Winter is coming - dark weather is replaced by frosty days and nights - frost bright days

Replacing a photo from Apr-15 with a better version

 

Delivered to PIA Pakistan International Airlines as AP-BGK in Feb-04. Current (May-17).

1973 stock entering the centre platform at Cockfosters.

 

*Original image replaced with larger sized, slightly higher quality negative scan - 12 July 2014

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 08-Aug-25

 

Originally named: "Armando Sallo de Olivera".

 

This aircraft was delivered to Mitsui Finance and leased to VASP Airlines as PP-SOW in Feb-92. It was returned to the lessor in Apr-00 and leased to VARIG Brasil as PP-VQL the following month. The aircraft was returned to the lessor in Aug-04 and stored at Rio de Janeiro-Galileo, Brasil.

 

It was ferried to Singapore-Seletar in Sep-04 and sold to Wells Fargo Bank Northwest (as Trustee for Lufthansa) as N413LT in Oct-04. The aircraft was converted to freighter configuration with a main deck cargo door at Seletar in Jul-05. It was delivered to Lufthansa Cargo as D-ALCO a few days later.

 

The aircraft was damaged during a hard landing at Mexico City on 13-Sep-09 which caused fuselage wrinkling and a bent nosewheel leg. It was very close to being written off but the insurers decided it was repairable and it was ferried to Victorville, CA, USA in Nov-09 with the nosewheel leg locked down.

 

The repairs took almost a year and after maintenance at Xiamen, China the aircraft returned to service in Nov-10. It was only 22 years old when Lufthansa permanently retired it at Tulsa, OK, USA in Jan-14 and subsequently broken up.

Replacing and earlier scanned photo with a better version 23-Oct-17, plus DeNoise AI 18-Jan-23.

 

A very hot July in Japan, the grass was dying!

 

Named: "Urgench"

 

This aircraft was due rolled out in Jun-99 at Seattle-Renton as UK-75701, however that registration wasn't used and it was delivered to Bokhara Leasing and leased to Uzbekistan Airlines as VP-BUB in Sep-99.

 

The aircraft was re-registered UK75701 in Mar-12. It was withdrawn from service and stored at Tashkent, Uzbekistan in Sep-22. Possibly permanently retired? Updated 18-Jan-23

Originally built as Penn Central 7868, then transitioned to Conrail 7868, now we're seeing this Geep as Norfolk Southern 2923. Since retired form the NS active roster, the GP38-2 worked for three railroads, and never missed a step.

The locomotive parking spur switch on Canadian National Railway's Central Subdivision.

 

Canadian National Railway has recently replaced the locomotive parking spur in the small Material Yard in Brookhaven, Mississippi.

Garden City

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

 

Left side. It's clever that this livery also has the initials 'JAS' as part of the design. Of course, they're reversed on the other side as it becomes a 'mirror image'!

 

This aircraft was delivered to JAS Japan Air System as JA8004 in Jun-97. JAS was merged into Japan Airlines Domestic in Apr-04. In Oct-06 Japan Airlines Domestic was merged into 'the other half', Japan Airlines International.

 

The 'International' was dropped in Apr-11 when the airline became Japan Airlines again. The aircraft was sold to Delta Air Lines as N940DN in May-12 and initially stored at Marana, AZ, USA.

 

It was ferried to Jacksonville-Cecil Field, FL, USA in Jan-13 for heavy maintenance, painting and cabin reconfiguration and entered service in Apr-13. The aircraft was permanently retired at San Bernardino, CA, USA in Jan-19 with 46,186 hours and 37,519 flight cycles 'on the clock'.

Replacing an earlier scanned photo with a better version.

On the left, built in 1959, this modern International-style 20-story skyscraper, known as the Tishman Building, was designed by Emery Roth & Sons for the Iroquois Gas Company. The building replaced the earlier Second Empire-style Buffalo German Insurance Company Building, which had been built in 1876, and was demolished for the current building in 1957. The building housed the Iroquois Gas Company, later the National Fuel Gas Company, until it moved to the suburbs in 2003. The building features a concrete structure, with a glass curtain wall on the exterior, and is a very streamlined, simple, sleek structure, with aluminum mullions and trim, dark tinted glass windows, and glass spandrel panels, a one-story porte-cochere on the first floor of the south facade with aluminum and black panels, which was added during the 2011-2013 renovation, large signs on the face of the lower penthouse, a low-slope roof, and a deeply setback upper penthouse. The building was listed on the National Register of Historic Places in 2012, and today houses a Hilton Garden Inn, two floors of apartments, three floors of offices, and amenity space on the ground floor.

 

On the right, built in 1929, this Art Deco-style 29-story skyscraper, known as the Rand Building, was designed by James W. Kideney & Associates and Franklyn and William Kidd, and was the tallest building in Buffalo upon its completion, today being the city’s second-tallest building. The building was named for George F. Rand, Sr., whom was a long-term president and chairman of the Marine Midland Corporation Bank, but died in a plane crash in England in 1919. It stands on the site of the former Olympic Theater, and the Park Hof Restaurant Building, which were built in the early 20th Century, were demolished for the tower, themselves having replaced the old Lafayette Presbyterian Church, built in the mid-19th Century, and a victorian-era house. Early plans for the building called for it to be twice as wide, taking up the entire northern flank of Lafayette Square, and to have twin towers on the roof, a plan that never materialized as the owner of the Buffalo German Insurance Company Building, formerly located to the west from 1876 until 1957, refused to sell the building to Marine Midland Corporation, and with the subsequent onset of the Great Depression and the resulting major slowdown in Buffalo’s economic and population growth permanently cancelled those plans. Eventually, the Tishman Building was built on the site slated for the west wing of the Rand Building twenty years later.

 

The building has an L-shaped footprint, from which it rises sixteen stories before the first, smallest setback, with another three stories above the first setback, with a smaller spire with a square footprint rising another ten stories to the base of the building’s communications tower, with setbacks at the corners of the 28th floor, and a small 29th floor, which is more of a small penthouse than a full floor of the building. The building’s base is clad in terra cotta, with large, two-story window openings with bronze mullions and spandrel panels with decorative patterns, an entrance bay in the middle of the south facade with decorative trim, granite panels at the base of the terra cotta cladding, the words “Rand Building” etched into the facade above the main entrance door bay, and unadorned third floor windows, with a row of belt coursing with decorative patterns at the top of the base. Above the base, the building features some terrace cotta trim, but transitions to being clad in tan brick, with recessed window bays running from the fourth through the sixteenth floors, with decorative brick spandrels, pilasters with decorative caps, a band of terra cotta belt coursing above the fourth floor windows, decorative relief panels in the spandrels above the sixteenth story windows at the east and west ends of the south facade, and a stepped carpet with a stone cap that encloses a low-slope roof running around the base of the seventeenth floor. The seventeenth, eighteenth, and nineteenth floors have the same facade treatment as the three floors immediately below them, but with more closely-spaced bays due to the reduced width. Above the nineteenth floor is a more slender ten-story spire with buttresses flanking the central bays on each side on the 20th, 21st, and 22nd floors, topped with decorative cylindrical geometric elements, three windows in the central bay with one window in the outer bays, separated by pilasters, with the recessed bays running vertically up the building and featuring decorative recessed brick spandrel panels. The top of the spire features arched windows in the outer bays with recessed decorative brick panels and pilasters at the central bay, with the outer bays terminating at the base of the 28th floor, with small corner low-slope roofs above enclosed by parapets with setbacks at the corners, and a low-slope roof enclosed by a parapet at the top of the building, with an octagonal 29th floor penthouse at the base of the communication tower at the top of the building. The rear of the spire has a smokestack that was originally intended for the building’s furnace, and a penthouse above the building’s northern staircase at the roof. The northwest corner of the building is cut away from the adjacent properties, creating a light well that allows for light and air to reach the interior spaces on the northern and western sides of the building.

 

The building today houses a variety of commercial office tenants with retail tenants in the retail spaces at the ground floor. The lobby has been well preserved and still features the original elevator doors, elevator indicator lights, ceiling painted with murals, travertine walls, bronze windows and trim, letter boxes, ashtrays, bronze chandeliers, and a large memorial plaque dedicated to George F. Rand, Sr. The building is an understated and conservative variant of the Art Deco style, which matches its origins as a bank building perfectly. Today, it finds itself among a cluster of four other high-rises, of which it is the tallest, with two of the high rises being built in the International style after World War II, and two being clad in tan brick and having been built in the 1920s.

Replacing an earlier scanned photo with a better version 05-Aug-17.

 

KLM UK was renamed from Air UK and operated ATR.72's and Fokker 100's until it was absorbed into KLM Cityhopper in Holland. The ATR's were disposed of and the Fokker 100's were re-registered in Holland

 

First flown in Sep-96 with the ATR test registration F-WWLT, this aircraft was stored at Toulouse, France until it was delivered to ATRiam Capital and leased to Air UK as G-UKTN in Jun-98.

 

It was repainted and renamed KLM uk in Apr-99. The aircraft was withdrawn from service abd stored to Norwich, UK in Nov-99. It ferried to Jersey, Channel Islands, UK in basic KLM livery in Dec-99 and was used as a back-up aircraft by British Regional Airlines operating for British Airways Express.

 

The aircraft was stored at Norwich again in Oct-01 and returned to service with KLM uk in Feb-02 for the summer season and was stored at Norwich again in Sep-02. In Nov-02 KLM uk became KLM cityhopper UK while G-UKTN remained stored.

 

It was returned to ATRiam Capital as F-WQNL in Jun-03 and was stored at Toulouse until it was leased to Cimber Air, Denmark as OY-RTF in Nov-04. Cimber Air was renamed Cimber Sterling in Dec-08 after it bought parts of Sterling Airways after it ceased operations two months earlier.

 

It was wet-leased to AeroSvit Ukrainian Airlines in Oct-11 and returned to Cimber Sterling in May-12 when they ceased operations. The aircraft was stored at Soenderborg, Denmark.

 

It was sold to Danish Air Transport Leasing as OY-LHB in Apr-13 and operated as Danish Air Transport A/S. In Jul-13 the aircraft was wet-leased to Aer Arran and operated flights on behalf of Aer Lingus Regional for one month, it returned to Danish Air Transport in Aug-13.

 

In Jul-18 it was wet leased to an Italian subsidiary, DAT Volidisicilla and operates local flights within southern Italy. On 27-Mar-19 Danish Air Transport became known as DAT A/S, the services for DAT Volidiscilla continued. Current, updated 22-Feb-25.

31176 powers the 14:56 Middlesbrough - Newcastle service through Stockton on 20th September 1985.

For the enthusiasts, the temporary return of loco hauled trains to the Durham coast Line was a welcome dividend of Class 143 Pacer unreliability.

Replacing an earlier scanned photo with a better version 15-Mar-21.

 

Fleet No: "144" and originally named "Spirit of Thunder Bay".

 

First flown in Dec-71 as N288FH, this aircraft was built for the Fairchild-Hiller Corporation (as a demonstrator?). It was delivered in Jan-72 but didn't get very far, it was stored at Woensdrecht, Netherlands on delivery. It was sold back to Fokker in Dec-74. The aircraft was re-registered PH-EXR in Aug-75 and was sold to Garuda Indonesia Airways as PK-GVO in Sep-75. It was sold back to Fokker as PH-EXV in Oct-83 and stored. The aircraft was sold to Piedmont Airlines as N286N in Jul-84. It was re-registered N460AU in Nov-88 prior to Piedmont being merged into US Air in Aug-89. It was withdrawn from service and stored at Marana, AZ, USA in Mar-93. The aircraft was sold to Canadian Regional Airlines as C-FCRC in Jan-96. Canadian Regional was merged into Air Canada Regional in Nov-01 and it was renamed Air Canada 'Jazz' in May-02. Together with the rest of the F.28 fleet, the aircraft was permanently retired at Saskatoon, SK, Canada in Sep-02. It was sold to Quest Aviation Holdings in Jul-06 and eventually broken up at Saskatoon in Sep-18. Updated Mar-21.

Replacing photos at the Dal House Forum that were eaten in the great photobucket debacle.

Replacing an earlier scanned 6"x4" print with a better version 24-Jun-22 (DeNoise AI)..

 

First flown in Oct-72 with the Douglas test registration N1341U, this aircraft was initially stored at Long Beach, CA, USA. It was originally due to be registered F-BTDA with UTA Union Transport Maritime, but that registration wasn't taken up and it was delivered to UTA as F-BTDB in Feb-73.

 

UTA was merged into Air France in Dec-92. Air France didn't really want the DC-10's and it was wet-leased to Scibe Airlift Zaire / European Airlift in Jul-93. It was immediately sub-leased, operated by Air France, to LAP Lineas Aereas Paraguayas.

 

The aircraft was returned to Scibe / European Airlift in Oct-93 and was repossessed by Air France in Dec-93 when it was stored at Brussels, Belgium. It was sold to Pegasus Capital in Jun-94 and was immediately leased to ChallengAir as OO-JOT.

 

The aircraft operated a lot of sub-lease flights over the next couple of years. Britannia Airways between Jun/Oct-94, Air Europe SpA (Italy) between Oct-94/Apr-95, TAROM Romania between May/Oct-95, Caledonian Airways between Oct/Dec-95, Air Europe SpA between Dec-95/Mar-96, Corsair (France) between Mar/Jun-96 and again between Jun/Sep-97.

 

It was returned direct to the lessor by Corsair and re-registered N13088. The aircraft was leased to Continental Airlines in Oct-97 and returned to the lessor in Sep-01, right after the '9/11' terrorist atrocity. It was now 29 years old and was permanently retired at Mojave, CA, USA. It was last noted still at Mojave in Jan-06 in basic Continental livery.

Replacing the earlier side valve engined MM model, series II was produced from 1952-56 with a 803cc 4 cyl power plant

This ADL Enviro 300 is seen departing Longton Bus Station on the 1 towards Hanley (Stoke). VX54MPE was new to Wyvern (Midland Red West), and was transferred to Potteries Motor Traction to replace aging, non-DDA compliant vehicles. Reasoning behind the squished company name is because of an accident a few years ago. Notice, the "Connecta" ticket advert (for Worcestershire services) can be seen in the front window on the left.

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

 

On short term lease to British Airways, operated by British Air Ferries..

 

Taken through glass from the old Emirates offices in the Control Tower Block Extension. Slightly blurred.

 

First flown in Oct-91 with the British Aerospace test registration G-6-203, the aircraft was re-registered G-BTTP the following day and stored. It was transferred to British Aerospace Asset Management in Jan-92.

 

It was briefly leased to British Air Ferries in May-92 and operated on behalf of British Airways in Jun-92. It was returned to BAAM in Sep-92.

 

The aircraft was due to be sold to to China Northwest Airlines but the sale didn't take place. It was leased to Air UK in Apr-94. Air UK was renamed KLMuk at the end of Jan-98.

 

In Jan-00 it was transferred to a new 'low-cost' subsidiary, 'Buzz', operated by KLMuk. As so often happened when large airlines tried to compete with established 'low-cost' airlines, Buzz wasn't a success and KLM sold it to Ryanair at the end of Mar-03. The rest of KLMuk was merged into KLM cityhopper.

 

This aircraft was stored and returned to the lessor in Oct-03 when it was moved to Bristol-Filton (now closed) for further storage. It remained stored until it was leased to Eurowings (Germany) as D-AEWQ at the end of May-05.

 

It was stored at Exeter (UK) in late Jun-10 and ferried to Bucharest-Baneasa (Romania) Oct-10 for further storage and returned to the lessor as G-BTTP in Dec-10.

 

The aircraft was sold to Albanian Airlines as ZA-MAN in Jun-11. It was permanently retired at Tirana, Albania in Nov-11.

The 1970-81 second generation Pontiac Firebird featured a more swoopy body replacing the coke bottle shape, the rear window line now extending almost to the trunk lip, no Convertible, only a 2 door Coupe available.

Models were the base Firebird, the upspec Espirit, the Formula 400 and the Trans Am. The Formula 400 came standard with V8, hood scoops and console and the Trans Am got upgraded handling, suspension, and horsepower, as well as exclusive hood, spoilers, fog lights and wheels

In 1971 high back seats were introduced and the 455 cu in V8 in the Trans Am.

In 1973 new heavy crash absorbing bumpers were added, the new egg crate grille didn't look recessed as much, the SD455 offered

In 1974 the Firebird got the new shovel nose and wide slotted tail lights.

1971 engines; 155hp 250 cu in 6 cyl, 250hp 350 V8, 265 or 300hp 400 V8, 325hp 455 V8 (335hp Ram Air IV)

- Taken at 10:59 AM on June 20, 2005 - cameraphone upload by ShoZu. Replaced on dec 12 2007 Finepix shot

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

 

First flown in Mar-88 with the British Aerospace (Avro) test registration G-5-099, this aircraft was delivered to Trident Aviation Leasing and leased to Loganair as G-OLCA in Jul-88.

 

It was wet-leased to British Airways for three months between May / Jul-90 and wet-leased to NortJet (a Spanish charter airline) for four months between Sep / Nov-90. It was also wet-leased to AirSur (Spain) between Dec-90 / Feb-91.

 

The aircraft was returned to British Aerospace Asset Management in Nov-91 and stored until it was leased to Air UK for three months between Jan / Mar-92. A few days later it was leased to LAR Transregional (Portugal) and returned to the lessor in Oct-92.

 

It was immediately leased to Malmo Aviation (Sweden) and returned to the lessor in Feb-93. The aircraft was leased to Jersey European Airways in Mar-93 and was re-registered G-JEAJ in Sep-93. It was wet-leased to Malmo Aviation in Mar-98 and returned to Jersey European the following month.

 

In Jun-00 Jersey European was renamed British European Airways (the original British European [BEA] was merged with BOAC to form British Airways in 1974). This British European was renamed FlyBe Airlines in Jul-02.

 

The aircraft was returned to the lessor and stored at Kemble, UK in Oct-06. It was ferried to Bacau, Romania in Mar-07 and converted to B.Ae 146-200QT standard with the addition of a main deck cargo door.

 

It was due to be leased to Amerer Air (Austria) as OE-IAA but the lease wasn't taken up and the aircraft was ferried to Southend, UK, in Jun-08 for further storage. It returned to Bacau in Dec-08 and returned to long-term storage. Converting it to a freighter appears to have been a waste of money as it was broken up at Bacau, Romania in 2015. Updated 25-Jan-23.

Sydney's Lady Herron still plying her trade, to and from Taronga Zoo wharf. Expected to be replaced when the problematic new catamarans are able to start passenger carrying some time this year.

Replacing an earlier scanned photos with a better version, plus Topaz DeNoise AI 01-Mar-24. Rescanned from a very yellowed negative.

 

This has got to be one of the dirtiest aircraft I've seen. Oddly, it's got the aircraft type and c/n painted on the rear fuselage.

 

This aircraft was delivered to Babcock & Brown Aircraft Management and leased to Air France as F-GHGJ in May-93. It was returned to the lessor as N361LF in Jun-02.

 

It was leased to Air Holland as PH-AHR in Aug-02 and wet-leased to Air Gabon between Sep / Dec-02. It was also wet-leased to Air Slovakia between Apr / May-03.

 

The aircraft was returned to the lessor as N221LF in Jan-04 and leased to Zoom Airlines, Canada as C-GZMM a few days later. Zoom ceased operations in Aug-08 and the aircraft was impounded at Cardiff, Wales, UK.

 

It was returned to the lessor at the end of the month and stored at Miami, FL, USA. It was re-registered N225LF in Oct-08. It remained stored at Miami until it was leased to Omni Air International as N342AX in Aug-09.

 

The aircraft was sold to CAM Cargo Aircraft Management in Nov-19 while the lease to Omni Air continued. Current, updated 01-Mar-24.

Replacing an earlier digital photo with a better version 05-Jan-20.

 

With additional 'Operated by Britannia Airways' titles.

 

Quite a late-build B737-300, this aircraft was delivered to ILFC International Lease Finance Corporation and leased to Continental Airlines as N14384 in Mar-95.

 

It was returned to the lessor in Jan-03 and leased to 'Buzz' as G-BZZH in Mar-03. Buzz was sold to Ryanair in May-03 and the aircraft continued to operate until the end of the 2004 summer season.

 

The aircraft was returned to the lessor in late Oct-04 and leased to Britannia Airways, operating as Thomsonfly.com, as G-THOE in Dec-04. It was wet-leased to Air New Zealand between Nov-07/Apr-08.

 

Britannia was renamed Thomson Airways in Nov-08 and the aircraft was returned to the lessor in Oct-09. It was leased to Wings of Lebanon as OD-HAJ the following month.

 

It was returned to the lessor in Jul-18 and sold to TAC Trans Air Congo (Congo Brazzaville) as TN-AJY in Aug-18. It was stored at Kyiv-Gostomel (the Antonov Factory airfield) in May-21 and returned to service in Dec-21. Now 28 years old, it continues in service. Updated 15-Dec-23.

 

Note: Buzz Airlines was a 'low-cost' airline set up in the UK in 2000 as a subsidiary of KLM. It wasn't a great success and KLM sold it to Ryanair in 2003. It was closed down at the end of the 2004 summer season. However, Ryanair retained the rights to the name and their Polish subsidiary Ryanair Sun was renamed 'Buzz' sometime in 2020.

Replacing an earlier digital photo with a better version 12-Jun-20.

 

First flown with the Boeing test registration N1786B, this aircraft was delivered to Boullioun Aviation Services and leased to Midway Airlines (USA) as N314ML in Jan-01. Midway ceased operations on '9/11', 11-Sep-01.

 

The aircraft was returned to the lessor and stored at Goodyear, AZ, USA later the same month. It was leased to the resurrected Midway Airlines in Dec-01. It was repossessed by the lessor in Jul-02.

 

The aircraft was leased to Rio-Sul Servicios Linhas Aereas (Brasil) as PR-SAH in Aug-02 and returned to the lessor as N271CH in Mar-03. It was leased to Air-Berlin as D-ABAA in May-03 and returned to the lessor in May-11.

 

It was fitted with blended winglets in May-11 before being leased to Yakutia Airlines (Russia) as VQ-BLT in Jun-11. The aircraft returned to the lessor as N271AG in Jan-15 and was stored at Victorville, CA, USA.

 

It was sold to Southwest Airlines in Feb-16 and after maintenance, cabin refit and painting at Seattle-Everett it was re-registered N7882B in May-16 prior to service entry.

 

The aircraft was temporarily stored at Seattle-Everett in late Mar-20, due to the COVID-19 Pandemic. It returned to service in Mar-22. The aircraft was permanently retired at Coolidge, AZ, USA in Jan-25

Winter is coming - dark weather is replaced by frosty days and nights - frost bright days

Kawasaki OH-1 32601 / JG-2601 TE (cn 1001) Japanese Ground Self-Defense Force, Hiko Jikkentai. pictured at Camp Akeno which is also its home base. The 32601 is the OH-1 prototype (photo 8345-3).

 

The Kawasaki OH-1, nickname ‘Ninja’, is a military scout/observation helicopter for the Japan Ground Self-Defense Force, intended to replace the OH-6D Loach. As of March 2014, 38 have entered service, complementing the existing fleet of OH-6D.

