This is a pretty good indication of how messed up the weather is. We have been picking 1 to 2 cups of raspberries off our everbearing plants every 2 to 3 days since September. Today, we got a cup or so. It is not that they are fabulous berries, although with a bit of sugar, they are pretty flavourful, but they are garden fresh fruit, picked on 1 December in Chilliwack, BC

An event co-organized by WIPO and the Indian Government on the sidelines of the WIPO Assemblies of Member States themed “Make in India” on October 6, 2015 featured an exhibition on India’s varied geographical indications, a recital of traditional Indian music and Indian artisans demonstrating their handiwork.

The event began with the screening of a WIPO-produced film on a capacity building project sponsored by WIPO’s Accessible Books Consortium in India and a keynote address by India’s Permanent Representative to the United Nations in Geneva, Ambassador Ajit Kumar, followed by a screening of a film on the “Make in India” initiative.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

The Twenty-ninth Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from May 27 to May 31, 2013.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

The Thirty-Third Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from March 16 to March 20, 2015.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

The Thirty-Third Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from March 16 to March 20, 2015.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

The Thirty-Third Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from March 16 to March 20, 2015.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

The Thirty-Fourth Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from November 16 to November 18, 2015.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

CTV Regional Contact gave me 3 minutes on the local CTV News here: www.youtube.com/watch?v=3C2U_01ajdw

Mikey G Ottawa's 100 most interesting images as per Flickriver HERE: www.flickriver.com/photos/mikeygottawa/popular-interesting/

See Mikey G Ottawa's most popular Flickr Photo Albums HERE:

www.flickr.com/photos/mikeygottawa/albums

I'm Not Shy to promote my Flickr work. CBC Radio 1 gave me almost eight minutes. Listen here: www.youtube.com/watch?v=253iqLH82oA

Rogers Cable TV gave me 10 minutes on Camera Talk HERE:

www.youtube.com/watch?v=Z-s4ZpS_t1Y

Drawn by J. Thurston. Engraved by W. Finden.

LADY MARY WORTLEY MONTAGUE.

From an enamel Miniature by Zink in the possession of Charles Colville Esqr.

LADY MARY WORTLEY MONTAGU.

200

[BORN 1690. DIED 1762.]

JEFFREY.

ADY Mary Pierrepoint, eldest daughter of the Duke of Kingston, was born in 1690, and gave, in her early youth, such indications of a studious disposition, that she was initiated into the rudiments of the learned languages along with her brother. Her first years appear to have been spent in retirement, and yet her first letters indicate a great relish for that talent and power of observation, by which she afterwards became so famous and so formidable. These letters were addressed to Mrs Wortley, the mother of her future husband, and, along with a good deal of girlish flattery and affectation, display such a degree of easy humour and sound penetration, as is not often to be met with in a damsel of nineteen, even in this age of precocity. "My knight-errantry," she says, "is at an end, and I believe I shall henceforth think freeing of galley-slaves and knocking down windmills more laudable undertakings than the defence of any woman's reputation whatever. To say truth, I have never had any great esteem for the generality of the fair sex, and my only consolation for being of that gender has been the assurance it gave me of never being married to any one among them." But, in the course of this correspondence with the mother, she appears to have conceived a very favourable opinion of the son. Her ladyship, though endowed with a very lively imagination, seems not to have been very susceptible of violent or tender emotions, and to have imbibed a very decided contempt for sentimental and romantic nonsense, at an age which is commonly more indulgent.

201Married to Mr Wortley in 1712, she entered upon a gay life; but she does not appear to have been happy. We have no desire to revive forgotten scandals, but it is a fact which cannot be omitted, that her ladyship went abroad without her husband, on account of bad health, in 1739, and did not return to England till she heard of his death in 1761. Whatever was the cause of their separation, there was no open rupture, and she seems to have corresponded with him very regularly for the first ten years of her absence; but her letters were cold without being formal, and were gloomy and constrained when compared with those that were spontaneously written to show her wit or her affection to her correspondents.

A little spoiled by flattery, and not altogether "undebauched by the world," Lady Mary seems to have possessed a masculine solidity of understanding, great liveliness of fancy, and such powers of observation and discrimination of character, as to give her opinions great authority on all the ordinary subjects of practical manners and conduct. After her marriage, she seems to have abandoned all idea of laborious or regular study, and to have been raised to the station of a literary character merely by her vivacity and love of amusement and anecdote. The great charm of her letters is certainly the extreme ease and facility with which everything is expressed, the brevity and rapidity of her representations, and the elegant simplicity of her diction. While they 202unite almost all the qualities of a good style, there is nothing of the professed author in them; nothing that seems to have been composed, or to have engaged the admiration of the writer. She appears to be quite unconscious either of merit or of exertion in what she is doing, and never stops to bring out a thought, or to turn an expression, with the cunning of a practised rhetorician. Her letters from Turkey will probably continue to be more universally read than any of the others, because the subject commands a wider and more permanent interest than the personalities and unconnected remarks with which the rest of her correspondence is filled. At the same time, the love of scandal and private history is so great, that these letters will be highly relished as long as the names they contain are remembered, and then they will become curious and interesting, as exhibiting a truer picture of the manners and fashions of the time, than is to be found in most other publications.

Poetry, at least the polite and witty sort which Lady Mary has attempted, is much more of an art than prose writing. We are trained to the latter by the conversation of good society, but the former seems always to require a good deal of patient labour and application. This her ladyship appears to have disdained; and, accordingly, her poetry, though abounding in lively conceptions, is already consigned to that oblivion in which mediocrity is destined by an irrevocable sentence to slumber till the end of the world. Her essays are extremely insignificant, and have no other merit that we can discover, but that they are very few and very short.

Of Lady Mary's friendship and subsequent rupture with Pope, we have not thought it necessary to say anything, both because we are of opinion that no new light has been latterly thrown upon it, and because we have 203no desire to awaken forgotten scandals by so idle a controversy. Pope was undoubtedly a flatterer, and was undoubtedly sufficiently irritable and vindictive; but whether his rancour was stimulated upon this occasion by anything but caprice or jealousy, and whether he was the inventor or the echo of the imputations to which he has given notoriety, we do not pretend to determine. Lady Mary's character was certainly deficient in that cautious delicacy which is the best guardian of female reputation; and there seems to have been in her conduct something of that intrepidity which naturally gives rise to misconstruction, by setting at defiance the maxims of ordinary discretion.

From WOMEN OF HISTORY:

SELECTED FROM THE WRITINGS OF STANDARD AUTHORS.

BY THE EDITOR OF "MEN OF HISTORY."

“Biography is the most universally pleasant and universally profitable of all reading."

EDINBURGH: W. P. NIMMO, HAY, & MITCHELL. 1890.

MORRISON AND GIBB, PRINTERS, EDINBURGH.

i210

Spanish cannons on the ramparts that protect the port and city. A very good indication of the importance of this city to the colonialist of Europe. Unfortunately this is another example of European exploitation of Africa.

Essaouira , formerly known as Mogador, is a city in the western Morocca on the Atlantic coast. The modern name means "the little rampart", a reference to the fortress walls that still enclose part of the city. Essaouria has been described as " everybody's favourite Moroccan seaside town and it does not disappoint. Essaourira is 750 kilometres down the coast from Tangier Med. The medina is home to many small arts and crafts businesses, notably cabinet making and 'thuya' wood-carving (using roots of the Tetraclinis tree), both of which have been practised in Essaouira for centuries. Some of the wooden cabinets are particularly well crafted and are worth a look at for their craftsmanship. The beach and promenade are really nice with some lovely coffee shops and bars.

The southern end of the beach has camel rides and wind surfing. Nestled in the bay is the Ile de Mogador, a former prison that is now a bird sanctuary, it provided a spectacular backdrop against the setting sun in January.

We stayed in the town's only campsite and that was a real disappointment, there is an aire des services parking very near the beach and that may have been a better bet, both are a pleasant walk or cycle of 2.5 kilometres to the medina.

The medina is a wonderful experience, without the hard hassle of Marrakech and is an outstanding example of a fortified town of the mid-eighteenth century, surrounded by a wall Essaouira has played a major role over the centuries as an international trading seaport, linking Morocco and sub-Saharan Africa with Europe and the rest of the world. The town is also an example of a multicultural centre as proven by the coexistence, since its foundation, of diverse ethnic groups, such as the Amazighs, Arabs, Africans, and Europeans.. Known for a long time as the Port of Timbuktu, Essaouira became one of the major Atlantic commercial centres between Africa and Europe at the end of the 18th century and during the 19th century.

www.washingtonpost.com/nation/2022/02/01/covid-omicron-va...

No indication new version of omicron causes more severe illness, WHO says

World Health Organization officials said Tuesday that a new version of the omicron variant known as BA. 2 appears to be slightly more transmissible. But they said there is no evidence that it causes more-severe disease and cautioned that information is still limited.

WHO chief Tedros Adhanom Ghebreyesus said at a news conference Tuesday that the global health organization is tracking four “sublineages” of the omicron variant, which has fueled a new wave of infections, hospitalizations and deaths. “This virus will continue to evolve,” Tedros said, adding that vaccines also may need to evolve.

Maria Van Kerkhove, the WHO’s technical lead on covid-19, said the agency is working with thousands of experts to track the coronavirus. There is “no indication that there’s a change in severity” with BA. 2, she said.

Officials said the WHO will share more information on BA. 2 as it is available.

WHO leaders also expressed concern about a recent rise in covid-19 deaths in most regions of the world, and Tedros said more cases have been reported in the past 10 weeks — since omicron was identified — than in all of 2020.

Asked about countries that have moved to lift coronavirus restrictions, Van Kerkhove said: “Many countries have not gone through the peak of omicron yet. … Now is not the time to lift everything all at once.” She urged countries to increase vaccination and to use mask-wearing and distancing to slow the virus’s spread, although she acknowledged that each country’s situation is different.

Tedros said the WHO’s goal to have 70 percent of the global population vaccinated by this summer remains attainable.

“Ending this pandemic is not a matter of chance,” he said. “It’s a matter of choice.” By meeting vaccination goals, he said, the world “can end the pandemic.”

Key coronavirus updates from around the world

Here’s what to know about the top coronavirus stories around the globe:

■ Portugal’s prime minister said Tuesday that he has tested positive for the coronavirus, two days after his landslide election victory and just as he starts forming his new government. António Costa said he will self-isolate for seven days, in accordance with his country’s pandemic rules.

■ Denmark on Tuesday became the first European Union country to lift all of its coronavirus restrictions, relying on vaccinations to tackle the omicron variant. The country said it will remove requirements for masks and covid passes and scrap limited opening hours for shops and restaurants. Neighboring Norway said it will scrap most of its remaining lockdown measures, effective immediately, as a spike in infections is unlikely to jeopardize health services.

■ Pakistan will begin a nationwide door-to-door vaccination drive starting Tuesday, its National Command and Operation Center said. About 55,000 mobile vaccination teams will provide the doses, including boosters, and aim to vaccinate more than 35 million people.

■ Rwanda reopened its border with Uganda to truckers this week, after nearly three years. Regular travelers will still be restricted to only essential trips, authorities said, a decision that disappointed traders hoping for a return to normal business.

■ As the Beijing Winter Olympics kick off later this week, officials in China said Tuesday that the Games’ coronavirus situation is within the “expected controllable range,” despite a number of positive cases being detected. About 200 cases have been reported since Jan. 23 among airport arrivals and those in the “closed loop” area of the Games.

Pregnant journalist says she’s returning to New Zealand after strict covid rules left her in Afghanistan

A pregnant journalist who said she chose to stay in Taliban-ruled Afghanistan because her native New Zealand did not allow her to return due to strict coronavirus restrictions said the government reversed course — and that she would be going home “at the beginning of March to give birth to our baby girl.”

Charlotte Bellis, 35, from Christchurch, said in a statement Tuesday that her emergency application to return despite New Zealand’s closed border was approved overnight after a public back-and-forth with the government.

