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Evening light coming through the window pane of my room prompted me to take this shot.
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Bundesministerin der Verteidigung, Annegret Kramp-Karrenbauer, trifft den portugiesischen Verteidigungsminister Joao Cravinho (li) und den slowenischen Verteidigungsminister Matej Tonin zum trilateralen Gespräch beim 7. informellen Treffen der Framework Nations Concept Verteidigungsministerinnen und Verteidigungsminister (FNC VM) in Berlin, am 27. 08.2020.
©Bundeswehr/Torsten Kraatz
A slide from a presentation i am foisting on a very important company tomorrow.. the frame came from a flickr user who likes those that have used it (like me) to add it to the original's flickr page... ta, thank you, danke, diolch, merci to
A general overview of the Mediterranean region’s physical geography reveals an irregular, deeply indented coastline, especially in the north, where the Iberian, Italian, and Balkan peninsulas jut southward from the main body of Europe. Numerous islands correspond to isolated tectonic blocks, the summits of submarine ridges, or the tips of undersea volcanoes. The largest islands are Sicily, Sardinia, Corsica, Cyprus, and Crete, and the major island groups include the Balearics off the coast of Spain and the Ionian, Cyclades, and Dodecanese islands off Greece. Apart from the coastal plains and the deltaic zones of large rivers (Ebro, Rhone, Po and Nile), the coastlines are mostly rimmed by mountain ranges. Only the coastal plains from eastern Tunisia to the Sinai Peninsula, bordered mainly by low-lying desert, are free of mountains. In fact, the highest reaches of the main mountain ranges generally mark the limit of the hydrographic basin that drains towards the Mediterranean Sea. These mountain ranges include the Atlas, the Rif, the Baetic Cordillera, the Iberian Cordillera, the Pyrenees, the Alps, the Dinaric Alps, the Hellenides, the Balkan, and the Taurus (Amblas et al. 2004).
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Rishikesh Yogpeeth is a Registered Yoga School (RYS) with Yoga Alliance, USA. We conduct 200-hours, 300-hours and 500-hours Hatha Yoga Teacher Training Programs that follow the Yoga Alliance framework.
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The final four uploads.....
Or Dover Marine.
Or even Dover Admiralty Pier station.
It has been all of them. But is now Dover Cruise Terminal.
We got news from a friend, Paul, that the station was open on Good Friday, so we went down just after it opened. There were massive queues leading to the Western Docks, and all along Townwall Street leading to the port, was blacked with stationary traffic. A little bit of heading through Market Square, and hoping that the police had kept the roundabout open at the end of York Street, they had, so we were clear to head to the old station.
Although the tracks have been filled in with concrete, the rest of the station is pretty complete and in good order, especially after a major refurbishment last year.
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This was a large, spacious, and impressive station, located within a maze of lines upon a tight triangular junction between the routes from Folkestone and Dover Priory. The origins of the terminus and general railway expansion in the Dover area derive from a need to cope with ever-increasing traffic, both local and boat services. Indeed, many capacity issues upon both SER and LC&DR networks were properly addressed after the formation of the SE&CR. The SER had initially commenced through running to Dover on 7th February 1844, after an eastward extension from Folkestone, which involved taking the railway along the dramatic coastline of Folkestone Warren. This had witnessed the blowing up of sections of chalk cliff with gunpowder, and boring three tunnels:
Martello Tunnel: 532-yards
Abbotscliff Tunnel: 1,942-yards
Shakespeare Tunnel: 1,387-yards
The SER ran into what later became known as ‘’Dover Town’’ station, and between here and Shakespeare Tunnel, the double-track line was elevated upon a wooden framework. The SER’s Town station was a large affair, comprising five tracks entering the terminus from the west, all of which were protected by a large twin-span overall roof. Substantial three-storey-high railway offices backed onto the rear of the platform lines, these being constituted of the customary yellow brick, lined at the edges with stone. Extension beyond the terminus took place in 1860, by means of a single track exiting the rear (east) of the layout, veering southwards onto a stone-built pier head. The latter, known as the ‘’Admiralty Pier’’, carried a double-track and allowed trains to come directly alongside steamer boat services to France. In July of the following year, the LC&DR commenced through running between Victoria and Dover Priory. Also in 1861, after the boring of a 684-yard-long tunnel southwards through the Kentish chalk, from Priory station, the ‘’Chatham’’ line was brought closer to the earlier SER station. The LC&DR opened ‘’Dover Harbour’’ on 1st November 1861, which was a terminus affair comprising two platform faces, separated by three tracks, all of which were protected by a single-span triangular-shaped trainshed. Just like the SER’s Town station, Dover Harbour ceased to be a terminus proper when a single-track was taken beyond the original buffer stops, down to the Admiralty Pier. LC&DR services commenced to the pier on 30th August 1864, where separate platforms were provide for both ‘’Chatham’’ and SER companies. The platforms were arranged in an end-to-end fashion along the same section of track, rather than serving their own separate lines upon the pier. The LC&DR’s southward extension from Dover Harbour formed the second side of what would later become a triangular junction – the SER had created the first southern side of the arrangement, as a result of its initial 1860 opening of the short section of line between Dover Town and Admiralty Pier.
On 15th June 1881, the SER and LC&DR opened the ''Dover & Deal Joint Line'' – a rare example of the frenetic rivals cooperating. To allow the SER direct access to this line from its trunk route via Folkestone, a double-track spur (the ‘’Hawkesbury Street Curve’’) between Dover Harbour station and the Dover Town approaches came into use on the same day – the triangular junction was now complete. The SER was granted running powers over LC&DR metals through Priory station, and a number of local services now bypassed Dover Town. However, to compensate for this, additional platform surfaces were brought into use upon the connecting spur. The area in-between the two sites was already heavily built up, but early maps suggest that demolition in the locale, to accommodate the spur, was surprisingly modest. At the ‘’Chatham’’ end of the spur, signalling was installed by contractors Stevens & Sons.
