The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

1.089 cc

4 In-Line

32 hp

Class III : Post War "1945 - 1965"

Zoute Concours d'Elegance

Royal Zoute Golf Club

Zoute Grand Prix 2022

Knokke - Zoute

België - Belgium

October 2022

Pratt & Whitney R-985-AN-5 Wasp Junior nine-cylinder 16.14-litre radial, 450-hp

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Markings: Manus e Nubibus; RCAF (9)601

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Canadian Warplane Heritage Museum, Mount Hope, Ontario - on loan from Canada Aviation and Space Museum, Ottawa

casmuseum.techno-science.ca/en/collection-research/artifa...

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Sigma 24-70mm 1:2.8 DG HSM EX

_DSC1341 Anx2 Q90 0.5k-1.5k

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

FM136 - built by Victory Aircraft Limited, Malton, Ontario, for Royal Canadian Air Force (RCAF)

en.wikipedia.org/wiki/Avro_Lancaster

en.wikipedia.org/wiki/Victory_Aircraft

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Four Rolls-Royce/Packard Merlin 224/24 liquid-cooled 27-litre V-12s, 1635-hp each

en.wikipedia.org/wiki/Rolls-Royce_Merlin

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Hangar Flight Museum, formerly named Aero Space Museum

thehangarmuseum.ca/

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Nikon D300 + Nikon Nikkor 18-200mm 1:3.5-5.6 G ED-IF AF-S VR DX

en.wikipedia.org/wiki/Nikon_D300

www.dpreview.com/reviews/nikond300

en.wikipedia.org/wiki/Nikon_AF-S_DX_VR_Zoom-Nikkor_18-200...

_DSC2191x Anx2 V2 1024h Q90 1.5k f25

Herz Jesu Kirche

Schildgen

Bergisch Gladbach

Germany

Gottfried Böhm, arch. 1960

Theo Heiermann, sculptor

I appreciate the 'quote' of the brickwork in the floor surrounding the baptismal font, similar to that by his father in Ulm.

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

There's a lot of red hair here. I was constantly told how glamorous my parents were. There is a very slim possibility that I took this. (P.O.V., absence from photo and my Mother's (at L) insistence upon such meetings being photographed.)

The de Havilland DH 112 Venom was a British postwar single-engined jet aircraft developed from the de Havilland Vampire. It served with the Royal Air Force as a single-seat fighter-bomber and two-seat night fighter. The Venom was an interim between the first generation of British jet fighters – straight-wing aircraft powered by centrifugal flow engines such as the Gloster Meteor and the Vampire and later swept wing, axial flow-engined designs such as the Hawker Hunter and de Havilland Sea Vixen. The Venom was successfully exported, and saw service with Iraq, New Zealand, Sweden, Switzerland and Venezuela.

The Sea Venom was a navalised version for carrier operation.

The RAF fighter-bomber Venoms saw service during the Malayan Emergency which took place between 1948 and 1960, although they did not begin operations until the mid-1950s with Nos. 45 and 60 Squadrons RAF. While there, the Venom supported operations against Communist guerrillas as part of Operation Firedog, the codename for Royal Air Force operations in Malaya. Venoms were lent to the Royal New Zealand Air Force for use in the same conflict where they operated with No. 14 Squadron RNZAF.

The Venom also saw service during the Suez Crisis being operated by Nos. 6, 8 and 249 Squadrons RAF flying from RAF Akrotiri, Cyprus. The Anglo-French invasion, codenamed Operation Musketeer, took place in response to the nationalisation of the Suez Canal by Egypt's leader, General Nasser. The air war began on 31 October 1956 signalling the beginning of the Suez War. The Venoms launched a number of sorties, attacking a variety of military installations on the ground. They also saw much action in the Middle East, supporting operations against terrorists in Aden and Oman, losing some aircraft in the process. Venoms additionally saw service during the Mau Mau insurgency in Kenya.

All Venoms in RAF service were withdrawn from first-line service in 1962, having proven their worth in a variety of locations across the world, in peace and war, and in some of the most difficult climates the RAF has ever faced. The last non-RAF Venoms to leave active service were Swiss Air Force Venoms which retired in 1983.

About 20 Venoms continue to fly as of 2004, performing at various air shows, while a number of examples are preserved in museums in the United Kingdom and abroad, in non-flying, static display condition.

Leica M3

Carl Zeiss 50mm Sonnar f/1.5 (circa 1955) (yellow filter)

Fomapan 100 in HC-110 (1:31 for 6 min)

-- Breeze off the water makes this morning girl smile.

