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(Milvus milvus) The re-introduction programme in the UK has certainly transformed this species. They are a joy to observe and photograph. When heading North of England and Wales, the iconic forked tail makes them easy to spot and one has to be careful especially when driving! There's been a +2232% increase between 1995 and 2022 changing their status to Least Concern in the UK a real success story however globally they remain Near threatened.
Setting for a very popular programme on BBC Tv a rugged coastal location period drama.
The geography of Cornwall describes the extreme southwestern peninsula of England west of the River Tamar. The population of Cornwall is greater in the less extensive west of the county than the east due to Bodmin Moor's location; however the larger part of the population live in rural areas. It is the only county in England bordered by only one other county, Devon, and is the 9th largest county by area, encompassing 3,563 km² (1,376 mi²). The length of the coast is large in proportion to the area of the county. Cornwall is exposed to the full force of the prevailing south-westerly winds that blow in from the Atlantic Ocean. To the north is the Celtic Sea, and to the south the English Channel.
Cornwall is the location of Great Britain's most southerly point, The Lizard, and the southern mainland's most westerly point, Land's End. A few miles further west are the Isles of Scilly.
Information from Wikipedia & BBC Tv.
Texture's & Effect's by William Walton & Topaz.
The arboreal Mongoose Lemur is a critically endangered primate native to Madagascar and introduced to the Comoros Islands. This captive male is part of an international breeding programme.
Cataluña, Spain
(Gyps fulvus)
The griffon vulture is a large bird of prey with a wingspan of 2.60 m and a weight of around 9 kg. The pair, formed for life, nests on cliffs. In the morning, as soon as updrafts allow them to fly with less effort, they set off in groups in search of food, covering distances of up to several hundred kilometers. They feed on the soft flesh on the carcasses of dead animals, mainly domestic ones, as wild ones are becoming increasingly rare.
Reintroduction programs halted their disappearance from almost all of Europe at the beginning of the 20th century. They come in large numbers to feeding areas in France and Spain.
Le vautour fauve est un grand rapace de 2m60 d'envergure pesant environ 9 Kg. Le couple, formé à vie, niche dans des falaises. Le matin, dès que des courants ascendants leurs permettent de voler avec un moindre effort, ils partent en groupe à la recherche de nourriture, parcourant jusqu'à plusieurs centaines de kilomètres. Ils se nourrissent de chairs molles sur les carcasses d'animaux morts, principalement domestiques car les sauvages sont de moins en moins nombreux.
Des programmes de réintroduction ont permis d'enrayer leur disparition de presque toute l'Europe au début du XXème siècle. Sur les aires de nourrissage organisées en France et en Espagne, ils viennent en grand nombre.
Beaucoup disent que la Suède n’est qu’un petit pays et que ce que nous faisons n’a pas d’importance. Mais j’ai appris qu’on n’est jamais trop petit pour faire une différence. Et si quelques enfants peuvent faire les gros titres partout dans le monde simplement parce qu’ils ne vont pas à l’école, imaginez ce que nous pourrions faire ensemble si nous le voulions. Mais pour ça, nous devons parler clairement, même si ça peut-être inconfortable.
Vous parlez de croissance économique verte et durable, parce que vous avez peur d’être impopulaires. Vous parlez de poursuivre les mêmes mauvaises idées qui nous ont mis dans cette situation, alors que la seule réaction logique est de tirer le frein à main.
Vous n’êtes pas assez matures pour dire les choses comme elles sont. Même ce fardeau vous le laissez à nous, les enfants. Mais je me moque d’être impopulaire. Je tiens à la justice climatique et à une planète vivante. Notre civilisation est sacrifiée pour permettre à une petite poignée de gens de continuer à gagner d’énormes sommes d’argent. Notre biosphère est sacrifiée pour que des personnes riches, dans des pays comme le mien, puissent vivre dans le luxe.
Ce sont les souffrances du plus grand nombre qui paient pour le luxe de quelques-uns.
En 2078 je fêterai mes 75 ans. Si j’ai des enfants, peut-être qu’ils passeront cette journée avec moi. Peut-être qu’ils me demanderont de parler de vous. Peut-être qu’ils me demanderont pourquoi vous n’avez rien fait alors qu’il était encore temps d’agir.
Vous dites que vous aimez vos enfants par dessus tout et pourtant vous volez leur futur devant leurs yeux. Jusqu’à ce que vous vous concentriez sur ce qui doit être fait plutôt que sur ce qui est politiquement possible, il n’y a aucun espoir. Nous ne pouvons pas résoudre une crise sans la traiter comme telle. Nous devons laisser les énergies fossiles dans le sol et nous devons nous concentrer sur l’équité. Et si les solutions sont introuvables à l’intérieur du système, alors peut-être devons nous changer de système. Nous ne sommes pas venus ici pour supplier les dirigeants du monde de s’inquiéter. Vous nous avez ignoré par le passé et vous nous ignorerez encore. Nous sommes à court d’excuses et nous sommes à court de temps. Nous sommes venus ici pour vous dire que c’est l’heure du changement, que ça vous plaise ou non. Le vrai pouvoir appartient au peuple.
Discours de Greta Thunberg à la COP24 .
www.preservonslaplanete.com/…/associations_environne…
Lieu photo : Montreux, Suisse.
#sauvonslaplanete #ecologie #wwf #greenpeace #montreux #suisse #CransMontana #cransmontana #fabricelecoqfoto
www.carrefourtheatre.qc.ca[Facebook]
Souvenir du Tableau "Insomnie" d'Olivier Normand-Laplante
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| Plus d'images du show | More images of the show | Souvenirs des artistes ... |
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Using a programme called Tilting Sun and taking the middle exposure imaging time from my Prominence captures of 20 August (www.flickr.com/photos/76699751@N07/29007261792/in/datetaken/), I can work out the tilt and rotation of the sun and where my image overlays at the time. Also shown here are the 109 Earth's stacked across the diameter of the sun in fairly even measure to arrive at the scaling for Earth (zoom in you will see them!). Taking the Sun as 861,800 miles (1,390,000 kilometers) in diameter and dividing that by Earth at 7909 miles (12,756 kilometers) gives 108.9 rounded to 109 Earths fitting across the diameter of the sun.
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Who would have thought that thirty years after the start of the Class 50 withdrawal programme (50011 in February 1987 being the first condemned) that I would be seeing in the Nottingham/Derby area on a regular basis a Class 50 in service on general main line duties. That locomotive is of course 50008 Thunderer and here it is stabled at Derby between duties, 27th October 2017.
Locomotive History
50008 was originally D408 and was built at the English Electric Vulcan Foundry works, Newton-Le-Willows. It entered traffic, allocated to Western Lines (Crewe) in March 1968 on Crewe – Glasgow West Coast Main Line duties. With the completion of the West Coast Main Line electrification to Glasgow in 1974 thirty five class 50’s were transferred to the Western Region, however 50008 was one of the fifteen locomotives retained by the London Midland Region until finally transferred to the Western Region in May 1976. In 1978 it was decided to name the class after Royal Navy warships and on the on the 1st September 1978 50008 was named Thunderer with the plates being fitted without ceremony at Laira MPD. In the early 1980’s it was decided to refurbish the class 50 fleet and 50008 entered Doncaster works for refurbishment and was released back into traffic on the 21st December 1981. 50008 worked it last train in November 1991 but was not officially withdrawn until June 1992. Following withdrawal it was sold to Pete Waterman who resold it to Sea Containers in 1998 however neither owner undertook any real work on the locomotive and it quietly decayed stored in the open at LNWR Crewe. In 2006 it was sold to a private individual who has funded its overhaul and the locomotive is again operational.
The fourth ship to carry the name HMS Thunderer was the fourth Orion class battleship built for the Royal Navy and was the last vessel to be constructed by the Thames Iron Works. She was the last and largest warship ever built on the River Thames, and after her completion her builders declared bankruptcy. The Orion class battleships displaced 22,000 tons and were armed with ten 13.5 inch guns in five super-firing turrets, all mounted on the centreline. She was laid down on the 16th April 1910, launched on the 1st February 1911 and was commissioned in May 1912. HMS Thunderer was the first Royal Navy battleship fitted with the Dreyer fire-control table which was effectively the world's first automatic computer and ten years ahead of any other navy's developments. She was also the first of her class to carry Captain Percy Scott's new director firing system, which made her top-shooting ship in the 1912 trials. HMS Thunderer served with the Grand Fleet through out the First World War and was present at the Battle of Jutland on 31st May 1916, firing just 37 13.5" shells, she was not damaged by German fire. As a result of the Washington Naval Convention, she was decommissioned in 1921 and from 1922, she served as a seagoing training ship for cadets, the sole survivor of her class. In November 1926 she was sold for scrap and broken up at Blyth.
