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"The National Railway Museum is a museum in York forming part of the Science Museum Group. The museum tells the story of rail transport in Britain and its impact on society. It is the home of the national collection of historically significant railway vehicles such as Mallard, Stirling Single, Duchess of Hamilton and a Japanese bullet train. In addition, the National Railway Museum holds a diverse collection of other objects from a household recipe book used in George Stephenson’s house to film showing a "never stop railway" developed for the British Empire Exhibition. It has won many awards, including the European Museum of the Year Award in 2001.
As of 2019 the museum is about to embark on a once-in-a-generation site development. As part of the York Central redevelopment which will divert Leeman Road, the National Railway Museum will be building a new entrance building to connect the two separate parts of the museum together. At the same time, the space around the museum will be landscaped to provide public spaces.
In 2020 architectural practice Feilden Fowles won an international competition to create the museum’s new £16.5 million Central Hall building—a key element of the museum’s Vision 2025 masterplan.
York is a cathedral city and unitary authority area in North Yorkshire, England. The population of the council area which includes nearby villages was 208,200 as of 2017[citation needed] and the population of the urban area was 153,717 at the 2011 census. Located at the confluence of the Rivers Ouse and Foss, it is the county town of the historic county of Yorkshire. The city is known for its famous historical landmarks such as York Minster and the city walls, as well as a variety of cultural and sporting activities, which makes it a popular tourist destination in England. The local authority is the City of York Council, a single tier governing body responsible for providing all local services and facilities throughout the city. The City of York local government district includes rural areas beyond the old city boundaries. It is about 25 miles north-east of Leeds and 34 miles north-west of Kingston upon Hull. York is the largest settlement in the ceremonial county of North Yorkshire.
The city was founded by the Romans as Eboracum in 71 AD. It became the capital of the Roman province of Britannia Inferior, and later of the kingdoms of Deira, Northumbria and Jórvík. In the Middle Ages, York grew as a major wool trading centre and became the capital of the northern ecclesiastical province of the Church of England, a role it has retained. In the 19th century, York became a major hub of the railway network and a confectionery manufacturing centre, a status it maintained well into the 20th century. During the Second World War, York was bombed as part of the Baedeker Blitz. Although less affected by bombing than other northern cities, several historic buildings were gutted and restoration efforts continued into the 1960s.
The economy of York is dominated by services. The University of York and National Health Service are major employers, whilst tourism has become an important element of the local economy. In 2016, York became sister cities with the Chinese city of Nanjing, as per an agreement signed by the Lord Mayor of York, focusing on building links in tourism, education, science, technology and culture. Today, the city is a popular tourist attraction, especially for international visitors from America, Germany, France and China. In 2017, York became UK's first human rights city, which formalised the city's aim to use human rights in decision making." - info from Wikipedia.
Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.
Now on Instagram.
Become a patron to my photography on Patreon.
Heads Off To Drax Power Station To Form The 4R53 14.33 Drax Power Station To Immingham Biomass Lp (Dbc) The Route And Timings Were
Drax Power Station 14.33 . 14.29 4E
Drax Branch Junction 14.41 . 14.36 1/2 4E
Hensall 14.43 . 14.39 1/2 3E
Eggboro' (Whitley Bdge Jn) 14.45 . 14.41 4E
Whitley Bridge 14.45 1/2 . 14.42 3E
Sudforth Lane Signal Box 14.47 1/2 . 14.43 3/4 3E
Knottingley East Jn 14.52 . 14.51 RT
Knottingley South Jn 14.53 1/2 . 14.52 1/2 RT
Norton Level Crossing 15.01 . 15.01 3/4 RT
Haywood Jn 15.04 1/2 . 15.05 1/4 RT
Thorpe Marsh Jn 15.07 1/2 . 15.07 RT
Hatfield & Stainforth 15.15 1/2 . 15.14 1/2 RT
Thorne Jn 15.18 1/2 . 15.17 3/4 RT
Thorne South 15.20 . 15.22 1/4 2L
Crowle 15.26 1/2 . 15.29 1/4 2L
Althorpe 15.33 . 15.35 3/4 2L
Gunhouse Loop 15.35 . 15.37 2L
Scunthorpe West Jn 15.38 1/2 . 15.41 1/4 2L
Scunthorpe 15.39 . 15.40 1/2 1L
Frodingham Jn 15.39 1/2 No Report
Scunthorpe Trent Jn 15.40 . 15.42 2L
North Lincoln Jn 15.40 1/2 . 15.42 3/4 2L
Scunthorpe F.O.B. Jn 15.42 . 15.45 3L
Appleby Lc 15.44 1/2 . 15.46 3/4 2L
Elsham 15.53 . 15.52 1/4 RT
Wrawby Jn 15.57 . 15.55 1E
Barnetby 15.58 1/2 . 15.55 3/4 2E
Brocklesby Jn 16.04 1/2 . 16.02 1/2 1E
Ulceby South Junction 16.06 1/2 No Report
Ulceby 16.06 1/2 . 16.04 1/2 1E
Ulceby North Junction 16.07 No Report
Humber Road Jn 16.18 . 16.12 6E
Immingham West Jn 16.23 No Report
Immingham Biomass Lp (Dbc) 16.27 . 16.21 6E
Welcome to the constellation Vela, where the cosmos tells a story of creation and destruction. At the center of this image lies RCW 38, a stellar nursery where young stars are born amidst glowing gas and dust, lighting up their surroundings.
In the bottom-right, the striking Pencil Nebula (NGC 2736) is a glowing filament of the Vela Supernova Remnant, a structure formed by a massive stellar explosion thousands of years ago. Next to it, the blue filaments - highlighted using an OIII filter - trace ionized oxygen gas, part of the same remnant. Nearby stars like c Vel, f Vel, and g Vel shine brightly within this tapestry of light.
In contrast, the serene NGC 2670 star cluster in the top-left adds a sense of calm to this dynamic scene.
This image was processed in the HOO palette, combining hydrogen and oxygen emissions to create the vibrant reds and blues. It represents over 14h of imaging time and careful post-processing to bring out these intricate details.
