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This precious volume was obviously highly prized by its owner, the French-born King of Navarre, who had his coat of arms painted on no less than twenty folios. Rather than directly commissioning this manuscript from a specific workshop, it seems that Charles the Noble acquired his book of hours -- perhaps ready-made for the luxury market -- while on a trip to Paris in 1404-05. A collaborative effort, six painting styles are evidenced within the pages of this codex, those of two Italians, two Frenchmen, and two Netherlanders. The painter who was responsible for the planning and decoration of the book, and who produced seventeen of the large miniatures, was a Bolognese artist known as the Master of the Brussels Initials. His principal assistant, responsible for most of the borders, was a Florentine who signed his name "Zecho" da Firenze on folio 208 verso.
France, Paris
ink, tempera, and gold on vellum
Codex: 20.3 x 15.7 x 7 cm (8 x 6 3/16 x 2 3/4 in.)
Mr. and Mrs. William H. Marlatt Fund
This precious volume was obviously highly prized by its owner, the French-born King of Navarre, who had his coat of arms painted on no less than twenty folios. Rather than directly commissioning this manuscript from a specific workshop, it seems that Charles the Noble acquired his book of hours -- perhaps ready-made for the luxury market -- while on a trip to Paris in 1404-05. A collaborative effort, six painting styles are evidenced within the pages of this codex, those of two Italians, two Frenchmen, and two Netherlanders. The painter who was responsible for the planning and decoration of the book, and who produced seventeen of the large miniatures, was a Bolognese artist known as the Master of the Brussels Initials. His principal assistant, responsible for most of the borders, was a Florentine who signed his name "Zecho" da Firenze on folio 208 verso.
France, Paris
ink, tempera, and gold on vellum
Codex: 20.3 x 15.7 x 7 cm (8 x 6 3/16 x 2 3/4 in.)
Mr. and Mrs. William H. Marlatt Fund
The mode, Volume and Seek buttons on the music controller on a car steering wheel. This kind of controller makes it easy to change channels or increase / decrease volumne while driving, since the hand does not have to leave the steering wheel.
Looking south from the passenger footbridge.
York Railway Station has a history stretching back to the very beginning of the railway age in the city. York's transformation into a major railway centre began in 1839, when the York and North Midland Railway opened its line to Leeds via Selby. A temporary wooden station was initially provided just outside the medieval city walls, near Queen Street, while a permanent station was being constructed.
The first permanent York station opened on 4 January 1841 at Toft Green, within the city walls. Designed by George Townsend Andrews, it was an elegant Italianate building with separate arrival and departure facilities and an iron-roofed train shed. An opening had been made through the medieval city walls to allow the railway to reach the station. The site had previously been occupied by a hospital for poor women, which was relocated to make way for the railway.
York's importance grew rapidly during the 1840s and 1850s. New railway connections turned the city into an important junction between routes running north, south, east and west. The influence of railway entrepreneur George Hudson was particularly significant in establishing York as a major railway centre. The station consequently became increasingly busy and increasingly cramped.
The original station complex also became notable for its accommodation. A railway hotel was built beside the station in 1852–53, opening in 1853. Following Queen Victoria's visit in 1854, it became known as the Royal Station Hotel. It is regarded as one of the earliest, and commonly as the first purpose-built hotel incorporated into a railway station complex. The surviving former station and hotel are now Grade II* listed.
The fundamental weakness of the first station was its position as a terminus. Trains arriving from the south had to enter the station and then reverse if they were to continue northwards. Rapid growth in passenger and goods traffic made this increasingly impractical. By the 1860s York had become a major bottleneck, and Parliament authorised a new station in 1866. The answer was to construct a much larger through station on a spacious site immediately outside the city walls.
Construction of the present York station took place between 1871 and 1877. The project was associated particularly with the North Eastern Railway's engineer-in-chief Thomas Elliot Harrison and its architects Thomas Prosser, Benjamin Burleigh and William Peachey. Prosser began the design work, while Burleigh and Peachey were involved in completing the project after Prosser's death. The station was built principally in yellow Scarborough brick, with stone dressings, and its enormous train shed was constructed using wrought-iron trusses supported by cast-iron columns.
The most spectacular feature is the great curved train shed. Rather than simply following a straight alignment, the platforms and roof sweep in a broad curve, creating the distinctive appearance for which York is famous. The roof consists of three principal curved spans, with additional roofing over the bay platforms. The result was one of the great engineering and architectural achievements of the Victorian railway age. It has often been described as a "cathedral" of the railway era.
When the new station opened on 25 June 1877 it had thirteen platforms and was described at the time as the largest railway station in the world. Its purpose was not merely to provide a grand entrance to York, but to solve the operational problems created by the old terminus. Trains could now pass through York without the delays associated with reversing, greatly strengthening the city's position on the developing national railway network.
The old station did not immediately disappear. After passenger services transferred to the new station, the former terminus continued to have railway uses, including goods and other railway traffic. Its train shed survived until the 1960s, when much of it was demolished. The surviving buildings were subsequently adapted for office use. Today the former station complex forms part of York's historic built environment and remains an important reminder of the city's first generation of railway architecture.
The new station itself continued to evolve. Its original platforms were extended to the north and south, while additional facilities were introduced over succeeding decades. A western platform and Tea Room were added during the development period, while a platform signal box and bookshop appeared between 1900 and 1909. These changes reflected the continuing growth and increasing complexity of York's railway operations.