The EAP, built by BAE Systems predecessor company British Aerospace (BAe), was the most advanced fighter design ever built solely by a UK manufacturer; its purpose being to bring together technologies applicable to future advanced agile aircraft. This twin engine, single seat aircraft of canard delta configuration was designed for close air combat/air superiority and battlefield close air support.
Airbus A350F F-WXLD - MSN 700, on her first flight from Toulouse-Blagnac, 29 September 2026.
The first A350F prototype lifts away from Toulouse at the start of its maiden flight, marking a major milestone in the programme.
Photographed from the Airbus first-flight event at Toulouse-Blagnac.
30-4-2015 - Emirates, Airbus A380-841.
A quick glimpse of the flight deck during our on-board tour of the EK A380.
Info:
Aircraft was built in 2006 and carried the test reg. F-WWSD. It was used in the A380 test programme as F-WWJB and delivered to Airbus on 19-2-2006.
It was delivered to Emirates on 12-12-2009.
C/n - 7
Organised jointly by Arthur Howes and Brian Epstein.
Among supporting acts were Gerry and the Pacemakers, Gene Pitney, Marianne Faithfull The Kinks and Cilla Black
Admire the fabulous program that this festival offered to all those who had the chance to participate!
* * *
Admirez le fabuleux programme qu'offrait ce festival à toutes celles et qui ceux qui eurent le chance d'y participer !
The Jaguar programme began in the early 1960s, in response to a British requirement (Air Staff Target 362) for an advanced supersonic jet trainer to replace the Folland Gnat T1 and Hawker Hunter T7, and a French requirement (ECAT or École de Combat et d'Appui Tactique, "Tactical Combat Support Trainer") for a cheap, subsonic dual role trainer and light attack aircraft to replace the Fouga Magister, Lockheed T-33 and Dassault Mystère IV. In both countries several companies tendered designs: BAC, Hunting, Hawker Siddeley and Folland in Britain; Breguet, Potez, Sud-Aviation, Nord, and Dassault from France. A Memorandum of Understanding was signed in May 1965 for the two countries to develop two aircraft, a trainer based on the ECAT, and the larger AFVG (Anglo-French Variable Geometry)
Cross-channel negotiations led to the formation of SEPECAT (Société Européenne de Production de l'Avion d'École de Combat et d'Appui Tactique – the "European company for the production of a combat trainer and tactical support aircraft") in 1966 as a joint venture between Breguet and the British Aircraft Corporation to produce the airframe. Though based in part on the Breguet Br.121, using the same basic configuration and an innovative French-designed landing gear, the Jaguar was built incorporating major elements of design from BAC – notably the wing and high lift devices.
Production of components would be split between Breguet and BAC, and the aircraft themselves would be assembled on two production lines; one in the UK and one in France, To avoid any duplication of work, each aircraft component had only one source. The British light strike/tactical support versions were the most demanding design, requiring supersonic performance, superior avionics, a cutting edge nav/attack system of more accuracy and complexity than the French version, moving map display, laser range-finder and marked-target seeker (LRMTS). As a result, the initial Br.121 design needed a thinner wing, redesigned fuselage, a higher rear cockpit, and after-burning engines. While putting on smiling faces for the public, maintaining the illusion of a shared design, the British design defacto departed from the French sub-sonic Breguet 121 to such a degree that it was for all intents and purposes a new design.
A separate partnership was formed between Rolls-Royce and Turbomeca to develop the Adour afterburning turbofan engine. The Br.121 was proposed with Turbomeca's Tourmalet engine for ECAT but Breguet preferred the RR RB.172 and their joint venture would use elements of both. The new engine, which would be used for the AFVG as well, would be built in Derby and Tarnos.
Previous collaborative efforts between Britain and France had been complicated – the AFVG programme ended in cancellation, and controversy surrounded the development of the supersonic airliner Concorde. Whilst the technical collaboration between BAC and Breguet went well, when Dassault took over Breguet in 1971 it encouraged acceptance of its own designs, such as the Super Étendard naval attack aircraft and the Mirage F1, for which it would receive more profit, over the Anglo-French Jaguar.
The initial plan was for Britain to buy 150 Jaguar "B" trainers, with its strike requirements being met by the advanced BAC-Dassault AFVG aircraft, with France to buy 75 "E" trainers (école) and 75 "A" single-seat strike attack aircraft (appui). Dassault favoured its own Mirage G aircraft above the collaborative AFVG, and in June 1967, France cancelled the AFVG on cost grounds. This left a gap in the RAF's planned strike capabilities for the 1970s at the same time as France's cancellation of the AFVG, Germany was expressing a serious interest in the Jaguar, and thus the design became more oriented towards the low-level strike role.
The RAF had initially planned on a buy of 150 trainers; however, with both TSR2 and P.1154 gone, the RAF were looking increasingly hard at their future light strike needs and realizing that they now needed more than just advanced trainers with some secondary counter insurgency capability. The RAF's strike line-up was at this point intended to consist of American F-111s plus the AFVG for lighter strike purposes. There was concern that both F-111 and AFVG were high risk projects and with the French already planning on a strike role for the Jaguar, there was an opportunity to introduce a serious backup plan for the RAF's future strike needs - the Jaguar.
While the RAF had initially planned to buy 150 trainers, the TSR2 and p.1154 were gone, and believing that both the US F-111 and AFVG were high-risk programs, and with the French already planning a strike role for their Jaguar, the MOD suddenly realized they were in bad need of a new light strike aircraft capable of delivering tactical nuclear weapons. As a result, by October 1970, the RAF's requirements had changed to 165 single-seat strike aircraft and 35 trainers.
The Jaguar was to replace the McDonnell Douglas Phantom FGR2 in the close air support, tactical reconnaissance and tactical strike roles, freeing the Phantom to be used for air defence. Both the French and British trainer requirements had developed significantly, and were eventually fulfilled instead by the Alpha Jet and Hawker Siddeley Hawk respectively. The French, meanwhile, had chosen the Jaguar to replace the Aeronavale's Dassault Étendard IV, and increased their order to include an initial 40 of a carrier-capable maritime version of the Jaguar, the Jaguar M, for the Aeronavale. From these apparently disparate aims would come a single and entirely different aircraft: relatively high-tech, supersonic, and optimised for ground-attack in a high-threat environment.
The Ribblehead Viaduct or Batty Moss Viaduct carries the Settle–Carlisle railway across Batty Moss in the Ribble Valley at Ribblehead, in North Yorkshire, England. The viaduct, built by the Midland Railway, is 28 miles (45 km) north-west of Skipton and 26 miles (42 km) south-east of Kendal. It is a Grade II* listed structure. Ribblehead Viaduct is the longest and the third tallest structure on the Settle–Carlisle line.
The viaduct was designed by John Sydney Crossley, chief engineer of the Midland Railway, who was responsible for the design and construction of all major structures along the line. The viaduct was necessitated by the challenging terrain of the route. Construction began in late 1869. It necessitated a large workforce, up to 2,300 men, most of whom lived in shanty towns set up near its base. Over 100 men lost their lives during its construction. The Settle to Carlisle line was the last main railway in Britain to be constructed primarily with manual labour.
By the end of 1874, the last stone of the structure had been laid; on 1 May 1876, the Settle–Carlisle line was opened for passenger services. During the 1980s, British Rail proposed closing the line. In 1989, after lobbying by the public against closure, it was announced that the line would be retained. Since the 1980s, the viaduct has had multiple repairs and restorations and the lines relaid as a single track. The land underneath and around the viaduct is a scheduled ancient monument; the remains of the construction camp and navvy settlements (Batty Wife Hole, Sebastopol, and Belgravia) are located there.
In the 1860s, the Midland Railway, keen to capitalise on the growth in rail traffic between England and Scotland, proposed building a line between Settle and Carlisle. The line was intended to join the Midland line between Skipton and Carnforth to the city of Carlisle. On 16 July 1866, the Midland Railway (Settle to Carlisle) Act was passed by Parliament, authorising the company "to construct Railways from Settle to Hawes, Appleby, and Carlisle; and for other Purposes".
