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Pathogen: Banana bunchy top virus (BBTV) | Symptoms: Reduce internode distance, chlorotic leaf margins, erect leaf architecture, plant stunting, green J-hooks, mottled petioles and leaf sheaths, Mores code in leaf vines
Banana bunchy top website: www.ctahr.hawaii.edu/banana
Youtube video: "Banana Bunchy Top in Hawaii" youtu.be/N_2fYKP5Usk
More photographs of banana bunchy top disease and vector: www.flickr.com/photos/scotnelson/sets/72157632473185208/
Facing higher gas prices in the early 1970s oil crisis, along with an increasingly competitive airline market, the British government in 1971 decided to merge its two flag carrier airlines: British European Airways (BEA) and British Overseas Airways Corporation (BOAC), along with two other regional airlines, Cambrian Airways and Northeast Airlines. The new company would be known as British Airways. It adopted a livery that mixed BOAC’s distinctive blue cheatline with BEA’s Union Jack tail motif.
British Airways formally came into being in March 1974 as Britain’s sole flag carrier airline. Over the next few years, the new airline would divest itself of its predecessors’ Hawker-Siddeley Tridents and BAC One-Elevens, going to an all-Boeing fleet (to the point that British tabloids insisted that BA stood for “Boeing Always”). The exception to the rule was the Aerospatiale/BAC Concorde, which entered service in 1976 with both British Airways and Air France as the world’s only scheduled supersonic airliner.
British Airways had inherited both BEA’s and BOAC’s huge number of routes and destinations, making it one of the world’s largest airlines by both routes and fleet size. Despite this, British Airways continued to post losses in its first decade of existence, and in Prime Minister Margaret Thatcher’s drive to reduce the size of the British government and its subsidies, British Airways was privatized over the course of the 1980s. This proved to be a wise course, for along with a reorganization and with new management, the airline not only became profitable, but highly successful.
In 1984, British Airways discarded its earlier all-white scheme for a more somber, businesslike gray scheme, reflecting its new private status, though it added the crest of Britain’s royal family to the tail above the subdued Union Jack. It also became far more aggressive in marketing and competition with other British international airlines—namely British Caledonian, Laker, and Virgin Atlantic. British Airways was able to acquire Caledonian in 1988 and Laker had gone bankrupt in 1982; British Airways’ campaign against Richard Branson’s Virgin Atlantic grew so poisonous that Branson successfully sued the airline in 1993, claiming “dirty tricks” against Virgin. Not helping the airline’s image was its acquisition of Dan-Air London in 1992, another popular though unprofitable airline.
Despite its bad press, British Airways continued to post profits and do well in the international market, becoming by 1990 one of the few airlines to fly to every continent in the world. In 1997, British Airways changed its livery back to an all-white scheme (which was becoming popular with other airlines at the time as the “Eurowhite” scheme), but controversially removed the Union Jack flag from the tails in favor of “World Images” motifs, reflecting the wide number of British Airways destinations. This angered the British public and left the airline wide open to Virgin Atlantic, which promptly added Union Jacks to its fleet and branded itself as the true British flag carrier. By 1999, British Airways discarded the World Images for a stylized Union Jack that had been carried by its Concordes.
Competition in a deregulated airline industry, especially from Virgin Atlantic, led British Airways to begin posting losses in 2000, losses accelerated the next year post 9/11. An attempt at a merger with KLM failed the same year, and the airline also faced labor problems. British Airways was forced to sell its low-cost carrier, Go, in 2001 as well. Because of fuel prices and age, the airline also retired the Concorde in 2003. Though British Airways did not risk bankruptcy, it could not maintain its losses for long, and in 2008, British Airways merged with Iberia of Spain. Both airlines would retain their identities, but operate under the umbrella of the joint-owned International Airlines Group.
Today, British Airways remains one of the world’s largest airlines and is Britain’s largest. It owns stock in several companies, and owns outright BA CityFlyer (flying from London’s downtown City Airport), OpenSkies (low-cost flights from Paris to New York), British Airways Limited (low-cost flights from London-City to New York), and British Airways World Cargo. Though it is the world’s largest operator of Boeing 747s, it is no longer “Boeing Always,” and flies a wide variety of both Boeing and Airbus products, including the A380 and 787 Dreamliner.
This particular British Airways 747 shows the "Asia" version of the "World Images" livery that was so controversial in the late 1990s. The tail uses a stylized Chinese ideogram pattern, complete with ink chop. As it was disliked by the British public, the World Images did not remain for long.
This project involves constructing approximately 11 miles of second track along the North Carolina Railroad (NCRR) corridor in Rowan County. A second track will allow trains to pass more frequently, reducing congestion, increasing capacity and reliability, and decreasing travel time between Raleigh and Charlotte. Additionally, the work will involve upgrading some railroad crossings and permanently closing others, extending Kimball Road from Main Street to Chapel Street, and constructing a bridge carrying the North Carolina Railroad tracks over Kimball Road. The project limits extend along U.S. 29 from Airport Road in Salisbury to 18th Street in Kannapolis.
This project is one of three that in total will add approximately 26 miles of new second track along the main line. These projects will provide an uninterrupted double track spanning 92 miles between Greensboro and Charlotte.
This section of the NCRR is part of the busiest railroad corridor in North Carolina. This project is among improvements to the NCRR corridor between Raleigh and Charlotte to increase railroad capacity, efficiency, and safety.
Project contract was awarded in November 2013.
Project is currently under construction.
Constructing 11 miles of second track between Salisbury and Kannapolis.
Extending Kimball Road from Main Street to Chapel Street and constructing a two-track railroad bridge carrying NCRR tracks over Kimball Road.
Upgrading the following railroad crossings:
Webb Road (Salisbury)
E. Church Street (China Grove)
E. Centerview Street (China Grove)
E. Ryder Avenue (Landis)
E. 22nd Street (Kannapolis)
E. 18th Street (Kannapolis)
Permanently closing the following railroad crossings:
Mount Hope Church Road (China Grove)
E. Thom Street (China Gove)
Eudy Road (China Grove)
N. Central Avenue (Landis)
E. Mill Street (Landis)
E. 29th Street (Kannapolis)
Miracle King | Communications Officer Divisions 7 & 9
North Carolina Department of Transportation
1584 Yanceyville Street 375 Silas Creek PKWY
Greensboro, NC 27405 Winston-Salem, NC 27127
336.487.0157 | miracleking@ncdot.gov| @NCDOT_Triad
The Postcard
A postally unused postcard bearing no publisher's name. The image is a glossy real photograph, and the card, which was printed in Great Britain, has a divided back.
It looks as if the height of the four-poster bed has been reduced so that it can fit under the sloping ceiling.
Poundstock
Penfound Manor is near Poundstock, which is a hamlet on the north coast of Cornwall. The hamlet is situated four miles (6.5 km) south of Bude, and is about one mile from the coast.
The population of the parish in the 2001 census was 805, increasing to 925 at the 2011 census.
The manor of Poundstock was recorded in the Domesday Book (1086) when it was held by Jovin from Robert, Count of Mortain.
Penfound Manor
Penfound manor house is built round a large medieval hall whose roof has collar-beams on arched braces. It is the oldest continually inhabited manor house in Britain, and is a private home to this day.
Additions to the hall are a massive chimney-stack in the north wall and a small room with solar above at the southwest corner.
The windows are Tudor, and the entrance porch has a granite doorway with an inscription of 1642. East of this are an inner hall which contains a 17th.-century staircase, and a former dairy, built in Stuart times.
One observer has commented:
“The old house has become as much a part
of the natural landscape as the ancient beeches,
elms and oaks which surround it. Its grey stones
have seen the centuries step by, and the house
has become gracious with time.”
The house dates from various different periods, (Norman, Elizabethan and Stuart), the earliest part being the medieval hall, but the manor itself was actually founded back sometime during the Saxon period.
At one time Penfound Manor belonged to Edith of Wessex, the wife of the Anglo-Saxon King Edward the Confessor and sister of King Harold. After Harold’s defeat at the Battle of Hastings, the manor was given to Robert, Earl of Mortain, the half-brother of William the Conqueror.
The Earl of Mortain was actually one of the largest landowners in Cornwall at the time the Domesday Book was written in 1086; it was recorded that he owned no less than 248 manors including Penfound.
Sabine Baring-Gould wrote in 1898:
“In a dip in the land, at the source of a little
stream, snuggling in the fold of a down,
bedded into foliage, open to the sun, hummed
about by bees, twinkled over by butterflies, lies
this lovely old house.”
Several generations of the Penfound family, who actually took their name from the manor rather than the other way around, lived in the house for roughly 600 years, from the 12th. century until the 18th. century.
Nicholas Penfound was born around 1600, and was the son of Thomas Penfound. It is said that it was Nicholas who enlarged the manor house in the 17th. century, (although this may also have been a relation called Arthur Penfound).
The Civil War
Nicholas is best remembered however for taking part in the Civil War battle at Stratton in Cornwall on the 16th. May 1643. This was also the day he died.
During the early days of the Civil War, Cornwall was under Royalist control, but all that was in jeopardy when in May 1643 a Roundhead army crossed the Tamar and prepared to attack.
The force of 5,400 infantry, 200 horse, 23 cannon and a great mortar was commanded by the Earl of Stamford. The Cornish leaders, Sir Ralph Hopton and Sir Bevil Grenville, were outnumbered, with less than 3000 men with them when they attacked Stamford’s army on a hill near Stratton.
The battle lasted for hours, but eventually the Cornish were victorious. Nicholas Penfound, however, a staunch supporter of the king, was sadly killed in the fighting.