Bellis attracted international attention when she said in a New Zealand Herald column on Friday that the Taliban offered her “safe haven” as a pregnant and unmarried woman — whereas her own government refused her application for an emergency medical exemption to the lottery system that assigns returning citizens a spot in “managed isolation and quarantine,” or MIQ.

New Zealand officials said Tuesday that Bellis was given a voucher for a spot in government-mandated quarantine because they assessed that she faced threats to her safety in Afghanistan, according to the Associated Press.

Bellis, who says she does not feel like she is in danger in Kabul, said in her statement the government should expand its criteria for medical exemptions, which currently rely on travel being time-critical.

Pandemic creates tons of medical waste, threatening environment and human health, WHO says

The coronavirus pandemic is estimated to have created tens of thousands of tons of extra medical waste around the world, threatening the environment and human health, the World Health Organization said Tuesday.

The pandemic has put a “tremendous strain on health care waste management systems around the world,” the WHO said, calling for improvements.

In a report published Tuesday, the United Nations agency estimated that about 87,000 tons of personal protective equipment was procured between March 2020 and November 2021 and shipped to support countries’ responses through a joint U.N. emergency initiative.

“Most of this equipment is expected to have ended up as waste,” the report’s authors said.

They noted that their estimate is only an indication of the scale of the waste problem and doesn’t take into account equipment acquired by countries outside the U.N. initiative or waste generated by the public through the purchase of items such as disposable masks.

A previous study by a group of researchers based in China and the United States last year found that some 8 million metric tons of pandemic-related plastic waste had been created by 193 countries, with about 26,000 tons of that ending up in the world’s oceans, where it threatens to disrupt marine life and further pollute beaches.

According to the WHO report, more than 140 million test kits, with a potential to generate 2,600 tons of noninfectious waste, mostly plastic, and some 731,000 liters of chemical waste — enough to fill a third of an Olympic-size swimming pool — have been shipped by the U.N. Meanwhile, more than 8 billion vaccine doses have been administered globally, producing 144,000 tons of waste in the form of syringes, needles and safety boxes.

“It is absolutely vital to provide health workers with the right PPE,” said Michael Ryan, executive director of the WHO Health Emergencies Program. “But it is also vital to ensure that it can be used safely without impacting on the surrounding environment.”

About 30 percent of health-care facilities — the majority of them in the least developed countries — are not equipped to handle pre-pandemic waste loads, let alone the coronavirus waste.

“This potentially exposes health workers to needle stick injuries, burns and pathogenic microorganisms, while also impacting communities living near poorly managed landfills and waste disposal sites through contaminated air from burning waste, poor water quality or disease carrying pests,” the WHO said.

U.S. bobsledder Elana Meyers Taylor tests positive for coronavirus at Beijing Olympics

BEIJING — Elana Meyers Taylor, the most decorated American female Olympic bobsledder in history, revealed in a social media post that she tested positive for the coronavirus on Saturday within the “closed loop” here, jeopardizing her ability to compete — although bobsled’s late placement on the Beijing 2022 schedule offers a shred of hope.

Meyers Taylor, 37, said she tested positive on Saturday in China, two days after she and her family — husband Nic Taylor, a fellow bobsledder and alternate for Team USA, and their nearly 2-year-old son Nico — arrived in the country. Because she is asymptomatic, she is quarantining at an official Beijing 2022 isolation facility and is required to test negative twice on different days to be released and allowed to compete.

Although the Olympics begin this week and the Opening Ceremonies are Friday, the bobsled competition doesn’t start until Feb. 13, with training runs starting Feb. 10 at the Yanqing National Sliding Centre.

Old NYC-looking hardware and still-locked GRS signal heads govern nothing more than a high tension wire line in an empty field in Whiting, Indiana. I'm not so sure this would have been the NYC alignment at this location, perhaps someone here can elaborate. The current ex-NYC mains the NS ties into are to the left of the camera by at least 80ft. or so.

The Thirty-Sixth Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from October 17 to October 19, 2016.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

The roses in the People's Garden

Plan

Rosarium History - Classification

Floribunda - new color range - Casting

Tree roses - new plantings - Pests - Winter Care

Rambling Roses - fertilizing, finishes

Shrub Roses - Rose Renner - Sponsorship - variety name

The history of roses in the People's Garden

The People's Garden, located between the Imperial Palace and the ring road is famous for its beautiful roses:

1000 standard roses

4000 Floribunda,

300 rambling roses,

(Also called Rose Park) 200 shrub roses.

Noteworthy is the diversity: there are about 400 varieties, including very old plants:

1859 - Rubens

1913 - Pearl of the Vienna Woods

1919 - Jean C.N. Forestier

The above amounts are from the Federal Gardens. My own count has brought other results:

730 tree roses

2300 Floribunda

132 rambling roses

100 shrub roses

That's about 3300 roses in total. Approx. 270 species I was able to verify. Approx. 50 rose bushes were not labeled. Some varieties come very often, others only once or twice.

Molineux 1994

Rubens 1859

Medialis 1993

Swan lake 1968

Once flourished here Lilac and Rhododendron bushes

1823 People's Garden was opened with the Temple of Theseus. Then made ​​multiple extensions.

The part of today's "Rosarium" along the Ring Road was built in 1862. (Picture fence 1874)

What is so obvious to today's Vienna, was not always so: most of the beds in the People's Garden originally were planted with lilac and rhododendron.

Only after the second World War II it was converted to the present generous rose jewelry.

Since then grow along the ring side creepers, high stem and floribunda roses. On the side of Heroes Square, with the outputs, shrub roses were placed, among which there are also some wild roses.

1889 emerged the Grillparzer Monument.

(All the pictures you can see by clicking the link at the end of the side!)

Rhododendrons, output Sisi Avenue, 1930

Classifications of roses

(Wild roses have 7 sheets - prize roses 5 sheets)

English Rose

Florybunda

Hybrid Tea Rose

Rambling Rose

At the Roses in the People´s Garden are hanging labels (if they do not fall victim to vandals or for souvenirs) with the year indication of breeding, the name of breeding and botanical description:

Hybrid Tea Rose (TB): 1 master, 1 flower;

Florybunda (Flb): 1 strain, many flowers;

English Rose (Engl): mixture of old and modern varieties Tb and Flb.

Called Schlingrose, also climbing rose

Florybunda: 1 strain, many flowers (Donauprinzessin)

Shrub Roses - Floribunda - Tree roses - Climbing Roses

Even as a child, we hear the tale of Sleeping Beauty, but roses have no thorns, but spines. Thorns are fused directly to the root and can not be easily removed as spines (upper wooden containers called).

All roses belong to the bush family (in contrast to perennials that "disappear" in the winter). Nevertheless, there is the term Shrub Rose: It's a chronological classification of roses that were on the market before 1867. They are very often planted as a soloist in a garden, which them has brought the name "Rose Park".

Hybrid Tea Rose: 1 master, 1 flower (rose Gaujard )

Other classifications are:

(High) standard roses: roses are not grafted near the ground, but at a certain strain level. With that, the rose gardener sets the height of the crown.

Floribunda roses : the compact and low bushy roses are ideal for group planting on beds

Crambling roses: They have neither roots nor can they stick up squirm. Their only auxiliary tool are their spines with which they are entangled in their ascent into each other

English Rose: mixture of old varieties, hybrid tea and Florybunda (Tradescanth)

4000 Floribunda

Floribunda roses are hardy, grow compact, knee-high and bushy, are durable and sturdy

There are few smelling varieties

Polyantha classification: a tribe, many small flowers; Florybunda: a tribe, many big blossoms

New concept of color: from red to light yellow

The thousands Floribunda opposite of Grillparzer Monument shimmer (still) in many colors. From historical records, however, is indicated that there was originally a different color scheme for the Floribunda than today: At the entrance of the Burgtheater side the roses were dark and were up to Grillparzer monument ever brighter - there they were then already white.

This color range they want again, somewhat modified, resume with new plantings: No white roses in front of the monument, but bright yellow, so that Grillparzer monument can better stand out. It has already begun, there was heavy frost damage during the winter 2011/12.

Colorful roses

2011: white and pink roses

2012: after winter damage new plantings in shades of yellow .

Because the domestic rose production is not large enough, the new, yellow roses were ordered in Germany (Castor).

Goldelse, candlelight, Hanseatic city of Rostock.

Watering

Waterinr of the Floribunda in the morning at 11 clock

What roses do not like at all, and what attracts pests really magically, the foliage is wet. Therefore, the Floribunda roses are in the People's Garde poured in the morning at 11 clock, so that the leaves can dry thoroughly.

Ground sprinklers pouring only the root crown, can not be used because the associated hoses should be buried in the earth, and that in turn collide with the Erdanhäufung (amassing of earth) that is made for winter protection. Choosing the right time to do it, it requires a lot of sense. Is it too early, so still too warm, the bed roses begin to drive again, but this young shoots freeze later, inevitably, because they are too thin.

1000 Tree roses

Most standard roses are found in the rose garden.

During the renovation of the Temple of Theseus the asphalt was renewed in 2011, which was partially only a few centimeters thick, and so was the danger that trucks with heavy transports break into. Due to this construction site the entire flower bed in front had to be replaced.

Now the high-stem Rose Maria Theresia is a nice contrast to the white temple, at her feet sits the self-cleaning floribunda aspirin. Self-cleaning means that withered flowers fall off and rarely maintenance care is needed.

Pink 'Maria Theresa' and white 'aspirin' before the temple of Theseus

Standard tree rose Maria Theresa

Floribunda aspirin

The concept of the (high) standard roses refers to a special type of rose decoration. Suitable varieties of roses are not grafted near the ground, but at a certain height of the trunk. With that the rose gardener sets the height of the crown fixed (60 cm, 90 cm, 140 cm)

Plantings - Pests - Winter Care

Normally about 50 roses in the People's Garden annually have to be replaced because of winter damages and senility. Till a high standard rose goes on sale, it is at least 4 years old. With replantings the soil to 50 cm depth is completely replaced (2/3 basic soil, 1/3 compost and some peat ).

Roses have enemies, such as aphids. Against them the Pirimor is used, against the Buchsbaumzünsler (Box Tree Moth, Cydalima perspectalis) Calypso (yet - a resistance is expected).

In popular garden roses are sprayed with poison, not only when needed, but also as a precaution, since mildew and fire rose (both are types of fungi) also overwinter.

Therefore it is also removed as far as possible with the standard roses before packing in winter the foliage.

Pest Control with Poison

The "Winter Package " first is made with paper bags, jute bags, then it will be pulled (eg cocoa or coffee sacks - the commercially available yard goods has not proven).

They are stored in the vault of the gardener deposit in the Burggarten (below the Palm House). There namely also run the heating pipes. Put above them, the bags after the winter can be properly dried.

Are during the winter the mice nesting into the packaged roses, has this consequences for the crows want to approach the small rodents and are getting the packaging tatty. It alreay has happened that 500 standard roses had to be re-wrapped.

"Winter Package" with paper and jute bags

300 ambling roses

The Schlingrosen (Climbing Roses) sit "as a framing" behind the standard roses.

Schlingrose pearl from the Vienna Woods

Schlingrose Danube

Schlingrose tenor

Although climbing roses are the fastest growing roses, they get along with very little garden space.

They have no rootlets as the evergreen ivy, nor can they wind up like a honeysuckle. Their only auxiliary tool are their spines with which they are entangled in their ascent mesh.

Climbing roses can reach stature heights of 2 to 3 meters.

4 x/year fertilizing

4 times a year, the soil is fertilized. From August, but no more, because everything then still new drives would freeze to death in winter. Well-rotted horse manure as fertilizer was used (straw mixed with horse manure, 4 years old). It smelled terrible, but only for 2 days.

Since the City of Vienna may only invest more plant compost heap (the EU Directive prohibits animal compost heap on public property), this type of fertilization is no longer possible to the chagrin of gardeners, and roses.

In the people garden in addition is foliar fertilizer used (it is sprayed directly on the leaves and absorbed about this from the plant).

