Replacing an earlier scanned photo with a better version 26-Nov-18.

Built in 1972, ex CCCP-11526 Aeroflot, RA-11526, D2-FDB, LZ-VED Vega Airlines, UP-AN211, now 46 years old and still in service with Cavok Air as UR-CKM. Current (Nov-18).

replaces the previous shot...Okanagan Lake BC Canada

Replaces Kool and Chaz that got buffed.

Replacing an earlier digital photo with a better version 08-Jun-22.

This aircraft was delivered to Swedish Air Lease and leased to Spanair (Spain) with the temporary registration EC-150 in Jul-88, becoming EC-EJQ in Aug-88.

It was sold to another lessor in Jun-93 while the lease to Spanair continued. Due to Spanish regulations at the time, a new owner meant a new registration, and the aircraft was re-registered EC-487. It became EC-FTU in Oct-93.

The aircraft was returned to the lessor as EI-CNO in Feb-97. The following month it was leased to Nouvelair Tunisie (Tunisia), retaining it's Irish registration. It was returned to the lessor in Dec-04 and parked at Paris-deGaulle.

In Jan-05 the aircraft was leased to Blue Air (France) as F-GMLK. Blue Air ceased operations in Oct-10 and the aircraft was returned to the lessor and stored at Marana, AZ, USA.

The aircraft was sold to Wells Fargo Bank Northwest as N565MS in Dec-10 and moved to Tucson, AZ, USA for continued storage. It was sold to Falcon Air Express in Jun-11 and was permanently retired. It was used as a spares source. It was last noted at Tucson in May-12 and eventually broken up. Updated 08-Jun-22.

Peerless Confectionery went out of business in May of 2007 and a short time later its buildings were leveled and replaced by condos. There were just two revenue runs of which I am aware by Chicago Terminal during its short time servicing Peerless which took place in January and February of 2007. They are documented below in my CTM album.

The CTM SW8 is running light up the last mile that was left of the former Milwaukee Road Chicago & Evanston North Line to retrieve cars left behind by CP at Peerless Confectionery at Diversey Parkway the week before.

Chicago Terminal is no more as of 2019 and the last train to operate north of Clybourn was to retrieve gondolas parked on the former Peerless spur in 2009.

Seventh in a series of screen grabs I will post from video I took on the first day of Chicago Terminal operations as it made its way from the UP North Avenue Yard where it was a tenant on its way to switch Finkl Steel and Peerless Confectionery. I was a guest of Ed Ellis for the first two days of operations to document it. I also wound up acting as a pilot for the crew as CP left behind no instructions.

Images are from converted from DVD format and cleaned up as much as possible in Photoshop. It was a dreary, overcast day with rain on and off again, and the SW8 engine in which we were riding was rocking back and forth which made taking videos a challenge.

If you want to see a video of mine that shows CP working this line go to-

studio.youtube.com/video/pQXSrwYdoQk/edit

Due to conversations in the cab that the crew probably didn't want being made public I am not going to share the full video of this trip plus I do not feel like taking the time to edit out the audio. Enjoy the still images instead from those first two days in this album.

www.flickr.com/photos/39092860@N06/albums/72157704913274794

Finally the MAR-SUE is getting much closer to being splashed. Painting, replacing underwater through hulls and adding one, reinstalling transducer and adding a new one, adding two bilge pumps and through hulls, all currently working. Hoping to splash Monday April 29th.

The MAR-SUE is now 104 years old.

Replacing an earlier scanned slide with a better version, plus Topaz DeNoise AI 29-Nov-23.

This photo was taken by a friend, Ted Marsland, and is reproduced here with his full permission.

I liked the Trans Canada livery & at the time I thought it was a great shame when it became Air Canada.

Fleet No: "913".

Delivered to TCA Trans Canada Airlines as CF-TKM in Apr-61, TCA became Air Canada in Jun-64. It only operated for 10 years and was stored at Montreal-Dorval in 1971.

It was sold to Compania Inter-Americana SA (Panama) in Aug-73 and was broken up for spares at Montreal the same month by Invicta International Airlines of the UK.

The 1987 Cobras are a real bunch of misfits!

As a kid, I thought they were really scraping the bottom of the barrel for ideas with this bunch of guys!

I mean, look at them! You've got a pirate, a fortune teller, a boxer, a falconer (!?) and a guy who is a crocodile handler! It's like the Village People exploded and a new universe of Village People formed in the vacuum to replace them.

Then there is the battle armored Cobra Commander, which has always seemed a little too much like a Darth Vader knock off to me (due to the shape of his helmet), although the idea of the enemy leader wearing state of the art armor makes perfect sense to me. I must say I was suprised to see a new Cobra Commander figure a year after he was deposed as Cobra leader and the same year he was (hilariously) turned into a snake in the cartoon (" I wassss once a man... a maaaaaan!").

Of these characters, the only ones I thought didn't totally suck as a kid was Zanzibar, but that is because he has a cool name (it's an island off the coast of Africa if you didn't know) and is a Dreadnok, upholding their proud 'nok tradition of wearing belly shirts - REPRESENT!

I liked the idea of Big Boa, it makes sense that Cobra would have some sort of a drill sergeant type responsible for whipping recruits into shape, but I thought the name was a little silly, and I didn't like his design (what is with that helmet?). Ditto for Croc Master, I thought he kinda looked cool, but did we really need an action figure of the dude who stocks Cobra Island with pits of crocs? I thought he was the GI Joe equivalent of the Rancor Keeeper figure, nice to have, but hardly very necessary or interesting.

Then there is Crystal Ball and Raptor.

Don't know which one I hated more as a kid. Probably Raptor, because he seems so silly. A falconer may've almost made sense in the middle ages when it was a popular sport amongst knights, but nowadays - no, sorry completely silly. Especially since Cobra has a serpentine theme going on and birds of prey are natural predators of snakes so this seems an odd choice for a Cobra character. Even in the comics he was often mocked by other characters. His backstory actually did make him seem sort of plausible, his real specialty was shifty accounting if I recall correctly! He actually is a pretty cool looking figure, especially for the era he came out in. I do find it odd that this year the Cobras got a falconer, and the Joes got a guy named "Falcon". Somebody clearly had falcons on the brain! Raptor is an awesome name for a character, by the way. Rarely has such an awesome name been given to such an undeserving character!

Crystal Ball is another oddball. His filecard mentions him using hypnosis to interrogate prisoners, but Dr. Mindbender who came out just the year prior was listed as being Cobra's chief interrogator, so this seemed like a weird overlap - why did they need 2 interrogators? The whole angle with having psychic powers also seemed too fantasy based for my liking. One of the persistent legends about this character that I have always wondered if has ever been confirmed is that he was created by Stephen King, or maybe it was his son? It might not be as kooky as it sounds. I read a book about King in the 80's that said he was a GI Joe fan and had a few figures posed around his word processor. He has also made a few scattered references to specific GI Joe characters or obvious anaologues of them in a few of his novels. We also know he has a fascination with characters with psi powers (Carrie, the Shining, Firestarter, the Dead Zone, yadda yadda). Is it any coincidence that Crystal Ball's card artwork looks just like a young Vincent Price? Anyhoo, C.B. was such a goofy character that Larry Hama wouldn't touch him with a 10-foot pole. His sole appearance in the classic Marvel comics comes in an issue of Special Missions not written by Hama. I must say though that the character has actually been used to very good and suprisingly spooky and effective use in the more recent comic book series by both Devil's Due and IDW.

The TechnoViper is a sharp looking figure with a great miltiary specialty. I wish I had 10 of them! As a kid though, I think the purple in their uniforms turned me off, but it seems positively subdued compared to what we were to get in the 90's, and as an adult troubles me not in the least.

As much as I hated most of the '87 Cobras, I love them now as can be evidenced by the fact that I basically own all of them except for a few of the vehicle drivers from this year and of course, Cobra-La. In my doddering old age of 39 I can finally appreciate these guys for their campy coolness.

But what is up with those airhoses? Cobra Commander, Big Boa, and Croc Master (mine is sadly missing) all have prominent air hoses as part of their masks! it makes sense for CC, whose costume is supposed to enable him to breath in harsh environments, and Croc Master , who spends a lot of time in the water - but why Big Boa - so his visor doesn't fog up?

Also notice how much more buff and ripped the guys are this year, even the dorky accountant who likes to dress up like Big Bird has a six pack that would make Ahnold green with envy!

1987 was truly the pinnacle of Cobra weirdness

Replacing an earlier scanned slide with a better version 16-Mar-15, plus DeNoise AI 07-Jan-23.

"The aircraft now arriving at Gate 2.... " Cambrian Airways taxiing accident. Training will out! The first thing the ground crew did was straighten the props ( as they would on a normal turnround). Having demolished a couple of sets of British Eagle steps and a baggage truck, the two on the other wing needed a bit more attention! The aircraft demolished the wall at Gate 2 and you can see the broken nosewheel resting on it.

G-AMOE was a very early Viscount, delivered to BEA British European Airways in Jul-53. It was sold to Channel Airways in Mar-64 and leased to British Eagle International Airlines the same month. It returned to Channel Airways in Dec-64 and was sold to Cambrian Airways in Jan-65.

It survived its argument with Gate 2, the nose was rebuilt (as was Gate 2!) and it continued to operate with Cambrian until it was transferred to Northeast Airlines (formerly BKS) in Jan-72 for spares use. It was withdrawn from use at Newcastle, UK, in Jan-72 and used as a cabin crew trainer until Apr-77 when it was transferred to Lampton Pleasure Park, 'preserved'. It was finally broken up in Mar-93.

Replacing an earlier scanned photo with a better version 24-Apr-18, plus Topaz DeNoise AI 13-Mar24

Fleet No: '180'.

This aircraft was delivered to Continental Express as N87550 in Mar-96. It was sold to Gulfstream International Airlines in Dec-99 and continued operating for Continental Express.

It was sold to a lessor in Dec-00, leased back to Gulfstream International and sub-leased to Continental Express. Continental Express was renamed ExpressJet Airlines.

The aircraft was returned to Gulfstream International in Nov-01 and transferred to operations in Florida, which also included some services for Continental.

Gulfstream International ceased operations in Dec-11 and some aircraft and routes were transferred to Silver Airways. The aircraft was sold to Sky Jet Quebec as C-GDSG in Jul-12. It was leased to Propair in Apr-15 and returned to Sky Jet Quebec in Jul-15.

It's currently operated by Sky Jet with billboard Air Liaison titles. Updated 13-Mar-24.

Replacing an earlier digital photo with a better version 08-Jan-23.

First flown with the Boeing test registration N1786B, this aircraft was delivered to Pembroke Capital Aircraft and leased to Israir (Israel) as 4X-ABJ in Feb-99. It was returned to the lessor in Nov-00 and sold to Aircraft Financing & Trading BV the following day.

It was leased to SunExpress Airlines (Turkey) as TC-SUE in Jan-01. The aircraft was returned to the lessor in Mar-03 and immediately leased to Hamburg International Airlines as D-AHIF.

It was wet-leased to Iceland Express between Apr/Sep-03 and wet-leased to Kosova Airlines between approximately May-05/Jun-06. The aircraft was returned to the lessor in Mar-08 and leased to Sterling European Airlines as OY-MRU in Apr-08 in a red livery.

Sterling European ceased operations in Oct-08, the aircraft was returned to the lessor and initially stored at Copenhagen Denmark before being moved to Belgrade in Dec-08.

It was fitted with blended winglets in Mar-09. From the ashes of Sterling European came Cimber Sterling and the aircraft was leased to them in Apr-09. Sadly, they ceased operations in May-12 and the aircraft was again returned to the lessor and stored at Copenhagen.

It was moved to Shannon, Ireland in Jun-12 and remained stored until it was leased to JetTime (Denmark) as OY-JTT in Apr-13. It was wet-leased to British Airways between Mar/Oct-16 and continues in service with JetTime.

In Mar-20, due to the COVID-19 Pandemic. the aircraft was parked at Copenhagen (Denmark). It was ferried to Kemble, UK and permanently retired in Apr-20. It was broken up there in Jan-22. Updated 08-Jan-23.

Replacing an earlier scanned photo with a better version 19-Jan-22 (DeNoise AI).

Air 2000 had a contract with TCS Expeditions for 'Round-the-World' winter charters in the early 2000's and the aircraft was suitably repainted. Air 2000 titles were retained on the right-hand side.

Named: "Explorer 1".