Nicholas’ son Thomas inherited, and legend has it that he planted a Judas Tree in the garden of Penfound manor as a symbol of Thomas Cromwell’s betrayal of King Charles. That tree was still standing 300 years later in 1909 when it was mentioned in a local newspaper article, then sadly in 1930 it was struck by lighting and had to be removed. A sundial now stands in its place in the courtyard.
The Penfounds’ royalist allegiances got them into trouble again in the 18th. century. There are no Penfounds in Penfound Manor today, because in 1759 they had their home and land confiscated by the Crown as a result of their support for the reinstatement of the Stuart line. The last of the Penfound line, Henry Penfound, is said to have died in the local poor house in 1847.
The Manor has plenty of unusual architectural features. These include medieval oak doors and stained glass from the 15th. century as well as granite archways with the initials of generations of the Penfounds carved into the stonework.
The Illustrated London News commented in 1969:
“Wrapped in story from its cobbled entrance
to its crooked chimneys, Penfound wears its
history like a comfortable grey mantle, but not
a history of ‘old, unhappy, far-off things’, of
statesmen, politicians and warriors, Penfound’s
is the quiet, domestic history of Cornish
gentlemen, of a country family adsorbed in the
business of living, washed by the tides of their
times, but rarely swept away by them.”
The Oak Staircase
One of the most striking features is the ancient oak staircase which is reputed to have been made from the timbers of a Spanish galleon wrecked around the time of the Armada (there is no suggestion that it was one of THE armada ships however). The ship was grounded at Widemouth Bay, and the salvaged wood brought to the house and used to build the stairs in c1589.
The age of the staircase is quite obvious from the uneven, crooked treads which apparently creak so loudly that a previous owner referred to them as an excellent burglar alarm!
The Hidden Bottles
Another strange feature can be found in the Great Hall. The room has a huge fireplace, and deep inside the chimney breast there is said to be a shelf with two bottles standing on it.
These bottles, legend has it, are filled with Holy Water from the River Jordan brought back to Cornwall from the crusades by a member of the Penfound family to replace an earlier talisman.
The Eastern Times reported on the 24th. September 1909:
“The bottles were put there in place of a bullock’s
heart which previously rested there and had dried
up after years of duty. That office was to keep off
the influence of the Evil Eye which had been
supposed to trouble the Penfound family.”
It was also said that if the bottles were ever removed, then the chimney would collapse, so, perhaps wisely, it seems that no owner of the house was prepared to take that risk.
The Ghost of Kate Penfound
Kate, the daughter of Arthur Penfound (possibly Nicholas) and his wife Sibilla, was born in about 1621. She is said to have fallen in love with John Trebarfoote of Trebarfoote Manor, the family’s neighbours a few miles away.
The two families had long-standing martial connections and a friendly relationship, but unfortunately a terrible rift developed when it became clear that the Trebarfootes were supporters of Cromwell and the parliamentarians.
Consequently, like some Cornish Romeo and Juliet, Kate and John were forbidden to see one another. The couple decided that they had no alternative but to elope, perhaps to Temple Church, Cornwall’s Gretna Green on Bodmin Moor, so around midnight on the 26th. April around 1640 (the exact date is unclear) Kate climbed out of her bedroom window and lowered herself into the courtyard below.
Tragically the girl’s father had got wind of their plans, and was waiting in the shadows. What happened next is the subject of some confusion and speculation. Some say that in his blind fury Kate’s father shot the young lovers while they stood embracing, killing them both.
Some say that the two men started to fight, and that Kate was fatally wounded trying to come between them, and that both John and Arthur also died as a consequence of the duel.
Whatever happened, since that night Kate’s ghost is said to haunt the manor, and is especially thought to appear each 26th April. Previous owners of the house are said to have heard voices and bangs and crashing sounds in the courtyard, and Kate’s ghostly figure has been seen crossing the Great Hall late at night.
Her face has also been spotted, milky white, peering out of her bedroom window, as she must have done 400 years ago, looking for her love.
In Poundstock church there was reputedly a slate monument to John Trebarfoote, the inscription on it read:
“That of Trebarfoote may be truly said
The love of mankind here lies buried.”
Ownership of Penfound
Penfound had changed hands a few times since it was taken from the Penfound family in the 18th. century. In 1909 it was sold at auction to Mr G. Brendon of Bude who paid just £570.
During the 1950's the then-owners of Penfound Manor, Kenneth and Doris Tucker, opened the house to the public during the summer months. The couple welcomed upwards of 20,000 visitors until Kenneth’s death forced Doris to sell their home. The pair were passionate about the heritage of the building, and delighted in sharing it. Kenneth even produced a small guide to the manor and wrote in it:
“This is not a stately home built and fortified by
some royal tyrant to ensure more rest for his
uneasy head, or flung to some fawning lordling
in exchange for dubious and probably immoral
services rendered.
Penfound was built slowly, gradually, by ordinary
gentry for ordinary gentry to live in and bring up
their families in, and die. This house has witnessed
dark deeds, petty quarrels, family feuds and great
joys. Is there a prefab which has not?”
In the 1970's the National Trust wanted to purchase the house but couldn’t afford it, and it was bought by Colonel Haynes.
It remains a private home to this day, one of the things that actually makes it so unique - if sadly it means that we can’t actually visit.
SFU, SIAT graduate student Mark Nazemi is creating "sound walks" that will be tested with chronic pain sufferers while in medical waiting rooms, as a means of reducing stress and potentially improving communication with practitioners.
Former Anchor Hocking building in Clarksburg, WV. See the attached photo of what it used to look like.
even when it's polka-dotty bananas.
My wonderful sister-in-law found this truly amazing banana bread recipe a few years ago and was sweet enough to share it. It's made using sour cream and is baked in a Bundt pan. In our house, it never lasts more than a day.
For my friends (you know who you are) who need a chunk of this today.
Yay, the banana bread made explore!! LOL!! How hilarious! #490...woot.
Vienna Concert House (2006)
The Wiener Konzerthaus was opened in 1913. It is on the 3rd Viennese district road (Lothringerstraße) at the edge of the Inner City between Schwarzenberg Square and City Park .
Architectural History
Ludwig Baumann planned Olympion Art Show 1908, the main building Concert Hall, detail
1890 for a planned house music festivals should be considered as multi-purpose building to address a broader public than the just 200 meters away traditional Viennese Musikverein. The design by architect Ludwig Baumann for a Olympion contained several concert halls except an ice rink and a Bicycleclub. In addition, an open-air arena should offer 40,000 visitors. The skating rink and its adjacent buildings were realized in 1899 by Baumann plans, the Art Nouveau ensemble but fell in 1960 to a construction of the InterContinental Hotels Group to the victim. The Vienna Ice Skating Club is located on the then reduced by about a third place today. The popular freestyle wrestling at the Haymarket took place here.
Organised by Gustav Klimt and his friends art exhibition Vienna 1908 was held in a temporary exhibition building on the undeveloped site of the later concert hall. The Wiener Konzerthaus was finally built 1911-1913 by the Europe-wide Viennese theater architects Ferdinand Fellner and Hermann Helmer Younger (Office Fellner & Helmer ) in collaboration with Ludwig Baumann.
The theme of the concert hall was:
A facility for the care of fine music, a collection of artistic aspirations, a home for music and a house for Vienna.
On 19 October 1913 the Concert Hall in the presence of Emperor Franz Joseph I with a gala concert of the Vienna Concert Society was opened (now the Vienna Symphony Orchestra ). Richard Strauss composed this be Festive Prelude Op 61. Was combined with this modern work Beethoven's 9th Symphony - the juxtaposition of tradition and modernity should be so much in the first concert of the house.
The disintegration of Austria-Hungary brought tremendous social upheaval and financial crises - and thus flexibility and versatility was also necessary for lack of money. In addition to classical repertoire, there were in the 1920s and 1930s, important world premieres (including Arnold Schoenberg and Erich Wolfgang Korngold ), concerts with jazz and pop songs, speeches from science to spiritualism and poetry readings (including Karl Kraus ). Dance and ballroom events, some large conferences and world championships for boxing and fencing completed the program.
After the annexation of Austria to the German Reich in 1938, the program for impoverished "non- degenerate entertainment operation ", to many artists remained only the emigration.
After 1945, the concert hall also had the secondary task , " prop up " the bruised Austrian self-confidence in a musical way. In addition to the standard repertoire of classical and romantic and the Viennese Waltz , there were still premieres (eg Schoenberg's oratorio The Jacob's Ladder 1961) and international jazz and pop concerts. From May 1946 spaces for recording studios and administration at the German and in Vienna living music producer Gerhard Mendelson were rented, who is considered one of the most important pop producers in Austria in the postwar period.
After several modifications that changed the original Art Nouveau decoration slightly , the house was restored from 1972 to 1975 to the only slightly altered original plans. From 1998 to 2001 the house was renovated by architect Hans Puchhammer and expanded to include a new concert hall (New Hall) .
From 1989 to 2002 the Vienna Kathreintanz also took place in the concert hall .
Building
Saw the concert at the House of Lorraine Street (Lothringerstraße), the Schwarzenbergplatz
The floor plan approximately 70 x 40 meters large concert hall with the main entrance at the Lothringerstraße and other inputs in the Lisztstraße includes Haymarket (Heumarkt) since the opening three concert halls:
Large hall with 1865 seats
Mozart Hall with 704 seats
Schubert Hall with 366 seats
The new hall (with 400 seats) was not established until the general renovation of 1998 to 2002. The new hall was renamed at the start of the 2009/2010 season in Berio-Saal.
On the home front, the right and left of the entrance, is the inscription
Honor your German Masters, then you are storing good spirits.
Here is a quote from the final chorus for the opera Die Meistersinger von Nürnberg by Richard Wagner.
In all rooms the same time can take place, since they do not affect each other acoustically different concerts.