After the Act passed, the Midland Railway came to an agreement with the London & North Western Railway, to run services on the LNWR line via Shap. The company applied for a bill of abandonment for its original plan but Parliament rejected the bill on 16 April 1869 and the Midland Railway was compelled to build the Settle to Carlisle line.
The line passed through difficult terrain that necessitated building several substantial structures. The company's chief engineer, John Sydney Crossley and its general manager, James Joseph Allport, surveyed the line. Crossley was responsible for the design and construction of the major works, including Ribblehead Viaduct.
On 6 November 1869, a contract to construct the Settle Junction (SD813606) to Dent Head Viaduct section including Ribblehead Viaduct was awarded to contractor John Ashwell. The estimated cost was £343,318 and completion was expected by May 1873. Work commenced at the southern end of the 72-mile (116 km) line.
By July 1870, work had started on the foundations for Ribblehead Viaduct. On 12 October 1870, contractor's agent William Henry Ashwell laid the first stone. Financial difficulties came to greatly trouble John Ashwell; on 26 October 1871, his contract was cancelled by mutual agreement. From this date, the viaduct was constructed by the Midland Railway who worked on a semi-contractual basis overseen by William Ashwell.
The viaduct was built by a workforce of up to 2,300 men. They lived, often with their families, in temporary camps, named Batty Wife Hole, Sebastopol, and Belgravia on adjacent land. More than a hundred workers lost their lives in construction-related accidents, fighting, or from outbreaks of smallpox. According to Church of England records, there are around 200 burials of men, women, and children in the graveyard at Chapel-le-Dale and the church has a memorial to the railway workers.
In December 1872, the design for Ribblehead Viaduct was changed from 18 arches to 24, each spanning 45 feet (13.7 m). By August 1874, the arches had been keyed and the last stone was laid by the end of the year. A single track was laid over the viaduct and on 6 September 1874 the first train carrying passengers was hauled across by the locomotive Diamond. On 3 August 1875, the viaduct was opened for freight traffic and on 1 May 1876, the whole line opened for passenger services, following approval by Colonel F. H. Rich from the Board of Trade.
Ribblehead Viaduct is 440 yards (400 m) long, and 104 feet (32 m) above the valley floor at its highest point, it was designed to carry a pair of tracks aligned over the sleeper walls. The viaduct has 24 arches of 45 feet (14 m) span, the foundations of which are 25 feet (7.6 m) deep. The piers are tapered, roughly 13 feet (4 m) across at the base and 5 feet 11 inches (1.8 m) thick near the arches and have loosely-packed rubble-filled cores. Every sixth pier is 50 per cent thicker, a mitigating measure against collapse should any of the piers fail. The north end is 13 feet (4 m) higher in elevation than the south, a gradient of 1:100.
The viaduct is faced with limestone masonry set in hydraulic lime mortar and the near-semicircular arches are red brick, constructed in five separate rings, with stone voussoirs. Sleeper walls rise from the arches to support the stone slabs of the viaduct's deck and hollow spandrels support plain solid parapet walls. In total, 1.5 million bricks were used; some of the limestone blocks weigh eight tons.
Ribblehead Viaduct is 980 feet (300 m) above sea level on moorland exposed to the prevailing westerly wind. Its height, from foundation to rails is 55 yards (50.3 m). It is 442.7 yards (404.8 m) long on a lateral curve with a radius of 0.85 miles (1.37 km).
The viaduct is the longest structure on the Settle–Carlisle Railway which has two taller viaducts, Smardale Viaduct at 131 feet (40 m) near Crosby Garrett, and Arten Gill at 117 feet (36 m). Ribblehead railway station is less than half a mile to the south and to the north is Blea Moor Tunnel, the longest on the line, near the foot of Whernside.
During 1964, several Humber cars were blown off their wagons while being carried over the viaduct on a freight train.
By 1980, the viaduct was in disrepair and many of its piers had been weakened by water ingress. Between 1981 and 1984, repairs were undertaken as a cost of roughly £100,000. Repairs included strengthening the piers by the addition of steel rails and concrete cladding. For safety reasons, the line was reduced to single track across the viaduct to avoid the simultaneous loading from two trains crossing and a 20mph speed limit was imposed. During 1988, minor repairs were carried out and trial bores were made into several piers. In 1989, a waterproof membrane was installed.
In the 1980s, British Rail proposed closing the line, citing the high cost of repairs to its major structures. Vigorous campaigning by the Friends of the Settle-Carlisle Line, formed during 1981, garnered and mobilised public support against the plan. In 1989, the line was saved from closure. According to Michael Portillo, who took the decision in his capacity as Minister of State for Transport, the economic arguments for closing it had been weakened by a spike in passenger numbers, and further studies by engineers had determined that restoration work would not be nearly as costly as estimated.
In November 1988, Ribblehead Viaduct was Grade II* listed. The surrounding land where the remains of its construction camps are located has been recognised as a scheduled monument.
Between 1990 and 1992, Ribblehead Viaduct underwent major restoration. Between September 1999 and March 2001, a programme of improvements was implemented involving renewal of track, replacement of ballast and the installation of new drainage. Restoration has allowed for increased levels of freight traffic assuring the line's viability.
The Settle–Carlisle Line is one of three north–south main lines, along with the West Coast Main Line through Penrith and the East Coast Main Line via Newcastle. During 2016, the line carried seven passenger trains from Leeds to Carlisle per day in each direction, and long-distance excursions, many hauled by preserved steam locomotives.
Regular heavy freight trains use the route avoiding congestion on the West Coast Main Line. Timber trains, and stone from Ingleton quarry, pass over the viaduct when they depart from the yard opposite Ribblehead railway station. The stone from Ingleton is ferried to the terminal at Ribblehead by road. Limestone aggregate trains from Arcow quarry sidings (near Horton-in-Ribblesdale) run to various stone terminals in the Leeds and Manchester areas on different days – these trains reverse in the goods loop at Blea Moor signal box because the connection from the quarry sidings faces north.
Major restoration work started in November 2020 as a £2.1 million project to re-point mortar joints and replace broken stones got underway. Network Rail released a timelapse video of the works in June 2021.
Building the viaduct was the inspiration behind the ITV period drama series Jericho. The viaduct appears in the 1970 film No Blade of Grass and also in the 2012 film Sightseers. A number of other films and television programmes have also included the viaduct.
North Yorkshire is a ceremonial county in the Yorkshire and the Humber and North East regions of England. It borders County Durham to the north, the North Sea to the east, the East Riding of Yorkshire to the south-east, South Yorkshire to the south, West Yorkshire to the south-west, and Cumbria and Lancashire to the west. Northallerton is the county town.
The county is the largest in England by land area, at 9,020 km2 (3,480 sq mi), and has a population of 1,158,816. The largest settlements are Middlesbrough (174,700) in the north-east and the city of York (152,841) in the south. Middlesbrough is part of the Teesside built-up area, which extends into County Durham and has a total population of 376,663. The remainder of the county is rural, and the largest towns are Harrogate (73,576) and Scarborough (61,749). For local government purposes the county comprises four unitary authority areas — York, Middlesbrough, Redcar and Cleveland, and North Yorkshire — and part of a fifth, Stockton-on-Tees.
The centre of the county contains a wide plain, called the Vale of Mowbray in the north and Vale of York in the south. The North York Moors lie to the east, and south of them the Vale of Pickering is separated from the main plain by the Howardian Hills. The west of the county contains the Yorkshire Dales, an extensive upland area which contains the source of the River Ouse/Ure and many of its tributaries, which together drain most of the county. The Dales also contain the county's highest point, Whernside, at 2,415 feet (736 m).
North Yorkshire non-metropolitan and ceremonial county was formed on 1 April 1974 as a result of the Local Government Act 1972. It covered most of the North Riding of Yorkshire, as well as northern parts of the West Riding of Yorkshire, northern and eastern East Riding of Yorkshire and the former county borough of York. Northallerton, as the former county town for the North Riding, became North Yorkshire's county town. In 1993 the county was placed wholly within the Yorkshire and the Humber region.
Some areas which were part of the former North Riding were in the county of Cleveland for twenty-two years (from 1974 to 1996) and were placed in the North East region from 1993. On 1 April 1996, these areas (Middlesbrough, Redcar and Cleveland and Stockton borough south of the River Tees) became part of the ceremonial county as separate unitary authorities. These areas remain within the North East England region.
