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We made our annual trip to London in November. We travel down by coach from Slaithwaite and stay at The Cumberland Hotel at Marble Arch. It’s actually a weekend ladies shopping trip that is run as a fundraiser for Slaithwaite Brass Band – I’m the only bloke that goes every year! We decided ( the two of us) to stay down in London until Thursday this time as we wanted to see weekday London and be able to explore a bit further afield on foot. We covered up to 16 miles a day, which is tough going on crowded pavements with hundreds of busy roads to cross. I photographed anything that looked interesting but I bent a contact in the CF card slot, fortunately I had quite a few SD cards with me and the 5D has dual slots so I was able to carry on using it. It’s currently at Lehmann’s getting fixed.
With it being close to Christmas the decorations are up everywhere so there was plenty of colour at night. In Hyde Park the Winter Wonderland was in full swing, we’ve never bothered going to it before but I went twice at night this time. It is massive this year, I couldn’t get over how big it is and the quality of some of the attractions. The cost and effort involved must be phenomenal – it was quite expensive though. It was very difficult to photograph, with extremes of light (LED’s) and darkness and fast moving rides into the bargain. I think I have some decent usable stuff but at the time of writing I am only part way through the editing process so I don’t know for sure.
We set off at around 8.15 am every day and stayed out for at least 12 hours. The weather was poor for a day and a half with drizzle and very dull grey conditions, fortunately we had some pleasant weather (and light) along the way as well. Being based at the end of Oxford Street – Europe’s busiest shopping street – meant that I did quite a bit of night shooting on there. Although I carried a tripod everywhere I only used it once and that was during the day! Because there is always a moving element in almost every shot it seemed pointless using a tripod. I would have got some shots free of movement – or I could have gone for ultra-long exposures to eliminate people and traffic but it would have been problematic I felt. In the end I wound the ISO up and hand held – fingers crossed.
We walked out to Camden Market and Locks but it had been raining and we were a bit early as many were only just setting up for the day. We tried to follow routes that we hadn’t used before and visit new places. We paid a fortune to get in St Pauls but you can’t use cameras. This something that I fail to see the point of, ban flash if you want but if you are going to encourage tourism why ban cameras when there is nothing in particular happening in there. It’s a rule that seems to be applied arbitrarily in cities around the world. Fortunately we could take photos from the outside of the dome, which was real reason for visiting, and we had some great light. Expensive compared with a couple of euros in some famous cathedrals. I’ve wanted to walk to Canary Wharf for a number of years and this year we did. We crisscrossed the Thames a few times and tried to follow the Thames path at other times. We covered around ten miles but it was an interesting day. It was also very quiet for the last four or five miles. We got there about 12.00 and managed to get a sandwich in a café in the shopping centre at the foot of the high rise office blocks before tens of thousands of office workers descended from above. It was mayhem, packed, with snaking queues for anywhere that sold food. We crossed to the other side of The Isle of Dogs and looked across to the O2 Arena and the cable car, unfortunately there isn’t a way across for pedestrians and it was around 3.00 pm. With darkness falling at around 4.30 we decide it was too late to bother. We made our way back to the Thames Clipper pier to check the sailing times. They sail every twenty minutes so we had a couple of glasses of wine and a rest before catching the Clipper. Sailing on the Thames was a first in 15 trips to London. The Clipper is fast and smooth, the lights had come on in the city and there was a fantastic moon rise. It was nigh on impossible to get good shots at the speed we were traveling though and there were times that I wished I could be suspended motionless above the boat. Again, hopefully I will have some usable shots.
We felt that the shopping streets were a little quieter, following the Paris massacre it was to be expected, I might be wrong as we were out and about at later times than previous trips. I think I have heard that footfall is down though. It was good to get into some of the quieter backstreets and conversely to be stuck in the city business district – The Square Mile- at home time. A mass exodus of people running and speed walking to bus stops and the rail and tube stations. It was difficult to move against or across the flow of bodies rushing home.
Whilst the Northern(manufacturing) economy is collapsing, London is a giant development site, it must be the tower crane capital of Europe at the moment. It was difficult to take a shot of any landmark free of cranes, it was easier to make the cranes a feature of the photo. It’s easy to see where the wealth is concentrated – not that there was ever any doubt about it. The morons with too much money are still driving their Lambo’s and Ferraris etc. like clowns in streets that are packed with cars , cyclists and pedestrians, accelerating viciously and noisily for 50 yards. They are just sad attention seekers. From Battersea to Canary Wharf we walked the Thames Embankment, the difference between high and low tide on the river is massive, but the water was the colour of mud – brown! Not very attractive in colour. We caught a Virgin Train from Kings Cross for £14.00 each – a bargain!. We had quite a bit of time to kill around midday at Kings Cross so I checked with security that I was OK to wander around taking photos, without fear of getting jumped by armed security, and set off to photograph the station and St Pancras International Station across the road. I haven’t even looked at the results as I type this but I’ll find out if they are any good shortly. Talking of security, following Paris, there was certainly plenty of private security at most attractions, I don’t know if it was terrorism related though, I can’t say I noticed an increased police presence on the streets. It took us three hours and five minutes from Kings Cross to being back home, not bad for a journey of 200 miles. I can’t imagine that spending countless billions on HS2 or HS3 is going to make a meaningful (cost effective) difference to our journey. Improving what we have, a little faster, would be good. There are some bumpy bits along the route for a mainline and Wakefield to Huddersfield is the equivalent of a cart track – and takes over 30 minutes – it’s only a stone’s throw.
January 24, 2023 - Albany, NY - Governor Kathy Hochul announces expansion of the Capital Region Crime Analysis Center and highlights the State of the State proposals to increase funding for local law enforcement agencies (Darren McGee/Office of Governor Kathy Hochul)
The Pakistan Strategy Support Program (PSSP) held the conference, “Increasing Productivity and Unleashing Growth” at the Serena Hotel in Islamabad on May 26-27th, 2012. This conference also marked the final round of the Competitive Grants Program that was launched by PSSP in January 2012 for Pakistani PhD and graduate students studying locally and abroad on economic development issues of Pakistan. The finalists presented in front of the Research Advisory Committee, donor heads, professors and students from local universities. The event also consisted of plenary sessions on Pakistan’s various economic growth issues by renowned academics from all over the world, such as Dr. Jock Anderson, Dr. Regina Birner and Dr. David Spielman.
I'm working on a three storey version of the Kingsway local bank kit. A careful rearrangement of the printed sheets has allowed an extra floor to be added, although the kit can also be assembled without it.
Here are the three main walls that make up the frontage. The small corner wall has a thin card overlay.
KOHLER Touchless Toilet Flush Kit is an accessible toilet upgrade for modern home owners in search of increased bathroom hygiene. The DIY retrofit system allows users to simply hold their hand above the tank and operate water flow, instead of touching the regular handle. So how does ...
Read More : Wave to Flush: Touchless Toilet Kit for Increased Bathroom Hygiene [Video]
#interiordesgin #interiordesignideas #interiordesignseminar
Staff Sgt. Simon Debran, center, UH-60A Black Hawk crew chief, briefs visiting African air force members as they prepare to board a Black Hawk helicopter with the 1-150th Assault Helicopter Battalion, New Jersey Army National Guard, during their visit to Joint Base McGuire-Dix-Lakehurst, N.J., Aug. 31, 2015. The African Partnership Flight, which includes military representatives from Angola, Burkina Faso, Ghana, Mali, Niger, Nigeria, Senegal and Tunisia, visit to the NJARNG’s Army Aviation Support Facility is part of U.S. Air Forces in Europe and U.S. Air Forces Africa program that emphasized increased maintenance and logistics knowledge and procedures. The program was created to conduct regional military to military events with African air forces to build aviation capacity, enhance regional cooperation and increase interoperability. (U.S. Air National Guard photo by Master Sgt. Mark C. Olsen/Released)
Targeting increasing farm-level food security and productivity to mitigate the effects of climate risk and change: Through the SIMLESA Project, smallholder farmers practice sustainable intensification principles, such as zero or minimum tillage, maize–legume intercropping, and maize–legume rotations. In the photo, Mr. Ringson Chitsiko (standing), Permanent Secretary (PS), Ministry of Agriculture, Mechanisation and Irrigation Development, officially opens CIMMYT–SARO's 30th anniversary celebrations. On the extreme left is the International Livestock Research Institute’s Representative for Southern Africa, Dr. Sikhalazo Dube. To the PS’s left is the Principal Director in the Department of Research and Specialist Services, Mrs. Denisile Hikwa. Dr. Olaf Erenstein (in striped shirt), Director of CIMMYT’s Socioeconomics Program; and partly in the picture is Dr. Eric Craswell, SIMLESA Project Steering Committee Member.
More on CIMMYT–SARO's 30th anniversary
Photo: J. Siamachira/CIMMYT
"Increasing Gender Diversity in Game Development Programs
Clara Fernandez Vara | Associate Arts Professor, NYU Game Center
Julia Wlochowski | Game Designer, Greenbrier Games
Elaine Gomez | Graduate Student, University of Southern California
Elyse Lemoine | Game Designer / Writer, NYU Game Center
Deirdra ""Squinky"" Kiai | MFA Student, UC Santa Cruz
Location: Room 3001, West Hall
Date: Monday, March 2
Time: 11:15am - 11:40am"
I live in the city centre and based on experience I can say without doubt that the homeless problem is increasing at an alarming rate. Today I counted seven tents, occupied by homeless people, in this public park. A few months ago there were two. However, there was little sign of what might be described as anti-social behaviour.
Within the park there is a memorial and a plaque which refers the the "Croppy's Acre" as the official name is currently the "Croppies Acre 1798 Memorial Park".
[WHAT I SAID IN OCTOBER 2018]
The good news is that this park now appears to be safe to visit and the decision to have it open twenty four hours a day must have solved the anti-social problems that had resulted in it being closed to the public for extended periods of time.
[WHAT I SAID BACK IN NOVEMBER 2016]
There are two separate parks which may be related but in general most tourist guides are unaware of this fact to the extent that some claim that Anna Livia is located in the park beside the the Museum Luas Tram Stop.
The major park, the one normally associated with the museum, is officially the Croppies Acre 1798 Memorial Park while the smaller park featuring Anna Livia and a small pond is the Croppies Memorial Park. The distinction is important because the larger park has been closed to the public for extended periods.
For many years due to anti-social behaviour, mainly drugs related, the major memorial park was off-limits to the public. There was also problems with homeless people occupying parts of the park. Even today, there was a tent towards one corner of the park. One cannot blame the homeless for taking advantage of the available space.
On Tuesday, 14th June at 2:00 p.m. the Croppies Acre 1798 Memorial Park, Wolfe Tone Quay, Dublin 7 was once again open to the public but I did not get a chance to visit until today [November 7 2016]. Having been conditioned to the park being always closed I found the fact that the gates were partly opened a little bit unsettling and as I was the only person [if one ignores the tent and one person who left immediately I arrived] in the park I was a bit worried that an official might come along and lock the gates without informing me. This has happened to me in the past elsewhere.
Following discussions in 2013 with the Office of Public Works it was agreed that the management of the 4.3 acre Park would transfer from the Office of Public Works to Dublin City Council.
Dublin City Council’s Parks and Landscape Services have carried out an extensive works programme to upgrade the park and make it more accessible for the citizens of Dublin and visitors to the city.
The works include a new circulatory path system, upgrading of the existing pedestrian gates and the provision of a new pedestrian gate at the south west end of the park. Existing memorial structures have been upgraded and general landscape improvement works have been carried out. The total cost of the works, were in the order of €120,000.
To be fair the park was in excellent condition when I visited today but the presence of a tent was a bit worrying as was the careless attitude to properly opening the gates.
The name ‘Croppy’ was used in Ireland in the 1790s and was a reference to the rebels who closely cropped their hair to mimic the French Revolutionaries of the period who cut their hair in contrast to the aristocracy who wore powdered wigs.
Historically the Croppies Acre was located on land under common pasturage and part of what was termed ‘Oxmantown Green’.
In the 17th century, a portion was later presented to the Viceroy, the Duke of Ormond to build a palace, however this was never built and the site was sold to the City Authorities for a Barracks. Built in 1704, it served as a military base for 250 years, it was formally the Royal Barracks and later Collins Barracks.
The Esplanade where the Croppies Acre is located today was fully constructed by the 1850s, complete with boundary walls and ornate railings. During the Great Famine, the Esplanade was the site of a food kitchen. By the 1900s, the land was levelled to form two football pitches for the military. In 1997, the Decorative Arts Section of the National Museum was opened in Collins Barracks and the Memorial Park was subsequently designed and laid out in 1998.
We have seen that Prime gap sizes have a pattern, with gap sizes in the AA and BB groups dominating, followed by smaller gap sizes in the AB and BA groups. However, we can also multiply the gap size and frequency to calculate the area each Prime gap size takes up within the number range. What we see is a beautiful curve, spiking along the AA and BB groups, with the AB and BA groups trailing underneath. The spikes gradually increase from 6, 12, 18, 24, and reach their maximum at 30 before going back down to eventually join the other groups. The area of the Prime gaps seems to predict how the frequency of Prime gap sizes will behave. Although it has been suggested that the frequency of Prime gap sizes follows a Primorial increase, the area of the Prime gaps suggest that 12 rather than 30 (2x3x5), will become the next most frequent Prime gap size, although calculating when this will happen would be very difficult. golem.ph.utexas.edu/category/2016/03/the_most_common_prim...
A current study from Neha Gothe and also Edward McAuley at the University of Illinois indicates if you practice hatha yoga consistently for eight weeks you might be most likely to assume faster as well as with more emphasis. These results come from a brand-new eight-week study of 108 adults ...
yogaadvise.com/new-study-shows-yoga-can-increase-brain-fu...
Designer: Suzhou shi guo chuang she geming weiyuanhui (苏州市国闯社革命委员会)
1970, January
Grasp revolution, increase production, increase work, increase war preparation
Zhua geming, cu shengchan, cu gongzuo, cu zhanbei (抓革命，促生产，促工作，促战备)
Call nr.: PC-1970-006 (Private collection)
More? See: chineseposters.net
The first military K9 was introduced in 1952, it was derived from the civilian Loadstar range but was modified to make it more suitable for military service, with increased track and ground clearance and all-wheel drive. Designated as the FV16000 series the 4x4 K9 was rated at a very conservative 1 ton and the chassis was adapted for use as a cargo vehicle, ambulance, water tanker and the most numerous was the wireless body.
The services model saw duty with the Army and RAF from 1951 until as late as 1980 when some of the ‘signals vans’ were still in the hands of the ‘Territorials’, and others were in storage depots. None were bought by the Royal Navy and there is no evidence any were even used by the Senior Service. K9 was equipped with the familiar petrol, overhead valve, 3,995cc six cylinder developing 92bhp at 3000rpm. But to create the revised model, rifle clips, a gun ring in the roof, and larger tyres (9.00 x 20) single all round were fitted. There was a transfer box to take the drive to the front axle, but even so, the off-road capability was very limited.
Over the years various other modifications took place which included stoplights, and a convoy lamp and plate. Then came manually raised indicator arms and ‘NATO’ trailer socket, while some ‘K9's’ used by the BAOR (British Army of the Rhine) got electrically operated trafficators. RAF vehicles differed from their sisters in having no convoy light, a civilian pattern number plate lamp, stoplights from new and semaphore indicators in the panel behind the cab doors. Three types of cab appeared, the differences being detail changes to the scuttle (no waist level louvers on early examples, for instance) floor and rear panels. Some K9's were supplied as a cab and bare chassis to be fitted with van bodies or a water tank built by outside coachbuilders. Even the standard bodies though displayed immense variety. The most basic K9 is probably the Cargo FV16001 which was designed to carry a section of soldiers and their kit. Cargo/FFW FV16002 is the somewhat lengthy code which described the standard K9 truck when '‘fitted for wireless'’ (FFW).
In 1955 there were developments on the communications front when a new range of radio stations called '‘Larkspur'’ was introduced. This led to the FFR (fitted for radio) K9 with a mast on the body side, brackets for the aerial tuning unit (left front wing top) and various other supports and leads. These were officially described as Radio Station Van FV16003 and also as ‘Wireless Light’. There was also Radio Repair Van FV16004, which was also the same as FV16003 only fitted out for the roles described. The ambulance version called FV16005. The 200 gallon water tanker was coded FV16009 or FV16008 (for RAF) and had a proprietary body built in Durham. Other versions were FV16006 signal, FV16010 welding, and FV16011 radar calibration equipment.
K9 variants:
▪︎FV16001 - Cargo
▪︎FV16002 - Cargo Fitted For Wireless
▪︎FV16003 - Wireless Light Mk.ll
▪︎FV16004 - Radio Repair
▪︎FV16005 - Ambulance / Crash Rescue
▪︎FV16006 - Signals, E Type Body Mk.lll Unfitted (RAF)
▪︎FV16006 - Signals, E Type Body, Mk.lll, RVT 267 Mk.l (RAF)
▪︎FV16006 - Signals, E Type Body, Mk.lll, RVT 511 Mk.l (RAF)
▪︎FV16006 - Signals, E Type Body, Mk.lll, RVT 315 Mk.lA (RAF)
▪︎FV16006 - Signals, E Type Body, Mk.lll, RVT 606 Mk.l (RAF)
▪︎FV16006 - Signals, E Type Body, Mk.lll, RVT 634 Mk.l (RAF)
▪︎FV16006 - Signals, E Type Body, Mk.lll, RVT 587 Mk.ll (RAF)
▪︎FV16007 - Signals, E Type Body, Mk.lV, RVT 105 Mk.lA (RAF)
▪︎FV16008 - Water Tanker, 200 gallon (RAF)
▪︎FV16009 - Water Tanker, 200 gallon
▪︎FV16010 - Welding
▪︎FV16011 - Radar Calibration Equipment, Mk.l
▪︎FV16012 - Cargo, Multi-Fuel
▪︎FV16013 - Ambulance / Crash Rescue, Multi-Fuel
▪︎FV16014 - Signals, E Type Body
▪︎FV16015 - Wireles, Light, Mk.ll, Direction Finder, R216
▪︎FV16106 - Sensitivity Test Vehicle.