Developed and build by Kawasaki at Gifu, the OH-1 is slowly replacing the OH-6D in the observation role. First operational units to receive the OH-1 were the HQ flights of the Anti-Tank Helicopter squadrons, which was completed in 2011. Now the various HQ flights of the Army Aviation squadrons are replacing their OH-6Ds with this Kawasaki product.

 

Source: en.wikipedia.org/wiki/Kawasaki_OH-1 and www.scramble.nl/orbats/japan/army

History

The oldest predecessor building was a cathedral complex from the Ottonian period with a three-aisled double-choir church (symbol of the Pope and the Empire), which was probably equipped with a flat wooden ceiling. The complex was completed before the relocation of the episcopal see from Säben (Säben Abbey (German: Kloster Säben; Italian: Monastero di Sabiona) is a Benedictine nunnery located near Klausen in South Tyrol, northern Italy. It was established in 1687, when it was first settled by the nuns of Nonnberg Abbey in Salzburg) to Brixen, which took place around 990. The church's eastern choir was consecrated to Saints Peter and Ingenuin (bishop of Säben around 600) and had a St. Martin's crypt, the west choir with a St. Nicholas crypt was dedicated to St. Stephen. After the end of the investiture controversy, the double-choir church no longer met the spirit of religious reform. Bishop Hartmann (1140-1164) had the west choir therefore broken off and built in its place two facade towers.

Ceiling painting by Paul Troger: Adoration of the Lamb

In 1174, the cathedral complex fell victim to a major fire. As a result, under the bishops Richer of Hohenburg and Heinrich von Berchtesgaden during the reconstruction structural adaptations in the style of the High Romanesque were made. The nave was vaulted and a single-aisled transept put in. The cathedral was consecrated in 1237 by Bishop Eberhard of Salzburg and re-consecrated in 1274 after further fire damage. During the Gothic period several chapels were added to the cathedral. There were more significant conversions under Bishop Nicholas of Kues, who had removed the eastern apses and had them replaced with a Gothic high choir with pointed arched windows and reticulated vaults. Under the direction of court architect Hans Reichle, the Romanesque north tower 1610-1613 received its present early Baroque form. The south tower was adapted in 1748 to the north tower.

Prince-Bishop Kaspar Ignaz Count Künigl (1702-1747) advocated a fundamental renovation of the old building complex already at the beginning of his long term of office, while he was forced by the cathedral chapter to a Baroque new building. He then preferred to first stabilize his diocese in pastoral terms (popular missions) before lending a hand to the cathedral. It was not until 1745 that the time had come. For the implementation of the comprehensive reconstruction, which lasted until 1754, the cream de la creme of the Tyrolean Baroque in Brixen was, so to speak, concentrated: Josef Delai from Bolzano as an architect, Theodor Benedetti from Mori as plasterer and altar builder, Stephan Föger from Innsbruck, who (the three of them) also participated in the planning; furthermore Paul Troger from Welsberg as a fresco artist, Joseph Schöpf from Telfs as a painter of the altarpieces, Dominikus Moling from Wengen as a designer of the altar statues, the Troger pupil Michelangelo Unterberger from Cavalese as painter of the high altarpiece. The construction management was held by Josef Delai and the priests Franz Penz and Georg Tangl. On September 10, 1758, the almost completely remodeled cathedral was completed with the consecration of Prince Bishop Leopold Count Spaur. The Classicistic vestibule was completed 30 years later by Jakob Pirchstaller from Trens.

In 1895, the fresco ensemble Paul Trogers was sustainably altered by the restoration work of Albrecht Steiner von Felsburg, not only by replacing his pseudo-dome in the crossing by his "triumph of religions", but also his painted illusory architecture around the large ceiling picture in green-gray tint by gilded and colored neo-Baroque stucco; this was contrary to the contemporary tastes, but from today's point of view it was not a fortunate intervention, even though a design by Paul Troger for the Geras Abbey in Lower Austria served as a model for the new dome painting.

Extensive restoration work undertook in 1985/86 the workshop Peskoller from Bruneck, outdoors the original color tones and the Baroque ornaments being restored and inside cleaned the ceiling frescoes and the stucco and wall panels painted again. In 2001, the cathedral roof was re-covered and the tower helmets were restored.

 

Geschichte

Der älteste Vorgängerbau war eine Münsteranlage aus ottonischer Zeit mit einer dreischiffigen Doppelchorkirche (Symbol von Papst- und Kaisertum), die vermutlich mit einer flachen Holzdecke ausgestattet war. Die Anlage war noch vor der Verlegung des Bischofssitzes von Säben nach Brixen, die um 990 stattfand, vollendet worden. Der Ostchor der Kirche war den Heiligen Petrus und Ingenuin (Bischof von Säben um 600) geweiht und verfügte über eine St.-Martins-Krypta, der Westchor mit einer St.-Nikolaus-Krypta war dem Heiligen Stefan geweiht. Nach dem Ende des Investiturstreites entsprach die Doppelchorkirche dem Sinne der religiösen Reformen nicht mehr. Bischof Hartmann (1140–1164) ließ den Westchor deshalb abbrechen und an seiner Stelle zwei Fassadentürme errichten.

Deckengemälde von Paul Troger: Anbetung des Lammes

Im Jahre 1174 fiel die Münsteranlage einem Großbrand zum Opfer. In der Folge wurden unter den Bischöfen Richer von Hohenburg und Heinrich von Berchtesgaden beim Wiederaufbau bauliche Adaptierungen im Stile der Hochromanik vorgenommen. Das Langhaus wurde eingewölbt und ein einschiffiges Querhaus eingezogen. Der Dom wurde 1237 von Bischof Eberhard von Salzburg geweiht und nach weiteren Brandschäden 1274 nochmals geweiht. In der Zeit der Gotik wurden an den Dom mehrere Kapellen angebaut. Bedeutendere Umbauten gab es dann unter Bischof Nikolaus von Kues, der die Ostapsiden entfernen und diese mit einem gotischen Hochchor mit Spitzbogenfenstern und Netzgewölben ersetzen ließ. Unter der Leitung des Hofbaumeisters Hans Reichle erhielt der romanische Nordturm 1610–1613 seine heutige frühbarocke Form. Der Südturm wurde 1748 an den Nordturm angeglichen.

Fürstbischof Kaspar Ignaz Graf Künigl (1702–1747) befürwortete bereits am Beginn seiner langen Amtszeit eine grundlegende Renovierung des alten Gebäudekomplexes, während er vom Domkapitel zu einem barocken Neubau gedrängt wurde. Er zog es dann aber vor, zuerst seine Diözese in seelsorglicher Hinsicht zu stabilisieren (Volksmissionen), bevor er Hand an den Dom legen ließ. Erst 1745 war es soweit. Für die Durchführung des umfassenden Umbaus, der bis 1754 andauerte, wurde gewissermaßen die Creme des Tiroler Barocks in Brixen zusammengezogen: Josef Delai aus Bozen als Architekt, Theodor Benedetti aus Mori als Stuckateur und Altarbauer, Stephan Föger aus Innsbruck, die auch an der Planung beteiligt waren; weiters Paul Troger aus Welsberg als Freskant, Joseph Schöpf aus Telfs als Maler der Altarblätter, Dominikus Moling aus Wengen als Gestalter der Altarstatuen, der Troger-Schüler Michelangelo Unterberger aus Cavalese als Maler des Hochaltarbildes. Die Bauleitung hatten unter anderem Josef Delai und die Priester Franz Penz und Georg Tangl inne. Am 10. September 1758 wurde das nahezu komplett umgestaltete Münster mit der Weihe durch Fürstbischof Leopold Graf Spaur vollendet. Die klassizistische Vorhalle hat 30 Jahre später Jakob Pirchstaller aus Trens fertiggestellt.

Im Jahr 1895 wurde das Freskenensemble Paul Trogers durch die Restaurierungsarbeiten von Albrecht Steiner von Felsburg nachhaltig verändert, indem er nicht nur dessen Scheinkuppel in der Vierung durch seinen „Triumph der Religionen“, sondern auch dessen gemalte Scheinarchitektur um das große Deckenbild in grün-grauer Tönung durch vergoldete und eingefärbte neubarocke Stuckaturen ersetzte; dem damaligen Zeitgeschmack kam das zwar entgegen, aus heutiger Sicht war es kein glücklicher Eingriff, auch wenn für das neue Kuppelgemälde ein Entwurf Paul Trogers für das Stift Geras in Niederösterreich als Vorlage diente.

Umfangreiche Restaurierungsarbeiten nahm 1985/86 die Werkstätte Peskoller aus Bruneck vor, wobei im Außenbereich die originalen Farbtönungen und die Barockornamentik wiederhergestellt und im Innenbereich die Deckenfresken gereinigt und die Stuck- und Wandfelder nachgefärbt wurden. 2001 wurde das Domdach neu eingedeckt und die Turmhelme wurden restauriert.

de.wikipedia.org/wiki/Brixner_Dom

The Fountain of Putti is a monumental work in Carrara marble , located at the entrance to Piazza dei Miracoli and Via Santa Maria in Pisa .

 

It was built between 1746 and 1765 by Giuseppe Vaccà , who took care of the base, and by Giovanni Antonio Cybei , author of the marble group of putti holding the coats of arms of Pisa and the Opera del Duomo, based on a design by the painter Giovanni Battista Tempesti

 

The presence of a first fountain in the Piazza del Duomo, although simple and devoid of ornaments, has been attested since 1659. However, it was thanks to the Operaio dell'Opera Francesco Quarantotti , appointed in 1729, that the current structure was built , strategically moved a few meters compared to the position of the previous fountain and placed "on the corner of the paved road that goes to the church" , that is, in front of the exit of via Santa Maria into Piazza del Duomo. For the new monument, an aesthetic solution was chosen that could better harmonize with the classic appearance of the monuments in the square .

 

The first phase of construction of the fountain was entrusted to the Carrara sculptor Giuseppe Vaccà, who had participated together with his father Giovan Battista and his cousin in the furnishing of the Cathedral , a phase which ended in 1746 with the construction of a base decorated with cherubs and acanthus leaves. The pillar of the source was built in Avenza di Massa in the Vaccà workshop in just under a year, and despite the construction difficulties caused by the soft ground (which it was necessary to consolidate by driving 33 pine poles deep) , in September by 1746 the fountain could now be said to be completed . Its creation, as reported in the Memoria del Duomo by Filippo D'Angelo, was defined as "not magnifying but beautiful and gallant" .

 

In 1763 Anton Francesco Maria Quarantotti, who had succeeded his father in the service of the Opera del Duomo, agreed with Vaccà to complete the structure of the fountain with a sculptural group to be positioned above the marble base. Vaccà in all likelihood in this case only played the role of entrepreneur : the construction was in fact entrusted to Giovanni Antonio Cybei , who worked starting from a preparatory drawing by the painter Giovanni Battista Tempesti . From 1763, the work kept Cybei busy for about two years ; the sculptural group was transported to the city by sea and up the Arno a few days before Christmas 1765

 

Shortly after the completion of the work, the first critical assessments also emerged, which were directed in particular against the sculptural group of the three putti. The oldest written testimony of these negative judgments dates back to Filippo D'Angelo , who, in his Memoirs of the Cathedral and events of the city of Pisa in 1767 , defined the author as "a terrible statuary" .

 

In 1848, the Pisan sculptor Girolamo Marconi was the first to propose replacing the sculptural group with a statue of the city's patron saint, San Ranieri , also replacing the base with another, more sober one, bearing the city coat of arms [9] . However, probably due to lack of funds, the proposal was not followed up .

 

With the foundation in Pisa of the Association for the embellishments of the Piazza del Duomo (1862), born in the period of national unification, the hypothesis of replacing the group of three putti, judged to be of little value, with the statue of Buscheto , architect of the Cathedral . However, not even this time did the intent to restore a more austere appearance to the square lead to concrete results.

 

The opportunity for a new attempt to remove the group presented itself with the appointment of Archbishop Pietro Maffi in 1905. Maffi, who was an astronomer and had been appointed president of the Vatican Observatory in 1904 , proposed replacing the putti with a monument to Galileo Galilei . To reduce costs, he also suggested removing only the sculptural group, using the fountain below. The project, however, was harshly criticized when it was made public in 1906; on this occasion, for the first time, some defenders of the Fontana dei Putti intervened as a historical and symbolic element of the square. The determination of Maffi, who in the meantime had become cardinal, led him to a second attempt in 1922, when the Genoese sculptor Antonio Bozzano was entrusted with the task of creating a sketch for the work . Once again, however, the project was not successful: the survival of the Fontana dei Putti was probably guaranteed by the failure of Maffi to be elected to the papal throne in the Council of 1922 , which instead led to the election of Achille Ratti with the name of Pope Pius XI. This event marked the end of a century of replacement projects and allowed the three cherubs to maintain their role among the prominent monuments in the square.

 

The history of the attribution of the sculptural group of the three putti has been the subject of complex developments.

 

Despite the relevant testimony of Girolamo Tiraboschi , who already in 1786, in his biography dedicated to Cybei, mentioned among the artist's works the three putti in the Piazza del Duomo of Pisa , over time the name of the author of group was lost.

 

In 1873 Tiraboschi's words were also reported by the Marquis Giovanni Campori in his Biographical Memoirs of sculptors, architects, painters, etc. natives of the Province of Massa in 1873 , but despite this testimony for a long time the role of Cybei was ignored and the sculptures were attributed to Giuseppe Vaccà. The attribution to Vaccà also remained in the Pisa Guide by Bellini Pietri and in a 1931 essay by Giorgio Castelfranco entitled The Fountain of G. Vaccà in Piazza del Duomo in Pisa.

 

Subsequently, in 1990, Paolo Roberto Ciardi seemed to resolve the issue by publishing the contract stipulated in 1763 between the Worker Quarantotti and Giuseppe Vaccà, which recognized the latter as the author of the three putti. However, towards the end of the nineties, the discovery of an autograph by Cybei, in which the sculptor explicitly declared that he had created the group for the fountain, allowed the paternity of the work to be returned to him

 

The base created by Giuseppe Vaccà appears as a parallelepiped positioned vertically, characterized on two sides by acanthus leaves, which create a bulge in the lower part of the plinth, while, on the opposite sides, two volutes resting on a base support the basin for the 'waterfall.

 

In the areas of the squares of the fountain's pedestal the artist is inspired by the architectural formulas of the sixteenth and seventeenth centuries, proposing an architecture animated by two different themes: on two sides, a geometric ornamentation; on the other two, mythological figures in high relief. The artist also uses different techniques for the two pairs of panels: high relief for the figurative images and low relief for the more ornamental decoration .

 

In the squares of the parallelepiped, the artist creates a dialogue between art and nature , representing an acanthus leaf that invades the lower part of the base, a symbol widely used in architectural decorative resolutions. The artist here clearly refers to classical models [19] , loading them with allusive values: the acanthus leaf, a constant presence on capitals, ceiling and wall decorations, returns here to symbolize freshness and refreshment, themes that are well suited to the nature and function of the monument.

 

The considerable volume of acanthus leaves also has its own structural utility . It distributes the weight thrusts at the base of the parallelepiped towards the ground in a more uniform and less incidental way, avoiding the formation of cracks and ensuring better cohesion between the different parts. To confirm this, we observe the presence of two overturned shelves under the two basins, which also serve to balance the downward forces.

 

In the other two areas of the panels, however, the work is loaded with allegorical-symbolic values ​​through one of the most traditional figures of mythological language: the Triton who fights with the sea monster. The extremely popular theme, however, seems to refer in particular to a preparatory drawing by Marco da Faenza for the grotesques of the Triton in combat, preserved at the superintendence for artistic and historical heritage of Florence .

 

The young Tritons, represented in a mirrored manner in the mirrors of the base, have the aim of enhancing the wonder of the sea. One, by blowing the conch, seems to attract the attention of the other intent on fighting, immortalized in the gesture of throwing a stone at the monster subjected to him, in a playful and carefree atmosphere. The volumes of the figures burst into space, projecting to the maximum, with a powerful modeling that goes beyond the limits of high relief.

 

The sculptural group created between 1763 and 1765 by Antonio Cybei is located above the base and depicts three colossal putti, also in white Carrara marble , holding the coats of arms of Pisa and the Opera del Duomo .

 

In his reworking of the work, Cybei did not modify the poses of the three putti compared to the original sketch proposed by Tempesti, but inverted the central putto counterclockwise, creating a composition capable of further highlighting the dynamism of the figures.

 

The spiral arrangement of the figures had the aim of lightening the base and, at the same time, creating the optical illusion of an ascending movement, as if the direction given to the movement was not directed downwards, but was going towards the sky . The different compositional arrangement between Tempesti's sketch and Cybei's work highlights a different intent. In Tempesti's sketch, which is arranged clockwise, the shield seems to move downwards, as if it descended directly from the sky into the arms of the children . On the contrary, in the layout given by Cybei the figures are positioned counterclockwise, with the statues appearing to raise the shield upwards, in a gesture "of thanksgiving and consecration of the Pisan people to God".

 

In this sense, the execution of Tempesti's modeling still has a baroque character, in which the composition rotates around a central axis, and the distribution of weights moves in a spiral that converges downwards. On the contrary, the change made by Cybei, with the anti-clockwise movement of the figures, seems to mark, according to Mario Noferi, the transition from baroque to rococo . In fact, the revision, which proposed an ascending dynamism in the form of a spiral, seems to lighten the weight of the compositions that characterizes baroque works while maintaining the basic principles of representation intact, in line with one of the main objectives of the Rococo. In summary, the reworking of Cybei made the work more modern compared to Tempesti's sketch, which still reflected the influence of the Roman school .

 

Another notable characteristic of the Putti group is certainly the plastic treatment of the volumes, capable of expressing the sensation of the softness of the flesh. The skilful use of chiaroscuro also contributes to this rendering, which gives the sculpture an almost pictorial character, to the point of pushing Mario Noferi to believe that "the sculptor, with intention, wanted to leave traces of the original design idea taken from the drawing of a painter". Evidence of these plastic abilities would also be, according to the scholar, the careful reproduction of an atmospheric phenomenon: the disheveled hair of the children, in fact, seems to be agitated by the wind, a re-enactment of a natural phenomenon that contributes to the overall movement of the work

 

From a symbolic point of view, the presence of water refers to the concept of purification, historically also referring to the dawn of Christianity, when fountains were placed in the atrium of Christian basilicas to introduce the sacred space. In the same way it would then be possible, according to Mario Noferi, to consider the monumental fountain as a spiritual entrance to the square, at the convergence of all the city streets that lead to the Cathedral.

 

Furthermore, according to the scholar, the iconic buildings of the square symbolize the essential phases of human life in relation to faith: birth represented by the baptistery, life symbolized by the cathedral and death evoked by the cemetery. Similarly, the three lively children who adorn the top of the Fountain represent a specific phase of human existence, recalling the short period of childhood characterized by energy and recklessness in games

 

The introduction of postal cards is believed to have contributed to the revaluation of the fountain in the 19th century . Initially, in fact, the classic view of the square included only the Baptistery, the Cathedral and the famous Leaning Tower. However, as time passed, the fountain was included in other images taken from different angles, acquiring a significant role among other major monuments and arousing the interest of both postcard buyers and the recipients themselves .

 

This process gradually led the fountain to establish itself in the collective imagination as an essential element of the urban panorama of the Piazza dei Miracoli. However, it is with the advent of mobile devices and new technologies that the fountain has taken on an even more relevant role. Today, thanks to the ease with which it is possible to take photographs and videos, the fountain is included in many images of the square, deliberately chosen to offer added value to the image itself and enhance the other monuments present.

 

Furthermore, a notable aspect is that from the perspective located at the intersection between Piazza dei Miracoli and Via Santa Maria, it is possible to appreciate in a single glance all three faces of the children who, with their different contortions, support the coat of arms of the city of Pisa .

 

Ultimately, the fountain on the Piazza dei Miracoli has undergone a process of revaluation over the years, becoming a fundamental element of the urban landscape. Thanks to social media, its presence is increasingly constantly documented, while the peculiar detail of the cherubs holding up the coat of arms of Pisa contributes to increasing the curiosity and attention of visitors

 

The Fountain of Putti also appears in the theme song of the fourth animated season of " Lupine III - The Italian Adventure ", a derivative of the manga by the Japanese cartoonist Monkey Punch and broadcast in 2015 .

 

The series, made up of twenty-six episodes, is entirely set in Italy and the opening theme features several important Italian tourist places (such as Rome, the canals of Venice, San Marino, Santa Maria del Fiore in Florence). Among these, a significant shot is reserved for the Leaning Tower of Pisa, with the Fountain of the Putti placed right in the foreground.

 

Pisa is a city and comune in Tuscany, central Italy, straddling the Arno just before it empties into the Ligurian Sea. It is the capital city of the Province of Pisa. Although Pisa is known worldwide for its leaning tower, the city contains more than twenty other historic churches, several medieval palaces, and bridges across the Arno. Much of the city's architecture was financed from its history as one of the Italian maritime republics.

 

The city is also home to the University of Pisa, which has a history going back to the 12th century, the Scuola Normale Superiore di Pisa, founded by Napoleon in 1810, and its offshoot, the Sant'Anna School of Advanced Studies.

 

History

For a chronological guide, see Timeline of Pisa.

Ancient times

The most believed hypothesis is that the origin of the name Pisa comes from Etruscan and means 'mouth', as Pisa is at the mouth of the Arno river.

 

Although throughout history there have been several uncertainties about the origin of the city of Pisa, excavations made in the 1980s and 1990s found numerous archaeological remains, including the fifth century BC tomb of an Etruscan prince, proving the Etruscan origin of the city, and its role as a maritime city, showing that it also maintained trade relations with other Mediterranean civilizations.

 

Ancient Roman authors referred to Pisa as an old city. Virgil, in his Aeneid, states that Pisa was already a great center by the times described; and gives the epithet of Alphēae to the city because it was said to have been founded by colonists from Pisa in Elis, near which the Alpheius river flowed. The Virgilian commentator Servius wrote that the Teuti founded the town 13 centuries before the start of the common era.

 

The maritime role of Pisa should have been already prominent if the ancient authorities ascribed to it the invention of the naval ram. Pisa took advantage of being the only port along the western coast between Genoa (then a small village) and Ostia. Pisa served as a base for Roman naval expeditions against Ligurians and Gauls. In 180 BC, it became a Roman colony under Roman law, as Portus Pisanus. In 89 BC, Portus Pisanus became a municipium. Emperor Augustus fortified the colony into an important port and changed the name to Colonia Iulia obsequens.

 

Pisa supposedly was founded on the shore, but due to the alluvial sediments from the Arno and the Serchio, whose mouth lies about 11 km (7 mi) north of the Arno's, the shore moved west. Strabo states that the city was 4.0 km (2.5 mi) away from the coast. Currently, it is located 9.7 km (6 mi) from the coast. However, it was a maritime city, with ships sailing up the Arno. In the 90s AD, a baths complex was built in the city.