The formation of the SE&CR Joint Managing Committee on New Years Day 1899 marked the beginning of a new era of railway expansion and improvements on the erstwhile independent networks of the SER and LC&DR. Of prominence during this company’s tenure was the St Johns to Orpington quadrupling works, between 1900 and 1905, which involved physically connecting both Tonbridge Cut-Off and ‘’Chatham’’ main lines in the vicinity of Chislehurst. In the Dover area, alterations began with the closure of the platforms upon the connecting spur between SER and LC&DR lines, in 1903. Subsequently, in 1912, major works began alongside the Admiralty Pier, to create an artificial platform within the water, on which a whole new terminus station was to be built. The latter was to be a spacious affair, dedicated to boat traffic only, and would permit the closure of existing station sites. Creating the platform involved dumping large quantities of chalk into the water immediately east of the Admiralty Pier. As it later transpired, the Admiralty Pier was not demolished, but rather, was absorbed into the new works to become the western side of the sea platform. Construction of the terminus commenced in 1913, and by the outbreak of the Great War in August 1914, the majority of the building work had been completed. A splendid vaulted train shed roof, comprising seven spans of varying widths, had been erected. The station measured 170-feet in width, and at its longest point stretched to 800-feet. The well-covered terminus comprised four 693-foot-long platform faces, arranged in the form of two spacious islands of concrete construction.
Wartime economies saw the closure of the ex-SER Dover Town station in 1914, which was never to reopen, but the retention of the ex-LC&DR Harbour and Priory stations, to which all services were now diverted to. The demise of the Town station was coupled with the closure of the three-road engine shed adjacent to the Hawkesbury Street Curve, and the concentration of the area’s locomotive allocation on the depot at Priory. The withdrawal of boat services on the outbreak of war saw that the semi-complete SE&CR terminus had no passenger traffic to serve. Despite its unfinished state, the station was quickly brought into use on 2nd January 1915 for military traffic, initially in the form of ambulance trains. Although the trainshed was virtually complete by this time, a significant feature still lacking was the marvellous stone façade which now graces the structure’s landward elevation. Completion of building works came after the cessation of war in November 1918, and the first passenger boat trains commenced to the terminus on 18th January 1919, the station being christened ‘’Dover Marine’’.
Attractive single-storey red brick offices, complete with war memorial, were built upon the platform surfaces, and both platform islands and the exit were linked by a lattice footbridge at the northern end of the terminus, located within the trainshed. The incorporation of the SE&CR’s main war memorial here was unusual, for the other large railway companies erected these at their main termini in London. The layout upon the sea platform had grown to an extensive arrangement of tracks, numerous sidings having been brought into use to handle substantial levels of freight traffic during the war period. Dover Marine was controlled by an SE&CR-designed 120-lever signal box positioned to the west of the station, immediately adjacent to the tracks from Priory. The signal box comprised a substantial brick base and was in fact a much larger version of the signal cabin which still exists at Folkestone Harbour, demonstrating traits of those early Saxby & Farmer products. A 455-foot long enclosed glazed footbridge was suspended above the double-track of the former Admiralty Pier, and this took passengers over the complex approaches from the Folkestone direction. A physical connection was also made between this footbridge and the Lord Warden Hotel. The latter was a four-storey colossus, the main section of which was built upon a floor plan of 130-foot by 120-foot. Originally opened in 1851, the hotel was built on a site immediately behind the SER’s Dover Town station.
Locomotive facilities at the site initially comprised just a turntable and cylindrical water tank, located behind the signal box. As previously mentioned, on the closure of Dover Town, the locomotive allocation was concentrated on the existing depot at Priory. However, the inadequacy of the Priory site was emphasised after completion of the SE&CR’s Dover area enlargement works, and a new improvement scheme was soon set in motion after the formation of the Southern Railway. The SR devised a modernisation programme for the Dover area, which included a comprehensive rebuilding of Priory station, the closure of Harbour station, and the building of a new motive power depot. The proposals got underway in 1924, with the confirmation of a 280-foot-long five-road locomotive shed, to be built to the west of Dover Marine, alongside the running lines from Folkestone. As per the construction of the twelve-acre platform for the Marine station, large quantities of chalk were dumped into the sea, beside the former site of the ex-SER’s Dover Town, to reclaim enough land for a spacious complex. The depot came into use during 1928, comprising four eastward-facing dead-end tracks, a single through track, and a sixth line which terminated within an adjacent repair shed. The provision of a 65-foot turntable at the site resulted in the removal of that which resided behind the signal box at Dover Marine, and the water tank there also disappeared. The commissioning of the engine shed, which at 2007 prices cost approximately £7,767,500 to build, allowed the closure of the shed at Priory station, allowing the site there to become part of an enlarged goods yard. Dover Harbour station was subject to closure on 10th July 1927, all local traffic being concentrated at Priory and boat services being served exclusively at Marine station. Other improvements in the Dover area during the SR’s tenure included the rebuilding of the elevated track bed east of Shakespeare Tunnel from wood to concrete, and the laying of coal sidings at the Eastern Docks. Eight freight sidings also came into use alongside the Hawkesbury Street Curve, at Bulwark Street, partially upon the former site of the SER’s Dover Town engine shed. A dock basin for the train ferry, fed by a double-track emanating from the Dover Priory route, came into use during 1936, to the north of the Marine terminus.