Also on 1 April 1996, the City of York non-metropolitan district and parts of the non-metropolitan county (Haxby and nearby rural areas) became the City of York unitary authority.
On 1 April 2023, the non-metropolitan county became a unitary authority. This abolished eight councils and extended the powers of the county council to act as a district council.
The York and North Yorkshire Combined Authority held its first meeting on 22 January 2024, assumed its powers on 1 February 2024 and the first mayor is to be elected in May 2024.
The geology of North Yorkshire is closely reflected in its landscape. Within the county are the North York Moors and most of the Yorkshire Dales, two of eleven areas in England and Wales to be designated national parks. Between the North York Moors in the east and the Pennine Hills. The highest point is Whernside, on the Cumbrian border, at 2,415 feet (736 m). A distinctive hill to the far north east of the county is Roseberry Topping.
North Yorkshire contains several major rivers. The River Tees is the most northerly, forming part of the border between North Yorkshire and County Durham in its lower reaches and flowing east through Teesdale before reaching the North Sea near Redcar. The Yorkshire Dales are the source of many of the county's major rivers, including the Aire, Lune, Ribble, Swale, Ure, and Wharfe.[10] The Aire, Swale, and Wharfe are tributaries of the Ure/Ouse, which at 208 km (129 mi) long is the sixth-longest river in the United Kingdom. The river is called the Ure until it meets Ouse Gill beck just below the village of Great Ouseburn, where it becomes the Ouse and flows south before exiting the county near Goole and entering the Humber estuary. The North York Moors are the catchment for a number of rivers: the Leven which flows north into the Tees between Yarm and Ingleby Barwick; the Esk flows east directly into the North Sea at Whitby as well as the Rye (which later becomes the Derwent at Malton) flows south into the River Ouse at Goole.
North Yorkshire contains a small section of green belt in the south of the county, which surrounds the neighbouring metropolitan area of Leeds along the North and West Yorkshire borders. It extends to the east to cover small communities such as Huby, Kirkby Overblow, and Follifoot before covering the gap between the towns of Harrogate and Knaresborough, helping to keep those towns separate.
The belt adjoins the southernmost part of the Yorkshire Dales National Park, and the Nidderdale AONB. It extends into the western area of Selby district, reaching as far as Tadcaster and Balne. The belt was first drawn up from the 1950s.
The city of York has an independent surrounding belt area affording protections to several outlying settlements such as Haxby and Dunnington, and it too extends into the surrounding districts.
North Yorkshire has a temperate oceanic climate, like most of the UK. There are large climate variations within the county. The upper Pennines border on a Subarctic climate. The Vale of Mowbray has an almost Semi-arid climate. Overall, with the county being situated in the east, it receives below-average rainfall for the UK. Inside North Yorkshire, the upper Dales of the Pennines are one of the wettest parts of England, where in contrast the driest parts of the Vale of Mowbray are some of the driest areas in the UK.
Summer temperatures are above average, at 22 °C. Highs can regularly reach up to 28 °C, with over 30 °C reached in heat waves. Winter temperatures are below average, with average lows of 1 °C. Snow and Fog can be expected depending on location. The North York Moors and Pennines have snow lying for an average of between 45 and 75 days per year. Sunshine is most plentiful on the coast, receiving an average of 1,650 hours a year. It reduces further west in the county, with the Pennines receiving 1,250 hours a year.
The county borders multiple counties and districts:
County Durham's County Durham, Darlington, Stockton (north Tees) and Hartlepool;
East Riding of Yorkshire's East Riding of Yorkshire;
South Yorkshire's City of Doncaster;
West Yorkshire's City of Wakefield, City of Leeds and City of Bradford;
Lancashire's City of Lancaster, Ribble Valley and Pendle
Cumbria's Westmorland and Furness.
The City of York Council and North Yorkshire Council formed the York and North Yorkshire Combined Authority in February 2024. The elections for the first directly-elected mayor will take place in May 2024. Both North Yorkshire Council and the combined authority are governed from County Hall, Northallerton.
The Tees Valley Combined Authority was formed in 2016 by five unitary authorities; Middlesbrough, Redcar and Cleveland Borough both of North Yorkshire, Stockton-on-Tees Borough (Uniquely for England, split between North Yorkshire and County Durham), Hartlepool Borough and Darlington Borough of County Durham.
In large areas of North Yorkshire, agriculture is the primary source of employment. Approximately 85% of the county is considered to be "rural or super sparse".
Other sectors in 2019 included some manufacturing, the provision of accommodation and meals (primarily for tourists) which accounted for 19 per cent of all jobs. Food manufacturing employed 11 per cent of workers. A few people are involved in forestry and fishing in 2019. The average weekly earnings in 2018 were £531. Some 15% of workers declared themselves as self-employed. One report in late 2020 stated that "North Yorkshire has a relatively healthy and diverse economy which largely mirrors the national picture in terms of productivity and jobs.
Mineral extraction and power generation are also sectors of the economy, as is high technology.
Tourism is a significant contributor to the economy. A study of visitors between 2013 and 2015 indicated that the Borough of Scarborough, including Filey, Whitby and parts of the North York Moors National Park, received 1.4m trips per year on average. A 2016 report by the National Park, states the park area gets 7.93 million visitors annually, generating £647 million and supporting 10,900 full-time equivalent jobs.
The Yorkshire Dales have also attracted many visitors. In 2016, there were 3.8 million visits to the National Park including 0.48 million who stayed at least one night. The parks service estimates that this contributed £252 million to the economy and provided 3,583 full-time equivalent jobs. The wider Yorkshire Dales area received 9.7 million visitors who contributed £644 million to the economy. The North York Moors and Yorkshire Dales are among England's best known destinations.
York is a popular tourist destination. A 2014 report, based on 2012 data, stated that York alone receives 6.9 million visitors annually; they contribute £564 million to the economy and support over 19,000 jobs. In the 2017 Condé Nast Traveller survey of readers, York rated 12th among The 15 Best Cities in the UK for visitors. In a 2020 Condé Nast Traveller report, York rated as the sixth best among ten "urban destinations [in the UK] that scored the highest marks when it comes to ... nightlife, restaurants and friendliness".
During February 2020 to January 2021, the average property in North Yorkshire county sold for £240,000, up by £8100 over the previous 12 months. By comparison, the average for England and Wales was £314,000. In certain communities of North Yorkshire, however, house prices were higher than average for the county, as of early 2021: Harrogate (average value: £376,195), Knaresborough (£375,625), Tadcaster (£314,278), Leyburn (£309,165) and Ripon (£299,998), for example.
This is a chart of trend of regional gross value added for North Yorkshire at current basic prices with figures in millions of British pounds sterling.
Unemployment in the county was traditionally low in recent years, but the lockdowns and travel restrictions necessitated by the COVID-19 pandemic had a negative effect on the economy during much of 2020 and into 2021. The UK government said in early February 2021 that it was planning "unprecedented levels of support to help businesses [in the UK] survive the crisis". A report published on 1 March 2021 stated that the unemployment rate in North Yorkshire had "risen to the highest level in nearly 5 years – with under 25s often bearing the worst of job losses".
York experienced high unemployment during lockdown periods. One analysis (by the York and North Yorkshire Local Enterprise Partnership) predicted in August 2020 that "as many as 13,835 jobs in York will be lost in the scenario considered most likely, taking the city's unemployment rate to 14.5%". Some critics claimed that part of the problem was caused by "over-reliance on the booming tourism industry at the expense of a long-term economic plan". A report in mid June 2020 stated that unemployment had risen 114 per cent over the previous year because of restrictions imposed as a result of the pandemic.
Tourism in the county was expected to increase after the restrictions imposed due the pandemic are relaxed. One reason for the expected increase is the airing of All Creatures Great and Small, a TV series about the vet James Herriot, based on a successful series of books; it was largely filmed within the Yorkshire Dales National Park. The show aired in the UK in September 2020 and in the US in early 2021. One source stated that visits to Yorkshire websites had increased significantly by late September 2020.
The East Coast Main Line (ECML) bisects the county stopping at Northallerton,Thirsk and York. Passenger service companies in the area are London North Eastern Railway, Northern Rail, TransPennine Express and Grand Central.
LNER and Grand Central operate services to the capital on the ECML, Leeds Branch Line and the Northallerton–Eaglescliffe Line. LNER stop at York, Northallerton and on to County Durham or spur over to the Tees Valley Line for Thornaby and Middlesbrough. The operator also branch before the county for Leeds and run to Harrogate and Skipton. Grand Central stop at York, Thirsk Northallerton and Eaglescliffe then over to the Durham Coast Line in County Durham.