Finishes in the Augarten

Old rose varieties are no longer commercially available. Maybe because they are more sensitive, vulnerable. Thus, the bud of Dr. F. Debat already not open anymore, if it has rained twice.

Roses need to be replaced in the People's Garden, this is sometimes done through an exchange with the Augarten Palace or the nursery, where the finishes are made. Previously there were roses in Hirschstetten and the Danube Park, but the City of Vienna has abandoned its local rose population (not to say destroyed), no exchange with these institutions is possible anymore.

Was formerly in breeding the trend to large flowers, one tends to smell roses again today. Most varieties show their resplendent, lush flowers only once, early in the rose-year, but modern varieties are more often blooming.

200 shrub roses

Some shrub roses bloom in the rose garden next to the Grillparzer Monument

Most of the shrub or park roses can be found along the fence to Heroes' Square. These types are so old, and there are now so many variations that even a species of rose connoisseurs assignment is no longer possible in many cases.

The showy, white, instensiv fragrant wild rose with its large umbels near des Triton Fountain is called Snow White.

Shrub roses are actually "Old Garden Roses" or "old roses", what a time

classification of roses is that were on the market before 1867.

Shrub roses are also called park roses because they are often planted as a soloist in a park/garden.

They grow shrubby, reaching heights up to 2 meters and usually bloom only 1 x per year.

The Renner- Rose

The most famous bush rose sits at the exit to Ballhausplatz before the presidential office.

It is named after the former Austrian President Dr. Karl Renner

When you enter, coming from the Ballhausplatz, the Viennese folk garden of particular note is a large rose bush, which is in full bloom in June.

Before that, there is a panel that indicates that the rose is named after Karl Renner, founder of the First and Second Republic. The history of the rose is a bit of an adventure. President Dr. Karl Renner was born on 14 in December 1870 in the Czech village of Untertannowitz as the last of 18 children of a poor family.

Renner output rose at Ballhausplatz

He grew up there in a small house, in the garden, a rose bush was planted.

In summer 1999, the then Director of the Austrian Federal Gardens, Peter Fischer Colbrie was noted that Karl Renner's birthplace in Untertannowitz - Dolni Dunajovice today - and probably would be demolished and the old rosebush as well fall victim to the demolition.

High haste was needed, as has already been started with the removal of the house.

Misleading inscription " reconstruction"?

The Federal Gardens director immediately went to a Rose Experts on the way to Dolni Dunajovice and discovered "as only bright spot in this dismal property the at the back entrance of the house situated, large and healthy, then already more than 80 year old rose bush".

After consultation with the local authorities Peter Fischer Colbrie received approval, to let the magnificent rose bush dig-out and transport to Vienna.

Renner Rose is almost 100 years old

A place had been found in the Viennese People´s Garden, diagonal vis-à-vis the office where the president Renner one resided. On the same day, the 17th August 1999 the rosebush was there planted and in the following spring it sprouted already with flowers.

In June 2000, by the then Minister of Agriculture Molterer and by the then Mayor Zilk was a plaque unveiled that describes the origin of the rose in a few words. Meanwhile, the "Renner-Rose" is far more than a hundred years old and is enjoying good health.

Memorial Dr. Karl Renner : The Registrar in the bird cage

Georg Markus , Courier , 2012

Sponsorships

For around 300 euros, it is possible to assume a Rose sponsorship for 5 years. A tree-sponsorship costs 300 euros for 1 year. Currently, there are about 60 plates. Behind this beautiful and tragic memories.

If you are interested in sponsoring people garden, please contact:

Master gardener Michaela Rathbauer, Castle Garden, People's Garden

M: 0664/819 83 27 volksgarten@bundesgaerten.at

Varieties

Abraham Darby

1985

English Rose

Alec 's Red

1970

Hybrid Tea Rose

Anni Däneke

1974

Hybrid Tea Rose

aspirin

Florybunda

floribunda

Bella Rosa

1982

Florybunda

floribunda

Candlelight

Dagmar Kreizer

Danube

1913

Schlingrose

Donauprinzessin

Doris Thystermann

1975

Hybrid Tea Rose

Dr. Waldheim

1975

Hybrid Tea Rose

Duftwolke

1963

Eiffel Tower

1963

English Garden

Hybrid Tea Rose

Gloria Dei

1945

Hybrid Tea Rose

Goldelse

gold crown

1960

Hybrid Tea Rose

Goldstar

1966

deglutition

Greeting to Heidelberg

1959

Schlingrose

Hanseatic City of Rostock

Harlequin

1985

Schlingrose

Jean C.N. Forestier

1919

Hybrid Tea Rose

John F. Kennedy

1965

Hybrid Tea Rose

Landora

1970

Las Vegas

1956

Hybrid Tea Rose

Mainzer Fastnacht

1964

Hybrid Tea Rose

Maria Theresa

medial

Moulineux

1994

English Rose

national pride

1970

Hybrid Tea Rose

Nicole

1985

Florybunda

Olympia 84

1984

Hybrid Tea Rose

Pearl of the Vienna Woods

1913

Schlingrose

Piccadilly

1960

Hybrid Tea Rose

Rio Grande

1973

Hybrid Tea Rose

Rose Gaujard

1957

Hybrid Tea Rose

Rubens

1859

English Rose

Rumba

snowflake

1991

Florybunda

snow white

shrub Rose

Swan

1968

Schlingrose

Sharifa Asma

1989

English Rose

city ​​of Vienna

1963

Florybunda

Tenor

Schlingrose

The Queen Elizabeth Rose

1954

Florybunda

Tradescanth

1993

English Rose

Trumpeter

1980

Florybunda

floribunda

Virgo

1947

Hybrid Tea Rose

Winchester Cathedral

1988

English Rose

Source: Federal leadership Gardens 2012

Historic Gardens of Austria, Vienna, Volume 3 , Eva Berger, Bohlau Verlag, 2004 (Library Vienna)

Index Volksgartenstraße

www.viennatouristguide.at/Altstadt/Volksgarten/volksgarte....

The Thirty-Fourth Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from November 16 to November 18, 2015.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

The Thirty-Fifth Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from April 25 to April 27, 2016.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

The indication is "pot of gold" as a rainbow forms between a set of signals on the UP mainline in eastern Iowa on 7-12-14.

The Thirty-Third Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from March 16 to March 20, 2015.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

The Thirty-Fifth Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from April 25 to April 27, 2016.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

Past recollections of a former railway are only, at best, as good as the time of the visit, or visits.

My early recollections date from the 1960s with trips to Sutton Oak Locomotive Shed, parts of the

railway to Widnes, St Helens Glassworks and the Ravenhead Colliery included. Any indication of

stationary engine worked incline on the railway between St Helens and Widnes were not then

apparent.

Subsequent research since that time has revealed a railway with a complex history that stretches

back to 1829 when proposals for a railway linking the Mersey at Runcorn Gap directly with the

coal mines at St Helens were made. These collieries were already served by the Sankey Navigation,

but the new proposal promised a shorter route and a new wet dock at Widnes.

By November 1829 Charles Blacker Vignoles was preparing plans for the railway and the

application to parliament.1 Vignoles was engineer for both the Wigan Branch Railway and the St

Helens & Runcorn Gap Railway (appointed at salary of £650 per annum for each railway in June

1830)2 and proceeded with both these schemes at the same time arranging construction after

their respective acts were granted in 1830.

Shares were set at £100 each of £120,0003 needed for the railway to be made and a subscription

was arranged. The bill passed through parliament and received royal assent on May 29th, 1830.

The wording was:

1 Manchester Mercury, November 10th

, 1829

2 Life of Charles Blacker Vignoles by Olynthus Vignoles p 142

3 Capital of £170,000 was reported in Edwards Baines Directory of Lancashire 1836

2

An act for making a colliery from Cowley Hill Colliery in the parish of Prescott and county

palatine of Lancaster to Runcorn Gap in same parish (with several branches) and for

constructing a wet dock at termination of said railway at Runcorm Gap.4

There were various clauses to note:

19 lands or works of Liverpool and Manchester railway not to be interfered with without

consent

122 ships of war and vessels etc employed in his majesty’s service in the conveyance of

officers, soldiers, or horses, arms, ammunition or baggage not to be interfered with, or of

and ordnance, barracks or commissariat stores not to be interfered with or vessels in the

service of ordnance, customs or excise, or postmaster general exempted from toll

176 saving the rights of the Duchy of Lancaster

177 saving the rights of the Liverpool and Manchester Railway co, Mersey and Irwell and

Sankey canal companies

178 saving the rights of Liverpool

Corporation and the Dock Trustees

Peter Greenall was appointed chairman of the company with John Witley, as clerk and solicitor,

and many advertisements for the company had the name of Harmood Banner, Treasurer,

Commerce Court, Lord Street, Liverpool. C B Vignoles, provided estimates at his Liverpool office.

An early advert was for rails and pedestals which appeared in several newspapers for June 1830.

Contract for railway iron

Persons desirous of contracting for wrought iron rails and cast iron pedestals which may be

required for the St Helens & Runcorn Gap Railway, may obtain specifications on application

(if by letter post paid) to Mr C Vignoles, engineer at his office No 100 Bold Street, Liverpool,

Sealed tenders must be sent into the treasurer on or before July 6th next

HARMOOD BANNER, Treasurer

17th June 18305

The appointment of directors and determining a line for work to start was arranged and

mentioned at a general meeting of the Company held in July 1830. Work was set to start at Broad

Oak where the junction with the Liverpool and Manchester Railway was planned to be made and

at the Widnes end of the line.6 The task of construction of building the railway was let in 3

contracts, at first. But, the precise progress of construction is one that remains unclear, at present.

This was a railway that began at Cowley Hill Colliery, which was placed at Windle, St Helens and

proceeded south east through to Sutton Oak and the branch railway that ran south west from

Broad Oak Colliery Parr, St Helens. Near Sutton Oak was the junction with the link to the Liverpool

& Manchester Railway, the railway then ascended an incline to a summit level, which was worked

by a stationary engine. The railway then proceeded due south towards the top of the Widnes

incline where there was another stationary engine and then the railway descended again towards

Widnes and crossed the Sankey Navigation by a swing bridge to terminate in a wet dock beside

the Mersey where flats and other vessels were loaded with coal, the principal cargo for the line.

4 11th Geo IV Cap LXI May 29th, 1830

5 Aris’s Gazette June 28th, 1830

6 Manchester Courier, July 30th

, 1830

3

Contract No 1 seems to be the work started north of the Liverpool and Manchester Railway

towards Cowley Hill and Broad Oak Collieries. Lot 2 was advertised in September 1830 for the

railway from the Liverpool & Manchester line to the brook below the Horns Public House at

Widnes.7 The third contract was from the Horns Public House to Widnes Docks.8

Widnes Dock construction began with the request for building stone to Vignoles specification,

which was followed by offers to tender to build the docks at ‘Widnes Worth’ and the supply of a

24 HP steam engine to pump water from a depth of 25 feet as specified by Vignoles.9

The firm of Lee, Watson & Co, St Helens supplied a stationary engine for working the two incline

planes on the railway. Robert Dalgleish Junior, who then worked for Lee, Watson & Co was

involved in this contract .10 These inclines were called Sutton and Widnes with the Sutton incline

being of an inclination of 1 in 70.11

Priestley’s account of Navigable Canals and Railway, 1831 provided a detailed description of the

railway:

SAINT HELEN'S AND RUNCORN GAP RAILWAY.