This aircraft was delivered to Guinness Peat Aviation (later to become GECAS) and leased to Air 2000 as G-OOOU in Aug-91. It was wet-leased to Kiwi Travel International (New Zealand) in Nov-95 and returned to Air 2000 in Apr-96.

In Mar-99 it was operated for TCS Expeditions in an all First Class configuration for exclusive 'Round-the-World' charter flights, returning to Air 2000 the following month. Similar flights were operated for TCS Expeditions between Jan/Mar-00, Jan/Mar-01 and Nov-01/Feb-02.

The aircraft was returned to the lessor in Sep-02 and stored. In Apr-03 it was leased to Air Atlanta Icelandic as TF-ARI and operated on behalf of Excel Airways in May-03. It returned to Air Atlanta Icelandic in Nov-04 and was placed in winter storage at Marana, AZ, USA until Mar-05 when it was again operated for Excel Airways.

In Nov-05 the lease was transferred to Excel Airways and the aircraft was re-registered G-VKNA. Excel Airways was renamed XL Airways in Nov-06. The aircraft was returned to the lessor in Sep-07 and immediately leased to Aladia.com (Mexico) as XA-MTY.

Aladia ceased operations in Oct-08 and the aircraft was returned to the lessor and re-registered N240MQ in Nov-08. It was initially stored at Lake City, FL, USA and later at Victorville, CA, USA.

It was sold to FedEx Federal Express in Aug-09 and remained stored at Victorville. The aircraft was re-registered N930FD in May-10 and was ferried to Mobile-BFM, AL, USA for freighter conversion with a main deck cargo door. It entered service with FedEx in Oct-10. Now 33.5 years old it continues in service. Updated 19-Jan-25.

HIRSCH Performance Paul

この純正ラバーバンド( flic.kr/p/vXfxxh )をオーストリアのHIRSCHってメーカーのレザーバンドに交換。

これ、裏が格子状に溝が入った天然ゴムでなんと300m防水。表はちゃんとしたレザーバンドなんだけど、汗や水に強い優れもの。

日本法人の人と話す機会があったんだけど、「裏が汚れたら古い歯ブラシ使って洗っちゃってくださいw」て言うほどw

Replacing an earlier scanned photo with a better version, plus DeNoise AI 29-Nov-22.

Not a particularly good photo, taken through glass into the sun and with the glare off the sea, but it is rare!

First flown with the deHavilland Canada test registration C-GESR, this aircraft was delivered to GPA Propjet (later to become part of GECAS) and leased to Brymon Airways as G-BRYH in Nov-90.

Brymon Airways was merged into Brymon European Airways in Nov-92. It became Brymon Aviation in May-93 and was operated on behalf of British Airways Express from Aug-93.

The aircraft was returned to the lessor in Apr-96 and was stored at Maastricht, Netherlands. It was leased to Schreiner Airways as PH-TTB in Feb-98 and immediately wet-leased to Trans Travel Airlines. It returned to Schreiner in May-01 when it was again stored at Maastricht.

In Mar-02 the aircraft was returned to the lessor and leased to Air Service Gabon as TR-LGC. It was sub-leased to Compagnie Aerienne du Mali around Mar-06. It returned direct to the lessor as N49FE in Aug-12 and was stored in Gabon.

It was sold to Choice Turbine Inc in Oct-12, ferried across the Atlantic and stored at Bridgewater, VA, USA. The aircraft was sold to Dynamic AvLease in Aug-13 and remained stored. It was converted to Dash 8-106 standard in Mar-16 before it was sold to Icecap LLC at the end of the month.

The aircraft was leased to Northern Pacific Airways d/b/a Ravn Alaska in Apr-16 and re-registered N893EA in Dec-16. Now 32 years old, the aircraft continues in service. Updated 29-Nov-22.

Note: Ravn Alaska is based at Anchorage, AK, USA and operates a fleet of Dash 8's to small communities within Alaska.

Replacing an earlier scanned slide with a better version 02-Dec-15.

Delivered to American Airlines in Apr-66 as N5026, this aircraft was only in service for 6 years and was due to be sold to UK start-up Orientair as G-AZMI.

However the deal fell through and it was leased to the British Aircraft Corporation instead, for about 10 days in Mar-72 using the temporary British registration G-16-19 before being returned to American Airlines as G-AZMI and stored at Bournemouth, UK.

It was sold to British Airways in Apr-74 and registered G-BBME. It was with BA for 14 years until it was retired at Bournemouth in Nov-88. In Jan-90 it was sold to Birmingham European Airways. Birmingham European merged with Brymon Airways in Oct-92 to form Brymon European Airways.

They de-merged the following year, in Aug-93, with Brymon Airways separating and operating their Dash 8's for British Airways Express, while the Birmingham European half was renamed Maersk Air UK and operated the One-Elevens, also on behalf of British Airways out of Birmingham.

The aircraft was sold in South Africa in Feb-97 to Nationwide Air Charter as ZS-OAG and painted in their full livery with additional SABENA titles. It was finally retired at Lanseria, South Africa, in Mar-98, and broken up there by 2000.

1997

I have rescanned some of my Tribeca/downtown negatives to replace the poorly scanned shots I had in my "Old New York" album from a few years ago.

Have some more to do and will delete the old ones and add as I go.

Replacing an earlier scanned photo with a better version 22-Apr-22 (DeNoise AI).

Named: "City of Wangaratta".

First flown with the Boeing test registration N6018N, this aircraft was delivered to QANTAS Airways as VH-OGL in Nov-91. After 23 years service it operated the last ever QANTAS Boeing 767 revenue service between Melbourne & Sydney on 27-Dec-14.

The aircraft was ferried to Victorville, CA, USA in Jan-15 and stored. It was sold to the BCC Equipment Leasing Corporation (Boeing) as N326BC in Apr-15. It was ferried to Lake Charles, LA, USA in Jun-15 for maintenance, repaint and cabin re-config.

It was fitted with blended winglets in Nov-15 and, after some months delay, was leased to WestJet (Canada) as C-FWAD in Jan-16. The aircraft was returned to BCC Equipment Leasing in Sep-20 and sold to Amazon Services as N563AZ 10 days later.

In late Sep-20 the aircraft was ferried to Mexico City and stored until it was converted to freighter configuration with a main deck cargo door.

The conversion was completed in Apr-21 and Amazon Services leased it to CargoJet Airways (Canada) as C-GAZF in Jun-21. The aircraft is operated on behalf of Amazon Prime Air - Canada. It's now 30.5 years old. Updated 22-Apr-22.

While having fun riding of road yesterday I hearda dull "twunk" from the rear wheel. A spoke had had enough. It was a quick job today before tea to repalce it.

Replacing an earlier digital photo with a better version 03-Mar-20.

First flown in Nov-97 with the Dornier Luftfahrt GmbH test registration D-CDXR. The aircraft was stored at Oberpfaffenhofen until it was leased to Minerva Airlines (Italy) as D-CPRX in Oct-98. It was operated mostly on behalf of Alitalia. It was wet-leased to Scot Airways in Jun-02 until Minerva ceased operations at the end of Oct-03 when the aircraft was leased direct to Scot Airways. It was re-registered G-CCGS in Mar-04. It was wet-leased to Svenska Directflyg between Apr-09/May-10 and wet-leased to Aer Arann (short-term) between Oct/Dec-10. In Jul-11 the main Director's of Scot Airways sold their interest in the Company back to the Suckling Family and the airline was renamed Suckling Airways (Cambridge) Ltd. It was integrated into Loganair in Apr-13. In Apr-15 Loganair entered a franchise agreement with FlyBe Airlines and the aircraft was repainted in FlyBe's full purple livery. It returned to Loganair in Jul-17 and continued in service until it was permanently retired at Dundee, Scotland, UK in Apr-19.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 23-Jan-24.

Cyrillic titles, left side. English titles, right side. With additional 'operated by Albanian Airlines' titles with the word 'Albanian' painted out. The odd tail logo is Turan Air, overpainted with the Bulgarian flag.

A rough history... dates are approximate.

Built in 1986, this aircraft was delivered to LOT Polish Airlines as SP-LCB in Aug-86. It was sold to Turan Air (Azerbaijan) as 4K-733 in Jul-95.

In Jun-00 it was sold to Hemus Air (Bulgaria) in basic Turan Air livery as LZ HMP. At some point (late 2000 to early 2001) it was leased to Albanian Airlines.

The aircraft was sold to Bulgarian Air Charter as LZ-LCV in mid 2002. It was wet-leased to Kish Air (Iran) in early 2004, returning to Bulgarian Air Charter in mid 2004.

It was sold back to Turan Air as 4K-733 in Sep-06. Turan Air ceased operations in 2013 and the aircraft was stored at Baku, Azerbaijan. I can't find any further record of the aircraft and I'm assuming it was eventually broken up at Baku. Updated 17-Mar-24.

The Paddle Steamer Phantom replaced the smaller ferries on the Circular Quay to Manly run in 1859. This image - dated around 1860 - shows the level of development around Manly Cove at that time. This image has been included to indicate the development at Manly at the time the Huntress was operational on the Manly run.

The Phantom was a steel vessel - substantially larger than the smaller wooden ferries such as the Huntress that operated the service a few years beforehand.

HUNTRESS

The Huntress was built by Alexander Newton and William Malcolm at Pelican on the Manning River in 1853. She operated out of the Hunter River and Sydney Harbour with some brief periods on the Hawkesbury River before being purchased by New Zealand interests. This section deals with the Australian operations - 1853 -1860. Details of her operation in New Zealand Operation are to be found in New Zealand Operation

Other images related the Huntress are found in the Album HUNTRESS

SECTION 1. AUSTRALIAN OPERATION (1853 - 1860)

Details :

Name: Huntress

Type: Schooner Rigged, Cutter/Paddle Steamer.

Length: 89.1 ft

Beam: 16.2 ft

Draft: 7.6 ft

Engine: 2 x 40 h.p. Steam/Built and installed by G. Russell & Co (Sydney)

Builder: Alexander Newton and William Malcolm

Launched: September 1853, Pelican Shipyards, Manning River, NSW.

Registered: Sydney '147/1853' - '25/9/1853'

Re-Registered: Sydney 25/1857

Tonnage: Suggest 54.45 tons

Propelling Power: 32.01

Official Number: ON 032617

Construction:

-Carvel Planked

-Square Stern

Owners:

Australia

1853 -1856 Messrs. J. & A. Brown, of Newcastle.

1856 -1860 Thomas Stephenson Rountree [often incorrectly referred to as Rowntree], of Balmain.

New Zealand

1860 -1864 Government of Hawke’s Bay Province, New Zealand (registered Napier) Thomas Henry Fitzgerald. 12th March 1860.

1864 -1866 Donald McLean

1866 -1867 G. Edward Reid, 6th December 1866 (registered Auckland)

1867 -1871 William Souter 10th January 1867

1871 -1872 J. S. MacFarlane & Co.

HISTORY:

1853

NEW STEAMER. A contract for the building of a new steamboat was finally concluded yesterday by Messrs Malcolm and Newton. The matter has been under consideration for some time past, yet in consequence of some proposed alteration with regard to the vessel, it was only determined yesterday. The dimensions will be about 85 ft. keel, 16 ft. beam, and fore hold 7 ft. She will be built at Messrs. Malcolm and Newton’s yard on the Manning River. Her intended trade has not been given. The Maitland Mercury 5 March 1853.

(The side-wheel paddle-steamer Huntress was the only steamship built at the Pelican shipyard on the Manning River.)

MAIDEN VOYAGE

“The Phantom, ketch, has cleared out for the Manning River, taking up with her Captain Malcolm and a crew to bring down the new steamer [Huntress] lately built at that place by Messrs. Newton and Malcolm, the well-known shipwrights. The steamer is intended for the Hunter River trade, to ply between Newcastle and Morpeth, and is also to be used as a tug boat.

The steamer will come from the Manning under canvas to receive her engines, and proceed immediately to her destination. This will be a novel feature on the Hunter, and we congratulate the inhabitants on their new acquisition. The builders’ well-earned fame is sufficient guarantee of the faithfulness and superiority of build in the new boat.” The Maitland Mercury and Hunter General Advertiser - 6 August 1853

UNDER CANVAS - THREE MASTS

THE HUNTRESS STEAMER. This vessel arrived here on Sunday, the 25th, from the Manning River, for the purpose of being fitted with her engines, &c., which have been constructed by Mr. G. Russell, and, as a specimen of colonial shipbuilding, is worthy of some attention. She is intended for a tug-boat on the Hunter River, and will at the same time carry goods and passengers. Her dimensions are as follows:-Length of keel 86 feet 6 inches, depth of hold 7 feet 6 inches; draws when loaded 5 feet 10 inches aft, 5 feet 1 inch forward, and will be propelled by two engines of the united power of 80 horses. Her builders, Messrs. Newton and Malcolm (who also built the Scotia), have adhered to the usual American system adopted in their river boats, which allows of deck houses being placed on vessels if required, but at present she is flush fore and aft. She is owned by Messrs. J. and A. Brown, of Newcastle, and came up from the Manning rigged as a three–masted schooner, with a large cargo of grain, and proved an excellent sea-boat. [Captain James Malcolm, the agent, has politely furnished the above particulars.]