Northern operates the remaining lines in the county, including commuter services on the Harrogate Line, Airedale Line and York & Selby Lines, of which the former two are covered by the Metro ticketing area. Remaining branch lines operated by Northern include the Yorkshire Coast Line from Scarborough to Hull, York–Scarborough line via Malton, the Hull to York Line via Selby, the Tees Valley Line from Darlington to Saltburn via Middlesbrough and the Esk Valley Line from Middlesbrough to Whitby. Last but certainly not least, the Settle-Carlisle Line runs through the west of the county, with services again operated by Northern.
The county suffered badly under the Beeching cuts of the 1960s. Places such as Richmond, Ripon, Tadcaster, Helmsley, Pickering and the Wensleydale communities lost their passenger services. Notable lines closed were the Scarborough and Whitby Railway, Malton and Driffield Railway and the secondary main line between Northallerton and Harrogate via Ripon.
Heritage railways within North Yorkshire include: the North Yorkshire Moors Railway, between Pickering and Grosmont, which opened in 1973; the Derwent Valley Light Railway near York; and the Embsay and Bolton Abbey Steam Railway. The Wensleydale Railway, which started operating in 2003, runs services between Leeming Bar and Redmire along a former freight-only line. The medium-term aim is to operate into Northallerton station on the ECML, once an agreement can be reached with Network Rail. In the longer term, the aim is to reinstate the full line west via Hawes to Garsdale on the Settle-Carlisle line.
York railway station is the largest station in the county, with 11 platforms and is a major tourist attraction in its own right. The station is immediately adjacent to the National Railway Museum.
The main road through the county is the north–south A1(M), which has gradually been upgraded in sections to motorway status since the early 1990s. The only other motorways within the county are the short A66(M) near Darlington and a small stretch of the M62 motorway close to Eggborough. The other nationally maintained trunk routes are the A168/A19, A64, A66 and A174.
Long-distance coach services are operated by National Express and Megabus. Local bus service operators include Arriva Yorkshire, Stagecoach, Harrogate Bus Company, The Keighley Bus Company, Scarborough & District (East Yorkshire), Yorkshire Coastliner, First York and the local Dales & District.
There are no major airports in the county itself, but nearby airports include Teesside International (Darlington), Newcastle and Leeds Bradford.
The main campus of Teesside University is in Middlesbrough, while York contains the main campuses of the University of York and York St John University. There are also two secondary campuses in the county: CU Scarborough, a campus of Coventry University, and Queen's Campus, Durham University in Thornaby-on-Tees.
Colleges
Middlesbrough College's sixth-form
Askham Bryan College of agriculture, Askham Bryan and Middlesbrough
Craven College, Skipton
Middlesbrough College
The Northern School of Art, Middlesbrough
Prior Pursglove College
Redcar & Cleveland College
Scarborough Sixth Form College
Scarborough TEC
Selby College
Stockton Riverside College, Thornaby
York College
Places of interest
Ampleforth College
Beningbrough Hall –
Black Sheep Brewery
Bolton Castle –
Brimham Rocks –
Castle Howard and the Howardian Hills –
Catterick Garrison
Cleveland Hills
Drax Power Station
Duncombe Park – stately home
Eden Camp Museum –
Embsay & Bolton Abbey Steam Railway –
Eston Nab
Flamingo Land Theme Park and Zoo –
Helmsley Castle –
Ingleborough Cave – show cave
John Smith's Brewery
Jorvik Viking Centre –
Lightwater Valley –
Lund's Tower
Malham Cove
Middleham Castle –
Mother Shipton's Cave –
National Railway Museum –
North Yorkshire Moors Railway –
Ormesby Hall – Palladian Mansion
Richmond Castle –
Ripley Castle – Stately home and historic village
Riverside Stadium
Samuel Smith's Brewery
Shandy Hall – stately home
Skipton Castle –
Stanwick Iron Age Fortifications –
Studley Royal Park –
Stump Cross Caverns – show cave
Tees Transporter Bridge
Theakston Brewery
Thornborough Henges
Wainman's Pinnacle
Wharram Percy
York Castle Museum –
Yorkshire Air Museum –
The Yorkshire Arboretum
The Jaguar programme began in the early 1960s, in response to a British requirement (Air Staff Target 362) for an advanced supersonic jet trainer to replace the Folland Gnat T1 and Hawker Hunter T7, and a French requirement (ECAT or École de Combat et d'Appui Tactique, "Tactical Combat Support Trainer") for a cheap, subsonic dual role trainer and light attack aircraft to replace the Fouga Magister, Lockheed T-33 and Dassault Mystère IV. In both countries several companies tendered designs: BAC, Hunting, Hawker Siddeley and Folland in Britain; Breguet, Potez, Sud-Aviation, Nord, and Dassault from France. A Memorandum of Understanding was signed in May 1965 for the two countries to develop two aircraft, a trainer based on the ECAT, and the larger AFVG (Anglo-French Variable Geometry)
Cross-channel negotiations led to the formation of SEPECAT (Société Européenne de Production de l'Avion d'École de Combat et d'Appui Tactique – the "European company for the production of a combat trainer and tactical support aircraft") in 1966 as a joint venture between Breguet and the British Aircraft Corporation to produce the airframe. Though based in part on the Breguet Br.121, using the same basic configuration and an innovative French-designed landing gear, the Jaguar was built incorporating major elements of design from BAC – notably the wing and high lift devices.
Production of components would be split between Breguet and BAC, and the aircraft themselves would be assembled on two production lines; one in the UK and one in France, To avoid any duplication of work, each aircraft component had only one source. The British light strike/tactical support versions were the most demanding design, requiring supersonic performance, superior avionics, a cutting edge nav/attack system of more accuracy and complexity than the French version, moving map display, laser range-finder and marked-target seeker (LRMTS). As a result, the initial Br.121 design needed a thinner wing, redesigned fuselage, a higher rear cockpit, and after-burning engines. While putting on smiling faces for the public, maintaining the illusion of a shared design, the British design defacto departed from the French sub-sonic Breguet 121 to such a degree that it was for all intents and purposes a new design.
A separate partnership was formed between Rolls-Royce and Turbomeca to develop the Adour afterburning turbofan engine. The Br.121 was proposed with Turbomeca's Tourmalet engine for ECAT but Breguet preferred the RR RB.172 and their joint venture would use elements of both. The new engine, which would be used for the AFVG as well, would be built in Derby and Tarnos.
Previous collaborative efforts between Britain and France had been complicated – the AFVG programme ended in cancellation, and controversy surrounded the development of the supersonic airliner Concorde. Whilst the technical collaboration between BAC and Breguet went well, when Dassault took over Breguet in 1971 it encouraged acceptance of its own designs, such as the Super Étendard naval attack aircraft and the Mirage F1, for which it would receive more profit, over the Anglo-French Jaguar.
The initial plan was for Britain to buy 150 Jaguar "B" trainers, with its strike requirements being met by the advanced BAC-Dassault AFVG aircraft, with France to buy 75 "E" trainers (école) and 75 "A" single-seat strike attack aircraft (appui). Dassault favoured its own Mirage G aircraft above the collaborative AFVG, and in June 1967, France cancelled the AFVG on cost grounds. This left a gap in the RAF's planned strike capabilities for the 1970s at the same time as France's cancellation of the AFVG, Germany was expressing a serious interest in the Jaguar, and thus the design became more oriented towards the low-level strike role.
The RAF had initially planned on a buy of 150 trainers; however, with both TSR2 and P.1154 gone, the RAF were looking increasingly hard at their future light strike needs and realizing that they now needed more than just advanced trainers with some secondary counter insurgency capability. The RAF's strike line-up was at this point intended to consist of American F-111s plus the AFVG for lighter strike purposes. There was concern that both F-111 and AFVG were high risk projects and with the French already planning on a strike role for the Jaguar, there was an opportunity to introduce a serious backup plan for the RAF's future strike needs - the Jaguar.
While the RAF had initially planned to buy 150 trainers, the TSR2 and p.1154 were gone, and believing that both the US F-111 and AFVG were high-risk programs, and with the French already planning a strike role for their Jaguar, the MOD suddenly realized they were in bad need of a new light strike aircraft capable of delivering tactical nuclear weapons. As a result, by October 1970, the RAF's requirements had changed to 165 single-seat strike aircraft and 35 trainers.