Inside stands in the foyer of the original model created in 1878 by Kaspar von Zumbusch Beethoven Monument, which is situated opposite the Concert Hall at the Beethoven place. At the staircase there is a relief homage to Emperor Franz Joseph (1913 ) by Edmund Hellmer . Furthermore, a bust of Franz Liszt by Max Klinger to mention in 1904.
The complex of the concert hall and the building is part of the K. K Academy of Music and Dramatic Art (now the University of Music and Dramatic Art). Adjoining rooms for academic teaching purposes this part of the building also contains the Academy theater with 521 seats, which is used as a secondary stage of the Burgtheater world premieres among other modern plays.
Great Hall and Organ
The Great Hall has a capacity of 1116 visitors (ground floor) and additional 361 balconies and boxes, and 388 in the gallery. The auditorium is 750 m2 and 170 m2 of the podium. In the 1960s the hall was optimized by Heinrich Keilholz.
The organ was built in 1913 in the Great Hall of the Rieger organ (Rieger-Orgel) (Jägerndorf, Silesia) built. The instrument is located on the end wall of the big room, but has no visible Prospectus. The organ is located behind a grid and is thus hidden from the visitors. The cone-chest-116 instrument has five registers on manual and pedal works and is the largest organ in Austria. The special features of the organ counts, firstly, that the four manual divisions are swellable. In addition, the organ comprises a (swellable ) remote work with separate pedal. Stylistically, the organ is "Alsatian Organ reform " aimed at the so-called ideal of where along the lines of major instruments of Aristide Cavaillé -Coll, the strong voices are divided into two manuals. The tracker action is electro-pneumatic. For the inauguration of the instrument Strauss had the " Festive Prelude " for organ and orchestra composed. In 1982 the instrument was restored.
I Hauptwerk C
Principal 16 '
16 drone '
Principal 8 '
Gedackt 8 '
Flute hollow 8 '
Harmonique Flûte 8 '
Fugara 8 '
Gemshorn 8 '
Dulciana 8 '
Nasatquinte 51/3 '
Octave 4 '
Reed flute 4 '
Viola 4 '
Superoctave 2 '
Noise Quinte II 22 /3 '
Cornet III-V 8 '
Mixture V 22 /3 '
III cymbals 2 '
Trumpet 16 '
Trumpet 8 '
Clarino 4 '
Manual II ( swellable ) C-
Viola 16 '
Quintatön 16 '
Principal 8 '
Bourdon 8 '
Flauto Traverso 8 '
Clara Bella 8 '
Viola da Gamba 8 '
Salicional 8 '
Unda Maris 8 '
Octave 4 '
Octaviante Flûte 4 '
Gemshorn 4 '
Quintatön 4 '
Waldflöte 2 '
Sesquialtera II 22 /3 '
Progress . harm. III - V 22 /3 '
Mixture IV 22/3 '
8 'Clarinet
Krummhorn 8 '
Glockenspiel
tremulant
III . Manual ( swellable ) C-
Lovely - Gedackt 16 '
Violin Principal 8 '
Reed flute 8 '
Still Covered 8 '
Vienna Flute 8 '
Quintatön 8 '
Echo Gamba 8 '
Aeoline 8 '
Vox coelestis 8 '
Octave 4 '
Octaviante Flûte 4 '
Delicate flute 4 '
Aeolsharfe 4 '
Gemsquinte 22/3 '
Flautino 2 '
Third, 13/5 '
Larigotquinte 11/3 '
Seventh 11/7 '
Piccolo 1 '
Harmonia aetherea IV 22/3 '
Basson 16 '
Harmonique Trompette 8 '
Oboe 8 '
Vox Humana 8 '
Harmonique Clairon 4 '
tremulant
IV solo work C
16 drone '
Clarinophon 8 '
Double - Gedackt 8 '
Concert Flute 8 '
Solo Gamba 8 '
Fifth tube 51/3 '
Octave 4 '
Solo Flute 4 '
Quinte 22/3 '
Superoctave 2 '
Wholesale Cornett III - V 22 /3 '
Tuba mirabilis 8 '
Ophicleide 8 '
Harmonique Clairon 4 '
V Fernwerk ( swellable ) C-
Delicately Gedackt 16 '
Horn 8 'Principal
Lovely - Gedackt 8 '
Reed flute 8 '
Viola d' amore 8 '
Vox Angelica 8 '
Gemshorn 4 '
Flute 4 '
Piccolo 2 '
Mixture IV 22/3 '
Shawm 8 '
Vox Humana 8 '
tremulant
C- pedal
Principalbaß 32 '
Principalbaß 16 '
Violon 16 '
Subbass 16 '
Echobaß 16 '
Salicetbaß 16 '
Quintbaß 102/3 '
Octavbass 8 '
Gedacktbaß 8 '
Bass flute 8 '
Cello 8 '
Dulcianbaß 8 '
Octave 4 '
Flauto 4 '
Campana III 102/3 '
Mixture IV 51/3 '
Bombard 32 '
Trombone 16 '
Bassoon 16 '
Trumpet 8 '
Basset 8 '
Clarino 4 '
C- pedal distance
Subbass 16 '
Octavbass 8 '
Pairing :
Normal coupling : II / I, III / I , IV / I , V / I, P / I , III / II , IV / II , V / II, I / II , IV / III , V / P, I / P, II / P III / P IV / P
Superoktavkoppeln : II / I, III / I , IV / I , V / I , III / I , IV / I , III / II , IV / II , IV , V, I / P , IV / P.
Suboktavkoppeln : III / II .
Game Help: Free combinations (5 banks by 1000 = 5000 general memories ), storage rack (roll on, Pair of roller coupling to IV of roller, Manual 16 ' down, Reeds off (as buttons ), the main pedal off, remote pedal off (as flip switches ), Einzelzungenabsteller ), Tutti (push button), principal pedal down, Fernwerk pedal from, sills V in expression pedal II coupled (toggle button), kicks, interact with flip switches (switching I-IV of P, normal couplers II-IV to I, roll off ) Registercrescendo (roller for the organist, coupled with a second roller for the registrant ) .
Program
The concert hall is the main venue of the Vienna Symphony , the Vienna Chamber Orchestra and the Vienna Sound Forum. Since 1913 the Vienna Academy of Music has its permanent home of the Konzerthaus. In separate events at the Wiener Konzerthaus other international orchestras, soloists and chamber ensembles in addition to the Vienna Philharmonic regular guest. In addition, there are also numerous other events organizer at the Konzerthaus. So for example the Bonbon Ball, but also concerts in jazz and world music.
The program of the Vienna Konzerthaus also includes some festivals , such as
the Early Music Festival in January resonances
the Vienna Spring Festival
the International Music Festival
Wien Modern in autumn
Between 2003 and 2006, gave the series with the latest music generator .
From 2008, a year early in the season with a festival held focus " on a particular region or cultural community ". The first event in September 2008, the two-day festival Spot On : Yiddishkeit , in which a cross section is presented by the diversity of Jewish music creation.
Product Name: White Inflatable Boat
Product No: GT030
Size: 425×175
Pack: 155×67×55
Weight: 98
Material: 0.9mm PVC/Aluminum
Cert: CE,EN14960,EN71
Feature: High Durability, High Tear Strength, Fade Proof, Flame Retardant M2/B1, Anti-Mildew Treatment, Excellent UV-Resistance, Cold Weather Resistance, Waterproof, Anti-Static, Heat-Insulation, Blackout, Shrink- Resistant, Fluorescent, Other.
Not just fit and finish, Pango make a second blower tube and hide it if not use. We make the two tubes on different of the bouncer so that could fit the power location. Looking down the road you will find you need a second inflation tube. We want to make sure clients could use the bouncer convenient.
Stronger Baffles
Baffles that are secured by a 840 denier material that provides the MAXIMUM strength of the internal baffling of every inflatables. This material upgrade is unmatched by anyone else in the industry. This material is key to the overall durability of the products we sell.
D Ring Expose
Take a close look at the construction of the "d" rings in the products we sell. A tether system is only as strong as its weakest link. Tether points on the inflatable are extremely durable. The "d" ring tethering System have been laboratory-tested and certified by Professional Engineers for use on all giant slides and all other types of inflatables.
Vinyl（PVCTarpaulin） Expose
At Pango Inflatable, the only products we sell are constructed from the finest coated vinyl. Unlike other vinyl producers, the Coated Vinyl are Lead-Free in addition to meeting the EN71 test by SGS. Lead-Free vinyl are a standard that has been that way since day one. Exposure to lead is dangerous to children. The products Pango Inflatable sell are safe from the effects of lead. As for durability, the materials are a weft inserted substrate, which makes any possible rips virtually impossible.
No Wax Surfaces
We provide removable sliding surfaces for every slides we made, While other only provide the normal vinyl, Inflatable vinyl is not naturally slippery, therefore, waxing has become a normal preparation for getting a slide ready for use. The removable sliding surface found the on the products we sell is a high polished urethane coating, which in turn reduces the need to wax.
Zipper with Flaps
Unlike others, Pango Inflatable sells products that are easy to use. For example, the deflation zipper utilizes a Velcro flap that covers the zipper, thus, less air is lost and zippers are not exposed to abrasion or mischief.
Blower Tube Strap
While most manufacturers tie their blower inflation tubes to the blower system, however, the products Pango Inflatable sells, utilizes a universal sleeve with a cinching Velcro strap. One- handed operation keeps the tube securely attached to the blower system.
Liquid Laminator
DWe do the Digital Printing in our factory, unlike most factory here in China, they do the printing outside and could not control the delivery time and the quality. igitally printed graphics are one thing, keeping those beautiful images durable as well scratch and fade resistant is quite another. Every digital image used within an inflatable sold by Pango Inflatable is clear-coated with a special liquid laminate that is vulcanized to the vinyl surface.
