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The USMF's elite pilots (those given the rank of Paladin) are a tough breed whose exploits are well known across the galaxy. Though qualified on a wide array of different craft (including ones not used by the USMF) most Paladins operate solo or in small groups; often great distances from allied bases or capital ships and thus have found great use in one-man fighter craft with FTL capability.
Miniaturizing FTL jump drives is a complex and costly process, but the benefits of a faster-than-light starfighter are numerous. For years, the USMF Paladins utilized the AX-20 "Katana" in this role. While a sturdy and fast ship, the Katana's production foundry was completely destroyed in the beginning stages of the Dimension Wars, and as such, it's service numbers dwindled further from the already small amount (in comparison to non-FTL fighters in the fleet).
Starcom Solution's answered the call for a "faster-than-light jack of all trades" by introducing the "Tekkan" (a name of Japanese origin inspired by its spiritual predecessor "Katana"). Starcom Solutions, living up to it's name, conquered the complex issue of small FTL jump drives with a unique solution; the drive systems were built at the capital ship shipyards on Saturn and then shipped to Neptune where quantum technology was used to shrink the units down to a smaller size.
Impressed by the originality of Starcom Solutions' engineering prowess, the USMF quickly requested a Tekkan for immediate trial runs. The first Tekkan produced (which was painted red with white markings as tribute to the Katana) passed its tests with flying colors (no pun intended) and was assigned to Paladin Kira Janus.
The Tekkan features twin heavy repeating lasers (much like those found on Hyperius Industries' "Scorpion"-class heavy fighter) and twin "Mjölnir"-type lightning cannons, which fire thunderous bolts of energy across great distances. These weapons pack quite the punch and require no ammunition, but require a great amount of charge time. If safety protocols are bypassed, the capacitor banks can overcharge and result in a devastating chain reaction.
(Pictured above is the AX-20 "Katana" which the "Tekkan" replaces. I paid tribute to the original craft by using a similar layout to it's wings and main thrusters, as a sort of easter egg.)
Exploitant : STIVO
Réseau : STIVO
Ligne : 34
Lieu : La Marnière (Vauréal, F-95)
Lien TC Infos : tc-infos.fr/vehicule/8781
This is the same flower that I exploited yesterday in a horizontal format. Today I decided to go with a vertical format to give it a different look
Lighting stuff: This was a 3 light setup with 24 inch soft boxes on either side of the flower with the back edge of the softboxes lined up with the flower, and one hand held flash behind the flower at camera left. The three Yongnuo strobes were triggered with a Yongnuo RF=603N.
Other pictures that I've taken of Birds of Paradise flowers can be seen in my cleverly titled Birds of Paradise album.
www.flickr.com/photos/9422878@N08/albums/72157631967781801
I've photographed a lot of plants and flowers, because they're all around us, work cheap, and never complain. I have an album of these images with over 1000 pictures, and for each one, I have described how I lit them, in case you're interested in that kind of thing.
Photo. Trams aux Fils.
(Interdiction de reproduire cette photo à des fins commerciales, sans mon accord )
Prise en septembre 1976
Motrice ?
La ligne du Fulpmes ou Stubaitalbahn été inaugurée le 31 juillet 1904 à voie métrique sa longueur est de 18,2 Kilomètres.
Exploitation par des tramways depuis juin 1983
Russ Meyer Box Set
Fullmedia, Japan, 2004
Russ Meyer's Mondo Box (Full Screen) -- REGION 2
- The Immoral Mr. Teas (1959)
- Cherry, Harry & Raquel! (1970)
- Lorna (1964)
- Common Law Cabin (Conjugal Cabin) (1967)
- Mondo Topless (1966)
+ Bonus Disc
Gare de Modane (Vallée de la Maurienne - Savoie)
Website : www.fluidr.com/photos/pat21
"Copyright © – Patrick Bouchenard
The reproduction, publication, modification, transmission or exploitation of any work contained here in for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved."
conurbano exploitation: este jueves expo en el perro negro de temperley. meeks y avellaneda, frente a la estacion
muestran: patito barrilet, flor akike, juan fuji, rosita maseda, el feder y lihuen venegas
The former Greetwell Quarry which was a former working Limestone Quarry up until 2003 in the years since nature has started to take over.
The original mining operation was a mixture of opencast and underground adits or tunnels. There are now plans to build hundreds of new houses on the area and the new Eastern Bypass will come close to the south eastern corner so the whole landscape is set to change in the next few years. In Lincoln, Lincolnshire.
Situated in the area stretching from the east end of Monks Road / Crofton Road / Greetwell Hollow on the south to Wragby Road on the north, the most productive and extensive area of working being on the north side of Greetwell Road. Operated by Mid-Lincs Ironstone Co. to exploit Northampton Sand Ironstone needed in steel making process at Scunthorpe. Over 1000 acres of land was bought from Ecclesiastical Commissioners. Area south of Greetwell Road was worked out by 1875. Both quarrying and mining took place, the ironstone being removed manually and transported by narrow gauge tramway to M S and L Railway at Monks Abbey sidings passing under road bridge in Greetwell Road. A combination of horse and human muscle power was used. Steam power was attempted in 1911 and 1916 but was not a success. 6 separate areas were; Wilsons, Rudyards, Long Harry, East Drift, Grundys No 1 and Grundys No 2. Approx 4 million tons of ironstone were extracted in lifetime of mines and quarries. Limestone has been quarried on the north side since the end of ironstone mining in 1930s, while the land to the south was levelled for construction of Allenby and Crofton Trading Estates.
Exploitant : Cars Lacroix
Réseau : Valoise
Ligne : 95-19
Lieu : Gare d'Argenteuil (Argenteuil, F-95)
Lien TC Infos : tc-infos.fr/id/24578
Exploitant : CAB Solution
Réseau : Navette Substitution SNCF Île-de-France
Ligne : Navette Transilien J
Lieu : Gare d'Argenteuil (Argenteuil, F-95)
Lien TC Infos : tc-infos.fr/id/43819
Picasso painting sells in New York for $179.4 million
There are some freaking rich guys in this world that really don't know what to do with their money... the artists won't even benefit of this because they are dead and gone... so what's the point? Things like that really annoy me and my dad that love Art, but this is Art exploitation, we talked about it earlier and some people said that this is sole my and his opinion, as if it's cool to do!?
beebea9.blog.ca/2015/05/12/this-is-art-exploitation-20344...
❝The Right To The Truth❞
( Subtitle:
“For families & friends of patients with cancer” )
Foreword by Emeritus Prof. Peter Goldstraw
Provocative book reveals widespread abuse of cancer patients' rights:
The book presents the case for the patients’ right to be aware of their own cancer diagnosis. It also proposes a way on how to break bad news.
❝…A valuable plea for honesty between medical professionals and their patients.❞ — Kirkus Reviews
Paperback, 5½ × 8½" sized, 288 pages, ISBN 978-1977834744
Also an ebook, available at Amazon ( kindle ed.) & Apple Books.
The book’s webpage:
Le miellat des pucerons est prélevé par les fourmis dites éleveuses. Ces dernières caressent avec leurs antennes les pucerons qui libèrent le miellat récolté alors par les fourmis.
Les fourmis profitent donc d'une ressource de nourriture sucrée et abondante et le puceron d'une protection contre les prédateurs et contre les champignons qui se développeraient (fumagine) si le miellat tombait simplement sur les feuilles.
[Wikipédia]
Véhicule : IRISBUS IVECO Citelis 18 GNV
Identification : 2671 (BL-445-JA)
Exploitant : Keolis Bordeaux Métropole
Dépôt : Centre d'Exploitation du Lac (CEL)
Véhicule parmis les premiers Citelis à passer en livrée TBM pour le changement d'identité du réseau.
Réseau : TBM (Bordeaux Métropole)
Ligne : 18 NAVETTE STADE EURO 2016
Voiture : 1811
Destination : Mise en Ligne
À l'occasion de l'UEFA EURO 2016 (coupe d'Europe de football), une ligne spéciale a été créée pour délester le Tram C de l'afflux de supporters, malgré les renforts mis en place. Cette "Navette Stade" porte le numéro 18, et fait la liaison entre le Parc des Expositions (et Nouveau Stade) et la station Tram B "La Cité du Vin" (anciennement "Bassins à Flot"), pour une correspondance depuis/vers le Centre-Ville. Cette Navette est mise en place avant et après le match, pour répartir les mouvements sur 2 axes. Pour l'occasion, un large périmètre avait été bloqué à la circulation autour du Stade Matmut Atlantique pour faciliter la circulation des supporters et des bus, et un arrêt spécial a été aménagé parallèlement à la station de Tram. Une zone de stationnement était mise en place pendant le match pour les bus assurant la Navette sur les "Rue du Vergne" et "Avenue de la Jallère". Cette Navette a été pérennisée au sein de l'offre TBM pour les événements au Stade Matmut Atlantique.
02/07/2016 21:28
Rue du Vergne ; F-33 BORDEAUX
Exploiting our natural tendency to interpret bilateral symmetry as a life form. Image by reflection, inversion, and texturing of Durian peel, taking advantage of the extreme texture of this the skin of this much maligned tropical fruit. I find the smell of ripe Durian on the bus to be offensive, but the same smell from my fridge is wonderful. The difference is one of ownership. The Durian in the fridge is my Durian. That's different.