General characteristics:
▪︎Manufacturer: Austin Motor Company Limited
▪︎Manufactured: 1952 to 1955
▪︎Powerplant: Austin Truck ''High Speed'' Series 2, 3993cc, six cylinder petrol, overhead valves, 90bhp at 3000rpm
▪︎Torque: 190lbf/ft at 1300rpm
▪︎Transmission: 4 Forward, 1 Reverse x 2 with part-time 4x4
▪︎Suspension: Live axles on semi-elliptical multi-leaf springs, progressive rubber bumpers, hydraulic telescopic shock absorbers
▪︎Brakes: Hydraulic on all wheels, parking on rear, no servo
▪︎Construction: Pressed-steel welded cab, rear body according to role
▪︎Electrical system: 12v or 24v according to role
▪︎Fuel Tank: 20 Imperial gallons
▪︎Range: 310 miles at 27mph
▪︎Tyres: 9.00in x 20in 10 ply, cross country
▪︎Length: 17ft 4in (Standard Cargo Version)
▪︎Width 7ft 3in
▪︎Height: Top of canvas 8ft 8in / top of cab 8ft
▪︎Wheelbase: 11ft 5in
▪︎Unladen Weight: 3.122 tons.
Sourced from:
Part Three :-
The BL 9.2 inch Mk.IX and Mk.X Guns were British Breech Loading Guns of 46.7 calibre, in service from 1899 to the 1950's as Naval and Coast Defence Guns. They had possibly the longest, most varied and successful service history of any British Heavy Ordnance. These Guns succeeded the BL 9.2 inch Mk.VIII Naval Gun and increased the bore length from 40 to 46.7 calibres, increasing the muzzle velocity from 2,347 to 2,643 feet per second.
The Mk.IX was designed as a Coast Defence Gun, with a three-motion breech, only 14 were built and the Mk.X, introduced in 1900, incorporated a single-motion breech and changed rifling, succeeded them. As Coastal Artillery, the Mk.X remained in service in Britain until 1956, and in Portugal until 1998. 284 of the Mk.X version were built by Vickers, of which 28 examples are known to survive today, all except one fitted on barbette mounts. One in Cape Town is on a disappearing mount. The 9.2 inch Mk.XI Gun introduced in 1908 increased the bore length to 50 calibres in an attempt to increase the velocity still further, but proved unsuccessful in service and was phased out by 1920. The Mk.X was hence the final Mark of 9.2 inch Guns in widespread British Commonwealth service.
The BL 9.2 inch Gun also affected the development of radar, immediately before World War Two, an Army team developed a Surface-Scanning Radar to detect enemy ships in the English Channel. By chance, in July 1939 one of these Radars was being tested while the 9.2 inch Gun Battery at Brackenbury Battery outside Harwich was firing. The Radar team noticed odd returns on their displays, and realised that these were due to the waterspouts caused by the Shells exploding in the water creating a vertical surface off which the signals reflected. The use of Radar to accurately spot the fall of Shells was rapidly developed, and was widespread by the war's end.
These were 'Counter-Bombardment' Guns designed to defeat ships up to Heavy Cruisers armed with 8 inch Guns. They were deployed in the Fixed Defences of major Defended Ports throughout the British Empire until the 1950's. Their role was to defeat enemy ships attacking the ships in a port, including Warships, alongside or at anchor in the port. However, where Guns covered narrows, such as the Dover Straits, the Straits of Gibraltar, or the Narrows of Bermuda, they also had a wider role of engaging enemy ships passing through the straits. Normally deployed in Batteries of two or three Guns, a few major ports had several Batteries positioned miles apart. There were several Marks of mountings and a Battery had extensive underground facilities in addition to the Guns visible in their individual gun-pits. Together with the 6 inch Mk.VII, they provided the main Heavy Gun Defence of the United Kingdom in World War One, 3 Mk.IX and 53 Mk.X Guns were in place as of April 1918.
The Mounting Barbette Mk.V (the original mounting with Mk.IX and X Guns) gave a maximum elevation of 15° and maximum range of 21,000 yards. This and some modified to Mk.VI (30° and 29,500 yards) were manually powered, the projectile and propelling charge were manually hoisted to loading level, the projectile manually loaded and rammed, and traverse and elevation were by handwheels. There was an elevated platform around the breech area for the Gun Detachment Commander (No.1) and some detachment members, and a Gun shield to the front. The ordnance and mounting together weighed some 125 tons, they were well balanced and the handwheels needed very little effort to move the gun. However, the Mk.VII mounting appeared in the 1930's and in 1939 a simplified version, Mk.IX. Both were hydraulically powered and the platform was enclosed in a roofed Gun House with three sides (and rear with Mk.IX). The hydraulics meant that both projectile and propelling charge could be hoisted in a single load. With Mk.VII and IX the maximum elevation was increased to 35° to give a maximum range of 36,700 yards.
Each Gun mounting was installed on a central cast-steel pedestal in an open concrete gunpit 35ft in diameter and 11ft deep, the gun and mounting weighed 125 tons. A very narrow gauge rail track was embedded around the gunpit floor. A trolley was manhandled around the track between the two ammunition lifts (one for projectiles, one for propelling charges) and the rear of the Gun (this position varied depending on where the gun was pointed) Below the gun pit were the separate ammunition bunkers for projectiles and shells with direct access to the ammunition lifts. These bunkers had an access road leading to them for ammunition re-supply. The Guns presented only a very small target above ground level, guns and gunpits were camouflaged.
Part One :- flic.kr/p/2i324cJ
Part Two :- flic.kr/p/2i324iF
Sourced from Wikipedia en.m.wikipedia.org/wiki/BL_9.2-inch_Mk_IX_%E2%80%93_X_nav...
The turbocharger is actually an air compressor, compressed air to increase the intake air quantity. It uses the engine emissions inertia momentum to drive the turbine room of the turbine. The turbine leads coaxial impeller. And the impeller sends the air sent by the air filter into the cylinder so that pressure the air. When the engine speed increases quickly, and the speed of the turbine exhaust gases are synchronized faster. And the impeller compress more air into the cylinder, pressure and density of the air increases to burn more fuel and adjusting the amount of fuel corresponding increase in engine speed. So that increase the output power of the engine.
MZturbo is a supplier of qualified turbocharger. MZ BMW TURBO 120d 2.0L turbocharger TF035HL is a turbo suited for BMW 120D (E87) 320D(E90/E91)
This is a photograph from the 3rd annual running of the Trim AC 10 Mile Road Race and Fun Run which was held in Trim, Co. Meath, Ireland on Sunday 5th February 2017 at 12:00. The race attracted over 1,200 participants which shows a 100% increase on last year's participation. The event shows growth year on year mirroring the growing popularity of the race. The race started on the Trim/Athboy road on the town's ring road and proceded to take an anti-clockwise loop out towards the village of Dunderry and townland of Kilbride before returning back to the Trim Industrial Estate for the finish. The route is held on quiet country roads with some hills at 3, 6, 8 mile segments.
Our full set of photos from mile 1 and the finish are at: www.flickr.com/photos/peterm7/albums/72157679859593016
The weather for this year's race was perfect for racing. There was a hard frost overnight but this brought clear bright skies and crisp air. There was no real wind to speak of.
Waterstops were provided at the 4.5 and 7 mile marks on the course. All access roads were well stewarded. The event was sponsored by Bewleys 1840 and many local business establishments. Credit must go to the Trim AC team for their flawless organisation. If the first three years of this year are anything to go on then this race will continue to grow. For runners around the North Leinster area this 10 mile race serves as a perfect training progress stepping stone to the Bohermeen Half Marathon which will take place in March 2016 and is located only 15 minutes drive from Trim.
USEFUL LINKS
Our Flickr photographs from the 2016 race: www.flickr.com/photos/peterm7/sets/72157664217257512
Our Flickr photographs from the 2015 race: www.flickr.com/photos/peterm7/albums/72157650166189770
Boards.ie Discussion Thread on the 2017 race: www.boards.ie/vbulletin/showthread.php?t=2057673405
10 Mile Road Race Timelapse Video of the Route: www.youtube.com/watch?v=4Jp84CrctQM
USING OUR PHOTOGRAPHS - A QUICK GUIDE AND ANSWERS TO YOUR QUESTIONS
Can I use these photographs directly from Flickr on my social media account(s)?
Yes - of course you can! Flickr provides several ways to share this and other photographs in this Flickr set. You can share directly to: email, Facebook, Pinterest, Twitter, Tumblr, LiveJournal, and Wordpress and Blogger blog sites. Your mobile, tablet, or desktop device will also offer you several different options for sharing this photo page on your social media outlets.
BUT..... Wait there a minute....
We take these photographs as a hobby and as a contribution to the running community in Ireland. We do not charge for our photographs. Our only "cost" is that we request that if you are using these images: (1) on social media sites such as Facebook, Tumblr, Pinterest, Instagram, Snapchat, Twitter,LinkedIn, Google+, VK.com, Vine, Meetup, Tagged, Ask.fm,etc or (2) other websites, blogs, web multimedia, commercial/promotional material that you must provide a link back to our Flickr page to attribute us or acknowledge us as the original photographers.
This also extends to the use of these images for Facebook profile pictures. In these cases please make a separate wall or blog post with a link to our Flickr page. If you do not know how this should be done for Facebook or other social media please email us and we will be happy to help suggest how to link to us.
I want to download these pictures to my computer or device?
You can download this photographic image here directly to your computer or device. This version is the low resolution web-quality image. How to download will vary slight from device to device and from browser to browser. Have a look for a down-arrow symbol or the link to 'View/Download' all sizes. When you click on either of these you will be presented with the option to download the image. Remember just doing a right-click and "save target as" will not work on Flickr.
I want get full resolution, print-quality, copies of these photographs?
If you just need these photographs for online usage then they can be used directly once you respect their Creative Commons license and provide a link back to our Flickr set if you use them. For offline usage and printing all of the photographs posted here on this Flickr set are available free, at no cost, at full image resolution.
Please email petermooney78 AT gmail DOT com with the links to the photographs you would like to obtain a full resolution copy of. We also ask race organisers, media, etc to ask for permission before use of our images for flyers, posters, etc. We reserve the right to refuse a request.
In summary please remember when requesting photographs from us - If you are using the photographs online all we ask is for you to provide a link back to our Flickr set or Flickr pages. You will find the link above clearly outlined in the description text which accompanies this photograph. Taking these photographs and preparing them for online posting takes a significant effort and time. We are not posting photographs to Flickr for commercial reasons. If you really like what we do please spread the link around your social media, send us an email, leave a comment beside the photographs, send us a Flickr email, etc. If you are using the photographs in newspapers or magazines we ask that you mention where the original photograph came from.
I would like to contribute something for your photograph(s)?
Many people offer payment for our photographs. As stated above we do not charge for these photographs. We take these photographs as our contribution to the running community in Ireland. If you feel that the photograph(s) you request are good enough that you would consider paying for their purchase from other photographic providers or in other circumstances we would suggest that you can provide a donation to any of the great charities in Ireland who do work for Cancer Care or Cancer Research in Ireland.
Let's get a bit technical: We use Creative Commons Licensing for these photographs
We use the Creative Commons Attribution-ShareAlike License for all our photographs here in this photograph set. What does this mean in reality?
The explaination is very simple.
Attribution- anyone using our photographs gives us an appropriate credit for it. This ensures that people aren't taking our photographs and passing them off as their own. This usually just mean putting a link to our photographs somewhere on your website, blog, or Facebook where other people can see it.
ShareAlike – anyone can use these photographs, and make changes if they like, or incorporate them into a bigger project, but they must make those changes available back to the community under the same terms.
Above all what Creative Commons aims to do is to encourage creative sharing. See some examples of Creative Commons photographs on Flickr: www.flickr.com/creativecommons/
I ran in the race - but my photograph doesn't appear here in your Flickr set! What gives?
As mentioned above we take these photographs as a hobby and as a voluntary contribution to the running community in Ireland. Very often we have actually ran in the same race and then switched to photographer mode after we finished the race. Consequently, we feel that we have no obligations to capture a photograph of every participant in the race. However, we do try our very best to capture as many participants as possible. But this is sometimes not possible for a variety of reasons:
►You were hidden behind another participant as you passed our camera
►Weather or lighting conditions meant that we had some photographs with blurry content which we did not upload to our Flickr set
►There were too many people - some races attract thousands of participants and as amateur photographs we cannot hope to capture photographs of everyone
►We simply missed you - sorry about that - we did our best!
You can email us petermooney78 AT gmail DOT com to enquire if we have a photograph of you which didn't make the final Flickr selection for the race. But we cannot promise that there will be photograph there. As alternatives we advise you to contact the race organisers to enquire if there were (1) other photographs taking photographs at the race event or if (2) there were professional commercial sports photographers taking photographs which might have some photographs of you available for purchase. You might find some links for further information above.
Don't like your photograph here?
That's OK! We understand!
If, for any reason, you are not happy or comfortable with your picture appearing here in this photoset on Flickr then please email us at petermooney78 AT gmail DOT com and we will remove it as soon as possible. We give careful consideration to each photograph before uploading.
I want to tell people about these great photographs!
Great! Thank you! The best link to spread the word around is probably http://www.flickr.com/peterm7/sets
The Pakistan Strategy Support Program (PSSP) held the conference, “Increasing Productivity and Unleashing Growth” at the Serena Hotel in Islamabad on May 26-27th, 2012. This conference also marked the final round of the Competitive Grants Program that was launched by PSSP in January 2012 for Pakistani PhD and graduate students studying locally and abroad on economic development issues of Pakistan. The finalists presented in front of the Research Advisory Committee, donor heads, professors and students from local universities. The event also consisted of plenary sessions on Pakistan’s various economic growth issues by renowned academics from all over the world, such as Dr. Jock Anderson, Dr. Regina Birner and Dr. David Spielman.
Japan Trip 2010 Day Eight
November 12, 2010
Tsukiji Central Wholesale Market is a large market for fish, fruits and vegetables in central Tokyo. It is the most famous of over ten wholesale markets that handle the distribution of fish, meat, produce and flowers in metropolitan Tokyo. Tsukiji Market is best known as one of the world's largest fish markets, handling over 2,000 tons of marine products per day.
The sight of the many kinds of fresh fish and other seafood and the busy atmosphere of scooters, trucks, sellers and buyers hurrying around, make Tsukiji Market a major tourist attractions. In fact, the numbers of visitors have increased so much over recent years, that they have become a problem to the course of business, as the aging market's infrastructure was not anticipated to serve as a tourist spot.
Tsukiji Market consists of an inner market where most of the wholesale business and the famous tuna auctions are taking place, and an outer market whose retail shops and restaurants carter to the public. A few restaurants are also found in the inner market. In order to avoid interference with business, different rules should be followed when visiting the different areas of the market
Visiting the tuna auction
The number of visitors to the tuna auction is limited to 140 per day, the maximum number which the market's infrastructure can accommodate. Tourists, who wish to see the auction, have to apply at the Osakana Fukyu Center (Fish Information Center) at the Kachidoki Gate, starting from 4:30am on a first-come, first-serve basis. A first group of 70 visitors will be admitted to the auction between 5:00 and 5:40, while a second group of 70 visitors will be admitted between 5:40 and 6:15.
Expect that the maximum number of visitors is likely to be exceeded on busy days, and that some later arriving visitors may not be able to see the auction. Successful applicants will be able to view the auction from a designated visitor area. It is not allowed to view the auction from anywhere else or to use flash photography or to interfere with the business action in any other way.
Visiting the wholesale area
The wholesale area consists of hundreds of small stands in a large, crowded hall, where buyers and sellers hurry along narrow lanes with their carts and trucks. It is an exciting area for tourists to view and photograph the fish and the action, but it is also an area where tourists are likely to interfere with the professionals working there.
Consequently, in order to prevent accidents and interference with business, tourists are not allowed into the wholesale area before 9am, when the peak of the business activities take place. Even when visiting after 9am, tourists are asked to refrain from bringing any luggage into the market and to be constantly alert of what is happening around them to avoid blocking traffic.
Visiting other areas of the market
Instead of visiting the inner market, tourists are encouraged to visit Tsukiji's outer market, which is located just adjacent to the inner market and caters to the public. The outer market consists of a few blocks of small retail shops and restaurants crowded along narrow lanes. Here you can find all sorts offood related goods, knives and fresh seafood and produce for sale in smaller (than wholesale) portions.
A visit to Tsukiji Market is best combined with a fresh sushi breakfast or lunch at one of the local restaurants. There are restaurants both in the inner and outer market area, which are typically open from 5:00 in the morning to around noon or early afternoon.
A few more general rules for visiting Tsukiji Market
Since Tsukiji Market is a site where serious business is conducted, it is important for visitors not to interfere with the action by adhering to the following additional rules:
Do not enter areas restricted to authorized personnel!
Do not obstruct traffic!
Do not bring large bags or suitcases into the market!
Do not enter the market in high heeled shoes or sandals!
Do not bring small children or pets!
Do not smoke in the market!
Do not touch anything!