Before continuing, it is worth examining one of the out-of-the-ordinary boat trains that served Dover Marine. Initially, the French inaugurated the ‘’Flèche d’Or’’ on 11th September 1926, a prestigious boat train running between Calais and Paris. The ‘’Compagnie Internationale des Wagons-Lits’’ (International Sleeping Car Company) ordered twenty British Pullman vehicles to operate the service: fifteen kitchen cars (Nos. 4001 to 4015) were built by the Birmingham Railway Carriage & Wagon Company, and fifteen parlour cars (Nos. 4016 to 4030) were constructed by the Metropolitan Carriage, Wagon & Finance Company. The luxury vehicles were delivered new in the now renowned Umber and Crème ‘’New Standard’’ Pullman colours of the British fleet, and were operated as pairs, rather than individual carriages. With reference to the latter, this meant that a kitchen car and a parlour car would be semi-permanently coupled into a pair known as a ‘’Couplage’’, or, if you like, ‘’Linkage’’. Initially, the Flèche d’Or service was operated by two trains, each ten vehicles in length. From 1932 onwards, Pullman vehicles were repainted into the standard colours worn by the rest of the Wagon-Lits fleet: a lighter shade of crème appeared in place of the British colour, and the umber lower half became dark blue.
The French’s efforts were matched on the other side of the Channel by an all-Pullman service run by the Southern Railway from Victoria. Colloquially, this was referred to as the ‘’White Pullman’’, because the other Pullman cars on the Eastern Section at that time still wore the crimson lake livery of the SE&CR. Officially, however, the service was called the ‘’Continental Express’’, but it was nevertheless referred to by passengers as the ‘’Golden Arrow’’, the English translation of the French title. This was a sign of things to come, for on 15th May 1929, the SR’s all-Pullman boat train service was re-launched as the ‘’Golden Arrow’’. Significant engineering works occurred on the ex-SER trunk line between Petts Wood Junction and Dover, which involved strengthening bridges to accommodate the heavier engines planned to haul this prestigious service. Maunsell ‘’Lord Nelson’’ 4-6-0 locomotives were selected as the prime motive power, with Urie 4-6-0 ‘’King Arthur’’ engines (later modified by Maunsell) supplementing the fleet.
Much of the time, the outward ‘’Golden Arrow’’ from Victoria was booked to arrive at Folkestone Harbour, but the return portion instead started at Dover Marine, which gave rise to some interesting shunting movements. As mentioned elsewhere on the website, the Folkestone Harbour branch has never had a direct connection with the main line, and access to it can only be made by means of a headshunt manoeuvre. This arrangement was implemented as a safety measure from the outset, since the branch descends at a steep gradient of 1 in 30 to the harbour. Thus, the Pullman service would arrive at Folkestone Junction, and initially terminate in the reception sidings positioned to the east of the station there, where the connection with the Harbour Branch was made. An ex-SE&CR R1 Class 0-6-0 Tank would then attach itself to the rear of the train, whilst the ‘’main line’’ engine was detached, and take the Golden Arrow stock down to Folkestone Harbour. This released the ‘’main line’’ locomotive from the headshunt, and consequently, it ran light along Folkestone Warren, to Dover Marine. At the latter, the engine would be rotated, more often than not by means of the triangular junction between the converging lines from Folkestone, Priory, and Marine stations, rather than on the turntable at Dover shed. After rotation, the locomotive would then head back to Folkestone Junction to collect the empty Pullman stock for the return working, which had previously been banked up the steep Harbour Branch incline by as many as four R1 Tanks. The tank engines would usually bring the train out onto the running lines at the Junction station, allowing the express locomotive to immediately couple to the stock. The Pullman vehicles would then be hauled empty to Dover Marine to form the return working to Victoria. This involved some indignity for the engine because for this empty stock movement, it had to run tender-first.
The declaration of war on Germany on 3rd September 1939 signalled the beginning of harsh times for the Port of Dover, as it became a prime target for bombing raids. Boat trains and steamer services were suspended immediately, and passenger services to the Marine station ceased. The Marine site was again dedicated to military traffic, just as it had been during World War I, and as a consequence, services along the ex-SER route went no further than Folkestone. Indeed, consistent shelling over the Channel, from France, had made the site unsafe to handle any form of passenger traffic, and even the 1928-opened engine shed had to close during the conflict, all engines being stationed at Ashford for the duration. The attractive Marine station suffered damage to the trainshed roof, but thankfully, this was modest enough to deem it practical and worthwhile to repair, normal service at the station resuming after the conflict. Since the advent of World War II, the prominent Lord Warden Hotel had been used as offices; the Marine Department occupied the building from 1952 onwards, by which time it was known as ‘’Southern House’’.
Initially, the British Railways era did not necessarily mean rationalisation for this extensive site, as it did at so many other stations nationwide. Rather, the emphasis was on modernising facilities, to cater for new rail freight boat traffic which, in these pre-Chunnel days, was still important and by no means in decline. Modernisation of the site began in 1953, with the renewal of the five quayside cranes which ran alongside the northern wall of the terminus. This was followed in February 1956 by the approval of the Kent Coast Electrification Scheme. Published within an ‘’Extension of Electrification’’ report of 1957 were the alterations proposed for the Marine station. In early 1959, the station was closed to passengers temporarily to allow modifications to be carried out. These involved the extension of both island platforms westward by 114-feet, beyond the extent of the trainshed, and the installation of canopies above the exposed surfaces. The platform extensions were constituted of prefabricated concrete components, manufactured at Exmouth Junction concrete works; the platform canopies were W-shaped and lacked any form of valance. The latter were virtually enlarged versions of the equally clinical canopies which emerged at the rebuilt Folkestone Central and St Mary Cray stations, and these additions somewhat marred the attractive stone façade of the SE&CR station. Third rail was installed on all platform lines during 1959, as part of the ‘’Chatham’’ line electrification of the scheme’s ‘’Phase 1’’, and these were subsequently energised for the commencement of the full electric timetable via this route on 15th June of that year. An enclosed riveted steel footbridge was also erected across the approach tracks from Dover Priory, linking the main entrance beside the Lord Warden Hotel with the Customs Hall, on the northern perimeter of the Western Docks. Naturally, steam continued to visit the station by means of the ex-SER trunk line from the Folkestone direction until the implementation of a full electric timetable on this route on 18th June 1962. The Golden Arrow had been hauled by E5000 series electric locomotives since 12th June 1961. Colour lights installed at the Marine station during the electrification scheme were of the three-aspect type. Before electrification, the empty stock of arrived services would be shunted out the seaward end of the trainshed, and up along the extent of the old Admiralty Pier, to clear the platform lines. Locomotives would also be required to run-a-round using the Admiralty Pier tracks.