11 George IV. Cap. 61

Royal Assent 29th May, 1830

The main line of railway commences from Cowley Hill Colliery, about two miles north of

the town of St. Helen's, from whence its course is southwardly by Gerrard's Bridge Colliery,

crossing the Sankey Brook Navigation near St. Helen's; thence by Peaseley Cross, Barton

Bank Colliery to Toad Leach, where it crosses the Liverpool and Manchester Railway. Its

course hence is by Tibbs Cross, Plumpton Mill, to the River Mersey at Widnes Wharf,

directly opposite the Old Quay Docks of the Mersey and Irwell Canal; crossing in its course

the line of the Sankey Brook Extension near its western termination. Adjoining and

communicating with the Mersey, a capacious wet dock, two hundred yards in length with

two openings with tide locks, is to be constructed, where ships and other vessels may

securely lie while waiting for cargoes. The length of this railway, embracing the amended

line from Runcott Lane towards Cowley Hill Colliery, is eight miles and seven furlongs ; and

there are thirteen branches which are together in length six miles, five furlongs and eight

chains, viz. the branch from near Tibbs Cross, in a northwest-wardly direction to the

Liverpool and Manchester Railway, at Elton Head Colliery, is one mile, five furlongs and

four chains in length ; another in a northwest-wardly direction, to join and communicate

with the Liverpool and Manchester Railway with greater facility, one furlong and five

chains in length ; and another branch from the same point, communicating with the above

railway to the east ward, two furlongs and five chains in length ; one from the north side of

the Liverpool and Manchester Railway, to communicate with it in a south west-wardly

direction, two furlongs and three chains in length , and another branch to the eastward,

with the same object, one furlong and five chains in length ; from near Barton Bank

Colliery, there is a branch to Broad Oak Colliery, in length seven furlongs and two chains ;

7 Liverpool Albion, September 13th 1830

8 Liverpool Albion, November 1st 1830

9 Liverpool Albion, November 15th, 1830

10 Life of Charles Blacker Vignoles, p144

11 Obituary Robert Dalgleish, Proceedings of the Institution of Civil Engineers, 1883 Vol LXXIV p 531

4

and from the last-mentioned branch there proceeds two collateral branches, one

proceeding northwards to the Sankey Brook Colliery, one furlong and five chains in length,

and another from the same point, in an eastwardly direction, to Ashton's Green Colliery,

being in length two furlongs and six chains. The branch to Ravenhead Plate Glass Works

quits the main line a short distance north of Peaseley Cross, and proceeds in a straight line

westwards, across a branch of the Sankey Brook Navigation to the works above-

mentioned, and is in length one mile and six chains; from this last -mentioned branch there

proceeds three collateral branches, viz. one by Sutton and Burton Head Collieries to

Dobson's Wood, which is in length six furlongs; another to the St. Helen's Plate Glass

Works, in length one furlong; and another to Messrs. Clare and Haddock's Colliery, in

length one furlong and one chain. From near the termination of the main line near Cowley

Hill, a branch proceeds in a north -eastwardly direction to Rushy Park Colliery, in length

four furlongs and six chains. The main line, as we have already stated , is eight miles and

seven furlongs in length, viz. from the Wet Dock to the Elton Head Colliery Branch, three

miles, five furlongs and five chains; thence to the two branches, communicating north -

eastwardly and north west-wardly with the Liverpool and Manchester Railway, one mile,

five furlongs and four chains; thence to where it crosses the Liverpool and Manchester

Railway, one furlong and four chains ; from the Liverpool and Manchester Railway to the

two branches which communicate with it south west-wardly and south eastwardly , one

furlong and one chain ; thence to the Ravenhead Plate Glass Works Branch , one mile and

six furlongs ; from the last-mentioned branch to where the Rushy Park Colliery Branch

leaves the main line, one mile, one furlong and three chains; thence to its termination at

Cowley Hill Colliery, two furlongs and three chains, making the total length eight miles and

seven furlongs. From the wet dock the railway is designed to rise gradually 142 feet in

nearly one equal plane of four miles in length; and the next four furlongs and a half,

terminating at the place called the Clock Face, is level; from this place there is a descent of

70 feet in one mile and five furlongs by a gradual inclination; and from thence to its

termination there is a rise of 18 feet. The Elton Head Branch rises 44 feet in one inclined

plane to the Liverpool and Manchester Railway. The branch to Dobson's Wood has three

different inclinations, but altogether the rise from the Ravenhead Branch is 34 feet, and

the last-mentioned branch rises 50 feet. The Broad Oak Colliery Branch is nearly level; and

the other remaining branches are of so little moment as scarcely to call for further

description. This work was designed by C. B. Vignoles, Esq. civil engineer, who estimated

the cost at £119,980, which includes the sum of £ 31,620 for the wet dock, and £ 10,900

for contingencies. The act authorizing the execution of the above works received the King's

assent on the 29th May, 1830, and is entitled, ' An Act for making a Railway from the

Cowley Hill Colliery, in the parish of Prescot, to Runcorn Gap, in the same parish, with

several Branches therefrom , all in the county palatine of Lancaster, and ' for constructing a

Wet Dock at the termination of the said Railway at Runcorn Gap aforesaid .' The

subscribers, at the time the bill was in parliament, consisted of forty -one persons, who

were incorporated as ‘The Saint Helen's and Runcorn Gap Railway Company’, with power

to raise amongst themselves, the sum of £ 120,000 , (of which, £ 100,200 was subscribed

before the act was obtained ) in twelve hundred shares of £ 100 each ; and the whole is

directed to be subscribed before the work is commenced . If the above be insufficient, they

may raise by mortgage of the undertaking the further sum of £ 30,000. The act further

directs that the inside edges of the rails shall be 4 feet 8 inches apart, and the outside

edges 5 feet 1 inch ; and that the railway shall not cross the Liverpool and Manchester Rail

way on the same level, but either by a tunnel or by a bridge to be constructed under the

5

superintendence of the engineer of the Liverpool and Manchester Railway, and that there

shall be not less than three passing places in every mile.

During 1832 work on building the railway was proceeding with expectation of completion during

1832. The despatch of the ‘Rushey Park’ coal and what was considered a valuable coal for sale.

Through using sailing vessels the traffic could clear the customs house at Runcorn and pass

directly to Ireland. The coal was intended to be loaded directly from railway waggons into boats

which arrived on the morning tide and left by the evening tide.12

Plans for locomotive power were laid out by Charles Vignoles. He requested specifications which

included that the wheels were to be 54 inches in diameter, axles 5 inch diameter, cylinders 13 in x

20 inch stroke, weight with boiler not to exceed 8 tons, the engine to work with coal and the four

wheels to be moved. Boiler to be guaranteed to generate a power of not less than 2500lbs and

velocity of 10 mph, drawing 150 tons including its own weight and that of a tender at a rate of 5

mph up an inclination of 1 in 400. The Horseley Iron Company of Tipton agreed to supply three

locomotives to these specifications at a cheap price of just under £500 each. Their previous history

in engineering had included steam powered boats. It was a new business for them and they

employed Matthew Loam to design them. These 0-4-0 Tender Engines were called Greenall, St

Helens and third may have been called Runcorn.13

This was also a railway where horses were employed for haulage. Bertram Baxter mentions the

several stone block tramways and railways that linked with the Sankey Navigation, but does not

record any details of the St Helens Railway. Wishaw also fails to mention any details of the railway,

but as Vignoles was engineer his particular design of fastening to sleepers was probably adopted

at first and the sleepers were originally stone blocks.

14

A major structure was the crossing of the Liverpool & Manchester Railway by a stone bridge with

iron railings, which constructed had after an agreement was made between Vignoles and George

Stephenson, engineer for the Liverpool & Manchester Railway. This bridge was later replaced by

an iron girder bridge. An early sandstone stone bridge of 5 arches did remain which used to

convey the turnpike from Liverpool to Warrington over the St Helens railway.

12 Gores Liverpool General Advertiser April 12th, 1832

13 A History of Horseley, Tipton two centuries of engineering progress - J S Allen. Landmark Publication 1993

14 Life of Charles Blacker Vignoles, p 145

6

The Bridge over the Liverpool & Manchester Railway near Sutton Oak

Vignole’s Stone Bridge was apparently made to a high standard even if the rest of the railway was not.

Heartland Press Collection 523911

Opening of the railway was gradually accomplished and for the strict chronologist there must be a

question of when and how many times did occur, the published date of February 21st 1833 was

only one of them. The line between St Helens and St Helen Junction was completed by March

1832 and horse drawn passenger service is stated to have commenced from the First Station at St

Helens to St Helens Junction Railway on the Liverpool & Manchester Railway in September 1832.

The first coal traffic to Widnes Dock was made before December 1832 following a wager:

St Helens and Runcorn Gap Railway

On Wednesday last a train of coal waggons started from Broad Oak Collieries on the

Northern Extremities of St Helen’s and Runcorn Gap Railway and passed along the line to

the docks constructing at Runcorn Gap and were discharged into a vessel, which left the

docks on the following tide. Although the waggons travelled along the extreme length of

the line, it is not considered as a general opening, (which however will very shortly take

place), but resulted in a wager between a colliery proprietor and the engineer of the

Sankey Canal- the former gentleman persisting, that it would be possible to convey a vessel

load of coals to the Mersey by this railway before the 1st of December. It is needless to say

that this was accomplished. The train was accompanied by Peter Greenall, esq, the

chairman of the company, Thomas Kidd of Widnes and several other directors of the line

under the direction of George Thornton, the resident engineer of the railway and docks.

These gentlemen were accompanied by the highly respected contractors for the line messr

Nowell, Thornton & Seed together with an number of workmen and the inhabitants in the

neighbourhood of the railway.15

This useful notice names George Thornton as resident engineer for the railway and docks and also

gives the names of the contractors for the railway as Nowell, Thornton & Seed.

Another ‘opening’ was quoted in early January 1833 when a coal train passed onto the Liverpool &

Manchester Railway. Yet the docks remained uncompleted, and during the month of August 1833

15 Liverpool Albion December 3rd 1832

7

seems to be a date for the practical completion of the railway and docks. It was in August that the

railway was announced as completed along with the branch roads to the collieries. It was reported

that the St Helens and Runcorn Gap Railway has been silently pursuing its operations for the last

two or a little more years and may be said to be now completed and fairly open for business.

During the last month the transit of coals from the collieries in the neighbourhood of St Helens to

the dock at Widnes Marsh has increased and it is uncommon to send down the line and ship

between 400 to 600 tons per day and it is calculated to ship up to 1200 and 1500 tons per day and

the dock can admit vessels of up to 300 tons burden. The locomotives were powerful are capable

of hauling 150 to 200 tons of coal at a time at a speed of from 8 to 10 mph.

16

The original locomotive stock was confined to only certain parts of the line through the central

inclines enforcing rope haulage which limited their use. However Vignoles had a clear concern

over the working of the original three Horseley locomotives. He thought that they were complete

failures in the mechanical arrangement, but noted they were cheap engines. In the first week or

two of their working on the railway the railway company seldom had more than one out of the

three at work together, the others being laid up for continual repairs. He did not state this as a

reproach against the Horseley Company, but had concerns that cheap engines do no credit either

to makers or to companies!17

Matthew Loam had by that time left the Horseley Company to work for the Vulcan Foundry at

Newton Le Willows and was replaced at Horseley by Isaac Dodds. It was Dodds that superintended

the construction of another locomotive called either Monarch or Mersey. This locomotive was also

a four coupled tender locomotive but had inside cylinders. Dodds also then was responsible for

building the Star, a 2-2-0 tender locomotive for the Liverpool & Manchester Railway, but that

engine did not enter service with them. A collision with another locomotive Caledonia had fatal

consequences for the Horseley Company engine man Ralph Thompson and return of the damaged

locomotive to the makers.

The St Helens & Runcorn Gap Railway also chose to purchase three engines made by the London

firm of Braithwaite & Erickson. These were all of the vertical boiler type. The first was the

unsuccessful candidate for the Rainhill Trials, the Novelty, which had been rebuilt by Robert

Dagliesh senior before passing onto the St Helens Railway. The other two were the William IV and

Queen Adelaide who had been also built for the Liverpool & Manchester Railway but were not

taken into stock. The less onerous demands of the St Helens Railway probably ensured their

continued existence and purchase at a cheaper cost assisted the St Helens Railway finances.

Freight traffic continued to increase and remained principally coal, although there was some

return merchandise traffic such as copper ore. In addition to freight traffic also included passenger

coaches attached to freight trains. The passenger traffic was handicapped through the inclines,

however.