The Jaguar was to replace the McDonnell Douglas Phantom FGR2 in the close air support, tactical reconnaissance and tactical strike roles, freeing the Phantom to be used for air defence. Both the French and British trainer requirements had developed significantly, and were eventually fulfilled instead by the Alpha Jet and Hawker Siddeley Hawk respectively. The French, meanwhile, had chosen the Jaguar to replace the Aeronavale's Dassault Étendard IV, and increased their order to include an initial 40 of a carrier-capable maritime version of the Jaguar, the Jaguar M, for the Aeronavale. From these apparently disparate aims would come a single and entirely different aircraft: relatively high-tech, supersonic, and optimised for ground-attack in a high-threat environment.
Damn I can never remember my access code. Its either 69696969 or 96969696.
Who'd give a code like that to a dyslexic!
If you like my work and fav it spend the time to comment please.
STILL LOOKING
I am looking for young male and female volunteer gritty, punky or just plain funky models
I would really like to photo you personally, however unless you live in West Yorkshire, UK that will not be possible. But it may be possible to direct you and then post your shots for editing. You will need to sign a model release form which I will supply. You can keep a set of finished shots but beware that I will own copyright of the finished images. If this interests you then please contact me through flickr.
thanks
I began my 2016 “Streets Of Ireland” programme with a visit to Kilkenny [9-11 May] and the weather was terrible because it did nothing but rain and at times the rain was very heavy. Based on experience gained in 2015 and 2014 I recently spent a lot of money getting suitable all-weather gear and a more suitable weather-proof camera system and while this investment did help the sky was very grey and impacted greatly on my photography. I had to undertake a lot of work in post to dehaze many of the images so at times the sky may appear a bit strange.
Kilkenny is very much a party town but I wanted to photograph something other then hen/stag parties, nightclubs and tourist-attractions so I asked some local shopkeepers for suggestions and every one of them suggested the ‘Nore Linear Park’ but they all made it sound like a bit of a marathon [maybe they thought that I looked a bit old or unfit].
I made two attempts to explore the linear park, the first was late on Monday but the weather was just so bad that I abandoned the task after I had difficulty exiting a raised-rampway after I came across an arrow pointing to John Street because every gateway that I came to was locked. I had to retrace my route and as a result I did find an interesting old graveyard which I returned to on Tuesday [I will publish those images later in the week]. I asked a number of people about the old graveyard but no one that I asked was aware of it or its history.
On Tuesday I made a second attempt in the morning and while the weather was not good I did manage to photograph all sections within a few hours and along the route I got to meet some very interesting people and one really rude person.
On Monday I used a Sony 28-135mm lens but for my visit the the linear park I switched to a Zeiss Batis 25mm lens [which may have been a bad choice because it is a wide-angle lens]. The Batis is light and much easier to protect from the rain which is why I decided to use it.
The Nore Linear Park follows the banks of the River Nore as it flows through Kilkenny City. The park has a network of accessible cycleways and footpaths on both sides of the river within Kilkenny City and Environs.
The Linear Park can be roughly divided into four sections: -
1. The West Bank (from Bishopsmeadows to the weir at Talbot's Inch): This section is approached from Riverside Drive close to Green's Bridge or from the Sycamores Housing estate. It can also be accessed (by foot only) from steps at Talbot's Inch on the Freshford/Urlingford Road. This section of the park travels through mainly meadow grassland. The footing is easy and level. The section of the park is accessible to persons of limited mobility from the Riverside Drive entrance and from the Sycamores entrance. It should be noted that the Linear Park is located in a floodplain and in periods of high rainfall may be inaccessible.
2. The Peace Park (between John's Bridge and Green's Bridge in the City Centre):This is the most urban section of the Linear park, travelling through town along the eastern bank, parallel to Michael Street. Much of this section is paved and lined with shrub planting beds with plenty of seating areas to sit and enjoy. Access is from Michael Street or from John's Quay in the city centre or from Greensbridge Street.
3. The Canal Walk (parallel to Kilkenny Castle Grounds) :-
The third section of the park runs between the Kilkenny Castle Park and the River Nore and involved the upgrade and extension of the existing 'Canal Walk'. This is an attractive walk lined for much of its length with mature trees especially limes. The walk runs from Canal Square and terminates at Fennessy's Mill . During Kilkenny Castle Park open hours it is possible to access the grounds of the Castle Park from the Canal Walk. See www.heritageireland.ie for Castle Park opening hours.
4. The Lacken Walk: This area has recently been upgraded with bank stabilisation works to restore eroded areas and extended with the installation of a raised timber boardwalk. This walk is accessible from steps on the Dublin Road or from the lower path on Maudlin Street and from a newly constructed ramp linking the area with the Ring Road. The path which is narrow in places runs between HSE grounds on the Dublin Road and the river bank and links to the Nore Valley Walk to Bennettsbridge and beyond.
Sluishuis housing Amsterdam
At the place where urban, rural areas and water meet in Amsterdam IJburg, Sluishuis has been realised: the iconic housing project designed by Bjarke Ingels Group (BIG) and Barcode Architects. Sluishuis forms a welcoming entrance to Amsterdam IJburg. The volume is elevated on one side to allow the water into the courtyard and stepped down on the other side to make an inviting gesture towards IJburg with friendly green terraces. From every angle, you experience the Sluishuis volume differently. Whether you are standing on the dyke, motorway or bridge, walking across the jetties or public route over the roof, or even viewing the building from the air: Sluishuis knows how to surprise you from all sides. The residential programme consists of 442 apartments. Rental and owner-occupied homes alternate throughout the building and provide space for various target groups, income levels and age categories. All apartments are accessible via the central courtyard. There, the cantilever and the water welcome you to the building. Each home has optimal views and daylight thanks to the special shape of Sluishuis with its double-cut volume.
Sluishuis has a rich diversity of housing typologies, such as compact urban studios and water sports apartments. On the top two floors are duplex penthouses with both a relationship with the courtyard and a view over the IJmeer. Premium flats with luxurious and sunny wooden roof terraces with views over IJburg are located on the stepped part. Extra special are the apartments at the bottom of the cantilever, with stunning views over the IJ and directly on the water. What makes these apartments so unique is that they hang over the water and in the part of the floor that runs along with the sloping façade, there is a large window through which you can see the boats sail right underneath you. The plinth will accommodate a varied programme including a sailing school, water sports centre and restaurant with a spacious terrace in the sun. Residents and visitors enter through the courtyard. The walkway to the roof of Sluishuis offers visitors and residents a spectacular view of the water and the neighbourhood. There is also a jetty promenade with 34 houseboats around the building. The jetty landscape stimulates contact with the water with various mooring places, sitting decks, and floating gardens. The carefully designed landscape also stimulates flora and fauna with local plant species and a bird island. In this way, the plinth and the surrounding landscape form a high-quality addition to the environment.
In its materiality, the building seeks contrast but also a connection with its surroundings. In the material palette, natural materials have been chosen so that the building will have a rich and natural appearance over the years. The abstract, untreated aluminium of the façade reflects the water and gives the volume a different appearance at any time of day. In contrast, the stepped roof terraces and the jetty promenade are made of wood, which gives a tactile appearance. Sluishuis is one of the most sustainable buildings recently completed (2022). It has an energy performance coefficient (EPC) of -0.02. The building's heating requirements have been minimised by combining excellent insulation techniques, triple glazing and heat recovery from the ventilation systems and showers. The building is heated by a combination of energy-efficient district heating and heat pumps for hot water and cooling. The building's energy consumption for heating, heat pumps, ventilation and LED lighting is fully provided by approximately 2,200 m2 of solar panels. In addition to these technical aspects, a great deal of attention was paid to the greenery and water collection in the development of Sluishuis. At the front, sides and in the courtyard are gardens with local plant species. The greenery runs across the roof terraces upwards in built-in planters. On the roof, this creates a pleasant green atmosphere.
Client // Contractor
BESIX RED, VORM // Building consortium BESIX Nederland/VORM
Collaborators
BIG - Bjarke Ingels Group, BIG Landscape architecture, Van Rossum (structural engineer), Buro Bouwfysica (building physics), Klimaatgarant (sustainability), DWA
Year
2016 - 2022
Size
49.000m²
13 February, First day of Spring in Bengali Year...
Location: Fine Arts Institute, Dhaka, Bangladesh.