 

Late Antiquity and Early Middle Ages

During the last years of the Western Roman Empire, Pisa did not decline as much as the other cities of Italy, probably due to the complexity of its river system and its consequent ease of defence. In the seventh century, Pisa helped Pope Gregory I by supplying numerous ships in his military expedition against the Byzantines of Ravenna: Pisa was the sole Byzantine centre of Tuscia to fall peacefully in Lombard hands, through assimilation with the neighbouring region where their trading interests were prevalent. Pisa began in this way its rise to the role of main port of the Upper Tyrrhenian Sea and became the main trading centre between Tuscany and Corsica, Sardinia, and the southern coasts of France and Spain.

 

After Charlemagne had defeated the Lombards under the command of Desiderius in 774, Pisa went through a crisis, but soon recovered. Politically, it became part of the duchy of Lucca. In 860, Pisa was captured by vikings led by Björn Ironside. In 930, Pisa became the county centre (status it maintained until the arrival of Otto I) within the mark of Tuscia. Lucca was the capital but Pisa was the most important city, as in the middle of tenth century Liutprand of Cremona, bishop of Cremona, called Pisa Tusciae provinciae caput ("capital of the province of Tuscia"), and a century later, the marquis of Tuscia was commonly referred to as "marquis of Pisa". In 1003, Pisa was the protagonist of the first communal war in Italy, against Lucca. From the naval point of view, since the ninth century, the emergence of the Saracen pirates urged the city to expand its fleet; in the following years, this fleet gave the town an opportunity for more expansion. In 828, Pisan ships assaulted the coast of North Africa. In 871, they took part in the defence of Salerno from the Saracens. In 970, they gave also strong support to Otto I's expedition, defeating a Byzantine fleet in front of Calabrese coasts.

 

11th century

The power of Pisa as a maritime nation began to grow and reached its apex in the 11th century, when it acquired traditional fame as one of the four main historical maritime republics of Italy (Repubbliche Marinare).

 

At that time, the city was a very important commercial centre and controlled a significant Mediterranean merchant fleet and navy. It expanded its powers in 1005 through the sack of Reggio Calabria in the south of Italy. Pisa was in continuous conflict with some 'Saracens' - a medieval term to refer to Arab Muslims - who had their bases in Corsica, for control of the Mediterranean. In 1017, Sardinian Giudicati were militarily supported by Pisa, in alliance with Genoa, to defeat the Saracen King Mugahid, who had settled a logistic base in the north of Sardinia the year before. This victory gave Pisa supremacy in the Tyrrhenian Sea. When the Pisans subsequently ousted the Genoese from Sardinia, a new conflict and rivalry was born between these major marine republics. Between 1030 and 1035, Pisa went on to defeat several rival towns in Sicily and conquer Carthage in North Africa. In 1051–1052, the admiral Jacopo Ciurini conquered Corsica, provoking more resentment from the Genoese. In 1063, Admiral Giovanni Orlandi, coming to the aid of the Norman Roger I, took Palermo from the Saracen pirates. The gold treasure taken from the Saracens in Palermo allowed the Pisans to start the building of their cathedral and the other monuments which constitute the famous Piazza del Duomo.

 

In 1060, Pisa had to engage in their first battle with Genoa. The Pisan victory helped to consolidate its position in the Mediterranean. Pope Gregory VII recognised in 1077 the new "Laws and customs of the sea" instituted by the Pisans, and emperor Henry IV granted them the right to name their own consuls, advised by a council of elders. This was simply a confirmation of the present situation, because in those years, the marquis had already been excluded from power. In 1092, Pope Urban II awarded Pisa the supremacy over Corsica and Sardinia, and at the same time raising the town to the rank of archbishopric.

 

Pisa sacked the Tunisian city of Mahdia in 1088. Four years later, Pisan and Genoese ships helped Alfonso VI of Castilla to push El Cid out of Valencia. A Pisan fleet of 120 ships also took part in the First Crusade, and the Pisans were instrumental in the taking of Jerusalem in 1099. On their way to the Holy Land, the ships did not miss the occasion to sack some Byzantine islands; the Pisan crusaders were led by their archbishop Daibert, the future patriarch of Jerusalem. Pisa and the other Repubbliche Marinare took advantage of the crusade to establish trading posts and colonies in the Eastern coastal cities of the Levant. In particular, the Pisans founded colonies in Antiochia, Acre, Jaffa, Tripoli, Tyre, Latakia, and Accone. They also had other possessions in Jerusalem and Caesarea, plus smaller colonies (with lesser autonomy) in Cairo, Alexandria, and of course Constantinople, where the Byzantine Emperor Alexius I Comnenus granted them special mooring and trading rights. In all these cities, the Pisans were granted privileges and immunity from taxation, but had to contribute to the defence in case of attack. In the 12th century, the Pisan quarter in the eastern part of Constantinople had grown to 1,000 people. For some years of that century, Pisa was the most prominent commercial and military ally of the Byzantine Empire, overcoming Venice itself.

 

12th century

In 1113, Pisa and Pope Paschal II set up, together with the count of Barcelona and other contingents from Provence and Italy (Genoese excluded), a war to free the Balearic Islands from the Moors; the queen and the king of Majorca were brought in chains to Tuscany. Though the Almoravides soon reconquered the island, the booty taken helped the Pisans in their magnificent programme of buildings, especially the cathedral, and Pisa gained a role of pre-eminence in the Western Mediterranean.

 

In the following years, the powerful Pisan fleet, led by archbishop Pietro Moriconi, drove away the Saracens after ferocious battles. Though short-lived, this Pisan success in Spain increased the rivalry with Genoa. Pisa's trade with Languedoc, Provence (Noli, Savona, Fréjus, and Montpellier) were an obstacle to Genoese interests in cities such as Hyères, Fos, Antibes, and Marseille.

 

The war began in 1119 when the Genoese attacked several galleys on their way home to the motherland, and lasted until 1133. The two cities fought each other on land and at sea, but hostilities were limited to raids and pirate-like assaults.

 

In June 1135, Bernard of Clairvaux took a leading part in the Council of Pisa, asserting the claims of Pope Innocent II against those of Pope Anacletus II, who had been elected pope in 1130 with Norman support, but was not recognised outside Rome. Innocent II resolved the conflict with Genoa, establishing Pisan and Genoese spheres of influence. Pisa could then, unhindered by Genoa, participate in the conflict of Innocent II against king Roger II of Sicily. Amalfi, one of the maritime republics (though already declining under Norman rule), was conquered on August 6, 1136; the Pisans destroyed the ships in the port, assaulted the castles in the surrounding areas, and drove back an army sent by Roger from Aversa. This victory brought Pisa to the peak of its power and to a standing equal to Venice. Two years later, its soldiers sacked Salerno.

 

New city walls, erected in 1156 by Consul Cocco Griffi

In the following years, Pisa was one of the staunchest supporters of the Ghibelline party. This was much appreciated by Frederick I. He issued in 1162 and 1165 two important documents, with these grants: Apart from the jurisdiction over the Pisan countryside, the Pisans were granted freedom of trade in the whole empire, the coast from Civitavecchia to Portovenere, a half of Palermo, Messina, Salerno and Naples, the whole of Gaeta, Mazara, and Trapani, and a street with houses for its merchants in every city of the Kingdom of Sicily. Some of these grants were later confirmed by Henry VI, Otto IV, and Frederick II. They marked the apex of Pisa's power, but also spurred the resentment of other cities such as Lucca, Massa, Volterra, and Florence, thwarting their aim to expand towards the sea. The clash with Lucca also concerned the possession of the castle of Montignoso and mainly the control of the Via Francigena, the main trade route between Rome and France. Last, but not least, such a sudden and large increase of power by Pisa could only lead to another war with Genoa.

 

Genoa had acquired a dominant position in the markets of southern France. The war began in 1165 on the Rhône, when an attack on a convoy, directed to some Pisan trade centres on the river, by the Genoese and their ally, the count of Toulouse, failed. Pisa, though, was allied to Provence. The war continued until 1175 without significant victories. Another point of attrition was Sicily, where both the cities had privileges granted by Henry VI. In 1192, Pisa managed to conquer Messina. This episode was followed by a series of battles culminating in the Genoese conquest of Syracuse in 1204. Later, the trading posts in Sicily were lost when the new Pope Innocent III, though removing the excommunication cast over Pisa by his predecessor Celestine III, allied himself with the Guelph League of Tuscany, led by Florence. Soon, he stipulated[clarification needed] a pact with Genoa, too, further weakening the Pisan presence in southern Italy.

 

To counter the Genoese predominance in the southern Tyrrhenian Sea, Pisa strengthened its relationship with its traditional Spanish and French bases (Marseille, Narbonne, Barcelona, etc.) and tried to defy the Venetian rule of the Adriatic Sea. In 1180, the two cities agreed to a nonaggression treaty in the Tyrrhenian and the Adriatic, but the death of Emperor Manuel Comnenus in Constantinople changed the situation. Soon, attacks on Venetian convoys were made. Pisa signed trade and political pacts with Ancona, Pula, Zara, Split, and Brindisi; in 1195, a Pisan fleet reached Pola to defend its independence from Venice, but the Serenissima soon reconquered the rebel sea town.

 

One year later, the two cities signed a peace treaty, which resulted in favourable conditions for Pisa, but in 1199, the Pisans violated it by blockading the port of Brindisi in Apulia. In the following naval battle, they were defeated by the Venetians. The war that followed ended in 1206 with a treaty in which Pisa gave up all its hopes to expand in the Adriatic, though it maintained the trading posts it had established in the area. From that point on, the two cities were united against the rising power of Genoa and sometimes collaborated to increase the trading benefits in Constantinople.

 

13th century

In 1209 in Lerici, two councils for a final resolution of the rivalry with Genoa were held. A 20-year peace treaty was signed, but when in 1220, the emperor Frederick II confirmed his supremacy over the Tyrrhenian coast from Civitavecchia to Portovenere, the Genoese and Tuscan resentment against Pisa grew again. In the following years, Pisa clashed with Lucca in Garfagnana and was defeated by the Florentines at Castel del Bosco. The strong Ghibelline position of Pisa brought this town diametrically against the Pope, who was in a dispute with the Holy Roman Empire, and indeed the pope tried to deprive Pisa of its dominions in northern Sardinia.

 

In 1238, Pope Gregory IX formed an alliance between Genoa and Venice against the empire, and consequently against Pisa, too. One year later, he excommunicated Frederick II and called for an anti-Empire council to be held in Rome in 1241. On May 3, 1241, a combined fleet of Pisan and Sicilian ships, led by the emperor's son Enzo, attacked a Genoese convoy carrying prelates from northern Italy and France, next to the isle of Giglio (Battle of Giglio), in front of Tuscany; the Genoese lost 25 ships, while about a thousand sailors, two cardinals, and one bishop were taken prisoner. After this major victory, the council in Rome failed, but Pisa was excommunicated. This extreme measure was only removed in 1257. Anyway, the Tuscan city tried to take advantage of the favourable situation to conquer the Corsican city of Aleria and even lay siege to Genoa itself in 1243.

 

The Ligurian republic of Genoa, however, recovered fast from this blow and won back Lerici, conquered by the Pisans some years earlier, in 1256.

 

The great expansion in the Mediterranean and the prominence of the merchant class urged a modification in the city's institutes. The system with consuls was abandoned, and in 1230, the new city rulers named a capitano del popolo ("people's chieftain") as civil and military leader. Despite these reforms, the conquered lands and the city itself were harassed by the rivalry between the two families of Della Gherardesca and Visconti. In 1237 the archbishop and the Emperor Frederick II intervened to reconcile the two rivals, but the strains continued. In 1254, the people rebelled and imposed 12 Anziani del Popolo ("People's Elders") as their political representatives in the commune. They also supplemented the legislative councils, formed of noblemen, with new People's Councils, composed by the main guilds and by the chiefs of the People's Companies. These had the power to ratify the laws of the Major General Council and the Senate.

 

Decline

The decline is said to have begun on August 6, 1284, when the numerically superior fleet of Pisa, under the command of Albertino Morosini, was defeated by the brilliant tactics of the Genoese fleet, under the command of Benedetto Zaccaria and Oberto Doria, in the dramatic naval Battle of Meloria. This defeat ended the maritime power of Pisa and the town never fully recovered; in 1290, the Genoese destroyed forever the Porto Pisano (Pisa's port), and covered the land with salt. The region around Pisa did not permit the city to recover from the loss of thousands of sailors from the Meloria, while Liguria guaranteed enough sailors to Genoa. Goods, however, continued to be traded, albeit in reduced quantity, but the end came when the Arno started to change course, preventing the galleys from reaching the city's port up the river. The nearby area also likely became infested with malaria. The true end came in 1324, when Sardinia was entirely lost to the Aragonese.

 

Always Ghibelline, Pisa tried to build up its power in the course of the 14th century, and even managed to defeat Florence in the Battle of Montecatini (1315), under the command of Uguccione della Faggiuola. Eventually, however, after a long siege, Pisa was occupied by Florentines in 1405.[9] Florentines corrupted the capitano del popolo ("people's chieftain"), Giovanni Gambacorta, who at night opened the city gate of San Marco. Pisa was never conquered by an army. In 1409, Pisa was the seat of a council trying to set the question of the Great Schism. In the 15th century, access to the sea became more difficult, as the port was silting up and was cut off from the sea. When in 1494, Charles VIII of France invaded the Italian states to claim the Kingdom of Naples, Pisa reclaimed its independence as the Second Pisan Republic.

 

The new freedom did not last long; 15 years of battles and sieges by the Florentine troops led by Antonio da Filicaja, Averardo Salviati and Niccolò Capponi were made, but they failed to conquer the city. Vitellozzo Vitelli with his brother Paolo were the only ones who actually managed to break the strong defences of Pisa and make a breach in the Stampace bastion in the southern west part of the walls, but he did not enter the city. For that, they were suspected of treachery and Paolo was put to death. However, the resources of Pisa were getting low, and at the end, the city was sold to the Visconti family from Milan and eventually to Florence again. Livorno took over the role of the main port of Tuscany. Pisa acquired a mainly cultural role spurred by the presence of the University of Pisa, created in 1343, and later reinforced by the Scuola Normale Superiore di Pisa (1810) and Sant'Anna School of Advanced Studies (1987).

 

Pisa was the birthplace of the important early physicist Galileo Galilei. It is still the seat of an archbishopric. Besides its educational institutions, it has become a light industrial centre and a railway hub. It suffered repeated destruction during World War II.

 

Since the early 1950s, the US Army has maintained Camp Darby just outside Pisa, which is used by many US military personnel as a base for vacations in the area.

 

Geography

Climate

Pisa has a borderline humid subtropical climate (Köppen climate classification: Cfa) and Mediterranean climate (Köppen climate classification: Csa). The city is characterized by cool to mild winters and hot summers. This transitional climate allows Pisa to have summers with moderate rainfall. Rainfall peaks in autumn. Snow is rare. The highest officially recorded temperature was 39.5 °C (103.1 °F) on 22 August 2011 and the lowest was −13.8 °C (7.2 °F) on 12 January 1985.

 

Culture

Gioco del Ponte

In Pisa there was a festival and game fr:Gioco del Ponte (Game of the Bridge) which was celebrated (in some form) in Pisa from perhaps the 1200s down to 1807. From the end of the 1400s the game took the form of a mock battle fought upon Pisa's central bridge (Ponte di Mezzo). The participants wore quilted armor and the only offensive weapon allowed was the targone, a shield-shaped, stout board with precisely specified dimensions. Hitting below the belt was not allowed. Two opposing teams started at opposite ends of the bridge. The object of the two opposing teams was to penetrate, drive back, and disperse the opponents' ranks and to thereby drive them backwards off the bridge. The struggle was limited to forty-five minutes. Victory or defeat was immensely important to the team players and their partisans, but sometimes the game was fought to a draw and both sides celebrated.

 

In 1677 the battle was witnessed by Dutch travelling artist Cornelis de Bruijn. He wrote:

 

"While I stayed in Livorno, I went to Pisa to witness the bridge fight there. The fighters arrived fully armored, wearing helmets, each carrying their banner, which was planted at both ends of the bridge, which is quite wide and long. The battle is fought with certain wooden implements made for this purpose, which they wear over their arms and are attached to them, with which they pummel each other so intensely that I saw several of them carried away with bloody and crushed heads. Victory consists of capturing the bridge, in the same way as the fistfights in Venice between the it:Castellani and the Nicolotti."

 

In 1927 the tradition was revived by college students as an elaborate costume parade. In 1935 Vittorio Emanuele III with the royal family witnessed the first revival of a modern version of the game, which has been pursued in the 20th and 21st centuries with some interruptions and varying degrees of enthusiasm by Pisans and their civic institutions.

 

Festivals and cultural events

Capodanno pisano (folklore, March 25)

Gioco del Ponte (folklore)

Luminara di San Ranieri (folklore, June 16)

Maritime republics regata (folklore)

Premio Nazionale Letterario Pisa

Pisa Book Festival

Metarock (rock music festival)

Internet Festival San Ranieri regata (folklore)

Turn Off Festival (house music festival)

Nessiáh (Jewish cultural Festival, November)

Main sights

 

The Leaning Tower of Pisa.

While the bell tower of the cathedral, known as "the leaning Tower of Pisa", is the most famous image of the city, it is one of many works of art and architecture in the city's Piazza del Duomo, also known, since the 20th century, as Piazza dei Miracoli (Square of Miracles), to the north of the old town center. The Piazza del Duomo also houses the Duomo (the Cathedral), the Baptistry and the Campo Santo (the monumental cemetery). The medieval complex includes the above-mentioned four sacred buildings, the hospital and few palaces. All the complex is kept by the Opera (fabrica ecclesiae) della Primaziale Pisana, an old non profit foundation that has operated since the building of the Cathedral in 1063 to maintain the sacred buildings. The area is framed by medieval walls kept by the municipal administration.

 

Other sights include:

Santo Stefano dei Cavalieri, church sited on Piazza dei Cavalieri, and also designed by Vasari. It had originally a single nave; two more were added in the 17th century. It houses a bust by Donatello, and paintings by Vasari, Jacopo Ligozzi, Alessandro Fei, and Pontormo. It also contains spoils from the many naval battles between the Cavalieri (Knights of St. Stephan) and the Turks between the 16th and 18th centuries, including the Turkish battle pennant hoisted from Ali Pacha's flagship at the 1571 Battle of Lepanto.

St. Sixtus. This small church, consecrated in 1133, is also close to the Piazza dei Cavalieri. It was used as a seat of the most important notarial deeds of the town, also hosting the Council of Elders. It is today one of the best preserved early Romanesque buildings in town.

St. Francis. The church of San Francesco may have been designed by Giovanni di Simone, built after 1276. In 1343 new chapels were added and the church was elevated. It has a single nave and a notable belfry, as well as a 15th-century cloister. It houses works by Jacopo da Empoli, Taddeo Gaddi and Santi di Tito. In the Gherardesca Chapel are buried Ugolino della Gherardesca and his sons.

San Frediano. This church, built by 1061, has a basilica interior with three aisles, with a crucifix from the 12th century. Paintings from the 16th century were added during a restoration, including works by Ventura Salimbeni, Domenico Passignano, Aurelio Lomi, and Rutilio Manetti.

San Nicola. This medieval church built by 1097, was enlarged between 1297 and 1313 by the Augustinians, perhaps by the design of Giovanni Pisano. The octagonal belfry is from the second half of the 13th century. The paintings include the Madonna with Child by Francesco Traini (14th century) and St. Nicholas Saving Pisa from the Plague (15th century). Noteworthy are also the wood sculptures by Giovanni and Nino Pisano, and the Annunciation by Francesco di Valdambrino.

Santa Maria della Spina. A small white marble church alongside the Arno, is attributed to Lupo di Francesco (1230), is another excellent Gothic building.

San Paolo a Ripa d'Arno. The church was founded around 952 and enlarged in the mid-12th century along lines similar to those of the cathedral. It is annexed to the Romanesque Chapel of St. Agatha, with an unusual pyramidal cusp or peak.

San Pietro in Vinculis. Known as San Pierino, it is an 11th-century church with a crypt and a cosmatesque mosaic on the floor of the main nave.

 

Borgo Stretto. This medieval borgo or neighborhood contains strolling arcades and the Lungarno, the avenues along the river Arno. It includes the Gothic-Romanesque church of San Michele in Borgo (990). There are at least two other leaning towers in the city, one at the southern end of central Via Santa Maria, the other halfway through the Piagge riverside promenade.

Medici Palace. The palace was once a possession of the Appiano family, who ruled Pisa in 1392–1398. In 1400 the Medici acquired it, and Lorenzo de' Medici sojourned here.

Orto botanico di Pisa. The botanical garden of the University of Pisa is Europe's oldest university botanical garden.

Palazzo Reale. The ("Royal Palace"), once belonged to the Caetani patrician family. Here Galileo Galilei showed to Grand Duke of Tuscany the planets he had discovered with his telescope. The edifice was erected in 1559 by Baccio Bandinelli for Cosimo I de Medici, and was later enlarged including other palaces. The palace is now a museum.

Palazzo Gambacorti. This palace is a 14th-century Gothic building, and now houses the offices of the municipality. The interior shows frescoes boasting Pisa's sea victories.

Palazzo Agostini. The palace is a Gothic building also known as Palazzo dell'Ussero, with its 15th-century façade and remains of the ancient city walls dating back to before 1155. The name of the building comes from the coffee rooms of Caffè dell'Ussero, historic meeting place founded on September 1, 1775.

Mural Tuttomondo. A modern mural, the last public work by Keith Haring, on the rear wall of the convent of the Church of Sant'Antonio, painted in June 1989.

Museums

Museo dell'Opera del Duomo: exhibiting among others the original sculptures of Nicola Pisano and Giovanni Pisano, the Islamic Pisa Griffin, and the treasures of the cathedral.

Museo delle Sinopie: showing the sinopias from the camposanto, the monumental cemetery. These are red ocher underdrawings for frescoes, made with reddish, greenish or brownish earth colour with water.

Museo Nazionale di San Matteo: exhibiting sculptures and paintings from the 12th to 15th centuries, among them the masterworks of Giovanni and Andrea Pisano, the Master of San Martino, Simone Martini, Nino Pisano and Masaccio.

Museo Nazionale di Palazzo Reale: exhibiting the belongings of the families that lived in the palace: paintings, statues, armors, etc.

Museo Nazionale degli Strumenti per il Calcolo: exhibiting a collection of instruments used in science, between a pneumatic machine of Van Musschenbroek and a compass which probably belonged to Galileo Galilei.

Museo di storia naturale dell'Università di Pisa (Natural History Museum of the University of Pisa), located in the Certosa di Calci, outside the city. It houses one of the largest cetacean skeletons collection in Europe.

Palazzo Blu: temporary exhibitions and cultural activities center, located in the Lungarno, in the heart of the old town, the palace is easy recognizable because it is the only blue building.

Cantiere delle Navi di Pisa - The Pisa's Ancient Ships Archaeological Area: A museum of 10,650 square meters – 3,500 archaeological excavation, 1,700 laboratories and one restoration center – that visitors can visit with a guided tour.[19] The Museum opened in June 2019 and has been located inside to the 16th-century Medicean Arsenals in Lungarno Ranieri Simonelli, restored under the supervision of the Tuscany Soprintendenza. It hosts a remarkable collection of ceramics and amphoras dated back from the 8th century BCE to the 2nd century BC, and also 32 ships dated back from the second century BCE and the seventh century BC. Four of them are integrally preserved and the best one is the so-called Barca C, also named Alkedo (written in the ancient Greek characters). The first boat was accidentally discovered in 1998 near the Pisa San Rossore railway station and the archeological excavations were completed 20 years later.