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

Postwar Japan had started on 15 August 1945. And so I often think about Japan when summer has come, though I was born after the war… Now I resume uploading this series. But I don't find out the way of the representation.

The Aurelia was Lancia’s first new postwar car. In keeping with the company’s tradition, the model introduced some innovative feautures such as the V6 engine (the first in the world) and the new rear axle with indipendent wheels, and trasmission and brakes integral with the differential.

With its short wheelbase, more powerful engine and Pininfarina coupè bodywork, the B20 version, presented in 1951, one year after the saloon, was the first “Gran Turismo” car, though it was not longo before its superlative mechanicals brought it a long series of successes as an excellent sports car.

2.451 cc

V6 - 60°

112 hp @ 5.000 rpm

Vmax : 180 km/h

Museo dell'Automobile

Corso Unità d'Italia 40

Torino - Turin

Italia - Italy

January 2019

Installed discreetly in the northern transept of the former Saint George's Presbyterian Church, the Mr. Alexander Monro stained glass window was commissioned by his wife Bessie. The window was designed by Brooks, Robinson and Company Glass Merchants, however the window appears to have been designed and painted by John Ferguson and Nick Papas who broke from Brooks Robinson and Company not too many years later to set up their own stained glass business partnership of Ferguson and Papas. Looking out onto Latrobe Terrace, the window features the figure of Jesus as well as references to history and faith, which must have been important to Alexander. Interestingly, the right panel features a UN peacekeeper and also what looks to be a spaceman in his spacesuit.

Very little information is available about Alexander Monro. He was born in 1878. He lived not very far from the former Saint George's Presbyterian Church in Ryrie Street. He was also a member of the Grand Lodge. He died at his home on the 12th of July 1953, and his funeral was held at 3.30 in the afternoon at the former Saint George's Presbyterian Church on Tuesday the 14th of July. He was buried at Geelong's Eastern Cemetery.

Rising proudly on the rise of a hill, the former Saint George’s Presbyterian Church, which stands on the corner of Latrobe Terrace and Ryrie Street on the outskirts of the Geelong central business district, began its construction in 1860. Designed by architect Nathaniel Billing in Victorian English Gothic style, the original large nave of the church, with vestry and apse were constructed of irregularly coursed basalt with Hawksbury River freestone dressings. The initial build was erected and completed in 1861 by contractors Brown and Gibson. The foundation stone was laid on 12 June 1861. The large and finely constructed church reflects the wealth of many of the church's foundation patrons, which included Francis Ormond and other Western District Squatters. The former Saint George’s Presbyterian Church is a significant and intact work of Nathaniel Billing, who was well known for ecclesiastical architecture. The original church was expanded with the addition of transepts in 1908, and finally a spire and tower in 1936. The tower and spire were donated as a seventy-fifth anniversary gift by wealthy parishioners James McPhillimy and his sister Louise. The McPhillimy family were not only wealthy parisioners, but were also long time worshipers at Saint George’s Persbyterian Church. They began worshiping there in 1886.

The inside of the former Saint George’s Presbyterian Church is quite plain, with white painted walls and three rows of blackwood pews separated by two aisles. The church features examples of its original latticed quarry glass lancet windows with one band of coloured glass, as well as several figurative stained glass windows installed later. This includes two pairs of lancet windows manufactured by Ballantyne and Company of Edinburgh, which are perhaps the church’s most beautiful windows for their wonderful colours and beautiful hand-painted details. There is also two windows by Melbourne stained glass manufacturers Brooks Robinson and Company installed in the 1930s, and a fine heritage listed stained glass window by one of Melbourne’s leading stained glass artists, William Montgomery, which commemorates the fallen of the Great War. The church’s rose window and great western window created by Melbourne stained glass manufacturer Ferguson and Urie are the oldest windows, and like the quarry glass windows, are original.

Saint George's Presbyterian Church was forced to close its doors in 2015 owing to dwindling congregation numbers, and whilst the Presbyterian Church still owns the church and manse, the manse is now rented out and has been used for both commercial and residential purposes. The church itself sits idly, its slowly weathering exterior requiring significant restoration, its garden sinking into neglect and its interior lying beneath a sheet of thick dust.

I am very grateful to the retired Presbyterian Reverend Andrew Bray, caretaker of the church at the time of photographing, for giving me an hour of his time and for letting me photograph the interior and stained glass windows so extensively.