Details:
• Antlia 3nm H-alpha: 39×600″ (6h 30′)
• Antlia 3nm OIII: 47×600″ (7h 50′)
• Integration Time: 14h 20′
• Telescope: William Optics RedCat 51 II
• Camera: ZWO ASI2600MM Pro
• Mount: Sky-Watcher NEQ6-Pro
The universe is a story of beginnings and endings, with regions like RCW 38 and the Vela Nebula serving as stunning chapters. Follow for more journeys through the stars!
Acquisition, processing and copyright: Rod Prazeres Astrophotography
IG: @deepskyjourney
FB: Rod Prazeres Astrophotography
All other Socials: linktr.ee/deepskyjourney
High def image can be provided on request.
PGB Photographer & Creative - © Philip Romeyn - Phillostar Gone Ballistic 2021 - Photo may not be edited from its original form. Commercial use is prohibited without contacting me.
The awesome prizes I got as a Runner Up for the Form Your Most Imaginative Voltron Scene Contest. The Voltron set is signed by the designers and graphic designer, plus a winners certificate.
Holy Trinity, Blatherwycke, Northamptonshire
I left Kings Cliffe behind and followed the winding route of the Willow Brook upstream. Soon, ahead of me I could see where the Brook had been dammed to form a large ornamental lake, with above it the absurdity of a walled garden but no house attached. This was Blatherwycke, and the vast hall was demolished in 1948 before the National Trust could save it. Blatherwycke is an estate village, tiny now with only about ten houses, one of which, the old stable block, is now the Big House.
The church sits against the walled garden beyond the stable block, and there is a 'customary church way' through the grounds which goes past the front door of the stable block. However, fortunately for the residents the church is now redundant and in the care of the CCT, so under church law they only have to open it up for services, of which there cannot be more than four a year. The likes of you and I have to go round the back to the tradesmen's entrance. A lady I met at the next church told me how sad it was that it was such a long way to the church from the road, but it is only about as far as at Edwardstone in Suffolk. I tried to tell her that many East Anglian churches were much further from the road, and much further from their village, but I suspect that she thought I was exaggerating. Anyway, there was one of those big CCT 'Church Open' signs on the road, so I hastened up past the walled garden to the church.
From the outside it appears small, but you step through the little Norman south door into a church which is double-naved and double-chanceled. A delicious, rough and ready interior, low roofs, no clerestory, an arcade up the middle. Some 19th Century glass, but nothing spectacular, nothing to spoil the atmosphere.
It is only as you step onto the north side of the church, which I suppose we must call the north aisle although it is fully as big as the south side, that you realise what happened here, for this was the family chapel of the Stafford O'Briens, the erstwhile owners of Blatherwycke Hall. Their wall monuments are arrayed at the east end, including one moving one to 'a beloved child, suddenly removed while at school by an attack of measles'. Their box pew stands facing south towards the altar, and the benches for the servants fill the western half of the aisle, facing towards the Stafford O'Briens rather than towards the altar. I don't know about you, but that would have made me rather uncomfortable if I'd been a Stafford O'Brien.
All in all, then, a real period piece. In the churchyard outside there's a headstone to someone 'killed near this spot by the accidental discharge of a gun', which as you may imagine I liked very much indeed. And then it was a short distance to my next stop, Bulwick.
GB Railfreight Class 92, 92 014 hauls a Caledonian Sleeper Mk5 test run south as 3Z11 Glasgow Central to London Euston through Acton Bridge.
Whilst there were some indications this would be a Load 15/16, there were only seven Mk5s in the consist behind 92014 - as was the case with the test runs the prior week. It was also the same short-formed "unit" of coaches, so at least some of them are getting some miles under their belts. The missing coach is believed to have wheelflats.
Rake was: 15006 / 15104 / 15203 / 15316 / 15324 / 15325 / 15329
(Missing coach: 15326)
VW MK7 GTI Candy White - Flow Formed V810 Gunmetal 18"
Front / Rear
18x8.5 ET45
225/40/18
sales@velocitymotoring.com
Sound travels through the air in the form of pressure waves. After these enter your ear canals (the holes on each side of your head), the inner ear (the part inside your head) jumps into action. It translates the sound waves into nerve signals—a sort of code—that are sent to the brain to process. It is only then that you hear the sound.
It seems like the inner ear does most of the work, so why do extensions of the ear that stick out on both sides of the head exist? It turns out these pieces—also called pinnae or auricula—act like funnels: They collect, amplify and direct sound waves to the ear canal.
Pinnae are not randomly created. Take the human pinna, for example. Its twists and folds are such that they specifically enhance sounds with a pitch that is typical for a human voice, a sound humans care about. They enhance these sounds up to 100 times and leave other pitches untouched. In other words, it’s a handy built-in listening tool that reduces background noise.
The human pinna also helps determine sound direction. Whereas sounds from the front and sides are enhanced by the pinna, those coming from the back are reduced. This leads to small differences in volume administered by our two ears. Together with the difference in arrival time, this helps us deduce the location of the sound source.
Ear correction surgery is cosmetic surgery to alter the size or shape of the ears, or pin them back if they stick out.
Pinning back the ears is known as an otoplasty, or pinnaplasty. It's usually carried out on children and young teenagers, although adults may wish to have it done, too.
An otoplasty isn't suitable for children younger than five as their ears will still be growing and developing.
Most people are happy with the results of an otoplasty, and generally it's a safe procedure. But it can be expensive and there are still risks to consider.
In the UK, ear correction surgery costs about £2,500-£3,500, plus the cost of any consultations or follow-up care that may be needed.
It would only be carried out on the NHS under exceptional circumstances – for example, in rare cases where a person's ears are causing them significant psychological distress.
www.nhs.uk/Conditions/cosmetic-treatments-guide/Pages/ear...
Candid street shot Salamanca, Spain.
Hong Kong Tramways (Chinese: 香港電車) is a tram system in Hong Kong and one of the earliest forms of public transport in the metropolis. Owned and operated by Veolia Transport RATP Asia, the tramway runs on Hong Kong Island between Shau Kei Wan and Kennedy Town, with a branch circulating through Happy Valley.