 

Churches

St. Francis' Church

San Francesco

San Frediano

San Giorgio ai Tedeschi

San Michele in Borgo

San Nicola

San Paolo a Ripa d'Arno

San Paolo all'Orto

San Piero a Grado

San Pietro in Vinculis

San Sisto

San Tommaso delle Convertite

San Zeno

Santa Caterina

Santa Cristina

Santa Maria della Spina

Santo Sepolcro

 

Palaces, towers and villas

Palazzo della Carovana or dei Cavalieri.

Pisa by Oldypak lp photo

Pisa

Palazzo del Collegio Puteano

Palazzo della Carovana

Palazzo delle Vedove

Torre dei Gualandi

Villa di Corliano

Leaning Tower of Pisa

 

Sports

Football is the main sport in Pisa; the local team, A.C. Pisa, currently plays in the Serie B (the second highest football division in Italy), and has had a top flight history throughout the 1980s and the 1990s, featuring several world-class players such as Diego Simeone, Christian Vieri and Dunga during this time. The club play at the Arena Garibaldi – Stadio Romeo Anconetani, opened in 1919 and with a capacity of 25,000.

 

Notable people

For people born in Pisa, see People from the Province of Pisa; among notable non-natives long resident in the city:

 

Giuliano Amato (born 1938), politician, former Premier and Minister of Interior Affairs

Alessandro d'Ancona (1835–1914), critic and writer.

Silvano Arieti (1914–1981), psychiatrist

Gaetano Bardini (1926–2017), tenor

Andrea Bocelli (born 1958), tenor and multi-instrumentalist.

Giosuè Carducci (1835–1907), poet and 1906 Nobel Prize in Literature winner.

Massimo Carmassi (born 1943), architect

Carlo Azeglio Ciampi (1920–2016), politician, former President of the Republic of Italy

Maria Luisa Cicci (1760–1794), poet

Giovanni Carlo Maria Clari (1677–1754), a musical composer and maestro di cappella at Pistoia.

Alessio Corti (born 1965), mathematician

Rustichello da Pisa (born 13th century), writer

Giovanni Battista Donati (1826–1873), an Italian astronomer.

Leonardo Fibonacci (1170–1250), mathematician.

Galileo Galilei (1564–1642), physicist.

Giovanni Gentile (1875–1944), philosopher and politician

Orazio Gentileschi (1563–1639), painter.

Count Ugolino della Gherardesca (1214–1289), noble (see also Dante Alighieri).

Giovanni Gronchi (1887–1978), politician, former President of the Republic of Italy

Giacomo Leopardi [1798–1837), poet and philosopher.

Enrico Letta (born 1966), politician, former Prime Minister of Italy

Marco Malvaldi (born 1974), mystery novelist

Leonardo Ortolani (born 1967), comic writer

Antonio Pacinotti (1841–1912), physicist, inventor of the dynamo

Andrea Pisano (1290–1348), a sculptor and architect.

Afro Poli (1902–1988), an operatic baritone

Bruno Pontecorvo (1913–1993), nuclear physicist

Gillo Pontecorvo (1919–2006), filmmaker

Ippolito Rosellini (1800–1843), an Egyptologist.

Paolo Savi (1798–1871), geologist and ornithologist.

Antonio Tabucchi (1943–2012), writer and academic

Sport

Jason Acuña (born 1973), Stunt performer

Sergio Bertoni (1915–1995), footballer

Giorgio Chiellini (born 1984), footballer

Camila Giorgi (born 1991), tennis player

For a couple years I worked as a roofer, and having roof top delivery of materials is a life saver. I included as many details as I could on the roof, but the rest of the house is a bit lacking.

Still, not bad for my first diorama.

 

There is one big mistake being made in this diorama, and whoever spots it gets an imaginary cookie!

Replacing an earlier scanned slide with a better version 26-Oct-21 (DeNoise AI).

 

Air Manchester was another short lived airline. They took delivery of this, their only aircraft, in Apr-82, It operated it's 1st service on 03-Jun-82 and they'd gone three months later, by the beginning of Sep-82.

 

Delivered to Autair International Airways in Mar-68 as G-AVOE, it was sold to Cambrian Airways in Jan-70. Cambrian was merged into British Airways in Apr-76.

 

The aircraft was sold to British Aerospace in Nov-78 and leased back to British Airways. It was returned to B.Ae and sold to Air Manchester in Apr-82 as G-SURE. Air Manchester was taken over by British Air Ferries in Sep-82 and the aircraft was sold back to British Aerospace in Nov-82.

 

It was stored at Lasham, UK, registered as G-AVOE again and leased to Dan-Air Services in May-83 for the summer season, returning to B.Ae in Sep-83. It was sold to Britt Airways (USA) in Jun-84 as N390BA.

 

In Sep-87 it was sold to Okada Air, Nigeria, as 5N-AYS. It was stored at Benin City, Nigeria, in 1991 and broken up there in Oct-92.

Saliha Sultan Fountain, a typical square fountain of 18th century Ottoman architecture, was built on the order of Valide Saliha Sultan, mother of Sultan Mahmud I, by the architect Mehmet Ağa. In the style of the Tulip Period of architecture, the foundation is adorned with marble floral motifs. This decorative layer was partially demounted in 1910 by Kemal Altan to be renovated, but it couldn’t be replaced for some years because of the First World War. The second restoration was perfomed by Ali Saim Ülgen between 1952 and 1953. With the construction of a new road in front of the fountain, its position within the square was lost. Having not been in use for many years, the fountain was restored in the 1990s by Pious Foundations and is now functioning once again.

 

SALT Research, Söylemezoğlu Archive

  

Saliha Sultan Çeşmesi, 18. yüzyılda kamusal mekânı tanımlamak ve zenginleştirmek üzere inşa edilmiş meydan çeşmelerindendir. Tümüyle mermer kaplı olan çeşme, tipik bir Lale Devri yapısı özelliği olan bitki motifleriyle dikkati çeker. 1732-1733’te, I. Mahmud’un annesi Valide Saliha Sultan tarafından, mimarbaşı Kayserili Mehmet Ağa’ya yaptırıldı. 1910’da Kemal Altan tarafından restore edilmek üzere kısmen söküldü ama araya Birinci Dünya Savaşı’nın girmesiyle restorasyon uzunca bir süre tamamlanamadı. İkinci restorasyon çalışması, 1952-1953’te Ali Saim Ülgen tarafından yapıldı. Daha sonra önünden geçirilen yolla meydan çeşmesi olma özelliğini yitirdi. Uzun yıllar atıl vaziyette durduktan sonra, 1990’larda Vakıflar Genel Müdürlüğü tarafından onarılarak yeniden çeşme olarak işlev görmeye başladı.

 

SALT Araştırma, Söylemezoğlu Arşivi

 

Repository: SALT Research

 

Rights Info: This material can be used under Creative Commons Attribution-NonCommercial-NoDerivatives 4.0 International (CC BY-NC-ND 4.0) license.

en.wikipedia.org/wiki/Beamish_Museum

 

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. It is an educational resource, and also helps to preserve some traditional and rare north-country livestock breeds.

 

History

Genesis

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.

 

Establishment and expansion

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.[8] Further additions to the Town came in 1994 with the opening of the sweet shop and motor garage, 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)[28] 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.

 

Remaking Beamish

A major development, named 'Remaking Beamish', was approved by Durham County Council in April 2016, with £10.7m having been raised from the Heritage Lottery Fund and £3.3m from other sources.

 

As of September 2022, new exhibits as part of this project have included a quilter's cottage, a welfare hall, 1950s terrace, recreation park, bus depot, and 1950s farm (all discussed in the relevant sections of this article). The coming years will see replicas of aged miners' homes from South Shields, a cinema from Ryhope, and social housing will feature a block of four relocated Airey houses, prefabricated concrete homes originally designed by Sir Edwin Airey, which previously stood in Kibblesworth. Then-recently vacated and due for demolition, they were instead offered to the museum by The Gateshead Housing Company and accepted in 2012.

 

Museum site

The approximately 350-acre (1.4 km2) current site, once belonging to the Eden and Shafto families, is a basin-shaped steep-sided valley with woodland areas, a river, some level ground and a south-facing aspect.

 

Visitors enter the site through an entrance arch formed by a steam hammer, across a former opencast mining site and through a converted stable block (from Greencroft, near Lanchester, County Durham).

 

Visitors can navigate the site via assorted marked footpaths, including adjacent (or near to) the entire tramway oval. According to the museum, it takes 20 minutes to walk at a relaxed pace from the entrance to the town. The tramway oval serves as both an exhibit and as a free means of transport around the site for visitors, with stops at the entrance (south), Home Farm (west), Pockerley (east) and the Town (north). Visitors can also use the museum's buses as a free form of transport between various parts of the museum. Although visitors can also ride on the Town railway and Pockerley Waggonway, these do not form part of the site's transport system (as they start and finish from the same platforms).

 

Governance

Beamish was the first English museum to be financed and administered by a consortium of county councils (Cleveland, Durham, Northumberland and Tyne and Wear) The museum is now operated as a registered charity, but continues to receive support from local authorities - Durham County Council, Sunderland City Council, Gateshead Council, South Tyneside Council and North Tyneside Council. The supporting Friends of Beamish organisation was established in 1968. Frank Atkinson retired as director in 1987. The museum has been 96% self-funding for some years (mainly from admission charges).

 

Sections of the museum

1913

The town area, officially opened in 1985, depicts chiefly Victorian buildings in an evolved urban setting of 1913.

 

Tramway

The Beamish Tramway is 1.5 miles (2.4 km) long, with four passing loops. The line makes a circuit of the museum site forming an important element of the visitor transportation system.

 

The first trams began operating on a short demonstration line in 1973, with the whole circle in operation by 1993.[8] It represents the era of electric powered trams, which were being introduced to meet the needs of growing towns and cities across the North East from the late 1890s, replacing earlier horse drawn systems.

 

Bakery

Presented as Joseph Herron, Baker & Confectioner, the bakery was opened in 2013 and features working ovens which produce food for sale to visitors. A two-storey curved building, only the ground floor is used as the exhibit. A bakery has been included to represent the new businesses which sprang up to cater for the growing middle classes - the ovens being of the modern electric type which were growing in use. The building was sourced from Anfield Plain (which had a bakery trading as Joseph Herron), and was moved to Beamish in the late 1970s and early 1980s. The frontage features a stained glass from a baker's shop in South Shields. It also uses fittings from Stockton-on-Tees.

 

Motor garage

Presented as Beamish Motor & Cycle Works, the motor garage opened in 1994. Reflecting the custom nature of the early motor trade, where only one in 232 people owned a car in 1913, the shop features a showroom to the front (not accessible to visitors), with a garage area to the rear, accessed via the adjacent archway. The works is a replica of a typical garage of the era. Much of the museum's car, motorcycle and bicycle collection, both working and static, is stored in the garage. The frontage has two storeys, but the upper floor is only a small mezzanine and is not used as part of the display.

 

Department Store

Presented as the Annfield Plain Industrial Co-operative Society Ltd, (but more commonly referred to as the Anfield Plain Co-op Store) this department store opened in 1984, and was relocated to Beamish from Annfield Plain in County Durham. The Annfield Plain co-operative society was originally established in 1870, with the museum store stocking various products from the Co-operative Wholesale Society (CWS), established 1863. A two-storey building, the ground floor comprises the three departments - grocery, drapery and hardware; the upper floor is taken up by the tea rooms (accessed from Redman Park via a ramp to the rear). Most of the items are for display only, but a small amount of goods are sold to visitors. The store features an operational cash carrier system, of the Lamson Cash Ball design - common in many large stores of the era, but especially essential to Co-ops, where customer's dividends had to be logged.

 

Ravensworth Terrace

Ravensworth Terrace is a row of terraced houses, presented as the premises and living areas of various professionals. Representing the expanding housing stock of the era, it was relocated from its original site on Bensham Bank, having been built for professionals and tradesmen between 1830 and 1845. Original former residents included painter John Wilson Carmichael and Gateshead mayor Alexander Gillies. Originally featuring 25 homes, the terrace was to be demolished when the museum saved it in the 1970s, reconstructing six of them on the Town site between 1980 and 1985. They are two storey buildings, with most featuring display rooms on both floors - originally the houses would have also housed a servant in the attic. The front gardens are presented in a mix of the formal style, and the natural style that was becoming increasingly popular.

 

No. 2 is presented as the home of Miss Florence Smith, a music teacher, with old fashioned mid-Victorian furnishings as if inherited from her parents. No. 3 & 4 is presented as the practice and home respectively (with a knocked through door) of dentist J. Jones - the exterior nameplate having come from the surgery of Mr. J. Jones in Hartlepool. Representing the state of dental health at the time, it features both a check-up room and surgery for extraction, and a technicians room for creating dentures - a common practice at the time being the giving to daughters a set on their 21st birthday, to save any future husband the cost at a later date. His home is presented as more modern than No.2, furnished in the Edwardian style the modern day utilities of an enamelled bathroom with flushing toilet, a controllable heat kitchen range and gas cooker. No. 5 is presented as a solicitor's office, based on that of Robert Spence Watson, a Quaker from Newcastle. Reflecting the trade of the era, downstairs is laid out as the partner's or principal office, and the general or clerk's office in the rear. Included is a set of books sourced from ER Hanby Holmes, who practised in Barnard Castle.

 

Pub

Presented as The Sun Inn, the pub opened in the town in 1985. It had originally stood in Bondgate in Bishop Auckland, and was donated to the museum by its final owners, the Scottish and Newcastle Breweries. Originally a "one-up one down" cottage, the earliest ownership has been traced to James Thompson, on 21 January 1806. Known as The Tiger Inn until the 1850s, from 1857 to 1899 under the ownership of the Leng family, it flourished under the patronage of miners from Newton Cap and other collieries. Latterly run by Elsie Edes, it came under brewery ownership in the 20th Century when bought by S&N antecedent, James Deuchar Ltd. The pub is fully operational, and features both a front and back bar, the two stories above not being part of the exhibit. The interior decoration features the stuffed racing greyhound Jake's Bonny Mary, which won nine trophies before being put on display in The Gerry in White le Head near Tantobie.

 

Town stables

Reflecting the reliance on horses for a variety of transport needs in the era, the town features a centrally located stables, situated behind the sweet shop, with its courtyard being accessed from the archway next to the pub. It is presented as a typical jobmaster's yard, with stables and a tack room in the building on its north side. A small, brick built open air, carriage shed is sited on the back of the printworks building. On the east side of the courtyard is a much larger metal shed (utilising iron roof trusses from Fleetwood), arranged mainly as carriage storage, but with a blacksmith's shop in the corner. The building on the west side of the yard is not part of any display. The interior fittings for the harness room came from Callaly Caste. Many of the horses and horse-drawn vehicles used by the museum are housed in the stables and sheds.

 

Printer, stationer and newspaper branch office

Presented as the Beamish Branch Office of the Northern Daily Mail and the Sunderland Daily Echo, the two storey replica building was built in the mid-1980s and represents the trade practices of the era. Downstairs, on the right, is the branch office, where newspapers would be sold directly and distributed to local newsagents and street vendors, and where orders for advertising copy would be taken. Supplementing it is a stationer's shop on the left hand side, with both display items and a small number of gift items on public sale. Upstairs is a jobbing printers workshop, which would not produce the newspapers, but would instead print leaflets, posters and office stationery. Split into a composing area and a print shop, the shop itself has a number of presses - a Columbian built in 1837 by Clymer and Dixon, an Albion dating back to 1863, an Arab Platen of c. 1900, and a Wharfedale flat bed press, built by Dawson & Son in around 1870. Much of the machinery was sourced from the print works of Jack Ascough's of Barnard Castle. Many of the posters seen around the museum are printed in the works, with the operation of the machinery being part of the display.

 

Sweet shop

Presented as Jubilee Confectioners, the two storey sweet shop opened in 1994 and is meant to represent the typical family run shops of the era, with living quarters above the shop (the second storey not being part of the display). To the front of the ground floor is a shop, where traditional sweets and chocolate (which was still relatively expensive at the time) are sold to visitors, while in the rear of the ground floor is a manufacturing area where visitors can view the techniques of the time (accessed via the arched walkway on the side of the building). The sweet rollers were sourced from a variety of shops and factories.

 

Bank

Presented as a branch of Barclays Bank (Barclay & Company Ltd) using period currency, the bank opened in 1999. It represents the trend of the era when regional banks were being acquired and merged into national banks such as Barclays, formed in 1896. Built to a three-storey design typical of the era, and featuring bricks in the upper storeys sourced from Park House, Gateshead, the Swedish imperial red shade used on the ground floor frontage is intended to represent stability and security. On the ground floor are windows for bank tellers, plus the bank manager's office. Included in a basement level are two vaults. The upper two storeys are not part of the display. It features components sourced from Southport and Gateshead

 

Masonic Hall

The Masonic Hall opened in 2006, and features the frontage from a former masonic hall sited in Park Terrace, Sunderland. Reflecting the popularity of the masons in North East England, as well as the main hall, which takes up the full height of the structure, in a small two story arrangement to the front of the hall is also a Robing Room and the Tyler's Room on the ground floor, and a Museum Room upstairs, featuring display cabinets of masonic regalia donated from various lodges. Upstairs is also a class room, with large stained glass window.

 

Chemist and photographer

Presented as W Smith's Chemist and JR & D Edis Photographers, a two-storey building housing both a chemist and photographers shops under one roof opened on 7 May 2016 and represents the growing popularity of photography in the era, with shops often growing out of or alongside chemists, who had the necessary supplies for developing photographs. The chemist features a dispensary, and equipment from various shops including John Walker, inventor of the friction match. The photographers features a studio, where visitors can dress in period costume and have a photograph taken. The corner building is based on a real building on Elvet Bridge in Durham City, opposite the Durham Marriot Hotel (the Royal County), although the second storey is not part of the display. The chemist also sells aerated water (an early form of carbonated soft drinks) to visitors, sold in marble-stopper sealed Codd bottles (although made to a modern design to prevent the safety issue that saw the original bottles banned). Aerated waters grew in popularity in the era, due to the need for a safe alternative to water, and the temperance movement - being sold in chemists due to the perception they were healthy in the same way mineral waters were.

 

Costing around £600,000 and begun on 18 August 2014, the building's brickwork and timber was built by the museum's own staff and apprentices, using Georgian bricks salvaged from demolition works to widen the A1. Unlike previous buildings built on the site, the museum had to replicate rather than relocate this one due to the fact that fewer buildings are being demolished compared to the 1970s, and in any case it was deemed unlikely one could be found to fit the curved shape of the plot. The studio is named after a real business run by John Reed Edis and his daughter Daisy. Mr Edis, originally at 27 Sherburn Road, Durham, in 1895, then 52 Saddler Street from 1897. The museum collection features several photographs, signs and equipment from the Edis studio. The name for the chemist is a reference to the business run by William Smith, who relocated to Silver Street, near the original building, in 1902. According to records, the original Edis company had been supplied by chemicals from the original (and still extant) Smith business.

 

Redman Park

Redman Park is a small lawned space with flower borders, opposite Ravensworth Terrace. Its centrepiece is a Victorian bandstand sourced from Saltwell Park, where it stood on an island in the middle of a lake. It represents the recognised need of the time for areas where people could relax away from the growing industrial landscape.

 

Other

Included in the Town are drinking fountains and other period examples of street furniture. In between the bank and the sweet shop is a combined tram and bus waiting room and public convenience.

 

Unbuilt

When construction of the Town began, the projected town plan incorporated a market square and buildings including a gas works, fire station, ice cream parlour (originally the Central Cafe at Consett), a cast iron bus station from Durham City, school, public baths and a fish and chip shop.

 

Railway station

East of the Town is the Railway Station, depicting a typical small passenger and goods facility operated by the main railway company in the region at the time, the North Eastern Railway (NER). A short running line extends west in a cutting around the north side of the Town itself, with trains visible from the windows of the stables. It runs for a distance of 1⁄4 mile - the line used to connect to the colliery sidings until 1993 when it was lifted between the town and the colliery so that the tram line could be extended. During 2009 the running line was relaid so that passenger rides could recommence from the station during 2010.

 

Rowley station

Representing passenger services is Rowley Station, a station building on a single platform, opened in 1976, having been relocated to the museum from the village of Rowley near Consett, just a few miles from Beamish.

 

The original Rowley railway station was opened in 1845 (as Cold Rowley, renamed Rowley in 1868) by the NER antecedent, the Stockton and Darlington Railway, consisting of just a platform. Under NER ownership, as a result of increasing use, in 1873 the station building was added. As demand declined, passenger service was withdrawn in 1939, followed by the goods service in 1966. Trains continued to use the line for another three years before it closed, the track being lifted in 1970. Although in a state of disrepair, the museum acquired the building, dismantling it in 1972, being officially unveiled in its new location by railway campaigner and poet, Sir John Betjeman.

 

The station building is presented as an Edwardian station, lit by oil lamp, having never been connected to gas or electricity supplies in its lifetime. It features both an open waiting area and a visitor accessible waiting room (western half), and a booking and ticket office (eastern half), with the latter only visible from a small viewing entrance. Adorning the waiting room is a large tiled NER route map.

 

Signal box

The signal box dates from 1896, and was relocated from Carr House East near Consett. It features assorted signalling equipment, basic furnishings for the signaller, and a lever frame, controlling the stations numerous points, interlocks and semaphore signals. The frame is not an operational part of the railway, the points being hand operated using track side levers. Visitors can only view the interior from a small area inside the door.

 

Goods shed

The goods shed is originally from Alnwick. The goods area represents how general cargo would have been moved on the railway, and for onward transport. The goods shed features a covered platform where road vehicles (wagons and carriages) can be loaded with the items unloaded from railway vans. The shed sits on a triangular platform serving two sidings, with a platform mounted hand-crane, which would have been used for transhipment activity (transfer of goods from one wagon to another, only being stored for a short time on the platform, if at all).

 

Coal yard

The coal yard represents how coal would have been distributed from incoming trains to local merchants - it features a coal drop which unloads railway wagons into road going wagons below. At the road entrance to the yard is a weighbridge (with office) and coal merchant's office - both being appropriately furnished with display items, but only viewable from outside.

 

The coal drop was sourced from West Boldon, and would have been a common sight on smaller stations. The weighbridge came from Glanton, while the coal office is from Hexham.

 

Bridges and level crossing

The station is equipped with two footbridges, a wrought iron example to the east having come from Howden-le-Wear, and a cast iron example to the west sourced from Dunston. Next to the western bridge, a roadway from the coal yard is presented as crossing the tracks via a gated level crossing (although in reality the road goes nowhere on the north side).

 

Waggon and Iron Works

Dominating the station is the large building externally presented as Beamish Waggon and Iron Works, estd 1857. In reality this is the Regional Museums Store (see below), although attached to the north side of the store are two covered sidings (not accessible to visitors), used to service and store the locomotives and stock used on the railway.

