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The plan to build a railway in southern Queensland in 1863 prompted the residents of central Queensland to demand their own railway. The discovery of rich copper deposits at Peak Downs west of Rockhampton strengthened their case and in January 1864, Engineer for Roads, Northern Division, Henry Plews was ordered to survey a line to the copper field. Plews was made Chief Engineer of the northern railway in October 1864. The line opened as far as Westwood in September 1867.
This line was too short to be profitable and approval for an extension was granted in late 1872. Robert Ballard was appointed Chief Engineer and was given authority to let contracts for each section. The aim was to produce an affordable line.
As work progressed, towns developed at each temporary terminus. Some such as Pine Hill declined after the railway passed while others such as Alpha and Emerald continued to grow. Many buildings and businesses were shifted westwards from one terminus town to the next.
The line reached Duaringa in 1876, Blackwater in 1877 and Emerald in 1879. After Bogantungan (1881), the most difficult section was encountered - the crossing of the Drummond Range. The decision to extend the railway from Barcaldine (1886) to Longreach was the result of pressure being brought to bear by parliamentary representatives from Central Division and the fear that the northern Separation Movement could succeed. The final section was completed to Longreach in February 1892.
The Longreach site was selected by railways surveyors due to the presence of a large waterhole on the Thomson River. It was a popular stop for teamsters but it had never developed into a hotel or small community. Longreach was gazetted as a township in November 1887, and the first land sales occurred soon after that.
At the time the extension was completed, the bitterness of the Shearers' Strike was affecting the town and Premier Sir Samuel Griffith was rebuffed when he arrived to try to officially open the line.
When the line was completed, there were no railway buildings at the terminus, although a small post and telegraph office had been built to service the telegraph line which had advanced beside the railway. The first station building was a small timber shelter shed and office, 60ft x 14ft.
The opening of the railway from Barcaldine to Longreach caused a building and population boom in the area. By 1914, Longreach had 14 hotels.
In 1912 Commissioner Evans promised a deputation of locals that he would ask the government to build a station at Longreach similar to that at Winton. QR at this stage was undergoing a major reinvestment and rebuilding program of railway lines, branch lines, carriages, locomotives, and buildings. The new station was begun in 1915/16. This would indicate something of the political influence of central Queensland, in that a new building was provided even though the existing building remained intact. The new station was completed in 1916/17.
The current timber station was completed in 1916 to a design attributed to Henrik Hansen, this date appearing on the pediment. It is similar to stations he designed at Emerald, Mount Morgan and Archer Park. The most obvious difference is the platform awnings: Archer Park and Mount Morgan have carriage shades with a curved roof; Emerald re-used the platform shade from Central Station; and Longreach has a cantilevered platform shade.
The refreshment room was built shortly afterwards. It has now closed and the building is used as offices.
The goods shed is thought to have been built in 1892 and was substantially renovated in 1988.
Longreach is a focus for heritage tourism for Queensland Rail, being the terminus for Queensland Rail's 'Spirit of the Outback' rail adventure, offering what is promoted as a 'unique insight into the history and culture of early Australia'.
Longreach, Queensland:
Longreach, Queensland, is 620km west of Rockhampton, at the junction of the Capricorn and Landsborough Highways. The Aramac Creek flows southwards, joining the Thomson River which runs generally south-west through the Longreach district.
The Longreach district was explored by the New South Wales Surveyor-General, Thomas Mitchell (1846) and by Edmund Kennedy (1847). The pastoralist-explorer William Landsborough reported favourably on the district's pastoral prospects, and in 1863 the first pastoral lease was taken up by the vast Bowen Downs station. Several others followed soon afterwards. The district's centre was Aramac (1869), and it was governed by the Aramac local-government division (1879).
Railway Boom:
Considerable optimism surrounded the new settlement: town lots were auctioned and sold briskly, and by 1890 there were three hotels, several stores and tradespeople, a progress association, and a police station. The opening of the railway line in 1892 spurred further development, and thrust Longreach into the industrial upheaval of the age; whereas the 1891 shearer's strike had been based at Barcaldine, the 1894 strike was called at the new railway terminus, Longreach.
The town grew with astounding rapidity. By 1896 there were fourteen hotels, a hospital (1893), Catholic, Methodist, and Anglican churches, a school of the arts, a pastoral and agricultural society, and several clubs and friendly societies. From a population of about 150 in 1891, Longreach was approaching 2000 in 1903.
The progress association soon expressed criticism about the Aramac local-government division's neglect of the Longreach district. Aramac agreed, and the Longreach division was severed in 1900.