Yesterday, Jools and I were lucky to have tickets to a wonderful tour of the WW2 underground shelter complex at Clapham South Underground Station. Although it is/was separate from the station itself.
We massed outside the tube station, then after checking and showing our tickets, we were taken to the fortified entrance for the 180 steps taking us down to the shelter level.
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As congestion on the Northern Line increased in the '30s, a plan was developed to build a second pair of tunnels in parallel with the Charing Cross branch of the Northern Line that would act as an express route through London. These plans were shelved at the outset of the Second World War, but as the platforms of the Underground became increasingly used by the general public overnight as air raid shelters (despite being initially discouraged), work began in 1940 on building deep level shelters which were envisaged to eventually become the platform tunnels for the express route.
Ten shelters were originally planned - five to the north of the Thames and five to the south. All of these were to eventually form part of the Northern Line express route apart from Chancery Lane and St. Pauls, which were associated with the Central Line. The stations on the Northern Line that were equipped with extra tunneling are: Belsize Park, Camden Town, Goodge Steet, Stockwell, Clapham North, Clapham Common, Clapham South. Work on St. Pauls was abandoned in 1941 for fear of damaging the cathedral's foundations and also work ceased on a shelter at Oval soon after, due to extensive flooding. It is unknown whether Oval would have been included in the express route.
Above ground, each shelter's shafts were protected by specially constructed 'pill box' buildings to prevent any bombs that directly hit the location from going underground. Each pill box housed lift machinery and provided the cover for spiral staircases down to the shelter's tunnels.
Each shelter consisted of two parallel tunnels that were 16ft 6in (approx. 4.9m) in diameter and were 1400ft (approx. 427m) in length. Two pairs of shafts were sunk for each shelter, with the pairs being sited a distance from each other in case a bomb struck, blocking a shaft. At each location, one shaft was for the spiral staircase and lift, the other a narrower ventilation shaft.
The two tunnels were interconnected at various places along their length. A floor was constructed at the horizontal diameter level of the tunnel, providing two decks of accommodation. Ventilation, medical, and catering facilities were provided and electricity was obtained from two sources in case bombing caused one to fail - the local authority and the London Underground system, which had its own power station at Lotts Road.
The spiral staircases were constructed in the form of a double helix. One staircase would lead to the upper deck, the other to the lower. This was to allow shelterers to be able to quickly access their destination deck with minimum confusion. On the whole, the upper and lower decks were run independently, though access between decks was provided in the mid-point and at both end of the tunnels. The lift would have access to both upper and lower decks, but was not meant to be used by shelterers.
Toilet facilities were constructed near the lift shafts, with the sewage being periodically hydraulically pumped up a rising main to a sewer close to surface level. There was storage capacity of 5 days for sewage should the hydraulic mechanism fail for some reason. Water was supplied from the local water supply, but should this fail, each shaft was equipped with a 3000 gallon tank of water near the surface.
Each shelter was originally designed to house up to 12,000 people but by the time they were built, the number of bunks had been dropped to a more comfortable 8,000. Bunks were arranged along the walls in various configurations, to maximise use of space.
Ventilation is vital in such a confined environment and a lot of thought was given to this. Air entered the shelter through the entrances and flowed down the spiral staircases, along the connecting tunnels into the shelter area. Stale air was then sucked out of the shelter through metal pipes in the roof (top deck) and under the floor (bottom deck). A fan pumped the air up a specially constructed ventilation shaft, out into a 30ft high tower so that it exhausted well away from the fresh air entering at ground level. When the fans were run at maximum power, the air in the shelter would be completely changed 15 times an hour.
The air was filtered in case of gas attack. All doors were gas seals when closed, and should there be an attack, the entrance doorways would be shut, with the air passing through grilles in the roof of the pill box (clearly visible on the Goodge Street picture below) and through gas filtration equipment.
It was hoped that when their wartime use had come to an end, tunneling would re-start to allow the already constructed tunnel sections to be interconnected, providing the express Northern Line route. For this reason, most shelters were constructed with ease of access to the existing Northern Line in mind. All of these shelters were constructed close to and in parallel with the existing platform tunnels of nearby stations on the Northern Line, and have interconnection tunnels with the existing platforms. In some cases, these interconnections have since been blocked.
Most of the shelters took about a year and a half to complete, but amazingly, the government got cold feet about using them as public shelters as they were incredibly expensive to maintain. Several of the shelters were re-purposed. Goodge Street became Genereal Eisenhower's headquarters, some were converted for government use while others were used as army barracks, to house troops in transit.
It took the advent of the flying bombs (V1 and later V2) to convince the government that they should be used as they were originally intended and some were converted back to be used as public shelters.
After the Second World War came to an end, plans to create the express route stayed on the shelf, and were then ultimately dropped as money for the project wasn't available. Most of the shelters found post war use initially as accommodation for the army in transit and most are today in use as storage facilities.
As they were now being used for other purposes, all the deep level shelters were isolated from their associated active Underground stations, in most cases the interconnection tunnels being bricked up.
Global temperatures have increased at an unprecedented pace in the past 40 years and significant further warming could occur. All countries will feel the direct negative effects of unmitigated climate change, but this paper finds that the economic costs of temperature increases will likely fall disproportionately on countries with hot climates, such as most low-income countries. Sound domestic policies and institutions can help reduce the adverse consequences of weather shocks, but only to a limited degree. The international community must play a key role in supporting low income countries’ efforts to adapt to climate change. Only continued international cooperation and a concerted effort to stem greenhouse gas emissions can limit the long-term risks of climate change.
"$15: Good Work Seattle": Labor rights activists and supporters of the "15 Now" movement attend the Seattle City Council session of June 2, 2014, for the vote on raising the minimum wage to $15 per hour, the highest in the nation.
In a historic vote, the increase was approved unanimously.
Bayswater railway station and the associated notorious subway (in Perth a road going beneath a rail line is called a subway) will soon be redeveloped. I decided to start documenting the place while it's still there.
(The subway is notorious because despite ever increasing signage, tall vehicles collide with it on almost a monthly basis)
Working on the first curved section of the Seven Seas Lagoon/Resort/Magic Kingdom monorail loop.
Making curved sections was easiest in 3dsMax, so I took a 100ft straight section, added a bend modifier to it, and copied it several times, increasing the bend amount by 5 degrees each time.
Now I have a nice little family of curved monorail beam sections from 5 degrees up to 35 degrees.
Minister of Energy Dipuo Peters right and Minister of Finance Pravin Gordhan taking part at the signing of Local Procurement Accord was signed between Business, Unions and Government on Monday in Pretoria, that commited the main economic groupings in South Africa to work together to increase the levels of goods and services bought from local producers with 75% Local Procurement in Pretoria, South Africa.31/10/2011
The Kédougou region, in the south-east of Senegal, has important deposits of gold. Mining is both corporate and community driven and I visited one mining area, run by the Tomboronkoto community. HIstorically artisanal mining dominated but Senegal changed its legal/regulatory system early in this millenium to encourage international investment. Next to the entry of corporate miners this seems to have encouraged a far more active artisanal activity, with miners coming from neighbouring countries (Mali, Burkina Faso, Guinea etc) and remitting cash back to their homelands. In fact most of the artisanal miners I spoke to were not Senegalese but were there with the permission of the village.
There are reports that this growth in mining, while providing valuable cash for the local area, has had some disadvantages: there have been bloody fights between miners (although other reports say there is now an operating framework that has reduced some of the friction), an increase in prostitution and STIs and, perhaps most importantly for the local community, the environmental impacts of mercury usage, reduced availability of clean water and a destruction of agricultural land.
Facing the increasing age of their KC-135A fleet, along with the type’s less fuel efficient, smoky, and noisy JT3D turbojet engines, the USAF embarked on a program to either modify or replace the 700 or so KC-135s in service beginning in 1980. The KC-10A Extender proved to be an adequate supplement, but cost concerns and the sheer size of the USAF’s tanker fleet meant that completely replacing the KC-135 with the KC-10 was not feasible; likewise, a partial re-engining to KC-135E standard, which used TF33 turbofans taken from 707 airliners, likewise would not be cost-effective for the entire fleet.
Therefore the USAF decided instead to modify the KC-135As to KC-135R standard. Like the KC-135Es, the old turbojets would be replaced by turbofans, but these were state-of-the-art high-bypass CFM56 types, twice the diameter of the older JT3Ds. The CFM56, designated F108 in USAF service, doubled the thrust of the KC-135A, yet was cheaper and more fuel efficient to operate, far more quiet, and allowed the offload of half again as much fuel as the A model. This extended not only the range of the KC-135 force, but also further extended the reach of tactical fighters it would refuel. An auxiliary power unit (APU) was added as well, allowing the KC-135R to operate with a minimum of ground equipment from unprepared airstrips, and the airframe was reskinned, taking the fleet back to essentially zero flight hours. The 360 KC-135Rs were therefore practically new aircraft, and were projected to serve until at least 2010 or possibly longer.
KC-135Rs entered service in 1983 and rapidly replaced nearly all KC-135As in service; SR-71 dedicated KC-135Qs were reengined as KC-135Ts. The first combat use of the R model was in Panama in 1989, followed by Operation Desert Storm in Iraq in 1991; since then, KC-135Rs have supported every peacetime and war deployment by the US, the most recent being Operation Odyssey Dawn over Iraq in 2011. With the retirement of the KC-135E in 2009, the R model is now the only KC-135 variant operated by the USAF. The entire fleet went through the Pacer CRAG update in the late 1990s, adding GPS and additional navigational equipment to the KC-135. A few were further modified as KC-135RTs, which themselves can be refuelled in flight; several more have also had underwing fuel tanks added to allow for three-point refuelling—one via the USAF-standard boom/plug, the other two utilizing US Navy style probe/drogue.
Though much of the KC-135R fleet has been found capable of operating until 2040 (when the youngest airframe will be approaching eighty years old), obviously a replacement would be needed at some point; this was recognized by the USAF in the late 1990s and accelerated by the higher strain of constant wartime deployments over Iraq and Afghanistan since 2001. A long, drawn-out, and bitter competition between Boeing’s 767 and Airbus’ A330 over the past ten years finally came to an end in 2011, when the USAF selected Boeing’s KC-767 proposal over the Airbus KC-30; designated KC-46, the new tanker will begin replacing the KC-135R about 2015.
This KC-135R, 58-0128, was one of the oldest aircraft at the Wings Over the Falls July 2022 airshow--and that includes the P-51 and the A-26! First delivered around 1959 as a KC-135A, it has served around the world, and has seen action over Bosnia and Kosovo, and possibly Vietnam and Iraq as well. 58-0128 was assigned to the 5th Bomb Wing at Minot AFB, North Dakota until 1986, when it was converted to a KC-135R, then was reassigned to the 100th Air Refueling Wing at RAF Mildenhall, UK in 1993; sometime after that, it went further east to the 18th Wing at Kadena, Japan, where it was named "Special Delivery." From 2019, it has served as a trainer for new tanker crews, assigned to the 97th Air Mobility Wing at Altus AFB, Oklahoma.
Tankers bookended the airshow in 2022, with 58-0128 on the south side of the tarmac, and a new KC-46A Pegasus on the north side--almost 60 years separate the two aircraft. Probably 58-0128 is in the twilight of its career. This was another picture that oddly got washed out by my camera, so I've tried to fix it as best I can.
The Pakistan Strategy Support Program (PSSP) held the conference, “Increasing Productivity and Unleashing Growth” at the Serena Hotel in Islamabad on May 26-27th, 2012. This conference also marked the final round of the Competitive Grants Program that was launched by PSSP in January 2012 for Pakistani PhD and graduate students studying locally and abroad on economic development issues of Pakistan. The finalists presented in front of the Research Advisory Committee, donor heads, professors and students from local universities. The event also consisted of plenary sessions on Pakistan’s various economic growth issues by renowned academics from all over the world, such as Dr. Jock Anderson, Dr. Regina Birner and Dr. David Spielman.
Climate Rush: Stop the Rail Fare Hikes protest, Waterloo Station. 16.08.2011
Protesters from eco-campaign group Climate Rush, the Campaign for Better Transport (CBT), the Rail & Maritime Union (RMT) and the Public and Commercial Services Union (PCS) held a morning rush-hour protest outside London's Waterloo Station in response to the British Government's plan to allow train operators to massively increase rail fares by up to 28% by 2015 - applying increases of 3% over Retail Price Inflation - which will cause massive hardship to hundreds of thousands of already hard-pressed commuters who, already struggling with the rapidly increasiing cost of living and frozen wages, are faced with three choices: Pay the extortionate increase which for many will cost over £500 per year, be driven off the railways and back into their cars or either move closer to London or leave their jobs and try and find jobs closer to home.
A representative from Passenger Focus pointed out that train operators already had the option to increase some fares by as much as 5% above the average, meaning that passengers using certain types of tickets could be hit with a whopping 13% increase in 2012 alone. Already the cost of getting to work is the biggest single item in the monthly budget - bigger than mortgage payments and bigger than rent, as fares are set to increase four times faster than wages in the next year.
Aside from the harsh economic effects this will bring, Climate Rush is especially concerned that many will be driven back onto the already overburdened road networks, increasing congestion and air pollution, and also making a mockery of the notion of cheap and affordable mass transit. Financially, gridlocked roads and lost productivity costs the London economy in excess of £1.6 billion per annum, and the long-term health costs due to traffic pollution also runs into the billions - a direct burden not only on the Public Purse, but also on those directly affected by the massive increase in childhood asthma, and those who become unable to work (or have died) due to cardiovascular and respiratory diseases.
After many years now of privately operated rail companies milking the subsidy system for billions of pounds of taxpayer's money and paying massive amounts to themselves and their already-bloated shareholders, the train operating companies have embarked on a dishonest hand-wringing campaign to justify these increases, claiming they need this extra money to pay for all the new rolling stock and network improvements that they were supposed to have been doing for all these years instead of shovelling all that public money offshore. Now the network is under severe stress, and they want to extort more and more money from the travelling public. The money must come from fare increases, they say, to lower the general burden on The Taxpayer - leaving us to ask the question 'If the rail infrastructure is in such a bad state now, what have you done with all our money, and who's going to be prosecuted first for looting?'. (That last bit was a joke, of course, because as we all know if you blatantly steal in the millions or billions the government will protect you at all costs, but if you're poor and angry and you steal a fucking donut during a riot you'll get 16 months in prison and have your entire future blighted by a criminal record... Oops! There I go again...)
Speakers at the protest were Maria Eagle - Labour shadow spokeswoman for Transport and Stephen Joseph, chief executive of the Campaign for Better Transport (CBT).
For more information please visit: Climate Rush, Fair Fares Now, Passenger Focus and Campaign for Better Transport.
On Twitter: @climaterush @FairFaresNow
All photos © 2011 Pete Riches
Do not reproduce, alter or reblog my images without my permission.
Hi-Res versions of these files are available on application
Another operator increasing it's portfolio of service work in the NYCC April changes was Utopia (Mini) Coaches of Sherburn-in-Elmet, who picked up three additional services and acquired a pair of Dart SLFs to operate them. R138RLY was new in 1997 to Metroline as a two door bus (you can just tell !) numbered DLD38 and was seen here on Monday about to cross the Selby Canal at Burn Bridge. Full marks go to Utopia here, a smartly painted bus, ticket machine, electronic display etc. ..........a small matter is it's showing details of Wednesday only route 488, whilst actually working the Monday & Friday 486, but that's only a minor detail !.
Mandalay is the second-largest city and the last royal capital of Burma. Located 716 km north of Yangon on the east bank of the Irrawaddy River, the city has a population of 1,225,553 (2014 census).
Mandalay is the economic hub of Upper Burma and considered the centre of Burmese culture. A continuing influx of Chinese immigrants, mostly from Yunnan, in the past twenty years, has reshaped the city's ethnic makeup and increased commerce with China. Despite Naypyidaw's recent rise, Mandalay remains Upper Burma's main commercial, educational and health center.
ETYMOLOGY
The city gets its name from the nearby Mandalay Hill. The name is probably a derivative of a Pali word, although the exact word of origin remains unclear. The root word has been speculated to be mandala, referring to circular plains or Mandara, a mountain from Hindu mythology.
When it was founded in 1857, the royal city was officially named Yadanabon (ရတနာပုံ, [jədənàbòʊɴ]), a loan of the Pali name Ratanapūra (ရတနပူရ) "City of Gems."[9][10] It was also called Lay Kyun Aung Myei (လေးကျွန်းအောင်မြေ, [lé dʑʊ́ɴ àʊɴ mjè], "Victorious Land over the Four Islands") and Mandalay Palace (မြနန်းစံကျော်, [mja̰ náɴ sàɴ tɕɔ̀], "Famed Royal Emerald Palace").
HISTORY
EARLY HISTORY
Like most former (and present) capitals of Burma, Mandalay was founded on the wishes of the ruler of the day. On 13 February 1857, King Mindon founded a new royal capital at the foot of Mandalay Hill, ostensibly to fulfill a prophecy on the founding of a metropolis of Buddhism in that exact place on the occasion of the 2,400th jubilee of Buddhism.The new capital city site was 66 km2 in area, surrounded by four rivers. The plan called for a 144-square block grid patterned citadel, anchored by a 16 square block royal palace compound at the center by Mandalay Hill. The 413-hectare citadel was surrounded by four 2,032 m long walls and a moat 64 m wide, 4.6 m deep. At intervals of 169 m along the wall, were turrets with gold-tipped spires for watchmen. The walls had three gates on each side, and five bridges to cross the moat. In addition, the king also commissioned the Kuthodaw Pagoda, the Pahtan-haw Shwe Thein upasampada hall, the Thudamma"Good Dharma" zayats (IPA: [zəjaʔ]) or public houses for preaching Buddhism and a library for the Pāli Canon.