 

Other

A corrugated iron hut adjacent to the 'iron works' is presented as belonging to the local council, and houses associated road vehicles, wagons and other items.

 

Fairground

Adjacent to the station is an events field and fairground with a set of Frederick Savage built steam powered Gallopers dating from 1893.

 

Colliery

Presented as Beamish Colliery (owned by James Joicey & Co., and managed by William Severs), the colliery represents the coal mining industry which dominated the North East for generations - the museum site is in the former Durham coalfield, where 165,246 men and boys worked in 304 mines in 1913. By the time period represented by Beamish's 1900s era, the industry was booming - production in the Great Northern Coalfield had peaked in 1913, and miners were relatively well paid (double that of agriculture, the next largest employer), but the work was dangerous. Children could be employed from age 12 (the school leaving age), but could not go underground until 14.

 

Deep mine

Reconstructed pitworks buildings showing winding gear

Dominating the colliery site are the above ground structures of a deep (i.e. vertical shaft) mine - the brick built Winding Engine House, and the red painted wooden Heapstead. These were relocated to the museum (which never had its own vertical shaft), the winding house coming from Beamish Chophill Colliery, and the Heapstead from Ravensworth Park Mine in Gateshead. The winding engine and its enclosing house are both listed.

 

The winding engine was the source of power for hauling miners, equipment and coal up and down the shaft in a cage, the top of the shaft being in the adjacent heapstead, which encloses the frame holding the wheel around which the hoist cable travels. Inside the Heapstead, tubs of coal from the shaft were weighed on a weighbridge, then tipped onto jigging screens, which sifted the solid lumps from small particles and dust - these were then sent along the picking belt, where pickers, often women, elderly or disabled people or young boys (i.e. workers incapable of mining), would separate out unwanted stone, wood and rubbish. Finally, the coal was tipped onto waiting railway wagons below, while the unwanted waste sent to the adjacent heap by an external conveyor.

 

Chophill Colliery was closed by the National Coal Board in 1962, but the winding engine and tower were left in place. When the site was later leased, Beamish founder Frank Atkinson intervened to have both spot listed to prevent their demolition. After a protracted and difficult process to gain the necessary permissions to move a listed structure, the tower and engine were eventually relocated to the museum, work being completed in 1976. The winding engine itself is the only surviving example of the type which was once common, and was still in use at Chophill upon its closure. It was built in 1855 by J&G Joicey of Newcastle, to an 1800 design by Phineas Crowther.

 

Inside the winding engine house, supplementing the winding engine is a smaller jack engine, housed in the rear. These were used to lift heavy equipment, and in deep mines, act as a relief winding engine.

 

Outdoors, next to the Heapstead, is a sinking engine, mounted on red bricks. Brought to the museum from Silksworth Colliery in 1971, it was built by Burlington's of Sunderland in 1868 and is the sole surviving example of its kind. Sinking engines were used for the construction of shafts, after which the winding engine would become the source of hoist power. It is believed the Silksworth engine was retained because it was powerful enough to serve as a backup winding engine, and could be used to lift heavy equipment (i.e. the same role as the jack engine inside the winding house).

 

Drift mine

The Mahogany Drift Mine is original to Beamish, having opened in 1855 and after closing, was brought back into use in 1921 to transport coal from Beamish Park Drift to Beamish Cophill Colliery. It opened as a museum display in 1979. Included in the display is the winding engine and a short section of trackway used to transport tubs of coal to the surface, and a mine office. Visitor access into the mine shaft is by guided tour.

 

Lamp cabin

The Lamp Cabin opened in 2009, and is a recreation of a typical design used in collieries to house safety lamps, a necessary piece of equipment for miners although were not required in the Mahogany Drift Mine, due to it being gas-free. The building is split into two main rooms; in one half, the lamp cabin interior is recreated, with a collection of lamps on shelves, and the system of safety tokens used to track which miners were underground. Included in the display is a 1927 Hailwood and Ackroyd lamp-cleaning machine sourced from Morrison Busty Colliery in Annfield Plain. In the second room is an educational display, i.e., not a period interior.

 

Colliery railways

The colliery features both a standard gauge railway, representing how coal was transported to its onward destination, and narrow-gauge typically used by Edwardian collieries for internal purposes. The standard gauge railway is laid out to serve the deep mine - wagons being loaded by dropping coal from the heapstead - and runs out of the yard to sidings laid out along the northern-edge of the Pit Village.

 

The standard gauge railway has two engine sheds in the colliery yard, the smaller brick, wood and metal structure being an operational building; the larger brick-built structure is presented as Beamish Engine Works, a reconstruction of an engine shed formerly at Beamish 2nd Pit. Used for locomotive and stock storage, it is a long, single track shed featuring a servicing pit for part of its length. Visitors can walk along the full length in a segregated corridor. A third engine shed in brick (lower half) and corrugated iron has been constructed at the southern end of the yard, on the other side of the heapstead to the other two sheds, and is used for both narrow and standard gauge vehicles (on one road), although it is not connected to either system - instead being fed by low-loaders and used for long-term storage only.

 

The narrow gauge railway is serviced by a corrugate iron engine shed, and is being expanded to eventually encompass several sidings.

 

There are a number of industrial steam locomotives (including rare examples by Stephen Lewin from Seaham and Black, Hawthorn & Co) and many chaldron wagons, the region's traditional type of colliery railway rolling stock, which became a symbol of Beamish Museum. The locomotive Coffee Pot No 1 is often in steam during the summer.

 

Other

On the south eastern corner of the colliery site is the Power House, brought to the museum from Houghton Colliery. These were used to store explosives.

 

Pit Village

Alongside the colliery is the pit village, representing life in the mining communities that grew alongside coal production sites in the North East, many having come into existence solely because of the industry, such as Seaham Harbour, West Hartlepool, Esh Winning and Bedlington.

 

Miner's Cottages

The row of six miner's cottages in Francis Street represent the tied-housing provided by colliery owners to mine workers. Relocated to the museum in 1976, they were originally built in the 1860s in Hetton-le-Hole by Hetton Coal Company. They feature the common layout of a single-storey with a kitchen to the rear, the main room of the house, and parlour to the front, rarely used (although it was common for both rooms to be used for sleeping, with disguised folding "dess" beds common), and with children sleeping in attic spaces upstairs. In front are long gardens, used for food production, with associated sheds. An outdoor toilet and coal bunker were in the rear yards, and beyond the cobbled back lane to their rear are assorted sheds used for cultivation, repairs and hobbies. Chalkboard slates attached to the rear wall were used by the occupier to tell the mine's "knocker up" when they wished to be woken for their next shift.

 

No.2 is presented as a Methodist family's home, featuring good quality "Pitman's mahogany" furniture; No.3 is presented as occupied by a second generation well off Irish Catholic immigrant family featuring many items of value (so they could be readily sold off in times of need) and an early 1890s range; No.3 is presented as more impoverished than the others with just a simple convector style Newcastle oven, being inhabited by a miner's widow allowed to remain as her son is also a miner, and supplementing her income doing laundry and making/mending for other families. All the cottages feature examples of the folk art objects typical of mining communities. Also included in the row is an office for the miner's paymaster.[11] In the rear alleyway of the cottages is a communal bread oven, which were commonplace until miner's cottages gradually obtained their own kitchen ranges. They were used to bake traditional breads such as the Stottie, as well as sweet items, such as tea cakes. With no extant examples, the museum's oven had to be created from photographs and oral history.

 

School

The school opened in 1992, and represents the typical board school in the educational system of the era (the stone built single storey structure being inscribed with the foundation date of 1891, Beamish School Board), by which time attendance at a state approved school was compulsory, but the leaving age was 12, and lessons featured learning by rote and corporal punishment. The building originally stood in East Stanley, having been set up by the local school board, and would have numbered around 150 pupils. Having been donated by Durham County Council, the museum now has a special relationship with the primary school that replaced it. With separate entrances and cloakrooms for boys and girls at either end, the main building is split into three class rooms (all accessible to visitors), connected by a corridor along the rear. To the rear is a red brick bike shed, and in the playground visitors can play traditional games of the era.

 

Chapel

Pit Hill Chapel opened in 1990, and represents the Wesleyan Methodist tradition which was growing in North East England, with the chapels used for both religious worship and as community venues, which continue in its role in the museum display. Opened in the 1850s, it originally stood not far from its present site, having been built in what would eventually become Beamish village, near the museum entrance. A stained glass window of The Light of The World by William Holman Hunt came from a chapel in Bedlington. A two handled Love Feast Mug dates from 1868, and came from a chapel in Shildon Colliery. On the eastern wall, above the elevated altar area, is an angled plain white surface used for magic lantern shows, generated using a replica of the double-lensed acetylene gas powered lanterns of the period, mounted in the aisle of the main seating area. Off the western end of the hall is the vestry, featuring a small library and communion sets from Trimdon Colliery and Catchgate.

 

Fish bar

Presented as Davey's Fried Fish & Chip Potato Restaurant, the fish and chip shop opened in 2011, and represents the typical style of shop found in the era as they were becoming rapidly popular in the region - the brick built Victorian style fryery would most often have previously been used for another trade, and the attached corrugated iron hut serves as a saloon with tables and benches, where customers would eat and socialise. Featuring coal fired ranges using beef-dripping, the shop is named in honour of the last coal fired shop in Tyneside, in Winlaton Mill, and which closed in 2007. Latterly run by brothers Brian and Ramsay Davy, it had been established by their grandfather in 1937. The serving counter and one of the shop's three fryers, a 1934 Nuttal, came from the original Davy shop. The other two fryers are a 1920s Mabbott used near Chester until the 1960s, and a GW Atkinson New Castle Range, donated from a shop in Prudhoe in 1973. The latter is one of only two known late Victorian examples to survive. The decorative wall tiles in the fryery came to the museum in 1979 from Cowes Fish and Game Shop in Berwick upon Tweed. The shop also features both an early electric and hand-powered potato rumblers (cleaners), and a gas powered chip chopper built around 1900. Built behind the chapel, the fryery is arranged so the counter faces the rear, stretching the full length of the building. Outside is a brick built row of outdoor toilets. Supplementing the fish bar is the restored Berriman's mobile chip van, used in Spennymoor until the early 1970s.

 

Band hall

The Hetton Silver Band Hall opened in 2013, and features displays reflecting the role colliery bands played in mining life. Built in 1912, it was relocated from its original location in South Market Street, Hetton-le-Hole, where it was used by the Hetton Silver Band, founded in 1887. They built the hall using prize money from a music competition, and the band decided to donate the hall to the museum after they merged with Broughtons Brass Band of South Hetton (to form the Durham Miners' Association Brass Band). It is believed to be the only purpose built band hall in the region. The structure consists of the main hall, plus a small kitchen to the rear; as part of the museum it is still used for performances.

 

Pit pony stables

The Pit Pony Stables were built in 2013/14, and house the museum's pit ponies. They replace a wooden stable a few metres away in the field opposite the school (the wooden structure remaining). It represents the sort of stables that were used in drift mines (ponies in deep mines living their whole lives underground), pit ponies having been in use in the north east as late as 1994, in Ellington Colliery. The structure is a recreation of an original building that stood at Rickless Drift Mine, between High Spen and Greenside; it was built using a yellow brick that was common across the Durham coalfield.

 

Other

Doubling as one of the museum's refreshment buildings, Sinker's Bait Cabin represents the temporary structures that would have served as living quarters, canteens and drying areas for sinkers, the itinerant workforce that would dig new vertical mine shafts.

 

Representing other traditional past-times, the village fields include a quoits pitch, with another refreshment hut alongside it, resembling a wooden clubhouse.

 

In one of the fields in the village stands the Cupola, a small round flat topped brick built tower; such structures were commonly placed on top of disused or ventilation shafts, also used as an emergency exit from the upper seams.

 

The Georgian North (1825)

A late Georgian landscape based around the original Pockerley farm represents the period of change in the region as transport links were improved and as agriculture changed as machinery and field management developed, and breeding stock was improved. It became part of the museum in 1990, having latterly been occupied by a tenant farmer, and was opened as an exhibit in 1995. The hill top position suggests the site was the location of an Iron Age fort - the first recorded mention of a dwelling is in the 1183 Buke of Boldon (the region's equivalent of the Domesday Book). The name Pockerley has Saxon origins - "Pock" or "Pokor" meaning "pimple of bag-like" hill, and "Ley" meaning woodland clearing.

 

The surrounding farmlands have been returned to a post-enclosure landscape with ridge and furrow topography, divided into smaller fields by traditional riven oak fencing. The land is worked and grazed by traditional methods and breeds.

 

Pockerley Old Hall

The estate of Pockerley Old Hall is presented as that of a well off tenant farmer, in a position to take advantage of the agricultural advances of the era. The hall itself consists of the Old House, which is adjoined (but not connected to) the New House, both south facing two storey sandstone built buildings, the Old House also having a small north–south aligned extension. Roof timbers in the sandstone built Old House have been dated to the 1440s, but the lower storey (the undercroft) may be from even earlier. The New House dates to the late 1700s, and replaced a medieval manor house to the east of the Old House as the main farm house - once replaced itself, the Old House is believed to have been let to the farm manager. Visitors can access all rooms in the New and Old House, except the north–south extension which is now a toilet block. Displays include traditional cooking, such as the drying of oatcakes over a wooden rack (flake) over the fireplace in the Old House.

 

Inside the New House the downstairs consists of a main kitchen and a secondary kitchen (scullery) with pantry. It also includes a living room, although as the main room of the house, most meals would have been eaten in the main kitchen, equipped with an early range, boiler and hot air oven. Upstairs is a main bedroom and a second bedroom for children; to the rear (i.e. the colder, north side), are bedrooms for a servant and the servant lad respectively. Above the kitchen (for transferred warmth) is a grain and fleece store, with attached bacon loft, a narrow space behind the wall where bacon or hams, usually salted first, would be hung to be smoked by the kitchen fire (entering through a small door in the chimney).

 

Presented as having sparse and more old fashioned furnishings, the Old House is presented as being occupied in the upper story only, consisting of a main room used as the kitchen, bedroom and for washing, with the only other rooms being an adjoining second bedroom and an overhanging toilet. The main bed is an oak box bed dating to 1712, obtained from Star House in Baldersdale in 1962. Originally a defensive house in its own right, the lower level of the Old House is an undercroft, or vaulted basement chamber, with 1.5 metre thick walls - in times of attack the original tenant family would have retreated here with their valuables, although in its later use as the farm managers house, it is now presented as a storage and work room, housing a large wooden cheese press.[68] More children would have slept in the attic of the Old House (not accessible as a display).

 

To the front of the hall is a terraced garden featuring an ornamental garden with herbs and flowers, a vegetable garden, and an orchard, all laid out and planted according to the designs of William Falla of Gateshead, who had the largest nursery in Britain from 1804 to 1830.

 

The buildings to the east of the hall, across a north–south track, are the original farmstead buildings dating from around 1800. These include stables and a cart shed arranged around a fold yard. The horses and carts on display are typical of North Eastern farms of the era, Fells or Dales ponies and Cleveland Bay horses, and two wheeled long carts for hilly terrain (as opposed to four wheel carts).

 

Pockerley Waggonway

The Pockerley Waggonway opened in 2001, and represents the year 1825, as the year the Stockton and Darlington Railway opened. Waggonways had appeared around 1600, and by the 1800s were common in mining areas - prior to 1800 they had been either horse or gravity powered, before the invention of steam engines (initially used as static winding engines), and later mobile steam locomotives.

 

Housing the locomotives and rolling stock is the Great Shed, which opened in 2001 and is based on Timothy Hackworth's erecting shop, Shildon railway works, and incorporating some material from Robert Stephenson and Company's Newcastle works. Visitors can walk around the locomotives in the shed, and when in steam, can take rides to the end of the track and back in the line's assorted rolling stock - situated next to the Great Shed is a single platform for passenger use. In the corner of the main shed is a corner office, presented as a locomotive designer's office (only visible to visitors through windows). Off the pedestrian entrance in the southern side is a room presented as the engine crew's break room. Atop the Great Shed is a weather vane depicting a waggonway train approaching a cow, a reference to a famous quote by George Stephenson when asked by parliament in 1825 what would happen in such an eventuality - "very awkward indeed - for the coo!".

 

At the far end of the waggonway is the (fictional) coal mine Pockerley Gin Pit, which the waggonway notionally exists to serve. The pit head features a horse powered wooden whim gin, which was the method used before steam engines for hauling men and material up and down mineshafts - coal was carried in corves (wicker baskets), while miners held onto the rope with their foot in an attached loop.

 

Wooden waggonway

Following creation of the Pockerley Waggonway, the museum went back a chapter in railway history to create a horse-worked wooden waggonway.

 

St Helen's Church

St Helen's Church represents a typical type of country church found in North Yorkshire, and was relocated from its original site in Eston, North Yorkshire. It is the oldest and most complex building moved to the museum. It opened in November 2015, but will not be consecrated as this would place restrictions on what could be done with the building under church law.

 

The church had existed on its original site since around 1100. As the congregation grew, it was replaced by two nearby churches, and latterly became a cemetery chapel. After closing in 1985, it fell into disrepair and by 1996 was burnt out and vandalised leading to the decision by the local authority in 1998 to demolish it. Working to a deadline of a threatened demolition within six months, the building was deconstructed and moved to Beamish, reconstruction being authorised in 2011, with the exterior build completed by 2012.

 

While the structure was found to contain some stones from the 1100 era, the building itself however dates from three distinct building phases - the chancel on the east end dates from around 1450, while the nave, which was built at the same time, was modernised in 1822 in the Churchwarden style, adding a vestry. The bell tower dates from the late 1600s - one of the two bells is a rare dated Tudor example. Gargoyles, originally hidden in the walls and believed to have been pranks by the original builders, have been made visible in the reconstruction.

 

Restored to its 1822 condition, the interior has been furnished with Georgian box pews sourced from a church in Somerset. Visitors can access all parts except the bell tower. The nave includes a small gallery level, at the tower end, while the chancel includes a church office.

 

Joe the Quilter's Cottage

The most recent addition to the area opened to the public in 2018 is a recreation of a heather-thatched cottage which features stones from the Georgian quilter Joseph Hedley's original home in Northumberland. It was uncovered during an archaeological dig by Beamish. His original cottage was demolished in 1872 and has been carefully recreated with the help of a drawing on a postcard. The exhibit tells the story of quilting and the growth of cottage industries in the early 1800s. Within there is often a volunteer or member of staff not only telling the story of how Joe was murdered in 1826, a crime that remains unsolved to this day, but also giving visitors the opportunity to learn more and even have a go at quilting.

 

Other

A pack pony track passes through the scene - pack horses having been the mode of transport for all manner of heavy goods where no waggonway exists, being also able to reach places where carriages and wagons could not access. Beside the waggonway is a gibbet.

 

Farm (1940s)

Presented as Home Farm, this represents the role of North East farms as part of the British Home Front during World War II, depicting life indoors, and outside on the land. Much of the farmstead is original, and opened as a museum display in 1983. The farm is laid out across a north–south public road; to the west is the farmhouse and most of the farm buildings, while on the east side are a pair of cottages, the British Kitchen, an outdoor toilet ("netty"), a bull field, duck pond and large shed.

 

The farm complex was rebuilt in the mid-19th century as a model farm incorporating a horse mill and a steam-powered threshing mill. It was not presented as a 1940s farm until early 2014.

 

The farmhouse is presented as having been modernised, following the installation of electric power and an Aga cooker in the scullery, although the main kitchen still has the typical coal-fired black range. Lino flooring allowed quicker cleaning times, while a radio set allowed the family to keep up to date with wartime news. An office next to the kitchen would have served both as the administration centre for the wartime farm, and as a local Home Guard office. Outside the farmhouse is an improvised Home Guard pillbox fashioned from half an egg-ended steam boiler, relocated from its original position near Durham.

 

The farm is equipped with three tractors which would have all seen service during the war: a Case, a Fordson N and a 1924 Fordson F. The farm also features horse-drawn traps, reflecting the effect wartime rationing of petrol would have had on car use. The farming equipment in the cart and machinery sheds reflects the transition of the time from horse-drawn to tractor-pulled implements, with some older equipment put back into use due to the war, as well as a large Foster thresher, vital for cereal crops, and built specifically for the war effort, sold at the Newcastle Show. Although the wartime focus was on crops, the farm also features breeds of sheep, cattle, pigs and poultry that would have been typical for the time. The farm also has a portable steam engine, not in use, but presented as having been left out for collection as part of a wartime scrap metal drive.

 

The cottages would have housed farm labourers, but are presented as having new uses for the war: Orchard Cottage housing a family of evacuees, and Garden Cottage serving as a billet for members of the Women's Land Army (Land Girls). Orchard Cottage is named for an orchard next to it, which also contains an Anderson shelter, reconstructed from partial pieces of ones recovered from around the region. Orchard Cottage, which has both front and back kitchens, is presented as having an up to date blue enameled kitchen range, with hot water supplied from a coke stove, as well as a modern accessible bathroom. Orchard Cottage is also used to stage recreations of wartime activities for schools, elderly groups and those living with dementia. Garden Cottage is sparsely furnished with a mix of items, reflecting the few possessions Land Girls were able to take with them, although unusually the cottage is depicted with a bathroom, and electricity (due to proximity to a colliery).

 

The British Kitchen is both a display and one of the museum's catering facilities; it represents an installation of one of the wartime British Restaurants, complete with propaganda posters and a suitably patriotic menu.

 

Town (1950s)

As part of the Remaking Beamish project, with significant funding from the National Lottery Heritage Fund, the museum is creating a 1950s town. Opened in July 2019, the Welfare Hall is an exact replica of the Leasingthorne Colliery Welfare Hall and Community Centre which was built in 1957 near Bishop Auckland. Visitors can 'take part in activities including dancing, crafts, Meccano, beetle drive, keep fit and amateur dramatics' while also taking a look at the National Health Service exhibition on display, recreating the environment of an NHS clinic. A recreation and play park, named Coronation Park was opened in May 2022 to coincide with the celebrations around the Platinum Jubilee of Elizabeth II.

 

The museum's first 1950s terrace opened in February 2022. This included a fish and chip shop from Middleton St George, a cafe, a replica of Norman Cornish's home, and a hairdressers. Future developments opposite the existing 1950s terrace will see a recreation of The Grand Cinema, from Ryhope, in Sunderland, and toy and electricians shops. Also underdevelopment are a 1950s bowling green and pavilion, police houses and aged miner's cottages. Also under construction are semi-detached houses; for this exhibit, a competition was held to recreate a particular home at Beamish, which was won by a family from Sunderland.

 

As well as the town, a 1950s Northern bus depot has been opened on the western side of the museum – the purpose of this is to provide additional capacity for bus, trolleybus and tram storage once the planned trolleybus extension and the new area are completed, providing extra capacity and meeting the need for modified routing.

 

Spain's Field Farm

In March 2022, the museum opened Spain's Field Farm. It had stood for centuries at Eastgate in Weardale, and was moved to Beamish stone-by-stone. It is exhibited as it would have been in the 1950s.