The Maitland Mercury - 1 October 1853

The same newspaper reported the Huntress arrived, from the Manning {26th September], with 1604 bushels grain, 65 hides, 2 tons bags, 700 felloes, 5000 feet timber, 2 casks beef, casks 2 paunches tallow.

CONVERSION TO STEAMER AND TRIALS

The Huntress was converted to a steam tug over a period of around three months; it appears that her central mast was removed leaving one fore and one rear mast [this needs checking]. She made a trial trip down to the Heads on 30th December 1853; she went from Pinchgut to the South Reef in 25 minutes, and from the reef to Millers Point in 31 minutes. On the 6th January 1854 she completed her trials, attaining 11 knots an hour outside the Heads.

1854

NEWCASTLE

On January the 24th 1854 the Huntress arrived at Newcastle to take up her new duties as the Newcastle steam-tug. On the 25th January she towed out a schooner on the and then proceeded to Morpeth in around four hours, returning to Newcastle on the 1st February to tow out the Mary Nicholson.

HUNTRESS RE-LOCATED TO SYDNEY

After 9 months operation on the Hunter River as a ferry from Morpeth to Newcastle and operating as a steam-tug as needed, Huntress was advertised for sale - firstly by Private Treaty and subsequently by auction. With no sale, she was moved to Sydney in November 1854 where she commenced operation as a charter boat. Almost immediately she commenced operation as a ferry taking passengers to observe the Balmain Regatta The Sydney Morning Herald - 30 November 1854. She was again offered for sale the following January

1855

WINDSOR SOJOURN

On the 1st February 1855 Huntress was sent to Windsor as so eloquently described:

"On Friday afternoon last [2nd Feb 1855], shortly before two o'clock, several gun-shots were suddenly heard fired in quick succession from the neighbourhood of Thompson's square, and numbers of men, women, and children might be seen hurrying towards the river. What could be the cause of this consternation, thought we? Nothing more nor less than the anxiously looked for arriving of the Huntress steamer, " walking the waters" of our noble Hawkesbury " like a thing of life!" The Huntress left Sydney the day previous and was twenty-four hours on the water, though actually under steam only thirteen hours and a half, having rested at night. We are informed that the passage might have been, and can be made easily in twelve hours, but this, being the maiden trip, was performed cautiously and under suppressed power. Although fears were entertained that the vessel might have met with some obstruction on the way up, we believe she met with none, having found water deep enough the whole distance. As she hauled alongside the temporary wharf erected by the charterers, it was amusing to observe the eager interest and excitement she occasioned amongst the inhabitants, particularly the young, many of whom, we believe, never beheld such a sight before. Fortunately there were not very many passengers on board, and the captain and managers exhibited much good nature, otherwise the crowds of people, including children, who rushed upon the decks and examined the accommodation and machinery, might have been felt to be very inconvenient. We hail the arrival at our wharf of the little Huntress with much satisfaction, and hope she may prove the harbinger of a more extended system of steam communication upon the Hawkesbury, to be carried out at no distant day, and which will to some extent aid in developing the resources of our important district. At present, the steamer will be used for pleasure and excursion trips only, the first of which will take place on Monday. The Sydney Morning Herald - 6 February 1855.

RETURN TO SYDNEY CHARTER FERRY

After a short stay at Windsor she returned to Sydney where she was regularly chartered for ferrying passengers to various events. For a time she was leased to Henry Gilbert Smith, who used her as one of the first ferries on the Sunday Manly run.

1856

PADDLE WHEELS IMPROVED

MR. RANKEN’S NEW PADDLE – WHEEL FLOAT’S .

Some interest has lately been caused by an invention which is intended to do away with much of the loss of power, and therefore of speed in the common paddle-wheels and floats now in use in most steamers.

A trial has been made with Mr. Ranken’s improvement in the Huntress, running between Circular Quay and Cremorne, and the result is stated as having been very favourable. Upon this Mr. Ranken applied to the Australian Steam Navigation Company for leave to fit one of their sea-going vessels after the same fashion, for a trial of a hundred miles or so; but by some misunderstanding the two parties have come to issue, and science is disappointed. Whichever may be right, it is a pity that more cannot be known of the capabilities of discovery; anything that can increase speed, husband power or lessen the coal bill in steamboats, is a world wide benefit.

The invention, it seems, is simple, but the most simple efforts, have almost always been the manner in which genius works.

The following is a description, :- Upon the common paddle-wheel float, which strikes the water mostly at an angle of 45 degrees, is fitted an iron binding, and to use a homely simile, very like the turned up edges of a dust pan; this is meant to compress the water more solidly within a space, so that the propelling power may have more grip whereby to send the vessel ahead; but on account of a greater force being required to drive the paddle-wheels fitted like this, every alternate float is unshipped. As we believe, in the case of the Huntress in smooth water, Mr. Ranken’s plan answered as well as could be wished; still it is quite another matter with a ship in a sea-way, it being a question whether or not any such iron binding will ever stand the surging of the wheels in a heavy roll, either ahead or on the beam, which nothing can decide except a fair trial in the open sea. The Sydney Morning Herald - 5 July 1856.

1857

SYDNEY HARBOUR

In addition to charters and towing contracts, Huntress was regularly utilised on Sydney Harbour to transport passengers to the gardens at Cremorne every Sunday.

RETURN TO WINDSOR

During the winter of 1857, Huntress was sent to Windsor where she transported goods that were then sold by auction in Sydney. "SALES BY AUCTION. REGULAR PRODUCE SALE.

MR. W. PRITCHARD will sell by auction, on the Ground Floor of his New Mart, 70, Sussex-street, late Brierley, Dean, and Co.'s Stores, on WEDNESDAY, at 11 o'clock,

300 bushels of wheat, ex Huntress, from Windsor 300 ditto maize, ditto, ditto .

325 ditto fresh coarse bran, ditto, ditto

Also, several other parcels of maize, wheat, bran, hay, hides, sheepskins, tallow, &c., &c.

At half-past 11.

Chaff cutters, corn shellers, corn measures, &c., &c. 385"

Empire - 7 July 1857

On one of these voyages she encountered a sunken ketch on the Hawkesbury River. "The Huntress (s.), from the Hawkesbury, reports having seen, while coming down the river, a ketch sunk, with masts and sails standing. They found it to be the ketch Traveller, with the usual cargo; the mate of the Huntress made several attempts to tow her, but found she was too heavy, and as compelled to leave her there. It is not known whether the crew were saved or went down with the vessel." The Maitland Mercury - 9 July 1857

1858 - 1860

CONVERTED

ADVERTISED FOR SALE

Over this period the only activity reported was a regular series of advertisements in 1858 offering Huntress for sale. "Also, the powerful steamer HUNTRESS, 84 tons, and 50 H.P., capable of carrying 60 tons cargo, and 250 passengers on river service. The above vessels now lie for inspection in Waterview Bay. Apply to ROWNTREE [ROUNTREE] and CO., Mort's Dry Dock; or T. S. MORT and CO., Pitt-street. The Sydney Morning Herald - 16 October 1858.

CONVERTED TO DREDGE

Few details are available for the years 1858/59 but it appears that Huntress was converted into a dredge but details are unclear. She was reportedly re-measured as 86 gross tons 54 net but this requires confirmation.

PURCHASED BY NEW ZEALAND INTERESTS

In 1860 it was confirmed that the Huntress had been purchased by Mr. G. Griffith, as agent for the Provincial Government of Hawkes Bay. "The steamer Huntress, recently the property of Captain Rountree, but since purchased from him by Mr. G. Griffith, the agent in Sydney for the Provincial Government of Hawkes Bay, New Zealand, made a trial trip yesterday prior to her departure. She proceeded down the harbour and a few miles to sea. She averaged fully ten knots under steam, and under canvas was remarkably steady and easy. She is to be used as a steam-dredge for the harbour of Napier, Hawkes Bay, for which she has competent machinery, in addition to an effective set of new get, ordered from England." The Sydney Morning Herald - 27 March 1860.

She departed for Hawkes Bay on March on March 27th 1860.

Image Source: Image Collection of the State Library of NSW.

GREAT LAKES MANNING RIVER SHIPPING, NSW - Flick Group --> Alphabetical Boat Index --> Boat builders Index --> Tags List

Replacing an earlier scanned photo with a better version, plus DeNoise AI 23-Nov-22.

Ex Sabena, operated by DAT Delta Air Transport with the dark blue SABENA titles removed from above the forward cabin windows (note also on the rear fuselage, the titles 'Flying Together (blank)' It originally said 'with Swissair', those titles were also removed).

First flown with the British Aerospace test registration G-6-340, this aircraft was leased to SABENA Belgian World Airlines as OO-DWH in Dec-98. It was immediately sub-leased to SABENA subsidiary, DAT Delta Air Transport, who operated some European services on their behalf.

SABENA ceased operations in Nov-11 (see note below) but DAT managed to keep going, operating limited European services using SABENA's flight code 'SN'. The company was renamed SN Brussels Airlines in Feb-02.

The 'SN' prefix was dropped in Mar-07 when the company merged with Virgin Express Airlines to form Brussels Airlines. The aircraft was retired from service in Aug-16 and parked at Brussels before being moved to Cranfield, UK later that month for long term storage.

It was returned to Falco Regional Aircraft as G-CJKC in Oct-16 and remained stored. The aircraft was disassembled at Cranfield in Jan-17 and moved by road to Kemble, UK. It was broken up at Kemble in Aug-17. Updated 23-Nov-22.

Note: Swissair had a big interest in SABENA. Another one of the many airlines that collapsed in the aftermath of '911', Swissair ceased operations on 02-Oct-01 and restarted limited ops two days later after the Swiss Government provided temporary funding. SABENA no longer had the backing of Swissair and filed for the Belgian equivalent of 'Chapter 11'.

Some of the staff, who were more than a little militant, finished them off by deciding to go on strike. The Belgian Government pulled the plug and they too ceased ops on 07-Nov-01. DAT, who had already operated some regional services for Sabena, took over a limited short haul schedule before becoming SN Brussels Airlines.

Replacing an earlier scanned photo with a better version 24-Jan-21.

Fleet No: "820". Named: "City of Syracuse / Ville de Syracuse" (originally "The City of Thunder Bay").

This aircraft was delivered to Air Ontario as C-FGRM in Mar-90. Air Ontario was merged into Air Canada Regional in Nov-01 and renamed Air Canada Jazz in May-02. The operation was transferred to Jazz Air Ltd in Dec-04. Jazz Air became Jazz Aviation LP in Mar-11 and Air Canada Jazz was re-branded as Air Canada Express in May-11, still operated by Jazz Aviation. After 29 years in service the aircraft was returned to Jazz Aviation and permanently retired at North Bay, ON, Canada in Feb-19.

Replacing an earlier scanned photo with a better version 31-Jan-21.

Air Alliance, Air Canada partner (operated by Air Georgian)

Fleet No: "953".

First flown with the Beechcraft/Raytheon test registration N21063, this aircraft was delivered to Air Georgian (Canada) as C-GHGA in Dec-97 and operated on behalf of Canadian Regional with 'Ontario Regional' titles. It was returned to Air Georgian in early May-00 and operated on behalf of Air Alliance operating on behalf of Air Canada. Operations continued with Air Canada Regional, Air Canada Jazz and Air Canada Express. It was returned to Air Georgian in late 2018 and was stored at Muskoka, On, Canada in Jan-19 in basic Air Canada 'Toothpaste' livery. No further information. Air Georgian ceased operations in May-20 and it's assets were sold to a new company, Pivot Airlines, which co-incidentally happens to have the same Management personnel as Air Georgian. Updated Jan-21.

298/365,

Garden Village, Burnaby, British Columbia

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 09-Mar-25.

Operated on behalf of Air Namibia by South African Airways.