Exploitant : STIVO
Réseau : STIVO
Ligne : 48C
Lieu : Gabriel Faure (Jouy-le-Moutier, F-95)
Lien TC Infos : tc-infos.fr/id/8380
Made it to Nara. Shika deers are everywhere and they are bold and smart. They just walked right into traffic and cars had to stop for them. I tried to get them to come posing for me but they quickly realized I am a cheap skate and will exploit them without feed.
Nara park
Gouache on 8x10x2 Stillman & Birn Beta sketchbook
Sketched live on location from 3:02 PM to 3:48 PM
Friday November 15 2024
Just came from Gangasagar Fair & shot it there...Gangasagar Mela(fair) is the largest fair celebrated in West Bengal (INDIA). This fair is held where the Ganga and the Bay of Bengal form a nexus. Hence the name Gangasagar Mela. This festival is celebrated during January every year and is a major attraction for millions of pilgrims from all over India.
The pilgrims come for a holy dip on Makar Sankranti (last day of the Bengali Month) Magha -Mid January. They take dips in the Ganges and offer water to the Sun God. The dip, as they say, purifies their 'self' and according to them, 'punya' can be obtained thus. When they are done with the ritual obligations, they head towards the Kapilmuni Temple situated nearby, to worship the deity as a mark of respect......
For more photos,click MY SITE subirbasak.orgfree.com.....
P.S."Copyright © – Subir Basak.
The reproduction, publication, modification, transmission or exploitation of any work contained herein for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved."
Exploitant : Transdev TVO
Réseau : R'Bus (Argenteuil)
Ligne : 501
Lieu : Parmentier (Sartrouville, F-78)
Lien TC Infos : tc-infos.fr/id/35641
Exploitant : Transdev TVO
Réseau : R'Bus (Argenteuil)
Ligne : 7
Lieu : Gare d'Argenteuil (Argenteuil, F-95)
Lien TC Infos : tc-infos.fr/id/20668
Régulation - Arrêt : Gare de Versailles Chantiers
Exploitant : Cars Hourtoule
Réseau Versailles Grand Parc
This is what Aroe calls "A Job" as opposed to proper graffiti but he says he likes it so that must be good enough. Done for The Body Shop's 40th.
Ligne 16 - Arrêt : Porte de Bourgogne
Exploitant : Keolis Bordeaux Métropole Mobilités
Réseau TBM - Bordeaux
Continuing my Southern Arizona Adventure 2024 with a visit to Bisbee Arizona. This is stage 6 of 9.
This is the oldest, continuously operating hotel in Arizona. Bisbee is a very walkable town. But hilly and with lots of steps
en.wikipedia.org/wiki/Copper_Queen_Hotel
The Copper Queen Hotel is a historic hotel located in Bisbee, Arizona. I think that if I visit Bisbee again, I will stay here.
Holding the distinction of being Arizona's longest continuously operated hotel, the Copper Queen was constructed from 1898 to 1902 by the Phelps Dodge Corporation to serve as lodging for investors and dignitaries visiting its nearby copper mine.[1][2]
www.atlasobscura.com/places/copper-queen-hotel-arizona
Historic Bisbee, Arizona is bustling, with a renewed emphasis on art, wellness, and tourism, but in many ways, it remains a living ghost town of its heyday. At the turn of the century, Bisbee was organized around the copper industry, with stories of massive wealth and exploitation. If you are looking for a place to stay and reckon with the ghosts of the past, there’s no better option than the putatively haunted Copper Queen Hotel.
This Victorian-era hotel is the oldest continuously run hotel in Arizona (in fact, the hotel predates its statehood). Completed in 1902, it was built by the Phelps Dodge Mining Company, owners of the eponymous Copper Queen mine, to be the height of modern luxury, as the company entertained visiting VIPs and dignitaries. The opulent hotel featured an Italianate tile floor, a Tiffany glass ceiling, and a front desk made from Tiger Oak. All the while, Phelps Dodge was systematically underpaying (or not paying) their workers, demanding more hours in dangerous conditions, resulting in a 1917 miners’ strike that led to the arrest and deportation of more than 1300 workers.
en.wikipedia.org/wiki/Bisbee,_Arizona
Bisbee is a city[5] in and the county seat of Cochise County[6] in southeastern Arizona, United States. It is 92 miles (148 km) southeast of Tucson and 11 miles (18 km) north of the Mexican border.
Bisbee was founded as a copper, gold, and silver mining town in 1880, and named in honor of Judge DeWitt Bisbee, one of the financial backers of the adjacent Copper Queen Mine.
Today, the historic city of Bisbee is known as "Old Bisbee" and is home to a thriving downtown cultural scene. This area is noted for its architecture, including Victorian-style houses and an elegant Art Deco county courthouse. Because its plan was laid out to a pedestrian scale before the automobile, Old Bisbee is compact and walkable. The town's hilly terrain is exemplified by the old four-story high school; each floor has a ground-level entrance.
Natural vegetation around Bisbee has a semi-desert appearance with shrubby acacia, oak and the like, along with cacti, grass, ocotillo and yucca. The town itself is much more luxuriant with large trees such as native cypress, sycamore and cottonwood plus the introduced ailanthus and Old World cypresses, cedars and pines. Palms are capable of growing tall, but are not reliably hardy. At least one mature blue spruce may be seen.
en.wikipedia.org/wiki/Bisbee_Historic_District
The Bisbee Historic District is a historic district located in Bisbee, Arizona, and has all the essential features of a prosperous, early twentieth century mining town.[2] It has been listed on the National Register of Historic Places in 1980.[2] The district has 80 contributing buildings, with various architectural styles including Colonial Revival, Mission Revival/Spanish Revival, and Italianate architecture.[2]
Haiku thoughts:
Dusty streets wind tight,
Colors spill from old brick walls,
Echoes of the past.
Southern Arizona Adventure 2024
Les Halles de Dijon (Bourgogne - Côte d'Or)
Les halles du marché de Dijon sont des halles en architecture métallique bâties de 1873 à 1875 à Dijon par l'entreprise de Gustave Eiffel. Elles sont inscrites aux monuments historiques depuis 1975 (Wikipédia)
Website : www.fluidr.com/photos/pat21
"Copyright © – Patrick Bouchenard
The reproduction, publication, modification, transmission or exploitation of any work contained here in for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved."
Plaque beneath this image of Jimmy Melrose reads:-
“Charles James (Jimmy) Melrose (1913–1936)
During the glamorous mid 1930s, few rivalled the celebrity of charismatic South Australian aviator Jimmy Melrose. Image a young 19 year old boy, 6 feet tall, blue eyes, unruly blond hair with a freckled face.
Born in Burnside and raised here on Glenelg’s Esplanade at Glenwood Mansions (now Melrose Apartments) Jimmy captivated the world with his aviation exploits across the globe.
He established several Australian flying records and set world records, all within 3 short years.
In August 1934 Jimmy flew his DH Puss Moth, affectionately named ‘My Hildergarde’ 8,000 miles (12,875 km) solo around Australia.
This slashed the previous record by 2 days to 5 days, 10 hours, 57 minutes.
Tragically, on 3 July 1936, aged 22, Jimmy died on a charter flight from Melbourne to Darwin when his Heston Phoenix broke up over South Melton, Victoria in turbulent conditions.
His death sent shock waves around the world as people mourned their chivalrous young knight of the air.”
Jimmy Melrose was the youngest competitor in the 1934 MacRobertson Trophy London-Melbourne air race in October 1934 and the only Australian to finish the race. He made the record solo flight in 8 days and 9 hours coming third on handicap.
The event was held in 1934: dreamt up by the Lord Mayor of Melbourne, Harold Smith to celebrate Victoria’s centenary. It was sponsored by the Melbourne chocolate manufacturer Sir MacPherson Robertson, to test the feasibility of scheduled air services between Europe and Australia.
In 1936 Melrose was killed when his Heston Phoenix monoplane VH–AJM disintegrated in mid air at Melton South, Victoria. The tragedy was reported world-wide in the media at the time.
*Jimmy Melrose’s memorial is located on the edge of the Stirling Centenary Oval and was handed over to the District Council of Stirling. There was an infantile paralysis epidemic at the time and an unveiling was considered unwise.
It was erected by public subscription: Melrose was once a resident of the district. Of the £101 cost, £22 was raised by children of the following schools Stirling East, Bridgewater, Aldgate, Mylor, Scotts Creek, Heathfield, Upper Sturt and Crafers. [Ref: Mount Barker Courier and Onkaparinga and Gumeracha Advertiser 10-3-1938]
*Melrose Killed when Plane Crashes
MACHINE BURST INTO FRAGMENTS
Was on flight to Darwin
MR A G CAMPBELL ALSO A VICTIM
Charles James Melrose, 22, of Glenelg, Australia’s most popular airman, and Alexander George Campbell, 47 of Brighton, Victoria, who had a distinguished career as a soldier and as a mining engineer, were killed instantly when Melrose’s Heston Phoenix high-wing monoplane broke to pieces in dense clouds and crashed at South Melton, Victoria on Sunday morning.
They were on their way from Melbourne to Parafield on the stage of a flight to Darwin. Miss Lily Melrose, a cousin of the aviator, was about to leave Adelaide for the flying field to join the fliers when she received news of the fatality.
The wreckage was found over an area of two square miles, and the bodies of the two men were 400 yards apart.
Warm tributes were paid to the young airman by the Prime Minister (Mr Lyons), and by the Premier (Mr Butler), who recently took the air for the first time with Melrose as his pilot.
Melrose's place in the affection of South Australians was strikingly evidenced when the news was received. Mention of his death was made in many churches, and the Government immediately decided to arrange for a State funeral, subject to the approval of Mrs Melrose.