 

1820s Expansion

In the area surrounding the current Pockerley Old Hall and Steam Wagon Way more development is on the way. The first of these was planned to be a Georgian Coaching Inn that would be the museum's first venture into overnight accommodation. However following the COVID-19 pandemic this was abandoned, in favour of self-catering accommodation in existing cottages.

 

There are also plans for 1820s industries including a blacksmith's forge and a pottery.

 

Museum stores

There are two stores on the museum site, used to house donated objects. In contrast to the traditional rotation practice used in museums where items are exchanged regularly between store and display, it is Beamish policy that most of their exhibits are to be in use and on display - those items that must be stored are to be used in the museum's future developments.

 

Open Store

Housed in the Regional Resource Centre, the Open Store is accessible to visitors. Objects are housed on racks along one wall, while the bulk of items are in a rolling archive, with one set of shelves opened, with perspex across their fronts to permit viewing without touching.

 

Regional Museums Store

The real purposes of the building presented as Beamish Waggon and Iron Works next to Rowley Station is as the Regional Museums Store, completed in 2002, which Beamish shares with Tyne and Wear Museums. This houses, amongst other things, a large marine diesel engine by William Doxford & Sons of Pallion, Sunderland (1977); and several boats including the Tyne wherry (a traditional local type of lighter) Elswick No. 2 (1930). The store is only open at selected times, and for special tours which can be arranged through the museum; however, a number of viewing windows have been provided for use at other times.

 

Transport collection

Main article: Beamish Museum transport collection

The museum contains much of transport interest, and the size of its site makes good internal transportation for visitors and staff purposes a necessity.

 

The collection contains a variety of historical vehicles for road, rail and tramways. In addition there are some modern working replicas to enhance the various scenes in the museum.

 

Agriculture

The museum's two farms help to preserve traditional northcountry and in some cases rare livestock breeds such as Durham Shorthorn Cattle; Clydesdale and Cleveland Bay working horses; Dales ponies; Teeswater sheep; Saddleback pigs; and poultry.

 

Regional heritage

Other large exhibits collected by the museum include a tracked steam shovel, and a coal drop from Seaham Harbour.

 

In 2001 a new-build Regional Resource Centre (accessible to visitors by appointment) opened on the site to provide accommodation for the museum's core collections of smaller items. These include over 300,000 historic photographs, printed books and ephemera, and oral history recordings. The object collections cover the museum's specialities. These include quilts; "clippy mats" (rag rugs); Trade union banners; floor cloth; advertising (including archives from United Biscuits and Rowntree's); locally made pottery; folk art; and occupational costume. Much of the collection is viewable online and the arts of quilting, rug making and cookery in the local traditions are demonstrated at the museum.

 

Filming location

The site has been used as the backdrop for many film and television productions, particularly Catherine Cookson dramas, produced by Tyne Tees Television, and the final episode and the feature film version of Downton Abbey. Some of the children's television series Supergran was shot here.

 

Visitor numbers

On its opening day the museum set a record by attracting a two-hour queue. Visitor numbers rose rapidly to around 450,000 p.a. during the first decade of opening to the public, with the millionth visitor arriving in 1978.

 

Awards

Museum of the Year1986

European Museum of the Year Award1987

Living Museum of the Year2002

Large Visitor Attraction of the YearNorth East England Tourism awards2014 & 2015

Large Visitor Attraction of the Year (bronze)VisitEngland awards2016

It was designated by the Museums, Libraries and Archives Council in 1997 as a museum with outstanding collections.

 

Critical responses

In responding to criticism that it trades on nostalgia the museum is unapologetic. A former director has written: "As individuals and communities we have a deep need and desire to understand ourselves in time."

 

According to the BBC writing in its 40th anniversary year, Beamish was a mould-breaking museum that became a great success due to its collection policy, and what sets it apart from other museums is the use of costumed people to impart knowledge to visitors, rather than labels or interpretive panels (although some such panels do exist on the site), which means it "engages the visitor with history in a unique way".

 

Legacy

Beamish was influential on the Black Country Living Museum, Blists Hill Victorian Town and, in the view of museologist Kenneth Hudson, more widely in the museum community and is a significant educational resource locally. It can also demonstrate its benefit to the contemporary local economy.

 

The unselective collecting policy has created a lasting bond between museum and community.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

Following good performance from the pioneering diesel-hydraulic locomotive the DB Class V 80, the Deutsche Bundesbahn planned in 1953 to build several types of new diesel locomotive, primarily to replace steam powered locomotives.These were: V 60, and V 65, both shunters, the V 65.2, also for shunting as well as light freight trains, the heavy DB Class V 200, for express passenger trains, and the universal V 160 for both freight and passenger work on the main network.

 

The new V 160 class was a central piece in this line-up, because it would replace important steam-powered engines such as the BR 03, BR 23, BR 38.10 (former Prussian P 8 class), BR 39 (ex P 10), BR 50, BR 57 (ex G 10) and BR 78 (ex T 18). Steam heating for passenger coaches was necessary, and a top speed of 120 km/h was specified. Initially, a 1,600 hp powerplant, consisting of two engines of the same type as in the light V 80 was planned, the first newly developed diesel locomotive built for main line service by the Deutsche Bundesbahn (but only built in 10 examples). This dual engine arrangement had already been successfully introduced in the heavy V 200, which was initially powered by two 1,000 hp diesel engines. However, it was soon realized, that, if a single, high-powered engine could be used, weight, complexity and therefore maintenance and other costs would be considerably reduced. The V 160’s design was modified accordingly and a single MTU V16 four-stroke diesel engine was chosen. Both two-axle bogies were powered via drive shafts from a two speed hydraulic drive from Voith, which offered a compromise between the requested high speed for light passenger trains and the alternative reduced second gear with lower top speed, but much higher torque, for freight train service. Gears could only be switched when the locomotive was standing still, though.

 

In the spring of 1956, V 160 development began at Krupp. Welded steel components along with other lightweight materials were used to keep the axle load well below 20t, so that the V 160 could be safely operated on secondary lines. However, in the main production series of locomotives, some of the lighter weight welded construction was abandoned in favor of less expensively produced components - leading to an increase in axle weight from ~18.5 to ~20t, which was still acceptable but lowered overall production costs. This was furthermore not regarded as a major problem since the DB perspectively started to abandon branch lines, switching to more economical diesel multiple units or giving them up altogether towards the Seventies.

 

The first V 160 unit was delivered on 6 August 1960, with eight more following by 1962 from both Krupp and Henschel. These prototype units, due to their rounded, “busty” front end, were later to become unusual amongst the entire V 160 family and earned them the nickname “Lollo” (in allusion to Gina Lollobrigida). A final prototype V 160 010, the tenth, was manufactured by Henschel in 1963 and the first to feature the serial locomotives’ angled front end, which was inspired by the design of the super-heavy V 320 Henschel prototype.

 

Despite the single main engine, the V 160 was still a complex locomotive. In addition to the main engine, the V 160 featured a small, independent auxiliary diesel engine, driving a generator providing the 110 V electrical supply for lighting as well as driving an electric air compressor for the brakes. The steam heating apparatus, sourced from Hagenuk and powered by fuel oil, took up one end of the locomotive, between the engine and drivers cabin. It had the capacity to satisfactorily heat 10 coaches when the outside temperature was -10°C. For passenger train service, most V 160 locomotives were also equipped for push-pull operation, as well as for multiple working, controlled via a 36 pin control cable and respective sockets on the locomotives front ends.

 

The prototypes performed well, and volume production began, numbers V 160 011 to V 160 224 being built between 1964 and 1968 by Krupp, Henschel, KHD, Krauss-Maffei and MaK. The first V 160/216 locomotives entered service on the Hamburg to Lübeck line, working push-pull double decked passenger trains, replacing the BR 38.10 and BR 78 steam engines. The engines were also used on freight workings as well. On push-pull passenger working, the locomotives were sometimes found in the middle of the train - which facilitated easier separation of carriages en route.

 

By the time the 156th example was under completion, the Deutsche Bundesbahn changed its numbering system. From then on, the V 160 class were re-designated as Class (Baureihe = BR) 216, with the individual unit numbering continuing as before. Over the next decade, because of changing requirements – mostly in terms of increased power, speed as well as the requirement for electrical passenger heating – a number of related classes sprang up, the BR 210, 215, 217, 218 and 219. Although some were a little longer and carried additional components (e.g. an auxiliary jet engine), all of them were essentially based on the original V 160 and more than 800 machines of all types were eventually built.

 

Since the 1990s, the Bundesbahn’s BR 216 locomotives scope of work started to shift more on freight than on passenger trains because of the lack of steam-heated passenger stock. From 2000 onwards, the Deutsche Bahn AG’s BR 216 fleet was phased out, with the last locomotive being decommissioned in 2004.

Several locomotives were sold to private operators like rail construction companies and remained in frequent use, and some retired BR 216s were re-built and offered for sale, too. The first in the series of rebuilt Class 216s was called type “DH 1504” and created in 1998 by the firm 'On Rail'. Despite only little external changes, the result was an almost completely new locomotive, only the transmission, bogies and frame were saved from the original locomotive. The original V16 diesel engine with 1,370 kW (1.900 hp), was replaced with a lighter but more powerful 1500 kW (2,085 hp) V12 four-stroke diesel engine, also from MTU. On customer demand, a new electric Webasto heating system could be installed instead of the original steam heating system, making the DH 1504 capable of operating modern passenger trains, and for this purpose the units were also fitted for multiple working as well as for remote control operation (e.g. for shunting). Another option was additional ballast, so that the axle load could be kept at 20 tons for better traction. Otherwise, 18 t axle load was standard for the revamped DH 1504.

 

Since 1998, 6 of these locomotives were re-built for private operators in Germany. By late 2019, three DH 1504 locomotives were in the use of the Osthannoversche Eisenbahnen (OHE), two work for the Niederrheinische Verkehrsbetriebe (NIAG) and one for the Mindener Kreisbahnen (MKB). However, the biggest sales success for OnRail’s modernized BR 216 was the export to Poland, where the PKP (Polskie Koleje Państwowe, Polish State Railways). After its privatization in 2001, the PKP was looking for a low-cost replacement for its last ST-43 Class diesel electric freight locomotives of Romanian origin, which dated back to the 1960ies. Twenty DH 1504 locomotives for mixed duties were built by OnRail between 2001 and 2005 and entered PKP service as Class SU-29 (spalinowa uniwersalna = mixed-traffic diesel locomotive with hydraulic transmission and multiple-unit control). Their initial primary field of duty was the cross-border freight traffic on the east-west relation on the PKP “Polskie line Kolejowe”, the so-called “Niederschlesische Gütermagistrale”. Since 2005, this route had been expanded, electrified and became double-railed, so that the SU-29s gradually took over more and more passenger train duties on non-electrified major lines. The SU-29 machines are expected to remain in PKP service beyond 2030.

  

General characteristics:

Gauge: 1,435 mm (4 ft 8½ in) standard gauge

UIC axle arrangement: B´B´

Overall length: 16,800 mm (52 ft 57⁄8 in)

Pivot distance: 8,600 mm

Bogie distance: 2,800 mm

Wheel diameter (when new): 1000 mm

Fuel supply: 3,800 l

Service weight: 80 t

 

Engine:

MTU 4000R20 V12diesel engine with 1500 kW (2,085 hp) at 1,800 RPM

 

Gearbox:

Voith L821rs 2-speed gearbox

 

Performance:

Maximum speed: 120 km/h (75 mph) or 80 km/h (50 mph)

Torque: 235,2 kN

 

The kit and its assembly:

Well, this is a rather unusual what-if “build”, since this not a model kit as such but rather the conversion of a readymade H0 gauge model railway locomotive for the “Back into service” group build at whatifmodelers.com in late 2019.

 

The inspiration was not original, though: some time ago I stumbled across a gift set from the former East-German manufacturer Piko, apparently for the Polish market. It contained a set of double deck passenger wagons, and a (highly simplified, toy-like) German BR 216 in PKP markings. It was called SU-29 and carried a very crude and garish green livery with yellow front ends – inspired by real world PKP diesel locomotives, but… wrong. I found this so bizarre that it stuck in my mind. When I dug a little further, my surprise even grew when I found out that there were other national adaptations of this simple Piko BR 216 (e .g. for Denmark) and that Piko’s competitor Roco offered a similar BR 215 in PKP colors, too! This time, the fictional locomotive was designated SU-47 (which cannot be since this would indicate a locomotive with electric power transmission – poor job!), and it also wore a bright green livery with yellow front markings. Bizarre… And the PKP does NOT operate any BR 216 at all?!

 

However, with the GB topic in mind, I decided to create my own interpretation of this interesting topic – apparently, there’s a market for whiffy model locomotives? The basis became a 2nd hand Märklin 3075 (a BR 216 in the original red DB livery), not a big investment since this is a very common item.

In order to easy painting, the locomotive was disassembled into its major sections and the body stripped of any paint in a one-week bath in oven cleaner foam, a very mild and effective method.

 

The heavy metal chassis was not modified, it just received a visual update (see below).

 

The upper body underwent some cosmetic surgery, though, but nothing dramatic or structural, since the DH 1504 described above only differs in minor external details from the original BR 216. I decided to modify the front ends, especially the lights: Locomotives in PKP service tend to have VERY large lamps, and I tried to incorporate this characteristic feature through masks that were added over the original light conductors, scratched from styrene tube material.

In the course of this facial surgery, the molded handles at the lower front corners were lost. They were later replaced with three-dimensional silver wire, mounted into small holes that were drilled into the hull at the appropriate positions. Fiddly stuff, but I think the effort was worth it.

 

The original vent grills between the lower lamps were sanded away and covers for the multiple working cable adapters on the front ends added – scratched with small styrene profile bits.

For a cleaner, modern look, I removed the original decorative aluminum profile frame around the upper row of cooling louvers. The roof was modified, too: beyond the bigger headlight fairing, the exhaust for the auxiliary diesel engine was removed, as well as the chimney for the old steam heating system. The diesel engine’s exhaust pipes were lengthened (inspired by similar devices carried by DB BR 218), so that the fumes would be deviated away from the locomotive’s hull and the following wagons. Horns and a blade antenna for each driver’s cabin were added, too.

  

Painting and markings:

Both Piko and Roco V 160s in PKP markings look garish – righteously, though, since PKP locomotives used to carry for many years very striking colors, primarily a dark green body with a light green/teal contrast area on the flanks and yellow quick recognition front markings. However, I did not find any of the two model designs convincing, since they rather looked like a simple toy (Piko) or just wrong (Roco, with a surreal grass green contrast tone instead of the pale teal).

 

I rather went for something inspired by real world locomotives, like the PKP’s SU- and SP-45s. The basic design is an upper body with a dark green base (Humbrol 76, Uniform Green) and a pale green-grey area around the upper row of louvres (an individual mix of Humbrol 96 and 78). The kink under the front windows was used for waterline reference, the front section under the windows (in the dark green base) was painted in bright yellow (Humbrol 69) as a high-viz contrast, a typical feature of PKP locomotives. The chassis received a grey-green frame (somewhat visually stretching the locomotive) with bright red (Humbrol 19) headstocks, a nice color contrast to the green body and the yellow bib.

Silver 1.5mm decal stripes (TL Modellbau) were used to create a thin cheatline along and around the whole lower section. At some time I considered another cheatline between the light and dark green, but eventually ignored this idea because it would have looked too retro. The locomotive’s roof became medium grey (Revell 47).

 

The running gear and the tanks between the bogies were painted in very dark grey (Humbrol 67, similar to the original DB livery in RAL 7021) and weathered with a light black ink wash, some thinned Burnt Umbra (simulating dust and rust) plus some light dry-brushing with dark grey that emphasized the surface details. This used look was also taken to the upper body of the locomotive with watercolours (Grey, Black and some Sienna and Burnt Umbra) for a more natural look of daily service – rather subtle, and I emphasized the louvres, esp. on the light background, where they tended to disappear.

 

Individual markings consist of single decal letters in silver and white in various sizes (also TL Modellbau) for the locomotive’s registration code as well as of H0 scale catenary warnings from Nothaft Hobbybedarf, plus some generic stencils from various model decal sheets (incl. Cyrillic stencils from an 1:72 MiG-21 decal sheet…).

 

For a uniform finish I gave the locomotive an overall coat of matt acrylic varnish from the rattle can – it still has a slightly sheen finish and matches well the look of Märklin’s standard rolling stock.

  

A different kind of what-if project, but this has not been my first H0 scale locomotive conversion. The fictional PKP SU-29 looks a bit weird, with the garish paint scheme and the oversized headlights, but this strangeness makes this model IMHO quite convincing. The model is fully functional, even the light works well in the enlarged headlight fairings. Maybe I’ll sell it, since I do not have the appropriate model railway set at hand to effectively use it (which is also the reason for the rather limited scope of pictures of the finished item). And I am curious what people might be willing to pay for such a unique, fictional item?

 

Castle Beach Fire Department is proud to present the brand new Hazmat 1. Built on a 2017 Spartan Gladiator cab with SVI bodywork, this rig was delivered on May 6, 2017 and replaces the 2016 Seagrave Marauder II Hazmat rig that was totaled in an accident. As the role of the Hazardous Materials Team evolves, so did the apparatus. Differences in the new rig as compared to the previous Seagrave include the addition of a slide-out compartment, which added space for command personnel. While it appears that the rig has less compartmentation than the previous rig, the rig contains the same amount of equipment and still has extra space for new technologies, thanks to the awesome work of the manufacturer! This apparatus can serve multiple roles on the scene such as a command center, rehab area, mobile laboratory, and a changing area.

 

Technical specs:

2017 Spartan Gladiator 24" raised roof/SVI Hazmat

Code 3 Lighting

Federal Signal Q2B Siren

Motorola Spectra Siren

Grover Air horns

​NightScan PowerLite

Radios and command equipment

Detection cameras (heat sensitive, infrared)

Wilburt Telescoping Pneumatic Mast

Pelco Command Camera System

Climatronics Tecmet II weather station

Battery operated Holmatro extraction tools

Vanair Pro Air Compressor

Harrison On-Board generator

Flow Sciences model FS2009 bench hood

​Gas Chromatography/Mass Spectrometer

Extensive library of MSDS handbooks

CO monitors

Level A and B entry suits

Testing equipment and meters

60 minute air bottles

Leak and spill kits for chlorine and other dangerous chemicals

Sparkless power-tools

Decontamination equipment

Oil Absorbents

Recovery drums

Emulsifiers

Immersion suits

 

Credit:

Zak O for the compartments

Spartan ERV and SVI for inspiration

 

Inspired by:

LAFD USAR 88, 2017 Pierce Arrow XT

Elizabeth, NJ FD Rescue 1

Houston, TX Rescue 10

Denver HAMER 1

Seattle Hazmat 1

FDNY Hazmat 1​

 

Zion National Park is an American national park located in southwestern Utah near the town of Springdale. Located at the junction of the Colorado Plateau, Great Basin, and Mojave Desert regions, the park has a unique geography and a variety of life zones that allow for unusual plant and animal diversity. Numerous plant species as well as 289 species of birds, 75 mammals (including 19 species of bat), and 32 reptiles inhabit the park's four life zones: desert, riparian, woodland, and coniferous forest. Zion National Park includes mountains, canyons, buttes, mesas, monoliths, rivers, slot canyons, and natural arches. The lowest point in the park is 3,666 ft (1,117 m) at Coalpits Wash and the highest peak is 8,726 ft (2,660 m) at Horse Ranch Mountain. A prominent feature of the 229-square-mile (590 km2) park is Zion Canyon, which is 15 miles (24 km) long and up to 2,640 ft (800 m) deep. The canyon walls are reddish and tan-colored Navajo Sandstone eroded by the North Fork of the Virgin River.

 

Human habitation of the area started about 8,000 years ago with small family groups of Native Americans, one of which was the semi-nomadic Basketmaker Ancestral Puebloans (who used to be called Anasazi by early non-indigenous archeologists)(c. 300 CE). Subsequently, what has been called the Virgin Anasazi culture (c. 500) and the Parowan Fremont group developed as the Basketmakers settled in permanent communities. Both groups moved away by 1300 and were replaced by the Parrusits and several other Southern Paiute subtribes. Mormons came into the area in 1858 and settled there in the early 1860s.

 

In 1909, President William Howard Taft named the area Mukuntuweap National Monument in order to protect the canyon. In 1918, the acting director of the newly created National Park Service, Horace Albright, drafted a proposal to enlarge the existing monument and change the park's name to Zion National Monument, Zion being a term used by the Mormons. According to historian Hal Rothman: "The name change played to a prevalent bias of the time. Many believed that Spanish and Indian names would deter visitors who, if they could not pronounce the name of a place, might not bother to visit it. The new name, Zion, had greater appeal to an ethnocentric audience." On November 19, 1919, Congress redesignated the monument as Zion National Park, and the act was signed by President Woodrow Wilson. The Kolob section was proclaimed a separate Zion National Monument in 1937, but was incorporated into the national park in 1956. Congress designated 85% of the park a wilderness area in 2009.

 

The geology of the Zion and Kolob canyons area includes nine formations that together represent 150 million years of mostly Mesozoic-aged sedimentation. At various periods in that time warm, shallow seas, streams, ponds and lakes, vast deserts, and dry near-shore environments covered the area. Uplift associated with the creation of the Colorado Plateau lifted the region 10,000 feet (3,000 m) starting 13 million years ago.

 

As stated in the foundation document:

 

The purpose of Zion National Park is to preserve the dramatic geology including Zion Canyon and a labyrinth of deep and brilliantly colored Navajo sandstone canyons formed by extraordinary processes of erosion at the margin of the Colorado Plateau; to safeguard the park's wilderness character and its wild and scenic river values; to protect evidence of human history; and to provide for scientific research and the enjoyment and enlightenment of the public.

 

The park is located in southwestern Utah in Washington, Iron and Kane counties. Geomorphically, it is located on the Markagunt and Kolob plateaus, at the intersection of three North American geographic provinces: the Colorado Plateau, the Great Basin, and the Mojave Desert. The northern part of the park is known as the Kolob Canyons section and is accessible from Interstate 15, exit 40.

 

The 8,726-foot (2,660 m) summit of Horse Ranch Mountain is the highest point in the park; the lowest point is the 3,666-foot (1,117 m) elevation of Coal Pits Wash, creating a relief of about 5,100 feet (1,600 m).

 

Streams in the area take rectangular paths because they follow jointing planes in the rocks. The stream gradient of the Virgin River, whose North Fork flows through Zion Canyon in the park, ranges from 50 to 80 feet per mile (9.5 to 15.2 m/km) (0.9–1.5%)—one of the steepest stream gradients in North America.

 

The road into Zion Canyon is 6 miles (9.7 km) long, ending at the Temple of Sinawava, which is named for the coyote god of the Paiute Indians. The canyon becomes more narrow near the Temple and a hiking trail continues to the mouth of The Narrows, a gorge only 20 feet (6 m) wide and up to 2,000 feet (610 m) tall. The Zion Canyon road is served by a free shuttle bus from early April to late October and by private vehicles the other months of the year. Other roads in Zion are open to private vehicles year-round.