First flown with the Boeing test registration N8297V, this aircraft was delivered to SAA South African Airways as ZS-SPC in Jun-76.

it was leased to Air Mauritius as 3B-NAG in Oct-84 and returned to South African 10 years later, in Nov-94. The aircraft was wet-leased to Avia Airlines (see note below) in May-95 and returned to South African in Aug-95.

in Oct-95 the aircraft was wet-leased to Air Namibia and returned to South African in Jul-96. It was wet-leased to Air Namibia again in May-99 and returned to South African in Nov-99.

It continued in service with South African until it was retired and stored at Johannesburg in Oct-03 after a 27 year service life. The aircraft was ferried to Rand Airport, South Africa at the end of Sep-06 and was donated to the SAA Aviation Museum Society. Preserved.

Note: Avia Airlines, South Africa was formed in Apr-95 and commenced operations on 01-May-95 using this Boeing 747SP wet-leased from SAA. Their only route was Johannesburg to London-Gatwick. They lasted just 3 months and ceased operations on 01-Aug-95.

Beamish Museum is the first regional open-air museum, in England, located at Beamish, near the town of Stanley, in County Durham, England. Beamish pioneered the concept of a living museum. By displaying duplicates or replaceable items, it was also an early example of the now commonplace practice of museums allowing visitors to touch objects.

The museum's guiding principle is to preserve an example of everyday life in urban and rural North East England at the climax of industrialisation in the early 20th century. Much of the restoration and interpretation is specific to the late Victorian and Edwardian eras, together with portions of countryside under the influence of Industrial Revolution from 1825. On its 350 acres (140 ha) estate it uses a mixture of translocated, original and replica buildings, a large collection of artefacts, working vehicles and equipment, as well as livestock and costumed interpreters.

The museum has received a number of awards since it opened to visitors in 1972 and has influenced other living museums.[citation needed] It is an educational resource, and also helps to preserve some traditional and rare north-country livestock breeds.

In 1958, days after starting as director of the Bowes Museum, inspired by Scandinavian folk museums, and realising the North East's traditional industries and communities were disappearing, Frank Atkinson presented a report to Durham County Council urging that a collection of items of everyday history on a large scale should begin as soon as possible, so that eventually an open air museum could be established. As well as objects, Atkinson was also aiming to preserve the region's customs and dialect. He stated the new museum should "attempt to make the history of the region live" and illustrate the way of life of ordinary people. He hoped the museum would be run by, be about and exist for the local populace, desiring them to see the museum as theirs, featuring items collected from them.

Fearing it was now almost too late, Atkinson adopted a policy of "unselective collecting" — "you offer it to us and we will collect it." Donations ranged in size from small items to locomotives and shops, and Atkinson initially took advantage of a surplus of space available in the 19th-century French chateau-style building housing the Bowes Museum to store items donated for the open air museum. With this space soon filled, a former British Army tank depot at Brancepeth was taken over, although in just a short time its entire complement of 22 huts and hangars had been filled, too.

In 1966, a working party was established to set up a museum "for the purpose of studying, collecting, preserving and exhibiting buildings, machinery, objects and information illustrating the development of industry and the way of life of the north of England", and it selected Beamish Hall, having been vacated by the National Coal Board, as a suitable location.

In August 1970, with Atkinson appointed as its first full-time director together with three staff members, the museum was first established by moving some of the collections into the hall. In 1971, an introductory exhibition, "Museum in the Making" opened at the hall.

The museum was opened to visitors on its current site for the first time in 1972, with the first translocated buildings (the railway station and colliery winding engine) being erected the following year. The first trams began operating on a short demonstration line in 1973. The Town station was formally opened in 1976, the same year the reconstruction of the colliery winding engine house was completed, and the miners' cottages were relocated. Opening of the drift mine as an exhibit followed in 1979.

In 1975 the museum was visited by the Queen Elizabeth The Queen Mother, and by Anne, Princess Royal, in 2002. In 2006, as the Grand Master of the United Grand Lodge of England, The Duke of Kent visited, to open the town masonic lodge.

With the Co-op having opened in 1984, the town area was officially opened in 1985. The pub had opened in the same year, with Ravensworth Terrace having been reconstructed from 1980 to 1985. The newspaper branch office had also been built in the mid-1980s. Elsewhere, the farm on the west side of the site (which became Home Farm) opened in 1983. The present arrangement of visitors entering from the south was introduced in 1986.

At the beginning of the 1990s, further developments in the Pit Village were opened, the chapel in 1990, and the board school in 1992. The whole tram circle was in operation by 1993. Further additions to the Town came in 1994 with the opening of the sweet shop and motor garage,Beamish Museum 2014 followed by the bank in 1999. The first Georgian component of the museum arrived when Pockerley Old Hall opened in 1995, followed by the Pockerley Waggonway in 2001.

In the early 2000s two large modern buildings were added, to augment the museum's operations and storage capacity - the Regional Resource Centre on the west side opened in 2001, followed by the Regional Museums Store next to the railway station in 2002. Due to its proximity, the latter has been cosmetically presented as Beamish Waggon and Iron Works. Additions to display areas came in the form of the Masonic lodge (2006) and the Lamp Cabin in the Colliery (2009). In 2010, the entrance building and tea rooms were refurbished.

Into the 2010s, further buildings were added - the fish and chip shop (opened 2011) band hall (opened 2013) and pit pony stables (built 2013/14) in the Pit Village, plus a bakery (opened 2013) and chemist and photographers (opened 2016) being added to the town. St Helen's Church, in the Georgian landscape, opened in November 2015.

Built in 1793, San Felipe de Neri Church is a historic Catholic church located on the north side of Old Town Plaza in Albuquerque, New Mexico.

The day I photographed the church (in HDR) it was overcast and rainy. So, the sky has been replaced with a shot taken the next day. To get the sun rays in 3D, the sky was photographed with a 1/4 mile interocular spacing out the passenger window of a car traveling at about 65 mph.

To see this picture in 3D, sit 2-3 feet from the monitor and gently cross your eyes so that the two images become three. The one in the middle will be in 3D. If you are finding this difficult, you may be trying too hard. Viewing full screen is best.

(Replaced after editing for greater warmth in Nik Color Efex Pro 4.)

Replacing an earlier scanned photo with a better version.

Replacing an earlier digital photo with a better version 10-Jan-20.

First flown with the Boeing test registration N6038E, this aircraft was delivered to Airtours International Airways as G-SJMC in Mar-94. It was wet-leased to Garuda Indonesia Airlines on a Haj Pilgrimage operation between Jan/Mar-02.

In May-02 Airtours was renamed MyTravel Airways and more Garuda Haj Pilgrimage operations took place between Jan/Mar-03, Dec-03/Feb-04 and Dec-04/Feb-05.

In Apr-05 the aircraft was leased to SkyService Airlines (Canada) as C-GLMC, but not for long... It suffered a 'very' heavy landing at Punta Cana. Dominican Republic in May-05.

It bounced and landed nosewheel first causing severe damage to the landing gear, wings and fuselage. It was almost written off and was at Punta Cana for five months being repaired. In Oct-05 it was ferried to Portland, OR, USA for repainting and returned to service with MyTravel Airways as G-SJMC in Nov-05.

The aircraft was re-registered G-TCCA in Feb-08 and MyTravel Airways was merged into Thomas Cook Airlines UK at the end of Mar-08. In Nov-08 another Haj Pilgrimage was operated for Garuda Indonesian Airlines with the aircraft returning to Thomas Cook in Jan-09. It was retro-fitted with Blended Winglets in Feb-10,

The Thomas Cook Group also owned Condor Flugdienst and in Dec-13 the aircraft was wet leased to Condor for the winter, returning to Thomas Cook UK at the end of Apr-14. The winter lease was repeated between Nov-14/Apr-15 and Nov-15/Apr-16.

It operated its last service for Thomas Cook UK in Oct-16 and was again leased to Condor in early Nov-16. The aircraft operated its last passenger service from Varadero to Frankfurt on 18/19-Nov-16, ferried back to Thomas Cook UK and was stored at Manchester.

It was sold Amazon, leased to Atlas Air as N1373A in Feb-17 and ferried to Tel Aviv for freighter conversion. The aircraft was converted to 'F' with a main deck cargo door in Oct-17 and operated for Amazon Prime Air in Nov-17. In Mar-25 Amazon Prime Air changed the operating contract to 21 Air, USA.

Now 32 years old, it continues in service. Updated 15-Apr-26.

Replacing an earlier scanned slide with a better version 17-Jan-15.

Aer Lingus operated their Carvairs into Liverpool and initially the 'hi-lo' drivers had problems positioning correctly to load the cars. The simple answer was a few bit's of 2 x 4 nailed together and used as a 'chock' under the nosewheel (it was essentially a 'T' bar with two side bracing pieces and little chocks where the 'hi-lo wheels went). When the 'hi-lo' hit the buffers (so to speak), it was in the right place!

Named: "Iarfhlaith / St Jarlath".

Built as a Douglas C-54B, this aircraft was delivered to the USAAF United States Army Air Force in Nov-44 serialled 42-72343. The USAAF was renamed the USAF United States Air Force in Sep-47.

The aircraft was 'demobbed' in 1950 and sold to North American Airlines as N88819. It was bought by Resort Airlines in 1955. They leased it to World Airways in Jul-60 and it was returned to Resort Airlines in Jun-61.

Slick Airways bought it in early 1962 and they sold it to Aviation Traders (Engineering) Ltd in Oct-62, still as N88819. It was converted into an ATL.98 Carvair and sold to Aer Lingus in Apr-63 as EI-AMR. In May-68 it was sold to Eastern Provincial Airways, Canada, as CF-EPV.

It was sold to British Air Ferries in Sep-63 and stored at Southend, UK. At the end of May-74 the registration officially changed to C-FEPV when the Canadian Government introduced the C-Gxxx registration series, although it remained as CF-EPV on the stored aircraft.

Two attempts were made to buy it by a new Norwegian airline. Norwegian Overseas Airways, once as LN-NAB and once as LN-MDA. Both failed!

(Note: While researching Norwegian Overseas, I found that they tried to buy seven aircraft at different times, 2 Carvair's, 4 C-54's and a C-47. They only managed to acquire two, a Carvair and a C-54E and they had gone out of business by 1976!).

C-FEPV was sold to a 'J Jorgensen' in Sep-74 but it remained stored at Southend until it was broken up in Sep-78. The nose section was preserved at the '100th Bomb Group Museum' at Thorpe Abbots, UK. However, it now resides at Halesworth Airfield Museum, Suffolk, UK, (Updated Jan-17).

Restringing the telecaster.

Colosseum

Following, a text, in english, from the Wikipedia the Free Encyclopedia:

The Colosseum, or the Coliseum, originally the Flavian Amphitheatre (Latin: Amphitheatrum Flavium, Italian Anfiteatro Flavio or Colosseo), is an elliptical amphitheatre in the centre of the city of Rome, Italy, the largest ever built in the Roman Empire. It is considered one of the greatest works of Roman architecture and Roman engineering.

Occupying a site just east of the Roman Forum, its construction started between 70 and 72 AD[1] under the emperor Vespasian and was completed in 80 AD under Titus,[2] with further modifications being made during Domitian's reign (81–96).[3] The name "Amphitheatrum Flavium" derives from both Vespasian's and Titus's family name (Flavius, from the gens Flavia).

Capable of seating 50,000 spectators,[1][4][5] the Colosseum was used for gladiatorial contests and public spectacles such as mock sea battles, animal hunts, executions, re-enactments of famous battles, and dramas based on Classical mythology. The building ceased to be used for entertainment in the early medieval era. It was later reused for such purposes as housing, workshops, quarters for a religious order, a fortress, a quarry, and a Christian shrine.

Although in the 21st century it stays partially ruined because of damage caused by devastating earthquakes and stone-robbers, the Colosseum is an iconic symbol of Imperial Rome. It is one of Rome's most popular tourist attractions and still has close connections with the Roman Catholic Church, as each Good Friday the Pope leads a torchlit "Way of the Cross" procession that starts in the area around the Colosseum.[6]

The Colosseum is also depicted on the Italian version of the five-cent euro coin.

The Colosseum's original Latin name was Amphitheatrum Flavium, often anglicized as Flavian Amphitheater. The building was constructed by emperors of the Flavian dynasty, hence its original name, after the reign of Emperor Nero.[7] This name is still used in modern English, but generally the structure is better known as the Colosseum. In antiquity, Romans may have referred to the Colosseum by the unofficial name Amphitheatrum Caesareum; this name could have been strictly poetic.[8][9] This name was not exclusive to the Colosseum; Vespasian and Titus, builders of the Colosseum, also constructed an amphitheater of the same name in Puteoli (modern Pozzuoli).[10]

The name Colosseum has long been believed to be derived from a colossal statue of Nero nearby.[3] (the statue of Nero itself being named after one of the original ancient wonders, the Colossus of Rhodes[citation needed]. This statue was later remodeled by Nero's successors into the likeness of Helios (Sol) or Apollo, the sun god, by adding the appropriate solar crown. Nero's head was also replaced several times with the heads of succeeding emperors. Despite its pagan links, the statue remained standing well into the medieval era and was credited with magical powers. It came to be seen as an iconic symbol of the permanence of Rome.