The tragedy of the disaster was increased by the fact that Mr Campbell had intended originally to go to Adelaide by train and join Mr Melrose there. Mr Melrose, however, flew his mother to Melbourne on Thursday for a holiday visit and then waited to fly Mr Campbell to Adelaide.
Mr Campbell had chartered Mr Melrose's machine on behalf of a syndicate of Melbourne and Adelaide business men. He intended to fly to Darwin, where he was to inspect gold mining areas at Pine Creek. He expected to be away for between 10 and 14 days.
The party was to comprise Miss Lily Melrose, cousin of Mr Melrose, and Mr O V Roberts, both of Adelaide, who intended to make the flight an opportunity for a holiday. Mr J Smith Roberts, a mining expert, was to be picked up at Tennant Creek.
Mrs Melrose went to the scene of tragedy and she wished to see her son's body at the City Morgue, but she was suffering from such prostration that it was considered inadvisable for her to do so.
The body was identified by the manager of the Oriental Hotel.
A watch which Mr Melrose was wearing had stopped at 8.34 am, indicating the time of the crash. A police wireless patrol prevented the souveniring of fragments from the main wreckage.
On the way to the Essendon aerodrome Mr Melrose and Mr Campbell were in high spirits, joking and discussing the projected flight to Darwin.
Mr Campbell had travelled in a taxi cab from his home in Brighton, and joined Mr Melrose at the Oriental Hotel, Collins street.
Light rain was sweeping over the aerodrome when they arrived, and Mr R Hart, of the Hart Aircraft Service Pty, Ltd, in whose hangar Mr Melrose had left his plane, advised Mr Melrose not to fly because of the inclement weather.
Mr Melrose had on Saturday postponed his flight because of the bad flying conditions, and when he saw a break in the clouds this morning he decided to make the flight, as he wished to reach Oodnadatta before night. He told Mr Hart that he expected to reach Port Augusta or Adelaide in three hours by flying at a height of 3,000 feet above the clouds.
Ascending toward a patch of clear sky, the machine reached a height of about 2,500 feet before it passed out of sight of the party on the aerodrome. Apparently Mr Melrose experienced difficulty in finding the break in the clouds, because the time which the machine took to travel the 15 miles to South Melton - 24 minutes - indicates that he spent some time searching for a clear sky.
Residents of South Melton saw the machine emerge from low-lying clouds above the railway station. Almost immediately there was a loud roar and many fragments were seen falling from the machine and drifting in the wind.
The engine and most of the fuselage spun at a steep angle toward the ground, while the starboard wing drifted in another direction towards the Toolern Creek, and hundreds of smaller fragments were carried by the wind to paddocks near the Ballarat road, which is about a mile and a half from the scene of the crash.
The two occupants were hurled out of the machine, but so many fragments were falling that none of the residents was certain of having seen them fall.
Mr Melrose's body was found on the southern end of the gorge of the Toolern Creek, about 50 yards from the engine, and the remnants of the fuselage, while Mr Campbell's body was found about 400 yards away in a paddock on the north side of the gorge. Both men had been killed instantly.
The two petrol tanks were found on different sides of the gorge. Tools and luggage were on the cliffs or in the flooded creek, and innumerable pieces of wood and fabric were scattered over an area of nearly two square miles to the north of the creek.
The desperate thoughts which must have passed through the minds of the victims in the few seconds before the crash were indicated by the condition of the safety belts. The pin had been drawn to release one safety belt, but in the other belt the pin was bent but still in the socket.
Apparently Mr Campbell had undone his belt so that, if he survived the crash, he could crawl from the machine.
Mr Melrose, who was probably struggling with the controls, apparently did not have time to withdraw the pin of his belt, consequently Mr Campbell was hurled further from the plane than Mr Melrose.
A close examination of the area over which the wreckage was strewn was made by the Air Accidents Investigation Committee soon after the tragedy.
The committee has no theory of the cause of the crash at present, but it is understood that it has reached several interesting conclusions.
From the range and position of the fragments it is considered possible that the machine disintegrated while it was in a wide spin with the engine running. If the spin was fast enough the strain might have caused the machine to collapse.
Because the port wing was found much farther from the engine and fuselage than the starboard wing, it is considered probable that the port wing was the first to crumple. The machine would then have become wholly out of control, and the increased strain would have quickly caused the collapse of the other wing, the tailplane, and other light parts of the machine.
The breaking up of the machine was described by Mr. Edward Wickham, of Melton South, who was gathering wood in the back yard of his home.
“For some time I heard the drone of an aeroplane in the clouds,' he said, 'but I could not see it. The clouds were low and a strong southerly wind was driving misty rain. Suddenly there was a roar and the plane came spinning out of the clouds. Just as it came into full view, the machine appeared to burst into fragments and the roar stopped.
“The engine and fuselage hurtled at a fairly steep angle towards the ground, but the other fragments drifted quite slowly with the wind and fell in the paddocks between the Toolern Creek and the Ballarat Road.
“With three other residents, I ran over the paddocks. We lifted the refuse expecting to find someone beneath, but no one was there. Then we searched among the rocks at the edge of the gorge and we found Mr Melrose lying shockingly injured on two flat rocks, just below the top of the cliff about 50 yards from the wreckage. Mr Campbell's body was then found on the other side of the gorge.”
Although Mr Campbell had flown many miles on mining business, his wife did not like his flying, and had tried to dissuade him from continuing it. He insured his life for £2,000 for the period of the flight to Darwin.
“I regret exceedingly to learn that yet another of Australia's great airmen has passed away,” said the Prime Minister (Mr Lyons).
“In his brief flying career, Melrose won considerable fame,” continued Mr Lyons. “Not the least of his achievements was his skilful search for Sir Charles Kingsford Smith last year. Australia loses a chivalrous young knight of the air whom it can ill afford to lose.
“The sympathy of all the Australian people will, I feel sure, go to his devoted mother.”
Before the evensong service at St Paul's Cathedral, Melbourne, the organist (Dr A E Floyd) extemporised in the form of a threnody.
The Precentor (Rev Oliver Hole) announced that, in view of the sudden and tragic death of a brave young airman, the anthem had been changed. The choir sang the Memorial Anthem by Sir George Elvey from the Book of Wisdom:— “The souls of the righteous are in the hands of God: in the sight of the unwise they seem to die, but they are in peace.” [Ref: Chronicle (Adelaide) Thursday 9 July 1936]
* MELROSE'S MEMORY HONOURED
Crowds Attend Mourning Services In Two Cathedrals
Moving tributes were paid in Melbourne and Adelaide yesterday to the memory of Mr C J Melrose, who was killed when his plane crashed at South Melton, Victoria, on Sunday. Melrose's body was cremated at the necropolis, Springvale. Melbourne, yesterday afternoon.
The ceremony was preceded by a simple service in St Paul's Cathedral, which was crowded. The Archbishop of Melbourne (Dr Head), in his address, referred to "this boy, who was so wonderfully young and so attractive in personality, that he can only be called just lovable”.
Adelaide mourned the loss of Melrose at a special memorial service in St Peter's Cathedral which, at the request of the aviator's mother, synchronised with the funeral service in Melbourne.
As the crowds left the Cathedral after an inspiring address by the Bishop of Adelaide (Dr Thomas), three Royal Aero Club machines soared overhead in a last tribute to the club's distinguished member.
Tributes were paid and the sittings of both Houses of Parliament were suspended, the Assembly rising until the evening. [Ref: Advertiser (Adelaide), Wednesday 8 July 1936]
*LONDON, July 5
The news of the death of Melrose has caused sorrow in aviation circles. Mr Pemberton Billing, the uncle of Melrose, said:— “What a rotten shame. Jimmie was a protege of mine, and always stayed with me. I do not know what his mother will do now. When Jimmie was here, his thoughts were always with his mother, in Adelaide”.
The Agent-General for South Australia (Mr McCann) who bade farewell to Melrose when he flew to Australia in April, says:— “I am dreadfully sorry. He was one of the most charming men it was possible to meet”. [Ref: Chronicle 9-7-1936]
*SIMPLE SERVICE IN MELBOURNE
St Pauls Cathedral Crowded July 7
Simplicity marked James Melrose's funeral today. There was no display, the only uniform to be seen being that worn by the officer representing the Air Board.
Long before the service in St Paul's Cathedral was timed to begin, all the available pews were occupied, and knots of silent people gathered in Flinders street.
Inside the Cathedral, the coffin of dark wood rested on a bier of flowers in the choir. Placed on it were only two wreaths, one of laurels from the dead airman's mother, and the other of purple flowers and dark green leaves, inscribed simply ''From Rosebank." [Rosebank has been the station home of Mr Melrose's family in South Australia for nearly a century.]
"We have come together today in very sad circumstances,” Archbishop Head said. "Your first thought will be of sadness and terribleness of such an event, and how frightful it is that so precious a life should have been cut off so suddenly.
After another hymn, the blessing was pronounced by Archbishop Head from the altar, and the congregation stood while Beethoven's "Funeral March on the Death of a Hero" was played.
Then the coffin was carried along the aisle down which Melrose had walked on the day he finished the Centenary air race to Evensong. The people in the crowded street stood bareheaded and silent. Through the suburbs, where streets were lined by children from the schools, the procession passed, and along the Prince's Highway to Springvale. Six planes circled overhead.
The service was brief. The last prayers were offered by Archbishop Head.