In June 1857, the former royal palace of Amarapura was dismantled and moved by elephants to the new location at the foot of Mandalay Hill, although construction of the palace compound was officially completed only two years later, on Monday, 23 May 1859.
For the next 26 years, Mandalay was to be the last royal capital of the Konbaung Dynasty, the last independent Burmese kingdom before its final annexation by the British Empire. Mandalay ceased to be the capital on 28 November 1885 when the conquering British sent Thibaw Min and his queen Supayalat into exile, ending the Third Anglo-Burmese War.
COLONOAL MANDALAY (1885–1948)
While Mandalay would continue to be the chief city of Upper Burma during the British colonial rule, the commercial and political importance had irreversibly shifted to Yangon. The British view on the development of Mandalay (and Burma) was mainly with commercial intentions. While rail transport reached Mandalay in 1889, less than four years after the annexation, the first college in Mandalay, Mandalay College, was not established until 40 years later, in 1925. The British looted the palace, with some of the treasures still on display in the Victoria and Albert Museum, also renaming the palace compound Fort Dufferin and used it to billet troops.
Throughout the colonial years, Mandalay was the centre of Burmese culture and Buddhist learning, and as the last royal capital, was regarded by the Burmese as a primary symbol of sovereignty and identity. Between the two World Wars, the city was Upper Burma's focal point in a series of nationwide protests against the British rule. The British rule brought in many immigrants from India to the city. In 1904–05, a plague caused about one-third of the population to flee the city.
During World War II, Mandalay suffered the most devastating air raids of the war. On April 3, 1942, during the Japanese conquest of Burma, the Imperial Japanese Army Air Service carried out an extensive assault on the city. As the city was defenseless and its firefighting were weak that had been lost in the earlier bombing and that they met no opposition from the British RAF as all its aircraft had by now been withdrawn to India, three-fifths of the houses were destroyed and 2,000 civilians were killed. Many again fled the city when the city was under Japanese occupation from May 1942 to March 1945. The palace citadel, turned into a supply depot by the Japanese, was burnt to the ground by Allied bombing; only the royal mint and the watch tower survived. (A faithful replica of the palace was rebuilt in the 1990s.)
CONTEMPORARY MANDALAY (1948–present)
After the country gained independence from Britain in 1948, Mandalay continued to be the main cultural, educational and economic hub of Upper Burma. Until the early 1990s, most students from Upper Burma went to Mandalay for university education. Until 1991, Mandalay University, the University of Medicine, Mandalay and the Defence Services Academy were the only three universities in Upper Burma. Only a few other cities had "Degree Colleges" affiliated with Mandalay University that offered a limited number of subjects. Today, the city attracts a fraction of students as the military government requires students to attend their local universities in order to reduce concentration of students in one place.
In November 1959, Mandalay celebrated its centennial with a festival at the foot of Mandalay Hill. Special commemorative stamps were issued.
During Ne Win's isolationist rule (1962–1988), the city's infrastructure deteriorated. By the early 1980s, the second largest city of Burma resembled a town with low-rise buildings and dusty streets filled mostly with bicycles. In the 1980s, the city was hit by two major fires. In May 1981, a fire razed more than 6,000 houses and public buildings, leaving more than 36,000 homeless. On 24 March 1984, another fire destroyed 2,700 buildings and made 23,000 people homeless.
Fires continue to plague the city. A major fire destroyed Mandalay's second largest market, Yadanabon Market, in February 2008, and another major fire in February 2009 destroyed 320 homes and left over 1600 people homeless.
The 1980s fires augured a significant change in the city's physical character and ethnic makeup. Huge swaths of land left vacant by the fires were later purchased, mostly by the ethnic Chinese, many of whom were recent immigrants from Yunnan. The Chinese influx accelerated after the current State Peace and Development Council came to power in 1988. With the Burmese government turning a blind eye, many Chinese immigrants from Yunnan (and also from Sichuan) poured into Upper Burma in the 1990s and many openly ended up in Mandalay. In the 1990s alone, about 250,000 to 300,000 Yunnanese are estimated to have migrated to Mandalay. Today, ethnic Chinese people are believed to make up about 30%–40% of the city's population, and are a major factor in the city's doubling of population from about 500,000 in 1980 to one million in 2008. Chinese festivals are now firmly embedded in the city's cultural calendar. It is a common Burmese complaint that Mandalay is becoming little more than a satellite of China and that the romance of old Mandalay is long gone
The Chinese are largely responsible for the economic revitalization of the city centre, now rebuilt with apartment blocks, hotels and shopping centres, and returning the city to its role as the trading hub connecting Lower Burma, Upper Burma, China and India. The Chinese dominance in the city center has pushed out the rest to the suburbs. The urban sprawl now encompasses Amarapura, the very city King Mindon left some 150 years ago. Mandalay celebrated its 150th birthday on 15 May 2009, at precisely 4:31:36 am.
Despite the rise of Naypyidaw, the country's capital since 2006, Mandalay remains Upper Burma's main commercial, educational and health center.
AROUND THE CITY
Atumashi Monastery: The "Atumashi kyaung", which literally means "inimitable vihara", is also one of the well known sights. The original structure was destroyed by a fire in 1890 though the masonry plinth survived. It was indeed an inimitable one in its heyday. The reconstruction project was started by the government on 2 May 1995 and completed in June 1996.
Buddha's Replica Tooth Relic Pagoda: One of the Buddha's Sacred Replica Tooth Relics was enshrined in the Mandalay Swedaw Pagoda on Maha Dhammayanthi Hill in Amarapura Township. The pagoda was built with cash donations contributed by the peoples of Burma and Buddhist donors from around the world under the supervision of the State Peace and Development Council. The authorities and donors hoisted Buddha's Replica Tooth Relic Pagoda Mandalay's Shwe Htidaw (sacred golden umbrella), Hngetmyatnadaw (sacred bird perch vane) and Seinhpudaw (sacred diamond bud) on 13 December 1996.
Kuthodaw Pagoda (The World's Biggest Book): Built by King Mindon in 1857, this pagoda modeled on the Shwezigon Pagoda at Nyaung-U, is surrounded by 729 upright stone slabs on which are inscribed the entire Tipiṭaka as edited and approved by the Fifth Buddhist council. It is popularly known as "World's largest book" for its stone scriptures.
Kyauktawgyi Pagoda: Near the southern approach to Mandalay Hill stands the Kyauktawgyi Buddha image built by King Mindon in 1853–78. The Image was carved out of a huge single block of marble. Statues of 80 arahants are assembled around the Image, twenty on each side. The carving was completed in 1865.
Mahamuni Buddha Temple: The image of Gautama Buddha at Mahamuni Buddha Temple is said to have been cast in the life-time of the Gautama Buddha and that the Buddha embraced it seven times, thereby bringing it to life. Consequently, devout Buddhists hold it to be alive and refer to it as the Mahamuni Sacred Living Image. Revered as the holiest pagoda in Mandalay, It was built by King Bodawpaya in 1784. The image in a sitting posture is 3.8 m high. As the image was brought from Rakhine State, it was also called the Great Rakhine Buddha. The early morning ritual of washing the Face of Buddha Image draws a large crowd of devotees everyday. The Great Image is also considered as the greatest in Burma next to Shwedagon Pagoda. A visit to Mandalay is incomplete without a visit to Mahamuni Pagoda.
Mandalay Hill: The hill has for long been a holy mount. Legend has it that the Buddha, on his visit, had prophesied that a great city would be founded at its foot. Mandalay Hill, 230 metres in elevation, commands a magnificent view of the city and surrounding countryside. The construction of a motor road to reach the hill-top has already been finished.
Mandalay Palace: The whole magnificent palace complex was destroyed by a fire during World War II. However, the finely built palace walls, the city gates with their crowning wooden pavilions and the surrounding moat still represent an impressive scene of the Mandalay Palace, "Mya-nan-san-kyaw Shwenandaw", which has been rebuilt using forced labor. A model of the Mandalay Palace, Nanmyint-saung and Mandalay Cultural Museum are located inside the Palace grounds.
Shwenandaw Monastery: Famous for its intricate wood carvings, this monastery is a fragile reminder of the old Mandalay Palace. Actually, it was a part of the old palace later moved to its current site by King Thibaw in 1880.
The Chinese Temple of Mandalay: The Chinese Temple, well known for its old artistic architectures and cultural artifacts, reflects Mandalay's old history.
Yadanabon Zoological Gardens: A small zoo between the Mandalay Palace and Mandalay Hill. It has over 300 species and is notably the only zoo to have Burmese roofed turtles.
WIKIPEDIA
Schweiz / Wallis - Matterhorn
seen from Gornergrat
gesehen vom Gornergrat
The Matterhorn (/ˈmætərhɔːrn/, German: [ˈmatɐˌhɔʁn]; Italian: Cervino, [tʃerˈviːno]; French: Cervin, [sɛʁvɛ̃]; Romansh: Mont(e) Cervin(u)) is a mountain of the Alps, straddling the main watershed and border between Switzerland and Italy. It is a large, near-symmetric pyramidal peak in the extended Monte Rosa area of the Pennine Alps, whose summit is 4,478 metres (14,692 ft) high, making it one of the highest summits in the Alps and Europe. The four steep faces, rising above the surrounding glaciers, face the four compass points and are split by the Hörnli, Furggen, Leone/Lion, and Zmutt ridges. The mountain overlooks the Swiss town of Zermatt, in the canton of Valais, to the northeast; and the Italian town of Breuil-Cervinia in the Aosta Valley to the south. Just east of the Matterhorn is Theodul Pass, the main passage between the two valleys on its north and south sides, which has been a trade route since the Roman Era.
The Matterhorn was studied by Horace-Bénédict de Saussure in the late eighteenth century, and was followed by other renowned naturalists and artists, such as John Ruskin, in the 19th century. It remained unclimbed after most of the other great Alpine peaks had been attained and became the subject of an international competition for the summit. The first ascent of the Matterhorn was in 1865 from Zermatt by a party led by Edward Whymper, but during the descent, a sudden fall claimed the lives of four of the seven climbers. This disaster, later portrayed in several films, marked the end of the golden age of alpinism. The north face was not climbed until 1931 and is among the three biggest north faces of the Alps, known as "The Trilogy". The west face, the highest of the Matterhorn's four faces, was completely climbed only in 1962. It is estimated that over 500 alpinists have died on the Matterhorn, making it one of the deadliest peaks in the world.
The Matterhorn is mainly composed of gneisses (originally fragments of the African Plate before the Alpine orogeny) from the Dent Blanche nappe, lying over ophiolites and sedimentary rocks of the Penninic nappes. The mountain's current shape is the result of cirque erosion due to multiple glaciers diverging from the peak, such as the Matterhorn Glacier at the base of the north face. Sometimes referred to as the Mountain of Mountains (German: Berg der Berge), it has become an indelible emblem of the Alps in general. Since the end of the 19th century, when railways were built in the area, the mountain has attracted increasing numbers of visitors and climbers. Each year, numerous mountaineers try to climb the Matterhorn from the Hörnli Hut via the northeast Hörnli ridge, the most popular route to the summit. Many trekkers also undertake the 10-day-long circuit around the mountain. The Matterhorn has been part of the Swiss Federal Inventory of Natural Monuments since 1983.
Names
The name Matterhorn derives from the German words Matte ("meadow") and Horn ("horn"), and is often translated as "the peak of the meadows".
In the Schalbetter map, printed by Sebastian Münster in 1545, the valley is labelled Mattertal, but the mountain has the Latin name Mons Silvius as well as the German name Augstalberg, in concord with the Aosta Valley (German Augstal). The 1548 map by Johannes Stumpf gives only Mons Silvius.
The French name Cervin, from which the Italian term Cervino derives, stems from the Latin Mons Silvanus (or Mons Sylvanus), where silva means "forest"; this was corrupted to Selvin and then Servin. The change of the first letter "s" to "c" is attributed to Horace Bénédict de Saussure, who thought the word was related to "deer" (French: cerf and Italian: cervo).
Josias Simler hypothesized in De Alpibus Commentarius (1574) that the name Mons Silvius was readopted by T. G. Farinetti: "Silvius was probably a Roman leader who sojourned with his legions in the land of the Salassi and the Seduni, and perhaps crossed the Theodul Pass between these two places. This Silvius may have been that same Servius Galba whom Caesar charged with the opening up of the Alpine passes, which from that time onward traders have been wanting to cross with great danger and grave difficulty. Servius Galba, in order to carry out Caesar's orders, came with his legions from Allobroges (Savoy) to Octodurum (Martigny) in the Valais, and pitched his camp there. The passes which he had orders to open from there could be no other than the St. Bernard, the Simplon, the Theodul, and the Moro; it therefore seems likely that the name of Servius, whence Silvius and later Servin, or Cervin, was given in his honour to the famous pyramid." It is unknown when the new name of Servin, or Cervin, replaced the old, from which it seems to be derived.
The Matterhorn is also named Gran Bècca ("big mountain") by the Valdôtains and Horu by the local Walliser German speaking people.
Because of its recognizable shape, many other similar mountains around the world were named or nicknamed the 'Matterhorn' of their respective countries or mountain ranges.
Height
The Matterhorn has two distinct summits, situated at either end of a 100-metre-long (330 ft) exposed rocky crest which forms the Italian/Swiss border. In August 1792, the Genevan geologist and explorer Horace Bénédict de Saussure made the first measurement of the Matterhorn's height, using a sextant and a 50-foot-long (15 m) chain spread out on the Theodul glacier. He calculated its height as 4,501.7 m (14,769 ft). In 1868 the Italian engineer Felice Giordano measured a height of 4,505 m (14,780 ft) by means of a mercury barometer, which he had taken to the summit. The Dufour map, which was afterwards followed by the Italian surveyors, gave 4,482 m (14,705 ft) as the height of the Swiss summit.
In 1999, the summit height was precisely determined to be at 4,477.54 m (14,690 ft) above sea level by using Global Positioning System technology as part of the TOWER Project (Top of the World Elevations Remeasurement) and to an accuracy of less than one centimetre, which allows future changes to be tracked.
The topographic prominence of the Matterhorn is 1,042 metres (3,419 ft) as the ridge connecting it with a higher summit (in this case the Weisshorn, which is the culminating point of the range west of the Mattertal valley) sinks to a height of 3,436 m (11,273 ft) at the Col Durand, a saddle between the Pointe de Zinal and the Mont Durand. The topographic isolation is 13.9 km (8.6 mi), as the nearest point of higher elevation is the one-metre (3 ft 3 in) higher Western Liskamm
Considering mountains with a topographic prominence of at least 300 m (980 ft), the Matterhorn is the sixth-highest summit in the Alps and Europe outside the Caucasus Mountains. It is the fifth-highest summit of Valais and Switzerland and the third highest summit of the Aosta Valley and Italy. Locally, it is the third-highest summit in the municipality of Zermatt and the highest summit in the municipality of Valtournenche. On the official International Climbing and Mountaineering Federation list of Alpine four-thousanders, which also includes subsidiary summits of higher mountains such as the nearby Monte Rosa, the Matterhorn is the 12th highest summit in the Alps.
Geography
The Matterhorn has a pyramidal shape with four faces nearly facing the four compass points. Three of them (north, east and west) are on the Swiss side of the border and watershed (Mattertal valley) and one of them (south) is on the Italian side of the border (Valtournenche valley). The north face overlooks the Ober Gabelhorn (7 km away) across the Zmutt Glacier and valley (above Zermatt), the east face overlooks the Gorner Glacier system between the Gornergrat and Monte Rosa (respectively 10 and 17 km away) across the Theodul Pass, the west face overlooks the upper basin of the Zmutt Glacier between the Dent Blanche and the Dent d'Hérens (respectively 7 and 4 km away) and the south face fronts the resort town of Breuil-Cervinia and overlooks a good portion of the Valtournenche. The Matterhorn does not form a perfect square pyramid, as the north and south faces are wider than the west and east faces. Moreover, the latter faces do not actually meet on the summit but are connected by a 100-metre-long horizontal west–east ridge between the north and south faces.
The Matterhorn's faces are steep, and only small patches of snow and ice cling to them; regular avalanches send the snow down to accumulate on the glaciers at the base of each face, the largest of which are the Tiefmattengletscher to the west, part of the Zmutt Glacier, and the Matterhorn Glacier to the north. Smaller glaciers lie at the base of the south face (the Lower Matterhorn Glacier) and the east face (unnamed). In this area, the border between Switzerland and Italy coincides with the main Alpine watershed, separating the drainage basin of the Rhone on the north (Mediterranean Sea) and that of the Po on the south (Adriatic Sea). The north side is drained by the Zmuttbach (west and north faces) and the Gornera through the Furggbach (east face), tributaries of the Rhone through the (Matter) Vispa. The south side and face is drained by the Marmore torrent, a tributary of the Po through the Dora Baltea (or Doire baltée). The Theodul Pass, located on the watershed between the Matterhorn and the Breithorn, at 3,295 metres, is the easiest passage between the two valleys and countries (the slightly lower Furggjoch not being used as a pass). The pass was used as a crossover and trade route for the Romans and the Romanised Celtic population Salassi between 100 BCE and 400 CE. The area is now heavily glaciated and covered on the north side by the Theodul Glacier.
Well-known faces are the east and north, visible from the area of Zermatt, although mostly hidden from the Mattertal by the chain of the Weisshorn. The east face is 1,000 metres high and, because it is "a long, monotonous slope of rotten rocks", presents a high risk of rockfall, making its ascent dangerous. The north face is 1,200 metres high and is one of the most dangerous north faces in the Alps, in particular for its risk of rockfall and storms. The south face, well visible from the Valtournenche, is 1,350 metres high and offers many different routes. The west face, the highest at 1,400 metres, has the fewest ascent routes and lies in a more remote area than the other faces.