Apart from Longreach's role as a railhead and district centre, it also became the centre of an area subdivided for closer-settlement farms during the 1890s. Many blocks were too small, however, and the 1902 drought proved a substantial setback. Amalgamation of blocks and the successful drilling for bore water after the drought aided recovery.
Industrial Progress:
Longreach was usually quick to embrace new technology. Motor car hire and repair businesses were opened – the Longreach Motor Co (1910) and Edwards, Martin Ltd (1910) were major businesses in both repair and body-building for vehicles. In 1919 two young airmen, P. J. McGinness and Hudson Fysh visited Longreach while surveying the Darwin to Longreach section of a proposed England-Australia air route. The men later began Qantas outback airlines at Longreach and established a large plane assembly factory. With both a railway terminus and a pioneer air service, Longreach had some claim to being a 'Chicago of the West'. The railway advantage, however, subsided when the line was extended to Winton in 1927.
In 1921 an electricity powerhouse began operation and a rudimentary swimming pool opened. Reticulated water supply was laid on from the river in 1938, replacing the mineralised bore water and enabling trees to grace the city's parks. Despite the progress, Longreach remained a goat town for another two decades, with local herds essential as a reliable fresh milk supply. Fresh vegetables were also a problem, with grasshoppers damaging local crops and the railways sometimes failing to keep up supplies.
Postwar Tribulations:
The 1920s were relatively prosperous, as were the 1950s (apart from some dry years and a shearers' strike). Much of the commercial building stock was replaced, including the shire hall (the previous two, along with local hotels and the Catholic church had burnt down). A State high school and an Olympic pool were opened in 1966 and 1967. Within a few years wool prices declined, and an investment in beef cattle was met with a decline in meat prices. The town's population, which had stayed steady during 1933 - 1947 when other outback towns had fallen by a quarter, faltered badly during the 20 years from 1961 - 1981 falling from 3800 to fewer than 3000. Fortunately, improved roads and transport, which had solved the milk and vegetable supply problem, brought outback tourism. Sensing the tourist opportunity, Sir James Walker, Shire Chair (1957 - 1990), chair of regional electricity supply authorities and of the Longreach Pastoral College garnered national support for the Stockman's Hall of Fame, which opened in 1988 on land provided by the Pastoral College. The Qantas Founders Museum, abutting the original heritage-listed Qantas hanger at the Longreach aerodrome, and a museum based in the old powerhouse (also heritage-listed) are other attractions, particularly popular with 'grey nomads'.
In addition to the aforementioned attractions and facilities, Longreach has a racecourse, showground, a Catholic primary school (1985), a school of distance education, a base hospital (1944), aerodrome, a visitor information centre, an Olympic swimming pool, five churches, several hotels and motels, and an aged persons' accommodation. The elaborate railway station (1916, similar to the Emerald station) and the goods shed (1892) are listed on the Queensland Heritage Register.
Source: Queensland Heritage Register & Queensland Places (www.queenslandplaces.com.au/longreach).
Longreach, Queensland, is 620km west of Rockhampton, at the junction of the Capricorn and Landsborough Highways. The Aramac Creek flows southwards, joining the Thomson River which runs generally south-west through the Longreach district.
The Longreach district was explored by the New South Wales Surveyor-General, Thomas Mitchell (1846) and by Edmund Kennedy (1847). The pastoralist-explorer William Landsborough reported favourably on the district's pastoral prospects, and in 1863 the first pastoral lease was taken up by the vast Bowen Downs station. Several others followed soon afterwards. The district's centre was Aramac (1869), and it was governed by the Aramac local-government division (1879).
Railway Boom:
Considerable optimism surrounded the new settlement: town lots were auctioned and sold briskly, and by 1890 there were three hotels, several stores and tradespeople, a progress association, and a police station. The opening of the railway line in 1892 spurred further development, and thrust Longreach into the industrial upheaval of the age; whereas the 1891 shearer's strike had been based at Barcaldine, the 1894 strike was called at the new railway terminus, Longreach.
The town grew with astounding rapidity. By 1896 there were fourteen hotels, a hospital (1893), Catholic, Methodist, and Anglican churches, a school of the arts, a pastoral and agricultural society, and several clubs and friendly societies. From a population of about 150 in 1891, Longreach was approaching 2000 in 1903.
The progress association soon expressed criticism about the Aramac local-government division's neglect of the Longreach district. Aramac agreed, and the Longreach division was severed in 1900.