The chief mourners were Mr Melrose's mother and his cousins, Mr Melrose MP, and Mrs Melrose, and Miss L M Melrose, all of South Australia, and Mr Brian and Mr F Hickling, of Melbourne (second cousins).
Those who attended included Mr Schofield MHR (representing the Prime Minister and Commonwealth Government). Mr Hyland MLA, and Major H A F Wilkinson (representing the Premier and State Government), Mr McIntosh (South Australian Commissioner of Crown Lands and Minister of Repatriation), and Mr Young MLC, (representing the Premier and Government of South Australia), Mr J D Malcolm (NZ), Mr F Emerson (Queensland), Mr L F Bruce (Tasmania), Flight-Lieutenant C S Wiggins (Air Board), Mr R Bennett (Lord Mayor of Melbourne), Mr J W Collins (Australian Aerial Medical Services), Mr B Bremner (Australian Broadcasting Commission), and Mr A P Bevan (Elder, Smith & Co, Ltd, Adelaide).
The pallbearers were the Director-General of Civil Aviation (Captain E C Johnston). Mr T P Manifold (the Aero Clubs of Australia), Mr F Penny (Shell Company of Australia), Mr G R Lamprell (South Australian Government representative), Mr E H Chaseing (Holyman’s Airways), and Mr R Hart.
Mr Melrose MP, who is remaining in Melbourne with Mrs James Melrose, said tonight that she had no plans for the future.
It had been arranged, he said, that she should go to Sydney and wait there for her son to join her after his flight to Darwin, but it was now impossible to say what her movements would be or her plans for the future. In the meantime, she would remain in Melbourne.
At the funeral, Mrs Melrose wore a brown costume, a fur, and a green hat with a black armband. She thought that her son would have preferred that she wear the colours in which he liked her best.
Telegrams were received from persons in all parts of the world, including the Governor-General (Lord Gowrie) and Lady Gowrie, the Governor of South Australia (Sir Winston Dugan), the Prime Minister (Mr Lyons), and the Minister for Health (Mr Hughes). [Ref: Advertiser (Adelaide) Wednesday 8 July 1936:
* On his return today from Melbourne, where he represented the State at the memorial service in St Paul's Cathedral to the late Mr C J Melrose, the Commissioner of Crown Lands (Mr McIntosh) said that Melbourne's sorrow was a magnificent tribute to a wonderfully beloved young hero.
"Victoria had taken him to its heart equally with South Australia," said the Minister. "His fame in Melbourne was as renowned as in Adelaide. and his memory as dearly cherished”.
Mr McIntosh said that the cathedral was crowded long before the time for the commencement of the service, and thousands, unable to gain admission, congregated outside.
The route from the cathedral to the crematorium, a distance of 16 miles, was lined the whole way by thousands of citizens, who stood with heads bowed in final homage to a young hero, triumphant even in death.
The service at the crematorium, said Mr. McIntosh, was equally impressive as at the cathedral, and the wonderful fortitude and courage displayed by Mrs Melrose at both ceremonies provided an example and inspiration to all who mourned with her. There would be some solace for her in the wonderful tributes paid by the people to the memory of her son.
Combined with the deep sorrow for Mrs Melrose. there was a deep sympathy for Mrs A G Campbell and her young family in the death of Colonel Campbell, who was killed with Melrose. [Ref: News (Adelaide) 8-7-1936]
*Funeral of Mr A G Campbell
There were impressive scenes at the funeral of Mr Campbell.
Officers and men of the 8th Battalion, with whom Mr Campbell served in the Great War, and of the 39th Battalion, of which until recently he was Lieutenant-Colonel commanding, paid many touching tributes to his memory.
Every returned soldier present filed past the open grave and dropped his poppy on to the coffin, after which the whole gathering stood to attention as “Last Post” was sounded. [Ref: Chronicle 9-7-1936]
**From an article by Craig Cook, published in the Advertiser (Adelaide) 13 September 2013 –
The long lost possessions of world famous aviator Jimmy Melrose were recently discovered in Victoria. Among the items are his white leather flying helmet and documents signed by the aviator.
The possessions were given by his mother to Clive Hamer, who had dinner with Melrose the night before his last flight, and asked him to pack and store them. She never asked for their return. The artefacts were then passed on as part of the estate of a deceased relative, ending up with Wayne and Judy Perry of Victoria. Subsequently they were given to the South Australian Aviation Museum.
There also is a permanent exhibition of Melrose’s achievements at the Bay Discovery Centre in Glenelg. It is suitably entitled, Australia’s Forgotten Hero.
Such was Melrose’s fame at the time of his death the then state government of Sir Richard Butler considered a proposal to build him a memorial, to “fly over the city”, on Montefiore Hill. The idea was finally scrapped when the statue of Colonel Light, then situated in Victoria Square, was moved to the hill instead.
In the first clear sign the local hero’s story was already fading from history, Melrose failed to be recognised among the initial 170 “SA Greats”, that includes his uncle, Sir John Melrose, to have their name on a bronze plaque on the Jubilee 150 Walkway.
The Walkway, commissioned as part of the celebrations commemorating the 150th anniversary of the founding of the state, was established along North Terrace in 1986. Fellow air pioneers, Sir Ross and Keith Smith are honoured but, despite the year being the 50th anniversary of Jimmy’s death, he missed out.
The greater irony is that Melrose had agreed to be a major attraction at the 100th anniversary of the founding of South Australia, distributing flyers in the lead-up and flying over Adelaide on the anniversary day, December 28, 1936. He died five months before the event.
An only child from a prosperous family, Jimmy Melrose grew-up with his mother, Hilda, in a grand house, on the Glenelg South esplanade. His prominent pastoralist father, James, had died in 1922 when his son was aged nine.
Throughout his life he had a fascination with the number 13, never regarding it as unlucky. It was both the date and year of his birth and the number of his imposing home, demolished in 1969.
A natural athlete, he exercised daily including a morning swim from the beach just outside his home. He was a fanatical early riser, neither smoked nor drank alcohol, and a devotee of the “Oslo lunch” that consisted of a wholemeal bread sandwich filled with cheese and salad, a glass of milk and an apple or other seasonal fruit.
While still a student at St Peter’s School he took flying lessons with the (Royal) Aero Club of South Australia at Parafield, gaining his licence at 19. As reward, his mother bought him his own plane, a DeH Puss Moth, which he named My Hildergarde, deliberately using 13 letters, in her honour.
In August 1934, aged 20, he flew 12,875km solo around Australia, reducing the previous record by almost two days, to five days, 10 hours, 57 minutes.
On his twenty-first birthday he left Parafield in his beloved Puss Moth for England, reaching Croydon in a record eight days, nine hours.
He became a global sensation, as the youngest entrant and only solo competitor, coming third, in the 1934 Centenary Air Race from England to Australia.
A dedicated diarist, he recorded the scenes as he left England: “Saturday 20 October 1934, the start of the greatest air race the world had ever seen. 60,000 people came around the aerodrome at Mildenhall at dawn. Thrilling is not the word: we raced across the countryside east of London, the Thames, the Channel off Dover. I shall never forget it!”
Soon after returning to Australia [After his search for the missing Sir Charles Kingsford Smith], and in his first major accident, Melrose crashed his Percival Gull, used in the search for Smith, at Penrose in New South Wales. Recovering quickly from severe injuries he sailed to England and flew back in a five-seater Heston Phoenix he intended to use to start the nation’s first flying taxi service.
An incredible crowd of 8000 assembled in Adelaide on Anzac Day, 1936, to greet him on his return. Just six weeks later he was dead.
In 1968, when his mother died, Jimmy Melrose’s ashes were buried with her at the North Road Anglican cemetery at Nailsworth, north of Adelaide.
There are some commemorations to the life and times of Jimmy Melrose. The suburbs of Melrose Park in South Australia and New South Wales, a look-out tower at the Glenelg Surf Life-Saving Club, Jimmy Melrose Park on the Glenelg foreshore and James Melrose Road bordering Adelaide airport are all named after him.
Mildenhall in Suffolk, England, where the 1934 Air Race began, has Charles Melrose Close and there is a simple inscribed cairn close to the fatal crash-site at Melton South.
Véhicule : HEULIEZ BUS GX 337 €6
Identification : 159116 (DT-301-TS)
Exploitant : Keolis Cars de Bordeaux
Dépôt : Ambarès-et-Lagrave
Réseau : TBM (Bordeaux Métropole)
Ligne : Lianes 7
Voiture : 0703
Destination : Centre Commercial BORDEAUX LAC
06/01/2021 10:20
Arrêt TBM "AMBARÈS-ET-LAGRAVE Parabelle"
Avenue Léon Blum ; F-33 AMBARÈS-ET-LAGRAVE
Exploitant : Transdev TVO
Réseau : R'Bus (Argenteuil)
Ligne : 8
Lieu : Gare d'Argenteuil (Argenteuil, F-95)
Lien TC Infos : tc-infos.fr/id/37468
HMS Exploit on its way up the River Thames yesterday: it moored at Tilbury landing stage just beyond this.
HMS Exploit is one of 14 "Archer" class patrol vessels and in based at Portsmouth. It has a crew of 5. It was commissioned in 1988 and built in the UK.
The recent commemorations of the Dunkirk evacuations were marked by a fleet of Dunkirk Little Ships sailing from Ramsgate to Dunkirk last week: they are returning this week. The were accompanied by a number of Navy patrol vessels (7, I believe) and I imagine HMS Exploit was one of these. Another was further down the river a I shot this (I left when it began to rain...). I'd been hoping to see any of the Little Ships which were returning but wasn't successful.