Trams in Hong Kong have not only been a form of commuter transport for over 110 years, but also a major tourist attraction and one of the most environmentally friendly ways of travelling in Hong Kong. The tram system is the only one in the world operated exclusively with double-decker trams, and is one of only three non-heritage tram systems in the world that use double-deck cars.
The tram is the cheapest mode of public transport on the island. The comparatively affordable fare is highlighted by Hong Kong Tramways' advertising slogan: "Hop on 1. $2.3. Tram so easy!"
HISTORY
Hong Kong's tram system was inaugurated using electric trams. It has never used horse or steam power.
TIMELINE
1881: Tramway system is proposed for Hong Kong.
1901: Proposal is accepted by Hong Kong Government.
1902: Hong Kong Tramway Electric Company Limited founded.
1902: Name changed to Electric Traction Company of Hong Kong Limited.
1903: Construction of a single-track system began, from Kennedy Town to Causeway Bay. The route was later extended to Shau Kei Wan.
1904: Bodies of the first fleet of 26 tramcars were built in the United Kingdom. They were then shipped in pieces Hung Hom to be assembled. The tramcars were all single-deck. Ten tramcars were designed for first class passengers and the others were for third class passengers. The first-class compartment was enclosed in the centre with two long benches on both sides, with both the front and back ends open. Seating capacity was 32 passengers. The third-class tramcars were open-sided, with six sets of benches running crossways, back to back, seating 48 passengers. Tram fares for the first and the third class were 10 cents and 5 cents respectively. Initially, the company planned to divide the trams into 3 classes, but subsequently only first and third class were chosen for ease of operation.
1910: Name of the company changed to The Hong Kong Tramway Company Limited.
1912: Owing to strong passenger demand, the first double-deck tramcar was introduced in 1912. The tramcar had an open top design, fitted with garden-type seats. The first class occupied the upper deck and one-third of the lower deck. Ten new tramcars were constructed.
1922: Electricity was contracted and supplied by Hong Kong Electric Co. Ltd (HEC). Company name changed to Hong Kong Tramways Limited.
1925: Enclosed double-decker trams replaced open-top trams.
1932: North Point Depot came into service.
1941: Japanese Occupation took place. Very limited tram service was provided. Only 12 tramcars were in operation daily from Causeway Bay to Western Market. One single-decker tram was used as freight transport.
1945: After three years and eight months of Japanese Occupation, all 109 tramcars still remained, but only 15 were operational. By October 1945, 40 tramcars were back in service.
1949: Single-track system was replaced by double-track system in August.
1950: Tramways undertook an extensive re-design and started building its own trams. Tram bodies adopted a "modern" design.
1954: North Point Depot closed and Russell Street Depot expanded and renamed Sharp Street Depot.
1964: Three locally made trams added, including the first single-deck trailer.
1965: Due to passenger demand, 10 single-deck trailers was introduced. The trailer was attached to the back of ordinary tramcar and designed to serve first class passengers only. The maximum capacity was 36 persons for each trailer.
1966: As trailers were well accepted by passengers, 22 single deck trailers were deployed in the fleet during 1966–67. Although trailers played a significant role in the tramways, they were finally withdrawn from the service in 1982.
1967: The last trailer built by the company.
1972: Class distinction abolished and flat fare introduced.
1974: The Hong Kong Tramways Limited acquired by Wharf Holdings
1976 – Drop-in coin boxes were installed on trams. A coin-box was fitted at the front exit, near the driver. Passengers had to drop in the exact fare on leaving the tram. Rotating turnstiles were fitted at the entrance, which is located at the rear of a tram. Conductors were no longer needed and most of them retrained to become motormen.
1986: Tram refurbishment has begun.
1989: Sharp Street Depot closed and terminus function split between Sai Wan Ho and the Whitty Street depots.
1992: Two double-deck trams made by Tramways were exported to the Wirral Tramway, Birkenhead, in the UK.
1992: Point Automation System deployed and points man system for altering the direction of tram manually was abolished.
2000: Coloured destination blinds had begun.
2000: Tramways launched the new "Millennium" tram on 24 October 2000, which was designed and manufactured by its own engineering team. The success of this tramcar marked an important milestone in the history of Hong Kong Tramways.
2001: The Octopus electronic smart card payment system introduced on trams.
2004: Hong Kong Tramways celebrates 100 years of service.
2007: Route map was re-installed on each tram stop. New driving panels were introduced in November.
2008: Air-conditioning was installed on antique tram #128.
2009: 50% stake and operating rights obtained by Veolia Transport RATP Asia; followed by full ownership by Veolia Transport RATP Asia.
2011: Hong Kong Tramways launched the seventh-generation tram on November 28, 2011. It is a combination of modern interior design with traditional tram body exterior. The face-lift allows tram’s iconic image to be maintained.
2014: Hong Kong Tramways celebrates 110 years of service.
2015: Following the opening of the West Island Line, daily tramway ridership drops 10% to 180,000.
OWNERSHIP
Hong Kong Tramway Electric Company Limited 1904-1974
The Wharf (Holdings) 1974-2009; retained 50% stake from 2009 to 2010
Veolia Transport RATP Asia 2010–present
TRAM ROUTES
The trams run on a double track tramline built parallel to the northern coastline of Hong Kong Island from Kennedy Town to Shau Kei Wan, with a single clockwise-running track of about 3 km around the Happy Valley Racecourse.
There are 7 tram termini located along the tram line, namely, from west to east, Kennedy Town, Shek Tong Tsui (a.k.a. Whitty Street), Sheung Wan (Western Market), Happy Valley, Causeway Bay, North Point and Shau Kei Wan; some intermediate stops such as Sai Ying Pun, Admiralty MTR Station, Wan Chai, and Victoria Park are also equipped with crossovers so that they can be used as makeshift termini in emergency situations, such as en-route traffic accidents.