In the 8th century, a famous epigram attributed to the Venerable Bede celebrated the symbolic significance of the statue in a prophecy that is variously quoted: Quamdiu stat Colisæus, stat et Roma; quando cadet colisæus, cadet et Roma; quando cadet Roma, cadet et mundus ("as long as the Colossus stands, so shall Rome; when the Colossus falls, Rome shall fall; when Rome falls, so falls the world").[11] This is often mistranslated to refer to the Colosseum rather than the Colossus (as in, for instance, Byron's poem Childe Harold's Pilgrimage). However, at the time that the Pseudo-Bede wrote, the masculine noun coliseus was applied to the statue rather than to what was still known as the Flavian amphitheatre.

The Colossus did eventually fall, possibly being pulled down to reuse its bronze. By the year 1000 the name "Colosseum" had been coined to refer to the amphitheatre. The statue itself was largely forgotten and only its base survives, situated between the Colosseum and the nearby Temple of Venus and Roma.[12]

The name further evolved to Coliseum during the Middle Ages. In Italy, the amphitheatre is still known as il Colosseo, and other Romance languages have come to use similar forms such as le Colisée (French), el Coliseo (Spanish) and o Coliseu (Portuguese).

Construction of the Colosseum began under the rule of the Emperor Vespasian[3] in around 70–72AD. The site chosen was a flat area on the floor of a low valley between the Caelian, Esquiline and Palatine Hills, through which a canalised stream ran. By the 2nd century BC the area was densely inhabited. It was devastated by the Great Fire of Rome in AD 64, following which Nero seized much of the area to add to his personal domain. He built the grandiose Domus Aurea on the site, in front of which he created an artificial lake surrounded by pavilions, gardens and porticoes. The existing Aqua Claudia aqueduct was extended to supply water to the area and the gigantic bronze Colossus of Nero was set up nearby at the entrance to the Domus Aurea.[12]

Although the Colossus was preserved, much of the Domus Aurea was torn down. The lake was filled in and the land reused as the location for the new Flavian Amphitheatre. Gladiatorial schools and other support buildings were constructed nearby within the former grounds of the Domus Aurea. According to a reconstructed inscription found on the site, "the emperor Vespasian ordered this new amphitheatre to be erected from his general's share of the booty." This is thought to refer to the vast quantity of treasure seized by the Romans following their victory in the Great Jewish Revolt in 70AD. The Colosseum can be thus interpreted as a great triumphal monument built in the Roman tradition of celebrating great victories[12], placating the Roman people instead of returning soldiers. Vespasian's decision to build the Colosseum on the site of Nero's lake can also be seen as a populist gesture of returning to the people an area of the city which Nero had appropriated for his own use. In contrast to many other amphitheatres, which were located on the outskirts of a city, the Colosseum was constructed in the city centre; in effect, placing it both literally and symbolically at the heart of Rome.

The Colosseum had been completed up to the third story by the time of Vespasian's death in 79. The top level was finished and the building inaugurated by his son, Titus, in 80.[3] Dio Cassius recounts that over 9,000 wild animals were killed during the inaugural games of the amphitheatre. The building was remodelled further under Vespasian's younger son, the newly designated Emperor Domitian, who constructed the hypogeum, a series of underground tunnels used to house animals and slaves. He also added a gallery to the top of the Colosseum to increase its seating capacity.

In 217, the Colosseum was badly damaged by a major fire (caused by lightning, according to Dio Cassius[13]) which destroyed the wooden upper levels of the amphitheatre's interior. It was not fully repaired until about 240 and underwent further repairs in 250 or 252 and again in 320. An inscription records the restoration of various parts of the Colosseum under Theodosius II and Valentinian III (reigned 425–455), possibly to repair damage caused by a major earthquake in 443; more work followed in 484[14] and 508. The arena continued to be used for contests well into the 6th century, with gladiatorial fights last mentioned around 435. Animal hunts continued until at least 523, when Anicius Maximus celebrated his consulship with some venationes, criticised by King Theodoric the Great for their high cost.

The Colosseum underwent several radical changes of use during the medieval period. By the late 6th century a small church had been built into the structure of the amphitheatre, though this apparently did not confer any particular religious significance on the building as a whole. The arena was converted into a cemetery. The numerous vaulted spaces in the arcades under the seating were converted into housing and workshops, and are recorded as still being rented out as late as the 12th century. Around 1200 the Frangipani family took over the Colosseum and fortified it, apparently using it as a castle.

Severe damage was inflicted on the Colosseum by the great earthquake in 1349, causing the outer south side, lying on a less stable alluvional terrain, to collapse. Much of the tumbled stone was reused to build palaces, churches, hospitals and other buildings elsewhere in Rome. A religious order moved into the northern third of the Colosseum in the mid-14th century and continued to inhabit it until as late as the early 19th century. The interior of the amphitheatre was extensively stripped of stone, which was reused elsewhere, or (in the case of the marble façade) was burned to make quicklime.[12] The bronze clamps which held the stonework together were pried or hacked out of the walls, leaving numerous pockmarks which still scar the building today.

During the 16th and 17th century, Church officials sought a productive role for the vast derelict hulk of the Colosseum. Pope Sixtus V (1585–1590) planned to turn the building into a wool factory to provide employment for Rome's prostitutes, though this proposal fell through with his premature death.[15] In 1671 Cardinal Altieri authorized its use for bullfights; a public outcry caused the idea to be hastily abandoned.

In 1749, Pope Benedict XIV endorsed as official Church policy the view that the Colosseum was a sacred site where early Christians had been martyred. He forbade the use of the Colosseum as a quarry and consecrated the building to the Passion of Christ and installed Stations of the Cross, declaring it sanctified by the blood of the Christian martyrs who perished there (see Christians and the Colosseum). However there is no historical evidence to support Benedict's claim, nor is there even any evidence that anyone prior to the 16th century suggested this might be the case; the Catholic Encyclopedia concludes that there are no historical grounds for the supposition. Later popes initiated various stabilization and restoration projects, removing the extensive vegetation which had overgrown the structure and threatened to damage it further. The façade was reinforced with triangular brick wedges in 1807 and 1827, and the interior was repaired in 1831, 1846 and in the 1930s. The arena substructure was partly excavated in 1810–1814 and 1874 and was fully exposed under Benito Mussolini in the 1930s.

The Colosseum is today one of Rome's most popular tourist attractions, receiving millions of visitors annually. The effects of pollution and general deterioration over time prompted a major restoration programme carried out between 1993 and 2000, at a cost of 40 billion Italian lire ($19.3m / €20.6m at 2000 prices). In recent years it has become a symbol of the international campaign against capital punishment, which was abolished in Italy in 1948. Several anti–death penalty demonstrations took place in front of the Colosseum in 2000. Since that time, as a gesture against the death penalty, the local authorities of Rome change the color of the Colosseum's night time illumination from white to gold whenever a person condemned to the death penalty anywhere in the world gets their sentence commuted or is released,[16] or if a jurisdiction abolishes the death penalty. Most recently, the Colosseum was illuminated in gold when capital punishment was abolished in the American state of New Mexico in April 2009.

Because of the ruined state of the interior, it is impractical to use the Colosseum to host large events; only a few hundred spectators can be accommodated in temporary seating. However, much larger concerts have been held just outside, using the Colosseum as a backdrop. Performers who have played at the Colosseum in recent years have included Ray Charles (May 2002),[18] Paul McCartney (May 2003),[19] Elton John (September 2005),[20] and Billy Joel (July 2006).

Exterior

Unlike earlier Greek theatres that were built into hillsides, the Colosseum is an entirely free-standing structure. It derives its basic exterior and interior architecture from that of two Roman theatres back to back. It is elliptical in plan and is 189 meters (615 ft / 640 Roman feet) long, and 156 meters (510 ft / 528 Roman feet) wide, with a base area of 6 acres (24,000 m2). The height of the outer wall is 48 meters (157 ft / 165 Roman feet). The perimeter originally measured 545 meters (1,788 ft / 1,835 Roman feet). The central arena is an oval 87 m (287 ft) long and 55 m (180 ft) wide, surrounded by a wall 5 m (15 ft) high, above which rose tiers of seating.

The outer wall is estimated to have required over 100,000 cubic meters (131,000 cu yd) of travertine stone which were set without mortar held together by 300 tons of iron clamps.[12] However, it has suffered extensive damage over the centuries, with large segments having collapsed following earthquakes. The north side of the perimeter wall is still standing; the distinctive triangular brick wedges at each end are modern additions, having been constructed in the early 19th century to shore up the wall. The remainder of the present-day exterior of the Colosseum is in fact the original interior wall.

The surviving part of the outer wall's monumental façade comprises three stories of superimposed arcades surmounted by a podium on which stands a tall attic, both of which are pierced by windows interspersed at regular intervals. The arcades are framed by half-columns of the Tuscan, Ionic, and Corinthian orders, while the attic is decorated with Corinthian pilasters.[21] Each of the arches in the second- and third-floor arcades framed statues, probably honoring divinities and other figures from Classical mythology.

Two hundred and forty mast corbels were positioned around the top of the attic. They originally supported a retractable awning, known as the velarium, that kept the sun and rain off spectators. This consisted of a canvas-covered, net-like structure made of ropes, with a hole in the center.[3] It covered two-thirds of the arena, and sloped down towards the center to catch the wind and provide a breeze for the audience. Sailors, specially enlisted from the Roman naval headquarters at Misenum and housed in the nearby Castra Misenatium, were used to work the velarium.[22]

The Colosseum's huge crowd capacity made it essential that the venue could be filled or evacuated quickly. Its architects adopted solutions very similar to those used in modern stadiums to deal with the same problem. The amphitheatre was ringed by eighty entrances at ground level, 76 of which were used by ordinary spectators.[3] Each entrance and exit was numbered, as was each staircase. The northern main entrance was reserved for the Roman Emperor and his aides, whilst the other three axial entrances were most likely used by the elite. All four axial entrances were richly decorated with painted stucco reliefs, of which fragments survive. Many of the original outer entrances have disappeared with the collapse of the perimeter wall, but entrances XXIII (23) to LIV (54) still survive.[12]

Spectators were given tickets in the form of numbered pottery shards, which directed them to the appropriate section and row. They accessed their seats via vomitoria (singular vomitorium), passageways that opened into a tier of seats from below or behind. These quickly dispersed people into their seats and, upon conclusion of the event or in an emergency evacuation, could permit their exit within only a few minutes. The name vomitoria derived from the Latin word for a rapid discharge, from which English derives the word vomit.

Interior

According to the Codex-Calendar of 354, the Colosseum could accommodate 87,000 people, although modern estimates put the figure at around 50,000. They were seated in a tiered arrangement that reflected the rigidly stratified nature of Roman society. Special boxes were provided at the north and south ends respectively for the Emperor and the Vestal Virgins, providing the best views of the arena. Flanking them at the same level was a broad platform or podium for the senatorial class, who were allowed to bring their own chairs. The names of some 5th century senators can still be seen carved into the stonework, presumably reserving areas for their use.

The tier above the senators, known as the maenianum primum, was occupied by the non-senatorial noble class or knights (equites). The next level up, the maenianum secundum, was originally reserved for ordinary Roman citizens (plebians) and was divided into two sections. The lower part (the immum) was for wealthy citizens, while the upper part (the summum) was for poor citizens. Specific sectors were provided for other social groups: for instance, boys with their tutors, soldiers on leave, foreign dignitaries, scribes, heralds, priests and so on. Stone (and later marble) seating was provided for the citizens and nobles, who presumably would have brought their own cushions with them. Inscriptions identified the areas reserved for specific groups.

Another level, the maenianum secundum in legneis, was added at the very top of the building during the reign of Domitian. This comprised a gallery for the common poor, slaves and women. It would have been either standing room only, or would have had very steep wooden benches. Some groups were banned altogether from the Colosseum, notably gravediggers, actors and former gladiators.