Finger-Safe Netting
Most bouncer manufacturers use 1" or 2" netting. A child bouncing can easily catch their fingers in that size of netting, thus serious injuries can happen. Only the Pango Inflatable could provide netting that even a small child's finger cannot penetrate. Yet, the netting is still transparent enough to allow for easy viewing.
Removable Covers
Virtually every area that your customers step, slide or climb upon is on a replaceable & easily removable vinyl cover. From climbing stairs, to entrance tunnel sleeves to sliding surfaces, Pango Inflatable only sells products that are designed for high-volume traffic.
Safety Door on Bouncers
Worried about children possibly falling out of a bouncer? Don't be. We got 3 points of reinforcement on the entrance of the bouncer which make the entrance very strong. Also we add the step outside the entrance following the AU and USA standards of jumping castle.
On-Staff Engineering and Designing
We do reinforce stitching at the fixion of D-ring. Four stitching line will share the tension of the bouncer. This made the D-ring last much longer and stronger. Other factory use other design of the fixion, but will not good for the tension sharing. Could find the differnce in the attached photos.
Cushion Designs
We do cushion between the wall and the base. When the kids bounce on the bouncer this parts bear most of the pressure, so this new design will make this parts much more strong and safety, while other factory only stitch to the base.
Contact Site:http://www.pangoinflatable.com/
Australian government has announced to cut country’s greenhouse gas emissions by 26 to 28 % of 2005 levels by 2030 as part of negotiations on a global climate deal.Prime Minister Tony Abbott led government will submit its target to the United Nations Framework Convention on Climate C... www.sharegk.com/curent-affairs/latest/australia-unveils-p...
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en.wikipedia.org/wiki/Panama_Canal
The Panama Canal (Spanish: Canal de Panamá) is an artificial 82 km (51 mi) waterway in Panama that connects the Atlantic Ocean with the Pacific Ocean. The canal cuts across the Isthmus of Panama and is a conduit for maritime trade. Canal locks are at each end to lift ships up to Gatun Lake, an artificial lake created to reduce the amount of excavation work required for the canal, 26 m (85 ft) above sea level, and then lower the ships at the other end. The original locks are 34 m (110 ft) wide. A third, wider lane of locks was constructed between September 2007 and May 2016. The expanded canal began commercial operation on June 26, 2016. The new locks allow transit of larger, post-Panamax ships, capable of handling more cargo.[1]
France began work on the canal in 1881, but stopped due to engineering problems and a high worker mortality rate. The United States took over the project in 1904 and opened the canal on August 15, 1914. One of the largest and most difficult engineering projects ever undertaken, the Panama Canal shortcut greatly reduced the time for ships to travel between the Atlantic and Pacific Oceans, enabling them to avoid the lengthy, hazardous Cape Horn route around the southernmost tip of South America via the Drake Passage or Strait of Magellan.
Colombia, France, and later the United States controlled the territory surrounding the canal during construction. The US continued to control the canal and surrounding Panama Canal Zone until the 1977 Torrijos–Carter Treaties provided for handover to Panama. After a period of joint American–Panamanian control, in 1999, the canal was taken over by the Panamanian government. It is now managed and operated by the government-owned Panama Canal Authority.
Annual traffic has risen from about 1,000 ships in 1914, when the canal opened, to 14,702 vessels in 2008, for a total of 333.7 million Panama Canal/Universal Measurement System (PC/UMS) tons. By 2012, more than 815,000 vessels had passed through the canal.[2] It takes 11.38 hours to pass through the Panama Canal[3]. The American Society of Civil Engineers has ranked the Panama Canal one of the seven wonders of the modern world.[4]
(1/2) Sale particulars from 15th December, 1925, from The Spur magazine.
Millionnaire stockbroker, Charles van Raalte, purchased the Island in 1901 and used it as a holiday retreat. He died in Calcutta in 1907 but his wife, Florence, kept it going until 1925 when she sold it at auction to Mary Bonham-Christie for £125,000. A recluse by nature, she ordered a mass eviction of the island's residents to the mainland. Most of the island was abandoned and gradually reverted to natural heath and woodland. In 1934, a wild fire caused devastation after burning for a week. Much of the island was reduced to ashes, and the buildings to the east were only saved by a change of wind direction. Traumatised by the event, Bonham-Christie banned all public access to the island for the rest of her life.
One option for reducing greenhouse gas buildup in the atmosphere is storing it deep underground. Laboratory experiments confirm that carbon dioxide is effectively trapped when injected into basalt formations.
In this photo: Manager, Wayne Martin
For more information, visit www.pnl.gov/news
Terms of Use: Our images are freely and publicly available for use with the credit line, "Courtesy of Pacific Northwest National Laboratory." Please use provided caption information for use in appropriate context.
The Peebles Railway was a railway company that built a line connecting the town of Peebles in Peeblesshire, Scotland, with Edinburgh. It opened on 4 July 1855, and it worked its own trains.
The friendly North British Railway later promoted a line, at first identified as the Galashiels, Innerleithen and Peebles Railway, from Peebles to Galashiels, making a connection with the Peebles Railway there, and also with the Caledonian Railway which had its own line at Peebles. The GI&PR line was built by the North British Railway and opened on 1 October 1864.
In 1860 the Peebles Railway company leased its line to the North British Railway, which operated the Galashiels and Edinburgh sections as a continuous through route.
Road transport of goods and passengers provided fierce competition in the 1950s and the line closed in 1962. No railway use is now made of the former lines.
History
Before the Peebles railway
In the eighteenth century Peebles had become an important manufacturing town, chiefly for woollen weaving and also the preparation of cotton and linen products, and also brewing. Its location on the banks of the Upper River Tweed put it on the communication routes of the area, constrained by the hills north and south surrounding Windlestraw Law and Dollar Law respectively.
When the turnpikes were introduced, Peebles was within five hours of Edinburgh by post-chaise. In 1807 Thomas Telford was commissioned to design a double-track waggonway connecting Glasgow and Berwick, a distance of 125 miles (201 km), running through Carluke, Peebles and Melrose. The waggonway would have been horse-operated, and was intended to form an outlet for iron products and lime to the borders area, and agricultural products, in particular grain, to the industrial towns of central Scotland.
The mountainous terrain of the route would have required steep gradients which would have been challenging for horse traction, and the estimated cost of construction was £365,000, a huge amount at that time, and the scheme was dropped.
A second waggonway scheme was proposed in 1821, this time designed by Robert Stevenson, on an alternative route but it too was considered too ambitious to be practicable.
In 1838 the Edinburgh and Glasgow Railway was authorised by Act of Parliament. Although local railways had been operating in Scotland, this was a major advance, connecting the two great cities. As the construction progressed, public opinion became active over making a connection between central Scotland and the merging English railway network. The controversy became very heated, and a great number of schemes were put forward, including some that would run through Peebles. Not all of the schemes were realistic, and in time they reduced to what became the North British Railway line between Edinburgh and Berwick, the Caledonian Railway between Edinburgh and Glasgow and Carlisle through the valley of the River Annan, and what became the Glasgow and South Western Railway via Kilmarnock and Dumfries. These great companies were all authorised by Parliament in the middle years of the 1840s.
The Caledonian Railway proposed the Caledonian Extension Railway in 1845, to run eastward from the Lanark area through Biggar and Stobo to Peebles, continuing through Galashiels to Kelso; this would have cost £1,500,000, the same as the Caledonian Railway itself from Edinburgh and Glasgow to Carlisle. However the proposal was rejected in Parliament.
In 1845 too, the North British Railway suggested a Peebles branch from Galashiels on the line that it was then building, which became the Waverley Route. The townspeople of Peebles did not think an eastward line to Galashiels was their highest priority. Supporters of an independent railway to Edinburgh had also been active, and on 23 June 1845 a meeting was held in Edinburgh. It was told that a line had been designed leaving the Edinburgh and Hawick Railway near the later Niddrie station.
In the 1846 Parliamentary session, the Edinburgh and Peebles Bill failed standing orders, and the North British Peebles branch was withdrawn by its proposers: neither line would proceed.
The Peebles Railway
As the Scottish railway network developed in the following years, the cost of transporting goods to and from towns connected to a line fell dramatically; and Peebles, and other towns not connected, felt at a marked disadvantage in the cost of the necessities of living, and in moving its manufactures to markets, and this heightened the feeling that Peebles must have a railway line. John Bathgate was the principal promoter of the Peebles Railway.
In April 1852 a meeting was held, at which a revised version of the failed Edinburgh and Peebles scheme was tabled. The engineer Thomas Bouch was engaged. The line would run through Penicuik and join the Hawick line at Eskbank, near Dalkeith, shortening the length of new construction, and the line could be built for £80,000. There was considerable enthusiasm locally and in London for the line and numerous persons registered for shares, although in the event many of them did not proceed with the commitment they had made. Enthusiasm took hold of the provisional committee too, for they sought tenders for the construction of the line and accepted one.
There remained the issue of actually obtaining the Act of Parliament incorporating the company, but this went through without great difficulty and on 8 July 1853; the Peebles Railway was authorised, with capital of £70,000.
Getting the line ready
The directors put in hand the construction of the line, under Bouch's supervision, and the share subscriptions were coming in satisfactorily. They considered the working of the line, and talked to the North British Railway but found their financial terms unacceptable. They went to some lengths to explore the possibility of getting an independent contractor to work the line, but this proved fruitless, and the company decided to work the line itself. They set about procuring the rolling stock, and planning the workforce, for operating and for track and rolling stock maintenance, that would be required.
On 2 April 1855 the line was ready enough for the steam locomotive Soho to be brought to Peebles, but this seems to have been a demonstration run, for it was not until 29 May that passenger coaches and goods wagons were brought to Peebles.