There are seven major overlapping routes:
Shau Kei Wan ↔ Western Market
Shau Kei Wan ↔ Happy Valley
Shau Kei Wan ↔ Kennedy Town
North Point ↔ Whitty Street
Happy Valley ↔ Kennedy Town
Causeway Bay ↔ Whitty Street
Western Market ↔ Kennedy Town
PRACTICAL INFORMATION
Total length – 13 km (with a total track length of 30 km)
Operating Hours – 5:30 am to 12:30 am
Fare – HKD 2.3
On average, the headway between each tram departure is approximately 1.5 minutes during peak hours. In the past, trams had a maximum speed of 40 km/h. However, since early 2008, the maximum speed of some trams was increased, with a maximum speed of 50 km/h now enabled on most trams - a few of them even have a maximum speed of 60 km/h. The maximum capacity of each tramcar is 115 people.
TICKETS
The current fare is HK$2.30 for adults, HK$1.20 for children under 12, and HK$1.10 for senior citizens 65 and above. Unlike most other forms of public transport in Hong Kong, fare charged is uniform regardless of the distance travelled. Monthly tickets are also available at the cost of HK$200, sold at Shek Tong Tsui, Causeway Bay, and North Point Terminus at the end of each month.
Passengers pay upon alighting by either depositing the exact fare in coins into the farebox, or by tapping the Octopus card on the processor. The turnstile at the tram entrance and closed circuit television prevent fare evasion by passengers.
Ordinary and antique trams are available for private hire. The open-balcony antique trams are often used for parties and promotional events. Tourists can also travel on the open-top trams through tours organised by the Hong Kong Tourism Board.
FLEET
Hong Kong Tramways now owns 163 double axle double-decker trams, including two open-balcony dim-sum tourist trams (Vehicle numbers 28 and 128) for tourist trips and private hire. There are three maintenance-only trams (Vehicle numbers 200, 300 and 400) which operate after tram service has stopped.
The trams themselves are sometimes called the "Ding Ding" (Chinese: 叮叮) by Hong Kong people, being the onomatopoeia of the iconic double bell ring trams use to warn pedestrians of their approach. The term "ding ding" is now often used to refer to the whole tram system, e.g. "travel by tram" (Chinese: 搭電車) as "take ding ding" (搭叮叮).
Hong Kong has the only fully double-decker tram fleet in the world. Most of the trams in operation were rebodied between 1987 to 1992. They are equipped with sliding windows. Since the early 2000s, these trams have been upgraded to provide better operating performance and safety. Almost all trams have full-body advertisements.
FLEET HISTORY
The tram fleet first consisted of 26 single-deck trams, with bodies 8.8 m long and 1.9 m wide, imported from England. However, they were quickly removed because of the rapid modernisation programmes. These tramcars were replaced by open-top double-deck tramcars from 1912 onwards. The introduction of permanent roofs for trams in 1923 was a big improvement to the system. In 1960s, adding trailers was proposed due to the increasing population and demands. In 1964, after testing a prototype built by Taikoo Dockyard in Hong Kong, 10 trailers were ordered from the UK and were added to the trams in Hong Kong in early 1965. Ten additional trailers were ordered from England in 1967, bringing the total number of trailers to 22. They were all withdrawn and scrapped by the end of 1982, since they used to derail frequently and were not economical to run – requiring a separate conductor for only 36 extra passengers.
Trams 12 and 50 are the only two trams still maintaining the original 1950s design, being restored at a railway museum in the United States and at a museum in Hong Kong, respectively. The cabins are varnished with their original light-green colour with teak-lined windows and rattan seats.
In 2000, three new aluminium alloy metal-bodied trams (officially called "Millennium trams"), #168 – 170, started operation. These trams have proven quite unpopular due to the poor ventilation in the summer – unlike on previous models, the front screen window cannot be opened to improve air-flow to passengers. A prototype air-conditioned tram, number 171, is under testing.
In 2007, a new maintenance tram was constructed, number 300, which is used to move trams in the depot. Besides electric power, it also uses a diesel motor.
Starting 7 November, new driving panels has been installed on trams after refurbishment. The first tram on the program was number 38.
In 2008, an air-conditioner was installed on the 'antique' tram #128.
Tram RefurbishmentIn October 2010, Veolia Transport showcased a prototype for the new model of trams. It plans to renovate the whole fleet at a cost of HKD 75 Million. The trams would keep their original exterior design, but the outer structure would be aluminium rather than teak as it is more durable. The benches on the lower deck would be replaced with single seats as well as a more modern look. Digital broadcasts would be placed inside trams to inform passengers of the next station, and LED lighting will be installed. AC motors and a new eddy current emergency braking system would be installed.
ALIGNMENT AND INTERCHANGES
In many places, trams shares route along with other vehicles.
Most of the tram stop locations have remained unchanged since their establishment. However, some have had their names changed, e.g. "Shu Shun Kwun" (Chinese 書信館), referring to the then General Post Office building in the 1940s, is now called "Pedder Street" - the GPO building was demolished in the 1970s, and World-Wide House now stands on its site. In 1934, Hong Kong Tramways introduced loading islands (waiting areas) at some busy tram stops to ensure the safety of passengers. Today, there are 123 tram stops in total, most of them are sheltered refuge islands.
Just like buses, trams in Hong Kong can be very crowded. During the busier periods of the day, trams often line up since there are many tramcars running at the same time. In 2002, the trams recorded an average of 240,000 passenger trips daily.
Tram stops are densely located in an average interval of 250 metres. Most of them are located in the middle of the road, connected by pedestrian crossings or footbridges. Major stops include Yee Wo Street stop at Causeway Bay, Pacific Place stop at Admiralty, and Prince's Building / The Landmark stop at Central.
Many termini of the Hong Kong Tramways are in the form of balloon loops, enabling the trams to reverse its travel direction efficiently.
The Island Line of the MTR is roughly parallel to the tramway line between Kennedy Town and Shau Kei Wan stations. Some sections of MTR tunnels are built directly under roads with tram tracks.
PUBLIC RECEPTION AND CULTURAL SIGNIFICANCE
The trams have not only been a form of transportation for over a century, but also a major tourist attraction. The well-preserved tram lines still serve as a crucial means of transport in Hong Kong. Travelling in the lower deck of the tram allows travellers to have a close up view of the local street life, while occupying the front seats of the upper deck gives good views of the town as the tram rattles by.
Hong Kong's tram system is an icon of the city, like other Asian trams in Kolkata, Dalian and Sapporo.