Each tier was divided into sections (maeniana) by curved passages and low walls (praecinctiones or baltei), and were subdivided into cunei, or wedges, by the steps and aisles from the vomitoria. Each row (gradus) of seats was numbered, permitting each individual seat to be exactly designated by its gradus, cuneus, and number.

The arena itself was 83 meters by 48 meters (272 ft by 157 ft / 280 by 163 Roman feet).[12] It comprised a wooden floor covered by sand (the Latin word for sand is harena or arena), covering an elaborate underground structure called the hypogeum (literally meaning "underground"). Little now remains of the original arena floor, but the hypogeum is still clearly visible. It consisted of a two-level subterranean network of tunnels and cages beneath the arena where gladiators and animals were held before contests began. Eighty vertical shafts provided instant access to the arena for caged animals and scenery pieces concealed underneath; larger hinged platforms, called hegmata, provided access for elephants and the like. It was restructured on numerous occasions; at least twelve different phases of construction can be seen.[12]

The hypogeum was connected by underground tunnels to a number of points outside the Colosseum. Animals and performers were brought through the tunnel from nearby stables, with the gladiators' barracks at the Ludus Magnus to the east also being connected by tunnels. Separate tunnels were provided for the Emperor and the Vestal Virgins to permit them to enter and exit the Colosseum without needing to pass through the crowds.[12]

Substantial quantities of machinery also existed in the hypogeum. Elevators and pulleys raised and lowered scenery and props, as well as lifting caged animals to the surface for release. There is evidence for the existence of major hydraulic mechanisms[12] and according to ancient accounts, it was possible to flood the arena rapidly, presumably via a connection to a nearby aqueduct.

The Colosseum and its activities supported a substantial industry in the area. In addition to the amphitheatre itself, many other buildings nearby were linked to the games. Immediately to the east is the remains of the Ludus Magnus, a training school for gladiators. This was connected to the Colosseum by an underground passage, to allow easy access for the gladiators. The Ludus Magnus had its own miniature training arena, which was itself a popular attraction for Roman spectators. Other training schools were in the same area, including the Ludus Matutinus (Morning School), where fighters of animals were trained, plus the Dacian and Gallic Schools.

Also nearby were the Armamentarium, comprising an armory to store weapons; the Summum Choragium, where machinery was stored; the Sanitarium, which had facilities to treat wounded gladiators; and the Spoliarium, where bodies of dead gladiators were stripped of their armor and disposed of.

Around the perimeter of the Colosseum, at a distance of 18 m (59 ft) from the perimeter, was a series of tall stone posts, with five remaining on the eastern side. Various explanations have been advanced for their presence; they may have been a religious boundary, or an outer boundary for ticket checks, or an anchor for the velarium or awning.

Right next to the Colosseum is also the Arch of Constantine.

he Colosseum was used to host gladiatorial shows as well as a variety of other events. The shows, called munera, were always given by private individuals rather than the state. They had a strong religious element but were also demonstrations of power and family prestige, and were immensely popular with the population. Another popular type of show was the animal hunt, or venatio. This utilized a great variety of wild beasts, mainly imported from Africa and the Middle East, and included creatures such as rhinoceros, hippopotamuses, elephants, giraffes, aurochs, wisents, barbary lions, panthers, leopards, bears, caspian tigers, crocodiles and ostriches. Battles and hunts were often staged amid elaborate sets with movable trees and buildings. Such events were occasionally on a huge scale; Trajan is said to have celebrated his victories in Dacia in 107 with contests involving 11,000 animals and 10,000 gladiators over the course of 123 days.

During the early days of the Colosseum, ancient writers recorded that the building was used for naumachiae (more properly known as navalia proelia) or simulated sea battles. Accounts of the inaugural games held by Titus in AD 80 describe it being filled with water for a display of specially trained swimming horses and bulls. There is also an account of a re-enactment of a famous sea battle between the Corcyrean (Corfiot) Greeks and the Corinthians. This has been the subject of some debate among historians; although providing the water would not have been a problem, it is unclear how the arena could have been waterproofed, nor would there have been enough space in the arena for the warships to move around. It has been suggested that the reports either have the location wrong, or that the Colosseum originally featured a wide floodable channel down its central axis (which would later have been replaced by the hypogeum).[12]

Sylvae or recreations of natural scenes were also held in the arena. Painters, technicians and architects would construct a simulation of a forest with real trees and bushes planted in the arena's floor. Animals would be introduced to populate the scene for the delight of the crowd. Such scenes might be used simply to display a natural environment for the urban population, or could otherwise be used as the backdrop for hunts or dramas depicting episodes from mythology. They were also occasionally used for executions in which the hero of the story — played by a condemned person — was killed in one of various gruesome but mythologically authentic ways, such as being mauled by beasts or burned to death.

The Colosseum today is now a major tourist attraction in Rome with thousands of tourists each year paying to view the interior arena, though entrance for EU citizens is partially subsidised, and under-18 and over-65 EU citizens' entrances are free.[24] There is now a museum dedicated to Eros located in the upper floor of the outer wall of the building. Part of the arena floor has been re-floored. Beneath the Colosseum, a network of subterranean passageways once used to transport wild animals and gladiators to the arena opened to the public in summer 2010.[25]

The Colosseum is also the site of Roman Catholic ceremonies in the 20th and 21st centuries. For instance, Pope Benedict XVI leads the Stations of the Cross called the Scriptural Way of the Cross (which calls for more meditation) at the Colosseum[26][27] on Good Fridays.

In the Middle Ages, the Colosseum was clearly not regarded as a sacred site. Its use as a fortress and then a quarry demonstrates how little spiritual importance was attached to it, at a time when sites associated with martyrs were highly venerated. It was not included in the itineraries compiled for the use of pilgrims nor in works such as the 12th century Mirabilia Urbis Romae ("Marvels of the City of Rome"), which claims the Circus Flaminius — but not the Colosseum — as the site of martyrdoms. Part of the structure was inhabited by a Christian order, but apparently not for any particular religious reason.

It appears to have been only in the 16th and 17th centuries that the Colosseum came to be regarded as a Christian site. Pope Pius V (1566–1572) is said to have recommended that pilgrims gather sand from the arena of the Colosseum to serve as a relic, on the grounds that it was impregnated with the blood of martyrs. This seems to have been a minority view until it was popularised nearly a century later by Fioravante Martinelli, who listed the Colosseum at the head of a list of places sacred to the martyrs in his 1653 book Roma ex ethnica sacra.

Martinelli's book evidently had an effect on public opinion; in response to Cardinal Altieri's proposal some years later to turn the Colosseum into a bullring, Carlo Tomassi published a pamphlet in protest against what he regarded as an act of desecration. The ensuing controversy persuaded Pope Clement X to close the Colosseum's external arcades and declare it a sanctuary, though quarrying continued for some time.

At the instance of St. Leonard of Port Maurice, Pope Benedict XIV (1740–1758) forbade the quarrying of the Colosseum and erected Stations of the Cross around the arena, which remained until February 1874. St. Benedict Joseph Labre spent the later years of his life within the walls of the Colosseum, living on alms, prior to his death in 1783. Several 19th century popes funded repair and restoration work on the Colosseum, and it still retains a Christian connection today. Crosses stand in several points around the arena and every Good Friday the Pope leads a Via Crucis procession to the amphitheatre.

Coliseu (Colosseo)

A seguir, um texto, em português, da Wikipédia, a enciclopédia livre:

O Coliseu, também conhecido como Anfiteatro Flaviano, deve seu nome à expressão latina Colosseum (ou Coliseus, no latim tardio), devido à estátua colossal de Nero, que ficava perto a edificação. Localizado no centro de Roma, é uma excepção de entre os anfiteatros pelo seu volume e relevo arquitectónico. Originalmente capaz de albergar perto de 50 000 pessoas, e com 48 metros de altura, era usado para variados espetáculos. Foi construído a leste do fórum romano e demorou entre 8 a 10 anos a ser construído.

O Coliseu foi utilizado durante aproximadamente 500 anos, tendo sido o último registro efetuado no século VI da nossa era, bastante depois da queda de Roma em 476. O edifício deixou de ser usado para entretenimento no começo da era medieval, mas foi mais tarde usado como habitação, oficina, forte, pedreira, sede de ordens religiosas e templo cristão.

Embora esteja agora em ruínas devido a terremotos e pilhagens, o Coliseu sempre foi visto como símbolo do Império Romano, sendo um dos melhores exemplos da sua arquitectura. Actualmente é uma das maiores atrações turísticas em Roma e em 7 de julho de 2007 foi eleita umas das "Sete maravilhas do mundo moderno". Além disso, o Coliseu ainda tem ligações à igreja, com o Papa a liderar a procissão da Via Sacra até ao Coliseu todas as Sextas-feiras Santas.

O coliseu era um local onde seriam exibidos toda uma série de espectáculos, inseridos nos vários tipos de jogos realizados na urbe. Os combates entre gladiadores, chamados muneras, eram sempre pagos por pessoas individuais em busca de prestígio e poder em vez do estado. A arena (87,5 m por 55 m) possuía um piso de madeira, normalmente coberto de areia para absorver o sangue dos combates (certa vez foi colocada água na representação de uma batalha naval), sob o qual existia um nível subterrâneo com celas e jaulas que tinham acessos diretos para a arena; Alguns detalhes dessa construção, como a cobertura removível que poupava os espectadores do sol, são bastante interessantes, e mostram o refinamento atingido pelos construtores romanos. Formado por cinco anéis concêntricos de arcos e abóbadas, o Coliseu representa bem o avanço introduzido pelos romanos à engenharia de estruturas. Esses arcos são de concreto (de cimento natural) revestidos por alvenaria. Na verdade, a alvenaria era construída simultaneamente e já servia de forma para a concretagem. Outro tipo de espetáculos era a caça de animais, ou venatio, onde eram utilizados animais selvagens importados de África. Os animais mais utilizados eram os grandes felinos como leões, leopardos e panteras, mas animais como rinocerontes, hipopótamos, elefantes, girafas, crocodilos e avestruzes eram também utilizados. As caçadas, tal como as representações de batalhas famosas, eram efetuadas em elaborados cenários onde constavam árvores e edifícios amovíveis.

Estas últimas eram por vezes representadas numa escala gigante; Trajano celebrou a sua vitória em Dácia no ano 107 com concursos envolvendo 11 000 animais e 10 000 gladiadores no decorrer de 123 dias.

Segundo o documentário produzido pelo canal televisivo fechado, History Channel, o Coliseu também era utilizado para a realização de naumaquias, ou batalhas navais. O coliseu era inundado por dutos subterrâneos alimentados pelos aquedutos que traziam água de longe. Passada esta fase, foi construída uma estrutura, que é a que podemos ver hoje nas ruínas do Coliseu, com altura de um prédio de dois andares, onde no passado se concentravam os gladiadores, feras e todo o pessoal que organizava os duelos que ocorreriam na arena. A arena era como um grande palco, feito de madeira, e se chama arena, que em italiano significa areia, porque era jogada areia sob a estrutura de madeira para esconder as imperfeições. Os animais podiam ser inseridos nos duelos a qualquer momento por um esquema de elevadores que surgiam em alguns pontos da arena; o filme "Gladiador" retrata muito bem esta questão dos elevadores. Os estudiosos, há pouco tempo, descobriram uma rede de dutos inundados por baixo da arena do Coliseu. Acredita-se que o Coliseu foi construído onde, outrora, foi o lago do Palácio Dourado de Nero; O imperador Vespasiano escolheu o local da construção para que o mal causado por Nero fosse esquecido por uma construção gloriosa.

Sylvae, ou recreações de cenas naturais eram também realizadas no Coliseu. Pintores, técnicos e arquitectos construiriam simulações de florestas com árvores e arbustos reais plantados no chão da arena. Animais seriam então introduzidos para dar vida à simulação. Esses cenários podiam servir só para agrado do público ou como pano de fundo para caçadas ou dramas representando episódios da mitologia romana, tão autênticos quanto possível, ao ponto de pessoas condenadas fazerem o papel de heróis onde eram mortos de maneiras horríveis mas mitologicamente autênticas, como mutilados por animais ou queimados vivos.

Embora o Coliseu tenha funcionado até ao século VI da nossa Era, foram proibidos os jogos com mortes humanas desde 404, sendo apenas massacrados animais como elefantes, panteras ou leões.

O Coliseu era sobretudo um enorme instrumento de propaganda e difusão da filosofia de toda uma civilização, e tal como era já profetizado pelo monge e historiador inglês Beda na sua obra do século VII "De temporibus liber": "Enquanto o Coliseu se mantiver de pé, Roma permanecerá; quando o Coliseu ruir, Roma ruirá e quando Roma cair, o mundo cairá".