The line was considered ready for inspection by the Board of Trade Inspecting Officer, and Captain Tyler visited on 28 June. The inspection was thought to have gone well, but the formal approval received from the Board of Trade stipulated working by one engine only, and that sidings were required to shunt goods trains before passenger trains[note 2] were started. The Company had issued printed bye-laws and regulations, but these referred to disciplinary matters and not to operating rules; the Company had two locomotives and appear not to have given thought to signalling arrangements. While considering what was to be done, the Company started operating within the BoT requirements, and on 4 July 1855 the train service started. This apparently involved the construction of a passing loop at Penicuik.
Relations with the contractor for constructing the line appear to have deteriorated in the final months, and after opening it was stated in a General Shareholders' Meeting that there was an outstanding debt of £5,600, but that the Board would not pursue for damages.
The line in operation
Three trains operated in each direction daily, except Sundays. Leaving Edinburgh the Peebles coaches were attached at the rear of an NBR Hawick train, and detached at Eskbank. There the Peebles Railway locomotive coupled to the detached portion and took the train on to Peebles. The physical junction was at Hardengreen. The locomotives ran tender first from Eskbank to Peebles.
The trains were an instant success, carryings being beyond what could have been anticipated, and the first full week brought in receipts of £99, climbing a month later to £166. The stations were Peebles, Eddleston, Leadburn, Penicuik, Roslin and Hawthornden, but at the last minute it was agreed to provide a station at Bonnyrigg, and this was opened a month after the opening of the line itself.
In 1856 the North British Railway operated seven trains each way daily except Sundays, of which four were passenger trains. One of these was a "fast passenger" service leaving Peebles at 08:50 and taking 65 minutes, returning at 16:20 and also taking 65 minutes.
Soon after the opening one of the locomotives, St Ronans, became defective, "because it could not negotiate the curves on the track". Although the Company owned two locomotives and was only allowed to use one at a time, nonetheless it found it necessary to hire in a replacement. The other locomotive was named Tweed. The locomotive fleet was soon augmented but the details are unclear. The carriage stock was also required to be increased, but these acquisitions were straining the capital resources of the company and deferment of payment was practised.
The electric telegraph was installed on the line (and the NBR section), giving Peebles telegraph communication with Edinburgh for the first time, from 1858.
Additional capital
A Parliamentary Act was obtained on 27 June 1857 authorising the issue of an additional £27,000 in shares; improvements and rectification of some deficiencies in the original construction of the line needed attention.
In 1859 it was decided to install turntables at Peebles and Hardengreen Junction, as the tender-first running was said to cause excessive wear on the locomotives and the track. The North British Railway had to install the Hardengreen turntable and this seems to have been delayed, being ready in 1860.
The track had been laid with the cheapest materials at the advice of the engineer Thomas Bouch, and already in 1858 it was giving trouble, being in need of major renewal. The routine maintenance was carried out by platelayers with the assistance of a labourer, each responsible for about two miles of route. In August 1860 all the wooden bridges on the line were tarred and repainted.
Extending the line
The Peebles lines in 1866
The Peebles lines in 1866
For some time the community of Innerleithen had agitated for a railway connection, by the building of an independent line from Peebles. A number of attempts were made to bring this about without success, until in 1860 a line was proposed from Galashiels to Peebles through Innerleithen. Agreement was made for the North British Railway to run the trains. The railway was promoted as the Galashiels, Innerleithen and Peebles Railway (GI&PR). A Parliamentary Bill failed in 1860, but being re-presented the following year as an NBR branch, it gained the Royal Assent on 28 June 1861. The capital authorised was £95,000.
A Caledonian dependency, the Symington, Biggar and Broughton Railway, had been extended to Peebles and the GI&PR line would meet it, as well as the Peebles Railway, there.
The first section, from Peebles to Innerleithen, was opened on 10 October 1864 and the remainder on 18 June 1866. The Peebles Railway terminus at Peebles was unsuitable for the through services contemplated, and after unsuccessful overtures to the Caledonian Railway proposing a joint station, the North British Railway built a new single platform station to serve the Galashiels line and the Peebles Railway trains. It was a modest affair, opening in 1864. The Peebles Railway station continued in use for the time being, renamed Peebles (Old).
The train service now operated from Galashiels to Edinburgh via Peebles, as a through route; there were five trains daily, two on Sundays, with some short workings.
The Caledonian Railway station at Peebles was on the south side of the River Tweed and a connection was to be made crossing the river; the connection with the GI&PR line was intended to be a triangle, allowing through running towards Galashiels and towards Edinburgh.
It is doubtful whether the eastward curve was completed, although the earthworks were formed.[note 6] The NBR wished to prevent the Caledonian gaining access to Galashiels, which the curve would have enabled.
When the line opened throughout, the NBR operated passenger trains through from Edinburgh to Galashiels via Peebles.
Lease to the North British Railway
From about 1858 the Peebles Railway considered sale of its line to the NBR "before major expenditure on the line would be required". The NBR itself was planning to absorb several local railways and negotiations were fruitful. On 14 April 1860 a shareholders' meeting heard the proposed sale, but rejected it. The Company Chairman resigned immediately. A further proposal, to lease the line to the NBR, was tabled the following year, on 1 February 1861, and shareholders voted for it. The terms were generous: the line was profitable but considerable upgrade work was necessary. The NBR agreed to pay for PR shareholders to receive between 5% and 6% dividends, as well as considerable other expenses including purchase of the Peebles Railway rolling stock for £20,000. The Peebles Railway (Lease) Act authorised the move on 11 July 1861.
Connecting lines
The Peebles Railway company determined not to extend its line or make branches, but it co-operated with independent concerns that wished to do so and to make connections with its line. In North British Railway days a similar policy was followed.
The Leadburn, Linton and Dolphinton Railway was authorised by Act of 3 June 1862, to form a junction with the Peebles Railway line at Leadburn. It opened on 4 July 1864. The Dolphinton station was separate from the Caledonian Railway station there, although shunt transfers were possible through a siding connection.
During the construction of the Dolphinton line, there was a collision at the junction at Leadburn on 29 October 1863. A construction train working on the Dolphinton line ran away on a steep gradient to Leadburn. The only protection to the main line was a scotch block at Leadburn, and the runaway vehicles ran over the block and collided head on with an approaching passenger train on the Peebles line; a boy was killed and several persons were injured.
The Esk Valley Railway was being promoted in 1860; it was to run to Polton, a village with several important paper mills, from a junction with the Peebles Railway at Hardengreen. The North British Railway provided much of the deposit required to submit the Parliamentary Bill, and the Peebles Railway gave its consent. The Esk Valley Railway got its authorising Act on 21 July 1863, and the line opened on 16 April 1867. The point of divergence of the Esk Valley line was a short distance south of Hardengreen Junction, and the Esk Valley line ran parallel with the Peebles Railway for that section; it was later agreed to convert the two single lines to operate as one double track from Hardengreen Junction to Esk Valley Junction.
The first station on the Esk Valley line was to be called Bonnyrigg. It was closer to the town than the Peebles Railway Bonnyrigg station, but the Peebles Railway was unwilling at first to change the name of its own station. The PR later agreed to change the name of its Bonnyrigg station to Bonnyrigg Road. This led to confusion of passengers, and the NBR renamed the station Broomieknowe and the Peebles Railway station reverted to Bonnyrigg.
The nominally independent Penicuik Railway was authorised by Act of 20 June 1870, for a 4-mile (6.4 km) branch from Hawthornden on the Peebles Railway to Penicuik. It was opened on 2 September 1872, and the company was absorbed by the NBR on 1 August 1876 along with the Esk Valley Railway.
The Peebles Railway had a Penicuik station, which was a considerable distance from the town, and it was now renamed Pomathorn
The North British Railway had renamed Roslin as Rosslyn in 1864 and renamed it again Rosslynlee in 1872 because of the Rosslyn station on the Penicuik Railway line. Rosslyn on the Penicuik line was renamed Rosslyn Castle on 11 Feb 1874. Rosslynlee closed from 1 January 1917 to 2 June 1919.
Amalgamation
From 1870 the Peebles Railway and the NBR considered amalgamation, and agreement having been reached, the North British Railway (Additional Powers) Act of 13 July 1876 authorised the amalgamation, which became effective on 1 August 1876.
Angling Club Cottage Platform
Edinburgh Angling Club had acquired a house, named The Nest, close to the River Tweed, near Clovenfords. (The location is on Cliff Road, a short distance west of the roundabout junction of the present-day A72 and A707.) In 1898 an unadvertised halt named Angling Club Cottage Platform was provided there for the use of club members. The halt became disused in the mid-twentieth century.
The twentieth century
Passenger train services had now been enhanced to six daily from Galashiels to Edinburgh via Peebles with an additional Saturdays Innerleithen to Edinburgh train; by now the typical journey time was a little under an hour from Peebles to Edinburgh. A Peeblesshire Express was introduced for business travel from Peebles to Edinburgh. It left Peebles at 08:44 daily, stopping at Leadburn to attach a portion from Broomlee on the Dolphinton branch, arriving at Edinburgh at 09:37. The return train left Edinburgh at 16:32 Monday to Friday, and 13:33 on Saturdays.
In 1905 the North British Railway extended and improved the Peebles station, although it remained a one-platform station, with no passing loop.
The Border Show was held in Peebles by the Highland and Agricultural Society in July 1906, and the North British was asked to arrange special services at reduced rates, which it declined to do. In 1904 the NBR had declared that it considered Peebles an inappropriate location for the heavy traffic that the show would attract, due to the limited track facilities there. 20,000 visitors daily were expected, requiring 20 to 30 trains. Considerable public criticism resulted, and in March 1905 the NBR realised that the rival Caledonian Railway was improving its own Peebles branch. This resulted in an immediate move to arrange the necessary facilities. Additional stabling sidings and a passing loop were provided, and the Old station was to be reopened temporarily for passenger use. The company was still concerned about line capacity and issued a public notice that "The Company will not guarantee passengers will reach Peebles and will not be responsible for delays." In the event the trains ran and some delays were experienced. The NBR lost considerable good will because of its stance over the matter.