Nathaniel Billing was born in Brightwell, Oxfordshire in 1821. Articled to the prestigious office of Sir Gilbert Scott in London, he later commenced his own architectural practice in Slough under his own name. Nathaniel married his first wife, Henrietta in 1850. Three years later the pair and their family immigrated to Australia. he was appointed to the Colonial Architect's Office in Belfast (now known as Port Fairy), but commenced his own practice there in 1855. In Port Fairy he designed Saint John's Church of England in 1856 and the Bank of Australasia in 1857. That same year, Nathaniel left Port Fairy and moved to Melbourne, where he soon had a thriving practice. In Melbourne, most of his commissions were ecclesiastical. He designed All Saints Church of England on Chapel Street in 1861 which with a seating capacity of 1,500 is the largest Church of England in the southern hemisphere, Saint Margaret's Church of England in Eltham in 1861, alterations to Melville House in Collins Street in 1881, "Steamshall" a Victorian Italianate villa in Kew in 1882, Saint Paul's Cathedral in Sale in 1884, Saint Matthias' Church of England in Richmond in 1885, the Fitzroy Cricket Ground grandstand in 1888, and extensions to Saint George's Church of England in 1889 in conjunction with the architects firm Dalton and Gibbons. Nathaniel's first wife Henrietta died in 1867 after nineteen years of marriage, four sons and five daughters. Nathaniel remarried in 1869, taking Mary Anne Hooke as his wife. They had no children together. Nathaniel's fourth child, William Urban Billing, joined his firm in 1880 and practiced as Billing and Son. They worked together until 1895 when Nathaniel retired. Nathaniel died at his home in Westbury Street East St Kilda in 1910 at the age of 88.

Brooks, Robinson and Company first opened their doors on Elizabeth Street in Melbourne in 1854 as importers of window and table glass and also specialised in interior decorating supplies. Once established the company moved into glazing and were commonly contracted to do shopfronts around inner Melbourne. In the 1880s they commenced producing stained glass on a small scale. Their first big opportunity occurred in the 1890s when they were engaged to install Melbourne's St Paul's Cathedral's stained-glass windows. Their notoriety grew and as a result their stained glass studio flourished, particularly after the closure of their main competitor, Ferguson and Urie. They dominated the stained glass market in Melbourne in the early 20th Century, and many Australian glass artists of worked in their studio. Their work may be found in the Princess Theatre on Melbourne's Spring Street, in St John's Church in Toorak, and throughout churches in Melbourne. Brooks, Robinson and Company was taken over by Email Pty Ltd in 1963, and as a result they closed their stained glass studio.

The Duchess copper deposit was discovered by Jack Kennedy, the son of pioneer pastoralist Alexander Kennedy, in 1897. In 1906 the Hampden-Cloncurry Copper Mines Ltd acquired it and it became the richest producer in the region. By 1912, Hampden-Cloncurry had also gained control of the rich Trekelano copper mine to the south of the smaller Mount Mascotte mines to the north. The ore was railed to Kuridala for processing. However, in 1918 continuing labour shortages, breakdowns, exhaustion of the high-grade oxidised ore, and the drastic postwar drop in copper prices forced the closure of most of the company’s mines including Duchess. At the time, the Duchess copper mine boasted a 100 ton capacity bin. This elaborate structure was the wonder of northwest Queensland at the time and it enabled a full train to be loaded in a relatively short time. Mining activities in the region then almost ceased. The Duchess mine had produced 204 865 t of ore that yielded 25 155t of copper, 76kg of gold and 62kg of silver.

The Duchess orebody occurred in a steep west-dipping shear zone that cuts granite and dolerite, which are probably the same age as the Burstall Granite, and mica schist and calc-silicate rocks of the Corella Formation. The lode in the upper levels of the mine consisted of bornite and subordinate chalcocite, malachite, and cuptire in calcite, but at deeper levels chalcopyrite with quartz was dominant. The mine was worked to a depth of 259m. Today only concrete footings of the machinery remain, apart from a small pit and trenches excavated by more recent exploration. Malachite forming veins and fracture coatings in quartz, and some pyrite can be found on the site. Numerous smaller copper mines occur in the vicinity of Duchess but most are very small.

The Duchess railway opened on the 21st of October 1912 as a temporary terminus for the Great Western Railway construction project. The Hampden Co pressured for the early completion of the line to Duchess to reach its copper mine situated near the station. Ore was forwarded on the 10th of June 1912 as soon as the rails reached Duchess, several months before all the bridging and ballasting was completely finished, such was the urgency.