As they run through the urban area of Hong Kong Island, the tram tracks have become an important icon of urban Hong Kong. Since the tracks were originally built along the waterfront before further land reclamation pushed the coastline northwards, the tracks can be used to identify directions and locations throughout urban Hong Kong Island.
RED LIGHT MEALS
In the old days, the duration of meal breaks allocated to tram drivers were far from adequate. Most drivers would therefore take advantage of the time their trams are waiting at a red light to gulp down a portion of their meal before the signal turns to green, continuing this practice whenever the tram comes to a red light until the meal is finished. This kind of hurried, impromptu meal is commonly referred as "red light meals" (Chinese: 紅燈飯).
PROJECTS
MODERN TRAMWAY AT KAI TAK DEVELOPMENT
Hong Kong Tramways Limited announced its interest in constructing a 12-km modern tramway system in the Kai Tak Development, built on the vacated site of the former Kai Tak Airport, in place of the "Environmentally Friendly Linkage System" (monorail system) proposed by the Hong Kong Government. Possible extensions to neighbouring places such as To Kwa Wan, Kowloon City and Kwun Tong were suggested. The company appointed a consultancy firm to investigate on the feasibility of building such a modern tram system in 2010, and submitted a proposal to the Development Bureau on April 29, 2013.
The company pointed out that the cost of constructing the proposed tram system is HK$2.8 billion. which is comparatively low as compared to the cost of $12 billion needed for a monorail system. Bruno Charrade, Managing Director of HKT, said the design of tramcars can be in connection with their Hong Kong Island counterparts or in a totally new shape, depending on the Government's discretion.
ABANDONED EXTENSIONS
There have previously been two separate extensions planned that were subsequently modified to be developed as light rail and metro systems.
NEW TERRITORIES REAM SYSTEM
During the development of Tuen Mun New Town in the 1970s, the Government had reserved space for the construction of a rail transportation system to serve the area. In 1982, the Government invited the Hong Kong Tramways to construct and operate a tram system in the area. The company initially expressed interest in the construction of the railway and intended to operate with double-decker trams, but later withdrew. The government then invited KCRC to construct and operate a light rail way. The system opened to the public on 18 September 1988. Since 2007, it is now known as the Light Rail.
CHAI WAN LINE
In 1970, Chai Wan on eastern Hong Kong Island was developed into a residential and industrial area, which greatly increased the traffic demand to Central. Extending the tram line from Shau Kei Wan to Chai Wan was considered, but was ultimately rejected due to low cost-effectiveness, as hills exist between Chai Wan and Shau Kei Wan, and difficulties arise from tunneling through the hills to make level track. It was replaced by the Island Line service - linking Chai Wan and Admiralty - which was opened to the public on 31 May 1985.
WIKIPEDIA
Form 5 Confirmation Mass 2021
English session 1
16 Confirmants
Celebrated by Father Andrew Wong
F5Confirmation: Anointing with Chrism Oil
Eleanor Catherine Tan Shu Qi
Chaillot | 13 Avenue du Président Wilson
L'Usage des Formes exhibition
Palais de Tokyo, Paris
March 20 - May 17, 2015
Ellsworth Kelly (1923-2015)
Poitiers (1949)
Oil on linen
Exhibition "Form into Spirit: Ellsworth Kelly's Austin"
Austin: Blanton Museum of Art
The Albertina
The architectural history of the Palais
(Pictures you can see by clicking on the link at the end of page!)
Image: The oldest photographic view of the newly designed Palais Archduke Albrecht, 1869
"It is my will that the expansion of the inner city of Vienna with regard to a suitable connection of the same with the suburbs as soon as possible is tackled and at this on Regulirung (regulation) and beautifying of my Residence and Imperial Capital is taken into account. To this end I grant the withdrawal of the ramparts and fortifications of the inner city and the trenches around the same".
This decree of Emperor Franz Joseph I, published on 25 December 1857 in the Wiener Zeitung, formed the basis for the largest the surface concerning and architecturally most significant transformation of the Viennese cityscape. Involving several renowned domestic and foreign architects a "master plan" took form, which included the construction of a boulevard instead of the ramparts between the inner city and its radially upstream suburbs. In the 50-years during implementation phase, an impressive architectural ensemble developed, consisting of imperial and private representational buildings, public administration and cultural buildings, churches and barracks, marking the era under the term "ring-street style". Already in the first year tithe decided a senior member of the Austrian imperial family to decorate the facades of his palace according to the new design principles, and thus certified the aristocratic claim that this also "historicism" said style on the part of the imperial house was attributed.
Image: The Old Albertina after 1920
It was the palace of Archduke Albrecht (1817-1895), the Senior of the Habsburg Family Council, who as Field Marshal held the overall command over the Austro-Hungarian army. The building was incorporated into the imperial residence of the Hofburg complex, forming the south-west corner and extending eleven meters above street level on the so-called Augustinerbastei.
The close proximity of the palace to the imperial residence corresponded not only with Emperor Franz Joseph I and Archduke Albert with a close familial relationship between the owner of the palace and the monarch. Even the former inhabitants were always in close relationship to the imperial family, whether by birth or marriage. An exception here again proves the rule: Don Emanuel Teles da Silva Conde Tarouca (1696-1771), for which Maria Theresa in 1744 the palace had built, was just a close friend and advisor of the monarch. Silva Tarouca underpins the rule with a second exception, because he belonged to the administrative services as Generalhofbaudirektor (general court architect) and President of the Austrian-Dutch administration, while all other him subsequent owners were highest ranking military.