 

The east side of the park is served by Zion-Mount Carmel Highway (SR-9), which passes through the Zion–Mount Carmel Tunnel and ends at US 89 at Mount Carmel Junction. Park features on the east side of the park include Checkerboard Mesa and The East Temple.

 

The Kolob Terrace area, northwest of Zion Canyon, features a slot canyon called The Subway, and a panoramic view of the entire area from Lava Point. The Kolob Canyons section, further to the northwest near Cedar City, features Tucupit Point and one of the world's longest natural arches, Kolob Arch.

 

Other notable geographic features of Zion Canyon include Angels Landing, The Great White Throne, the Court of the Patriarchs, The Sentinel, The West Temple, Towers of the Virgin, the Altar of Sacrifice, The Watchman, Weeping Rock, and the Emerald Pools.

 

Spring weather is unpredictable, with stormy, wet days being common, mixed with occasional warm, sunny weather. Precipitation is normally heaviest in March. Spring wildflowers bloom from April through June, peaking in May. Fall days are usually clear and mild; nights are often cool. Summer days are hot (95 to 110 °F; 35 to 43 °C), but overnight lows are usually comfortable (65 to 70 °F; 18 to 21 °C). Afternoon thunderstorms are common from mid-July through mid-September. Storms may produce waterfalls as well as flash floods. Autumn tree-color displays begin in September in the high country; in Zion Canyon, autumn colors usually peak in late October. Winter in Zion Canyon is fairly mild. Winter storms bring rain or light snow to Zion Canyon and heavier snow to the higher elevations. Clear days may become quite warm, reaching 60 °F (16 °C); nights are often 20 to 40 °F (−7 to 4 °C). Winter storms can last several days and make roads icy. Zion roads are plowed, except the Kolob Terrace Road which is closed when covered with snow. Winter driving conditions last from November through March.

 

Archaeologists have divided the long span of Zion's human history into three cultural periods: the Archaic, Protohistoric and Historic periods. Each period is characterized by distinctive technological and social adaptations.

 

Archaic period

The first human presence in the region dates to 8,000 years ago when family groups camped where they could hunt or collect plants and seeds. About 2,000 years ago, some groups began growing corn and other crops, leading to an increasingly sedentary lifestyle. Later groups in this period built permanent villages called pueblos. Archaeologists call this the Archaic period and it lasted until c. 500. Baskets, cordage nets, and yucca fiber sandals have been found and dated to this period. The Archaic toolkits included flaked stone knives, drills, and stemmed dart points. The dart points were attached to wooden shafts and propelled by throwing devices called atlatls.

 

By c. 300, some of the archaic groups developed into an early branch of seminomadic Anasazi, the Basketmakers. Basketmaker sites have grass- or stone-lined storage cists and shallow, partially underground dwellings called pithouses. They were hunters and gatherers who supplemented their diet with limited agriculture. Locally collected pine nuts were important for food and trade.

 

Both the Virgin Anasazi and the Parowan Fremont disappeared from the archaeological record of southwestern Utah by c. 1300. Extended droughts in the 11th and 12th centuries, interspersed with catastrophic flooding, may have made horticulture impossible in this arid region.

 

Tradition and archaeological evidence hold that their replacements were Numic-speaking cousins of the Virgin Anasazi, such as the Southern Paiute and Ute. The newcomers migrated on a seasonal basis up and down valleys in search of wild seeds and game animals. Some, particularly the Southern Paiute, also planted fields of corn, sunflowers, and squash to supplement their diet. These more sedentary groups made brownware vessels that were used for storage and cooking.

 

The Historic period begins in the late 18th century with the exploration of southern Utah by padre Silvestre Vélez de Escalante and padre Francisco Atanasio Domínguez. The padres passed near what is now the Kolob Canyons Visitor Center on October 13, 1776, becoming the first people of European descent known to visit the area. In 1825, trapper and trader Jedediah Smith explored some of the downstream areas while under contract with the American Fur Company.

 

In 1847, Mormon farmers from the Salt Lake area became the first people of European descent to settle the Virgin River region. In 1851, the Parowan and Cedar City areas were settled by Mormons who used the Kolob Canyons area for timber, and for grazing cattle, sheep, and horses. They prospected for mineral deposits, and diverted Kolob water to irrigate crops in the valley below. Mormon settlers named the area Kolob which in Mormon scripture is the heavenly place nearest the residence of God.

 

Settlements had expanded 30 miles (48 km) south to the lower Virgin River by 1858. That year, a Southern Paiute guide led young Mormon missionary and interpreter Nephi Johnson into the upper Virgin River area and Zion Canyon.[28] Johnson wrote a favorable report about the agricultural potential of the upper Virgin River basin, and returned later that year to found the town of Virgin. In 1861 or 1862, Joseph Black made the arduous journey to Zion Canyon and was very impressed by its beauty.

 

The floor of Zion Canyon was settled in 1863 by Isaac Behunin, who farmed corn, tobacco, and fruit trees. The Behunin family lived in Zion Canyon near the site of today's Zion Lodge during the summer, and wintered in Springdale. Behunin is credited with naming Zion, a reference to the place of peace mentioned in the Bible. Two more families settled Zion Canyon in the next couple of years, bringing with them cattle and other domesticated animals. The canyon floor was farmed until Zion became a Monument in 1909.

 

The Powell Geographic Expedition of 1869 entered the area after their first trip through the Grand Canyon. John Wesley Powell visited Zion Canyon in 1872 and named it Mukuntuweap, under the impression that that was the Paiute name. Powell Survey photographers John K. Hillers and James Fennemore first visited the Zion Canyon and Kolob Plateau region in the spring of 1872. Hillers returned in April 1873 to add more photographs to the "Virgin River Series" of photographs and stereographs. Hillers described wading the canyon for four days and nearly freezing to death to take his photographs.

 

Paintings of the canyon by Frederick S. Dellenbaugh were exhibited at the Saint Louis World's Fair in 1904, followed by a favorable article in Scribner's Magazine the next year. The article and paintings, along with previously created photographs, paintings, and reports, led to President William Howard Taft's proclamation on July 31, 1909, that created Mukuntuweap National Monument. In 1917, the acting director of the newly created National Park Service visited the canyon and proposed changing its name from the locally unpopular Mukuntuweap to Zion, a name used by the local Mormon community. The United States Congress added more land and established Zion National Park on November 19, 1919. A separate Zion National Monument, the Kolob Canyons area, was proclaimed on January 22, 1937, and was incorporated into the park on July 11, 1956.

 

Travel to the area before it was a national park was rare due to its remote location, lack of accommodations, and the absence of real roads in southern Utah. Old wagon roads were upgraded to the first automobile roads starting about 1910, and the road into Zion Canyon was built in 1917 leading to the Grotto, short of the present road that now ends at the Temple of Sinawava.

 

Touring cars could reach Zion Canyon by the summer of 1917. The first visitor lodging in Zion Canyon, called Wylie Camp, was established that same year as a tent camp. The Utah Parks Company, a subsidiary of the Union Pacific Railroad, acquired Wylie Camp in 1923, and offered ten-day rail/bus tours to Zion, nearby Bryce Canyon, the Kaibab Plateau, and the North Rim of the Grand Canyon. The Zion Lodge complex was built in 1925 at the site of the Wylie tent camp. Architect Gilbert Stanley Underwood designed the Zion Lodge in a rustic architectural style, while the Utah Parks Company funded the construction.

 

Work on the Zion Mount Carmel Highway started in 1927 to enable reliable access between Springdale and the east side of the park. The road opened in 1930 and park visit and travel in the area greatly increased. The most famous feature of the Zion – Mount Carmel Highway is its 1.1-mile (1.8 km) tunnel, which has six large windows cut through the massive sandstone cliff.

 

In 1896, local rancher John Winder improved the Native American footpath up Echo Canyon, which later became the East Rim Trail. Entrepreneur David Flanigan used this trail in 1900 to build cableworks that lowered lumber into Zion Canyon from Cable Mountain. More than 200,000 board feet (470 m3) of lumber were lowered by 1906. The auto road was extended to the Temple of Sinawava, and a trail built from there 1 mile (1.6 km) to the start of the Narrows. Angel's Landing Trail was constructed in 1926 and two suspension bridges were built over the Virgin River. Other trails were constructed by the Civilian Conservation Corps during the 1930s.

 

Zion National Park has been featured in numerous films, including The Deadwood Coach (1924), Arizona Bound (1927), Nevada (1927), Ramrod (1947) and Butch Cassidy and the Sundance Kid (1969).

 

Zion Canyon Scenic Drive provides access to Zion Canyon. Traffic congestion in the narrow canyon was recognized as a major problem in the 1990s and a public transportation system using propane-powered shuttle buses was instituted in the year 2000. As part of its shuttle fleet, Zion has two electric trams each holding up to 36 passengers. Usually from early April through late October, the scenic drive in Zion Canyon is closed to private vehicles and visitors ride the shuttle buses. The National Park Service has contracted the management of the shuttle bus system to transit operator RATP Dev.

 

On April 12, 1995, heavy rains triggered a landslide that blocked the Virgin River in Zion Canyon. Over a period of two hours, the river carved away part of the only exit road from the canyon, trapping 450 guests and employees at the Zion Lodge. A one-lane, temporary road was constructed within 24 hours to allow evacuation of the Lodge. A more stable albeit temporary road was completed on May 25, 1995, to allow summer visitors to access the canyon. This road was replaced with a permanent road during the first half of 1996.

 

The Zion–Mount Carmel Highway can be travelled year-round. Access for oversized vehicles requires a special permit, and is limited to daytime hours, as traffic through the tunnel must be one way to accommodate large vehicles. The 5-mile (8.0 km)-long Kolob Canyons Road was built to provide access to the Kolob Canyons section of the park. This road often closes in the winter.

 

In March 2009, President Barack Obama signed into law the Omnibus Public Land Management Act of 2009, which designated and further protected 124,406 acres (50,345 ha) of park land, about 85% of the park, as the Zion Wilderness.

 

In September 2015, flooding trapped a party of seven in Keyhole Canyon, a slot canyon in the park. The flash flood killed all seven members of the group, whose remains were located after a search lasting several days.

 

In 2017, some scenes from the TV series Extinct were shot in the park.

 

The nine known exposed geologic formations in Zion National Park are part of a super-sequence of rock units called the Grand Staircase. Together, these formations represent about 150 million years of mostly Mesozoic-aged sedimentation in that part of North America. The formations exposed in the Zion area were deposited as sediment in very different environments:

 

The warm, shallow (sometimes advancing or retreating) sea of the Kaibab and Moenkopi formations

Streams, ponds, and lakes of the Chinle, Moenave, and Kayenta formations

The vast desert of the Navajo and Temple Cap formations

The dry near-shore environment of the Carmel Formation

 

Uplift affected the entire region, known as the Colorado Plateaus, by slowly raising these formations more than 10,000 feet (3,000 m) higher than where they were deposited. This steepened the stream gradient of the ancestral Virgin and other rivers on the plateau.

 

The faster-moving streams took advantage of uplift-created joints in the rocks. Eventually, all Cenozoic-aged formations were removed and gorges were cut into the plateaus. Zion Canyon was cut by the North Fork of the Virgin River in this way. During the later part of this process, lava flows and cinder cones covered parts of the area.

 

High water volume in wet seasons does most of the downcutting in the main canyon. These flood events are responsible for transporting most of the 3 million short tons (2.7 million metric tons) of rock and sediment that the Virgin River transports yearly. The Virgin cuts away its canyon faster than its tributaries can cut away their own streambeds, so tributaries end in waterfalls from hanging valleys where they meet the Virgin. The valley between the peaks of the Twin Brothers is a notable example of a hanging valley in the canyon.

 

The Great Basin, Mojave Desert, and Colorado Plateau converge at Zion and the Kolob canyons. This, along with the varied topography of canyon–mesa country, differing soil types, and uneven water availability, provides diverse habitat for the equally diverse mix of plants and animals that live in the area. The park is home to 289 bird, 79 mammals, 28 reptiles, 7 fish, and 6 amphibian species. These organisms make their homes in one or more of four life zones found in the park: desert, riparian, woodland, and coniferous forest.

 

Desert conditions persist on canyon bottoms and rocky ledges away from perennial streams. Sagebrush, prickly pear cactus, and rabbitbrush, along with sacred datura and Indian paintbrush, are common. Utah penstemon and golden aster can also be found. Milkvetch and prince's plume are found in pockets of selenium-rich soils.

 

Common daytime animals include mule deer, rock squirrels, pinyon jays, and whiptail and collared lizards. Desert cottontails, jackrabbits, and Merriam's kangaroo rats come out at night. Cougars, bobcats, coyotes, badgers, gray foxes, and ring-tail cats are the top predators.

 

Cooler conditions persist at mid-elevation slopes, from 3,900 to 5,500 feet (1,200 to 1,700 m). Stunted forests of pinyon pine and juniper coexist here with manzanita shrubs, cliffrose, serviceberry, scrub oak, and yucca. Stands of ponderosa pine, Gambel oak, manzanita and aspen populate the mesas and cliffs above 6,000 feet (1,800 m).

 

Golden eagles, red-tailed hawks, peregrine falcons, and white-throated swifts can be seen in the area. Desert bighorn sheep were reintroduced in the park in 1973. California condors were reintroduced in the Arizona Strip and in 2014 the first successful breeding of condors in the park was confirmed. Nineteen species of bat also live in the area.

 

Boxelder, Fremont cottonwood, maple, and willow dominate riparian plant communities. Animals such as bank beavers, flannel-mouth suckers, gnatcatchers, dippers, canyon wrens, the virgin spinedace, and water striders all make their homes in the riparian zones.

 

Activities

Rangers at the visitor centers in Zion Canyon and Kolob Canyons can help visitors plan their stay. Guided horseback riding trips, nature walks, and evening programs are available from late March to early November. The Junior Ranger Program for children ages 4 and up is active year-round at the Nature Center, Human History Museum, and the visitor centers.[65] A bookstore attached to the Zion Canyon visitor center offers books, maps, and souvenirs. The Grotto in Zion Canyon, the visitor center, and the viewpoint at the end of Kolob Canyons Road have the only designated picnic sites.

 

Seven trails with round-trip times of half an hour (Weeping Rock) to 4 hours (Angels Landing) are found in Zion Canyon. Two popular trails, Taylor Creek (4 hours round trip) and Kolob Arch (8 hours round trip), are in the Kolob Canyons section of the park, near Cedar City. Hiking up into The Narrows from the Temple of Sinawava is popular in summer, but hiking beyond Big Springs requires a permit. The entire Narrows from Chamberlain's Ranch is a 16-mile one way trip that typically takes 12 hours of strenuous hiking. A shorter alternative is to enter the Narrows via Orderville Canyon. Both Orderville and the full Narrows require a back country permit. Entrance to the Parunuweap Canyon section of the park downstream of Labyrinth Falls is prohibited. Other often-used backcountry trails include the West Rim and LaVerkin Creek. The more primitive sections of Zion include the Kolob Terrace and the Kolob Canyons. A network of trails totaling 50 miles in distance connect Zion's northwest corner of the park (Lee Pass Trailhead) to its southeast section (East Rim Trailhead). Popularly known as the Zion Traverse, the route offers backpackers a diverse experience of the park.

 

Zion is a center for rock climbing, with short walls like Spaceshot, Moonlight Buttress, Prodigal Son, Ashtar Command, and Touchstone being the most popular, highly rated routes.

 

Lodging in the park is available at Zion Lodge, located halfway through Zion Canyon. Just outside the park more lodging is available in Springdale.

 

Zion has three campgrounds: South and Watchman at the far southern side of the park, and a primitive site at Lava Point in the middle of the park off Kolob Terrace Road. Overnight camping in the backcountry requires permits.

 

Utah is a landlocked state in the Mountain West subregion of the Western United States. It borders Colorado to its east, Wyoming to its northeast, Idaho to its north, Arizona to its south, and Nevada to its west. Utah also touches a corner of New Mexico in the southeast. Of the fifty U.S. states, Utah is the 13th-largest by area; with a population over three million, it is the 30th-most-populous and 11th-least-densely populated. Urban development is mostly concentrated in two areas: the Wasatch Front in the north-central part of the state, which is home to roughly two-thirds of the population and includes the capital city, Salt Lake City; and Washington County in the southwest, with more than 180,000 residents. Most of the western half of Utah lies in the Great Basin.

 

Utah has been inhabited for thousands of years by various indigenous groups such as the ancient Puebloans, Navajo, and Ute. The Spanish were the first Europeans to arrive in the mid-16th century, though the region's difficult geography and harsh climate made it a peripheral part of New Spain and later Mexico. Even while it was Mexican territory, many of Utah's earliest settlers were American, particularly Mormons fleeing marginalization and persecution from the United States via the Mormon Trail. Following the Mexican–American War in 1848, the region was annexed by the U.S., becoming part of the Utah Territory, which included what is now Colorado and Nevada. Disputes between the dominant Mormon community and the federal government delayed Utah's admission as a state; only after the outlawing of polygamy was it admitted in 1896 as the 45th.

 

People from Utah are known as Utahns. Slightly over half of all Utahns are Mormons, the vast majority of whom are members of the Church of Jesus Christ of Latter-day Saints (LDS Church), which has its world headquarters in Salt Lake City; Utah is the only state where a majority of the population belongs to a single church. A 2023 paper challenged this perception (claiming only 42% of Utahns are Mormons) however most statistics still show a majority of Utah residents belong to the LDS church; estimates from the LDS church suggests 60.68% of Utah's population belongs to the church whilst some sources put the number as high as 68%. The paper replied that membership count done by the LDS Church is too high for several reasons. The LDS Church greatly influences Utahn culture, politics, and daily life, though since the 1990s the state has become more religiously diverse as well as secular.

 

Utah has a highly diversified economy, with major sectors including transportation, education, information technology and research, government services, mining, multi-level marketing, and tourism. Utah has been one of the fastest growing states since 2000, with the 2020 U.S. census confirming the fastest population growth in the nation since 2010. St. George was the fastest-growing metropolitan area in the United States from 2000 to 2005. Utah ranks among the overall best states in metrics such as healthcare, governance, education, and infrastructure. It has the 12th-highest median average income and the least income inequality of any U.S. state. Over time and influenced by climate change, droughts in Utah have been increasing in frequency and severity, putting a further strain on Utah's water security and impacting the state's economy.

 

The History of Utah is an examination of the human history and social activity within the state of Utah located in the western United States.

 

Archaeological evidence dates the earliest habitation of humans in Utah to about 10,000 to 12,000 years ago. Paleolithic people lived near the Great Basin's swamps and marshes, which had an abundance of fish, birds, and small game animals. Big game, including bison, mammoths and ground sloths, also were attracted to these water sources. Over the centuries, the mega-fauna died, this population was replaced by the Desert Archaic people, who sheltered in caves near the Great Salt Lake. Relying more on gathering than the previous Utah residents, their diet was mainly composed of cattails and other salt tolerant plants such as pickleweed, burro weed and sedge. Red meat appears to have been more of a luxury, although these people used nets and the atlatl to hunt water fowl, ducks, small animals and antelope. Artifacts include nets woven with plant fibers and rabbit skin, woven sandals, gaming sticks, and animal figures made from split-twigs. About 3,500 years ago, lake levels rose and the population of Desert Archaic people appears to have dramatically decreased. The Great Basin may have been almost unoccupied for 1,000 years.

 

The Fremont culture, named from sites near the Fremont River in Utah, lived in what is now north and western Utah and parts of Nevada, Idaho and Colorado from approximately 600 to 1300 AD. These people lived in areas close to water sources that had been previously occupied by the Desert Archaic people, and may have had some relationship with them. However, their use of new technologies define them as a distinct people. Fremont technologies include:

 

use of the bow and arrow while hunting,

building pithouse shelters,

growing maize and probably beans and squash,

building above ground granaries of adobe or stone,

creating and decorating low-fired pottery ware,

producing art, including jewelry and rock art such as petroglyphs and pictographs.

 

The ancient Puebloan culture, also known as the Anasazi, occupied territory adjacent to the Fremont. The ancestral Puebloan culture centered on the present-day Four Corners area of the Southwest United States, including the San Juan River region of Utah. Archaeologists debate when this distinct culture emerged, but cultural development seems to date from about the common era, about 500 years before the Fremont appeared. It is generally accepted that the cultural peak of these people was around the 1200 CE. Ancient Puebloan culture is known for well constructed pithouses and more elaborate adobe and masonry dwellings. They were excellent craftsmen, producing turquoise jewelry and fine pottery. The Puebloan culture was based on agriculture, and the people created and cultivated fields of maize, beans, and squash and domesticated turkeys. They designed and produced elaborate field terracing and irrigation systems. They also built structures, some known as kivas, apparently designed solely for cultural and religious rituals.

 

These two later cultures were roughly contemporaneous, and appear to have established trading relationships. They also shared enough cultural traits that archaeologists believe the cultures may have common roots in the early American Southwest. However, each remained culturally distinct throughout most of their existence. These two well established cultures appear to have been severely impacted by climatic change and perhaps by the incursion of new people in about 1200 CE. Over the next two centuries, the Fremont and ancient Pueblo people may have moved into the American southwest, finding new homes and farmlands in the river drainages of Arizona, New Mexico and northern Mexico.

 

In about 1200, Shoshonean speaking peoples entered Utah territory from the west. They may have originated in southern California and moved into the desert environment due to population pressure along the coast. They were an upland people with a hunting and gathering lifestyle utilizing roots and seeds, including the pinyon nut. They were also skillful fishermen, created pottery and raised some crops. When they first arrived in Utah, they lived as small family groups with little tribal organization. Four main Shoshonean peoples inhabited Utah country. The Shoshone in the north and northeast, the Gosiutes in the northwest, the Utes in the central and eastern parts of the region and the Southern Paiutes in the southwest. Initially, there seems to have been very little conflict between these groups.

 

In the early 16th century, the San Juan River basin in Utah's southeast also saw a new people, the Díne or Navajo, part of a greater group of plains Athabaskan speakers moved into the Southwest from the Great Plains. In addition to the Navajo, this language group contained people that were later known as Apaches, including the Lipan, Jicarilla, and Mescalero Apaches.

 

Athabaskans were a hunting people who initially followed the bison, and were identified in 16th-century Spanish accounts as "dog nomads". The Athabaskans expanded their range throughout the 17th century, occupying areas the Pueblo peoples had abandoned during prior centuries. The Spanish first specifically mention the "Apachu de Nabajo" (Navaho) in the 1620s, referring to the people in the Chama valley region east of the San Juan River, and north west of Santa Fe. By the 1640s, the term Navaho was applied to these same people. Although the Navajo newcomers established a generally peaceful trading and cultural exchange with the some modern Pueblo peoples to the south, they experienced intermittent warfare with the Shoshonean peoples, particularly the Utes in eastern Utah and western Colorado.

 

At the time of European expansion, beginning with Spanish explorers traveling from Mexico, five distinct native peoples occupied territory within the Utah area: the Northern Shoshone, the Goshute, the Ute, the Paiute and the Navajo.

 

The Spanish explorer Francisco Vázquez de Coronado may have crossed into what is now southern Utah in 1540, when he was seeking the legendary Cíbola.