By the early twentieth century York was handling an extraordinary volume of railway traffic. In 1910 approximately 350 trains a day were passing through the station, illustrating the scale of its role as a national railway junction. York was not simply a passenger station: the surrounding railway works, goods facilities, locomotive sheds, offices and other railway establishments made the city one of the most important railway centres in Britain.
The station was altered again during the 1930s. The western platform was refurbished and a new footbridge was constructed in 1938–39. These improvements formed part of the continuing adaptation of the Victorian station to changing railway requirements.
York's railway infrastructure also played a significant role during the Second World War. On 29 April 1942 the station was badly damaged during a German air raid. Railway staff continued working under extremely difficult conditions, with damaged areas cleared and railway services maintained despite the destruction. The National Railway Museum's oral-history archive preserves first-hand accounts from women who were working at York station at the time, including telegraph-office worker Betty Chalmers. The station was subsequently repaired, with the principal repairs completed by 1947.
The wartime damage was not confined to the passenger station. York's extensive railway complex was also affected, including locomotive facilities. The engine shed that now forms the National Railway Museum's Great Hall was badly damaged in the same April 1942 raid. It was repaired and continued to be used for railway purposes for many years afterwards.
A new signal box was installed in 1951. The station subsequently experienced the wider changes that affected Britain's railway network in the post-war period. Steam locomotives gradually gave way to diesel and electric traction, railway employment declined, and the importance of many traditional goods and locomotive facilities diminished. The surrounding railway complex changed dramatically during the second half of the twentieth century, although the principal passenger station survived.
The old York station finally lost its remaining railway functions during the 1960s. Its train shed was largely demolished in 1965–66, while other parts of the former railway complex disappeared or were converted to new uses. The period was part of the wider contraction of Britain's railway infrastructure associated with the Beeching era. The survival of the principal buildings is particularly significant because so much Victorian railway architecture elsewhere was demolished during the same period.
The present station was itself substantially refurbished in 1977, exactly a century after its opening. Earlier alterations had included replacement of most of the platform windscreens in 1972. Despite these changes, much of the essential Victorian character of the building remained intact.
York's position on the East Coast Main Line ensured that the station remained important as Britain's railway system entered the modern InterCity era. Electrification of the East Coast Main Line brought electric trains to York as part of the major modernisation programme of the late 1980s and early 1990s. The arrival of high-speed electric services marked another major technological change in the station's long history, replacing the steam age with a new generation of InterCity trains.
The station's architectural importance had already been formally recognised when it was listed Grade II* on 1 July 1968. The listing recognises not only the building's age but its exceptionally important combination of architecture, engineering and railway history. The principal train shed, ticket hall, concourse, platforms, clocks, decorative details and surviving ancillary structures all contribute to its historic character.
York station's importance is also inseparable from the wider railway landscape around it. The area became home to locomotive sheds, carriage works, goods facilities, railway offices and other buildings associated with the North Eastern Railway and its successors. Several of these structures survive and have acquired new lives. The National Railway Museum, established in York in 1975, occupies part of this former railway landscape and preserves the city's extraordinary connection with Britain's railway history. One of its principal buildings, the Great Hall, was originally a railway engine shed constructed in 1877.
Another surviving railway building is the former goods station, now the National Railway Museum's Station Hall. Built in the 1870s, it remained a working railway facility until the 1960s and later became part of the museum. Its survival provides an important link between York station's passenger history and the much larger railway complex that once surrounded it.
Today, York Railway Station remains an active principal station on the East Coast Main Line, serving long-distance InterCity, regional and local services. It continues to perform essentially the same role for which the great Victorian station was built: connecting York with the national railway network while accommodating trains passing through rather than terminating in the city.
The station's extraordinary survival means that the Victorian railway experience can still be read in its architecture. The sweeping iron roof, curved platforms, yellow brickwork, stone ornament, clocks, arches and immense internal spaces remain recognisably those of the railway age of the 1870s. Modern trains now occupy a space created for steam locomotives, yet the basic architectural concept has endured.
York Railway Station therefore represents much more than a transport facility. It records the transformation of York from an important historic city into one of Britain's great railway centres; the explosive expansion of Victorian railway travel; the engineering ambitions of the North Eastern Railway; the hardships of wartime; the contraction and modernisation of Britain's railways; and the subsequent recognition of railway architecture as an important part of the nation's industrial heritage.
From the temporary station of 1839, through George Townsend Andrews' elegant 1841 terminus, to the vast curved through-station of 1877 and its continuing role in the twenty-first century, York's railway history is a story of continual adaptation. The great train shed remains the defining symbol of that history: an extraordinary Victorian structure still performing the purpose for which it was built nearly a century and a half ago.
Volume of Cube In Geometry we study about the different figures, two dimensional and three dimensional. For three dimensional figures, we need to learn about the capacity (which we call the volume) and the surface areas of the different shapes. Here we will study about volume of Cube. A cube is the three dimensional figure, which we say has 6 faces, and each face of which is in the form of the Square. In daily life applications, we come across many situations, where we need to find the volume of the objects, which are in the shape of cube.
Image from 'Description des villes et campagnes du département de l'Yonne. Recueil de notices historiques, biographiques, géographiques, géologiques, agricoles ... IIe volume. Arrondissement d'Avallon', 002887353
Author: PETIT, Victor Jean Baptiste.
Page: 139
Year: 1870
Place: Auxerre
Publisher:
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