The four main ridges separating the four faces are the main climbing routes. The least difficult technical climb and the usual climbing route, the Hörnli ridge (Hörnligrat), lies between the east and north faces and is aligned towards the Oberrothorn above Zermatt. To its west lies the Zmutt ridge (Zmuttgrat), between the north and west faces and aligned towards the Wandfluehorn; this is, according to Collomb, "the classic route up the mountain, its longest ridge, also the most disjointed." The Lion ridge (Cresta del Leone / Arête du lion), lying between the south and west faces and aligned towards the Dent d'Hérens is the Italian normal route and goes across Pic Tyndall; Collomb comments, "A superb rock ridge, the shortest on the mountain, now draped with many fixed ropes, but a far superior climb compared with the Hörnli." Finally the south side is separated from the east side by the Furggen ridge (Furggengrat), which is aligned towards the Klein Matterhorn. It is, according to Collomb, "the hardest of the ridges [...] the ridge still has an awesome reputation but is not too difficult in good conditions by the indirect finish".
While the Matterhorn is the culminating point of the Valtournenche on the south, it is only one of the many 4000 metres summits of the Mattertal valley on the north. Its height is exceeded by four major summits: the Weisshorn (4,505 m), the Dom (4,545 m), the Liskamm (4,527 m) and the second-highest in the Alps, Monte Rosa (4,634 m). This section of the Pennine Alps, including the Matterhorn, the Zinalrothorn, the Dent Blanche, the Dent d'Hérens, the Breithorn, the Strahlhorn, the Rimpfischhorn and the Alphubel, concentrates most of western Europe's highest mountains and forms a crown of peaks around Zermatt. The deeply glaciated region between the Matterhorn and Monte Rosa (named Dent Blanche-Matterhorn-Monte Rosa) is listed in the Federal Inventory of Landscapes and Natural Monuments since 1983.
Weather
The Matterhorn is an isolated mountain. Because of its position on the main Alpine watershed and its great height, the Matterhorn is exposed to rapid weather changes. In addition, the steep faces of the mountain and its isolated location make it prone to banner clouds formation, with the air flowing around the mountain producing condensation of the air on the lee side and also creating vortices.
Geology
The Matterhorn's pyramid is composed of Paleozoic rocks, which were thrusted over the Matterhorn's Mesozoic base during the Cenozoic. Quaternary glaciation and weathering give the mountain its current shape.
Apart from the base of the mountain, the Matterhorn is composed of gneiss belonging to the Dent Blanche klippe, an isolated part of the Austroalpine nappes, lying over the Penninic nappes. The Austroalpine nappes are part of the Apulian plate, a small continent that broke up from Africa before the Alpine orogeny. For this reason, the Matterhorn has been popularized as an African mountain. The Austroalpine nappes are mostly common in the Eastern Alps.
The Swiss explorer and geologist Horace-Bénédict de Saussure, inspired by the view of the Matterhorn, anticipated modern theories of geology:
What power must have been required to shatter and to sweep away the missing parts of this pyramid; for we do not see it surrounded by heaps of fragments; one only sees other peaks - themselves rooted to the ground - whose sides, equally rent, indicate an immense mass of débris, of which we do not see any trace in the neighbourhood. Doubtless, this is that débris which, in the form of pebbles, boulders, and sand, fills our valleys and our plains.
Formation
The formation of the Matterhorn (and the whole Alpine range) started with the break-up of the Pangaea continent 200 million years ago into Laurasia (containing Europe) and Gondwana (containing Africa). While the rocks constituting the nearby Monte Rosa remained in Laurasia, the rocks constituting the Matterhorn found themselves in Gondwana, separated by the newly formed Tethys Ocean.
100 million years ago the extension of the Tethys Ocean stopped and the Apulian plate broke from Gondwana and moved toward the European continent. This resulted in the closure of the western Tethys by subduction under the Apulian plate (with the Piemont-Liguria Ocean first and Valais Ocean later). The subduction of the oceanic crust left traces still visible today at the base of the Matterhorn (accretionary prism). The orogeny itself began after the end of the oceanic subduction when the European continental crust collided with the Apulian continent, resulting in the formation of nappes.
The Matterhorn acquired its characteristic pyramidal shape in much more recent times as it was caused by natural erosion over the past million years. At the beginning of alpine orogeny, the Matterhorn was only a rounded mountain like a hill. Because its height is above the snowline, its flanks are covered by ice, resulting from the accumulation and compaction of snow. During the warmer period of summer, part of the ice melts and seeps into the bedrock. When it freezes again, it fractures pieces of rock because of its dilatation (freeze-thaw), forming a cirque. Four cirques led to the shape of the mountain.
Rocks
Most of the base of the mountain lies in the Tsaté nappe, a remnant of the Piedmont-Liguria oceanic crust (ophiolites) and its sedimentary rocks. Up to 3,400 metres the mountain is composed of successive layers of ophiolites and sedimentary rocks. From 3,400 metres to the top, the rocks are gneisses from the Dent Blanche nappe (Austroalpine nappes). They are divided into the Arolla series (below 4,200 m) and the Valpelline zone (the summit). Other mountains in the region (Weisshorn, Zinalrothorn, Dent Blanche, Mont Collon) also belong to the Dent Blanche nappe.
Tourism and trekking
Since the eighteenth century, the Alps have attracted more and more people and fascinated generations of explorers and climbers. The Matterhorn remained relatively little known until 1865, but the successful ascent followed by the tragic accident of the expedition led by Edward Whymper caused a rush on the mountains surrounding Zermatt.
The construction of the railway linking the village of Zermatt from the town of Visp started in 1888. The first train reached Zermatt on 18 July 1891 and the entire line was electrified in 1930. Since 1930 the village is directly connected to St. Moritz by the Glacier Express panoramic train. However, there is no connection with the village of Breuil-Cervinia on the Italian side. Travellers have to hire mountain guides to cross the 3,300-metre-high glaciated Theodul Pass, separating the two resorts. The town of Zermatt remains almost completely free of internal combustion vehicles and can be reached by train only. (Apart from the local police service which uses a Volkswagen car, and the refuse collection lorry, only electric vehicles are used locally).
Rail and cable-car facilities have been built to make some of the summits in the area more accessible. The Gornergrat railway, reaching a record altitude of 3,100 metres, was inaugurated in 1898. Areas served by cable car are the Unterrothorn and the Klein Matterhorn (Little Matterhorn) (3,883 m, highest transportation system in Europe). The Hörnli Hut (3,260 m), which is the start of the normal route via the Hörnli ridge, is easily accessible from Schwarzsee (2,600 m) and is also frequented by hikers. The Zermatt and Breuil-Cervinia resorts function as separate ski resort all year round and are connected by skilifts over the Theodul Pass. In 2015 it was expected that there would be constructed a cable car link between Testa Grigia (or Tête grise) and Klein Matterhorn. It will finally provide a link between the Swiss and Italian side of the Matterhorn.
The Matterhorn Museum (Zermatt) relates the general history of the region from alpinism to tourism. In the museum, which is in the form of a reconstituted mountain village, the visitors can relive the first and tragic ascent of the Matterhorn and see the objects that belonged to the protagonists.
The Tour of the Matterhorn can be effected by trekkers in about 10 days. Considered by some as one of the most beautiful treks in the Alps, it follows many ancient trails that have linked the Swiss and Italian valleys for centuries. The circuit includes alpine meadows, balcony trails, larch forests and glacial crossings. It connects six valleys embracing three different cultures: the German-speaking high Valais, the French-speaking central Valais and the bilingual French/Italian-speaking Aosta Valley. Good conditions are necessary to circumnavigate the peak. After reaching Zinal from Zermatt by the Augstbord and Meiden passes, the trekker crosses the Col de Sorebois and the Col de Torrent before arriving at Arolla. Then the Arolla Glacier and the Col Collon must be crossed on the way to Prarayer, followed by the Col de Valcournera to Breuil-Cervinia. In the last and highest section, the Theodul Pass must be crossed before returning to Zermatt. In total, seven passes between 2,800 and 3,300 metres must be crossed on relatively difficult terrain.
As of 2015, almost two million visitors arrive at Zermatt annually. An average of around twelve people per year have died on Matterhorn in the ten years from 2005 to 2015.
Climbing history
The Matterhorn was one of the last of the main Alpine mountains to be ascended, not because of its technical difficulty, but because of the fear it inspired in early mountaineers. The first serious attempts were all from the Italian side, although, despite appearances, the southern routes are technically harder. The main figures were Jean-Antoine Carrel and his uncle Jean-Jacques Carrel, from the Valtournenche area, who made the first attempts in 1857 and 1858, reaching 3,800 m (12,500 ft) on the latter occasion. In July 1860, three brothers from Liverpool attempted the mountain, Alfred, Charles and Sandbach Parker, but they turned back at about 3,500 m (11,500 ft). In August of the same year, Jean-Jacques Carrel returned to guide, with Johann Joseph Bennen , Vaughan Hawkins and John Tyndall to about 3,960 m (12,990 ft) before turning back. In 1861 the Carrels managed to reach the Crête du Coq at 4,032 m (13,228 ft). In July 1862, Jean-Antoine, together with César Carrel, accompanied as porters (sic) John Tyndall, Anton Walters and J.J. Bennen to Matterhorn's Shoulder at 4,248 m (13,937 ft), which was subsequently named Pic Tyndall in honor of the client.
Edward Whymper joined the efforts in August 1861, but in his first 7 attempts with a variety of companions could only reach a maximum height of 4,100 m (13,500 ft). However, on 14 July 1865, in what is considered the last ascent of the golden age of alpinism, he was able to reach the summit by an ascent of the Hörnli ridge in Switzerland, guided by the famed French mountaineer Michel Croz and the Swiss father and son Peter Taugwalder Sr. and Jr., and accompanied by the British gentlemen Charles Hudson, Lord Francis Douglas, Douglas Robert Hadow. Upon descent, Hadow, Croz, Hudson and Douglas fell to their deaths on the Matterhorn Glacier, and all but Douglas (whose body was never found) are buried in the Zermatt churchyard.
Just three days later, on 17 July 1865, Jean-Antoine Carrel and Jean-Baptiste Bich reached the summit from the Italian side.
Before the first ascent
In the summer of 1860, Edward Whymper came across the Matterhorn for the first time. He was an English artist and engraver who had been hired by a London publisher to make sketches of the mountains in the region of Zermatt. Although the unclimbed Matterhorn had a mixed reputation among British mountaineers, it fascinated Whymper. Whymper's first attempt was in August 1861, from the village of Breuil on the south side. In Châtillon he hired a Swiss guide, who remained anonymous in his accounts, and in Valtournanche he almost hired Jean-Antoine Carrel as well, but, disliking the looks of Carrel's uncle, he changed his mind. The Carrels decided to give Matterhorn a try by themselves again, and caught up with Whymper at nightfall. Whymper now had "a strong inclination to engage the pair; but, finally, decided against it" and the Carrels went alone to reach a new high on Matterhorn of 4,032 m (13,228 ft) the next day. Whymper and his guide camped one more night on the Col du lion (= Col Tournanche) 3,479 m (11,414 ft) and were forced to turn around only an hour above this pass the day after.
In 1862 Whymper made further attempts, still from the south side, on the Lion ridge (or Italian ridge), where the route seemed easier than the Hörnli ridge (the normal route today). On his own, he reached above 4,000 metres, but was injured on his way down to Breuil. In July John Tyndall with Johann Joseph Bennen and another guide overcame most of the difficulties of the ridge that seemed so formidable from below and successfully reached the main shoulder; but at a point not very far below the summit they were stopped by a deep cleft that defied their utmost efforts. The Matterhorn remained unclimbed.
Whymper returned to Breuil in 1863, persuading Carrel to join forces with him and try the mountain once more via the Italian ridge. On this attempt, however, a storm soon developed and they were stuck halfway to the summit. They remained there for 26 hours in their tent before giving up. Whymper did not make another attempt for two years.
In the decisive year 1865, Whymper returned with new plans, deciding to attack the Matterhorn via its south face instead of the Italian ridge. On 21 June, Whymper began his ascent with Swiss guides, but halfway up they experienced severe rockfall; although nobody was injured, they decided to give up the ascent. This was Whymper's seventh attempt.
During the following weeks, Whymper spent his time climbing other mountains in the area with his guides, before going back to Breuil on 7 July. Meanwhile, the Italian Alpine Club was founded and its leaders, Felice Giordano and Quintino Sella, established plans to conquer the Matterhorn before any non-Italian could succeed. Felice Giordano hired Carrel as a guide. He feared the arrival of Whymper, now a rival, and wrote to Quintino Sella
I have tried to keep everything secret, but that fellow whose life seems to depend on the Matterhorn is here, suspiciously prying into everything. I have taken all the best men away from him; and yet he is so enamored of the mountain that he may go with others...He is here in the hotel and I try to avoid speaking to him.
Just as he did two years before, Whymper asked Carrel to be his guide, but Carrel declined; Whymper was also unsuccessful in hiring other local guides from Breuil. When Whymper discovered Giordano and Carrel's plan, he left Breuil and crossed the Theodul Pass to Zermatt to hire local guides. He encountered Lord Francis Douglas, a Scottish mountaineer, who also wanted to climb the Matterhorn. They arrived later in Zermatt in the Monte Rosa Hotel, where they met two other British climbers — the Reverend Charles Hudson and his young and inexperienced companion, Douglas Robert Hadow — who had hired the French guide Michel Croz to try to make the first ascent. These two groups decided to join forces and try the ascent of the Hörnli ridge. They hired another two local guides, a father and son, both named Peter Taugwalder.
First ascent
Whymper and party left Zermatt early in the morning of 13 July 1865, heading to the foot of the Hörnli ridge, which they reached 6 hours later (approximately where the Hörnli Hut is situated today). Meanwhile, Carrel and six other Italian guides also began their ascent of the Italian ridge.
Despite its appearance, Whymper wrote that the Hörnli ridge was much easier to climb than the Italian ridge:
We were now fairly upon the mountain, and were astonished to find that places which from the Riffel, or even from the Furggen Glacier, looked entirely impracticable, were so easy that we could run about.
After camping for the night, Whymper and party started on the ridge. According to Whymper:
The whole of this great slope was now revealed, rising for 3,000 feet like a huge natural staircase. Some parts were more, and others were less, easy; but we were not once brought to a halt by any serious impediment, for when an obstruction was met in front it could always be turned to the right or left. For the greater part of the way there was, indeed, no occasion for the rope, and sometimes Hudson led, sometimes myself. At 6.20 we had attained a height of 12,800 feet and halted for half an hour; we then continued the ascent without a break until 9.55, when we stopped for fifty minutes, at a height of 14,000 feet.
When the party came close to the summit, they had to leave the ridge for the north face because "[the ridge] was usually more rotten and steep, and always more difficult than the face". At this point of the ascent Whymper wrote that the less experienced Hadow "required continual assistance". Having overcome these difficulties the group finally arrived in the summit area, with Croz and Whymper reaching the top first.
The slope eased off, and Croz and I, dashing away, ran a neck-and-neck race, which ended in a dead heat. At 1.40 p.m. the world was at our feet, and the Matterhorn was conquered. Hurrah! Not a footstep could be seen.
Precisely at this moment, Carrel and party were approximatively 400 metres below, still dealing with the most difficult parts of the Italian ridge. When seeing his rival on the summit, Carrel and party gave up on their attempt and went back to Breuil.
After building a cairn, Whymper and party stayed an hour on the summit. Then they began their descent of the Hörnli ridge. Croz descended first, then Hadow, Hudson and Douglas, the elder Taugwalder, Whymper, with the younger Taugwalder coming last. They climbed down with great care, only one man moving at a time. Whymper wrote:
As far as I know, at the moment of the accident no one was actually moving. I cannot speak with certainty, neither can the Taugwalders, because the two leading men were partially hidden from our sight by an intervening mass of rock. Poor Croz had laid aside his axe, and in order to give Mr. Hadow greater security was absolutely taking hold of his legs and putting his feet, one by one, into their proper positions. From the movements of their shoulders it is my belief that Croz, having done as I have said, was in the act of turning round to go down a step or two himself; at this moment Mr. Hadow slipped, fell on him, and knocked him over.
The weight of the falling men pulled Hudson and Douglas from their holds and dragged them down the north face. The Taugwalders and Whymper were left alive when the rope linking Douglas to the elder Taugwalder broke. They were stunned by the accident and for a time could not move until the younger Taugwalder descended to enable them to advance. When they were together Whymper asked to see the broken rope and saw that it had been employed by mistake as it was the weakest and oldest of the three ropes they had brought. They frantically looked, but in vain, for traces of their fallen companions. They continued their descent, including an hour in the dark, until 9.30 p.m. when a resting place was found. The descent was resumed at daybreak and the group finally reached Zermatt, where a search of the victims was quickly organized. The bodies of Croz, Hadow and Hudson were found on the Matterhorn Glacier, but the body of Douglas was never found. Although the elder Taugwalder was accused of cutting the rope to save himself and his son, the official inquest found no proof of this.