When the railway arrived in 1912 a small town sprung up on both sides of the station. Amenity comprised a hotel, store, butcher, school, police station, and a post office. There was a local activity as shown by passenger traffic levels at around 4000 annual journeys. Distant travellers were catered for by the connecting road coach services. A weekly coach ran from here to Camooweal via Colton Hills (320km), taking in mines and pastoral stations on the way. The service departed Duchess on Thursday at 0800am and arrived at Camooweal by 1800pm. Another coach service ran to Trekelano mine twice a week on a day return.

At first there was no water infrastructure required here, locos apparently running to and from Duchess ex Malbon without filing tender tanks. However when the Trekelano tramway opened in 1917 the locos were required to haul a water gin owing to the extra distance involved. In 1918 the manager of the Duchess mine offered Queensland Rail (QR) access to a mine well and this was availed of. QR erected a 30 000 gallon tank for loco water. After the mines closed QR was able to tape the shafts of several mines in turn to maintain supply, which water was suitable after softening.

Rail passenger figures remained firm for a few years by dipped after 1921 and settled at around 1200 annually until the late 1950s when they increased to the mid-1960s, probably due to workers from the Mount Isa Line rehabilitation project. A sharp decline then ensued, and numbers dwindled to a couple of hundreds per year.

The downturn in smelting saw Duchess ore loadings terminate abruptly at the end of 1920. The Hampden Co closed the Duchess mine in 1921 and the site was not revived until 1926 when the dumps were able to be sold for smelting. QR repaired the long unsued siding to allow safe access and over the next 18 months the dumps were completely removed. The Hampden Co has no further use for the mine (its workings completely flooded by then) and none for the rail connection so it sold the siding to QR in 1928. The mine plant and the rail weighbridge were removed at the same time. Penny packets of ore continued to be sent away throughout the 1930s by district gougers and tributers, presumably loaded at the mine siding.

The copper ore and limestone traffic revived in the earnest for Mount Isa Mines from the late 1940s and a few thousand tons annually were loaded at Duchess for a while and again in the mid-1960s at around 10 000 annual tons. No copper ore or limestone was loaded after 1970. The largest single burst ore traffic came from the Phosphate Hill mine in 1975 and 1976 when phosphatic rock to the order of 176 000 tons was road trucked to rail at Duchess pending completion of the Flynn to Phosphate Hill railway and associated loaders at the mine.

The station lost its status as a terminus when the line was continued to Butru in 1915 but the place came into its own when the Mount Isa mining filed was discovered and subsequently developed. Traffic for Mount Isa went through Duchess as it was the closest railhead. The railway extension to Mount Isa officially opened on the 17th of May 1929 and Duchess became the junction to Dajarra and Mount Isa from this time. The yard was expanded, and a full suite of signals was installed. The station was protected from three directions (Mount Isa, Dajarra, and Cloncurry) by distant and home signals all worked from a six lever frame near the station office.

Some sidings were re-arranged to a new layout. The goods shed road was lifted at one end and relaid around the Mount Isa curve where a new loading bank was installed. The passing loop was extended at the Dajarra end to run beyond the Mount Isa turn out. A refreshment room was established in 1929 when the new line opened and it catered for passengers on the Mail plus the mixed trains and those transferring to and from the Dajarra service. The rooms remained in business until 1938 and benefited from the Dajarra service being worked from Mount Isa for a period in the 1930s.

Additional staff and their accommodations were placed at Duchess from 1929, including track gangs and train crews. The train crews were necessary to do away with the need for Cloncurry crews to run the full distance to Mount Isa on overnight rest.

The mine siding remained in place until around 1950 when it was lifted and an alternative ore loading ramp provided between the legs of the angle that was served by a new length of siding. The rehabilitation project of 1961 – 1962 saw the crossing loop extended at the Cloncurry end and the Up home signal moved further out.

The place generated enough traffic to justify the appointment of a station master, particularly when the copper boom lasted. However, when ore traffic ceased in 1921 the place was immediately downgraded to a gate. Developments from Mount Isa from 1924 onwards saw the station master position returned in 1928 when construction of the extension was underway and Duchess becoming a junction station. Fettling gangs were placed at Duchess to maintain the track in three directions.