In the annals of Austrian history, especially those of military history, they either went into as commander of the Imperial Army, or the Austrian, later kk Army. In chronological order, this applies to Duke Carl Alexander of Lorraine, the brother-of-law of Maria Theresa, as Imperial Marshal, her son-in-law Duke Albert of Saxe-Teschen, also field marshal, whos adopted son, Archduke Charles of Austria, the last imperial field marshal and only Generalissimo of Austria, his son Archduke Albrecht of Austria as Feldmarschalil and army Supreme commander, and most recently his nephew Archduke Friedrich of Austria, who held as field marshal from 1914 to 1916 the command of the Austro-Hungarian troops. Despite their military profession, all five generals conceived themselves as patrons of the arts and promoted large sums of money to build large collections, the construction of magnificent buildings and cultural life. Charles Alexander of Lorraine promoted as governor of the Austrian Netherlands from 1741 to 1780 the Academy of Fine Arts, the Théâtre de Ja Monnaie and the companies Bourgeois Concert and Concert Noble, he founded the Academie royale et imperial des Sciences et des Lettres, opened the Bibliotheque Royal for the population and supported artistic talents with high scholarships. World fame got his porcelain collection, which however had to be sold by Emperor Joseph II to pay off his debts. Duke Albert began in 1776 according to the concept of conte Durazzo to set up an encyclopedic collection of prints, which forms the core of the world-famous "Albertina" today.
Image : Duke Albert and Archduchess Marie Christine show in family cercle the from Italy brought along art, 1776. Frederick Henry Füger.
1816 declared to Fideikommiss and thus in future indivisible, inalienable and inseparable, the collection 1822 passed into the possession of Archduke Carl, who, like his descendants, it broadened. Under him, the collection was introduced together with the sumptuously equipped palace on the Augustinerbastei in the so-called "Carl Ludwig'schen fideicommissum in 1826, by which the building and the in it kept collection fused into an indissoluble unity. At this time had from the Palais Tarouca by structural expansion or acquisition a veritable Residenz palace evolved. Duke Albert of Saxe-Teschen was first in 1800 the third floor of the adjacent Augustinian convent wing adapted to house his collection and he had after 1802 by his Belgian architect Louis de Montoyer at the suburban side built a magnificent extension, called the wing of staterooms, it was equipped in the style of Louis XVI. Only two decades later, Archduke Carl the entire palace newly set up. According to scetches of the architect Joseph Kornhäusel the 1822-1825 retreaded premises presented themselves in the Empire style. The interior of the palace testified from now in an impressive way the high rank and the prominent position of its owner. Under Archduke Albrecht the outer appearance also should meet the requirements. He had the facade of the palace in the style of historicism orchestrated and added to the Palais front against the suburbs an offshore covered access. Inside, he limited himself, apart from the redesign of the Rococo room in the manner of the second Blondel style, to the retention of the paternal stock. Archduke Friedrich's plans for an expansion of the palace were omitted, however, because of the outbreak of the First World War so that his contribution to the state rooms, especially, consists in the layout of the Spanish apartment, which he in 1895 for his sister, the Queen of Spain Maria Christina, had set up as a permanent residence.
Picture: The "audience room" after the restoration: Picture: The "balcony room" around 1990
The era of stately representation with handing down their cultural values found its most obvious visualization inside the palace through the design and features of the staterooms. On one hand, by the use of the finest materials and the purchase of masterfully manufactured pieces of equipment, such as on the other hand by the permanent reuse of older equipment parts. This period lasted until 1919, when Archduke Friedrich was expropriated by the newly founded Republic of Austria. With the republicanization of the collection and the building first of all finished the tradition that the owner's name was synonymous with the building name:
After Palais Tarouca or tarokkisches house it was called Lorraine House, afterwards Duke Albert Palais and Palais Archduke Carl. Due to the new construction of an adjacently located administration building it received in 1865 the prefix "Upper" and was referred to as Upper Palais Archduke Albrecht and Upper Palais Archduke Frederick. For the state a special reference to the Habsburg past was certainly politically no longer opportune, which is why was decided to name the building according to the in it kept collection "Albertina".
Picture: The "Wedgwood Cabinet" after the restoration: Picture: the "Wedgwood Cabinet" in the Palais Archduke Friedrich, 1905
This name derives from the term "La Collection Albertina" which had been used by the gallery Inspector Maurice von Thausing in 1870 in the Gazette des Beaux-Arts for the former graphics collection of Duke Albert. For this reason, it was the first time since the foundation of the palace that the name of the collection had become synonymous with the room shell. Room shell, hence, because the Republic of Austria Archduke Friedrich had allowed to take along all the movable goods from the palace in his Hungarian exile: crystal chandeliers, curtains and carpets as well as sculptures, vases and clocks. Particularly stressed should be the exquisite furniture, which stems of three facilities phases: the Louis XVI furnitures of Duke Albert, which had been manufactured on the basis of fraternal relations between his wife Archduchess Marie Christine and the French Queen Marie Antoinette after 1780 in the French Hofmanufakturen, also the on behalf of Archduke Charles 1822-1825 in the Vienna Porcelain Manufactory by Joseph Danhauser produced Empire furnitures and thirdly additions of the same style of Archduke Friedrich, which this about 1900 at Portois & Ffix as well as at Friedrich Otto Schmidt had commissioned.
The "swept clean" building got due to the strained financial situation after the First World War initially only a makeshift facility. However, since until 1999 no revision of the emergency equipment took place, but differently designed, primarily the utilitarianism committed office furnitures complementarily had been added, the equipment of the former state rooms presented itself at the end of the 20th century as an inhomogeneous administrative mingle-mangle of insignificant parts, where, however, dwelt a certain quaint charm. From the magnificent state rooms had evolved depots, storage rooms, a library, a study hall and several officed.
Image: The Albertina Graphic Arts Collection and the Philipphof after the American bombing of 12 März 1945.
Image: The palace after the demolition of the entrance facade, 1948-52
Worse it hit the outer appearance of the palace, because in times of continued anti-Habsburg sentiment after the Second World War and inspired by an intolerant destruction will, it came by pickaxe to a ministerial erasure of history. In contrast to the graphic collection possessed the richly decorated facades with the conspicuous insignia of the former owner an object-immanent reference to the Habsburg past and thus exhibited the monarchial traditions and values of the era of Francis Joseph significantly. As part of the remedial measures after a bomb damage, in 1948 the aristocratic, by Archduke Albert initiated, historicist facade structuring along with all decorations was cut off, many facade figures demolished and the Hapsburg crest emblems plunged to the ground. Since in addition the old ramp also had been cancelled and the main entrance of the bastion level had been moved down to the second basement storey at street level, ended the presence of the old Archduke's palace after more than 200 years. At the reopening of the "Albertina Graphic Collection" in 1952, the former Hapsburg Palais of splendour presented itself as one of his identity robbed, formally trivial, soulless room shell, whose successful republicanization an oversized and also unproportional eagle above the new main entrance to the Augustinian road symbolized. The emocratic throw of monuments had wiped out the Hapsburg palace from the urban appeareance, whereby in the perception only existed a nondescript, nameless and ahistorical building that henceforth served the lodging and presentation of world-famous graphic collection of the Albertina. The condition was not changed by the decision to the refurbishment because there were only planned collection specific extensions, but no restoration of the palace.