The commencement of electric haulage on the Golden Arrow in the June of 1961 coincided with the demise of Dover engine shed. Hitherto, the depot had the responsibility of servicing the Stewarts Lane-allocated steam locomotives which brought the luxurious train down from Victoria. Closure of the sub-shed at nearby Folkestone Junction also occurred, but the site of Dover MPD was put to new railway use, becoming host to a plethora of goods sidings. Closure of goods sidings at Bulwark Street occurred on 15th August 1966, but Archcliffe Junction – at the Folkestone end of the Hawkesbury Street Curve – remained in existence. In the following decade, major works were planned around the Marine station’s peripheral: in 1973, proposals were put forward for the construction of a roll-on-roll-off vehicle shed, and in 1974, planning of a new hoverport at the Western Docks began. After a consultation period spanning 1975 to 1976 inclusive, the hoverport was formally commissioned for operation on 5th July 1978, and replaced a smaller affair situated in the Eastern Docks. Track rationalisation had also occurred beyond the rear of the trainshed, and the ‘’Golden Arrow’’ had ceased between Victoria and the Channel Ports after a final run on 30th September 1972. Since 1969, the number of Pullman cars in the train had been whittled down to five, and the rest of the formation consisted of Second Class BR Mk 1 vehicles.
On 14th May 1979, Dover Marine station was renamed ‘’Dover Western Docks’’, and on 31st October of the following year, the ‘’Night Ferry’’ London to Paris train made its final run. This had first operated on the evening of 14th October 1936, between London Victoria and Paris Gare du Nord, via Dover Marine and Dunkirk. The service was unique among the boat trains, because the carriage stock travelled across the Channel with the passengers and ran on both British and French railway networks. Indeed, the vehicles were smaller than standard Continental carriage stock, having been specially built to meet the restrictive loading gauge of the British system. The service had been suspended during the war years, the last train running through to Paris over the night of 3rd/4th September 1939. After the cessation of the conflict, the ‘’Compagnie Internationale des Wagons-Lits’’ (CIWL: International Sleeping Car Co.) found itself engaged in a search and rescue mission over the whole of Europe, to find several missing carriages. Stock of both the ‘’Night Ferry’’ and ‘’Orient Express’’ services had been taken over by the Germans, camouflaged and armoured, and subsequently used as army vehicles. The ‘’Night Ferry’’ service was resumed on 14th December 1947, and this was followed ten years later by the addition of a through sleeping car to Brussels. A sleeping car for Basle, Switzerland, was added to the service in 1967, but this lasted just two years.
Over the five years which followed the renaming of the station to ‘’Dover Western Docks’’, truncations of the lines within the trainshed, at their seaward ends, saw a ground level walkway come into use for passengers, behind the new buffer stops (a headshunt did, however, still remain for locomotive-hauled services). The SNCF train ferry continued to handle an abundance of ferry vans, shunted by Class 33/2 locomotives – the latter had been under the auspices of Railfreight Distribution (RfD) since that Business Sector’s formation on 10th October 1988. The ferry itself accommodated a double-track, and to maintain balance on the vessel, wagons on both lines would be loaded and unloaded simultaneously. During 1993, the train ferry shunting duty passed to Class 09 diesels.
Channel Tunnel boring began on 1st December 1987, and in light of this, the British Rail Board produced the dreaded report in 1989: the ‘’Proposed closure of Dover Western Docks Station and Folkestone Harbour branch’’. Passenger boat traffic was now seen as a thing of the past, as the advent of the proposed ‘’Eurostar’’ services through the Chunnel would now cater for this, providing a much faster and efficient service. Some of the freight carried upon the ferries could be transferred for haulage through the Chunnel; certain traffic, however, such as chemicals and inflammables, were not permitted through the tunnel, as they were safety hazards. Handling of these goods would therefore transfer to the Eastern Docks, involving the use of road transport, due to the lack of a rail connection there. During 1992, the headshunt facility at Western Docks station was taken out of use, meaning that locomotive-hauled services had to be shunt released – the latter duty was generally undertaken by a RfD Class 33/2. The fateful day was on Saturday 24th September 1994, when 4 CEP No. 1604 departed with the last advertised public departure to Victoria, scheduled for 21:44. The following day, the closure of the station was marked by the visit of ex-BR Pacific No. 70000 ‘’Britannia’’, with ‘’The Continental Farewell’’ rail tour from London Victoria. This had travelled via Balham, Beckenham Junction, and Tonbridge. The locomotive was masquerading as No. 70014 ‘’Iron Duke’’, which was one of two ‘’Britannias’’ formerly associated with the haulage of the famous ‘’Golden Arrow’’ on the South Eastern Division, between the years of 1952 and 1958 inclusive. At Western Docks, the tour met another ex-Golden Arrow locomotive, but of a more modern era: Type ‘’HA’’ E5000 series No. E5001. This locomotive fronted two tours on the same day, taking the excursion stock from Western Docks to Ashford and back, via Folkestone and Canterbury West.