Second ascent
On 16 July, two days after the first ascent and the catastrophe, Jean-Antoine Carrel set out to crown Whymper's victory by proving that the Italian side was not unconquerable. He was accompanied by Amé Gorret, a priest who had shared with him the first attempt on the mountain back in 1857. Jean-Baptiste Bich and Jean-Augustin Meynet completed the party. Giordano would have joined them, but Carrel refused absolutely to take him with them; he said he would not have the strength to guide a traveller, and could neither answer for the result nor for any one's life. After hearing Sunday mass at the chapel of Breuil, the party started. Amé Gorret has described this ascent with enthusiasm: "At last we crossed the Col du Lion and set foot upon the pyramid of the Matterhorn!" On the following day, the 17th, they continued the ascent and reached Tyndall's flagstaff. "We were about to enter unknown country," wrote Gorret, "for no man had gone beyond this point." Here opinions were divided; Gorret suggested ascending by the ridge and scaling the last tower straight up. Carrel was inclined to traverse to the west of the peak, and thence go up on the Zmutt side. Naturally the wish of Carrel prevailed, for he was the leader and had not lost the habit of command, notwithstanding his recent defeat.
They made the passage of the enjambée, and traversed the west face to reach the Zmutt ridge. A false step made by one of the party and a fall of icicles from above warned them to return to the direct line of ascent, and the traverse back to the Lion ridge was one of the greatest difficulty. A falling stone injured Gorret in the arm.
At last they reached the base of the final tower. "We stood," wrote Gorret, "in a place that was almost comfortable. Although it was not more than two yards wide, and the slope was one of 75 percent, we gave it all kinds of pleasant names : the corridor, the gallery, the railroad, &c., &c." They imagined all difficulties were at an end; but a rock couloir, which they had hitherto not observed, lay between them and the final bit of ridge, where progress would be perfectly easy. It would have been unwise for all four to descend into the couloir, because they did not know where to fix the rope that would be needed on their return. Time pressed: it was necessary to reduce the numbers of the party; Gorret sacrificed himself, and Meynet stopped with him. Very soon afterwards Carrel and Bich were finally on the top. Meanwhile, Giordano at Breuil was writing in his diary as follows: "Splendid weather; at 9.30 saw Carrel and his men on the Shoulder, after that saw nothing more of them. Then much mist about the summit. Lifted a bit about 3.30, and we saw our flag on the western summit of the Matterhorn."
Other ascents
Ridges
The first direct ascent of the Italian (south-west) ridge as it is climbed today was by J. J. and J. P. Maquignaz on 13 September 1867.Julius Elliott made the second ascent via the Hörnli (north-east) ridge in 1868, and later that year the party of John Tyndall, J. J. and J. P. Maquignaz was the first to traverse the summit by way of the Hörnli and Italian ridges. On 22 August 1871, while wearing a white print dress, Lucy Walker became the first woman to reach the summit of the Matterhorn, followed a few weeks later by her rival Meta Brevoort. The first winter ascent of the Hörnli ridge was by Vittorio Sella with guides J. A. Carrel, J. B. Carrel and L. Carrel on 17 March 1882, and its first solo ascent was made by W. Paulcke in 1898. The first winter solo ascent of the Hörnli ridge was by G. Gervasutti in 1936.
The Zmutt (north-west) ridge was first climbed by Albert F. Mummery, Alexander Burgener, J. Petrus and A. Gentinetta on 3 September 1879. Its first solo ascent was made by Hans Pfann in 1906, and the first winter ascent was made by H. Masson and E. Petrig on 25 March 1948.
The last of the Matterhorn's four ridges to be ascended was the Furggen (south-east) ridge. M. Piacenza with guides J. J. Carrel and J. Gaspard on 9 September 1911, climbed most of the ridge but bypassed the overhangs near the top to the south. Not until 23 September 1942, during the Second World War, did Alfredo Perino, along with guides Louis Carrel (nicknamed "The Little Carrel") and Giacomo Chiara, climb the complete ridge and the overhangs directly.
In 1966, René Arnold and Joseph Graven made the first solo enchainement of the four Matterhorn ridges in 19.5 hours. Beginning at the 3,300m Bossi Bivouac hut, the pair followed the normal route up the Furggen Ridge and then descended the Hornli Ridge. After crossing the Matterhorn Glacier at the base of the north face, they ascended the Zmutt Ridge and then descended the Italian (Lion) Ridge to the village of Breuil. In 1985, Marco Barmasse repeated their achievement, but this time his route included the first solo ascent of the Furggen overhangs. He completed the enchainement, reaching the Abruzzi Hut after 15 hours.
On 20 August 1992, Italian alpinist Hans Kammerlander and Swiss alpine guide Diego Wellig climbed the Matterhorn four times in just 23 hours and 26 minutes. The route they followed was: Zmutt ridge–summit–Hörnli ridge (descent)–Furggen ridge–summit–Lion ridge (descent)–Lion ridge–summit–Hörnli ridge (descent)–Hörnli ridge–summit–Hörnli Hut (descent). However the Italian route (Lion Ridge), was not climbed from Duca degli Abruzzi Refuge at 2802 m, but from Carrel Hut, at 3830 m, both uphill and downhill.
In 1995, Bruno Brunod climbed Matterhorn from the village Breuil-Cervinia in 2 h 10 min. and from Breuil-Cervinia to Matterhorn and back, in 3:14:44
On 21 August 2013, the Spanish mountain runner Kilian Jornet broke Brunod's record as it took him 1 hour, 56 min to the top from Breuil-Cervinia - a round-trip time of 2 hours 52 minutes to return to his starting point.
Faces
William Penhall and guides made the first (partial) ascent of the west face, the Matterhorn's most hidden and unknown, one hour after Mummery and party's first ascent of the Zmutt ridge on 3 September 1879. It was not until 1962 that the west face was completely climbed. The ascent was made on 13 August by Renato Daguin and Giovanni Ottin. In January 1978 seven Italian alpine guides made a successful winter climb of Daguin and Ottin's highly direct, and previously unrepeated, 1962 route. But a storm came during their ascent, bringing two metres of snow to Breuil-Cervinia and Zermatt, and their accomplishment turned bitter when one of the climbers died during the descent.
The north face, before it was climbed in 1931, was one of the last great big wall problems in the Alps. To succeed on the north face, good climbing and ice-climbing technique and route-finding ability were required. Unexpectedly it was first climbed by the brothers Franz and Toni Schmid on 31 July – 1 August 1931. They reached the summit at the end of the second day, after a night of bivouac. Because they had kept their plans secret, their ascent was a complete surprise. In addition, the two brothers had travelled by bicycle from Munich and after their successful ascent they cycled back home again. The first winter ascent of the north face was made by Hilti von Allmen and Paul Etter on 3-4 February 1962. Its first solo ascent was made in five hours by Dieter Marchart on 22 July 1959. Walter Bonatti climbed the "North Face Direct" solo on 18-22 February 1965. The same year, Yvette Vaucher became the first woman to climb the north face. Bonatti's direct route was not repeated solo until 29 years later, in winter 1994 by Catherine Destivelle.
Ueli Steck set the record time in climbing the north face (Schmid route) of Matterhorn in 2009 with a time of 1 hour 56 minutes.
After Bonatti's climb, the best alpinists were still preoccupied with one last great problem: the "Zmutt Nose", an overhang lying on the right-hand side of the north face. In July 1969 two Italians, Alessandro Gogna and Leo Cerruti, attempted to solve the problem. It took them four days to figure out the unusual overhangs, avoiding however its steepest part. In July 1981 the Swiss Michel Piola and Pierre-Alain Steiner surmounted the Zmutt Nose by following a direct route, the Piola-Steiner.
The first ascent of the south face was made by Enzo Benedetti with guides Louis Carrel and Maurice Bich on 15 October 1931, and the first complete ascent of the east face was made by Enzo Benedetti and G. Mazzotti with guides Louis and Lucien Carrel, Maurice Bich and Antoine Gaspard on 18-19 September 1932.
Casualties on the Matterhorn
The four men lost in 1865 have not been the only fatalities on the Matterhorn. In fact, several climbers die each year due to a number of factors including the scale of the climb and its inherent dangers, inexperience, falling rocks, and overcrowded routes. The Matterhorn is thus amongst the deadliest mountains in the world. By the late 1980s, it was estimated that over 500 people have died whilst attempting its summit since the 1865 ascent, with an average of about 12 deaths each year.
In the 2000s, there was a trend of fewer people dying each year on the mountain. This has been attributed partly to a greater awareness of the risks, and also due to the fact that a majority of climbers now use local guides. However, in the summer of 2018, at least ten people died on the mountain.
Here is a list of people who died on the mountain whose bodies were not recovered until later:
1954 French skier Henri le Masne went missing on the Matterhorn. In 2005 remains were found, identified as le Masne in 2018
1970 Two Japanese climbers missing; remains found after 45 years in 2015
1979 British climber missing; remains found after 34 years in 2014
2014 Japanese hiker missing; remains found 2018
2016 Two British climbers missing; remains found 2016
Legacy: beginning of mountain culture
The first ascent of the Matterhorn changed mountain culture. Whymper’s book about his first ascent, Scrambles Amongst the Alps, published in 1871, was a worldwide bestseller. Tourists began to visit Switzerland in the summer to see the Alps and often hired locals as guides. With the beginning of alpine skiing in the early 20th century, tourists began traveling to Switzerland in winter also. Mountaineering, in part, helped transform Switzerland’s mountain regions from poor rural areas to tourist destinations. This combination of mountain climbing, skiing and tourism, was used in the western United States, creating Sun Valley, Vail, Jackson Hole, and other mountain towns around the world.
Climbing routes
Today, all ridges and faces of the Matterhorn have been ascended in all seasons, and mountain guides take a large number of people up the northeast Hörnli route each summer. In total, up to 150 climbers attempt the Matterhorn each day during summer. By modern standards, the climb is fairly difficult (AD Difficulty rating), but not hard for skilled mountaineers according to French climbing grades. There are fixed ropes on parts of the route to help. Still, it should be remembered that several climbers may die on the mountain each year.
The usual pattern of ascent is to take the Schwarzsee cable car up from Zermatt, hike up to the Hörnli Hut elev. 3,260 m (10,700 ft), a large stone building at the base of the main ridge, and spend the night. The next day, climbers rise at 3:30 am so as to reach the summit and descend before the regular afternoon clouds and storms come in. The Solvay Hut located on the ridge at 4,003 m (13,133 ft) can be used only in a case of emergency.
Other popular routes on the mountain include the Italian (Lion) ridge (AD+ Difficulty rating) and the Zmutt ridge (D Difficulty rating). The four faces, as well as the Furggen ridge, constitute the most challenging routes to the summit. The north face is amongst the six most difficult faces of the Alps, as well as ‘The Trilogy’, the three hardest of the six, along with the north faces of the Eiger and the Grandes Jorasses (TD+ Difficulty rating).
Overcrowding on the several routes have become an issue and guides and local authorities have struggled with how to regulate the numbers. In 2015 the Hörnli hut became the first mountain shelter in Europe to limit beds.
History
Aegidius Tschudi, one of the earliest Alpine topographers and historians, was the first to mention the region around the Matterhorn in his work, De Prisca ac Vera Alpina Raethi, published in Basel in 1538. He approached the Matterhorn as a student when in his Alpine travels he reached the summit of the Theodul Pass but he does not seem to have paid any particular attention to the mountain itself.
The Matterhorn remained unstudied for more than two centuries, until a geologist from Geneva, Horace Benedict de Saussure, travelled to the mountain, which filled him with admiration. However, de Saussure was not moved to climb the mountain, and had no hope of measuring its altitude by taking a barometer to its summit. "Its precipitous sides," he wrote, "which give no hold to the very snows, are such as to afford no means of access." Yet his scientific interest was kindled by "the proud peak which rises to so vast an altitude, like a triangular obelisk, that seems to be carved by a chisel." His mind intuitively grasped the causes which gave the peak its present precipitous form: the Matterhorn was not like a perfected crystal; the centuries had laboured to destroy a great part of an ancient and much larger mountain. On his first journey de Saussure had come from Ayas to the Col des Cimes Blanches, from where the Matterhorn first comes into view; descending to Breuil, he ascended to the Theodul Pass. On his second journey, in 1792, he came to the Valtournanche, studying and describing it; he ascended to the Theodul Pass, where he spent three days, analysing the structure of the Matterhorn, whose height he was the first to measure, and collecting stones, plants and insects. He made careful observations, from the sparse lichen that clung to the rocks to the tiny but vigorous glacier fly that fluttered over the snows and whose existence at such heights was mysterious. At night he took refuge under the tent erected near the ruins of an old fort at the top of the pass. During these days he climbed the Klein Matterhorn (3,883 metres), which he named the Cime Brune du Breithorn.
The first inquirers began to come to the Matterhorn. There is a record of a party of Englishmen who in the summer of 1800 crossed the Great St. Bernard Pass, a few months after the passage of Bonaparte; they came to Aosta and thence to Valtournenche, slept at the chalets of Breuil, and traversed the Theodul Pass, which they called Monte Rosa. The Matterhorn was to them an object of the most intense and continuous admiration.
The Matterhorn is mentioned in a guide-book to Switzerland by Johann Gottfried Ebel, which was published in Zürich towards the end of the eighteenth century, and translated into English in 1818. The mountain appeared in it under the three names of Silvius, Matterhorn, and Mont Cervin, and was briefly described as one of the most splendid and wonderful obelisks in the Alps. On Zermatt there was a note: "A place which may, perhaps, interest the tourist is the valley of Praborgne (Zermatt); it is bounded by huge glaciers which come right down into the valley; the village of Praborgne is fairly high, and stands at a great height above the glaciers; its climate is almost as warm as that of Italy, and plants belonging to hot countries are to be found there at considerable altitudes, above the ice."
William Brockedon, who came to the region in 1825, considered the crossing of the Theodul Pass from Breuil to Zermatt a difficult undertaking. He gave, however, expression to his enthusiasm on the summit. When he arrived exhausted on the top of the pass, he gazed "on the beautiful pyramid of the Cervin, more wonderful than aught else in sight, rising from its bed of ice to a height of 5,000 feet, a spectacle of indescribable grandeur." In this "immense natural amphitheatre, enclosed from time immemorial by snow-clad mountains and glaciers ever white, in the presence of these grand walls the mind is overwhelmed, not indeed that it is unable to contemplate the scene, but it staggers under the immensity of those objects which it contemplates."
Those who made their way up through the Valtournanche to the foot of the mountain were few in number. W. A. B. Coolidge, a diligent collector of old and new stories of the Alps, mentions that during those years, besides Brockedon, only Hirzel-Escher of Zürich, who crossed the Theodul Pass in 1822, starting from Breuil, accompanied by a local guide. The greater number came from the Valais up the Visp valley to Zermatt. In 1813, a Frenchman, Henri Maynard, climbed to the Theodul Pass and made the first ascent of the Breithorn; he was accompanied by numerous guides, among them J. M. Couttet of Chamonix, the same man who had gone with de Saussure to the top of the Klein Matterhorn in 1792. The writings of these pioneers make much mention of the Matterhorn; the bare and inert rock is gradually quickened into life by men's enthusiasm. "Stronger minds," remarked Edward Whymper, "felt the influence of the wonderful form, and men who ordinarily spoke or wrote like rational beings, when they came under its power seemed to quit their senses, and ranted and rhapsodised, losing for a time all common forms of speech."
Among the poets of the Matterhorn during these years (1834 to 1840) were Elie de Beaumont, a famous French geologist; Pierre Jean Édouard Desor, a naturalist of Neuchâtel, who went up there with a party of friends, two of whom were Louis Agassiz and Bernhard Studer. Christian Moritz Engelhardt, who was so filled with admiration for Zermatt and its neighbourhood that he returned there at least ten times (from 1835 to 1855), described these places in two valuable volumes, drew panoramas and maps, and collected the most minute notes on the mineralogy and botany of the region. Zermatt was at that time a quiet little village, and travellers found hospitality at the parish priest's, or at the village doctor's.
In 1841 James David Forbes, professor of natural philosophy at the University of Edinburgh, came to see the Matterhorn. A philosopher and geologist, and an observant traveller, he continued the work of De Saussure in his journeys and his writings. He was full of admiration for the Matterhorn, calling it the most wonderful peak in the Alps, unsealed and unscalable. These words, pronounced by a man noted among all his contemporaries for his thorough knowledge of mountains, show what men's feelings then were towards the Matterhorn, and how at a time when the idea of Alpine exploration was gaining ground in their minds, the Matterhorn stood by itself as a mountain apart, of whose conquest it was vain even to dream. And such it remained till long after this; as such it was described by John Ball twenty years later in his celebrated guide-book. Forbes ascended the Theodul Pass in 1842, climbed the Breithorn, and came down to Breuil; as he descended from the savage scenery of the Matterhorn, the Italian landscapes of the Valtournanche seemed to him like paradise. Meanwhile, Gottlieb Samuel Studer, the geographer, together with Melchior Ulrich, was describing and mapping the topographical features of the Zermatt peaks.
Rodolphe Töpffer, who first accompanied and guided youth to the Alps for purposes of education and amusement, began his journeys in 1832, but it is only in 1840 that he mentions the Matterhorn. Two years later Töpffer and his pupils came to Zermatt. He has described this journey of his in a chapter entitled Voyage autour du Mont Blanc jusqu'à Zermatt, here he sings a hymn of praise to the Matterhorn, comparing its form with a "huge crystal of a hundred facets, flashing varied hues, that softly reflects the light, unshaded, from the uttermost depths of the heavens". Töpffer's book was illustrated by Alexandre Calame, his master and friend, with drawings of the Matterhorn, executed in the romantic style of the period. It is an artificial mountain, a picture corresponding rather with the exaggerated effect it produces on the astonished mind of the artist, than with the real form of the mountain.