Image: The palace after the Second World War with simplified facades, the rudiment of the Danubiusbrunnens (well) and the new staircase up to the Augustinerbastei
This paradigm shift corresponded to a blatant reversal of the historical circumstances, as the travel guides and travel books for kk Residence and imperial capital of Vienna dedicated itself primarily with the magnificent, aristocratic palace on the Augustinerbastei with the sumptuously fitted out reception rooms and mentioned the collection kept there - if at all - only in passing. Only with the repositioning of the Albertina in 2000 under the direction of Klaus Albrecht Schröder, the palace was within the meaning and in fulfillment of the Fideikommiss of Archduke Charles in 1826 again met with the high regard, from which could result a further inseparable bond between the magnificent mansions and the world-famous collection. In view of the knowing about politically motivated errors and omissions of the past, the facades should get back their noble, historicist designing, the staterooms regain their glamorous, prestigious appearance and culturally unique equippment be repurchased. From this presumption, eventually grew the full commitment to revise the history of redemption and the return of the stately palace in the public consciousness.
Image: The restored suburb facade of the Palais Albertina suburb
The smoothed palace facades were returned to their original condition and present themselves today - with the exception of the not anymore reconstructed Attica figures - again with the historicist decoration and layout elements that Archduke Albrecht had given after the razing of the Augustinerbastei in 1865 in order. The neoclassical interiors, today called after the former inhabitants "Habsburg Staterooms", receiving a meticulous and detailed restoration taking place at the premises of originality and authenticity, got back their venerable and sumptuous appearance. From the world wide scattered historical pieces of equipment have been bought back 70 properties or could be returned through permanent loan to its original location, by which to the visitors is made experiencable again that atmosphere in 1919 the state rooms of the last Habsburg owner Archduke Frederick had owned. The for the first time in 80 years public accessible "Habsburg State Rooms" at the Palais Albertina enable now again as eloquent testimony to our Habsburg past and as a unique cultural heritage fundamental and essential insights into the Austrian cultural history. With the relocation of the main entrance to the level of the Augustinerbastei the recollection to this so valuable Austrian Cultural Heritage formally and functionally came to completion. The vision of the restoration and recovery of the grand palace was a pillar on which the new Albertina should arise again, the other embody the four large newly built exhibition halls, which allow for the first time in the history of the Albertina, to exhibit the collection throughout its encyclopedic breadh under optimal conservation conditions.
Image: The new entrance area of the Albertina
64 meter long shed roof. Hans Hollein.
The palace presents itself now in its appearance in the historicist style of the Ringstrassenära, almost as if nothing had happened in the meantime. But will the wheel of time should not, cannot and must not be turned back, so that the double standards of the "Albertina Palace" said museum - on the one hand Habsburg grandeur palaces and other modern museum for the arts of graphics - should be symbolized by a modern character: The in 2003 by Hans Hollein designed far into the Albertina square cantilevering, elegant floating flying roof. 64 meters long, it symbolizes in the form of a dynamic wedge the accelerated urban spatial connectivity and public access to the palace. It advertises the major changes in the interior as well as the huge underground extensions of the repositioned "Albertina".
Christian Benedictine
Art historian with research interests History of Architecture, building industry of the Hapsburgs, Hofburg and Zeremonialwissenschaft (ceremonial sciences). Since 1990 he works in the architecture collection of the Albertina. Since 2000 he supervises as director of the newly founded department "Staterooms" the restoration and furnishing of the state rooms and the restoration of the facades and explores the history of the palace and its inhabitants.
After Finished Working Tuesday's Runs These Pair Then Formed Wednesday's 3S14 11.16 Grimsby Town To Bridlington According To Realtime Trains The Route And Timings Were
Grimsby Town [GMB] 11.16 . 11.18 1/2 2L
Grimsby Marsh Jn 11.19 . 11.21 1/2 2L