The Little Ships were private vessels that sailed from Ramsgate across the channel to help in the evacuation of over 300,000 Allied troops. There were over 800 Little Ships. One of the owners of a surviving vessel made the point that, with the passage of time, the Little Ships themselves are our last link with an extraordinary episode from a terrible time. I love to see them, whatever the reason.
(Just visible behind the greenery across the river: 3 tower blocks, masked by smoke from a fire a short distance up river).
[IMG_2227a]
They said if I add some cute animals to my pictures I'd get more likes. Lets put this to the test! :D
Rowan had a sweet interaction with a cute conure at a "pet" store. I'm ethically opposed to the sale of animals by the "pet" industry, but I do hope that whatever home this little sweetie ends up in, it's a good one where they are treated with love and proper care.
~~~~~~~~~~~~~
Why veganism:
"By the pricking of my thumbs
Something wicked this way comes!"
The enchanted world of Donald Trump. Unless you are a billionaire, you are paying dearly for it no matter where in the world you live. Our children have the most to fear.
All that glitters is not gold. All movement is not forward. All change is not progress. In our world of hyperpartisanship, manipulated social media, and aggressive commercial and financial exploitation, common sense grows increasingly rare.
"This is not okay," says Jim Comey; about this, at least, he is correct. If we let this become normal, we have lost.
Exploitant : Transdev TVO
Réseau : R'Bus (Argenteuil)
Ligne : 8
Lieu : Gare d'Argenteuil (Argenteuil, F-95)
Lien TC Infos : tc-infos.fr/id/34654
The exploitation rights for this text are the property of the Vienna Tourist Board. This text may be reprinted free of charge until further notice, even partially and in edited form. Forward sample copy to: Vienna Tourist Board, Media Management, Invalidenstraße 6, 1030 Vienna; media.rel@wien.info. All information in this text without guarantee.
Author: Andreas Nierhaus, Curator of Architecture/Wien Museum
Last updated January 2014
Architecture in Vienna
Vienna's 2,000-year history is present in a unique density in the cityscape. The layout of the center dates back to the Roman city and medieval road network. Romanesque and Gothic churches characterize the streets and squares as well as palaces and mansions of the baroque city of residence. The ring road is an expression of the modern city of the 19th century, in the 20th century extensive housing developments set accents in the outer districts. Currently, large-scale urban development measures are implemented; distinctive buildings of international star architects complement the silhouette of the city.
Due to its function as residence of the emperor and European power center, Vienna for centuries stood in the focus of international attention, but it was well aware of that too. As a result, developed an outstanding building culture, and still today on a worldwide scale only a few cities can come up with a comparable density of high-quality architecture. For several years now, Vienna has increased its efforts to connect with its historical highlights and is drawing attention to itself with some spectacular new buildings. The fastest growing city in the German-speaking world today most of all in residential construction is setting standards. Constants of the Viennese architecture are respect for existing structures, the palpability of historical layers and the dialogue between old and new.
Culmination of medieval architecture: the Stephansdom
The oldest architectural landmark of the city is St. Stephen's Cathedral. Under the rule of the Habsburgs, defining the face of the city from the late 13th century until 1918 in a decisive way, the cathedral was upgraded into the sacral monument of the political ambitions of the ruling house. The 1433 completed, 137 meters high southern tower, by the Viennese people affectionately named "Steffl", is a masterpiece of late Gothic architecture in Europe. For decades he was the tallest stone structure in Europe, until today he is the undisputed center of the city.
The baroque residence
Vienna's ascension into the ranks of the great European capitals began in Baroque. Among the most important architects are Johann Bernhard Fischer von Erlach and Johann Lucas von Hildebrandt. Outside the city walls arose a chain of summer palaces, including the garden Palais Schwarzenberg (1697-1704) as well as the Upper and Lower Belvedere of Prince Eugene of Savoy (1714-22). Among the most important city palaces are the Winter Palace of Prince Eugene (1695-1724, now a branch of the Belvedere) and the Palais Daun-Kinsky (auction house in Kinsky 1713-19). The emperor himself the Hofburg had complemented by buildings such as the Imperial Library (1722-26) and the Winter Riding School (1729-34). More important, however, for the Habsburgs was the foundation of churches and monasteries. Thus arose before the city walls Fischer von Erlach's Karlskirche (1714-39), which with its formal and thematic complex show façade belongs to the major works of European Baroque. In colored interior rooms like that of St. Peter's Church (1701-22), the contemporary efforts for the synthesis of architecture, painting and sculpture becomes visible.
Upgrading into metropolis: the ring road time (Ringstraßenzeit)
Since the Baroque, reflections on extension of the hopelessly overcrowed city were made, but only Emperor Franz Joseph ordered in 1857 the demolition of the fortifications and the connection of the inner city with the suburbs. 1865, the Ring Road was opened. It is as the most important boulevard of Europe an architectural and in terms of urban development achievement of the highest rank. The original building structure is almost completely preserved and thus conveys the authentic image of a metropolis of the 19th century. The public representational buildings speak, reflecting accurately the historicism, by their style: The Greek Antique forms of Theophil Hansen's Parliament (1871-83) stood for democracy, the Renaissance of the by Heinrich Ferstel built University (1873-84) for the flourishing of humanism, the Gothic of the Town Hall (1872-83) by Friedrich Schmidt for the medieval civic pride.
Dominating remained the buildings of the imperial family: Eduard van der Nüll's and August Sicardsburg's Opera House (1863-69), Gottfried Semper's and Carl Hasenauer's Burgtheater (1874-88), their Museum of Art History and Museum of Natural History (1871-91) and the Neue (New) Hofburg (1881-1918 ). At the same time the ring road was the preferred residential area of mostly Jewish haute bourgeoisie. With luxurious palaces the families Ephrussi, Epstein or Todesco made it clear that they had taken over the cultural leadership role in Viennese society. In the framework of the World Exhibition of 1873, the new Vienna presented itself an international audience. At the ring road many hotels were opened, among them the Hotel Imperial and today's Palais Hansen Kempinski.
Laboratory of modernity: Vienna around 1900
Otto Wagner's Postal Savings Bank (1903-06) was one of the last buildings in the Ring road area Otto Wagner's Postal Savings Bank (1903-06), which with it façade, liberated of ornament, and only decorated with "functional" aluminum buttons and the glass banking hall now is one of the icons of modern architecture. Like no other stood Otto Wagner for the dawn into the 20th century: His Metropolitan Railway buildings made the public transport of the city a topic of architecture, the church of the Psychiatric hospital at Steinhofgründe (1904-07) is considered the first modern church.
With his consistent focus on the function of a building ("Something impractical can not be beautiful"), Wagner marked a whole generation of architects and made Vienna the laboratory of modernity: in addition to Joseph Maria Olbrich, the builder of the Secession (1897-98) and Josef Hoffmann, the architect of the at the western outskirts located Purkersdorf Sanatorium (1904) and founder of the Vienna Workshop (Wiener Werkstätte, 1903) is mainly to mention Adolf Loos, with the Loos House at the square Michaelerplatz (1909-11) making architectural history. The extravagant marble cladding of the business zone stands in maximal contrast, derived from the building function, to the unadorned facade above, whereby its "nudity" became even more obvious - a provocation, as well as his culture-critical texts ("Ornament and Crime"), with which he had greatest impact on the architecture of the 20th century. Public contracts Loos remained denied. His major works therefore include villas, apartment facilities and premises as the still in original state preserved Tailor salon Knize at Graben (1910-13) and the restored Loos Bar (1908-09) near the Kärntner Straße (passageway Kärntner Durchgang).
Between the Wars: International Modern Age and social housing
After the collapse of the monarchy in 1918, Vienna became capital of the newly formed small country of Austria. In the heart of the city, the architects Theiss & Jaksch built 1931-32 the first skyscraper in Vienna as an exclusive residential address (Herrengasse - alley 6-8). To combat the housing shortage for the general population, the social democratic city government in a globally unique building program within a few years 60,000 apartments in hundreds of apartment buildings throughout the city area had built, including the famous Karl Marx-Hof by Karl Ehn (1925-30). An alternative to the multi-storey buildings with the 1932 opened International Werkbundsiedlung was presented, which was attended by 31 architects from Austria, Germany, France, Holland and the USA and showed models for affordable housing in greenfield areas. With buildings of Adolf Loos, André Lurçat, Richard Neutra, Gerrit Rietveld, the Werkbundsiedlung, which currently is being restored at great expense, is one of the most important documents of modern architecture in Austria.
Modernism was also expressed in significant Villa buildings: The House Beer (1929-31) by Josef Frank exemplifies the refined Wiener living culture of the interwar period, while the house Stonborough-Wittgenstein (1926-28, today Bulgarian Cultural Institute), built by the philosopher Ludwig Wittgenstein together with the architect Paul Engelmann for his sister Margarete, by its aesthetic radicalism and mathematical rigor represents a special case within contemporary architecture.
Expulsion, war and reconstruction
After the "Anschluss (Annexation)" to the German Reich in 1938, numerous Jewish builders, architects (female and male ones), who had been largely responsible for the high level of Viennese architecture, have been expelled from Austria. During the Nazi era, Vienna remained largely unaffected by structural transformations, apart from the six flak towers built for air defense of Friedrich Tamms (1942-45), made of solid reinforced concrete which today are present as memorials in the cityscape.