A construção do Coliseu foi iniciada por Vespasiano, nos anos 70 da nossa era. O edifício foi inaugurado por Tito, em 80, embora apenas tivesse sido finalizado poucos anos depois. Empresa colossal, este edifício, inicialmente, poderia sustentar no seu interior cerca de 50 000 espectadores, constando de três andares. Aquando do reinado de Alexandre Severo e Gordiano III, é ampliado com um quarto andar, podendo suster agora cerca de 90 000 espectadores. A grandiosidade deste monumento testemunha verdadeiramente o poder e esplendor de Roma na época dos Flávios.

Os jogos inaugurais do Coliseu tiveram lugar ano 80, sob o mandato de Tito, para celebrar a finalização da construção. Depois do curto reinado de Tito começar com vários meses de desastres, incluindo a erupção do Monte Vesúvio, um incêndio em Roma, e um surto de peste, o mesmo imperador inaugurou o edifício com uns jogos pródigos que duraram mais de cem dias, talvez para tentar apaziguar o público romano e os deuses. Nesses jogos de cem dias terão ocorrido combates de gladiadores, venationes (lutas de animais), execuções, batalhas navais, caçadas e outros divertimentos numa escala sem precedentes.

O Coliseu, como não se encontrava inserido numa zona de encosta, enterrado, tal como normalmente sucede com a generalidade dos teatros e anfiteatros romanos, possuía um “anel” artificial de rocha à sua volta, para garantir sustentação e, ao mesmo tempo, esta substrutura serve como ornamento ao edifício e como condicionador da entrada dos espectadores. Tal como foi referido anteriormente, possuía três pisos, sendo mais tarde adicionado um outro. É construído em mármore, pedra travertina, ladrilho e tufo (pedra calcária com grandes poros). A sua planta elíptica mede dois eixos que se estendem aproximadamente de 190 m por 155 m. A fachada compõe-se de arcadas decoradas com colunas dóricas, jónicas e coríntias, de acordo com o pavimento em que se encontravam. Esta subdivisão deve-se ao facto de ser uma construção essencialmente vertical, criando assim uma diversificação do espaço.

Os assentos eram em mármore e a cavea, escadaria ou arquibancada, dividia-se em três partes, correspondentes às diferentes classes sociais: o podium, para as classes altas; as maeniana, sector destinado à classe média; e os portici, ou pórticos, construídos em madeira, para a plebe e as mulheres. O pulvinar, a tribuna imperial, encontrava-se situada no podium e era balizada pelos assentos reservados aos senadores e magistrados. Rampas no interior do edifício facilitavam o acesso às várias zonas de onde podiam visualizar o espectáculo, sendo protegidos por uma barreira e por uma série de arqueiros posicionados numa passagem de madeira, para o caso de algum acidente. Por cima dos muros ainda são visíveis as mísulas, que sustentavam o velarium, enorme cobertura de lona destinada a proteger do sol os espectadores e, nos subterrâneos, ficavam as jaulas dos animais, bem como todas as celas e galerias necessárias aos serviços do anfiteatro.

O monumento permaneceu como sede principal dos espetáculos da urbe romana até ao período do imperador Honorius, no século V. Danificado por um terremoto no começo do mesmo século, foi alvo de uma extensiva restauração na época de Valentinianus III. Em meados do século XIII, a família Frangipani transformou-o em fortaleza e, ao longo dos séculos XV e XVI, foi por diversas vezes saqueado, perdendo grande parte dos materiais nobres com os quais tinha sido construído.

Os relatos romanos referem-se a cristãos sendo martirizados em locais de Roma descritos pouco pormenorizadamente (no anfiteatro, na arena...), quando Roma tinha numerosos anfiteatros e arenas. Apesar de muito provavelmente o Coliseu não ter sido utilizado para martírios, o Papa Bento XIV consagrou-o no século XVII à Paixão de Cristo e declarou-o lugar sagrado. Os trabalhos de consolidação e restauração parcial do monumento, já há muito em ruínas, foram feitos sobretudo pelos pontífices Gregório XVI e Pio IX, no século XIX.

Replacing an earlier scanned photo with a better version 23-Feb-22 (DeNoise AI).

Named: "Harald Grafell" (but not applied with this livery).

This aircraft was delivered to Braathens S.A.F.E as LN-BRQ in Oct-91. It was sold to a lessor in Oct-00 and leased back to Braathens.

Braathens was merged into SAS Norway ASA in Dec-04 as SAS / Braathens. It was re-named Scandinavian Airlines Norge in Jun-07.

The aircraft was removed from service in Dec-12 and stored at Shannon, Ireland in Jan-13. It was ferried to St. Athan, Wales, UK and permanently retired in Dec-13. Updated 23-Feb-22.

Replacing an earlier photo from Apr-15 with a better version Apr-17.

First flown with the Airbus test registration F-WWAJ in Nov-13. Interior fitout and painting at Airbus Hamburg-Finkenwerder was completed in Jun-14 and the aircraft was stored at Finkenwerder until it was delivered to Qatar Airways as A7-APB in Nov-14. Current (May-17).

Replacing an earlier scanned photo with a better version 23-Mar-18, plus Topaz DeNoise AI 07-Feb-24.

'Polar bears in the snow' c/s !! (it was just the same when I'd seen it a year earlier). Operated by Florida West International on behalf of LAN Chile Cargo.

This aircraft was delivered to a lessor and leased to United Air Lines as N8096U, a standard DC-8-61, in May-69. It was converted to DC-8-71 standard with CFM.56 engines in Sep-83. United bought it from the lessor in Jun-84, sold it to the GPA Group Ltd in Jan-90 and leased it back.

It was returned to the lessor in Aug-90 and converted to DC-8-71(F) standard with a main deck cargo door by Nov-90 and was leased to Southern Air Transport in Mar-91. It was re-registered N872SJ two weeks later.

Southern Air returned it to the lessor in Jan-92 and it was stored. The aircraft was leased to Southern Air Transport again in May-92 and returned to the lessor in May-98. It was stored at Miami FL, USA until it was leased to Aircraft International Leasing Lts and sub-leased to Florida West International Airways in Jul-98.

It was sub-leased to LAN Chile Cargo in Nov-98 and returned to Florida West in Nov-99. In Mar-02 it was sub-leased to MAS Air Cargo and returned to Florida West and the lessor in Mar-03 when it was stored at Goodyear, AZ, USA.

The aircraft was leased to TAMPA Colombia as HK-4294X in Jun-03. It returned to the lessor in Apr-05 and was sold to Murray Air Inc as N872SJ later the same month. Murray Air was renamed National Airlines Dec-08 and the aircraft was re-registered N872CA in Mar-11.

The aircraft continued in service until it was permanently retired and stored at Oscoda, MI, USA in Oct-12 after in incredible 43 years in service.

Replaced with full size and recropped image on 23 May 2012.

Replacing an earlier scanned 6"x4" print with a better version 27-Oct-14, plus Topaz DeNoise AI 04-Jan-23.

Just returned to GPA Group after short-term lease to Indian Airlines, the aircraft still shows the fuselage livery of it's first operator, the original Frontier Airlines.

It was delivered new to Frontier as N7359F in Apr-83. Frontier was merged into Continental Airlines in Oct-86, they continued to operate it in basic Frontier livery until it was returned to the lessor in Sep-88 as EI-BWZ.

It was leased to Indian Airlines in Dec-88 as VT-EQI and returned to the lessor in Feb-90, still in basic Frontier livery with an Indian Airlines tail. It was leased to Portuguese charter airline Air Sul at the end of Mar-90 as CS-TMB.

Returned to GPA Group in Jan-92, again as EI-BWZ, the aircraft was leased to Air Atlanta Icelandic in May-92 as TF-ABI, and operated on behalf of Cambodia International Airlines and later for Tunisair until it was returned to GPA Group in Sep-93.

It was stored until Mar-94 when it was leased to Mandala Airlines, Indonesia, as PK-RIQ. It was retired at Jakarta (CGK) in Dec-05 and stored. It was last noted at Jakarta in 2009 in very poor condition and has probably been broken up.

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Replacing the usual Boeing 787-9.

Replacing an earlier photo with a better version 28-May-19.

Operating services on behalf of TUI Airways UK (capacity shortage due to the B737 MAX grounding).

First flown with the Boeing test registration N1786B, this aircraft was delivered to Tombo Aviation as N8254G in Feb-00 and leased to Sabre Airways as G-LFJB later that month.

It was wet-leased to Miami Air in Nov-00. Sabre Airways was renamed Excel Airways in Jan-01 and the aircraft returned to Excel in Apr-01. It was re-registered G-XLAC the day after it returned. It was again wet-leased to Miami Air between Dec-01/Apr-02, Dec-02/May-03 and Dec-03/Apr-04.

In Dec-04 it was leased to Miami Air as N904MA and returned to Excel Airways as G-XLAC in Apr-05. This was repeated between Dec-05/Mar-06. At the end of Nov-06 Excel Airways was renamed XL Airways UK. The aircraft was fitted with blended winglets in Oct-07.

It was again leased to Miami Air as N904MA between Dec-07/Apr-08, returning as G-XLAC. XL Airways UK ceased operations in Sep-08 and the aircraft was impounded at Manchester. It was released to the lessor a few days later and ferried to Goose Bay, Newfoundland, Canada for short-term storage.

At the end of Sep-08 it was re-registered N290AN and ferried to San Jose, Costa Rica in early Oct-08 for further storage. In Feb-09 it was re-registed C-FXGG, leased to the IMP Group and sub-leased to CanJet Airlines.

The aircraft returned to the lessor in Jul-14 as EI-FFK and was leased to Meridiana (Italy) two days later. It was returned to the lessor in Aug-18 and was leased to Alba Star Airlines as EC-NAB a week later. Current, updated 17-May-23.

Replacing an earlier scanned photo with a better version, plus DeNoise AI 14-Nov-22.

Team Lufthansa, operated by Cimber Air Denmark.

Replacing an earlier scanned photo with a better version 04-Dec-21, plus DeNoise AI 10-Dec-22.

Swissair Express, op by Flightline

This aircraft was delivered to Pacific Southwest Airlines (USA) as N365PS in Dec-85. It was sold to lessor on delivery and leased back to Pacific Southwest.

It was re-registered N189US in Dec-87 prior to being merged into US Air in Apr-88. The aircraft was withdrawn from use and stored at Mojave, CA, USA in May-91. US Air was renamed US Airways in Feb-97.

The aircraft was leased to Flightline (UK) as G-FLTA in Feb-98. It was wet-leased to Jersey European Airways between Oct-98/Mar-99, to Swissair Express between Mar-99/Apr-00, to Croatia Airlines between Apr/Jun-00 and to IAC Integrated Aviation Consortium between Apr-02/2008.

Flightline ceased operations in Dec-08, the aircraft was stored at Southend (UK) and returned to Westall Aviation in Apr-09.

It was sold to the Aircraft Holding Network (USA) as N174FF in Jul-12. It was due to be sold to Neptune Aviation Services for water-bomber conversion but the sale was cancelled.

The aircraft was sold to TAM Bolivia (the airline of the Bolivian Air Force) as FAB-106 in Nov-13. It was permanently retired at La Paz, Bolivia in 2017. Updated 10-Dec-12.

Plant derived from Aomori, Japan / 青森県

Kew Accepted Name: Hosta sieboldii (Paxton) J.W.Ingram, Baileya 15: 29 (1967).

Japanese Name: タチギボウシ, 立擬宝珠

Taxonomy

Family: キジカクシ科 Asparagaceae

Subfamily: リュウゼツラン亜科 Agavoideae

Genus: ギボウシ属 Hosta

Distribution: Sakhalin to Japan (31 KUR SAK 38 JAP)

Lifeform: Hemicr.

Basionym/Replaced Synonym:

Hemerocallis sieboldii Paxton, Paxton's Mag. Bot. 5: 25 (1838).

Homotypic Names:

Hosta lancifolia f. sieboldii (Paxton) F.Maek., Engei Dai-jiten 2: 638 (1950).

Heterotypic Synonyms:

Funkia albomarginata Hook., Bot. Mag. 65: t. 3657 (1838).

Hemerocallis albomarginata (Hook.) H.Vilm., Fl. Pleine Terre: 366 (1863).

Funkia ovata var. albomarginata (Hook.) Miq., Ann. Mus. Bot. Lugduno-Batavi 3: 153 (1867).

