allow the whole system to be operated from a single car barn and power house. Much of the infrastructure remained unchanged from the time of the earthquake.
By 1979, the cable car system had become unsafe; it needed to be closed for seven months for urgently-needed repairs. A subsequent engineering evaluation concluded that it needed comprehensive rebuilding at a cost of $60 million. Mayor Dianne Feinstein, who took charge of the effort, helped win federal funding for the bulk of the rebuilding job. In 1982 the cable car system was closed again for a complete rebuild. This involved the complete replacement of 69 city blocks' worth of tracks and cable channels, the complete rebuilding of the car barn and powerhouse within the original outer brick walls, new propulsion equipment, and the repair or rebuild of 37 cable cars. The system reopened on June 21, 1984, in time to benefit from the publicity that accompanied San Francisco's hosting of that year's Democratic National Convention.
Since 1984, Muni has continued to upgrade the system. Work has included rebuilding of another historical car, the building of nine brand new replacement cars, the building of a new terminal and turntable at the Hyde and Beach terminus, and a new turntable at the Powell and Market terminus.
Between 2017 and 2019, the system received a second, but less extensive rebuild. Over the two year project, Muni rehabilitated the cable car system's gearboxes, which had been in service since the last rebuild in 1984.
The system was shut down in March 2020 to protect operators during the COVID-19 pandemic, as cable cars do not offer a compartment separating them from passengers (unlike Muni buses, which kept running). Limited service on all three lines resumed on August 2, 2021. Full revenue service began on September 4. On September 9, a valve failure caused the fire suppression system in the carbarn to activate, shutting down electric power to the powerhouse. Service resumed on September 18.
The cable cars are an iconic part of San Francisco and are protected National Historic Landmarks, but they are not without their critics. Most complaints center around the high cost of operating a system that mostly serves tourists, and the large number of accidents involving the cable cars.
The cable car lines serve around seven million passengers per year, but the vast majority are tourists, rather than commuters. The area where the cable cars operate is well-served by a large number of buses and trolleybuses that often give residents better options for their trips. Also, during busy times, the wait to board a cable car can often reach two hours or more.
While Muni does allow monthly passholders to ride the cable cars at no additional charge, single ride fares are more than triple the fares charged on other Muni routes. The high fares led the San Francisco Chronicle to describe the cable cars in 2017 as a "cash cow" for Muni, yielding a yearly revenue of around $30 million. Still, according to Mission Local, the cable car system had a $46 million operating deficit in 2019. In 2006, then-Mayor Gavin Newsom reported that he had observed several conductors pocketing cash fares from riders without receipt. The following year, the San Francisco auditor's office reported that the city was not receiving the expected revenue from cable cars, with an estimated 40% of cable car riders riding for free. Muni's management disputed this figure and pointed out that safe operation, rather than revenue collection, is the primary duty of conductors. In 2017, after an audit showing that some conductors were "consistently turn[ing] in low amounts of cash", as well as a sting operation, one conductor was arrested on charges of felony embezzlement.
Among U.S. mass transportation systems the cable cars have the most accidents per year and per vehicle mile, with 126 accidents and 151 injuries reported in the 10 years ending 2013. In the three years ending 2013 the city paid some $8 million to settle four dozen cable car accident claims.
I shot scenes illuminated by light streaming inside the old D&RGW Moffat housing earlier and then switched to this Moffat windows series. I originally left the work boot in a window in the house across the gap but found it again in this house. Here I again decided to test the range of the sensor by shooting the deteriorating house across the gap. Nice siding... but not at McIntosh Ag Museum.
Here, early sun is streaming in the windows, sans glass where I shot my previous window. There is not so much streaming in here. Those Venetian blinds look no better from the outside; they are so darn hard to clean! Rooms with entirely open windows are filled with light. This window has no treatment at all, stylish, otherwise or even glass.
Looks like tough maintenance to me! What did that paint ad say about its lasting ability again? Looks like a perfect window view when there is no glass at all. This is in my new, unedited Moffat directory and I thought that this shot could rate the Weathered Windows and Weathered Wood groups. It covers both subjects. For now we are back here at the Moffat Tunnel's East Portal housing.