Apart from Longreach's role as a railhead and district centre, it also became the centre of an area subdivided for closer-settlement farms during the 1890s. Many blocks were too small, however, and the 1902 drought proved a substantial setback. Amalgamation of blocks and the successful drilling for bore water after the drought aided recovery.
Industrial Progress:
Longreach was usually quick to embrace new technology. Motor car hire and repair businesses were opened – the Longreach Motor Co (1910) and Edwards, Martin Ltd (1910) were major businesses in both repair and body-building for vehicles. In 1919 two young airmen, P. J. McGinness and Hudson Fysh visited Longreach while surveying the Darwin to Longreach section of a proposed England-Australia air route. The men later began Qantas outback airlines at Longreach and established a large plane assembly factory. With both a railway terminus and a pioneer air service, Longreach had some claim to being a 'Chicago of the West'. The railway advantage, however, subsided when the line was extended to Winton in 1927.
In 1921 an electricity powerhouse began operation and a rudimentary swimming pool opened. Reticulated water supply was laid on from the river in 1938, replacing the mineralised bore water and enabling trees to grace the city's parks. Despite the progress, Longreach remained a goat town for another two decades, with local herds essential as a reliable fresh milk supply. Fresh vegetables were also a problem, with grasshoppers damaging local crops and the railways sometimes failing to keep up supplies.
Postwar Tribulations:
The 1920s were relatively prosperous, as were the 1950s (apart from some dry years and a shearers' strike). Much of the commercial building stock was replaced, including the shire hall (the previous two, along with local hotels and the Catholic church had burnt down). A State high school and an Olympic pool were opened in 1966 and 1967. Within a few years wool prices declined, and an investment in beef cattle was met with a decline in meat prices. The town's population, which had stayed steady during 1933 - 1947 when other outback towns had fallen by a quarter, faltered badly during the 20 years from 1961 - 1981 falling from 3800 to fewer than 3000. Fortunately, improved roads and transport, which had solved the milk and vegetable supply problem, brought outback tourism. Sensing the tourist opportunity, Sir James Walker, Shire Chair (1957 - 1990), chair of regional electricity supply authorities and of the Longreach Pastoral College garnered national support for the Stockman's Hall of Fame, which opened in 1988 on land provided by the Pastoral College. The Qantas Founders Museum, abutting the original heritage-listed Qantas hanger at the Longreach aerodrome, and a museum based in the old powerhouse (also heritage-listed) are other attractions, particularly popular with 'grey nomads'.
In addition to the aforementioned attractions and facilities, Longreach has a racecourse, showground, a Catholic primary school (1985), a school of distance education, a base hospital (1944), aerodrome, a visitor information centre, an Olympic swimming pool, five churches, several hotels and motels, and an aged persons' accommodation. The elaborate railway station (1916, similar to the Emerald station) and the goods shed (1892) are listed on the Queensland Heritage Register.
Source: Queensland Places (www.queenslandplaces.com.au/longreach).
Built on land that had been bombed in the Second World War, Golden Lane Estate in the City of London is an example of the post-war modernist social housing ideal that blossomed in the UK through to the 1970s.
This building (Crescent House) was one of the final parts of the estate, and was completed in 1962. Designed by architects Chamberlin, Powell and Bon.
3.800 cc
6 in-line
265 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
Dortmund
The Alte Verwaltung (old administration)
The miners, managers and directors of the mine had their offices and buildings in the former administration building. Today there's an exhibition which tells the story of the Zollern colliery.
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The Zeche Zollern II/IV (translated: Zollern II/IV Colliery) is located in the northwestern suburb of Bövinghausen of Dortmund, Germany. The Gelsenkirchener Bergwerks-AG projected Zollern in 1898 as a model colliery.
Ground up construction began in 1898 on a new site. Most of the buildings of the colliery were built in solid brickwork by the architect Paul Knobbe and were completed in 1904 with the central engine house, in which the most up-to-date generators and machinery used in the colliery were housed. The architecture and state-of-the-art technology support the transition from Gothic revival to Art Nouveau and the industrialization of the early 1900s.
Due to deadline pressure, the central engine house was built in iron framework construction with infilling of red brickwork, planned and executed by the Gutehoffnungshütte. The Art Nouveau styled main entrance was designed by the Berlin architect Bruno Möhring, it shows a lead glazing of blue, green and-glass. Counterpart of the main entrance is the big control board of polished marble in brass mounting, with a brass clock hanging from above. Other buildings on the site include administration bureaus, blacksmith's shop and carpenter's shop, first-aid and fire station with stable, pithead baths, tools store and the central gateway.