There was a daily goods service over the link line between the Caledonian and North British stations at Peebles, but there was never a regular passenger service. Light engines used it after the closure of Peebles (NBR) engine shed if they required to turn, using the Caledonian turntable. However some passenger excursions used the link. On 25 June 1936 a Caledonian Railway excursion from Lanark ran to Galashiels, using the link, and reversing in Peebles NBR station.
In 1923 the railways of Great Britain were "grouped" following the Railways Act 1921; the North British Railway was a constituent of the new London and North Eastern Railway (LNER). Twenty five years later, nationalisation of the nation's railways took place, and the Peebles route was part of the Scottish Region of British Railways. Now that both railway lines to Peebles were under the same ownership, Peebles NBR station was renamed Peebles (East) on 25 September 1952, although the former Caledonian Railway branch had closed to passengers by then. The NBR station reverted to simple Peebles in February 1958.
Diesel multiple unit trains were introduced on the line from 17 February 1958 after a demonstration run on 11 June 1956; a considerably enhanced passenger service was introduced in the Edinburgh suburban area, extending out as far as Rosewell.
A new station, Rosslynlee Hospital Halt, was opened on 11 December 1958 to serve Rosslynlee Hospital; the exiting Rosslynlee station was not conveniently situated for the hospital. The House Steward at the hospital sold tickets.
However the general decline in local rural passenger services was hastened by the improving bus services, and the Peebles line was nominated for closure. The final passenger trains ran on 3 February 1962, and the following day the route between Hawthornden Junction and Galashiels via Peebles was closed completely.
The Edinburgh suburban passenger service from Edinburgh to Rosewell and Hawthornden continued until Saturday 8 September 1962, being closed from 10 September. The Penicuik branch continued to operate a goods train service, and the Peebles Railway section from Hardengreen Junction to Hawthornden Junction (where the Penicuik line diverged) remained open to serve those trains, until they ceased in 1967.
The entire network of lines is closed to railway activity; the section between Hardengreen Junction and Rosewell has been converted to a cycleway.
Locations on the line were:
Hardengreen Junction; the Peebles Railway diverged from the Hawick line;
Esk Valley Junction; the Esk Valley line diverged;
Bonnyrigg; renamed Bonnyrigg Road from 1868; closed 10 September 1962;
Hawthornden; variously known as Rosewell and Hawthornden, and Hawthornden Junction and Rosewell; closed 10 September 1962;
Hawthornden Junction; the Penicuik Railway diverged;
Roslin; renamed Rosslyn 1864; renamed Rosslynlee 1872; closed 1 January 1917; reopened 2 June 1919;
Rosslynlee Hospital Halt; opened 11 December 1958;
Penicuik; renamed Pomathorn 1872; renamed Pomathorn Halt 1947;
Leadburn; the Dolphinton line diverged; the summit of the line at 935 feet was near Leadburn; closed 7 March 1955;
Earlyvale Gate; opened June 1856; trains stopped at the level crossing on market days etc.; closed 28 February 1857;
Eddleston;
Peebles; closed after 1 October 1864, superseded by new station built by NBR.
North British Railway extension to Galashiels: opened 1 October 1864; closed 5 February 1962.
Peebles; renamed Peebles East 1950; renamed Peebles 1958;
Cardrona;
Innerleithen;
Walkerburn; opened 15 January 1867;
Thornilee; opened 18 June 1866; soon renamed Thornielee; closed 6 November 1960;
Angling Club Cottage Platform; opened 1898; closed after 1932;
Clovenfords; opened 18 June 1866;
Kilnknowe Junction; convergence with the NBR line to Galashiels.
Governor Markell told the 11th annual Delaware Healthy Mothers and Infants Consortium Summit on April 13 at the Chase Center that health equity and comprehensive access to contraception will help to reduce the state’s infant mortality rate and “change the trajectory” of lives. “So many of these babies, they get off to a rough start in life,” the Governor told the more than 400 attendees, “and it’s hard for them to catch up.”
Delaware’s infant mortality has declined more than 17% from 2005 to 7.7 deaths per 1,000 live births in 2013. DHSS Secretary Rita Landgraf said, “While any loss of life is too great – especially for Delaware’s families who must endure that unspeakable pain – it is clear that by working together we have made progress and we are trending in the right direction.” Secretary Landgraf called on members of the consortium to further embrace the fact that housing, education transportation, environment and economic policies are all, indeed, health policies. “That is practicing true population health for all.”
Gov. Markell said it’s important to health care providers to ask women of a child-bearing age: “Do you intend to have a baby in the next year?” If the answer is no, he said, women might not know all of the contraception methods available to them, including new IUDs “that are incredibly effective and completely reversible.” In Delaware, 57% of all pregnancies are unplanned, a rate that is higher than the U.S. average. The Governor said enabling women to become pregnant only when they want to enhances opportunity “and changes the trajectory of their lives.” The Division of Public Health has formed a public-private partnership with Upstream USA to provide training and advice to health centers to improve reproductive health in the state and access to contraception.
Attendees also heard from Public Health Director Dr. Karyl Rattay; Dr. David Paul, Chair of the Delaware Health Mothers and Infants Consortium; and keynote speakers, Dr. Michael Lu, associate administrator of the Maternal and Child Health Bureau of the U.S. Department of Health and Human Services; and Dr. Sarah Verbiest from the Center for Maternal and Infant Health at the University of North Carolina.
Dr. Lu said in 2013, 40% of babies were born to unmarried mothers. He said researchers believe that the chronic stress that many women live under today is passed along to their babies. “You’ve got to start taking care of women before they get pregnant,” he said. He said actions include: Improve women’s health across the life course; strengthen families and communities; and address social and economic inequities.
Dr. Verbiest echoed those sentiments and said one of the challenges for the health care system is how to manage pre-conception health. She said one strategy is to engage communities in the conversation. “As a society, how do we care about our moms and babies?” she asked in pointing to the fact that 30% of low-income moms can’t afford diapers.
Heading down Via Diacceto in Siena, towards Siena Cathedral. Having left Piazza Indipendenza. On the guided walking tour of Siena.
In the middle of this road is a viewpoint on a bridge.
Via Fontebranda goes under the bridge.
The Viewpoint from the bridge.
bell tower of Siena Cathedral.
Siena Cathedral (Italian: Duomo di Siena) is a medieval church in Siena, Italy, dedicated from its earliest days as a Roman Catholic Marian church, and now dedicated to the Assumption of Mary.
Previously the episcopal seat of the Diocese of Siena, from the 15th century the Archdiocese of Siena, it is now that of the Archdiocese of Siena-Colle di Val d'Elsa-Montalcino.
The cathedral itself was originally designed and completed between 1215 and 1263 on the site of an earlier structure. It has the form of a Latin cross with a slightly projecting transept, a dome and a bell tower. The dome rises from a hexagonal base with supporting columns. The lantern atop the dome was added by Gian Lorenzo Bernini. The nave is separated from the two aisles by semicircular arches. The exterior and interior are constructed of white and greenish-black marble in alternating stripes, with addition of red marble on the façade. Black and white are the symbolic colors of Siena, etiologically linked to black and white horses of the legendary city's founders, Senius and Aschius.
The façade of Siena Cathedral is one of the most fascinating in all of Italy and certainly one of the most impressive features in Siena. Each of the cardinal points (west, east, north, and south) has their own distinct work; by far the most impressive of these is the west façade. Acting as the main entryway to the Duomo proper, it boasts three portals (see Portal (architecture)); the central one is capped by a bronze-work sun.
Built in two stages and combining elements of French Gothic, Tuscan Romanesque architecture, and Classical architecture, the west façade is a beautiful example of Sienanise workmanship. Work began on the lower part around 1284. Built using polychrome marble, the work was overseen by Giovanni Pisano whose work on the Duomo’s façade and pulpit was influenced by his father Nicola Pisano.
The lower portion of the façade is designed from Giovanni's original plans. Built in Tuscan Romanesque style it emphasizes a horizontal unity of the area around the portals at the expense of the vertical bay divisions. The three portals, surmounted by lunettes, are based on Giovanni Pisano’s original designs, as are much of the sculpture and orientation surrounding the entrances. The areas around and above the doors, as well as the columns between the portals, are richly decorated with acanthus scrolls, allegorical figures and biblical scenes.
Giovanni Pisano was able to oversee his work until about 1296 when he abruptly left Siena, reportedly over creative differences with the Opera del Duomo, the group that oversaw the construction and maintenance of the Siena cathedrals. Pisano's work on the lower façade was continued under the direction of Camaino di Crescentino, but a number of changes were made to the original plan. These included raising the façade due to the raising of the nave of the church and the instillation of a larger rose window based on designs by Duccio di Buoninsegna and commissioned by the city of Siena. Work on the west façade came to an abrupt end in 1317 when the Opera del Duomo redirected all efforts to the east façade.
Upper façade
There is debate as to when work on the upper façade was completed. Most scholars agree that it was finished sometime between 1360 and 1370, though when it began again is not known. The work continued to use Pisano's plans for the façade with some adaptations under the direction of Giovanni di Cecco. Di Cecco preferred more elaborate designs, most likely inspired by the Orvieto Cathedral. The façade needed to be much higher than foreseen as the nave had, once again, been raised.