The years after the end of World War II were characterized by the reconstruction of the by bombs heavily damaged city. The architecture of those times was marked by aesthetic pragmatism, but also by the attempt to connect with the period before 1938 and pick up on current international trends. Among the most important buildings of the 1950s are Roland Rainer's City Hall (1952-58), the by Oswald Haerdtl erected Wien Museum at Karlsplatz (1954-59) and the 21er Haus of Karl Schwanzer (1958-62).
The youngsters come
Since the 1960s, a young generation was looking for alternatives to the moderate modernism of the reconstruction years. With visionary designs, conceptual, experimental and above all temporary architectures, interventions and installations, Raimund Abraham, Günther Domenig, Eilfried Huth, Hans Hollein, Walter Pichler and the groups Coop Himmelb(l)au, Haus-Rucker-Co and Missing Link rapidly got international attention. Although for the time being it was more designed than built, was the influence on the postmodern and deconstructivist trends of the 1970s and 1980s also outside Austria great. Hollein's futuristic "Retti" candle shop at Charcoal Market/Kohlmarkt (1964-65) and Domenig's biomorphic building of the Central Savings Bank in Favoriten (10th district of Vienna - 1975-79) are among the earliest examples, later Hollein's Haas-Haus (1985-90), the loft conversion Falkestraße (1987/88) by Coop Himmelb(l)au or Domenig's T Center (2002-04) were added. Especially Domenig, Hollein, Coop Himmelb(l)au and the architects Ortner & Ortner (ancient members of Haus-Rucker-Co) by orders from abroad the new Austrian and Viennese architecture made a fixed international concept.
MuseumQuarter and Gasometer
Since the 1980s, the focus of building in Vienna lies on the compaction of the historic urban fabric that now as urban habitat of high quality no longer is put in question. Among the internationally best known projects is the by Ortner & Ortner planned MuseumsQuartier in the former imperial stables (competition 1987, 1998-2001), which with institutions such as the MUMOK - Museum of Modern Art Foundation Ludwig, the Leopold Museum, the Kunsthalle Wien, the Architecture Center Vienna and the Zoom Children's Museum on a wordwide scale is under the largest cultural complexes. After controversies in the planning phase, here an architectural compromise between old and new has been achieved at the end, whose success as an urban stage with four million visitors (2012) is overwhelming.
The dialogue between old and new, which has to stand on the agenda of building culture of a city that is so strongly influenced by history, also features the reconstruction of the Gasometer in Simmering by Coop Himmelb(l)au, Wilhelm Holzbauer, Jean Nouvel and Manfred Wehdorn (1999-2001). Here was not only created new housing, but also a historical industrial monument reinterpreted into a signal in the urban development area.
New Neighborhood
In recent years, the major railway stations and their surroundings moved into the focus of planning. Here not only necessary infrastructural measures were taken, but at the same time opened up spacious inner-city residential areas and business districts. Among the prestigious projects are included the construction of the new Vienna Central Station, started in 2010 with the surrounding office towers of the Quartier Belvedere and the residential and school buildings of the Midsummer quarter (Sonnwendviertel). Europe's largest wooden tower invites here for a spectacular view to the construction site and the entire city. On the site of the former North Station are currently being built 10,000 homes and 20,000 jobs, on that of the Aspangbahn station is being built at Europe's greatest Passive House settlement "Euro Gate", the area of the North Western Railway Station is expected to be developed from 2020 for living and working. The largest currently under construction residential project but can be found in the north-eastern outskirts, where in Seaside Town Aspern till 2028 living and working space for 40,000 people will be created.
In one of the "green lungs" of Vienna, the Prater, 2013, the WU campus was opened for the largest University of Economics of Europe. Around the central square spectacular buildings of an international architect team from Great Britain, Japan, Spain and Austria are gathered that seem to lead a sometimes very loud conversation about the status quo of contemporary architecture (Hitoshi Abe, BUSarchitektur, Peter Cook, Zaha Hadid, NO MAD Arquitectos, Carme Pinós).
Flying high
International is also the number of architects who have inscribed themselves in the last few years with high-rise buildings in the skyline of Vienna and make St. Stephen's a not always unproblematic competition. Visible from afar is Massimiliano Fuksas' 138 and 127 meters high elegant Twin Tower at Wienerberg (1999-2001). The monolithic, 75-meter-high tower of the Hotel Sofitel at the Danube Canal by Jean Nouvel (2007-10), on the other hand, reacts to the particular urban situation and stages in its top floor new perspectives to the historical center on the other side.
Also at the water stands Dominique Perrault's DC Tower (2010-13) in the Danube City - those high-rise city, in which since the start of construction in 1996, the expansion of the city north of the Danube is condensed symbolically. Even in this environment, the slim and at the same time striking vertically folded tower of Perrault is beyond all known dimensions; from its Sky Bar, from spring 2014 on you are able to enjoy the highest view of Vienna. With 250 meters, the tower is the tallest building of Austria and almost twice as high as the St. Stephen's Cathedral. Vienna, thus, has acquired a new architectural landmark which cannot be overlooked - whether it also has the potential to become a landmark of the new Vienna, only time will tell. The architectural history of Vienna, where European history is presence and new buildings enter into an exciting and not always conflict-free dialogue with a great and outstanding architectural heritage, in any case has yet to offer exciting chapters.
Info: The folder "Architecture: From Art Nouveau to the Presence" is available at the Vienna Tourist Board and can be downloaded on www.wien.info/media/files/guide-architecture-in-wien.pdf.
Exploitant : Transdev Montesson la Boucle
Réseau : Bus en Seine
Ligne : S2
Lieu : Jardins Familiaux (Montesson, F-78)
Lien TC Infos : tc-infos.fr/id/37786
Exploitant : Transdev TVO
Réseau : R'Bus (Argenteuil)
Ligne : 9
Lieu : Gare d'Argenteuil (Argenteuil, F-95)
Lien TC Infos : tc-infos.fr/id/37466
Cimetière du Père Lachaise
www.esoterika.org/dotclear/index.php?2003/04/19/20-mademo...
LE NORMAND ou LENORMAND MARIE-ANNE (1772-1843)
Marie-Anne Le Normand, plus connue sous le nom de «Mademoiselle Lenormand», est sans doute la voyante la plus célèbre des temps modernes...
Cette popularité, elle la doit à un jeu de cartomancie, pourtant apocryphe, plus qu’à ses écrits – quelque quatorze ouvrages aujourd’hui largement oubliés – dans lesquels elle raconte ses songes et ses visions, et se vante de rencontres prestigieuses, pour la plupart douteuses. Son sens de la publicité, jusque dans la mort, et la prolixité de ses biographes, prompts à broder de nouveaux exploits, ont fait d’elle un personnage assez éloigné de la réalité.
Marie-Anne-Adélaïde Le Normand est née à Alençon le 27 mai 1772, seconde fille de Jean-Louis Le Normand, mort l’année suivante, et d’Anne-Marie Gilbert, qui devait mourir cinq ans plus tard. Devenue orpheline, l’enfant est mise en pension chez les sœurs, d’abord chez les Bénédictines, puis chez les Visitandines, où elle se sent déjà des dons de voyance. À l’âge de 11 ans, elle est placée en apprentissage chez une couturière. En 1786, elle s’installe à Paris où son père adoptif vient d’ouvrir un magasin. Elle fréquente peut-être alors son compatriote Jacques-René Hébert. L’année suivante, elle est arrêtée pour pratique magique, mais n’est pas poursuivie. Une tradition que rien ne permet de confirmer prétend qu’elle se rend ensuite à Londres et qu’elle y pratique l’astrologie, gagnant suffisamment d’argent pour rentrer enrichie (à 18 ans!) à... Alençon l’année suivante (1790). Revenue à Paris, Marie-Anne Le Normand devient lectrice de d’Armeval de La Saussotte, personnage assez trouble et libertin. Attirée par le théâtre, elle connaît ses premiers succès de voyante dans le milieu des acteurs, qu’elle fréquente en tentant d’y placer les pièces qu’elle écrit (mais dont il ne reste rien). Elle s’installe alors rue de Tournon, où elle prétendra plus tard avoir accueilli quelques visiteurs huppés, dont le comte de Provence (futur Louis XVIII), Fouché, encore inconnu, Camille Desmoulins, Robespierre et même Bonaparte! La présence d’un club jacobin au 8, rue de Tournon lui a probablement amené une clientèle de politiques.
En réalité, les activités de Marie-Anne Le Normand paraissent avoir été moins glorieuses. Elle fait à ce moment-là la connaissance d’une tireuse de cartes et de son acolyte, un garçon boulanger; devenue leur associée en 1793, elle rend des oracles déguisée en «Américaine». Mais un client mécontent, conventionnel, la fait arrêter pour charlatanisme, avec ses comparses; incarcérées à Saint-Martin, les deux femmes sont condamnées solidairement à dix livres d’amende comme «diseuses de bonne aventure». Toujours surveillée par la police, qui la soupçonne de s’acoquiner avec des «ennemis du peuple», Marie-Anne Le Normand est à nouveau arrêtée le 17 juin 1794 et enfermée à la prison de la Force. Thermidor la libérera.