In 1969, three years after it closed down, the colliery was recognized as Germany's first technical building monument of international importance. Since 1981, it has been the headquarters of the Westphalian Industrial Museum. The museum is an anchor point on the European Route of Industrial Heritage.
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Dortmund is the largest city in the Ruhr area. It has a population of 593,000 inhabitants, making it the eighth largest city in Germany. Dortmund was founded around 882. Throughout the 13th to 14th centuries, it was the "chief city" of the Rhine, Westphalia, and the Netherlands Circle of the Hanseatic League. During the Thirty Years' War, the city was destroyed and decreased in significance until the onset of industrialization. The city then became one of Germany's most important coal, steel and beer centres. The town expanded into a city, with the population rising from 57,742 in 1875 to 379,950 in 1905. Sprawling residential areas like the North, East, Union and Kreuz district sprang up in less than 10 years. Dortmund consequently was one of the most heavily bombed cities in Germany during World War II. The devastating bombing raids of 12 March 1945 destroyed 98% of buildings in the inner city center. These bombing raids, with more than 1,110 aircraft, hold the record to a single target in World War II. Post-war, most of the ancient buildings were not restored, and large parts of the city area were completely rebuilt in the style of the 1950s. A few historic buildings as the main churches Reinoldikirche and Marienkirche were restored or rebuilt, and extensive parks and gardens were laid out. The simple but successful postwar rebuilding has resulted in a very mixed and unique cityscape.
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After visiting the Ruhr area three years ago, I did a revisit, since there was still so much to see. In less than six days I visited six cities, two museums, and I did some extensive car spotting by bicycle. I have hundreds of car spots to share and took photos of the historic or interesting buildings.
The Ruhr area ('Ruhrgebiet') is named after the river that borders it to the south and is the largest urban area in Germany with over five million people. It is mostly known as a densely-populated industrial area. By 1850 there were almost 300 coal mines in operation in the Ruhr area. The coal was exported or processed in coking ovens into coke, used in blast furnaces, producing iron and steel. Because of the industrial significance, it had been a target from the start of the war, yet "the organized defences and the large amount of industrial pollutants produced a semi-permanent smog or industrial haze that hampered accurate bombing". During World War II, the industry and cities in the Ruhr area were heavily bombed. The combination of the lack of historic city centres, which were burned to ashes, (air) pollution, and urban decay has given the area and the cities a bad reputation.
Source: Wikipedia
Restored postwar diesel locomotive stored at Niles Canyon Railway.
Night, full moon, 2 minute exposure, sodium and mercury vapor lights, yellow and blue-gelled strobe flash.
In the postwar years, Fiat was working on an eight-cylinder engine which was internally known as Tipo 106. Dante Giacosa originally designed the engine for a luxury sedan, but then that project stopped. Rudolf Hruska, at the time working at S.I.A.T.A., was given the task to design a car around the V8 engine. Development took place in absolute secrecy. To not stress the experimental department of Fiat, S.I.A.T.A took up the production of the chassis. Styled by chief designer Fabio Luigi Rapi, the Fiat 8V or OttoVù was presented to the Italian press in February 1952 and first exhibited in the following March at the Geneva Motor Show.
The Fiat 8V prototype used an art deco grill that extended into the hood. A second series was made featuring four headlights with some of the later cars have a full-width windscreen. A high-performance coupé destined to compete in the GT class, the 2-litre 8V model, was a departure from the usual Fiat production. It was well accepted by Italian private drivers and tuners and was the car to beat in the 2-litre class, also thanks to the unique versions built by Zagato or Siata. The Fiat V8 had a 70-degree V configuration of up to a 1996 cc of volume, at 5600 rpm the engine produced 105 hp (78 kW) in standard form with two two-barrel Weber 36 DCS carburettors giving a top speed of 190 km/h (118 mph). Some engines were fitted with substantial four-throat Weber 36 IF4/C carburettors offering 120 bhp, but the intake manifold was very rare. The Fiat 8V is the only eight-cylinder built by Fiat. The engine was connected to a four-speed gearbox. The shapes of the car have seen several changes over time: the prototype had an art deco grille that extended into the bonnet. A second series was made with four headlights; finally, some of the latest cars had a large windshield without divisions. Only 114 of this high-performance coupé were produced, 63 of which with a “Fiat Carrozzerie Speciali” body, 34 first-series and 29 second-series. It was made available in different body styles, offered by the factory and by various coachbuilders like Zagato, Pinin Farina, Ghia and Vignale. The production ceased in 1954.