3813 currently operates the following on school days only:
7;35am and 8:05am route 38 departures
8:33 and 8:53 shot route 51 to IW College
13:55 route 6 to Godshill
15:20 route 52 to Cowes
Plus rare duties on the 38 all day!
SV open topper 1403 returned to service for the first time on 15th April since 2019
So far there are 7 buses that have been repainted from Vectis Blue livery to SV green - 6 are Enviro 400's and 3813 as seen above
Here's a shot of 1524 in its new livery: www.flickr.com/photos/191035132@N03/51075318198/in/datepo...
Autumn is outside the window in this shot from housing at the Moffat Tunnel. I included the colors outside the window for this shot. When it gets difficult to put in a decent day's work, it's time to reboot. Maybe the mountain pack rats got to his boots while he was sleeping. Have you seen the size of the pack rats up here at the divide? A military retinue posted atop Pikes Peak in the past noted the size of the rats that carried pieces of concrete away! Sheesh! I've been walkin' on the railroad; Just to pass the time away. All while waiting for the horn to blow. I love the autumn colors of the grasses and shrubs outside. Winter's on the way, it's time to reglaze!
This is in a company house near the Moffat Tunnel. eDDie and I rifled through some of the old D&RGW housing. I stuck my found boot in several windows. The view from the missing window shouts the season. The work force that operated the station - agents, telegraphers, electricians, curtain operators and other maintenance workers for the East Portal of the Moffat Tunnel had short walks to work and that hardly accounts for the wear on this boot. Maybe they walked all the way to the "Crossroads" and back. This housing is as tenuous as this boot. Boy, I bet these houses were dandy spots to sleep when the D&RGW Mallets were pounding their way up grade! Have you seen the size of the low pressure cylinders on the fronts of those Mallets? This shows the color on our second trip up to the Moffat.
Now available in a book of the Capsules exhibition www.blurb.com/books/959903
Harristown's AX548 is seen operating on a rarish allocation on route 15 on the 29/3/2018. Route 15 is generally SG operated, but the euro duties are usually AV or AX operated and recently Ringsend has been letting out one AX on the route.
Operated by the Blue Angels. After being retired it went to the Detroit Science Museum and then to Chino.
Skyss (operated by Tide Buss AS): the articulated bus number 8617 (Mercedes Benz O530G Citaro II) working a service in the city line 4E.
Operated by Manchester Community Transport on Stockport Metro Shuttle.
Operated when new by First Manchester as 49103 on Manchester Metro Shuttle.
The vehicle is a member of the Lothian Heritage Fleet and was operating on a running day as part of Lothian's centenary celebrations.
The oldest surviving operating theatre in Europe, dating from 1822, now open as a museum; in London, UK
Taken May 2018
It was surprising to see how much an OR aboard a WWII battleship is pretty much like an OR today. I prefer my OR ashore and peace time, though.
Operating on behalf of TUI, British Airways Airbus A320-232 G-GATP (MSN 1804) is pictured here on final to LGW 26L with BY8633 from INN. Saturday 14th December 2019.
Operator | Genesis Transport Service, Inc.
Saulog Transit, Inc.
Fleet Number | 71710
Area of Operation | Provincial Operation
Seating Configuration | 2×2
Seating Capacity | 49+2
Coachbuilder | Santarosa Motor Works, Inc.
Model | SR Daewoo "Cityliner"
Chassis | Daewoo BV115
(PL5UN58JDK******)
Engine | Doosan DE12TiS
Starting 2nd October Cawthornes of Aston, Rotherham are operating former Powells of Rotherham service No 3 to Ravenfield.
An additional vehicle added to the fleet is Ex First Glasgow Volvo B7RLE 69122 SV06 GRK. The vehicle is seen on the first day of the new service, still carrying First Glasgow livery and complete with First Fleetnames
Operated on behalf of Swiss International Airlines by Swiss Global Airlines.
The first Bombardier C Series to enter commercial airline service. First flown with the Bombardier test registration C-FPAI, this aircraft was delivered to Swiss International as HB-JBA in Jun-16 and is operated on their behalf by subsidiary company, Swiss Global Airlines. Current (May-17).
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taken at "Beelitz-Heilstätten", for Informations about this interesting place see de.wikipedia.org/wiki/Beelitz-Heilst%c3%a4tten