The Trade Facilitation Programme (TFP) currently includes over 100 Issuing Banks in the EBRD region and more than 800 Confirming Banks worldwide. The event gave EBRD partner banks the opportunity to review and discuss industry challenges, pricing, limits and trade opportunities with key industry specialists, regulators and representatives from the World Trade Organization, the International Chamber of Commerce HQ and local National ICC Committees.
It also featured the highly popular award ceremony for ‘The Most Active EBRD TFP Banks’ and ‘The Best Transaction of 2016’.
The East Midlands Regional Academy and North West Regional Academy are both part of the Triathlon England Talent Development Programme. James Mitchell took these photo's at their camp in Sands Beach Resort Lanzarote, Canary Islands.
In Nepal, the Rural Women's Economic Empowerment Joint Programme, implemented by UN Women, Food and Agriculture Organization, International Fund for Agricultural Development and World Food Programme, and funded by a consortium of donors seeks to improve women farmers’ agricultural production and income, but also changed gender-discriminatory attitudes of their male counterparts.
Rural women form a large proportion of the agricultural labour force in Nepal and play a vital yet unrecognized role in agriculture that sustains nearly 80 percent of the population. Perceived mainly as care givers, their work in farming is largely undervalued. Women farmers are often paid less than men for the same work, and lack access to resources and markets due to discriminatory attitudes. However, since the launch of the Joint Programme, a new narrative is unfolding across the villages of Rauthat and Sindhuli districts.
As more Nepalese men migrate abroad to find work, an increasing number of rural women are taking up farming. By improving women’s agricultural production, access to markets and leadership skills, the programme has increased their income, food security and independence.
Pictured: Chandra Kala Thapa, one of many smallholder women farmers from Ranichuri village in Sindhuli district, was barely able to produce enough grains to feed her family. With support from the Joint Programme, she converted her field from grain production to high-value vegetables. “Now the prices are good and the money comes on time. This was not the case when I used to cultivate grains instead of high-value vegetables,” she says.
Photo: UN Women/Narendra Shrestha
Read More: www.unwomen.org/en/news/stories/2017/2/feature-women-farm...
Launch of the IAEA Marie Sklodowska-Curie Fellowship Programme held at the Agency headquarters in Vienna, Austria. 9 March 2020
Photo Credit: Dean Calma / IAEA
Moderator:
Sophie Boutaud de la Combe, Moderator and IAEA Director, Office of Public Information and Communication, Director General’s Office for Coordination
PANELISTS:
Ms Karen Hallberg, Principle Researcher, Bariloche Atomic Centre, National Atomic Energy Commission and Professor, Physics, Balseiro, Institute, Argentina
HE Mr Xavier Sticker, Resident Representative of France to the IAEA
HE Ms Dominika Anna Krois, Resident Representative of Poland to the IAEA
The Jaguar programme began in the early 1960s, in response to a British requirement (Air Staff Target 362) for an advanced supersonic jet trainer to replace the Folland Gnat T1 and Hawker Hunter T7, and a French requirement (ECAT or École de Combat et d'Appui Tactique, "Tactical Combat Support Trainer") for a cheap, subsonic dual role trainer and light attack aircraft to replace the Fouga Magister, Lockheed T-33 and Dassault Mystère IV. In both countries several companies tendered designs: BAC, Hunting, Hawker Siddeley and Folland in Britain; Breguet, Potez, Sud-Aviation, Nord, and Dassault from France. A Memorandum of Understanding was signed in May 1965 for the two countries to develop two aircraft, a trainer based on the ECAT, and the larger AFVG (Anglo-French Variable Geometry)
Cross-channel negotiations led to the formation of SEPECAT (Société Européenne de Production de l'Avion d'École de Combat et d'Appui Tactique – the "European company for the production of a combat trainer and tactical support aircraft") in 1966 as a joint venture between Breguet and the British Aircraft Corporation to produce the airframe. Though based in part on the Breguet Br.121, using the same basic configuration and an innovative French-designed landing gear, the Jaguar was built incorporating major elements of design from BAC – notably the wing and high lift devices.
Production of components would be split between Breguet and BAC, and the aircraft themselves would be assembled on two production lines; one in the UK and one in France, To avoid any duplication of work, each aircraft component had only one source. The British light strike/tactical support versions were the most demanding design, requiring supersonic performance, superior avionics, a cutting edge nav/attack system of more accuracy and complexity than the French version, moving map display, laser range-finder and marked-target seeker (LRMTS). As a result, the initial Br.121 design needed a thinner wing, redesigned fuselage, a higher rear cockpit, and after-burning engines. While putting on smiling faces for the public, maintaining the illusion of a shared design, the British design defacto departed from the French sub-sonic Breguet 121 to such a degree that it was for all intents and purposes a new design.
A separate partnership was formed between Rolls-Royce and Turbomeca to develop the Adour afterburning turbofan engine. The Br.121 was proposed with Turbomeca's Tourmalet engine for ECAT but Breguet preferred the RR RB.172 and their joint venture would use elements of both. The new engine, which would be used for the AFVG as well, would be built in Derby and Tarnos.
Previous collaborative efforts between Britain and France had been complicated – the AFVG programme ended in cancellation, and controversy surrounded the development of the supersonic airliner Concorde. Whilst the technical collaboration between BAC and Breguet went well, when Dassault took over Breguet in 1971 it encouraged acceptance of its own designs, such as the Super Étendard naval attack aircraft and the Mirage F1, for which it would receive more profit, over the Anglo-French Jaguar.
The initial plan was for Britain to buy 150 Jaguar "B" trainers, with its strike requirements being met by the advanced BAC-Dassault AFVG aircraft, with France to buy 75 "E" trainers (école) and 75 "A" single-seat strike attack aircraft (appui). Dassault favoured its own Mirage G aircraft above the collaborative AFVG, and in June 1967, France cancelled the AFVG on cost grounds. This left a gap in the RAF's planned strike capabilities for the 1970s at the same time as France's cancellation of the AFVG, Germany was expressing a serious interest in the Jaguar, and thus the design became more oriented towards the low-level strike role.
The RAF had initially planned on a buy of 150 trainers; however, with both TSR2 and P.1154 gone, the RAF were looking increasingly hard at their future light strike needs and realizing that they now needed more than just advanced trainers with some secondary counter insurgency capability. The RAF's strike line-up was at this point intended to consist of American F-111s plus the AFVG for lighter strike purposes. There was concern that both F-111 and AFVG were high risk projects and with the French already planning on a strike role for the Jaguar, there was an opportunity to introduce a serious backup plan for the RAF's future strike needs - the Jaguar.
While the RAF had initially planned to buy 150 trainers, the TSR2 and p.1154 were gone, and believing that both the US F-111 and AFVG were high-risk programs, and with the French already planning a strike role for their Jaguar, the MOD suddenly realized they were in bad need of a new light strike aircraft capable of delivering tactical nuclear weapons. As a result, by October 1970, the RAF's requirements had changed to 165 single-seat strike aircraft and 35 trainers.
The Jaguar was to replace the McDonnell Douglas Phantom FGR2 in the close air support, tactical reconnaissance and tactical strike roles, freeing the Phantom to be used for air defence. Both the French and British trainer requirements had developed significantly, and were eventually fulfilled instead by the Alpha Jet and Hawker Siddeley Hawk respectively. The French, meanwhile, had chosen the Jaguar to replace the Aeronavale's Dassault Étendard IV, and increased their order to include an initial 40 of a carrier-capable maritime version of the Jaguar, the Jaguar M, for the Aeronavale. From these apparently disparate aims would come a single and entirely different aircraft: relatively high-tech, supersonic, and optimised for ground-attack in a high-threat environment.
The British Railways Standard Class 4 tank was a class of steam locomotive, one of the BR standard classes built during the 1950s. They were used primarily on commuter and outer suburban services.
On the nationalisation of British Railways (BR) in 1948 the London Midland Region had a number of ex-London, Midland and Scottish Railway 2-6-4T and the Western Region a number of GWR Large Prairie 2-6-2T types. These tank engines were particularly suited to commuter and secondary services. However, particularly in Scotland and the Southern Region, the situation was not so good with large numbers of pre-grouping types struggling on.
On the decision to build the BR standard series of locomotives, a series of class four tank engines was ordered, based on the ex-LMS Fairburn 2-6-4T with some modifications. The lineage of the class could therefore be tracked through the LMS/BR Class 4 2-6-4T locomotives back to the Fowler design of 1927.