16 Liverpool Standard and General Commercial Advertiser August 16th, 1833

17 A History of Horseley, Tipton two centuries of engineering progress - J S Allen. Report of letter from Vignoles

November 26th 1833

8

Finance was a clear factor that led to St Helens Railway looking for additional sources of money. In

1834 an act was granted to enable the St Helens Railway to raise additional money (£40,000)

through mortgage.18

Several accidents occurred on both the Widnes and Sutton planes. In 1835 there was a fatal

accident caused through a rope breaking on the Widnes Plane.19

Passengers travelling along the railway, in 1835, was described by Sir George Head in a book

entitled ‘Home Tour Through the Manufacturing Districts of England’ His journey on the line began

with taking the horse drawn carriage from St Helens Junction to the original passenger station at

St Helens where he visited a copper works and a plate glass works:

Being on my way to St. Helens, I was discharged, together with seven or eight other

passengers, from within one of the carriages of the train from Liverpool to Manchester, at

the foot of the Sutton inclined plane, on the railroad, and as the train from Manchester

had not yet made its appearance, we waited here about half an hour. So soon as both

squads of passengers had arrived from either end of the line, we all got into one large

covered vehicle, and were dragged at a foot pace, by a single horse, along the branch

railroad, about a mile in length, that leads to the town. Nothing can afford a more striking

contrast, in point of celerity and convenience to passengers, than these newly - formed

branch railroads with those on a well-established line; neither is this difference a

disparagement to the undertaking but frequently inseparable from an early stage of

proceedings. At all events, the present mode of conveyance was as disagreeable and as

slow as can well be imagined. Large quantities of coal are sent from St. Helens to the banks

of the Mersey by the Sankey Canal, from whose basin, which is of considerable extent, the

vessels enter the river at Runcorn. By the new railroad also numerous coal waggons are

continually despatched in a parallel direction, the proprietors having extensive premises

and a commodious dock- basin adjoining the other, for the convenience of the Liverpool

small craft attending to receive cargoes. A great deal of this coal goes to Ireland.

Sir George Head then gave a graphic description of what it was like to travel as a passenger to

Runcorn on the railway:

BRANCH RAILROAD FROM ST. HELENS TO RUNCORN.

It behoves not those people to whom time is of value, to travel by the railroad from St.

Helens to Runcorn; for it by no means follows, that because arrangements have been made

to convey trains of coal-waggons from one end of a line to the other, accidental passengers

are to be equally favoured in their transit. In fact, the transport of passengers on these

branch railroads seems almost altogether a matter of accommodation, which people are

willing to receive, under any restrictions, rather than be left behind; at the same time, it is

worth considering why any undertaking, be it what it may, if not intended to be done well,

is attempted to be done at all. I started from St. Helens on my way to Runcorn by the

railroad, (fortunately one fine afternoon, as the time expended in travelling the eight miles

was very nearly three hours,) in the same vehicle, drawn by one horse, in which I had

18 4 & 5 William IV Cap iii, Act to enlarge the powers and provisions of the St Helens & Runcorn Gap Railway

Company, March 26th 1834

19 Evening Chronicle February 15th, 1835

9

arrived. Having crossed the Liverpool and Manchester line, we had not proceeded more

than a mile and a half, when the driver suddenly pulled up and demanded six pence, the

expense of my conveyance for the part of the distance already performed; I therefore

ventured to ask by what means I was likely to accomplish the remainder. The man replied

that I must wait on the road, where we then were, while he went back to the Liverpool and

Manchester line to wait for the trains and bring more passengers; adding, in a consolatory

tone, he would not be absent more than an hour. I actually waited an hour, plus one

quarter, at the bottom of an inclined plane, which, being surmounted, the carriages

descend the declivity, on the other side, by their own gravity. At the top is a stationary

engine, which draws them up, by help of an endless rope. As the laden carriages are thus

raised, an iron skid is attached to the last, to prevent accident, in case the rope should

chance to break; and a low small carriage follows the laden ones, in which a man sits,

whose sole business is to attend this skid. Arrived at the top of the inclined plane, the man

removes the skid into his own vehicle, and taking charge, at the same time, of a set of

empty carriages, down they go altogether back again à la montagnes Russes. Therefore,

having nothing to do, I amused myself, while waiting for my conveyance, by accompanying

this man a few trips up and down, though a few experiments were quite sufficient, till I

perceived the carriage, on its return from its expedition, crawling slowly along towards the

bottom of the inclined plane, where it was taken in charge by the dragsman, and being

detached from the horse, was fixed behind a train of laden coal waggons, and drawn to the

top. Not a single passenger had arrived from the Liverpool and Manchester trains, so that

the delay (of some importance at least as far as regarded numerous coal waggons some

time since ready to proceed to Runcorn) was to no purpose. A heavy-looking old man now

took charge, and commenced business by demanding nine pence, the remainder of my

fare to Runcorn. Under this person's guardianship, it was necessary to descend the inclined

plane, which was not altogether agreeable, as some consequence is to be attached to the

management of the brake, the only countervailing power, on the occasion, to the impulse

of gravity; and somehow or other, I had an apprehension that this old man would run us

down too fast. However, as it happened in the result, though fault there was, it was on the

opposite side, for he went down too slow. The engine- man, instead of taking the vehicle,

as is usual, in tow to follow in the rear, proposed instead to place it in front, and so, as it

were , dragging after him a heavy train of laden coal waggons, push it, or rather kick it

along ; and matters being thus disposed, we began to descend the declivity. The carriage

was a sort of hermaphrodite vehicle, one part open and the other closed. I took my station

in the open part, which was behind, so that, as I sat with my back to the direction of our

motion, I had a full view of everything that followed on the line, particularly of our engine

and its train of coal waggons, which had halted at the top, in order to allow the old

gentleman in charge sufficient time to get down. In short, as we descended the declivity,

my face was in the same direction as that of an outside passenger who sits behind with his

back to the stage- coach. The engine-man having given the other what he imagined all

necessary law, and underrating the celerity of his own movement, in the meantime came

trundling along down the hill after us at a winning pace. I immediately saw that collision

was inevitable, and a tremendous thump we got from the huge body, weighing at least

forty tons, that followed in our wake, and impinged upon us with such force that, no

matter what became of the old man, I having miscalculated in a hurry the direction of the

impulse, though not in the least hurt, was thrown violently out of my seat. We were now

taken in tow, for a short distance, by a second engine, after which it became necessary to

walk a mile and a half from the railway station to the Mersey, and, finally, with

10

considerable delay, to cross that river at the established ferry, previously to our arrival at

the town of Runcorn.

At this time the St Helens & Runcorn Gap Railway concentrated on the freight traffic and those

who chose to use the limited passenger accommodation did so with considerable inconvenience.

For this company the next important step was to find a suitable manager for the railway, during

1837 they advertised for a person, or persons, to work the traffic.

To engineers, contractors and others

The directors of the St Helens and Runcorn gap railway are willing to contract for the

proper and efficient working of the road for one two or three years from January 1st 1838

The road is seven miles in extent with several branches to several collieries. It requires six

strong locomotives to be kept in good working condition

Tenders to be sent on or before Saturday October 14th

Harmood Banner, treasurer

Harrington Chambers, New John Street, Liverpool

27th September 1837

20

That position was taken by Robert Dagliesh Junior and John Smith who had this role through to

1848. They also had an engine factory and locomotive establishment at Sutton near the junction

with the branch to the Liverpool and Manchester Railway. The inherited stock of 6 locomotives, in

1838, were maintained and reconstructed by Dagliesh and probably even after 1848 at the original

Sutton Works. Nine locomotives were reported on the railway at the time of the Gauge

Commissioners reports of 1846.

Engine Manufactory at Sutton

The factory was placed between the main line and branch to St Helens Junction Station

Reproduced from the 6 in Ordnance survey map 108 surveyed in 1846 & 1847

Coal traffic continued to increase, but a strike by colliers did affect trade in 1844. There was also a

determination to improve passenger traffic. In 1844 the directors chose to purchase the Sankey

Brook Navigation. Following the act of 184521 that sanctioned the purchase and merger of

interests. Serious competition for traffic had affected both the prosperity of the railway and the

20 Liverpool Standard and General Commercial Advertiser September 29th 1837

21 8

th and 9 Vict, 21st May 1845

11

navigation and the purchase of the navigation proved to be one of mutual benefit and enabled the

railway to gather finance to progress.

The name of the company was changed to the St Helens Railway & Canal Company. Further

railway extensions were planned which were also authorised by parliament. At the same time

authority to reduce the inclines was given. Work began with the Sutton Incline and then the

Widnes Incline was reduced and those changes made through locomotive working between St

Helens and Widnes possible. Passenger traffic increased in consequence.

John Meadow Rendel, engineer, was consulted on improving Widnes docks and the inclines, and

the company then decided to purchase land at Garston to make new docks, build a sea wall and

reclaim part of the river bed.22

There also followed a considerable period of railway expansion. In 1846 preparations were made

for a railway from Runcorn Gap (Widnes) to Garston Docks, 73⁄4 miles long. The application of 1847

was for a railway to Blackrock and Warrington and included the reduction of the inclines led to an

act in July that year:

Act for the St Helens Railway and Canal Company to make branch railways to Warrington

and Blackbrook and to make certain alterations in the railway and also to take lease of

Rainford Branch from the London & North Western Railway.23

Sutton incline reduction was completed at a cost of £12,000.24 By the Annual Meeting of 1849,

Gilbert Greenall had replaced Peter Greenall as Chairman and with profits increasing the

accumulated fund had reached £9513 and an additional calls on shares was made. The contract

for the Blackbrook Branch was let and was expected to be completed by October 1849. The

contract had been let to reduce the Widnes Incline, make a branch railway to Royal Colliery and

for a short extension at St Helens.25

December 1849 marked the completion, and opening, of the ‘Short Extension’ at St Helens which

was in fact the completion of the railway from the original passenger station to a new passenger

terminus. The initial inspection by the Board of Trade found an incomplete railway.

ST HELENS EXTENSION

Railway Commissioners' Office, October 27, 1849

To Capt. Harness, R.E

Sir, I have the honour to report to you, for the information of the Commissioners, that on

Thursday, the 25th instant, I inspected the extension of the St. Helen's Railway into the

town of St. Helen's. The length of this extension is 214 chains. It has been constructed

without any authority from Parliament, on land belonging to the Company. The line crosses

no public road, but there is one private road and a colliery tramway, which it crosses by

22 A Regional History of the Railways of Great Britain, volume 10, the North West. Geoffrey Holt, David and

Charles 1978 p 62

23 Cap CCLXXI 1847

24 Liverpool Albion March 19th 1849

25 Sun, London ,August 3rd 1849

12

level-crossings, with the consent, as I am informed, of the parties concerned. The whole

extension is on an embankment, formed of ashes and cinders from neighbouring factorie;

the material appears to stand very well. The line crosses the Sutton Brook by a stone arch

of a semi-circular form, 14 feet in span. It also crosses the Sankey Canal, which belongs to

the Railway Company, by a swivel bridge. I believe both these bridges to be sufficiently

strong ; and I do not anticipate any difficulty in the working of the swivel- bridge, for both

railway and canal are under the same direction ; and the Company's regulations are, that

the bridge shall always be set for the trains, and only opened for boats at times when no

trains are expected, and after signals shall have been made to stop any unexpected train

that might arrive. The station arrangements at the new terminus are not yet complete;

neither platform nor signals being ready. At the swivel- bridge, also, the signal is not yet in

place. The permanent way is not properly adjusted. At the junction with the old line, the

plans sent to this department show a curve of 74 chains radius; but on going over the line

it appeared to me that a much sharper curve had in some places been used; and, on taking

measurements to ascertain the true radius, I found that at one place it was under 3 chains.