It was not the total end of Dover Western Docks – yet. Until 19th November 1994, empty stock movements to and from the station continued to be available to passengers, albeit not advertised in the official timetable. Thereafter, the trainshed became a useful facility for stabling electric units for cleaning, until complete closure came with the decommissioning of the SE&CR signal box on 5th July of the following year. The bulldozers finally moved in at the beginning of 1996, but thankfully, since the main building was protected by Listed Status, demolitions only encompassed those additions made in 1959, as part of the Kent Coast Electrification Scheme. Naturally, the tightly curving track, with its famous crossovers, was also lifted, and as part of the works to convert the trainshed into a cruise liner terminal, the gap in-between the island platforms was in-filled, to provide a continuous floor at the same level. All red brick offices upon the platforms were retained, as was the elongated footbridge towards the Lord Warden Hotel. Even the substantial SE&CR signal box remained on site as office accommodation, but unlike the main station structure, this was not a Listed building. Tragically, the signal box met its end in 2000. The train ferry dock basin of 1936 was in-filled, and today its site is host to a sand operation.
The British Rail Board’s original report of 1989 outlined the closure of the Folkestone Harbour branch, but in the midst of the redevelopment at the Western Docks, the renowned steeply graded line continued to enjoy services. Unlike at Dover, where the passenger ferries at Eastern Docks were detached from the railway, Sea Cat sailings continued to operate from the railway pier at Folkestone, even after the opening of the Chunnel. These justified the retention of rail services to the Harbour station, which continued until the transference of the Sea Cat to Ramsgate in 2001.
My buddy Pete built this wooden framework. I had mounted the puzzle onto 3 sections of 1/2" foam board. We attached the framework to the foamboard with double-sided carpet tape and glue. Then he built a frame out of 1/2" X 1-1'2 " MDF, which I had pre-painted black.
QA InfoTech utilizes a Test Automation Framework to provide support for automated software testing. It is a set of assumptions, concepts and tools which provides a high quality testing solution to make the project a success.
IID 435811 Islands Barrier Reef IM0169 Misc Dept No.A4110
Image source: Queensland State Archives Item ID ITM435811 Islands - Barrier Reef
Google is an American multinational technology company focusing on search engine technology, online advertising, cloud computing, computer software, quantum computing, e-commerce, artificial intelligence,[9] and consumer electronics. It has been referred to as "the most powerful company in the world"[10] and one of the world's most valuable brands due to its market dominance, data collection, and technological advantages in the area of artificial intelligence.[11][12][13] Its parent company Alphabet is considered one of the Big Five American information technology companies, alongside Amazon, Apple, Meta, and Microsoft.
Google was founded on September 4, 1998, by Larry Page and Sergey Brin while they were PhD students at Stanford University in California. Together they own about 14% of its publicly listed shares and control 56% of the stockholder voting power through super-voting stock. The company went public via an initial public offering (IPO) in 2004. In 2015, Google was reorganized as a wholly owned subsidiary of Alphabet Inc. Google is Alphabet's largest subsidiary and is a holding company for Alphabet's Internet properties and interests. Sundar Pichai was appointed CEO of Google on October 24, 2015, replacing Larry Page, who became the CEO of Alphabet. On December 3, 2019, Pichai also became the CEO of Alphabet.[14]
The company has since rapidly grown to offer a multitude of products and services beyond Google Search, many of which hold dominant market positions. These products address a wide range of use cases, including email (Gmail), navigation (Waze & Maps), cloud computing (Cloud), web browsing (Chrome), video sharing (YouTube), productivity (Workspace), operating systems (Android), cloud storage (Drive), language translation (Translate), photo storage (Photos), video calling (Meet), smart home (Nest), smartphones (Pixel), wearable technology (Pixel Watch & Fitbit), music streaming (YouTube Music), video on demand (YouTube TV), artificial intelligence (Google Assistant), machine learning APIs (TensorFlow), AI chips (TPU), and more. Discontinued Google products include gaming (Stadia), Glass,[citation needed] Google+, Reader, Play Music, Nexus, Hangouts, and Inbox by Gmail.[15][16]
Google's other ventures outside of Internet services and consumer electronics include quantum computing (Sycamore), self-driving cars (Waymo, formerly the Google Self-Driving Car Project), smart cities (Sidewalk Labs), and transformer models (Google Brain).[17]
Google and YouTube are the two most visited websites worldwide followed by Facebook and Twitter. Google is also the largest search engine, mapping and navigation application, email provider, office suite, video sharing platform, photo and cloud storage provider, mobile operating system, web browser, ML framework, and AI virtual assistant provider in the world as measured by market share. On the list of most valuable brands, Google is ranked second by Forbes[18] and fourth by Interbrand.[19] It has received significant criticism involving issues such as privacy concerns, tax avoidance, censorship, search neutrality, antitrust and abuse of its monopoly position.
In March 1999, the company moved its offices to Palo Alto, California,[52] which is home to several prominent Silicon Valley technology start-ups.[53] The next year, Google began selling advertisements associated with search keywords against Page and Brin's initial opposition toward an advertising-funded search engine.[54][22] To maintain an uncluttered page design, advertisements were solely text-based.[55] In June 2000, it was announced that Google would become the default search engine provider for Yahoo!, one of the most popular websites at the time, replacing Inktomi.
In 2003, after outgrowing two other locations, the company leased an office complex from Silicon Graphics, at 1600 Amphitheatre Parkway in Mountain View, California.[59] The complex became known as the Googleplex, a play on the word googolplex, the number one followed by a googol zeroes. Three years later, Google bought the property from SGI for $319 million.[60] By that time, the name "Google" had found its way into everyday language, causing the verb "google" to be added to the Merriam-Webster Collegiate Dictionary and the Oxford English Dictionary, denoted as: "to use the Google search engine to obtain information on the Internet".[61][62] The first use of the verb on television appeared in an October 2002 episode of Buffy the Vampire Slayer.[63]
Additionally, in 2001 Google's investors felt the need to have a strong internal management, and they agreed to hire Eric Schmidt as the chairman and CEO of Google.[49] Eric was proposed by John Doerr from Kleiner Perkins. He had been trying to find a CEO that Sergey and Larry would accept for several months, but they rejected several candidates because they wanted to retain control over the company. Michael Moritz from Sequoia Capital at one point even menaced requesting Google to immediately pay back Sequoia's $12.5m investment if they did not fulfill their promise to hire a chief executive office, which had been made verbally during investment negotiations. Eric wasn't initially enthusiastic about joining Google either, as the company's full potential hadn't yet been widely recognized at the time, and as he was occupied with his responsibilities at Novell where he was CEO. As part of him joining, Eric agreed to buy $1 million of Google preferred stocks as a way to show his commitment and to provide funds Google needed.