The station master position lasted until 1972 when replaced by Porter-in-Charge under gate conditions but the building and opening of the Phosphate Hill branch and a rise in ore traffic caused the position to be reinstated in 1975. Changed in train running and safe working led to the final demise of the station master office in 1988 and the place was unattended from the 30th of September that year. The introduction of mechanised gangs from 1966 led to the gradual attrition of the fettling gangs and track inspectors and from a high point of 20 or so staff and a dozen departmental residences the Duchess staffing establishment dwindled to nothing by the late 1990s.

In 1988 Train Order Working was implemented here and yard rationalisation was initiated in instalments from this time through to 2004. Removed during this phase were the goods shed, water softener, ore loading siding, goods shed sign and loading bank, the western leg of the angle and, a little later, the eastern leg plus the Dajarra line stub and loop continuation at that end of the yard. The loco water tank was retained as the basis for the town water supply after being lifted from its stand and mountain at ground level. The wooden station office (a 1949 replacement to the original which was destroyed by fire) was demolished in 2006. Its substitute is a new high level, short length, passenger platform and rudimentary shelter.

The Duchess township slowly diminished in concert with the railway attrition and by 2007 was down to a few houses, the hotel, and the corrugated iron public hall (with children’s playground intact). The opening of the Trekelano mine and associated camp 14km out of town in 2005, with the access road junctioning at Duchess, gave the hotel a welcome injection of custom.

Source: Rocks and Landscapes of Northwest Queensland by Laurie Hutton and Ian Withnall, Copper in the Curry by Norman Houghton.

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

While loading for her next pleasure flight, a fire started outboard of the starboard engine cowling/nacelle. Everyone on board was safely and quickly evacuated.

Here is the aircraft once the fire had been extinguished.

Aircraft details:-

de Havilland DH89A Dragon Rapide ‘HG691’ (G-AIYR)

c/n 6676.

Built 1943

Painted in postwar RAF markings with her genuine British military serial 'HG691'.

Part of the ‘Classic Wings’ operation during the morning of the Imperial War Museum’s 2012 Autumn Airshow.

Duxford Airfield, Cambridgeshire, UK

8th September 2012

The de Havilland DH 112 Venom was a British postwar single-engined jet aircraft developed from the de Havilland Vampire. It served with the Royal Air Force as a single-seat fighter-bomber and two-seat night fighter. The Venom was an interim between the first generation of British jet fighters – straight-wing aircraft powered by centrifugal flow engines such as the Gloster Meteor and the Vampire and later swept wing, axial flow-engined designs such as the Hawker Hunter and de Havilland Sea Vixen. The Venom was successfully exported, and saw service with Iraq, New Zealand, Sweden, Switzerland and Venezuela.

The Sea Venom was a navalised version for carrier operation.

The RAF fighter-bomber Venoms saw service during the Malayan Emergency which took place between 1948 and 1960, although they did not begin operations until the mid-1950s with Nos. 45 and 60 Squadrons RAF. While there, the Venom supported operations against Communist guerrillas as part of Operation Firedog, the codename for Royal Air Force operations in Malaya. Venoms were lent to the Royal New Zealand Air Force for use in the same conflict where they operated with No. 14 Squadron RNZAF.

The Venom also saw service during the Suez Crisis being operated by Nos. 6, 8 and 249 Squadrons RAF flying from RAF Akrotiri, Cyprus. The Anglo-French invasion, codenamed Operation Musketeer, took place in response to the nationalisation of the Suez Canal by Egypt's leader, General Nasser. The air war began on 31 October 1956 signalling the beginning of the Suez War. The Venoms launched a number of sorties, attacking a variety of military installations on the ground. They also saw much action in the Middle East, supporting operations against terrorists in Aden and Oman, losing some aircraft in the process. Venoms additionally saw service during the Mau Mau insurgency in Kenya.

All Venoms in RAF service were withdrawn from first-line service in 1962, having proven their worth in a variety of locations across the world, in peace and war, and in some of the most difficult climates the RAF has ever faced. The last non-RAF Venoms to leave active service were Swiss Air Force Venoms which retired in 1983.

About 20 Venoms continue to fly as of 2004, performing at various air shows, while a number of examples are preserved in museums in the United Kingdom and abroad, in non-flying, static display condition.

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

An odd photo you might think, but it is quite pertinent in that the 1950s paraffin heater pictured, was manufactured in the factory behind.

The factory was built for WH Paul Ltd in 1948, who in the main manufactured domestic and commercial kitchen equipment. But they also manufactured a small range of domestic paraffin heaters, which were popular for use in homes in the post-war period.