I attribute this, however, not to any intention of laying out such a sharp curve, but to haste,

or a want of proper attention to preserve the uniformity of the one intended. The rail used

weighs 65 lb. to the yard. This is a light rail, but the traffic will not be heavy, and the speed

will necessarily be slow. It is laid in 16 feet lengths, with cross-sleepers 4 feet apart - a wide

bearing for such a light rail. The fencing of the line is incomplete, one side being wholly

uncovered. The road level crossing only provided with gate one side only

I am of the opinion that before this extension can be opened for safety for public traffic it

will be necessary,

1. To re- adjust the permanent way.

2. To complete the station arrangements at the new terminus.

3. To place signals at the terminus, and at the swivel- bridge.

4. To complete the fencing

5. To put a second gate to the private level -crossing.

I would therefore recommend that the opening of this extension be postponed ; as, in my

opinion, it would at present be attended with danger to the public, by reason of the

incompleteness of the works, and of the permanent way. In conclusion, I beg to inform you

that, in going over the old portion of the St. Helen's Railway, from the junction with the

North Western Railway to the old terminus at St. Helen's, I remarked that the permanent

way was in very bad order, and that some of the junctions with the coal- lines were

effected in a very rough way, by means of shifting rails. I am of opinion that a line for

passenger traffic should not be allowed to remain in such a state, I have, &c,

R. M. LAFFAN , &c . & c. Capt. Royal Engineers.

Such a report led to general improvements and the opening on December 18th 1849, but is a

reflection of how much that was required to be done to the railway on a general basis.

The line to Garston was opened for traffic on July 1st 1852 as far as Garston passenger station and

from there coach transfer was made available to Liverpool. In August 1852 the Board of Trade

authorised the remaining section to be opened to Garston Docks, but the Docks were not finished

until June 1853, when freight traffic commenced. The railway was opened from Runcorn Gap to

13

Warrington (White Cross) 53⁄4 miles on February 1st 1853 and was completed to Warrington Arpley,

2 miles, in 1854. Rendell is stated to be the engineer26 and a Mr Court the resident engineer.

27

Such work was considered important to the Board of Trade as is explained in the following report:

To Captain Galton RE

Manchester, August 30, 1852.

I HAVE the honour to report to you, for the information of the Lords of the Committee of

Privy Council for Trade, that I this day inspected the Garston branch of the St. Helen's

Railway. This branch commences at its junction with the Warrington branch of the same

railway (which is now in the course of construction), a few chains to the eastward of the St.

Helen's and Runcorn Gap Railway; it then crosses the latter railway on the level, and also

forms a junction with it, and runs westward to a new dock the St. Helen's Company are

constructing at Garston, about four miles higher up the river than the Liverpool docks. The

length of the branch is 7 miles and 35 chains, of which 20 chains lie to the eastward of the

junction with the St. Helen's and Runcorn Gap line. Captain Wynne, in his report dated

28th June last, stated, that the portion of the branch included between the junction with

the St. Helens and Runcorn Gap Railway and a point eighteen chains eastward of the

Garston terminus was in a fit state to be opened with safety for the conveyance of

passengers , but that the portion to the eastward of the point of junction with the St.

Helen's and Runcorn Gap Railway, as also the other portion extending eighteen chains to

the eastward of the Garston terminus, could not, from the incompleteness of the

permanent way, be opened with safety to the public. I have the honour to inform you that

the portion extending eighteen chains to the eastward of the Garston terminus is now

complete in every respect affecting the safety of the public, and can therefore be opened

at once. With reference to that portion which lies to the eastward of the point of junction

with the St. Helen's and Runcorn Gap Railway, I have the honour to report to you that it

would be useless to the Company to open it till the Warrington branch, with which it forms

a connecting link, is completed; and I forward herewith a letter from the secretary of the

company withdrawing all notice as to the opening of that portion of the Garston branch.

The secretary informs me that it is the intention of the Company to send fresh notices in

the place of those now withdrawn, at the same time that notices are sent of the intention

to open the Warrington branch. The Garston branch and the Warrington branch of the St.

Helen's Railway are far more important lines of communication than might be supposed

from their designations. Another company, in close alliance with the St. Helen's, are about

to construct that portion of the Lancashire and Cheshire Junction line which lies between

Warrington and Altrincham, and which had been abandoned by the latter company ; and

then the Manchester and Altrincham Railway, the Altrincham and Warrington, and the

Warrington and Garston branches of the St. Helen's Railway will afford an excellent line of

communication between Manchester and the St. Helen's Company's new dock on the

Mersey . The dock covers at present six acres of ground, with a depth of water at the

entrance of from sixteen to twenty feet at high tides; and from the facilities the Company

will have it in their power to afford, in consequence of the unity of management between

26 A Regional History of the Railways of Great Britain, volume 10, the North West. Geoffrey Holt, David and

Charles 1978 p86

27 Liverpool Standard and General Commercial Advertiser August 3rd, 1852

14

the docks and the line, as also from the absence of dock dues, it is probable that this may

become a favourite line of communication between the manufacturing districts and the

shipping of the Mersey. In inspecting the Warrington branch it might be advisable to bear

this in mind, and consider it, not as a mere branch of a secondary line, but as a link in what

will most probably become an important line of communication.

I have, & c..

R. M. LAFFAN Capt. Royal Engineer

Permission to open the line to the joint station at Warrington was given in April 1854

SAINT HELEN'S CANAL AND RAILWAY

Railway Department, Board of Trade,

April 24, 1854.

SIR, I HAVE the honour to acquaint you, for the information of the Lords of the Committee

of Privy Council for Trade, that I have inspected a portion of the St. Helen's Railway

extending from a point near the temporary station at Warrington to the permanent station

at the same place, which is a joint station with the Warrington and Stockport Railway. The

length of the new portion is 45-75 chains. I am of opinion that the double line of rails

above described may be opened without danger to the public using the same.

I am , &c. GEORGE WYNNE, Railway Department, Board of Trade. Captain Royal Engineers.

This was perhaps most successful period of independent operation. Arthur Sinclair was secretary

and superintendent of the St Helens railway and from 1854 James Cross was appointed engineer

and had responsibility for maintaining both canal and railway. He is noted for his role in the

locomotive department. Cross chose to move engine making and repair to a new location at

Sutton with new works there constructed between 1857 and 1858.28 Cross was responsible for the

construction of some innovative and powerful locomotives built the work the railway.

The last extension was through to Rainford, which although powers had been obtained to make

the extension these were allowed to lapse. During 1853 the East Lancashire Railway was

considering making a line from their Ormskirk branch to Rainford and St Helens. The St Helens

Canal & Railway Company chose to apply for branch to Rainford to meet the East Lancashire

Railway. Such work was authorised and proceeded during 1857 with parts from Gerards Bridge to

the East Lancashire Railway ready to receive the permanent way and work on the line from

Gerards Bridge to St Helens proceeding.

29

An application for an act to make a railway from Garston to Liverpool had been planned for the

1858 session of parliament but that bill did not proceed to royal assent instead a gradual working

agreement between the LNWR and St Helens Canal & Railway was contemplated. The act

authorised for a railway between Edge Hill and Garston was for the LNWR to complete and in 1860

there followed the London and North-western and Saint Helen's Railway Companies

(Arrangements) Act, 1860. The Saint Helen's Company were required to grant to the London and

North Western Railway Company a Lease for 21 Years of that portion of their undertaking which

consisted of the Railway between Warrington and Garston, such Lease being renewable and

28 A Merseyside town in the industrial revolution; St Helens, Theodore Caldwell Barker and John Raymond Harris

1993

29 Herepath Journal August 29th, 1857

15

renewed on the same Terms and Conditions as between the Two Companies themselves

indefinitely, subject however to the Sanction of Parliament.

The independent existence of the St Helens Railway & Canal Company finally came to an end from

July 1st 186430 when the St Helens Railway and Canal Co was taken over by the London & North

Western Railway. No complete list of locomotives has been produced for the railway, but the

acquisition of engines second hand with rebuilding and reconstruction an important part of the

operation. Apart from engines made at either Sutton works other locomotives were made by

Fairbarn, and Sharp, Stewart & Co.

For the St Helens company it was a remarkable transformation from being an early public railway

principally used for coal traffic and shares of little value to a profitable and expanding concern that

served the industries around St Helens, Warrington and Widnes. Some historians even have

dismissed the role of the company in early railway development as the line was handicapped

through finance and poor track and locomotive standards, but their dogged determination to

improve and progress is an important fact in their favour. Their decision to purchase and work a

rival navigation was one that proved profitable for both canal and railway operations. It must also

rank as one of the earliest purchases of a canal by a railway company

From an engineering view point the line was made at a cost effective price by Charles Blacker

Vignoles, Robert Dalgliesh Junior had a role in railway and locomotive stock improvement and J M

Rendell apparently used his considerable engineering experience to improve the railway. Then

there was James Cross who also contributed to the railway in the final years of its independent

existence and then went onto to build innovative locomotive engines such as early Fairlie

locomotives at the Sutton Oak Works (1864-1869).

The text is copyright and courtesy of Ray Shill and the RC&HS dated 29 July 2022

From my first ever roll of film developed at home. Feels a bit too contrasty to me, just based on what the negatives look like, but I didn't do the scanning, so that could have something to do with it.

Canon Elan 7, 50mm f1.8 stm, Ilford HP5+ at iso400, 510-Pyro Semi-stand for 18:00

Indication: Proceed.

Protest in Lake Worth, Florida, November 2008, against the ban of gay marriage. The swastika was apparently an ironic statement equating the supporters of the amendment with Nazism, rather than an indication the protestor himself was a Nazi. Still, Godwin's Law probably applies.

Go to Page with image in the Internet Archive

Title: Les cures de Vichy : indications : reÃÂgimes : bains : douches : buvette : exercice : Vichy et ses environs

Creator: Salignat, LeÌon, 1871-1916, author

Publisher:

Sponsor: Open Knowledge Commons, U.S. National Library of Medicine

Contributor: U.S. National Library of Medicine

Date: 1902

Language: fre

Description: Microfilm

Condition reviewed

digitized

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Note: The colors, contrast and appearance of these illustrations are unlikely to be true to life. They are derived from scanned images that have been enhanced for machine interpretation and have been altered from their originals.

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Madraza de Granada, ﻣﺩﺭﺴة , Université Arabe de Grenade

English :

From Wikipedia, the free encyclopedia

(Spanish: Madraza de Granada, also Yusufiyya, Casa de la Ciencia, Palacio de la Madraza) was a Madrasah or mosque school in Granada, Andalusia, Spain. It was founded in 1349 by the Nasrid monarch Yusuf I, Sultan of Granada.The building is currently part of the University of Granada and is the seat of the Real Academia de Bellas Artes de Nuestra Señora de las Angustias ("Royal Academy of Fine Arts of Our Lady of Sorrows")

It is located on the street now known as Calle Oficios. The madrasah was built at the heart of the city, near the main mosque (now the site of the Granada Cathedral) and the Alcaicería, then the elite bazaar where silk, gold, linen and other cloth were traded. Ibn al-Khatib was an early student there; among his teachers were Ibn al-Fajjar, Ibn Marzuq, and Ibn al-Hayy (language and law); Ibn al-Hakam and the poet Ibn al-Yayyab (rhetoric); and Sheik Yahya ibn Hudayl (medicine and philosophy).

Among the subjects taught were theology, law, medicine, astronomy, logic, mathematics including geometry, and mechanics.

Ibn Hazm (Fisal) gives us some indication of the curriculum of the "Andalusian school of philosophy": "Consecrate the first fruits of your intelligence to mathematics and begin your scientific education by his deep study of the properties of numbers. Then gradually pass to consider the position of the stars, the apparent shape of the celestial sphere, how to verify the passage of the sun, moon and five planets (…) all other phenomena and accidents physical and atmospheric. Add to this the reading of certain books of the Greeks in which they determine the laws governing discursive reasoning."

The building

As was typical of the works of Yusuf I, the building was splendid with a white marble entrance whose remains are now in the Archaeological Museum of Granada. The building was originally organized around a pool in the center.

The façade was decorated with inscriptions of poetry and philosophy. Among these were the words "If in your spirit you provide a place for the desire to study and to flee from the shadows of ignorance, you will find in it the beautiful tree of honor. Make study shine like stars to the great, and to those who are not, bring to them the same brilliance."