En octobre 1797 (vendémiaire an VI), elle fonde un journal, Le Mot à l’oreille, ou le Don Quichotte des dames, dont elle se dit «propriétaire-rédactrice». Rien de divinatoire là-dedans: cette modeste gazette enfile les banalités, nouvelles, rumeurs («on-dit»), scènes de rue sur le vif, décisions du Conseil des Cinq-Cents. Mais Mademoiselle Le Normand était démangée par la passion d’écrire. Son adresse est alors 115, rue de Tournon, faubourg Saint-Germain. Le Mot à l’oreille n’alla pas au-delà de huit numéros. La vraie notoriété vient avec l’Empire. Marie-Anne est-elle alors, comme elle l’a prétendu dans les Mémoires historiques et secrets de l’impératrice Joséphine (Paris, chez l’auteur, 1820), la confidente de Joséphine? On peut en douter quand on sait le jugement sans appel formulé par les historiens sur ce document entièrement apocryphe. Mais les rapports de police le disent: «la demoiselle Le Normand demeurant rue de Tournon fait journellement des dupes»; elle se dit «cousine de Charlotte Corday ... tenant un bureau d’écrivain public pour couvrir ses manœuvres» (rapport de septembre 1804). Nombre de célébrités parisiennes la consultent, tels Talleyrand, Madame de Sta‘l, Talma, et même Metternich qui lui rend visite en mars 1808. Cette célébrité lui vaut des ennemis. D’autant plus que Mademoiselle Le Normand est royaliste et s’en cache à peine. Le 11 décembre 1809, elle est arrêtée, pour être relâchée douze jours plus tard. Douze jours longuement et complaisamment narrés dans Les Souvenirs prophétiques d’une sibylle sur les causes secrètes de son arrestation le 11 décembre 1809 qu’elle publie en 1814. La clientèle continue pourtant d’affluer, sa popularité est au zénith. Depuis 1810, Marie-Anne Le Normand possède aussi une librairie rue du Petit-Lion-Saint-Sulpice (actuelle rue Saint-Sulpice). Elle y vendra essentiellement ses propres livres, tous publiés à compte d’auteur.
Le retour des Bourbons apporte à Mademoiselle Le Normand une nouvelle clientèle. La «sibylle» polémique volontiers dans la presse, qui l’accuse d’être une «sorcière». Les échotiers et les publicistes la brocardent. Elle se justifie, parlant de ses «horoscopes» et de son «génie». Elle se lance dans l’écriture de livres pour y raconter ses souvenirs ou ceux de personnages importants qu’elle dit avoir rencontrés. Ainsi paraissent successivement Les Souvenirs prophétiques d’une sibylle (1814), Anniversaire de la mort de l’impératrice Joséphine (1815), La Sibylle au tombeau de Louis XVI (1816), Les Oracles sibyllins, ou la suite des souvenirs prophétiques (1817).
En octobre 1818, Mademoiselle Le Normand décide de se rendre en grand équipage à Aix-la-Chapelle où les souverains de la Sainte-Alliance (tsar, roi de Prusse, empereur) tiennent congrès. Après quelques péripéties à la frontière, elle arrive à Aix, où elle retrouve les têtes couronnées qui la consultent depuis longtemps. Puis elle se rend à Bruxelles où elle est accueillie avec ferveur. Ces aventures donnent matière à un nouveau livre: La Sibylle au congrès d’Aix-la-Chapelle, suivi d’un coup d’œil sur celui de Carlsbad, ouvrage faisant suite aux Oracles sibyllins, avec des notes politiques, historiques, philosophiques, cabalistiques, etc., etc., qui paraît en 1819. En 1820, la publication contestée des Mémoires historiques et secrets de l’impératrice Joséphine, Marie-Rose Tascher de La Pagerie, première épouse de Napoléon Bonaparte fait scandale. Le livre sera réédité en 1827, traduit en allemand en 1822, en suédois en 1831, puis en anglais aux États-Unis en 1847 assurant sans doute la popularité de l’auteur très largement au-delà de nos frontières. La presse ridiculise pourtant à nouveau Marie-Anne Le Normand. Humiliée, elle décide de partir et choisit de se rendre à Bruxelles où elle s’installe en mars 1821. La police la surveille, elle déménage, puis est arrêtée en avril, accusée d’escroquerie. Finalement, après plusieurs interrogatoires et perquisitions, un procès se tient devant le tribunal correctionnel de Louvain. L’accusée est populaire, la presse s’en mêle, le public est nombreux. L’accusation de sorcellerie est en filigrane. Marie-Anne Le Normand est condamnée aux dépens et invitée à quitter la Belgique. D’août à octobre 1821, elle séjourne dans le Nord de la France où elle consulte. Revenue à Paris, elle se lance dans la préparation d’un torrent de livres, à commencer par le récit de ses aventures en Belgique: Souvenirs de la Belgique: cent jours d’infortunes, ou le procès mémorable, avec des notes historiques et politiques, qui paraît en octobre 1822. Suivent quelque sept ouvrages «historiques» où sont convoquées les mânes de Louis XVIII, qui vient de mourir, d’Alexandre Ier de Russie, ou encore L’Ombre de Henri IV au palais d’Orléans (1831). En 1833, Mademoiselle Le Normand prend un peu vite le parti de la duchesse de Berry, alors discréditée par ses tentatives rocambolesques de restauration légitimiste. La «sibylle» paraît moins inspirée: elle ne publiera plus de livre. Pourtant son nom continue de susciter des vocations: on ne compte plus les voyantes qui se disent – abusivement – ses élèves. Un peu oubliée, elle meurt le 25 juin 1843. Son enterrement à Paris en grande cérémonie baroque (gigantesque catafalque, pleureuses, église toute tendue de blanc) en présence d’une foule nombreuse provoque les sarcasmes des journaux.
Aussitôt, «biographes» et imitatrices se multiplient: trois récits assez fantaisistes de la vie de Mademoiselle Le Normand paraissent avant la fin de l’année, rapidement suivis par «vérités» et «souvenirs authentiques» dus à des thuriféraires improvisés. Les grands dictionnaires biographiques du moment, tels que la Nouvelle Biographie générale du Dr Hoefer et la Biographie universelle ancienne et moderne de L.-G. Michaud, la font entrer dans leur panthéon sans délai. Dès 1845, paraît en cinq petits volumes un Grand Jeu de société et pratiques secrètes de Mlle Le Normand entièrement apocryphe, préparé par une «Mme la comtesse de ***» qui se dit disciple de la sibylle et qui n’est sans doute que Mme Breteau, femme d’un éditeur peu scrupuleux. Le jeu de 54 cartes qui y est joint, devenu depuis un classique de la cartomancie et parfois présenté comme un «tarot», n’en est pas moins aux antipodes de ce que nous savons des méthodes et des thèmes ressassés par Marie-Anne Le Normand. Cette réputation de cartomancienne a même franchi les frontières, au point qu’un petit jeu de société à 36 cartes né en Allemagne, au style très germanique, est rebaptisé «Petit Lenormand».
Malgré sa passion d’écrire et ses nombreux ouvrages, Mademoiselle Le Normand n’a laissé ni théorie ni méthode pratique. Souvenirs arrangés et «prophéties» rétrospectives constituent l’essentiel de son témoignage; mais son sens très moderne de la communication lui vaut une postérité sans égal.
(vu dans Esotérika)
Robert O'Hara Burke:
Robert O'Hara Burke (1821-1861), explorer, was born at St Clerans, County Galway, Ireland, second of the three sons of James Hardiman Burke and his wife Anne, née O'Hara. The Burkes were Protestant gentry and landowners, and the father and all his sons were soldiers. Burke was educated at Woolwich Academy, entered the Austrian army and served as lieutenant in a cavalry regiment. Discharged at his own request in June 1848, he took up a command in the Irish Mounted Constabulary until he migrated to Australia in 1853. In April he entered the Victoria police as an acting inspector stationed at Carlsruhe. Next January he was appointed senior inspector at Beechworth; soon afterwards he took leave to go to Europe in the hope of serving in the Crimean war but was too late. He returned to Beechworth and in 1858 became superintendent of police in the Castlemaine district. In 1860 he was given leave to take command of the exploring expedition to cross the continent from south to north organized by the Royal Society of Victoria and supported by the government.
Burke was impulsive, quick-tempered, arbitrary, generous, tender-hearted and charming, and those who did not quarrel with him loved him. He was recklessly brave, a dare-devil with a thirst for distinction as yet unsatisfied. His career seemed likely to peter out in humdrum police duties in Castlemaine. Although 'a well-bred gentleman and quite at home among people of the best class', at 39 he was slipping downhill into slovenly, eccentric habits. There is a strong tradition that he was also infatuated with Julia Matthews, a young siren of the Melbourne light theatre, but she was unresponsive to the ardour of the untidy, middle-aged country policeman with 7s. 8d. in his bank account. Leadership of the expedition was probably Burke's last chance of achieving distinction in his own, the world's and the divine Julia's eyes. He was very anxious for the appointment and admitted that he had used 'every fair, honourable and straightforward means' to get it.
The Burke and Wills expedition, as it has since been called, is a puzzling affair because there seems to have been no sufficient reason for it beyond the desire of the colonists of Victoria, which gold had made mighty, to make it mightier yet by 'taking the lead' in exploration, in which it had not even taken the first step. The objectives of the expedition were hazy and its route, from Cooper's Creek to the Gulf of Carpentaria, was decided less than a month before it set out. Burke's instructions, which were sent after him because they were not ready in time, were incoherent. A curious mixture of scientific curiosity, commercial initiative and sporting excitement added to the drama but the real object appears to have been to snatch from the South Australian explorer, McDouall Stuart, already in the field and formidable, the honour of making the first south-north crossing of the continent. Governor (Sir) Henry Barkly later described the expedition as 'the glorious race across the continent between the expeditions fitted out in this and the adjacent colony of South Australia'. The choice of a totally inexperienced leader is inexplicable if exploration were the real object, but excellent if it were exploit. Burke was a death or glory man and he achieved both.