About this time there came a man who studied the Matterhorn in its structure and form, and who sketched it and described it in all its parts with the curiosity of the artist and the insight of the scientist. This was John Ruskin, a new and original type of philosopher and geologist, painter and poet, whom England was enabled to create during that period of radical intellectual reforms, which led the way for the highest development of her civilisation. Ruskin was the Matterhorn's poet par excellence. He went to Zermatt in 1844, and it is to be noticed as a curious fact, that the first time he saw the Matterhorn it did not please him. The mountain on its lofty pedestal in the very heart of the Alps was, perhaps, too far removed from the ideal he had formed of the mountains; but he returned, studied and dreamt for long at its feet, and at length he pronounced it "the most noble cliff in Europe." Ruskin was no mountaineer, nor a great friend to mountaineering; he drew sketches of the mountains merely as an illustration of his teaching of the beauty of natural forms, which was the object of his whole life. In his work on Modern Painters he makes continual use of the mountains as an example of beauty and an incentive to morality. The publication of Ruskin's work certainly produced a great impression at the time on educated people in England, and a widespread desire to see the mountains.
It is a fragment of some size; a group of broken walls, one of them overhanging; crowned with a cornice, nodding some hundred and fifty feet over its massive flank, three thousand above its glacier base, and fourteen thousand above the sea, — a wall truly of some majesty, at once the most precipitous and the strongest mass in the whole chain of the Alps, the Mont Cervin.
Other men of high attainments followed, but in the years 1850 scientists and artists were about to be succeeded by real climbers and the passes and peaks around Zermatt were explored little by little. In the preface to the first volume of the Alpine Journal, which appeared in 1863, the editor Hereford Brooke George wrote that: "While even if all other objects of interest in Switzerland should be exhausted, the Matterhorn remains (who shall say for how long?) unconquered and apparently invincible." Whymper successfully reached the summit in 1865, but four men perished on the descent. The English papers discussed it with bitter words of blame; a German newspaper published an article in which Whymper was accused of cutting the rope between Douglas and Taugwalder, at the critical moment, to save his own life.
In 1890 the Federal Government was asked simultaneously by the same contractor for a concession for the Zermatt-Gornergrat railway, and for a Zermatt-Matterhorn one. The Gornergrat railway was constructed in 1896-1898 and has been working since August 1898, but there has been no more talk of the other. The project essentially consisted of a line which went up to the Hörnli, and continued thence in a rectilinear tunnel about two kilometres long, built under the ridge, and issuing near the summit on the Zmutt side. Sixty years later in 1950, Italian engineer Count Dino Lora Totino planned a cable car on the Italian side from Breuil-Cervinia to the summit. But the Alpine Museum of Zermatt sent a protest letter with 90,000 signatures to the Italian government. The latter declared the Matterhorn a natural wonder worthy of protection and refused the concession to the engineer.
2015 marked the 150th anniversary of the first ascent. Events and festivities were held throughout the year. A completely renewed Hörnli Hut opened the same year in the month of July.
In 2020, during the COVID-19 pandemic, light artist Gerry Hofstetter started projecting country flags and messages of endurance onto the mountain peak as part of a nightly series designed to show support and spread hope for everyone suffering and those fighting the pandemic.
Other mountains
Hundreds of other mountains have been compared with the Matterhorn, either for their resemblance to it or because of their apparent inaccessibility.
Mountains named after the Matterhorn
Little Matterhorn (1,480 m), Australia
Matterhorn (1,600 m), in Antarctica
Matterhorn (3,305 m), in Nevada
Matterhorn Peak (3,744 m), in California
Matterhorn Peak (4,144 m), in Colorado
Matterhorn Peak (2,636 m), in British Columbia
Neny Matterhorn (1,125 m), Antarctica
In culture
During the 20th century, the Matterhorn and the story of the first ascent in particular, inspired various artists and film producers such as Luis Trenker and Walt Disney. Large-scale replicas can be found at Disneyland and Window of the World. In 2021, a Matterhorn-related attraction opened in the Swiss Museum of Transport, enabling visitors to climb it virtually from the Solvay Hut to the summit.
Designed in 1908 by Emil Cardinaux, a leading poster artist of the time, the Matterhorn poster for the Zermatt tourist office is often considered the first modern poster. It has been described as a striking example of a marriage of tourism, patriotism and popular art. It served as decoration in many Swiss military hospices during the war in addition to be found in countless middle-class living rooms. Another affiche depicting the Matterhorn was created by Cardinaux for the chocolate brand Toblerone in the 1920s. The image of the Matterhorn first appeared on Toblerone chocolate bars in 1960. Since then, the Matterhorn has become a reference that still inspires graphic artists today and has been used extensively for all sort of publicity and advertising.
Paintings
The Matterhorn (1849), John Ruskin
The Matterhorn (1867), Albert Bierstadt
Matterhorn (1879), Edward Theodore Compton
Le Cervin (1892), Félix Vallotton
Filmography
Struggle for the Matterhorn (1928)
The Mountain Calls (1938)
The Challenge (1938)
Climbing the Matterhorn (1947)
Third Man on the Mountain (1959)
Im Banne des Berges (2015)[90]
Soarin' Around the World/Soaring Over the Horizon (2016)
The Horn (2016) - Documentary series following the mountain rescue teams in the Swiss Alps.
(Wikipedia)
Das Matterhorn (italienisch Monte Cervino oder Cervino, französisch Mont Cervin oder Le Cervin, walliserdeutsch Hore oder Horu) ist mit 4478 m ü. M. einer der höchsten Berge der Alpen. Wegen seiner markanten Gestalt und seiner Besteigungsgeschichte ist das Matterhorn einer der bekanntesten Berge der Welt. Für die Schweiz ist es ein Wahrzeichen und eine der meistfotografierten Touristenattraktionen.
Der Berg steht in den Walliser Alpen zwischen Zermatt und Breuil-Cervinia. Ost-, Nord- und Westwand liegen auf schweizerischem, die Südwand auf italienischem Staatsgebiet.
Wissenswertes über das Matterhorn vermittelt das Matterhorn Museum in Zermatt.
Geschichte des Namens
Im Allgemeinen kamen im Gebirge die Bergspitzen erst spät zu ihren Namen, die daruntergelegenen Passübergänge und Alpen jedoch meist früher. So nannte Johannes Schalbetter 1545 den heutigen Theodulpass als «Mons Siluius» (deutsch übersetzt Salasser-berg) oder deutsch Augsttalberg. Mit Augsttal ist dabei das Tal von Aosta (lateinisch Augusta Praetoria Salassorum) gemeint, das Aostatal.
«Siluius» wurde dann sehr wahrscheinlich volksetymologisch falsch interpretiert über vermeintlich lateinisch «silvius» und «silvanus» zu französisch und italienisch «Cervin/Cervin(i)». 1581 wurde das Matterhorn erstmals als Mont Cervin erwähnt, wie später Mons Silvanus und Mons Silvius. Im Jahr 1682 nannte Anton Lambien das heutige Matterhorn Matter Dioldin h[orn] (Matterhornspitze) zur Abgrenzung vom gleichnamigen Pass, der bis Mitte des 19. Jahrhunderts (beispielsweise auf der Dufourkarte) noch «Matterjoch» genannt wurde.
In der Lokalbevölkerung wird der Berg auch einfach ds Hore («das Horn», Zermatter Dialekt) oder ds Horu («das Horn», Oberwalliser Dialekt) genannt.
Geologie
Das Matterhorn ist ein Karling, und seine charakteristische Form entstand durch Erosion und Gletscherschliff in den Eiszeiten. Das Matterhorn ist Teil der Dent-Blanche-Decke des Unter-Ostalpins, also eines weit nach Westen auf die penninischen Decken der Westalpen aufgeschobenen Trümmerstücks eines ostalpinen Deckgesteins. Die untere Gesteinsschicht des Matterhorns, die bis zur Höhe der Hörnlihütte reicht, ist penninisch, also westalpin. Das im Vergleich dazu kleine Horn selbst sitzt auf dieser Basis auf und gehört zur Dent-Blanche-Decke, und zwar der untere Teil bis zur «Schulter» zur Arolla-Serie aus Orthogneisen und Metagabbros und der oberste Teil zur Valpelline-Serie aus hochmetamorphen Paragneisen der Dent-Blanche-Decke. Einfach ausgedrückt, besteht das Matterhorn aus zwei verschiedenen, schräg aufeinanderliegenden Gesteinspaketen. Der heutige Matterhorngletscher entstand erst wieder im Pessimum der Völkerwanderungszeit nach dem Optimum der Römerzeit.
Eine Besonderheit ist die charakteristische «Matterhorn-Wolke». Sie ist ein herausragendes Beispiel für einen Wolkentyp, den Meteorologen als Bannerwolke bezeichnen: Wie eine mächtige Fahne bildet sich die Wolke auf der windabgewandten Seite (Lee-Seite) des Gipfels als fast ständiger Begleiter des Berges. Die plausibelste Erklärung für ihr Entstehen ist die folgende: Das Matterhorn überragt das umgebende Gebirge wie ein Turm, so dass sich an ihm Leewirbel bilden, die feuchte Luft aus dem Tal nach oben führen, wo es zur Kondensation und Wolkenbildung kommt. Ist das Gipfelniveau erreicht, so wird die Wolke von einem waagerechten Ast des Leewirbels erfasst, der zu der typischen Fahnen-Form führt (Leewirbel-Hypothese).
Erstbesteigungen
Seit 1857 wurden mehrere erfolglose Versuche unternommen, das Matterhorn zu besteigen, zumeist von der italienischen Seite her. 1862 erstieg John Tyndall mit den Führern Johann Josef Benet, Anton Walter, Jean-Jacques und Jean-Antoine Carrel erstmals die Südwestschulter, den heutigen Pic Tyndall. Die Fortsetzung des Aufstiegs entlang des Liongrates erschien ihnen unmöglich.
Dem Erstbesteiger des Matterhorns, Edward Whymper, erschien der Liongrat weiterhin als nicht machbar. Insgesamt war er bereits sieben Mal gescheitert und überlebte u. a. einen Sturz über 60 Meter. Whymper versuchte daher, seinen Freund Jean-Antoine Carrel zu einer Besteigung von der Zermatter Seite zu überreden. Carrel beharrte darauf, von Italien her aufzusteigen.
Im Juli 1865 erfuhr Whymper zufällig von einem Gastwirt in Breuil-Cervinia, dass Carrel sich – ohne Whymper zu benachrichtigen – wieder zum Liongrat aufgemacht hatte. Whymper fühlte sich getäuscht und eilte nach Zermatt, um dort eine Gruppe für einen sofortigen Versuch über den Hörnligrat zusammenzustellen. Am 14. Juli 1865 gelang der 7er-Seilschaft Whympers die Erstbesteigung. Die Gruppe stieg über den Hörnligrat auf die Schulter; weiter oben, im Bereich der heutigen Fixseile, wich sie in die Nordwand aus. Edward Whymper erreichte als erster den Gipfel, weil er sich vor dem Gipfel vom Seil losschnitt und vorauslief. Ihm folgten der Bergführer Michel Croz (aus Chamonix), Reverend Charles Hudson, Lord Francis Douglas, D. Robert Hadow (alle aus England) sowie die Zermatter Bergführer Peter Taugwalder Vater und Peter Taugwalder Sohn. Sie sahen Carrel und seine Gruppe weit unterhalb am Pic Tyndall.
Beim Abstieg der Erstbesteiger stürzten die vorderen vier der Seilschaft (Croz, Hadow, Hudson und Douglas) noch oberhalb der «Schulter» über die Nordwand tödlich ab. Josef Marie Lochmatter brach ab dem 15. Juli 1865 mehrmals mit Rettungsmannschaften auf, um den vier Abgestürzten Erste Hilfe zu leisten. Am 19. Juli barg ein Bergungstrupp die Leichen von Croz, Hadow und Hudson auf dem Matterhorngletscher. Douglas' Leiche wurde nie gefunden.
Am 17. Juli gelang auch Carrel zusammen mit Jean-Baptiste Bich und Amé Gorret der Aufstieg über den Liongrat bis zum Gipfel. Die drei traversierten vom Nordende der italienischen Schulter durch die oberste Westwand auf den Zmuttgrat (sog. Galleria Carrel) und schlossen die Besteigung über diesen ab.
Runde Jahrestage der Erstbesteigung des Matterhorns sind feierlich begangen worden. So zeigte das Schweizer Fernsehen zum 100. Jahrestag am 14. Juli 1965 eine internationale Live-Sendung einer Matterhornbesteigung mit Beteiligung von Berg-Reportern der BBC und der RAI. Am 30. Juni 1965 zeigte das Schweizer Fernsehen den eigens produzierten Dokumentarfilm Bitterer Sieg: Die Matterhorn Story (Regie: Gaudenz Meili). Anlässlich des 150. Jahrestages wurde am 14. Juli 2015 auf dem Bahnhofplatz in Zermatt eine Countdown-Uhr aufgebaut, im Dezember 2014 wurde im Zentrum der Stadt («Matterhorn Plaza») ein Treffpunkt für das Jubiläumsjahr ins Leben gerufen.
Am 22. Juli 1871, sechs Jahre nach Whymper, bestieg die britische Alpinistin Lucy Walker als erste Frau das Matterhorn. 1869 hatten Isabella Straton und Emmeline Lewis Lloyd als reine Frauenseilschaft die Besteigung versucht; sie scheiterten kurz vor dem Gipfel. 1871 bestieg auch Anna Voigt aus Frankfurt das Matterhorn; sie war damals eine der ersten Frauen in der Sektion Frankfurt am Main des Deutschen Alpenvereins. Yvette Vaucher (* 1929) ist die erste Frau, die die Nordwand des Matterhorns bestiegen hat.
Routen
Der am weitaus häufigsten begangene Aufstiegsweg ist der Hörnligrat von Zermatt aus über die Hörnlihütte (Nordostgrat, ZS+). Er stellt den sogenannten Normalweg, also den leichtesten Aufstieg, dar. Auf 4003 Metern Höhe, nordöstlich unterhalb des Gipfels, gibt es als Biwak für Notfälle, wie Wettersturz und Zeitverzug, die von der Hörnlihütte aus betreute Solvayhütte mit zehn Notlagern. Weitere Aufstiegsrouten gibt es am Südwestgrat über den kirchendachartigen Pic Tyndall (auch Liongrat oder Italienerweg genannt, ZS+), am Nordwestgrat (Zmuttgrat, S) und am Südostgrat (Furggengrat, SS, wenig begangen). Auch durch die abweisende Nordwand verläuft eine Aufstiegsroute, die hin und wieder von Spezialisten, z. B. Walter Bonatti, gewählt wird.
(Wikipedia)
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Seen at the East of England Model Railway Show at Wood Green Animal Centre, Huntingdon. A wonderful diorama of WW2 in Iraq. The scale of the models changes the further back into the model you get to increase the effect of perspective. Very effective. Panasonic GM5, G 20/1.7.
Second round of shots, leaning out of the window, getting lovely clear shots of the, er, cranes.
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London Gateway is a development on the north bank of the River Thames in Thurrock, Essex, 30 miles (48 km) east of central London. It comprises a new deep-water port, which is able to handle the biggest container ships in the world, as well as one of Europe’s largest logistics parks, providing access by road and railways to London and the rest of Great Britain.
The project, being undertaken by DP World, significantly increases the capabilities of the Port of London in handling container shipping,[1] to help meet the growing demand for container handling at Britain's ports. Construction began in February 2010,[2] and is expected to take several years, with the port and logistics park being completed in stages. The first phase of the port opened for business on 6 November 2013 with the docking of the 58,000-tonne MOL Caledon, loaded with fruit and wine from South Africa.
he plan for London Gateway is based on simple logistics. In 2011 the ports of Felixstowe and Southampton were the first- and second-largest ports by container traffic in the UK, with the Port of London third.[5] London Gateway is highly automated, and able to stay open in all weathers, unlike Felixstowe and Southampton.[6] Goods for London unloaded at Felixstowe and Southampton must be transported by road using heavy goods vehicles to localised distribution centres, then re-sorted and carried on vans to their final destination within London. Gateway, close to London and with suitable on-site distribution facilities, will lower costs and delivery times by having close, direct road access for goods to be delivered to London destinations by van.[7]
It is estimated that when the port is fully operational it will save 65m HGV-miles and take 2,000 trucks off the road per day, with economic and environmental advantages.
London Gateway is located on the 1,500-acre (6.1 km2) former Shell Haven site, which closed in 1999. Close to Gateway at the Medway Estuary, on the south-east side of the Isle of Grain, is the Hutchison Whampoa-owned Thamesport, a small but well-established container terminal. The Tilbury container port on the north bank, upriver of London Gateway, was previously partially owned by DP World, but was sold shortly before the development initially opened.
DP World received Government approval for the development of London Gateway, identified by Prime Minister Gordon Brown as one of the four economic hubs needed for the regeneration of the Thames Gateway, in May 2006.[8]
In May 2008 the Department for Transport issued a "Harbour Empowerment Order" for London Gateway, which provided official and statutory powers for the new port and established London Gateway as a legally recognised authority.[9]
The future of the project was less certain after Moody's downgraded DP World's financial status to 'junk' in December 2009, following the Financial crisis of 2007–2010 and associated financial problems for DP World's owners Dubai World.[10] In January 2010 DP World announced its intention to seek a share listing on the London Stock Exchange in the second quarter of 2010,[11] and was given the go-ahead for construction of the port.[12]
However, the port faces difficulties. As of 2015 it had not secured a service from Asia, where the biggest ships come from. With a lot of extra capacity in Europe, rates had hit rock bottom, making it very difficult for a new port to take business away from established ones. Also, major shipping companies are increasingly grouped in alliances already committed to existing ports, and rationalising their services as they use ever bigger ships. The port is reported to have processed 300,000 containers in 2014, its first full year of operation, compared with the projected 3.5m when it is complete, reasonably successful for a new facility facing a lot of inertia from users—it is expected to take time to build a critical mass.