Funkia ovata f. spathulata Miq., Verslagen Meded. Afd. Natuurk. Kon. Akad. Wetensch., ser. 2, 3: 299 (1869).

Funkia lancifolia f. albomarginata (Hook.) Baker, J. Linn. Soc., Bot. 11: 368 (1870).

Funkia lancifolia var. angustifolia Regel, Gartenflora 25: 163 (1876).

Funkia lancifolia var. alba Rob., Engl. Fl. Gard., ed. 3: 423 (1893).

Hosta japonica f. albomarginata (Hook.) Voss, Vilm. Blumengärtn. ed. 3, 1: 1076 (1896).

Hosta caerulea f. albomarginata (Hook.) Matsum., Index Pl. Jap. 2: 199 (1905).

Hosta japonica var. albomarginata (Hook.) Asch. & Graebn., Syn. Mitteleur. Fl. 3: 55 (1905).

Hosta japonica var. angustifolia (Regel) Asch. & Graebn., Syn. Mitteleur. Fl. 3: 55 (1905).

Hosta japonica var. intermedia Makino in Y.Iinuma, Somoku-Dzusetsu, ed. 3, 2: 464 (1910).

Niobe japonica var. albomarginata (Hook.) Nash, Torreya 11: 5 (1911).

Hosta lancifolia var. albomarginata (Hook.) L.H.Bailey, Stand. Cycl. Hort.: 1605 (1915).

Hosta atropurpurea Nakai, Bot. Mag. (Tokyo) 44: 26 (1930).

Hosta decorata L.H.Bailey, Gentes Herbarum 2: 141 (1930).

Hosta rectifolia Nakai, Bot. Mag. (Tokyo) 44: 26 (1930).

Hosta decorata f. marginata Stearn, Gard. Chron., ser. 3, 90: 89 (1931).

Hosta decorata f. normalis Stearn, Gard. Chron., ser. 3, 90: 110 (1931), not validly publ.

Hosta atropurpurea f. albiflora Tatew., Trans. Sapporo Nat. Hist. Soc. 13: 111 (1934).

Hosta harunaensis Honda, J. Jap. Bot. 11: 572 (1935).

Hosta latifolia var. albomarginata (Hook.) H.R.Wehrh., Gartenflora 85: 7 (1936).

Hosta sachalinensis Koidz., Acta Phytotax. Geobot. 5: 40 (1936).

Hosta opipara F.Maek., J. Jap. Bot. 13: 895 (1937).

Hosta rohdeifolia F.Maek., J. Jap. Bot. 13: 897 (1937).

Hosta clavata F.Maek., J. Jap. Bot. 14: 45 (1938).

Hosta intermedia (Makino) F.Maek., Bot. Mag. (Tokyo) 52: 41 (1938).

Hosta rectifolia var. chionea F.Maek., J. Jap. Bot. 14: 45 (1938).

Hosta lancifolia f. albomarginata (Hook.) F.Maek., J. Fac. Sci. Univ. Tokyo, Sect. 3, Bot. 5: 402 (1940).

Hosta lancifolia f. kabitan F.Maek., J. Fac. Sci. Univ. Tokyo, Sect. 3, Bot. 5: 402 (1940).

Hosta lancifolia f. mediopicta F.Maek., J. Fac. Sci. Univ. Tokyo, Sect. 3, Bot. 5: 402 (1940).

Hosta lancifolia f. subchrocea F.Maek., J. Fac. Sci. Univ. Tokyo, Sect. 3, Bot. 5: 402 (1940).

Hosta lancifolia var. thunbergiana F.Maek., J. Fac. Sci. Univ. Tokyo, Sect. 3, Bot. 5: 402 (1940).

Hosta okamii F.Maek., J. Fac. Sci. Univ. Tokyo, Sect. 3, Bot. 5: 398 (1940).

Hosta rectifolia f. albiflora (Tatew.) F.Maek., J. Fac. Sci. Univ. Tokyo, Sect. 3, Bot. 5: 410 (1940).

Hosta rectifolia f. pruinosa F.Maek., J. Fac. Sci. Univ. Tokyo, Sect. 3, Bot. 5: 413 (1940).

Hosta rectifolia var. sachalinensis (Koidz.) F.Maek., J. Fac. Sci. Univ. Tokyo, Sect. 3, Bot. 5: 413 (1940).

Hosta rohdeifolia f. viridis F.Maek., J. Fac. Agric. Hokkaido Imp. Univ. 5: 407 (1940).

Hosta albomarginata (Hook.) Ohwi, Acta Phytotax. Geobot. 11: 265 (1942).

Hosta albomarginata f. kabitan (F.Maek.) Ohwi, Acta Phytotax. Geobot. 11: 265 (1942).

Hosta albomarginata f. mediopicta (F.Maek.) Ohwi, Acta Phytotax. Geobot. 11: 265 (1942).

Hosta albomarginata f. subchrocea (F.Maek.) Ohwi, Acta Phytotax. Geobot. 11: 265 (1942).

Hosta calliantha Araki, Acta Phytotax. Geobot. 11: 324 (1942).

Hosta campanulata Araki, Acta Phytotax. Geobot. 11: 325 (1942).

Hosta campanulata var. parviflora Araki, Acta Phytotax. Geobot. 11: 326 (1942).

Hosta ibukiensis Araki, Acta Phytotax. Geobot. 11: 325 (1942).

Hosta lancifolia f. carpellata F.Maek., J. Jap. Bot. 20: 27 (1944).

Hosta lancifolia f. polycarpellata F.Maek., J. Jap. Bot. 20: 28 (1944).

Hosta lancifolia f. albiflora F.Maek., Engei Dai-jiten 2: 639 (1950).

Hosta lancifolia f. okamii (F.Maek.) F.Maek., Engei Dai-jiten 2: 639 (1950).

Hosta rectifolia f. atropurpurea (Nakai) Nakai ex F.Maek., Engei Dai-jiten 2: 639 (1950).

Hosta albomarginata var. alba (Rob.) Hyl., Acta Horti Berg. 16: 401 (1954).

Hosta albomarginata f. viridis Hyl., Acta Horti Berg. 16: 407 (1954).

Hosta decorata f. albiflora J.Ohara, J. Geobot. 7: 96 (1958).

Hosta albomarginata f. alba (Rob.) Hensen, Meded. Directeur Tuinb. 26: 730 (1963).

Hosta albomarginata f. spathulata Hensen, Meded. Landbouwhoogeschool 63(6): 17 (1963).

Hosta rectifolia subsp. atropurpurea (Nakai) Inagaki & Toyok., Rep. Taisetsuzan Inst. Sci. 2: 17 (1963).

Hosta lancifolia f. bunchoko F.Maek., New Encycl. Hort.: 1106 (1969).

Hosta lancifolia f. kifukurin F.Maek., New Encycl. Hort.: 1106 (1969).

Hosta rectifolia var. atropurpurea (Nakai) Koji Ito, J. Geobot. 17: 92 (1969).

Hosta rectifolia f. leucantha Koji Ito, J. Geobot. 17: 92 (1969).

Hosta sieboldii f. alba (Rob.) H.Hara, J. Jap. Bot. 59: 178 (1984).

Hosta sieboldii f. albiflora (Tatew.) H.Hara, J. Jap. Bot. 59: 180 (1984).

Hosta sieboldii f. atropurpurea (Nakai) H.Hara, J. Jap. Bot. 59: 181 (1984).

Hosta sieboldii f. chionea (F.Maek.) H.Hara, J. Jap. Bot. 59: 181 (1984).

Hosta sieboldii var. intermedia (Makino) H.Hara, J. Jap. Bot. 59: 180 (1984).

Hosta sieboldii f. kabitan (F.Maek.) H.Hara, J. Jap. Bot. 59: 179 (1984).

Hosta sieboldii f. leucantha (Koji Ito) H.Hara, J. Jap. Bot. 59: 181 (1984).

Hosta sieboldii f. mediopicta (F.Maek.) H.Hara, J. Jap. Bot. 59: 179 (1984).

Hosta sieboldii f. okamii (F.Maek.) H.Hara, J. Jap. Bot. 59: 179 (1984).

Hosta sieboldii f. polycarpellata (F.Maek.) H.Hara, J. Jap. Bot. 59: 180 (1984).

Hosta sieboldii f. pruinosa (F.Maek.) H.Hara, J. Jap. Bot. 59: 181 (1984).

Hosta sieboldii var. rectifolia (Nakai) H.Hara, J. Jap. Bot. 59: 180 (1984).

Hosta sieboldii f. subchrocea (F.Maek.) H.Hara, J. Jap. Bot. 59: 180 (1984).

Hosta rectifolia var. australis F.Maek. ex W.G.Schmid, Gen. Hosta: 329 (1991).

Hosta sieboldii f. angustifolia (Regel) W.G.Schmid, Gen. Hosta: 326 (1991).

Hosta sieboldii f. campanulata (Araki) W.G.Schmid, Gen. Hosta: 326 (1991).

Hosta sieboldii f. spathulata (Miq.) W.G.Schmid, Gen. Hosta: 326 (1991).

Replaced Mercedes Vito formerly used in this role

Replacing an earlier scanned photo with a better version 24-Nov-21 (DeNoise AI).

The tiny titles under the 'British' say 'Part of Walker Aviation'...

British European was renamed FlyBe Airlines in Jul-02. This aircraft was still in the original Jersey European livery with British European titles and 'www.flybe.com' titles on the engines.

First flown with the Bombardier test registration C-FDHZ, this aircraft was delivered to a lessor and leased to British European Airways (not the BEA which had become part of British Airways) as G-JEDJ in Jan-02.

British European was renamed FlyBe Airlines in Jul-02. The aircraft was returned to the lessor in Jan-12 and stored at Exeter, UK. It was ferried to Toronto (Canada) in Aug-12 and returned to Bombardier Inc as C-GSVY.

It was sold to Nordic Aviation Capital A/S and leased to Eznis Airways (Mongolia) as JU-9917 in Feb-13. The aircraft was repossessed when Eznis ceased operations in May-14 and stored at Billund, Denmark.

In Nov-14 it was re-registered OY-YAG and repainted all white. It was leased to US Bangla Airlines (Bangladesh) as S2-AGW in Jun-15. US Bangla bought it in Sep-15. The aircraft was withdrawn from use and stored at Dhaka, Bangladesh in May-19. Permanently retired? Updated 21-Dec-23.

Replacing an earlier scanned photo with a better version 30-Dec-14.

This aircraft was delivered to South African Airways as ZX-CDW in Jan-59. It was due to be re-registered ZS-SBW but that wasn't taken up. Sold to BMA British Midland Airways in Jan-72 it became G-AZLT. It was wet-leased to Cyprus Airways in Feb-75 returning to British Midland in Nov-75. The aircraft was badly damaged when it aquaplaned on landing at Leeds/Bradford in heavy rain in Oct-80. It was dismantled and taken to East Midlands by road in Feb-81 where it was repaired. The wings were replaced with those off Viscount G-BAPD (c/n 340) which had been withdrawn from use in Sep-78 and stored at East Midlands. The hybrid aircraft returned to service as G-BMAT in Mar-81. It was sold to British Aerospace in May-86 and leased back to British Midland. It was returned to British Aerospace in Dec-86 and stored at Coventry. It was sold to Baltic Airlines in Mar-88. In Feb-89 it was transferred to Hot Air as G-OHOT and leased to BAF British Air Ferries in Nov-89. British Air Berries was renamed British World Airlines in Apr-93. Sadly, the aircraft was lost when it crashed while en-route Edinburgh / Coventry on 25-Feb-94.

Note: The aircraft was en-route from Edinburgh to Coventry in severe icing conditions when the no. 2 engine failed and the prop auto feathered. The no. 3 engine also ran down. The crew, at that moment descending from 15,000 feet, were cleared for an immediate descent to 7,000 and then to 5,000. The crew elected to divert to Birmingham since the engines wouldn't restart. The crew managed to restart the no. 2 engine a little later, but then the no. 4 engine failed. Just a few minutes short of Birmingham radio and intercom were lost. The Viscount struck trees and broke up near Uttoxeter, Staffordshire, UK.

The scheme to replace much of the once outdated diamond fleet has been completed today with the introduction of second hand Enviro 200 MX60 GXF into service. This B37F seated vehicle has been fitted with our normal fuel saving technologies, including the ADL automated manual transition which just slots into place of the old gearbox. Our agreement with ADL also sees this bus have many rattles rectified to improve ride quality.

This bus replaces KU52 RXW, a B37F seated dennis dart. This bus has been sold already to Mid West Motors, who are coming soon to collect the bus.