After the completion of the Reconquista and the conversion to the Cabildo an adjacent house was annexed to enlarge the building. The octagonal Mudéjar Sala de Cabildos was constructed in this era; its 1513 decoration included an inscription alluding to the Christian conquest of the city. Eventually the pool was filled in and converted to other uses, although even after the modifications of 1554–1556, Francisco Henríquez de Jorquera describes a patio with a pool and a garden. The building was subject to major modifications, especially in the 1722–1729 at the height of the Baroque, so that what we have today is essentially an 18th-century building with elements of older buildings. The oratory or mihrab is original from the 14th century; the Sala de los Caballeros XXIV is Mudéjar.

The building, which belongs to the University of Granada,underwent extensive archeological excavations in 2006–2007.As of February 2009, restoration of the interior was just beginning, and the building is not currently open to the public.

History

The Madrasah functioned as a university until late 1499 or early 1500, under the Treaty of Granada (1491), under which the sultan Boabdil of the Emirate of Granada surrendered to the Catholic Monarchs Ferdinand and Isabella. However, towards the end of 1499, the policy of tolerance and compliance with that treaty under archbishop Hernando de Talavera, came to an abrupt end with the arrival in Granada of Gonzalo Jiménez de Cisneros, who substituted a policy of forced religious conversions.

This new policy led to an uprising in Granada, above all in the Albaicín. Cisneros took advantage of the situation to assault the Madrasah, the contents of whose library was brought to the plaza of Bib-Rambla and burned in a public bonfire. Once pillaged and closed, the building was designated in 1500 by Ferdinand II to be the new Casa del Cabildo (city hall).

In 1858 the town hall moved to the Plaza del Carmen, and the building was sold to be used as a textile warehouse. Two years later, the principal inscription of the Mihrab was discovered. There was also some fire damage in this era; the Echeverría family, owners of the building, hired Mariano Contreras, the same architect who restored the Alhambra, to undertake the repairs.

The city bought back the building in the early 20th century, leading to further restoration work in 1939. There was an unsuccessful attempt in 1942 to turn the building into the seat of a new Instituto de los Reyes Católicos del Consejo Superior de Investigaciones Cientificas ("Catholic Monarchs Institute of the Superior Council of Scientific Investigations"). In 1976, the building became part of the University of Granada.

Español:

Detalle de la fachada de la Madraza de Granada.

La Madraza de Granada (del árabe ﻣﺩﺭﺴة escuela; también llamada Yusufiyya, Casa de la Ciencia o Palacio de la Madraza) fue la primera universidad con la que contó Granada, en España. Fue inaugurada en 1349 por el rey nazarí Yusuf I de Granada.1 En la actualidad este palacio pertenece a la Universidad de Granada, dedicándose casi todo el edificio para actividades culturales. También es la sede de la Real Academia de Bellas Artes de Nuestra Señora de las Angustias.

Situada en la que actualmente se denomina calle Oficios, la madraza se encontraba en uno de los sitios privilegiados de la ciudad, junto a la Mezquita Mayor y la Alcaicería, la zona más noble del comercio. Entre sus profesores podemos nombrar a Ibn al-Fajjar, Ibn Lubb, Ibn Marzuk, al-Maqqari, Ibn al-Jatib, etc. Impartía, entre otras, enseñanzas de derecho, medicina y matemáticas.

Su arquitectura, como todas las obras de Yusuf I, era esplendorosa, con portada de mármol blanco cuyos restos se conservan en el Museo Arqueológico de Granada. El edificio se organizaba a partir de una alberca central (las recientes excavaciones arqueológicas realizadas en el edificio han incorporado estos restos al palacio). Dentro del mismo destaca la sala del Oratorio musulmán del siglo XIV y en planta superior el salón de Caballeros XXIV que conserva una impresionante armadura mudéjar del siglo XVI en la sala que sirvió como lugar de reuniones de los regidores de la ciudad tras la reconquista.

Entre los poemas que la decoraban podía leerse: "Si en tu espíritu hace asiento el deseo del estudio y de huir de las sombras de la ignorancia, hallarás en ella el hermoso árbol del honor. Hace el estudio brillar como estrellas a los grandes, y a los que no lo son los eleva a igual lucimiento".3

La Madraza funcionó como Universidad hasta finales de 1499 o principios de 1500, pues en las Capitulaciones, tras la conquista castellana, se hacía constar que la madraza seguiría funcionando como tal. Pero, hacia finales de 1499, con la llegada a Granada de Gonzalo Jiménez de Cisneros, la política de tolerancia y cumplimiento de las Capitulaciones que había venido desarrollando el arzobispo Hernando de Talavera fue sustituida por la conversión forzosa.4

Esta nueva política llevó a la sublevación de los moriscos, concentrados sobre todo en el Albaicín. La situación fue aprovechada por Cisneros para asaltar la Madraza, cuya biblioteca fue llevada a la plaza de Bib-Rambla y quemada en hoguera pública. Una vez expoliada y clausurada, el edificio de la Madraza fue donado por Fernando II de Aragón, en 1500, para el Cabildo (Ayuntamiento).

Actualmente, el edificio de la madraza pertenece a la Universidad de Granada.1 En los años 2006 y 2007 ha sido profundamente restaurado y se ha realizado también una excavación arqueológica del mismo. Desde finales de 2011 terminada la última fase de las restauraciones, la Madraza ha vuelto a abrirse al público, siendo uno de los edificios emblemáticos de la Universidad.

The second indication that the male plug has been inserted into the wrong end of the female cover is that the cover easily slides off again.

Indication.

Mejiro, Tokyo.

FUJIFILM X-E1 + 7artisans 25/1.8

Taken from a window in a Katzhütte to Rudolstadt train, from which I disembarked at Rottenbach, having joined the train at Obstfelderschmiede. This attractive station, built in 1900 and still staffed at this time, was reached by a long climb out of the Schwarza valley. Some indication of the length of the train, pulled by a class 110 DR diesel (later 202) is indicated by the appearance of the loco at the end of the platform. An HO model (gauge, not the state owned DDR shop selling it) of this station can be bought , made by Faller.

More about the Schwarzatalbahn here

The Thirty-Third Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from March 16 to March 20, 2015.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

665 and 675 get G35 on the move after waiting for Metra in Roselle, IL. They'll cross over to the wrong main for the rest of the trip.

Photo of the “Harvesting Hope: Empowering Earthquake Affected Provinces through Geographical Indications” exhibition, co-organized by WIPO and the Government of Türkiye.

Held on the sidelines of the Assemblies of WIPO Member States, the exhibition featured origin-based products from Türkiye that benefit from geographical indication protection (GIs) – which helps them reach global markets, providing opportunities and jobs to communities, including in difficult times.

The Assemblies of WIPO Member States took place in Geneva, Switzerland, from July 6-14, 2023.

Copyright: WIPO. Photo: Violaine Martin. This work is licensed under a Creative Commons Attribution 4.0 International License.

The Thirtieth Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from November 4 to November 8, 2013.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

The Thirty-Third Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from March 16 to March 20, 2015.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

The Thirty-First Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from March 17 to March 21, 2014.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

The Thirtieth Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from November 4 to November 8, 2013.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

Description: An indication of the amount of soil lost from even uncultivated land during cyclonic rains or cloud bursts. Soil caught by step dam in area where preliminary works were in progress at time of cloud burst ("avalasse")

Location: Rodrigues, Mauritius

Date: 1958

Our Catalogue Reference: Part of CO 1069/754

This image is part of the Colonial Office photographic collection held at The National Archives. Feel free to share it within the spirit of the Commons

Please use the comments section below the pictures to share any information you have about the people, places or events shown. We have attempted to provide place information for the images automatically but our software may not have found the correct location.

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Durand Jones & The Indications performing at the AT&T Center in San Antonio, Texas on November 5, 2022.

The Thirty-Second Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from November 24 to November 26, 2014.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

The Thirty-First Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from March 17 to March 21, 2014.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

Under Mary I, Sir Gawen Carew (c.1503-85) was one of the west country gentlemen who disliked government policy and resented Spanish influence, though there is no indication that his name was removed from the lists of gentlemen pensioners, even when, following Sir Peter Carew’s implication in Wyatt’s rebellion of 1554, he was put in the Tower on a charge of treason. After an absence from Parliament during Mary’s reign, he came in for Plympton Erle in Elizabeth’s first House of Commons, probably through the intervention of the end Earl of Bedford. In the following Parliament Carew was elected for the county. His only recorded parliamentary activity in his two Elizabethan Parliaments is his membership of the succession committee, 31 Oct. 1566.

With the Earl of Bedford and Sir Nicholas Throckmorton, Carew was active at the beginning of Elizabeth’s reign in helping to strengthen the new Queen’s position on the throne, he and his third wife receiving as reward in 1565 an annuity of 100 marks in survivorship. Though his name still appears on a Household list in 1559, he resided in the west country, where he was one of the radical protestants associated with the Earl of Bedford. On one occasion he and his nephew Sir Peter were together responsible at Exeter for escorting the bishop of Exeter, the ‘earnest preacher’ William Alley, to the pulpit and guarding him against the citizens, who disliked his ‘much inveighing against false doctrines’. Alley appointed both Carews overseers of his will.

Carew’s connexions with Exeter were close. In 1562 he wrote to the mayor recommending ‘my man’ for the post of keeper of the cloth hall; the following year he bought the wardship of an Exeter heir; in 1574 he was granted an annual fee of £2 by the city; and a year or so later he was authorized by the Exchequer to search into the import of wines at Exeter. When he superintended the execution of an order relating to the harbour controversy there, he was given a hogshead of wine by the city. His brother George became dean of Exeter.

In his will, made 11 Oct. 1582, Carew named Bedford as ‘ruler and overseer’, bequeathing him a cup of silver gilt ‘in token of the great love and good will that I have borne and do bear unto his lordship’. Carew left his lands, after the death of the widow, the executrix, to a relative, George Carew of Laughline, Ireland. The will was proved 30 June 1585.

Sir Peter Carew was an English soldier who was slain at the Battle of Glenmalure in Ireland. He was a member of a prominent Devonshire gentry family. He is sometimes referred to as Sir Peter Carew the younger, to distinguish him from his first cousin Sir Peter Carew of Mohuns Ottery, Luppitt, Devon. Wikipedia

Carew is associated with An extravagant two-tiered tomb monument in the Chapel of St John the Evangelist in Exeter Cathedral, of which the primary commemorative subjects are his uncle, Sir Gawen Carew (c.1508–1584), and Sir Gawen's third wife, Elizabeth née Norwich (d. 1594), a Lady of the Bedchamber to Elizabeth I. (Sir Gawen’s second wife Mary is wrongly identified on the plaque accompanying the tomb.) The monument was erected in 1589, and heavily restored in 1857. In addition to effigies of Sir Gawen and Elizabeth, it displays much strapwork decoration and heraldry, including 27 shields containing 52 distinct coats of arms marshalled in a total of 359 impalements and quarterings. The whole forms "an elaborate shrine to Carew ancestry and kinship".

A prominent Latin inscription formerly on the monument's pediment explicitly commemorated Sir Peter, but is now lost. It began "Hic scitus est praeter nobilis vir Petrus Carew eques Auratus ..." ("Here too lies the illustrious man Peter Carew, knight ..."), raising the possibility that his body, or some token part of it, was recovered from the battlefield at Glenmalure and returned to Exeter for burial.

A third effigy, occupying a recess at the base of the monument, is dressed in armour and posed in a cross-legged attitude suggestive of the 14th century; and it has long been believed that this represents Sir Peter in the guise of a fallen warrior. The identification is supported by another painted inscription, which survives in restored form running around three sides of the cornice, and which alludes to "... Sir Peter Carew Knyght, under figured ...". However, the inscription is not original to the monument (it can date from no earlier than 1605), and it now appears considerably more likely that the cross-legged figure was intended to represent Adam Montgomery de Carew, the semi-legendary progenitor of the Carew family.