In an attempt to increase tourism, Belfast City Council designated a number of cultural quarters at the beginning of the new millennium, and it was then that the Cathedral Quarter was born, The area is named after St. Anne's Cathedral. The church was built between the years of 1899 and 1904 and enjoys a central setting on Donegall Street, beside Ulster University.
This week was the first time that I got the opportunity to see the inside of St. Anne’s Cathedral and to be honest I think that it will be the last time.
I am not religious so in theory it should not worry or bother me that the place had the feeling of a commercial enterprise rather than that of a ‘house of god’. Upon entering the building the interior struck me as being styled in the manner on a modern art gallery rather than a cathedral but in a way it could be described as attractive or even beautiful but it totally lacks atmosphere.
Before I visited Belfast I checked some tourist guides and they all indicated that entry to the cathedral was free but that donations were appreciated. When I went into the Cathedral much of of the centre was cordoned-off as some work was in progress.
There was a merchandising section not far from the entrance and this was manned by a lady who was having a conversation with two people who were either guides or church officials, they were dressed in blue. I was nearly at the altar when I was approached by the lady who explained that there was a nominal fee which needed to be paid before I left.
While I would describe the place as attractive and bright I did not find it in anyway interesting but this could because I am not at all comfortable with a church that features military artefacts as a major attraction.
I took a few photographs and then went to pay the ’nominal fee’ and I was more than surprised when I was informed that the cost of entry was £5.00.
The Pakistan Strategy Support Program (PSSP) held the conference, “Increasing Productivity and Unleashing Growth” at the Serena Hotel in Islamabad on May 26-27th, 2012. This conference also marked the final round of the Competitive Grants Program that was launched by PSSP in January 2012 for Pakistani PhD and graduate students studying locally and abroad on economic development issues of Pakistan. The finalists presented in front of the Research Advisory Committee, donor heads, professors and students from local universities. The event also consisted of plenary sessions on Pakistan’s various economic growth issues by renowned academics from all over the world, such as Dr. Jock Anderson, Dr. Regina Birner and Dr. David Spielman.
The Pakistan Strategy Support Program (PSSP) held the conference, “Increasing Productivity and Unleashing Growth” at the Serena Hotel in Islamabad on May 26-27th, 2012. This conference also marked the final round of the Competitive Grants Program that was launched by PSSP in January 2012 for Pakistani PhD and graduate students studying locally and abroad on economic development issues of Pakistan. The finalists presented in front of the Research Advisory Committee, donor heads, professors and students from local universities. The event also consisted of plenary sessions on Pakistan’s various economic growth issues by renowned academics from all over the world, such as Dr. Jock Anderson, Dr. Regina Birner and Dr. David Spielman.
Reflections of the McKenna Languages Building ( University of Colorado Boulder ) in the Varsity Lake
/*HDR image,increased temperature settings*/
Ecovolis program has proven successful in dramatically increasing bicycle use in Tirana, which, formerly, was a city without a developed bicycle culture. Ecovolis program is the first project in Albania that provides low-income adults with commuter bicycles as well as a donating program for children bicycles. The program recently completed two major steps, opening new bike stations in the city of Durrës and integrating Tourist Information Point Service to the bicycles stations' structure.
History
The Tirana Community Bicycle Albania project won financial support from the George Soros Open Society Foundation Albania (OSFA). An even larger contribution came from the US-based Pedal for Progress organization, which donated 450 bicycles. Sixty of these were used road bikes, which were modified and painted by local technicians to serve as public bikes in the Ecovolis scheme. Another portion was set aside to donate to children and to activists and volunteers at PASS. Still another portion were diverted to the project's Eco Bicycle Shop, a social enterprise which sells bikes for USD 50-150 and reinvests profits for the service and maintenance of Ecovolis bicycles. The main objective of the program was to introduce the community to an inexpensive, environmental friendly form of transport -- the bicycle; to sell used bikes at low prices; to donate bikes to the children of needy families and to PASS volunteers; to establish a bike sharing-scheme in the city (Ecovolis); and to employ financially disadvantaged people and young students to operate the bike-sharing scheme.
System
Each Ecovolis station is staffed by two employees in two shifts and contains 30 -- 60 bicycles. In order to use the bicycles it is required to provide a personal identification document (such as passport or ID card) or by subscribing to the Ecovolis membership Card.
The first black and red bicycles, (also the colors of the Albanian flag) were donated from US-organization Pedal for Progress, (which collect and donate used bicycles). As these bicycles were of different types, converting them for safe and comfortable public use took months of work. The price per bicycle varies from 60 US$ to 90 US$ each. The bicycle is equipped with a front bicycle basket, a behind carrier, a comfortable saddle and a public fender with the Ecovolis sign.
The bicycle stations also provide touristic information to the visitors and a list of the city attractions. Moreover, being a non-profit social enterprise, during particular days the program offers free bicycle service, cycling courses, donations of bicycles and helmets for children in need, bike tours and a bicycle recycle program.
Honor Flights to Washington, D.C.’s war memorials increased significantly after Labor Day, as D.C.'s fabled heat (theoretically) transitions to a more favorable fall climate. Groups from Arizona, Florida, Idaho and Chicago were some of the first to arrive in the nation’s capitol Sept. 7 after the federal holiday.
Honor Flight Chicago celebrated its 74th flight since its inception, with 108 participants including 18 World War II and 90 Korean War Vets, in addition to the required support staff of more than 125 dedicated volunteers.
Their day began much earlier than the 6:45 a.m. flight from Midway Airport-Chicago, to Dulles, Va. They boarded buses and drove to the Iwo Jima Memorial where they were met by police motorcycle escort which guided them first to the Air Force Memorial for a performance by the Air Force Drill Team, before crossing the Potomac to the National World War II Memorial.
The group toured the memorial until a color guard honored the Veterans with pomp and circumstance. Center of the group, Arthur Kapinus, 89, a WWII Navy Veteran, held the flag-case filled with veterans portraits dear to members of the Honor Flight Chicago family.
Art was accompanied to D.C. by his brother Bernie, an 81-year-old Army Vet who served in Korea during the mid-50’s. All told, eight Kapinus brothers have served in the military, mostly in the Army and Navy, since World War II. Their brother Joe, whose picture joined five others in the case, served with General Patton and was killed in Luxembourg in January 1945, at age 29.
John Ptak, president of Honor Flight Chicago is not a Veteran, but he has accompanied these flights since 2011, this his 20th trip.
“This is my grandfather, he was in the army in WWII. He passed about 20 years ago, so he didn’t get his Honor Flight,” you can hear emotion in his voice, as he gingerly touches the photo strung round his neck. “I didn’t get a chance to take my grandfather, so I take other people’s grandfathers”.
Some braved the humidity and heat in the 90’s and ventured off to the Korean War, the Vietnam Veterans Memorial and the Lincoln Memorial before heading back to Dulles Airport. There was time scheduled to visit the relatively new Udvar Hazy Air and Space Museum before boarding their flight back home with an ETA after 8pm.
More than 100 additional Honor Flights from around the nation are planned through December with the last for the year currently scheduled for Pearl Harbor Day.
Find out more about the Honor Flight Network, how you can become involved, donate, and meet Veterans as they tour D.C. here: www.honorflight.org/
(VA photos by Robert Turtil)
*By 1918, due to the increase in Kimba’s population, the need for a public hall became a priority.
A timber framed, corrugated iron building with pitched roof was purchased for £100 from Cowell. This building was dismantled and transported to Kimba by settlers using horse-teams.
The hall was used as the School, Town Hall, and Picture Theatre with films shown every month. It was used for Dances and Balls, Church, as a Polling Booth and for travelling salesmen to display and sell their wares.
*A foundation stone was laid in 1929, in memory of those who served in the Great War 1914–1918 and the new Institute was officially opened in the same year.
*In 1958 a new front was added with a Library and Council Office. [Ref: Story Board]
*A plaque to the memory of those from the Kimba District who made the supreme sacrifice in World War One 1914–1918 and World War Two 1939–1945 was unveiled on the day the additions were officially opened by Sir Lyell McEwin on 23 February 1958.
*Kimba Memorial Institute
The first step in the most progressive move that has taken place in Kimba, occurred on Saturday, when the foundation stone of the new Soldiers Memorial Institute was laid by Miss Mary Haskett, daughter of Mr and Mrs I S Haskett, and the first white child born in the district.
One of the largest crowds seen in Kimba assembled to witness this important ceremony.
Mr F R Ferry, President of the Kimba Institute, and the Building Committee, presided, and seated on the platform with him were Mesdames O M Eatts, G J Chenoweth, Reiss (wife of contractor), and Messrs J Tippett, Andrew Ramsey, O E Carlaw, F J Newman, Reiss (contractor) and F I Kestel (architect).
Mr Ferry gave a very interesting resume of details leading up to the occasion, and then presented Miss Haskett with a silver trowel, suitably inscribed, and asked her to perform the ceremony of laying the stone.
Miss Haskett, in a neat little speech declared the stone well and truly laid.
Mr Andrew Ramsey, in moving a vote of thanks to Miss Haskett, said that we all admitted and admired the bravery of such pioneer families as the Hasketts.
The chairman then appealed for donations for the hall to be placed on the stone, and Mrs O M Eatts, on behalf of the Kimba Ladies' Social Club, led the way with their cheque for £1,116 10/0, followed by others of smaller denomination.
After the ceremony, a football match was held on the recreation ground between the Kelly and Kimba teams, resulting in a win for Kelly, who have not been defeated for the season.
A cycle race for boys was run during the intervals of the football match, and resulted in a win for J Brewster. Mr Chenoweth also conducted a putting and mashie competition for golf enthusiasts, the whole proceeds going towards the institute funds. [Ref: Eyre’s Peninsula Tribune 11-7-1929]
*Kimba Institute - Official Opening
Kimba will be en fete on Saturday December 7th, when the long-looked for event of the opening of the large new hall will take place.
For many years the public have suffered the inconvenience of a cramped wood and iron structure which could not nearly cope with the crowd at public functions. As a form of Soldiers’ Memorial it was decided to build an institute large enough to satisfy the requirements of a rapidly growing district, and despite the lean years that the district has recently experienced, a very handsome structure is the result. In conjunction with the opening of the hall on December 7th, the local branch of the RSA will hold their annual sports on the show grounds, the total proceeds of the day will go towards the hall funds. The hall will be opened by Lieutenant-Colonel W F J McCann DSO, MC, at 10am.
Special arrangements are being made to provide a sparkling entertainment for the evening which will be followed by a dance. [Ref: Eyre’s Peninsula Tribune 28-11-1929]
This is a photograph from the 3rd annual running of the Trim AC 10 Mile Road Race and Fun Run which was held in Trim, Co. Meath, Ireland on Sunday 5th February 2017 at 12:00. The race attracted over 1,200 participants which shows a 100% increase on last year's participation. The event shows growth year on year mirroring the growing popularity of the race. The race started on the Trim/Athboy road on the town's ring road and proceded to take an anti-clockwise loop out towards the village of Dunderry and townland of Kilbride before returning back to the Trim Industrial Estate for the finish. The route is held on quiet country roads with some hills at 3, 6, 8 mile segments.
Our full set of photos from mile 1 and the finish are at: www.flickr.com/photos/peterm7/albums/72157679859593016
The weather for this year's race was perfect for racing. There was a hard frost overnight but this brought clear bright skies and crisp air. There was no real wind to speak of.
Waterstops were provided at the 4.5 and 7 mile marks on the course. All access roads were well stewarded. The event was sponsored by Bewleys 1840 and many local business establishments. Credit must go to the Trim AC team for their flawless organisation. If the first three years of this year are anything to go on then this race will continue to grow. For runners around the North Leinster area this 10 mile race serves as a perfect training progress stepping stone to the Bohermeen Half Marathon which will take place in March 2016 and is located only 15 minutes drive from Trim.
USEFUL LINKS
Our Flickr photographs from the 2016 race: www.flickr.com/photos/peterm7/sets/72157664217257512
Our Flickr photographs from the 2015 race: www.flickr.com/photos/peterm7/albums/72157650166189770
Boards.ie Discussion Thread on the 2017 race: www.boards.ie/vbulletin/showthread.php?t=2057673405
10 Mile Road Race Timelapse Video of the Route: www.youtube.com/watch?v=4Jp84CrctQM
USING OUR PHOTOGRAPHS - A QUICK GUIDE AND ANSWERS TO YOUR QUESTIONS
Can I use these photographs directly from Flickr on my social media account(s)?
Yes - of course you can! Flickr provides several ways to share this and other photographs in this Flickr set. You can share directly to: email, Facebook, Pinterest, Twitter, Tumblr, LiveJournal, and Wordpress and Blogger blog sites. Your mobile, tablet, or desktop device will also offer you several different options for sharing this photo page on your social media outlets.
BUT..... Wait there a minute....
We take these photographs as a hobby and as a contribution to the running community in Ireland. We do not charge for our photographs. Our only "cost" is that we request that if you are using these images: (1) on social media sites such as Facebook, Tumblr, Pinterest, Instagram, Snapchat, Twitter,LinkedIn, Google+, VK.com, Vine, Meetup, Tagged, Ask.fm,etc or (2) other websites, blogs, web multimedia, commercial/promotional material that you must provide a link back to our Flickr page to attribute us or acknowledge us as the original photographers.
This also extends to the use of these images for Facebook profile pictures. In these cases please make a separate wall or blog post with a link to our Flickr page. If you do not know how this should be done for Facebook or other social media please email us and we will be happy to help suggest how to link to us.
I want to download these pictures to my computer or device?
You can download this photographic image here directly to your computer or device. This version is the low resolution web-quality image. How to download will vary slight from device to device and from browser to browser. Have a look for a down-arrow symbol or the link to 'View/Download' all sizes. When you click on either of these you will be presented with the option to download the image. Remember just doing a right-click and "save target as" will not work on Flickr.
I want get full resolution, print-quality, copies of these photographs?
If you just need these photographs for online usage then they can be used directly once you respect their Creative Commons license and provide a link back to our Flickr set if you use them. For offline usage and printing all of the photographs posted here on this Flickr set are available free, at no cost, at full image resolution.
Please email petermooney78 AT gmail DOT com with the links to the photographs you would like to obtain a full resolution copy of. We also ask race organisers, media, etc to ask for permission before use of our images for flyers, posters, etc. We reserve the right to refuse a request.
In summary please remember when requesting photographs from us - If you are using the photographs online all we ask is for you to provide a link back to our Flickr set or Flickr pages. You will find the link above clearly outlined in the description text which accompanies this photograph. Taking these photographs and preparing them for online posting takes a significant effort and time. We are not posting photographs to Flickr for commercial reasons. If you really like what we do please spread the link around your social media, send us an email, leave a comment beside the photographs, send us a Flickr email, etc. If you are using the photographs in newspapers or magazines we ask that you mention where the original photograph came from.
I would like to contribute something for your photograph(s)?
Many people offer payment for our photographs. As stated above we do not charge for these photographs. We take these photographs as our contribution to the running community in Ireland. If you feel that the photograph(s) you request are good enough that you would consider paying for their purchase from other photographic providers or in other circumstances we would suggest that you can provide a donation to any of the great charities in Ireland who do work for Cancer Care or Cancer Research in Ireland.
Let's get a bit technical: We use Creative Commons Licensing for these photographs
We use the Creative Commons Attribution-ShareAlike License for all our photographs here in this photograph set. What does this mean in reality?
The explaination is very simple.
Attribution- anyone using our photographs gives us an appropriate credit for it. This ensures that people aren't taking our photographs and passing them off as their own. This usually just mean putting a link to our photographs somewhere on your website, blog, or Facebook where other people can see it.
ShareAlike – anyone can use these photographs, and make changes if they like, or incorporate them into a bigger project, but they must make those changes available back to the community under the same terms.
Above all what Creative Commons aims to do is to encourage creative sharing. See some examples of Creative Commons photographs on Flickr: www.flickr.com/creativecommons/
I ran in the race - but my photograph doesn't appear here in your Flickr set! What gives?
As mentioned above we take these photographs as a hobby and as a voluntary contribution to the running community in Ireland. Very often we have actually ran in the same race and then switched to photographer mode after we finished the race. Consequently, we feel that we have no obligations to capture a photograph of every participant in the race. However, we do try our very best to capture as many participants as possible. But this is sometimes not possible for a variety of reasons:
►You were hidden behind another participant as you passed our camera
►Weather or lighting conditions meant that we had some photographs with blurry content which we did not upload to our Flickr set
►There were too many people - some races attract thousands of participants and as amateur photographs we cannot hope to capture photographs of everyone
►We simply missed you - sorry about that - we did our best!
You can email us petermooney78 AT gmail DOT com to enquire if we have a photograph of you which didn't make the final Flickr selection for the race. But we cannot promise that there will be photograph there. As alternatives we advise you to contact the race organisers to enquire if there were (1) other photographs taking photographs at the race event or if (2) there were professional commercial sports photographers taking photographs which might have some photographs of you available for purchase. You might find some links for further information above.
Don't like your photograph here?
That's OK! We understand!
If, for any reason, you are not happy or comfortable with your picture appearing here in this photoset on Flickr then please email us at petermooney78 AT gmail DOT com and we will remove it as soon as possible. We give careful consideration to each photograph before uploading.
I want to tell people about these great photographs!
Great! Thank you! The best link to spread the word around is probably http://www.flickr.com/peterm7/sets