The changes were probably needed to accommodate the raised nave and di Cecco's more elaborate design scheme, heavily influenced by French Gothic architecture, caused the apparent division of the upper portion of the cathedral. Most noticeably the pinnacles of the upper portion do not continue from the columns flanking the central portal as they normally would in such cathedrals. Instead they are substantially offset, resulting in a vertical discontinuity which is uncommon cathedrals of the time as it can lead to structural weakness. To adjust for this imbalance, the towers on each side of the cathedral were opened by adding windows, reducing the weight they needed to support. The upper portion also features heavy Gothic decoration, a marked contrast to the simple geometric designed common to Tuscan Romanesque architecture.
Façade sculpture
While most of the sculpture decorating the lower level of the lavish façade was sculpted by Giovanni Pisano and assistant depicting prophets, philosophers and apostles, the more Gothic statuary adorning the upper portion—including the half-length statues of the patriarchs in the niches around the rose window—are works of later, unattributed, sculptors. Almost all the statuary adorning the cathedral today are copies. The originals are kept in the Crypt of the Statues in the Museo dell'Opera del Duomo.
Three large mosaics on the gables of the façade were made in Venice in 1878. The large central mosaic, the Coronation of the Virgin, is the work of Luigi Mussini. The smaller mosaics on each side, Nativity of Jesus and Presentation of Mary in the Temple, were made by Alessandro Franchi.
The bronze central door is a recent addition to the cathedral, replacing the original wooden one. The large door, known as the Porta della Riconoscenza, was commissioned in 1946 near the end of the German occupation of Siena. Sculpted by Vico Consorti and cast by Enrico Manfrini, the scenes on the door represent the Glorification of the Virgin, Siena’s patron saint.
On the left corner pier of the façade is a 14th-century inscription marking the grave of Giovanni Pisano. Next to the façade stands a column with a statue of the Contrade Lupa, a wolf breast-feeding Romulus and Remus. According to local legend Senius and Aschius, sons of Remus and founders of Siena, left Rome with the statue, stolen from the Temple of Apollo in Rome.
So yesterday I took out my new Sony A7 Mark II, with another film era lens, the Voigtlander Super Wide-Heliar 15mm f4.5 lens in L39 Leica screw mount.
I had read on the interweb how awful this lens was on digital, so I wasn't expecting much! The problem is that the rear lens element is just millimetres from the sensor. This caused light to hit the sensor at highly oblique angles. This causes no problem with film but it causes strange magenta colour casts towards the periphery of the frame on digital. Vignetting is also strong on this lens when used on digital.
But since I already had the Sony A7, the lens, and a suitable adapter I though it couldn't do any harm to try it out for myself. So it's a complete non-starter, right? Hell no!
I had a blast with this lens which I found to be surprisingly effective. In many situations the peripheral magenta colour cast can be dealt with effectively simply by selectively reducing the saturation of the magenta colour channel, and/or my adding a little green tint to the periphery of the frame. And in situations where that doesn't work you can just convert to mono. Since about 2/3rds of my photos get converted to mono anyway this isn't a big problem for me.
And of course the big advantage of this lens is it's size: even with the adapter it only weighs around 140 grams! Unlike pretty much any other ultra wide-angle lens you really can just slip it into a corner of your camera bag and not notice it at all until you need it. This makes it well worth dealing with it's limitations. Would I buy this lens specifically for use on digital? Perhaps not. But is it worth adapting if you already own one...? Hell yes!
TEC140+QUADTCC reducer (F/5.0) . Baadar L filter
ZWO ASI071MC PRO
T=-5 C, offset=20, gain=90
Saline Valley Road, Inyo, CA
Exceptionally good seeing
10min x 66
1min x 10
History
Great Wall of the Qin Dynasty
Great Wall of the Han Dynasty
Great Wall of the Ming Dynasty
Map of the whole wall constructions
The Chinese were already familiar with the techniques of wall-building by the time of the Spring and Autumn Period, which began around the 8th century BC. During the Warring States Period from the 5th century BC to 221 BC, the states of Qi, Yan and Zhao all constructed extensive fortifications to defend their own borders. Built to withstand the attack of small arms such as swords and spears, these walls were made mostly by stamping earth and gravel between board frames. Qin Shi Huang conquered all opposing states and unified China in 221 BC, establishing the Qin Dynasty. Intending to impose centralized rule and prevent the resurgence of feudal lords, he ordered the destruction of the wall sections that divided his empire along the former state borders. To protect the empire against intrusions by the Xiongnu people from the north, he ordered the building of a new wall to connect the remaining fortifications along the empire's new northern frontier. Transporting the large quantity of materials required for construction was difficult, so builders always tried to use local resources. Stones from the mountains were used over mountain ranges, while rammed earth was used for construction in the plains. There are no surviving historical records indicating the exact length and course of the Qin Dynasty walls. Most of the ancient walls have eroded away over the centuries, and very few sections remain today. Later, the Han, Sui, Northern and Jin dynasties all repaired, rebuilt, or expanded sections of the Great Wall at great cost to defend themselves against northern invaders.
The Great Wall concept was revived again during the Ming Dynasty following the Ming army's defeat by the Oirats in the Battle of Tumu in 1449. The Ming had failed to gain a clear upper-hand over the Manchurian and Mongolian tribes after successive battles, and the long-drawn conflict was taking a toll on the empire. The Ming adopted a new strategy to keep the nomadic tribes out by constructing walls along the northern border of China. Acknowledging the Mongol control established in the Ordos Desert, the wall followed the desert's southern edge instead of incorporating the bend of the Huang He.
Photograph of the Great Wall in 1907
Unlike the earlier Qin fortifications, the Ming construction was stronger and more elaborate due to the use of bricks and stone instead of rammed earth. As Mongol raids continued periodically over the years, the Ming devoted considerable resources to repair and reinforce the walls. Sections near the Ming capital of Beijing were especially strong.[7]
During 1440s-1460s, the Ming also built a so-called "Liaodong Wall". Similar in function to the Great Wall (whose extension it, in a sense, was), but more basic in construction, the Liaodong Wall enclosed the agricultural heartland of the Liaodong province, protecting it potential incursions by Jurched-Mongol Oriyanghan from the northwest and the Jianzhou Jurchens from the north. While stones and tiles were used in some parts of the Liaodong Wall, most of it was in fact simply an earth dike with moats on both sides.[8]
Towards the end of the Ming Dynasty, the Great Wall helped defend the empire against the Manchu invasions that began around 1600. Under the military command of Yuan Chonghuan, the Ming army held off the Manchus at the heavily fortified Shanhaiguan pass, preventing the Manchus from entering the Chinese heartland. The Manchus were finally able to cross the Great Wall in 1644, when the gates at Shanhaiguan were opened by Wu Sangui, a Ming border general who disliked the activities of rulers of the Shun Dynasty. The Manchus quickly seized Beijing, and defeated the newly founded Shun Dynasty and remaining Ming resistance, to establish the Qing Dynasty.
Under Qing rule, China's borders extended beyond the walls and Mongolia was annexed into the empire, so construction and repairs on the Great Wall were discontinued.
Notable areas
An area of the sections of the Great Wall at Jinshanling
The following three sections are in Beijing municipality, which were renovated and which are regularly visited by modern tourists today.
* "North Pass" of Juyongguan pass, known as the Badaling. When used by the Chinese to protect their land, this section of the wall has had many guards to defend China’s capital Beijing. Made of stone and bricks from the hills, this portion of the Great Wall is 7.8 meters (25.6 ft) high and 5 meters (16.4 ft) wide.
* "West Pass" of Jiayuguan (pass). This fort is near the western edges of the Great Wall.
* "Pass" of Shanhaiguan. This fort is near the eastern edges of the Great Wall.
* One of the most striking sections of the Ming Great Wall is where it climbs extremely steep slopes. It runs 11 kilometers (7 mi) long, ranges from 5 to 8 meters (16–26 ft) in height, and 6 meters (19.7 ft) across the bottom, narrowing up to 5 meters (16.4 ft) across the top. Wangjinglou is one of Jinshanling's 67 watchtowers, 980 meters (3,215 ft) above sea level.
* South East of Jinshanling, is the Mutianyu Great Wall which winds along lofty, cragged mountains from the southeast to the northwest for approximately 2.25 kilometers (about 1.3 miles). It is connected with Juyongguan Pass to the west and Gubeikou to the east.
* 25 km west of the Liao Tian Ling stands of part of Great wall which is only 2~3 stories high. According to the records of Lin Tian, the wall was not only extremely short compared to others, but it appears to be silver. Archeologists explain that the wall appears to be silver because the stone they used were from Shan Xi, where many mines are found. The stone contains extremely high metal in it causing it to appear silver. However, due to years of decay of the Great Wall, it is hard to see the silver part of the wall today.
Another notable section lies near the eastern extremity of the wall, where the first pass of the Great Wall was built on the Shanhaiguan (known as the “Number One Pass Under Heaven”), the first mountain the Great Wall climbs. Jia Shan is also here, as is the Jiumenkou, which is the only portion of the wall that was built as a bridge. Shanhaiguan Great Wall is called the “Museum of the Construction of the Great Wall”, because of the Meng Jiang-Nu Temple, built during the Song Dynasty.
Characteristics
The Great Wall on an 1805 map
Before the use of bricks, the Great Wall was mainly built from Earth or Taipa, stones, and wood.
During the Ming Dynasty, however, bricks were heavily used in many areas of the wall, as were materials such as tiles, lime, and stone. The size and weight of the bricks made them easier to work with than earth and stone, so construction quickened. Additionally, bricks could bear more weight and endure better than rammed earth. Stone can hold under its own weight better than brick, but is more difficult to use. Consequently, stones cut in rectangular shapes were used for the foundation, inner and outer brims, and gateways of the wall. Battlements line the uppermost portion of the vast majority of the wall, with defensive gaps a little over 30 cm (one foot) tall, and about 23 cm (9 inches) wide.