Google generates most of its revenues from advertising. This includes sales of apps, purchases made in-app, digital content products on Google and YouTube, Android and licensing and service fees, including fees received for Google Cloud offerings. Forty-six percent of this profit was from clicks (cost per clicks), amounting to US$109,652 million in 2017. This includes three principal methods, namely AdMob, AdSense (such as AdSense for Content, AdSense for Search, etc.) and DoubleClick AdExchange.
In addition to its own algorithms for understanding search requests, Google uses technology its acquisition of DoubleClick, to project user interest and target advertising to the search context and the user history.
In 2007, Google launched "AdSense for Mobile", taking advantage of the emerging mobile advertising market.
Google Analytics allows website owners to track where and how people use their website, for example by examining click rates for all the links on a page. Google advertisements can be placed on third-party websites in a two-part program. Google Ads allows advertisers to display their advertisements in the Google content network, through a cost-per-click scheme.[138] The sister service, Google AdSense, allows website owners to display these advertisements on their website and earn money every time ads are clicked.[139] One of the criticisms of this program is the possibility of click fraud, which occurs when a person or automated script clicks on advertisements without being interested in the product, causing the advertiser to pay money to Google unduly. Industry reports in 2006 claimed that approximately 14 to 20 percent of clicks were fraudulent or invalid.[140] Google Search Console (rebranded from Google Webmaster Tools in May 2015) allows webmasters to check the sitemap, crawl rate, and for security issues of their websites, as well as optimize their website's visibility.
Consumer services
Web-based services
Google offers Gmail for email, Google Calendar for time-management and scheduling, Google Maps for mapping, navigation and satellite imagery, Google Drive for cloud storage of files, Google Docs, Sheets and Slides for productivity, Google Photos for photo storage and sharing, Google Keep for note-taking, Google Translate for language translation, YouTube for video viewing and sharing, Google My Business for managing public business information, and Duo for social interaction. In March 2019, Google unveiled a cloud gaming service named Stadia. A job search product has also existed since before 2017, Google for Jobs is an enhanced search feature that aggregates listings from job boards and career sites.
Some Google services are not web-based. Google Earth, launched in 2005, allowed users to see high-definition satellite pictures from all over the world for free through a client software downloaded to their computers.
Software
Google develops the Android mobile operating system, as well as its smartwatch, television, car, and Internet of things-enabled smart devices variations.
It also develops the Google Chrome web browser, and Chrome OS, an operating system based on Chrome.
Hardware
In January 2010, Google released Nexus One, the first Android phone under its own brand. It spawned a number of phones and tablets under the "Nexus" branding until its eventual discontinuation in 2016, replaced by a new brand called Pixel.
In 2011, the Chromebook was introduced, which runs on Chrome OS.
In July 2013, Google introduced the Chromecast dongle, which allows users to stream content from their smartphones to televisions.
In June 2014, Google announced Google Cardboard, a simple cardboard viewer that lets user place their smartphone in a special front compartment to view virtual reality (VR) media.
Other hardware products include:
•Nest, a series of voice assistant smart speakers that can answer voice queries, play music, find information from apps (calendar, weather etc.), and control third-party smart home appliances (users can tell it to turn on the lights, for example). The Google Nest line includes the original Google Home (later succeeded by the Nest Audio), the Google Home Mini (later succeeded by the Nest Mini, the Google Home Max, the Google Home Hub (later rebranded as the Nest Hub), and the Nest Hub Max.
•Nest Wifi (originally Google Wifi), a connected set of Wi-Fi routers to simplify and extend coverage of home Wi-Fi.
Enterprise services
Google Workspace (formerly G Suite until October 2020) is a monthly subscription offering for organizations and businesses to get access to a collection of Google's services, including Gmail, Google Drive and Google Docs, Google Sheets and Google Slides, with additional administrative tools, unique domain names, and 24/7 support.
On September 24, 2012, Google launched Google for Entrepreneurs, a largely not-for-profit business incubator providing startups with co-working spaces known as Campuses, with assistance to startup founders that may include workshops, conferences, and mentorships. Presently, there are seven Campus locations: Berlin, London, Madrid, Seoul, São Paulo, Tel Aviv, and Warsaw.
On March 15, 2016, Google announced the introduction of Google Analytics 360 Suite, "a set of integrated data and marketing analytics products, designed specifically for the needs of enterprise-class marketers" which can be integrated with BigQuery on the Google Cloud Platform. Among other things, the suite is designed to help "enterprise class marketers" "see the complete customer journey", generate "useful insights", and "deliver engaging experiences to the right people". Jack Marshall of The Wall Street Journal wrote that the suite competes with existing marketing cloud offerings by companies including Adobe, Oracle, Salesforce, and IBM.
Internet services
In February 2010, Google announced the Google Fiber project, with experimental plans to build an ultra-high-speed broadband network for 50,000 to 500,000 customers in one or more American cities.[178][179] Following Google's corporate restructure to make Alphabet Inc. its parent company, Google Fiber was moved to Alphabet's Access division.[180][181]
In April 2015, Google announced Project Fi, a mobile virtual network operator, that combines Wi-Fi and cellular networks from different telecommunication providers in an effort to enable seamless connectivity and fast Internet signal.