The Burke and Wills expedition was the most costly in the history of Australian exploration, a symbol of the nouveau riche colony that promoted it. When the last bill came in, for the monument to the dead explorers, it had cost well over £60,000 and seven lives. Burke was the first Australian explorer to be provided with camels, over two dozen of them, both riding and pack animals, imported complete with cameleers. There were horses and wagons, abundant food for two years and lavish equipment, including 6 tons of firewood, 57 buckets and 45 yards of green gossamer for veils. The party consisted of three officers: Burke, Landells the camel-master, and William John Wills surveyor and meteorologist; two German scientific officers, Ludwig Becker naturalist and Herman Beckler medical officer and botanist; a foreman and nine assistants and the camel-drivers. The expedition left Melbourne on 20 August 1860 and made a stately progress through the settled districts to Swan Hill and Balranald and reached Menindee on the Darling at the beginning of October.
Burke wrote in a private letter from Menindee that he was determined that the cursed impedimenta, the ruin of so many explorers, would not ruin him; he was in haste and determined to travel light. He had already left much of his equipment and some of his provisions at Balranald, including the lime-juice which might have saved four of his men from death by scurvy, and at Menindee he dumped more provisions and transport. After quarrelling with Burke, Landells resigned at Menindee and Burke promoted Wills to second-in-command, replacing him as third officer by a local man, William Wright, who was barely literate and proved incompetent and unreliable. Burke's instructions were perfectly clear on one point: his base camp was to be at Cooper's Creek. Instead he divided his party, transport and provisions, dashing on to Cooper's Creek with the advance party and ordering Wright to follow him with as little delay as possible. Wright was in no hurry. He hung about Menindee for three months, and when he at last set out lost his way, half his men and still more time. Burke had had time to go to the Gulf of Carpentaria and back before Wright, with the vital reserve transport and provisions, managed to travel the four hundred miles (644 km) to Cooper's Creek.
Burke selected Wills, John King and Gray to accompany him to the gulf and left four men, under the command of William Brahe, one of the assistants, at Camp LXV at Cooper's Creek. He took provisions for twelve weeks and six camels and a horse, which he used only as pack animals. Other explorers trudged when they had to, but Burke, with the best transport in the history of Australian exploration at his command, is the only one who chose to explore on foot. The march to the gulf was made in extraordinarily favourable conditions, after a season of heavy rain. Charles Sturt's Stony Desert was like a garden, full of lily ponds, and Burke's expedition, in this also unique, was never short of water and was able to travel in an almost straight line to its objective, without losing time searching for water. Even so it took four months to do the 1500 miles (2414 km). They walked from 5 a.m. to 5 p.m. with only a single day of rest in the whole period, and were half-starving in the fourth month. Gray could not stand the pace and died before they reached Camp LXV. Burke wrote, 'I am satisfied that the frame of man never was more severely taxed'. It was magnificent, but it was not exploration. Burke kept no journal; there was no time for scientific observation, and nothing useful was discovered as Burke's route was only practicable in unusual weather. Burke won the race to the north but McDouall Stuart found the all-weather route.
When the explorers reached Camp LXV on 21 April 1861, spent, starving and in rags, they found it deserted. Brahe's party had left that very day for Menindee, with six camels, twelve horses, all the clothes and most of the food. Wills and King were for following Brahe but Burke decided that since they had only two worn-out camels left and were in bad shape themselves they had no hope of catching up and would not survive the four-hundred-mile (644 km) journey unaided. Their best chance, he thought, was to make for the police station at Mount Hopeless, one hundred and fifty miles (241 km) away, and they set off in that direction, leaving a message of their intentions at Camp LXV on the off-chance.
Meanwhile Brahe had met Wright, who had at last arrived from Menindee, and, feeling uneasy about having left his post, decided to return to Camp LXV, which he reached fifteen days after he had left it. But he did not observe the signs of his leader's return that Burke had left and did not find his message, and departed, this time for good, for Menindee. Burke, Wills and King were too weak to get far on their journey to Mount Hopeless; they remained by Cooper's Creek, hoping to be rescued before they starved, but only King lived long enough to be found by Alfred Howitt's search party from Melbourne, which arrived in September 1861. Burke and Wills might also have survived if they had lived with the Aboriginals and shared their food as King did after their deaths. But Burke could not change the habits of a lifetime. He had been born and bred a member of the ruling race in a conquered country and could not bring himself to associate with natives. When they arrived in his camp, bearing gifts of fish, he behaved like an officer of the Irish constabulary plagued by the peasantry, and fired at them.
A royal commission appointed to inquire into the deaths of Burke and Wills censured Burke for having divided his party at Menindee and for entrusting Wright with an important command without sufficient knowledge of his character, and added that he had shown more zeal than prudence in leaving Cooper's Creek before the arrival of Wright and undertaking the journey to the gulf with inadequate provisions. Yet Burke had fulfilled the real object of the expedition. Indirectly, discovery was promoted because, although Burke's own journey was worthless as exploration, solid gains in geographical knowledge were made by the explorers Howitt, John McKinlay and William Landsborough, who led parties in search of him. Burke's ultimate contribution to the history of Victoria was oblique but significant. It had been a success story of needy Scotch crofters turned shepherd kings and of the glitter of treasure trove; the disaster of Burke and Wills added a dimension of tragedy.
A monument depicting Burke and Wills, by Charles Summers, stands at the corner of Collins and Swanston streets, Melbourne, and a portrait of Burke in oils by William Strutt is in the Melbourne Club.
William John Wills:
William John Wills (1834-1861), explorer, was born on 5 January 1834 at Totnes, Devon, England, son of Dr William Wills and his wife Sarah Mary Elizabeth, née Calley (Kelly). His father had studied medicine at Grainger's anatomical school, Guy's Hospital and St Thomas's, and became a member of the Royal College of Surgeons in 1827. As a youth William John, known as Jack, suffered a fever which left him with a 'slow and hesitating speech'. He was tutored by his father, and then attended St Andrew's Grammar School, Ashburton, in 1845-50. Articled to his father on 30 May 1850, he undertook courses at Guy's and St Bartholomew's hospitals, London.
Interested in Australia, Dr Wills bought a share in a Melbourne gold-mining company in 1852, but cancelled passages to Australia for himself and his sons William John and Thomas after objections from his wife. However, the brothers left Dartmouth in the Janet Mitchell, arriving at Williamstown, Port Phillip, on 3 January 1853. They became shepherds at Deniliquin, New South Wales, where they were joined by their father in October. They went to Ballarat, Victoria, where Dr Wills began to practise, assisted by William, who later worked in the River Wannon district, studied surveying and became an assistant at the astronomical and magnetical observatories at Melbourne under Professor G. B. Neumayer.
Wills's extensive correspondence shows an examining and factual mind, with an interest in natural phenomena, literature and exploration. Described as having a 'clear … complexion, an expressive eye that always outstripped his tongue … golden hair, a thick tawny beard, a smile at once intellectual and sympathising, a light, clean, agile frame', Wills had a keen sense of the ridiculous. He was encouraged by Neumayer who was a member of the exploration committee of the Royal Society of Victoria which organized the government expedition to cross Australia to the Gulf of Carpentaria. When Robert O'Hara Burke was made leader, he chose Wills as surveyor, astronomer and third-in-command.
The well-equipped expedition left Melbourne on 20 August 1860 but after a dispute at Menindee, George James Landells was dismissed and Wills became Burke's lieutenant. The party arrived at Cooper's Creek on 11 November and William Brahe was placed in charge of the depot. Burke, with Wills, J. King and Gray, six camels, one horse and three months provisions, left for the Gulf of Carpentaria on 16 December and reached it on 11 February 1861. Wills's diary of the journey evidences his own physical toughness in the tribulations of rough terrain, tropical rains, hostile Aboriginals, shortage of rations and illness; it describes Gray's death on 17 April and the return to Cooper's Creek on 21 April, only to find that Brahe had left that morning for Menindee, leaving a small cache of supplies. Against Wills's personal judgment the three survivors moved down Cooper's Creek towards Adelaide. Had they followed the route back to Menindee, they could have met Brahe returning to look for them.
After their supplies failed the trio lived precariously on fish and nardoo. Wills was left in camp whilst Burke and King sought Aboriginals to replenish their supplies of nardoo. Burke died on 28 June and King returned to find Wills dead in the camp. He had written a farewell letter dated 27 June to his father, and the last entry in his diary dated 29 June stated 'weaker than ever … my legs and arms are nearly skin and bone'. Relieving expeditions under A. W. Howitt, Landsborough, McKinlay and others were searching for the party. Howitt found King with friendly Aboriginals on 15 September, and buried Wills on 18 September; later he returned the remains of Burke and Wills to Melbourne and they were accorded a public funeral on 21 January 1863.
The government's inquiry into the tragedy criticized Burke's leadership and decisions, the appointment of Landells and William Wright, the unsuitability of Brahe, and the errors and delays of the exploration committee; but there was little or no criticism of Wills, who was a faithful second-in-command, subjugating personal doubts on Burke's decisions: it was natural that at 27 he should have deferred to the 40-year-old leader. As Dr Wills stated 'he fell a victim to errors not originating with himself'. Memorials to the expedition have been erected in Melbourne and many Victorian towns. A memorial to Wills was placed at Totnes, Devon, England, in August 1864.
Source: Australian Dictionary Of Biography.