 

A group led by two Spanish Catholic priests—sometimes called the Domínguez–Escalante expedition—left Santa Fe in 1776, hoping to find a route to the California coast. The expedition traveled as far north as Utah Lake and encountered the native residents. All of what is now Utah was claimed by the Spanish Empire from the 1500s to 1821 as part of New Spain (later as the province Alta California); and subsequently claimed by Mexico from 1821 to 1848. However, Spain and Mexico had little permanent presence in, or control of, the region.

 

Fur trappers (also known as mountain men) including Jim Bridger, explored some regions of Utah in the early 19th century. The city of Provo was named for one such man, Étienne Provost, who visited the area in 1825. The city of Ogden, Utah is named for a brigade leader of the Hudson's Bay Company, Peter Skene Ogden who trapped in the Weber Valley. In 1846, a year before the arrival of members from the Church of Jesus Christ of latter-day Saints, the ill-fated Donner Party crossed through the Salt Lake valley late in the season, deciding not to stay the winter there but to continue forward to California, and beyond.

 

Members of the Church of Jesus Christ of Latter-day Saints, commonly known as Mormon pioneers, first came to the Salt Lake Valley on July 24, 1847. At the time, the U.S. had already captured the Mexican territories of Alta California and New Mexico in the Mexican–American War and planned to keep them, but those territories, including the future state of Utah, officially became United States territory upon the signing of the Treaty of Guadalupe Hidalgo, February 2, 1848. The treaty was ratified by the United States Senate on March 10, 1848.

 

Upon arrival in the Salt Lake Valley, the Mormon pioneers found no permanent settlement of Indians. Other areas along the Wasatch Range were occupied at the time of settlement by the Northwestern Shoshone and adjacent areas by other bands of Shoshone such as the Gosiute. The Northwestern Shoshone lived in the valleys on the eastern shore of Great Salt Lake and in adjacent mountain valleys. Some years after arriving in the Salt Lake Valley Mormons, who went on to colonize many other areas of what is now Utah, were petitioned by Indians for recompense for land taken. The response of Heber C. Kimball, first counselor to Brigham Young, was that the land belonged to "our Father in Heaven and we expect to plow and plant it." A 1945 Supreme Court decision found that the land had been treated by the United States as public domain; no aboriginal title by the Northwestern Shoshone had been recognized by the United States or extinguished by treaty with the United States.

 

Upon arriving in the Salt Lake Valley, the Mormons had to make a place to live. They created irrigation systems, laid out farms, built houses, churches, and schools. Access to water was crucially important. Almost immediately, Brigham Young set out to identify and claim additional community sites. While it was difficult to find large areas in the Great Basin where water sources were dependable and growing seasons long enough to raise vitally important subsistence crops, satellite communities began to be formed.

 

Shortly after the first company arrived in the Salt Lake Valley in 1847, the community of Bountiful was settled to the north. In 1848, settlers moved into lands purchased from trapper Miles Goodyear in present-day Ogden. In 1849, Tooele and Provo were founded. Also that year, at the invitation of Ute chief Wakara, settlers moved into the Sanpete Valley in central Utah to establish the community of Manti. Fillmore, Utah, intended to be the capital of the new territory, was established in 1851. In 1855, missionary efforts aimed at western native cultures led to outposts in Fort Lemhi, Idaho, Las Vegas, Nevada and Elk Mountain in east-central Utah.

 

The experiences of returning members of the Mormon Battalion were also important in establishing new communities. On their journey west, the Mormon soldiers had identified dependable rivers and fertile river valleys in Colorado, Arizona and southern California. In addition, as the men traveled to rejoin their families in the Salt Lake Valley, they moved through southern Nevada and the eastern segments of southern Utah. Jefferson Hunt, a senior Mormon officer of the Battalion, actively searched for settlement sites, minerals, and other resources. His report encouraged 1851 settlement efforts in Iron County, near present-day Cedar City. These southern explorations eventually led to Mormon settlements in St. George, Utah, Las Vegas and San Bernardino, California, as well as communities in southern Arizona.

 

Prior to establishment of the Oregon and California trails and Mormon settlement, Indians native to the Salt Lake Valley and adjacent areas lived by hunting buffalo and other game, but also gathered grass seed from the bountiful grass of the area as well as roots such as those of the Indian Camas. By the time of settlement, indeed before 1840, the buffalo were gone from the valley, but hunting by settlers and grazing of cattle severely impacted the Indians in the area, and as settlement expanded into nearby river valleys and oases, indigenous tribes experienced increasing difficulty in gathering sufficient food. Brigham Young's counsel was to feed the hungry tribes, and that was done, but it was often not enough. These tensions formed the background to the Bear River massacre committed by California Militia stationed in Salt Lake City during the Civil War. The site of the massacre is just inside Preston, Idaho, but was generally thought to be within Utah at the time.

 

Statehood was petitioned for in 1849-50 using the name Deseret. The proposed State of Deseret would have been quite large, encompassing all of what is now Utah, and portions of Colorado, Idaho, Nevada, Wyoming, Arizona, Oregon, New Mexico and California. The name of Deseret was favored by the LDS leader Brigham Young as a symbol of industry and was derived from a reference in the Book of Mormon. The petition was rejected by Congress and Utah did not become a state until 1896, following the Utah Constitutional Convention of 1895.

 

In 1850, the Utah Territory was created with the Compromise of 1850, and Fillmore (named after President Fillmore) was designated the capital. In 1856, Salt Lake City replaced Fillmore as the territorial capital.

 

The first group of pioneers brought African slaves with them, making Utah the only place in the western United States to have African slavery. Three slaves, Green Flake, Hark Lay, and Oscar Crosby, came west with this first group in 1847. The settlers also began to purchase Indian slaves in the well-established Indian slave trade, as well as enslaving Indian prisoners of war. In 1850, 26 slaves were counted in Salt Lake County. Slavery didn't become officially recognized until 1852, when the Act in Relation to Service and the Act for the relief of Indian Slaves and Prisoners were passed. Slavery was repealed on June 19, 1862, when Congress prohibited slavery in all US territories.

 

Disputes between the Mormon inhabitants and the federal government intensified after the Church of Jesus Christ of Latter-day Saints' practice of polygamy became known. The polygamous practices of the Mormons, which were made public in 1854, would be one of the major reasons Utah was denied statehood until almost 50 years after the Mormons had entered the area.

 

After news of their polygamous practices spread, the members of the LDS Church were quickly viewed by some as un-American and rebellious. In 1857, after news of a possible rebellion spread, President James Buchanan sent troops on the Utah expedition to quell the growing unrest and to replace Brigham Young as territorial governor with Alfred Cumming. The expedition was also known as the Utah War.

 

As fear of invasion grew, Mormon settlers had convinced some Paiute Indians to aid in a Mormon-led attack on 120 immigrants from Arkansas under the guise of Indian aggression. The murder of these settlers became known as the Mountain Meadows massacre. The Mormon leadership had adopted a defensive posture that led to a ban on the selling of grain to outsiders in preparation for an impending war. This chafed pioneers traveling through the region, who were unable to purchase badly needed supplies. A disagreement between some of the Arkansas pioneers and the Mormons in Cedar City led to the secret planning of the massacre by a few Mormon leaders in the area. Some scholars debate the involvement of Brigham Young. Only one man, John D. Lee, was ever convicted of the murders, and he was executed at the massacre site.

 

Express riders had brought the news 1,000 miles from the Missouri River settlements to Salt Lake City within about two weeks of the army's beginning to march west. Fearing the worst as 2,500 troops (roughly 1/3rd of the army then) led by General Albert Sidney Johnston started west, Brigham Young ordered all residents of Salt Lake City and neighboring communities to prepare their homes for burning and evacuate southward to Utah Valley and southern Utah. Young also sent out a few units of the Nauvoo Legion (numbering roughly 8,000–10,000), to delay the army's advance. The majority he sent into the mountains to prepare defenses or south to prepare for a scorched earth retreat. Although some army wagon supply trains were captured and burned and herds of army horses and cattle run off no serious fighting occurred. Starting late and short on supplies, the United States Army camped during the bitter winter of 1857–58 near a burned out Fort Bridger in Wyoming. Through the negotiations between emissary Thomas L. Kane, Young, Cumming and Johnston, control of Utah territory was peacefully transferred to Cumming, who entered an eerily vacant Salt Lake City in the spring of 1858. By agreement with Young, Johnston established the army at Fort Floyd 40 miles away from Salt Lake City, to the southwest.

 

Salt Lake City was the last link of the First Transcontinental Telegraph, between Carson City, Nevada and Omaha, Nebraska completed in October 1861. Brigham Young, who had helped expedite construction, was among the first to send a message, along with Abraham Lincoln and other officials. Soon after the telegraph line was completed, the Deseret Telegraph Company built the Deseret line connecting the settlements in the territory with Salt Lake City and, by extension, the rest of the United States.

 

Because of the American Civil War, federal troops were pulled out of Utah Territory (and their fort auctioned off), leaving the territorial government in federal hands without army backing until General Patrick E. Connor arrived with the 3rd Regiment of California Volunteers in 1862. While in Utah, Connor and his troops soon became discontent with this assignment wanting to head to Virginia where the "real" fighting and glory was occurring. Connor established Fort Douglas just three miles (5 km) east of Salt Lake City and encouraged his bored and often idle soldiers to go out and explore for mineral deposits to bring more non-Mormons into the state. Minerals were discovered in Tooele County, and some miners began to come to the territory. Conner also solved the Shoshone Indian problem in Cache Valley Utah by luring the Shoshone into a midwinter confrontation on January 29, 1863. The armed conflict quickly turned into a rout, discipline among the soldiers broke down, and the Battle of Bear River is today usually referred to by historians as the Bear River Massacre. Between 200 and 400 Shoshone men, women and children were killed, as were 27 soldiers, with over 50 more soldiers wounded or suffering from frostbite.

 

Beginning in 1865, Utah's Black Hawk War developed into the deadliest conflict in the territory's history. Chief Antonga Black Hawk died in 1870, but fights continued to break out until additional federal troops were sent in to suppress the Ghost Dance of 1872. The war is unique among Indian Wars because it was a three-way conflict, with mounted Timpanogos Utes led by Antonga Black Hawk fighting federal and Utah local militia.

 

On May 10, 1869, the First transcontinental railroad was completed at Promontory Summit, north of the Great Salt Lake. The railroad brought increasing numbers of people into the state, and several influential businessmen made fortunes in the territory.

 

Main article: Latter Day Saint polygamy in the late-19th century

During the 1870s and 1880s, federal laws were passed and federal marshals assigned to enforce the laws against polygamy. In the 1890 Manifesto, the LDS Church leadership dropped its approval of polygamy citing divine revelation. When Utah applied for statehood again in 1895, it was accepted. Statehood was officially granted on January 4, 1896.

 

The Mormon issue made the situation for women the topic of nationwide controversy. In 1870 the Utah Territory, controlled by Mormons, gave women the right to vote. However, in 1887, Congress disenfranchised Utah women with the Edmunds–Tucker Act. In 1867–96, eastern activists promoted women's suffrage in Utah as an experiment, and as a way to eliminate polygamy. They were Presbyterians and other Protestants convinced that Mormonism was a non-Christian cult that grossly mistreated women. The Mormons promoted woman suffrage to counter the negative image of downtrodden Mormon women. With the 1890 Manifesto clearing the way for statehood, in 1895 Utah adopted a constitution restoring the right of women's suffrage. Congress admitted Utah as a state with that constitution in 1896.

 

Though less numerous than other intermountain states at the time, several lynching murders for alleged misdeeds occurred in Utah territory at the hand of vigilantes. Those documented include the following, with their ethnicity or national origin noted in parentheses if it was provided in the source:

 

William Torrington in Carson City (then a part of Utah territory), 1859

Thomas Coleman (Black man) in Salt Lake City, 1866

3 unidentified men at Wahsatch, winter of 1868

A Black man in Uintah, 1869

Charles A. Benson in Logan, 1873

Ah Sing (Chinese man) in Corinne, 1874

Thomas Forrest in St. George, 1880

William Harvey (Black man) in Salt Lake City, 1883

John Murphy in Park City, 1883

George Segal (Japanese man) in Ogden, 1884

Joseph Fisher in Eureka, 1886

Robert Marshall (Black man) in Castle Gate, 1925

Other lynchings in Utah territory include multiple instances of mass murder of Native American children, women, and men by White settlers including the Battle Creek massacre (1849), Provo River Massacre (1850), Nephi massacre (1853), and Circleville Massacre (1866).

 

Beginning in the early 20th century, with the establishment of such national parks as Bryce Canyon National Park and Zion National Park, Utah began to become known for its natural beauty. Southern Utah became a popular filming spot for arid, rugged scenes, and such natural landmarks as Delicate Arch and "the Mittens" of Monument Valley are instantly recognizable to most national residents. During the 1950s, 1960s, and 1970s, with the construction of the Interstate highway system, accessibility to the southern scenic areas was made easier.

 

Beginning in 1939, with the establishment of Alta Ski Area, Utah has become world-renowned for its skiing. The dry, powdery snow of the Wasatch Range is considered some of the best skiing in the world. Salt Lake City won the bid for the 2002 Winter Olympics in 1995, and this has served as a great boost to the economy. The ski resorts have increased in popularity, and many of the Olympic venues scattered across the Wasatch Front continue to be used for sporting events. This also spurred the development of the light-rail system in the Salt Lake Valley, known as TRAX, and the re-construction of the freeway system around the city.

 

During the late 20th century, the state grew quickly. In the 1970s, growth was phenomenal in the suburbs. Sandy was one of the fastest-growing cities in the country at that time, and West Valley City is the state's 2nd most populous city. Today, many areas of Utah are seeing phenomenal growth. Northern Davis, southern and western Salt Lake, Summit, eastern Tooele, Utah, Wasatch, and Washington counties are all growing very quickly. Transportation and urbanization are major issues in politics as development consumes agricultural land and wilderness areas.

 

In 2012, the State of Utah passed the Utah Transfer of Public Lands Act in an attempt to gain control over a substantial portion of federal land in the state from the federal government, based on language in the Utah Enabling Act of 1894. The State does not intend to use force or assert control by limiting access in an attempt to control the disputed lands, but does intend to use a multi-step process of education, negotiation, legislation, and if necessary, litigation as part of its multi-year effort to gain state or private control over the lands after 2014.

 

Utah families, like most Americans everywhere, did their utmost to assist in the war effort. Tires, meat, butter, sugar, fats, oils, coffee, shoes, boots, gasoline, canned fruits, vegetables, and soups were rationed on a national basis. The school day was shortened and bus routes were reduced to limit the number of resources used stateside and increase what could be sent to soldiers.

 

Geneva Steel was built to increase the steel production for America during World War II. President Franklin D. Roosevelt had proposed opening a steel mill in Utah in 1936, but the idea was shelved after a couple of months. After the attack on Pearl Harbor, the United States entered the war and the steel plant was put into progress. In April 1944, Geneva shipped its first order, which consisted of over 600 tons of steel plate. Geneva Steel also brought thousands of job opportunities to Utah. The positions were hard to fill as many of Utah's men were overseas fighting. Women began working, filling 25 percent of the jobs.

 

As a result of Utah's and Geneva Steels contribution during the war, several Liberty Ships were named in honor of Utah including the USS Joseph Smith, USS Brigham Young, USS Provo, and the USS Peter Skene Ogden.

 

One of the sectors of the beachhead of Normandy Landings was codenamed Utah Beach, and the amphibious landings at the beach were undertaken by United States Army troops.

 

It is estimated that 1,450 soldiers from Utah were killed in the war.

History

 

The Cleveland Point Lighthouse was the second light to be erected on this site, replacing an earlier beacon established in 1847.

This lighthouse was built in 1864 and though being the the typical timber framed Queensland lighthouse is unusual because it is hexagonal rather than round and is clad with weather boards instead of the metal cladding common elsewhere in this state.

It was built to accommodate Cleveland, once a thriving port in the middle of last century.

 

In 1872 the existing lens was replaced with the one from the Moreton Island light.

Two red sectors were installed in 1920 to indicate shoals off Peel Island, Cleveland Point, Banana Island and Raby Bay.

In 1934, the lighthouse was converted from kerosene to electric power. At this time the City Electric Light Company Limited became the responsible authority for the light.

The first local experiments in the use of laser beams as navigational aids were carried out from this lighthouse in 1969.

The light's second keeper, James Troy 1877-1927, holds the Australian record for being the longest serving lightkeeper at one lighthouse.

In 1976, the lighthouse was moved to a new location 30 metres to make way for a new beacon. Here it stood until renovated by the Redlands Shire Council in 1978.

Replacing an earlier scanned photo with a better version 07-Jul-17, plus Topaz DeNoise AI 19-Jun-23.

 

First flown with the Fokker test registration PH-EZV in Jun-91, the aircraft had been ordered for Air Europe (UK) as G-FIOZ but they ceased operations in Mar-91 before completion.

 

It was delivered to Fokker Services as PH-CFG in late Jun-91 and stored until it was leased to Transwede Airlines as SE-DUF in Mar-94. It was returned to the lessor in Jun-95 (Transwede ceased operations in Dec-95).

 

The aircraft was leased to Midway Airlines (USA) as N130ML in Jul-95. It was returned to the lessor in early 1999 and was leased to Gill Air (UK) as G-BYDN in Jun-99. Gill Air operated the aircraft on behalf of Air France in full Air France livery.

 

Gill Air ceased operations in Sep-01 and the aircraft was stored. It was returned to the lessor in Feb-02 and remained stored until it was leased to Irish 'low-cost' company 'EU Jet' as EI-DBE in Jun-03. They didn't do well and ceased operations in Jul-05. The aircraft was returned to the lessor and stored.

 

It was leased to Brit Air (France) as F-GPXK in Mar-06 and again operated on behalf of Air France. It was returned to the lessor in Dec-10 and stored at Dinard, France.

 

On Jan-11 the aircraft was sold to Iran Aseman Airlines as EP-ATG. Now 32 years old it continues in service. Updated 19-Jun-23.

Replaces the 737 Service

Neville Hill based, Class170 170477 passes Hessay on a familiarisation run, the class is shortly to replace the aged Pacers which have serviced the line for too many years, i am no fan of DMU's but wanted to capture this working for its significance in the development of the line. If I am correct this will be the first 170 to travel over this line.

 

Replacing an earlier scanned photo with a better version 11-Jan-22 (DeNoise AI).

 

Another history nightmare...

 

This aircraft was delivered to Air Europe as G-BNPB in Mar-88. It was leased to Odyssey International (Canada) as C-FGHT between Oct-89/Apr-90. It was sold to a lessor in Dec-90 and leased back to Air Europe. Air Europe ceased operations in Mar-91 and the aircraft was repossessed by the lessor.

 

In Jun-91 it was leased to Air Europa with the temporary registration EC-771, becoming EC-FGG in Sep-91. It was returned to the lessor in May-92 and immediately leased to Philippine Airlines as RP-C4006. It was returned to the lessor in Aug-98 and was stored.

 

The aircraft was leased to Debonair (UK) as G-DEBZ in May-99 and returned to the lessor in Oct-99 after the summer season when it returned to storage. It was re-registered N202KG in Dec-99 and remained stored until it was leased to British World Airlines as G-OBWY in Mar-00.

 

The aircraft was wet-leased to the easyJet Airline Company between Jun/Jul-00 and to National Jet Italia between Jan/Apr-01. It was returned to the lessor and stored in Dec-01. In Mar-02 it was leased to Astraeus Airlines as G-STRA.

 

It was wet-leased to AirAsia (Malaysia) between Dec-04/May-05 and to FlyBe (UK) between Dec-06/Nov-06 when it was returned to the lessor and stored at Southend, UK.

 

The aircraft was leased to Adam Sky Connection Airlines (Adam Air - Indonesia) as PK-KKY in Dec-06. After a series of accidents and incidents, Adam Air's operating license was revoked by the Indonesian authorities in Mar-08 and the aircraft was stored at Kuala Lumpur - Subang.

 

It was returned to the lessor in Jun-08 and re-registered N240AG. It remained stored at Subang until it was leased to Silver Air (UAE) as A6-FAY in Dec-08. It returned to the lessor in Dec-09 and was again registered N240AG.

 

It was sold to Safair (South Africa) as ZS-SPU in Jun-10. It was leased to Velvet Sky Airlines (South Africa) in Mar-11. They ceased operations in Feb-12 and the aircraft was repossessed by Safair and stored at Johannesburg.

 

It was sold to Star Air Cargo in Nov-13. In Mar-15 the aircraft was leased to Skywise. They didn't last either and it was returned to Star Air in Oct-15 just before they ceased operations in Dec-15.

 

Finally, it was leased to Swazi Airways in Oct-15. The aircraft was permanently retired at Johannesburg, South Africa in Nov-16.

Replacing an earlier digital photo with a better version 17-Oct-19.

 

Named: "A. Glazunov".

 

First flown with the Airbus test registration F-WWBD, this aircraft was delivered to GECAS as VP-BWI in Mar-04. It was returned to the lessor in Jan-14 and stored at Ostrava, Czech Republic. It was then leased to Rossiya Russian Airlines in Aug-14. Current, updated (Oct-19).

Replacing an earlier scanned photo with a better version 09-Apr-14.

 

Operated as a freighter by Baltic Airlines, it's seen here still in the basic livery of Manx Airlines, it's previous operator.

 

This was quite a late build Viscount which first flew in Aug-59. Originally ordered by Trans Australia Airlines as a Viscount 816, it should have become VH-TVR but the order was cancelled before delivery. It was initially stored and then converted to a type V.836 in Apr-60 and sold to the Union Carbide Corporation for executive operation as N40N in May-60. It was sold to the Royal Australian Air Force in Aug-64 as A6-435 and operated for five years until it was sold in the USA in Nov-69 as N40NA to the Alda Corporation. It returned to Australia the following month as VH-EQP with Jet Air Australia and was sold to the Brins Finance Corporation in Sep-70 and sold on the same day to Gates Aviation Turbine Propeller Sales. In Jun-71, continuing it’s ‘executive’ role, it was sold to The Sultan of Oman’s Air Force serialled ‘501’. In Sep-78 it was sold to Royal Swazi National Airways as 3D-ACM but the sale was never completed and the aircraft stayed in Oman until Mar-79 when it was sold to British Midland Airways in the UK as G-BFZL. The aircraft was briefly leased to BMA subsidiary Manx Airlines in Oct/Nov-83 and then leased to them again in Nov-85. In May-86 it was sold to British Aerospace (B.Ae), leased back to BMA and sub-leased to Manx Airlines, all on the same day. It continued in service with Manx until it was returned to B.Ae in Nov-88 and immediately leased to Baltic Airlines. It was briefly sub-leased to Manx Airlines again in Apr/May-90 (when this photo was taken). In May-90 Baltic Airlines was merged into British Air Ferries who changed their name to British World Airlines in Apr-93. In Apr-97 it was sold to Heli-Lift Ltd and leased to their subsidiary Heli Jet Aviation. In Mar-98 it was transferred to their South African division as ZS-NNI and was later stored at Lanseria, South Africa, until it was sold to Trans Inter Congo in Nov-02 as 9Q-CGL. In Apr-03, now 44 years old, it was written off in a take-off accident in the Democratic Republic of Congo.