Facebook is an online social media and social networking service owned by American company Meta Platforms. Founded in 2004 by Mark Zuckerberg with fellow Harvard College students and roommates Eduardo Saverin, Andrew McCollum, Dustin Moskovitz, and Chris Hughes, its name comes from the face book directories often given to American university students. Membership was initially limited to Harvard students, gradually expanding to other North American universities and, since 2006, anyone over 13 years old. As of July 2022, Facebook claimed 2.93 billion monthly active users,[6] and ranked third worldwide among the most visited websites as of July 2022.[7] It was the most downloaded mobile app of the 2010s.[8]
Facebook can be accessed from devices with Internet connectivity, such as personal computers, tablets and smartphones. After registering, users can create a profile revealing information about themselves. They can post text, photos and multimedia which are shared with any other users who have agreed to be their "friend" or, with different privacy settings, publicly. Users can also communicate directly with each other with Facebook Messenger, join common-interest groups, and receive notifications on the activities of their Facebook friends and the pages they follow.
The subject of numerous controversies, Facebook has often been criticized over issues such as user privacy (as with the Cambridge Analytica data scandal), political manipulation (as with the 2016 U.S. elections) and mass surveillance.[9] Posts originating from the Facebook page of Breitbart News, a media organization previously affiliated with Cambridge Analytica,[10] are currently among the most widely shared political content on Facebook.[11][12][13][14][15] Facebook has also been subject to criticism over psychological effects such as addiction and low self-esteem, and various controversies over content such as fake news, conspiracy theories, copyright infringement, and hate speech.
Zuckerberg built a website called "Facemash" in 2003 while attending Harvard University. The site was comparable to Hot or Not and used "photos compiled from the online face books of nine Houses, placing two next to each other at a time and asking users to choose the "hotter" person". Facemash attracted 450 visitors and 22,000 photo-views in its first four hours. The site was sent to several campus group listservs, but was shut down a few days later by Harvard administration. Zuckerberg faced expulsion and was charged with breaching security, violating copyrights and violating individual privacy. Ultimately, the charges were dropped. Zuckerberg expanded on this project that semester by creating a social study tool. He uploaded art images, each accompanied by a comments section, to a website he shared with his classmates.
A "face book" is a student directory featuring photos and personal information. In 2003, Harvard had only a paper version[ along with private online directories. Zuckerberg told The Harvard Crimson, "Everyone's been talking a lot about a universal face book within Harvard. ... I think it's kind of silly that it would take the University a couple of years to get around to it. I can do it better than they can, and I can do it in a week."[29] In January 2004, Zuckerberg coded a new website, known as "TheFacebook", inspired by a Crimson editorial about Facemash, stating, "It is clear that the technology needed to create a centralized Website is readily available ... the benefits are many." Zuckerberg met with Harvard student Eduardo Saverin, and each of them agreed to invest $1,000 ($1,435 in 2021 dollars[30]) in the site.[31] On February 4, 2004, Zuckerberg launched "TheFacebook", originally located at thefacebook.com.
Six days after the site launched, Harvard seniors Cameron Winklevoss, Tyler Winklevoss, and Divya Narendra accused Zuckerberg of intentionally misleading them into believing that he would help them build a social network called HarvardConnection.com. They claimed that he was instead using their ideas to build a competing product. The three complained to the Crimson and the newspaper began an investigation. They later sued Zuckerberg, settling in 2008 for 1.2 million shares (worth $300 million ($354 million in 2021 dollars[30]) at Facebook's IPO).
Membership was initially restricted to students of Harvard College. Within a month, more than half the undergraduates had registered.[36] Dustin Moskovitz, Andrew McCollum, and Chris Hughes joined Zuckerberg to help manage the growth of the website.[37] In March 2004, Facebook expanded to Columbia, Stanford and Yale.[38] It then became available to all Ivy League colleges, Boston University, NYU, MIT, and successively most universities in the United States and Canada.
In mid-2004, Napster co-founder and entrepreneur Sean Parker—an informal advisor to Zuckerberg—became company president.[41] In June 2004, the company moved to Palo Alto, California.[42] It received its first investment later that month from PayPal co-founder Peter Thiel. In 2005, the company dropped "the" from its name after purchasing the domain name Facebook.com for US$200,000 ($277,492 in 2021 dollars). The domain had belonged to AboutFace Corporation.
In May 2005, Accel Partners invested $12.7 million ($17.6 million in 2021 dollars) in Facebook, and Jim Breyer added $1 million ($1.39 million in 2021 dollars) of his own money. A high-school version of the site launched in September 2005. Eligibility expanded to include employees of several companies, including Apple Inc. and Microsoft.
Facebook was sued by the Federal Trade Commission as well as a coalition of several states for illegal monopolization and antitrust. The FTC and states sought the courts to force Facebook to sell its subsidiaries WhatsApp and Instagram.[183][184] The suits were dismissed by a federal judge on June 28, 2021, who stated that there was not enough evidence brought in the suit to determine Facebook to be a monopoly at this point, though allowed the FTC to amend its case to include additional evidence. In its amended filings in August 2021, the FTC asserted that Facebook had been a monopoly in the area of personal social networks since 2011, distinguishing Facebook's activities from social media services like TikTok that broadcast content without necessarily limiting that message to intended recipients.
In response to the proposed bill in the Australian Parliament for a News Media Bargaining Code, on February 17, 2021, Facebook blocked Australian users from sharing or viewing news content on its platform, as well as pages of some government, community, union, charity, political, and emergency services.[187] The Australian government strongly criticised the move, saying it demonstrated the "immense market power of these digital social giants".
On February 22, Facebook said it reached an agreement with the Australian government that would see news returning to Australian users in the coming days. As part of this agreement, Facebook and Google can avoid the News Media Bargaining Code adopted on February 25 if they "reach a commercial bargain with a news business outside the Code".
Facebook has been accused of removing and shadow banning content that spoke either in favor of protesting Indian farmers or against Narendra Modi's government. India-based employees of Facebook are at risk of arrest.