Design work was done at Brighton, the overall programme being overseen by R.A. Riddles. The principal modifications to the Fairburn design involved the reduction of their envelope to enable them to fit into the L1 loading gauge. To do this the tanks and cab were made more curved than the Fairburn design, the Fairburn having a straight-sided tank. The biggest mechanical change was a reduction in cylinder size, also to reduce cross-section, and a corresponding increase in boiler pressure to compensate. Other visible changes include the reintroduction of plating ahead of the cylinders.
130 of the class of 155 were built at Brighton, 15 (80000–80009, 80054–80058) at Derby Works and 10 (80106–80115) at Doncaster Works between 1951 and 1956. The first to emerge was 80010 from Brighton in 1951. Fifteen that were due to be constructed in 1957 were cancelled due to impending dieselisation, and the last five would have been too had they not been at an advanced stage of construction when the order came to cancel them.
No significant modifications were made to the design. The tank vent was found to restrict the driver's vision and was moved further forward from 80059. Initially built with fluted coupling rods, these caused problems on other classes and from 80079 plain section coupling rods were substituted.
The BR standard class 4 4-6-0 was essentially a tender engine derivative of the Standard Class 4 tank.
en.wikipedia.org/wiki/BR_Standard_Class_4_2-6-4T
On July 4 1988 a very shabby hunk of metal on wheels was carted off from Woodham's scrap yard in Barry, South Wales. It had been shoved around there for 23 summers and winters suffering corrosion watching 205 other more complete and appealing pieces of similar machinery, including some of it own type, being snapped up by steam locomotive preservationists. To facilitate the departure of some of these luckier engines the hulk had been shunted too and fro becoming derailed on one occasion.
The leading bogie wheels had come off the tracks and, to remove the obstruction, they were simply sliced off with a gas axe leaving the hulk an even more forlorn and useless mess. If ever there was a "Barry-no-hoper" this was it.
What remained was constantly soaked by the rain bleached by the sun and bitten into by the cruel spray-filled sea air leaving it smarting and rusting away.
To make matters worst from time-to-time humans with no humanity chopped off limbs and ravaged the entrails.
There was no chimney, motion, pistons, gears or springs left: even the cab roof was torn off to provide a bonnet for a younger sister already rescued and just visible on the bunker sides was a number, 80072.
I was a loco-spotter in the early 1950s like so many other young boys and paid frequent visits to my grandparents in Hampshire. I soon found out that, if you went down to the nearby station of Bursledon in the afternoon, you would be treated to an express train hauled by a Brighton Atlantic speeding through quickly followed by a train with glossy new very impressive black express tank locomotive on it - a BR Standard Four Tank.
These trains were the Bournemouth - Brighton and Plymouth - Brighton services, the latter being pulled by a newly built 80XXX Class engine on a running in turn.
Every few days the next one in the series would appear. No 80072 was completed at Brighton in November 1953 and this was probably one of her first duties.
The Class was destined for service over a wide range of lines throughout the country and No 80072, together with a batch of her sisters, was sent to Tilbury on the Eastern Region. Here she seems to have been totally a passenger engine, working heavy commuter trains in and out of London's Fenchurch Station.
One of her regular bosses was Roy Shelley, who passed out as driver on her. He drove her often and came to look upon her as "my engine". His widow found out about the preservation of the engine and became one of the benefactors of the restoration project until her recent death.
Electrification brought an end to No.80072's usefulness at Tilbury and in July 1962 she was sent to the Western Region being assigned to 87D (Swansea East Dock).
This was the beginning of various wanderings on to Shrewsbury, back to Camarthen for a summer and, in September 1965, to Leamington Spa. Of her activities there we have quite a bit of evidence, mostly photographic, because she worked commuter trains into Birmingham, iron-ore workings from Banbury and even on banking turns from Stratford upon Avon up to the North Warwickshire line.
Otherwise of these itinerant years we know little and would be grateful for more information. But British Railways were modernising, diesels were fast taking over and No80072 was sent to Shrewsbury.
But they don't appear to have wanted her because on 24 July 1965 she was with-drawn from service and sold to Woodham's of Barry for scrap. No80072 was a mere child in steam locomotive terms being only 11 years of age.
Early in 1988 a chartered surveyor, Ray Treadwell, and his wife Elaine, were looking for a engine to buy and discovered No.80072. A reserve already placed on the engine was successfully challenged and purchase completed.
Ray had originally intended to take her to Brighton but shunting difficulties over the third rail there deterred him and he turned to Swindon, who were willing to take her. So rusted up was she, that loading at Barry was difficult, so they oiled her up before unloading.
For a moment No.80072 showed some of her original vigour, for, as she was lowered down, she ran free, broke through the chocks and unloaded herself in the middle of the yard.
Swindon was planned as temporary resting place but it proved to be more than that. Ray says that it was fortunate that the engine did go to Swindon because it was possible to dismantle and start some work there. This would not have happened at Brighton.
But Ray and Elaine were also trying to restore a pannier tank too so they decided to seek others to restore No.80072. This led to the formation of the Llangollen Standard Four Project, as it was acknowledged by some of the Llangollen Railway members that this kind of engine would be an asset to their line.
She would also fill a place in Welsh railway history because not only had No.80072 spent most of her years in Wales but examples of the Class had been used over several lines in the North Wales in the latter years of BR steam.
Money had to be raised quickly to complete the purchase, as we were not the only party interested in buying this engine, such is the favour bestowed on the type. The engine was secured while Ray and Elaine became partners in the scheme.
The engine had already been dismantled when the Project team moved into Swindon. The engine resided on the premises of the now Swindon Locomotive , Carriage and Wagon Company set up in the old GWR works.
We are grateful to them for allowing us to go in to work on the engine and for undertaking much of the early technical work. Professional work was needed as years of corrosion had played havoc with the metal.
Getting the engine apart in the first place had not been easy. Frame stretchers needed replacement or repair, strengthening had to be done in some places and a bent back-end had to be straightened (probably form a heavy shunt in BR days). Axle box liners were cracked and had to welded or replaced.
The driving wheels had been retyred by the time we became involved but the broken wheelset had to be replaced with the new wheel hubs. Despite the extent and cost of the work it was decided to restore to MT276 specification leaving options for use on the main line open for the future.
The frames were thoroughly cleaned and six coats of paint applied. Axle boxes were remetalled, journals machined and the engine made ready to receive her driving wheels back.
By the summer of 1995 the engine was a rolling chassis again. The move came on July 11 by road and she was received in the old goods shed at Llangollen. Now work could get underway to fabricate and fit the parts needed to hang the new springs.
Also transported at the same time with the engine had been the other axle boxes and wheels together with the repaired set. Assembly now took place returning the engine from an 0-6-0 to a 2-6-4.
With the completion of the new locomotive shed at Llangollen including its restoration roads No.80072 could be removed form the depths of the goods shed and took up position in the airy and spacious position reserved for her. The move in the Autumn of 1996 has meant that work can proceed more easily. At present lubrication, vacuum and steam heating pipes and fittings are being attached and the brake gear and motion being assembled.
It has been found that many parts exist on preserved railways across the country; these are being collected together as availability and finance allow. The engine can be viewed by the public subject to prior arrangement but when the planned observation platform is put in place in the locomotive shed, the public will have regular opportunities to view the progress.Since Harry's article he has written to me with the following :-
When the engine left Brighton it went briefly to Plaistow Shed (33A) before being sent on to Tilbury. On leaving the LTS it went to Old Oak briefly and then on to Swansea. I refer in the article to it moving on to Shrewsbury - this was because I have documentary evidence of it there at this time. However, I have established that it wasn't shedded there then but would be a likely visitor because it was working the Central Wales line which ended up at Shrewsbury and likewise this would have taken it to Camarthen.
At Leamington I refer to iron ore traffic. This may be so but is probably unlikely. This was based on the picture (which you have in the photo album in paper cutting form) of it standing at Banbury with' seemingly, iron ore wagons. I have since established that these contain stone from Ardley quarries - so replace "iron ore" with "stone". (Iron ore trains from Banbury were not a Leamington turn).
While she was at Swansea I have documentary evidence of her on Gloucester shed in steam -- how she got there is an interesting one to work out.Also when it left Leamington apparently it was sent to Tyseley first - they didn't want it so sent it on to Shrewsbury who promptly withdrew it.