The Paul 'Warma' was a blue-flame heater, so it burned hot, minimising fume output. Indeed, it was advertised as having the equivalent output of a 3kw electrical heater.

On the downside, it had a unsealed fuel tank feed, which seems incredible in a domestic setting. It also employed a large asbestos non-consumable circular wick, and the heater itself had a big footprint to give it stability

With the introduction of smokeless fuels, gas fires and central heating, paraffin heaters had largely fallen from favour for heating peoples homes by the end of the 1960s. Most either got scrapped or re-used to heat garages and greenhouses. That said, 1000s of paraffins heaters got a brief reprieve in the power strikes of the early 1970s.

I don't know when production of the 'Warma' ended, but likely by the early 1960s?

Today, very few of these Paul Warma heaters exist, most having long gone to the scrap man.

WH Paul Ltd was bought out by a competitor in the early 1970s and production moved away from the Breaston factory.

As for the wonderfully original post-war factory, that found use as industrial units for many years. Today, it stands empty and awaits demolition for residential redevelopment; It really should be rebuilt at an industrial museum such as Beamish, as so few of these post-war factories exist today.

>>Paul Warma paraffin heater outside the post war WH Paul factory - Breaston 17oct2021

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

This forward-looking “everyman” car from the postwar UK was designed with a uniquely British flair. Featuring chrome fenders and character elements, a distinctive grille shaped like an upside-down “T,” and a raked rear windscreen, it helped workers keep their daily commutes punctual and stylish.

More photos available in the build album. Thank you to The Lego Car Blog and The Brothers Brick for their humorous posts about this build and the peculiarities of 1950s British cars!

©2022 Chris Elliott, All Rights Reserved.

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It is an offence under law if you remove my copyright marking, or post this image anywhere else without my express written permission.

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

1.089 cc

4 In-Line

32 hp

Class III : Post War "1945 - 1965"

Zoute Concours d'Elegance

Royal Zoute Golf Club

Zoute Grand Prix 2022

Knokke - Zoute

België - Belgium

October 2022

Unrestored Cars : Post-War

Presented by Jan Rotenberger & Uwe Koenzen

Chantilly Arts & Elegance Richard Mille

Château de Chantilly

Chantilly

France - Frankrijk

September 2024

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

The products and the ideas from Crosley Motors got a special section at this year's Eyes on Design show at the Edsel Ford estate

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

4,0 Litre

6 In-line

150 hp

Class III : Post War "1945-1965"

Zoute Concours d'Elegance

Royal Zoute Golf Club

Zoute Grand Prix 2022

Knokke - Zoute

België - Belgium

October 2022

4,0 Litre

6 In-line

150 hp

Class III : Post War "1945-1965"

Zoute Concours d'Elegance

Royal Zoute Golf Club

Zoute Grand Prix 2022

Knokke - Zoute

België - Belgium

October 2022

postmarked 1958

The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.

Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.

Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.

The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.

The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.

During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.

After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...

From the Coventry Telegraph:

The iconic round building was part of the original post-war precinct development in Coventry.

The glass-sided cafe opened in the 1950s and has been regarded as a city centre landmark ever since.

In the early 1990s, when the building was being used as a burger bar, council bosses wanted to pull it down as part of plans to revitalise the Lower Precinct shopping area.

But the building was saved when English Heritage stepped in, saying it was a prime example of postwar development.

The sad situation in 1999: www.cwn.org.uk/business/news/9903/990323-circular-cafe.htm

5.800 cc

V8

248 hp

Class IV : Post War "1965 - 1985"

Zoute Concours d'Elegance

Royal Zoute Golf Club

Zoute Grand Prix 2022

Knokke - Zoute

België - Belgium

October 2022

Zeiss Ikon Contax II, mine is from 1937. some will say the Contax series was superior to the Leica's of the time, I suppose it just depends on your likes. I personally prefer the Leica camera as a shooter but the Contax for it's looks. The wider more accurate rangefinder is a plus but it seems heavier and more clunky. I don't know, shoot, they're both nice

I got mine (body) for under $50 as an "as is, parts camera". I gave it as much of a CLA as I could without taking the shutter mechanism apart. I also, thanks to the help of forum friends, discovered the reason for the RF patch being off at infinity. I cleaned the RF optics and gave it a good exterior cleaning. I used Kiwi shoe polish to make the leatherette pop!

Here with my post-war Carl Zeiss Jena Sonnar 5cm 1:2 lens.