Text from:
www.carrozzieri-italiani.com/listing/fiat-8v-carrozzerie-...
Postwar Contax III with an East-German CZJ 50mm/1.5 Sonnar
A beautiful camera that I borrowed for a few days
adding images of roots and sky to a textbook I had in 1989. The book explains postwar history from a GDR perspective.
Coachwork by Zagato
Class III a : Post-War Closed Cars "The most elegant ones"
Zoute Concours d'Elegance
Royal Zoute Golf Club
Zoute Grand Prix 2021
Knokke - Zoute
België - Belgium
October 2021
Masters of Mid-Century California Modernism Exhibition at the Mingei International Museum in Balboa Park, San Diego, CA
Film still from the film "The Third Man". Anyone who hasn't seen this incredible film should make every effort to see it. Defeated and subjugated Postwar Wien [Vienna] and the beginings of the Cold War - you'll have a tear in your eye at the end ...
from the archives...a old storage drive is back to life with a bunch of raws to review and post...
Thanks to my good contact Konafyler for the ID. It's a Stearman biplane...
The Stearman (Boeing) Model 75 is a biplane used as a military trainer aircraft, of which at least 10,626 were built in the United States during the 1930s and 1940s.[1] Stearman Aircraft became a subsidiary of Boeing in 1934. Widely known as the Stearman, Boeing Stearman or Kaydet, it served as a primary trainer for the USAAF, the USN (as the NS & N2S), and with the RCAF as the Kaydet throughout World War II. After the conflict was over, thousands of surplus aircraft were sold on the civilian market. In the immediate postwar years they became popular as crop dusters, sports planes, and for aerobatic and wing walking use in airshows.
image copyright SB ImageWorks
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.
Find me also on:
This little barracks are from the Second Postwar. Made for the infantries "sticking point department", they were appointed to keep an eye on the strategical points all around that location, and placed in the War Paths near two villages called Pinzano and Campeis in Friuli Venezia-Giulia (Italy).
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 Leica IIIc - F=5cm 1:35 - I need to sell this one, if you're interested, check it out at my auction on ebay. (elpanadave). Taken with my Nikon D3200. If by any means I'm breaking any rules here, PLEASE let me know, so I can remove the Photograph or Description. Peace & Love!.
Chassis n° B26BH
Coachwork by Franay
Class II b : Post-War Open Class "Fresh Air for 4"
Zoute Concours d'Elegance
Royal Zoute Golf Club
Zoute Grand Prix 2021
Knokke - Zoute
België - Belgium
October 2021
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.
Find me also on:
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
1185 cc
The Minx sold between 1945 and 1947 had the same 1185 cc side-valve engine, the same wheelbase and virtually the same shape as the prewar Minx. This postwar Minx became known as the Minx Mark I (or Minx Phase I). This was the first Minx with a protruding boot (trunk) that nodded to the Ponton, three-box design by then replacing the 'flat back' look, inherited from models that had debuted in the 1930s. Between 1947 and 1948, Hillman offered a modified version they called the Minx Mark II.
Martinborough, New Zealand
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...
Source: en.wikipedia.org/wiki/Cologne
Cologne (German: Köln) is the largest city of Germany's most populous federal state of North Rhine-Westphalia, and its 1 million+ (2016) inhabitants make it the fourth most populous city in Germany after Berlin, Hamburg, and Munich. The largest city on the Rhine, it is also the most populous city both of the Rhine-Ruhr Metropolitan Region, which is Germany's largest and one of Europe's major metropolitan areas, and of the Rhineland. Centred on the left bank of the Rhine, Cologne is about 45 kilometres (28 mi) southeast of North Rhine-Westphalia's capital of Düsseldorf and 25 kilometres (16 mi) northwest of Bonn. It is the largest city in the Central Franconian and Ripuarian dialect areas.
The city's famous Cologne Cathedral (Kölner Dom) is the seat of the Catholic Archbishop of Cologne. There are many institutions of higher education in the city, most notably the University of Cologne (Universität zu Köln), one of Europe's oldest and largest universities, the Technical University of Cologne (Technische Hochschule Köln), Germany's largest university of applied sciences, and the German Sport University Cologne (Deutsche Sporthochschule Köln), Germany's only sport university. Cologne Bonn Airport (Flughafen Köln/Bonn) is Germany's seventh-largest airport and lies in the southeast of the city. The main airport for the Rhine-Ruhr region is Düsseldorf Airport.