Under Mary I, Sir Gawen Carew (c.1503-85) was one of the west country gentlemen who disliked government policy and resented Spanish influence, though there is no indication that his name was removed from the lists of gentlemen pensioners, even when, following Sir Peter Carew’s implication in Wyatt’s rebellion of 1554, he was put in the Tower on a charge of treason. After an absence from Parliament during Mary’s reign, he came in for Plympton Erle in Elizabeth’s first House of Commons, probably through the intervention of the end Earl of Bedford. In the following Parliament Carew was elected for the county. His only recorded parliamentary activity in his two Elizabethan Parliaments is his membership of the succession committee, 31 Oct. 1566.

With the Earl of Bedford and Sir Nicholas Throckmorton, Carew was active at the beginning of Elizabeth’s reign in helping to strengthen the new Queen’s position on the throne, he and his third wife receiving as reward in 1565 an annuity of 100 marks in survivorship. Though his name still appears on a Household list in 1559, he resided in the west country, where he was one of the radical protestants associated with the Earl of Bedford. On one occasion he and his nephew Sir Peter were together responsible at Exeter for escorting the bishop of Exeter, the ‘earnest preacher’ William Alley, to the pulpit and guarding him against the citizens, who disliked his ‘much inveighing against false doctrines’. Alley appointed both Carews overseers of his will.

Carew’s connexions with Exeter were close. In 1562 he wrote to the mayor recommending ‘my man’ for the post of keeper of the cloth hall; the following year he bought the wardship of an Exeter heir; in 1574 he was granted an annual fee of £2 by the city; and a year or so later he was authorized by the Exchequer to search into the import of wines at Exeter. When he superintended the execution of an order relating to the harbour controversy there, he was given a hogshead of wine by the city. His brother George became dean of Exeter.

In his will, made 11 Oct. 1582, Carew named Bedford as ‘ruler and overseer’, bequeathing him a cup of silver gilt ‘in token of the great love and good will that I have borne and do bear unto his lordship’. Carew left his lands, after the death of the widow, the executrix, to a relative, George Carew of Laughline, Ireland. The will was proved 30 June 1585.

Sir Peter Carew was an English soldier who was slain at the Battle of Glenmalure in Ireland. He was a member of a prominent Devonshire gentry family. He is sometimes referred to as Sir Peter Carew the younger, to distinguish him from his first cousin Sir Peter Carew of Mohuns Ottery, Luppitt, Devon. Wikipedia

Carew is associated with An extravagant two-tiered tomb monument in the Chapel of St John the Evangelist in Exeter Cathedral, of which the primary commemorative subjects are his uncle, Sir Gawen Carew (c.1508–1584), and Sir Gawen's third wife, Elizabeth née Norwich (d. 1594), a Lady of the Bedchamber to Elizabeth I. (Sir Gawen’s second wife Mary is wrongly identified on the plaque accompanying the tomb.) The monument was erected in 1589, and heavily restored in 1857. In addition to effigies of Sir Gawen and Elizabeth, it displays much strapwork decoration and heraldry, including 27 shields containing 52 distinct coats of arms marshalled in a total of 359 impalements and quarterings. The whole forms "an elaborate shrine to Carew ancestry and kinship".

A prominent Latin inscription formerly on the monument's pediment explicitly commemorated Sir Peter, but is now lost. It began "Hic scitus est praeter nobilis vir Petrus Carew eques Auratus ..." ("Here too lies the illustrious man Peter Carew, knight ..."), raising the possibility that his body, or some token part of it, was recovered from the battlefield at Glenmalure and returned to Exeter for burial.

A third effigy, occupying a recess at the base of the monument, is dressed in armour and posed in a cross-legged attitude suggestive of the 14th century; and it has long been believed that this represents Sir Peter in the guise of a fallen warrior. The identification is supported by another painted inscription, which survives in restored form running around three sides of the cornice, and which alludes to "... Sir Peter Carew Knyght, under figured ...". However, the inscription is not original to the monument (it can date from no earlier than 1605), and it now appears considerably more likely that the cross-legged figure was intended to represent Adam Montgomery de Carew, the semi-legendary progenitor of the Carew family.

Well, that's to say I THINK it's an 'Ensign De Luxe', because there's no indication anywhere of a model name. However, I'm 100% certain it came from Houghton's of London, because right above the lens there's their familiar 'HL' logo. The circular badge logo at upper right in the right side view indicates the camera was originally sold by 'City Sales And Exchange Ltd, West End Branch - Sloane Square London SW'. So perhaps this was an early 'Sloane Ranger' ...

Documentation-wise, I have a 1913 Houghton's 'Ensign Handbook Of Photography' and a 1914 British Journal of Photography Almanac (of almost 1500 pages, BION!) and both have pictures and descriptions of a very similar camera, with only detail differences. The 'De Luxe' Ensign had double-extension bellows with rack-and-pinion gearing, Morocco leather covering a wood body with an aluminium baseplate, rise and fall and sideways movement of the lens/shutter assembly, plus a combined lantern-type VF with small spirit-level attached. Like many better-spec'd pre-WW1 folders, it had dual reel film (3.25 X 4.25 in. format) and quarter-plate glass plate capability, via a slide-down holder in the back-door.

The 1913 Ensign Handbook shows the slightly later version with no less than 10 lenses available, and several shutter choices too. Mine here has the relatively cooking specification of an f6.8 Aldis Plano- Anastigmat triplet lens and Houghton's own 3-speed self-cocking shutter, which operates via a small hinged lever adjacent to the small cylindrical horizontal tube above the 'HL' logo - and still works perfectly. Interestingly, that Aldis Plano-Anastigmat is NOT the usual clone of the Cooke Triplet - it's a completely different design.

This combination cost GBP 5-15-0d (ie, $28 in US greenbacks), but if you went upwardly mobile to do even better than the Jones's and chose the version with F6.3 Zeiss Double-Protar and Koilos shutter, you had to fork out GBP12-15-0d. Those 1913 prices don't sound much these days, but when CPI'd to 2007 terms, mine now equates to GBP 405. That TOR Zeiss/Koilos version equates to all of GBP 899! Photography in those days wasn't a cheap hobby .....

Lastly, I should point out that it's unlikely that the camera body was actually made by Houghton's Ltd of London at all. Just as with their London rivals Butcher and Sons importing Huttig-made bodies from Germany to be fitted with British-sourced lenses and shutters, Houghton's did the same primarily with stuff provided by Kruguner of Frankfurt, so it's no suprrise that this 'Ensign De Luxe' bears more than a passing resemblance to a 'Krugener Halloh' body-wise.

All that rebadging skulduggery came to an end in August 1914, with the 'War To End All Wars - But Didn't'. Post November 1918 when doves were thankfully finally sighted over the Flanders mud, Houghton's Ltd had already amalgamated with Butcher and Son's to begin all-UK camera production. They remained as separate entities for several years marketing-wise, but eventually combined under that familiar 'Ensign' banner. Incidentally, the first use of the name 'Ensign' as a camera model seems to have started around 1906 with this range of folders, which consisted of the single-extension base model 'Ensign', the double-extension 'Ensign De Luxe' like mine, and an 'Ensign Flushback' which only had reel film capability.

History of Kraków

First indications of the existence of Krakow approximately stem from the 7th century. In the next following centuries the tribe of Vistulans (Wislanie) populated Krakow, after they centuries ago in the as "Lesser Poland" or Malopolska known region had settled down. From the year 965 stems the first document from Krakow, as Abraham ben Jacob of Cordova, a Jewish merchant, in his book referred to the trading center of Krakow.

In 1000, the Diocese of Krakow was founded and in 1038 declared capital of the Piast dynasty. The Wawel castle and several churches were built in the 11th century and thus the town rapidly grew. 1241 the Mongols invaded the city and burned down Krakow without exception. 1138 Krakow became the seat of the senior prince. 1257 Kraków was awarded its town charter and a city map was drawn up, which remained until today. This one included the arrangement of the checkerboard street configuration with a centrally located market. On the market following the seat of the city government was built. From the historical trading functions until today only the Cloth Halls remained. But on the market not only trade agreements were closed but also courtly and urban festivities celebrated. Furthermore, the urban center served for executions. The defensive walls were built, which surrounded the city and linked it to the Wawel. In the south of Wawel Castle in 1335 the city of Kazimierz was created. By Royal command it was surrounded by defense walls and the churches of St. Catherine, of Corpus Christi and the "Na Skalce" were built. End of the 15th century, Jews settled the later Cracow district. 1364 the Cracow Academy of King Kazimierz Wielki was founded, the famous Polish Jagellonen-University.

With the last king of Jagellonian dynasty, Krakow flourished. The Wawel castle was rebuilt in Renaissance style, the well known Zygmunt chapel was built and the Cloth Halls as well as the patrician houses have been restored. During the reign of King Sigismund III. Vasa the baroque style received introduction in Krakow. The Baroque University Church of St. Anne and the Church of Saints Peter and Paul were built in this period. In 1607 Warsaw was declared headquarters of the King, but Krakow retained its title of the Royal capital. Furthermore, it remained the place of coronations and funerals. Middle of the 17th century, the city was devastated by the Swedes, what at the beginning of the 18th century was produced again.

After the first partition of Poland, Krakow became a frontier town. Austria declared the settlement Podgorze separated city. After the second division in 1794, began the Polish national uprising. After its decline and the third partition of Poland the town fell to the Austrians, which on Wawel Hill caused numerous devastations and adapted buildings to the wishes and needs of the Army. 1809 Cracow was affiliated to the Grand Duchy of Warsaw. After the defeat of Napoleon, Krakow in the Vienna Convention of 1815 was declared Free City of Kraków. Then the remains of folk hero Tadeusz Kosciuszko and of Prince Jozef Poniatowski were brought back to the city. 1820-1823 on the rise of St. Bronislava a hill in honor of the leader of the popular uprising was built. Instead of the city walls, which were largely destroyed, they laid out supporting beams. 1846 Krakow lost its independence and the Austrians erected again on the Wawel barracks and they surrounded the Wawel with fortification complexes. However, Austria but has proved less tyrannical and so the city enjoyed a certain degree of growing cultural and political freedom. 1918 Krakow became the independence back.

Before the outbreak of the Second World War, in Krakow lived about 260,000 inhabitants, of which 65,000 belonged to the Jewish religion. During the war, also Krakow became witness of German war crimes. The for the greater part Jewish district of Kazimierz was eradicated. The Jews from now on lived in ghettos where they either were deported from there to Auschwitz or immediately shot. In spite of the plundering of the Nazis, Krakow became no scene for military combat operations and thus the only large Polish town escaping this fate. Therefore, its old architecture still almost completely is intact.

After the surrender of Germany and the Polish liberation, hastened the Communist government to inspire the traditional life and the city with a large steel plant in Nowa Huta. But the intensive rebuilding of the economy and industry rather promoted an ecological disaster. Buildings that had survived the war undamaged were now devoured and destroyed by acid rain and toxic gases. Carbon dioxide emissions grew so powerful that this has remained a serious and grave problem of the city. After the fall of the Communists and the fall of the Iron Curtain Krakow has benefited greatly from tourism and has adapted itself to a large extent to the Western culture.

www.polen-digital.de/krakau/geschichte/

Standard 1980s CTC signalling in NSW. Entry to the main line or loop at a crossing location, when the starting signal is at stop, is usually on a "low speed" indication with a stencil route display (normally "M" for main or "L" for loop). Low speed is a subsidiary indication which advises that the next signal is at stop, and that it should be approached with extra caution because the line immediately beyond may be obstructed (no overlap).

The up home at Robertson is cleared for the Cockatoo Run to proceed into the station. The route indicator is barely visible in the low sunlight.

The Thirtieth Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from November 4 to November 8, 2013.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

The Thirty-Second Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from November 24 to November 26, 2014.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.

The Thirty-Third Session of WIPO's Standing Committee on the Law of Trademarks, Industrial Designs and Geographical Indications (SCT) took place in Geneva, Switzerland from March 16 to March 20, 2015.

Copyright: WIPO. Photo: Emmanuel Berrod. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.