Condition
The Great Wall at Mutianyu, near Beijing
The Great Wall in fog
While some portions north of Beijing and near tourist centers have been preserved and even reconstructed, in many locations the Wall is in disrepair. Those parts might serve as a village playground or a source of stones to rebuild houses and roads.[9] Sections of the Wall are also prone to graffiti and vandalism. Parts have been destroyed because the Wall is in the way of construction.[10] No comprehensive survey of the wall has been carried out, so it is not possible to say how much of it survives, especially in remote areas. Intact or repaired portions of the Wall near developed tourist areas are often frequented by sellers of tourist kitsch.
More than 60 kilometres (37 mi) of the wall in Gansu province may disappear in the next 20 years, due to erosion from sandstorms. In places, the height of the wall has been reduced from more than five meters (16.4 ft) to less than two meters. The square lookout towers that characterize the most famous images of the wall have disappeared completely. Many western sections of the wall are constructed from mud, rather than brick and stone, and thus are more susceptible to erosion.[11]
Reduced images from the Melbourne Central Activities District (CAD) Conservation Study 1985 survey: approx 1200 Kodak colour negatives
Caernarfon Town Walls near Castle Ditch.
Caernarfon's town walls are a medieval defensive structure around the town of Caernarfon in North Wales. The walls were constructed between 1283 and 1292 after the foundation of Caernarfon by Edward I, alongside the adjacent castle. The walls are 734 m (2,408 ft) long and include eight towers and two medieval gatehouses. The project was completed using large numbers of labourers brought in from England; the cost of building the walls came to around £3,500, a large sum for the period. The walls were significantly damaged during the rebellion of Madog ap Llywelyn in 1294, and had to be repaired at considerable expense. Political changes in the 16th century reduced the need to maintain such defences around the town. Today the walls form part of the UNESCO world heritage site administered by Cadw. Archaeologists Oliver Creighton and Robert Higham describe the defences as "a remarkably intact walled circuit".
Grade I listed building.
History
The borough of Caernarfon was established by Edward I of England under the Statute of Wales in 1284. It was the centre of government for N Wales and was protected by the erection of the Town Wall, with Caernarfon Castle at its S end. The construction of the Town Wall had begun in 1283 in conjunction with the building of Caernarfon Castle, probably under the direction of James of St George who was architect of the castle. Masonry work on the first phase of the Town Wall was completed by 1285, re-using some stone from Segontium Roman fort. The Town Wall was badly damaged in the native uprising of 1294 and were restored and improved in 1295 at a cost of £1195. The wall walk and towers were further repaired in 1309-12. Of other entrances, only a single postern gate has survived intact, the Greengate to the SE. Former posterns on the W side are infilled and can be seen in the W wall of the church of St Mary and gable end of the police station. Another postern, the Water Gate at the end of Castle Ditch, has been altered. Further openings facing Bank Quay, from Church Street, Market Street and Northgate Street, are later insertions. The bell tower at the NW corner was converted for ecclesiastical use as accommodation for the chaplain of the church of St Mary, built 1307-16. The Bath Tower facing the Promenade was converted in 1823 when the Earl of Uxbridge created public baths on the site of the present 11-17 Church Street, part of a scheme to attract visitors to the town, when the upper stage of the Bath Tower became a reading room. The main E and W entrances survive substantially intact (are listed as separate items).
Exterior
High coursed rubble-stone wall in several straight sections forming an irregular plan and a circuit approximately 730m long, with 2 gate houses (listed as separate items) and eight 2-stage round towers contrasting with the polygonal towers of the castle. The quality of masonry in the wall is variable, accounted for by various repairs and restorations. The towers have mainly open gorges and were originally crossed by timber bridges, one of which has been repaired on the NE side. The upper stages of the towers have arrow loops, while the embattled parapet, where it survives, has similar loops to the merlons. The walls have regular brattice slots. At the SE end the wall has been demolished across Castle Ditch and begins on its N side, where on the inner side facing Hole-in-the-Wall Street stone steps to the wall walk survive at high level, and where there is a postern gate, known as the Greengate, under a 2-centred arch with portcullis slot. The adjacent tower has a shouldered lintel to a fireplace in the upper stage. The wall, with 2 towers and the East Gate to High Street, continues on a high bank, around to the N side facing Bank Quay. The NE tower survives to the full height of its battlements and has stone steps on the inner side. A skewed archway has been inserted leading to Northgate Street. Further W, an inserted segmental arch spans a double-carriageway entrance to Market Street, while the tower on its W side also retains stone steps. A lower segmental arch leads to Church Street immediately to the E of the church.
On the NW side the church of St Mary is integral with the Town Wall and its NW, or Bell Tower, houses the vestry, while its upper storey served as a priest's dwelling. Facing N it has a 2-light Tudor window under a hoodmould, with sunk spandrels, while the W face has a plainer 2-light window in the upper stage. On the parapet is a gabled bellcote. A blocked former postern gate is on the return facing the promenade, incorporated into the church. The next tower facing the promenade is the Bath Tower, which has early C19 detail in connection with the baths established in 1823. It has its doorway in the S side facing the Promenade, which has a pointed arch with studded boarded door and Y-tracery overlight. In the N and S faces the upper stage has restored 3-light mullioned and transomed windows incorporating iron-frame casements, and restored embattled parapet. A 2-storey projection with parapet is built behind. At the W end of the High Street is the former gatehouse known as Porth-yr-Aur, beyond which there is a single tower behind the former jail. The tower is enclosed at the rear by a late C19 wall with segmental arch flanked by small-pane windows under lintels. Further S is a segmental arch across Castle Ditch, on the S side of which the reveal and part of the keyed arch of an earlier gateway is visible, while the wall abutting the castle is an addition of 1326.
Reasons for Listing
Listed grade I, the medieval Town Wall has survived to almost the complete extent of the original circuit, defining the medieval town, and with Caernarfon Castle is of national significance in the survival of a medieval garrison town.
Scheduled Ancient Monument CN 034.
World Heritage Site.
Hole in the Wall Street runs on the other side of the wall.
Site of the Green Gate.
Last week a series of steel beam columns with very tall rods attached (see notes on photo above) were installed on the deck of the west tower. Each steel beam has one rod passing down to work deck below, plus a very tall rod on top that reduces in diameter about halfway up. They are not shown or explained in the "Portland-Milwaukie Light Rail Bridge Construction.pdf" available on TRI-MET's PORTLAND-MILWAUKIE LIGHT RAIL BRIDGE page. Does anyone know what they will be used for? NB8502
A Brief History of historical Mikkira Station
In 1839 Adam Borthwick left Peebleshire in Scotland and came to South Australia in the ship ‘Duchess of Northumberland’ (540 tons), landing at Port Adelaide on 18 December 1839. He was described on the shipping list as a shepherd, 43 years of age, and was accompanied by his wife and five children. They first settled at Gawler, then in 1842 Adam selected land on Occupational Lease 103, which extended from Sleaford Mere to the Cobbler Hill, nearly to the western coastline and south to Fishery Bay, in an irregularly shaped block.
“Mikkara” was chosen as the site of the Head Station, no doubt for the abundant and excellent water supply and the shelter of the gum trees.
Port Lincoln had been settled for three years at that time, but the first European settlement in the Sleaford Bay district was the whaling station at Fishery Bay, officially dated as 1837–1841, but whaling had been known around the coast long before that.
A small homestead was built after the style of a Scottish stone hut, and other one-roomed huts with stone chimneys and sheoak walls, for the shepherds.
There were wells to be dug, rough brush fences to be made and each year, the sheep washing and shearing. Each shepherd was responsible for about a thousand sheep and these were also protected at night, because of dingoes.
After shearing the wool was taken in drays to Port Lincoln and later to Wool Bay at Tulka, and loaded onto ketches, such as the ‘Lubra’. Adam’s son William acquired the lease for the Tulka run – a homestead was built there.
In June 1859 Adam Borthwick sold “Mikkira” to the brothers, Dr John Harris Browne and Dr William James Browne, who were very large landowners on Eyre Peninsula, owning at different times, ‘Calca’, ‘Talia’, ‘Warna’, ‘Koppio’ as well as other large properties.
By 1865 the improvements on “Mikkira” were listed as: four oak and one stone huts, five wells, one set of troughs, two two-roomed oak huts with porch, store, men’s kitchen and sleeping room, tool and harness room, cartshed and out-house, woolshed and leanto, wooden drafting yards, garden fence, milking yard.
On an 1879 map, the large stone walled flock yard is shown, and the men’s room survives as the big stone chimney. Alex Tolmer managed “Mikkira” for the Browne brothers and later for Hugh Dobbins, the new owner in 1867.
In July 1879, baby Lily May Farrant, aged one day, died and was buried in the little stone-walled grave under the gums: her mother Margaret Farrant, wife of the manager, also died and was buried in the Port Lincoln Happy Valley Cemetery.
In 1884 the lease, now a much reduced acreage, passed to James Sinclair and in May 1889 to Joseph Sawyer. Joseph was a builder as well as a seaman and landholder and enlarged the homestead. Joseph’s son Richard took the lease after Joe’s death, then in 1906, William Bolitho White, briefly: Alexander Sinclair 1906–1912: John William Henderson lived at “Mikkira” from 1912–1915, and James Augustine Schmidt the Elder, leased the land from 1915–1923.
The lease was then taken up by Samuel and Charles Theakstone on 26 February 1923, and has remained in the Theakstone family since then.
Thomas Black, known as Tom Black the Poet, lived at “Mikkira” 1920–1924. Tom had emigrated from Ireland in 1858 and worked at “Mikkira” as a shepherd in the late 1860s and 1870s. Tom’s sister Charlotte was the mother of Samuel and Charles Theakstone.
Ref: “Mikkira” document