Cologne was founded and established in Ubii territory in the 1st century AD as the Roman Colonia Claudia Ara Agrippinensium, the first word of which is the origin of its name. An alternative Latin name of the settlement is Augusta Ubiorum, after the Ubii. "Cologne", the French version of the city's name, has become standard in English as well. The city functioned as the capital of the Roman province of Germania Inferior and as the headquarters of the Roman military in the region until occupied by the Franks in 462. During the Middle Ages it flourished on one of the most important major trade routes between east and west in Europe. Cologne was one of the leading members of the Hanseatic League and one of the largest cities north of the Alps in medieval and Renaissance times. Prior to World War II the city had undergone several occupations by the French and also by the British (1918–1926). Cologne was one of the most heavily bombed cities in Germany during World War II, with the Royal Air Force (RAF) dropping 34,711 long tons (35,268 tonnes) of bombs on the city. The bombing reduced the population by 95%, mainly due to evacuation, and destroyed almost the entire city. With the intention of restoring as many historic buildings as possible, the successful postwar rebuilding has resulted in a very mixed and unique cityscape.
Cologne is a major cultural centre for the Rhineland; it hosts more than 30 museums and hundreds of galleries. Exhibitions range from local ancient Roman archeological sites to contemporary graphics and sculpture. The Cologne Trade Fair hosts a number of trade shows such as Art Cologne, imm Cologne, Gamescom, and the Photokina.
Source: en.wikipedia.org/wiki/Cologne_Cathedral
Cologne Cathedral (German: Kölner Dom, officially Hohe Domkirche Sankt Petrus, English: Cathedral Church of Saint Peter) is a Catholic cathedral in Cologne, North Rhine-Westphalia, Germany. It is the seat of the Archbishop of Cologne and of the administration of the Archdiocese of Cologne. It is a renowned monument of German Catholicism and Gothic architecture and was declared a World Heritage Site in 1996. It is Germany's most visited landmark, attracting an average of 20,000 people a day, and currently the tallest twin-spired church at 157 m (515 ft) tall.
Construction of Cologne Cathedral began in 1248 but was halted in 1473, unfinished. Work did not restart until the 1840s, and the edifice was completed to its original Medieval plan in 1880. The cathedral is the largest Gothic church in Northern Europe and has the second-tallest spires. The towers for its two huge spires give the cathedral the largest façade of any church in the world. The choir has the largest height to width ratio, 3.6:1, of any medieval church.
Cologne's medieval builders had planned a grand structure to house the reliquary of the Three Kings and fit its role as a place of worship for the Holy Roman Emperor. Despite having been left incomplete during the medieval period, Cologne Cathedral eventually became unified as "a masterpiece of exceptional intrinsic value" and "a powerful testimony to the strength and persistence of Christian belief in medieval and modern Europe".
A vintage (post-war) Japanese teacup photographed using a Sony A7R and the Super Takumar 50mm f/1.4 lens, eight-element version.
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
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 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.
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...
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...
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.
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 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...
Museum of Transport and Technology, Auckland.
Originally built as an FB.40, A52-19, at the Bankstown de Havilland Australia factory, this aircraft was modified to T.43 trainer standards and allocated the serial number A52-1053. The aircraft was accepted by the RAAF on 6th August 1946, and put into storage before being sold to New Zealand later that year for £3,000. She was given the new serial number NZ2305 and assigned to No. 75 Squadron on 1st April 1947. Seeing little service while with 75 Squadron, NZ2305 was sold to a farmer in North Island in 1952.
The rotting remains of NZ2305 were discovered by a Mosquito enthusiast, and the farmer donated it to MOTAT. The project of rebuilding NZ2305 began there, and the fuselage and wings were joined at the RNZAF Museum in Christchurch, restoration being completed in 2007.
The Mosquito was an important aircraft in RNZAF service, during WW2 and postwar. In total, 76 FB.VIs, one FB.40, four T.IIIs and four T.43s were exported to New Zealand.
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
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.)
Typical power: Pratt & Whitney R-1340-S3H1 Wasp single-row nine-cylinder 22-litre radial, 600-hp
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Hamilton Air Show, Munro International Airport, sponsored by Canadian Warplane Heritage Museum
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Canadian Harvard Aircraft Association, Tillsonburg, Ontario
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Nikon AF-S Nikkor 70-200mm 1:2.8GII ED SWM VR ED IF
_DSC8401 Cvnx2 APmx Ap Q11 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...