On February 27, 2021, Facebook announced Facebook BARS app for rappers.
On June 29, 2021, Facebook announced Bulletin, a platform for independent writers.[197][198] Unlike competitors such as Substack, Facebook would not take a cut of subscription fees of writers using that platform upon its launch, like Malcolm Gladwell and Mitch Albom. According to The Washington Post technology writer Will Oremus, the move was criticized by those who viewed it as an tactic intended by Facebook to force those competitors out of business.
In October 2021, owner Facebook, Inc. changed its company name to Meta Platforms, Inc., or simply "Meta", as it shifts its focus to building the "metaverse". This change does not affect the name of the Facebook social networking service itself, instead being similar to the creation of Alphabet as Google's parent company in 2015.
In November 2021, Facebook stated it would stop targeting ads based on data related to health, race, ethnicity, political beliefs, religion and sexual orientation. The change will occur in January and will affect all apps owned by Meta Platforms.
In February 2022, Facebook's daily active users dropped for the first time in its 18-year history. According to Facebook's parent Meta, DAUs dropped to 1.929 billion in the three months ending in December, down from 1.930 billion the previous quarter. Furthermore, the company warned that revenue growth would slow due to competition from TikTok and YouTube, as well as advertisers cutting back on spending.
Analysts predict a "death spiral" for facebook stock as users leave while ad impressions increase, as the company chases revenue.
On March 10, 2022, Facebook announced that it will temporarily ease rules to allow violent speech against 'Russian invaders'. Russia then banned all Meta services, including Instagram.
White Castle
Harold and Kumar aren't the only loyal customers who keep coming back to White Castle for some of those iconic sliders, and now, there is even an Impossible Slider on the menu.
Boston Market
From the rotisserie chickens to the delectable mac and cheese, Boston Market is always a great stop for a hearty meal. Here are The Best & Worst Menu Items at Boston Market.
Papa John's
Papa John's is always boasting about its better ingredients, and it seems like there are plenty of customers who continue to order these pizzas.
Little Caesars
"Pizza, pizza" has plenty of loyal fans, thanks to the "cheap and fast" vibe of the food. Speaking of pizza, do you know what the most popular pizza topping is in your state?
Starbucks
Starbucks has gathered a reputation for being the go-to place when you're in the mood for a pumpkin coffee drink once fall rolls around. And with their decadent Frappuccinos, there are plenty of sweet treats for non-coffee drinkers, too.
Quizno's
Quizno's offers up classic sandwiches, and who can resist the fresh pepper bar?
Five Guys
While Five Guys has some top-notch burgers and fries, this is a spot for peanut lovers, too. You can munch on peanuts that are available all over the restaurants while you order your meal.
Cold Stone Creamery
This ice cream shop serves up cold customized treats for whatever your heart desires, so it's basically a dream come true, right?
Sonic
Sometimes, you just want one of Sonic's frozen drinks and a burger to go along with it. Yum!
Burger King
While it may not be the most popular dining brand in the country, the King is still a top choice for many. Those Whoppers are still as tasty as ever, especially if you go for the Impossible Whopper.
Want to chow down on more juicy hamburgers? Here's where you can get The Absolute Best Burger in Every State.
KFC
The Colonel is still going strong! Who doesn't want to eat their chicken right out of a bucket?
A&W Restaurants
Yes, the root beer chain sells food! Here are The Best & Worst Menu Items at A&W.
Mrs. Fields
Those giant chocolate chip cookies that just call your name as you're walking by? They are a staple of all Mrs. Fields locations, so we don't blame you for having one now and then.
Subway
People surveyed described this sandwich shop as a "good value for money." If you're a Subway fan, you're not alone! Headed to Subway? Here's Every Subway Sandwich—Ranked for Nutrition!
McDonald's
Are you still McLovin' it? You might've expected Mickey D's to claim a spot closer to the top, but those golden fries and Big Macs seem to have some more competition.
Domino's
Domino's is hailed by fans for being well-made and a good value. With wings and yummy chocolate lava cakes to go alongside a pizza, Domino's is simply beloved.
Popeyes
Plenty of loyal Popeyes fans eat there on the reg, and we know the chicken sandwich was truly worth all the hype.
Panera
From its house-made lemonade to that tasty mac and cheese to those fresh-baked bagels, Panera has it all. No wonder it ranked so highly on YouGov's list!
Taco Bell
This taco joint rings its loyal customers' bells for being "everywhere and good quality." By the way, You'll Never Guess What Taco Bell Uses to Season Its Beef.
Chick-fil-A
Although loyal customers can't satisfy their fried chicken cravings on Sunday, Chick-fil-A still is a top spot to go when you're in the mood for a chicken sandwich and some waffle fries.
Pizza Hut
With a plethora of crusts, cheesy toppings, and grilled veggies to choose from, it's no surprise pizza lovers keep coming back to the Hut.
Arby's
For all the meat-lovers out there, Arby's is your place, especially if you're a fan of their staple, roast beef sandwiches.
Dunkin'
America actually does run on Dunkin', doesn't it? Those Munchkins are rather irresistible.
Cinnabon
No mall trip is ever done without a pit stop at Cinnabon for a warm, gooey, perfectly sticky cinnamon bun.
Wendy's
Ranking higher than McDonald's and Burger King is the beloved redhead! The real question is, which flavor Frosty do you get: chocolate or vanilla?
Krispy Kreme
From the affordably priced cups of caffeine to the hot-out-the-oven classic glazed doughnuts, it's easy to see why Krispy Kreme has such a devoted following.
Baskin-Robbins
Craving ice cream? Baskin Robbins comes in the first-place spot. And they have so many delicious scoop flavors!
Dairy Queen
Majority rules! Customers raved that the fast-food chain is "good quality," "never gets old," and is a "good value for money." That sounds like a winning combo to us! DQ even sold more than 175 million Blizzards the first year they introduced them in 1985—who knew?