Great Coates 11.20 . 11.22 3/4 2L
Healing 11.22 . 11.24 3/4 2L
Stallingborough 11.24 . 11.26 3/4 2L
Habrough 11.30 . 11.31 3/4 1L
Habrough Jn 11.31 . 11.32 1/4 1L
Brocklesby Jn 11.33 . 11.33 1/2 RT
Barnetby 11.40 . 11.39 3/4 RT
Wrawby Jn 11.42 . 11.40 1/2 1E
Elsham 11.45 . 11.43 1E
Appleby Lc 11.51 . 11.48 1/4 2E
Scunthorpe F.O.B. Jn 11.53 . 11.50 2E
North Lincoln Jn 11.58 No Report
Scunthorpe Trent Jn 12.03 To 12.11 N/R 12.08 1/4 2E
Frodingham Jn 12.13 1/2 No Report
Scunthorpe 12.16 . 12.11 4E
Scunthorpe West Jn 12.16 1/2 . 12.10 6E
Gunhouse Loop 12.19 . 12.14 5E
Althorpe 12.21 . 12.15 1/2 5E
Crowle 12.26 . 12.20 3/4 5E
Thorne South 12.33 1/2 . 12.28 1/4 4E
Thorne Jn 12.35 . 12.30 3/4 4E
Hatfield & Stainforth 12.38 . 12.33 1/2 4E
Thorpe Marsh Jn 12.44 . 12.38 1/2 5E
Applehurst Jn 12.45 No Report
Skellow Jn 12.54 . 12.45 1/4 8E
Adwick Jn 12.58 . 12.55 1/2 2E
South Elmsall 13.03 1/2 . 13.00 3E
South Kirkby Jn 13.05 1/2 . 13.01 1/2 3E
Hemsworth Loop 13.09 . 13.04 1/4 4E
Fitzwilliam 13.10 1/2 . 13.05 5E
Hare Park Junction 13.15 . 13.11 3E
Crofton West Jn 13.18 . 13.13 1/4 4E
Oakenshaw Jn 13.19 1/2 . 13.14 1/2 4E
Calder Bridge Jn 13.21 . 13.15 3/4 5E
Wakefield Kirkgate 13.23 . 13.17 1/4 5E
Wakefield West Jn 13.23 1/2 No Report
Horbury Jn 13.27 . 13.20 7E
Horbury Station Jn 13.29 No Report
Healey Mills B Jn 13.30 . 15.28 1/2 118L
Healey Mills A Jn 13.31 1/2 . 13.23 1/2 7E
Dewsbury East Jn 13.32 . 13.24 1/4 7E
Thornhill L.N.W. Jn 13.34 . 13.26 8E
Mirfield East Jn 13.35 . 13.26 3/4 8E
Mirfield 13.36 . 13.27 3/4 8E
Heaton Lodge East Jn 13.37 . 13.29 3/4 6E
Heaton Lodge Jn 13.37 . 14.25 3/4 48L
Bradley Jn 13.38 No Report
Deighton 13.40 No Report
Huddersfield [HUD] 13.45 1/2 To 13.53 1/2 No Report
Deighton 13.57 No Report
Bradley Jn 13.58 No Report
Heaton Lodge East Jn 13.59 1/2 . 15.21 81L
Mirfield 14.00 1/2 . 15.22 3/4 82L
Mirfield East Jn 14.01 1/2 . 15.24 82L
Thornhill L.N.W. Jn 14.02 1/2 . 15.24 3/4 82L
Dewsbury East Jn 14.04 1/2 . 15.26 1/2 82L
Healey Mills A Jn 14.05 . 15.27 1/4 82L
Horbury Station Jn 14.07 1/2 No Report
Horbury Jn 14.09 1/2 . 15.31 1/2 82L
Wakefield West Jn 14.12 1/2 . 15.37 3/4 85L
Wakefield Kirkgate [WKK] 14.13 1/2 To 14.28 1/2 15.38 1/4 . 15.44 1/4 75L
Wakefield West Jn 14.29 1/2 No Report
Horbury Jn 14.35 . 15.51 76L
Woolley Coal Sdgs S.B. 14.43 1/2 No Report
Darton 14.45 No Report
Barnsley 14.52 . 16.03 71L
Wombwell 14.56 1/2 . 16.11 1/4 74L
Elsecar 14.58 1/2 . 16.15 3/4 77L
Chapeltown 15.02 . 16.21 79L
Ecclesfield West S.B. 15.04 . 16.23 79L
Meadowhall 15.10 . 16.32 3/4 82L
Wincobank Jn 15.10 1/2 No Report
Brightside Jn 15.12 No Report
Brightside Up/dn East Slow 15.14 1/2 To 15.29 1/2 No Report
Mill Race Jn 15.32 1/2 No Report
Nunnery Main Line Jn 15.36 No Report
Sheffield [SHF] 15.38 To 16.23 1/2 No Report
Nunnery Main Line Jn 16.25 1/2 No Report
Mill Race Jn 16.28 No Report
Brightside Jn 16.29 1/2 No Report
Wincobank Jn 16.30 1/2 No Report
Meadowhall 16.31 No Report
Ecclesfield West S.B. 16.34 1/2 . 16.42 1/4 7L
Chapeltown 16.37 . 16.44 1/4 7L
Elsecar 16.41 . 16.49 8L
Wombwell 16.43 . 16.48 3/4 5L
Barnsley 16.48 1/2 . 16.57 8L
Darton 16.55 No Report
Woolley Coal Sdgs S.B. 16.56 1/2 No Report
Horbury Jn 17.03 1/2 . 17.09 3/4 6L
Wakefield West Jn 17.06 1/2 . 17.14 7L
Wakefield Kirkgate [WKK] 17.07 1/2 To 17.09 1/2 Pass 17.14 1/2 5L
Wakefield East Jn 17.10 . 17.15 5L
Turners Lane Jn 17.11 . 17.15 1/4 4L
Normanton 17.15 1/2 . 17.19 3/4 4L
Altofts Jn 17.17 . 17.21 3/4 4L
Whitwood Jn 17.19 . 17.24 1/4 5L
Castleford 17.23 . 17.27 4L
Milford Jn 17.33 . 17.35 1/2 2L
Gascoigne Wood Jn 17.36 . 17.38 3/4 2L
Hambleton West Jn 17.41 . 17.41 1/4 RT
Hambleton East Jn 17.42 1/2 . 17.42 1/4 RT
Selby West Jn 17.49 No Report
Selby 17.50 1/2 . 17.47 3E
Barlby Loops 17.51 1/2 No Report
Wressle 17.58 No Report
Howden 18.01 . 17.56 3/4 4E
Eastrington 18.04 1/2 . 17.59 1/2 4E
Gilberdyke 18.07 1/2 . 18.02 5E
Broomfleet 18.10 . 18.05 5E
Brough 18.14 1/2 . 18.08 3/4 5E
Ferriby 18.18 1/2 . 18.11 1/2 6E
Hessle 18.22 No Report
Hessle East Jn 18.24 No Report
Hessle Road Jn 18.25 1/2 No Report
Anlaby Road Jn 18.29 1/2 No Report
West Parade North Jn 18.37 1/2 No Report
Walton Street Jn 18.38 1/2 No Report
Cottingham 18.44 No Report
Beverley 18.52 1/2 . 18.42 10E
Arram 18.57 No Report
Hutton Cranswick 19.05 1/2 No Report
Driffield 19.10 1/2 No Report
Nafferton 19.13 1/2 No Report
Burton Agnes 19.19 1/2 No Report
Carnaby 19.24 No Report
Bridlington [BDT] 19.28 . 19.26 2E
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I have the groins strong
like a woman
but I'm already far
from the demands of the prairies
Ho gli inguini forti
come una donna
ma io sono gia lontana
dalle richieste delle praterie
Alda Merini 1931 - 2009