View allAll Photos Tagged replace
In our new house (only 30 years old) in Japan, the kitchen has hideous wallpaper that only its designer could love. We plan to replace the wallpaper when the time is right...
February 2011: Construction of the new University of Aberdeen Library to replace the Queen Mother Library (QML)
The present York Station was opened on 25 June 1877, replacing the original terminus of 1841, which was retained as the North Eastern Railway Head Office (see York Old Station). For at least twenty years the old station, on its restricted site within the medieval city walls, had been regarded as inadequate for the rapidly-growing traffic. The new one was built on a spacious site just outside the walls but, despite being briefly claimed as one of the world's largest, it has since required additional platforms as well as lengthening of the original ones.
The design was conceived by Thomas Elliot Harrison, the NER Engineer in Chief, in collaboration with the company's Architect: Thomas Prosser. Harrison devised the basic layout of the station and no doubt specified the trainshed roof form, leaving Prosser and his department to work out the details and prepare all the drawings. The resulting trainshed is one of the great iron 'cathedrals' of the Railway Age. Harrison did not favour enormous spans, such as the 245 feet of St. Pancras, opened almost a decade earlier. Instead the York roof was subtly modulated, with a main span of 81 feet and flanking ones of 55 feet, together with a further 45 feet span over the bay platforms on the entrance side. The outcome is a building which, although very large, does not upstage the city walls on their rampart opposite the station entrance.
The trainshed draws on Brunel's Paddington and one of the buildings which inspired it: John Dobson's Newcastle Central. The site compelled Harrison to adopt a curving layout and this is echoed in the semi-elliptical wrought-iron arches of the roof. As at Paddington, their web swells out towards the foot and is perforated with small openings. However, the supporting arcades are very much more substantial than Brunel's. Sturdy cast-iron columns are given richly-modelled Corinthian capitals and bear shallow arches built up from riveted wrought-iron plate. Their spandrels are enlivened by cast panels bearing the NER heraldic device.
The roof was originally clad with timber planking and slates, and crowned by a skylight/ventilator comprising a series of ridge-and-furrow bays aligned at right angles to the axis of the shed. The prototype for these was Sir Joseph Paxton's Crystal Palace roof. A graceful touch was provided by the end screens, with three curving bands of arched windows framed by slender glazing bars.
In a surviving building, the use of the past tense may seem strange, but the roof has been much simplified since 1942, though retaining the essential structure. In April of that year, incendiary bombing caused almost half the roof cladding to be burned off (the stretch left from the booking hall, looking from the front). The ensuing restoration saw corrugated cladding and a simplified ridge ventilator being installed. Eventually, British Rail replaced the remainder in the course of repairs. The most drastic visual impact came in 1972-3, when the end screens were removed, part of their bracing framework (the nearer set of curving beams in the accompanying 1960's photograph) being retained to carry the present glazing. This is a rough approximation to the original, employing slender aluminium glazing bars but without the arched window heads.
The original layout comprised a main platform for through traffic, with bays at either end for services starting and finishing at York. This was linked by a pair of rather meagre subways to an island platform which Harrison envisaged being used solely for special trains and excursion traffic. This enabled him to design York as essentially a single-sided station, with all the passenger amenities clustered around one concourse. This was an optimistic view, and by the time York opened it was already evident that a second through platform would be in regular use. That meant providing some basic amenities on the other side of the tracks, and little time was lost in extending the middle of the island platform across to the rear wall of the trainshed, where toilets and waiting rooms were then installed.
At the front, the station had three entrances. The main route led through a cab portico into the booking hall, but the office range was flanked by a pair of subsidiary entrances. These gave access to the subway ramps as well as the main platform, and were formed by dispensing with the trainshed wall for a number of roof bays. In place of the wall, the shed roof was borne on pairs of columns linked by cast-iron arches bearing triangular panels which carry some of the thrust of the roof down to the outer colonnade. The effect is not unlike the flying buttress employed with gothic church vaults. The south (left-hand) entrance was destroyed in 1942 and replaced by a 'temporary' parcels office, whose building still stands, currently serving as a cycle depot. The right-hand one remains but is partly obscured by the jaunty wooden tearoom wrapped around it in 1906.
The station offices are dignified but rather dull compared with the trainshed, Prosser being a conservative designer when it came to brick and masonry buildings. That said, it may be no bad thing to have a fairly reticent frontage in such close proximity to the medieval city wall. Inside, a jolly note is struck by the arch-braced hammer-beam roof of the former booking hall.
The offices provide a stately sequence of spaces: portico, booking hall and concourse, the latter formed within one span of the trainshed and screened from the main platform by an original wooden signalbox which, remarkably, survives despite an operational life of little more than thirty years. Its splayed corners provide good sightlines for the bustling throng of passengers. Upstairs, the operating floor is now a cafe, while the lower floor has long housed the station 'bookstall'. The passage from booking hall to concourse is no wider than it need be, so that someone coming into the station for the first time gets a surprise view of the trainshed roof suddenly opening up above them.
In 1877 the station would have handled far more passengers changing trains at York than people starting or finishing their journeys there. That has all changed, with the city becoming a popular destination in its own right. Conversely, very few trains now start or finish in York, so additional through platforms have been provided while a number of the original bays have been abandoned to other uses, such as car parking.
[RailwayArchitecture.org.uk]
Taken in York
Replace your old Laptops with newer large screen laptops packed with huge processing speed. Visit your nearest Reliance Digital Express store to pick from a wide range of Laptops
RAF Snetterton Heath airfield was constructed by Taylor Woodrow Ltd, in 1942 at a cost of £950,000 to Class-A specifications. The main runway was 6,000 feet long with two secondaries of 4,200 feet each. Originally thirty-six hardstands of the ''frying pan'' type were constructed as when work started, the base was intended for RAF use. When rescheduled for the USAAF, the number was increased to fifty, all of them being on the south and eastern side of the airfield as a railway line and the A11 road restricted dispersed locations. Total area of concrete laid in its construction was 530,000 square yards with storage provided for 144,000 gallons of fuel.
The airfield was allocated for USAAF use in 1943, its designation was Station 138, Station-ID ''SN''. At one stage, it was planned to add an air depot, known as Eccles on the northern side of the airfield, access being across the A11. Four additional T-2 hangars were constructed on this site. Apparently a reduction in the number of heavy bombers being sent to the UK led to this depot becoming surplus to Eighth Air Force requirements and construction was stopped before all facilities were completed. From 13th September 1943 though 18th June 1945, RAF Snetterton Heath served as headquarters for the 45th Combat Bombardment Wing of the 3rd Bomb Division.
The 386th Bomb Group equipped with B-26's occupied this station for a week in early June 1943, and was replaced in mid-June by the 96th Bomb Group equipped with B-17's. After some 300 missions from RAF Snetterton Heath, the 96th Bomb Group left for the USA during November-December 1945. The station was then placed under Care and Maintenance by the RAF and kept in operational condition until closed in the late 1940's. The airfield was bought privately in 1952 for development as a motor cycle and motor car racing circuit, the first race meeting being held in 1953. The much modified and upgraded circuit has since become a thriving venue for local club, national and international racing, and also for development and testing of motor vehicles.
Information sourced from –
We applied for and obtained a Use of Easement so that a side walkway be poured within the easement. We applied for and obtained the PERMIT as required and handled all inspections. We removed the driveway which was damaged by a sinkhole. We poured the driveway with 4000 PSI concrete. All joints were cut accordingly.
While replacing the smoke detector in my house, I dropped the screw and it stuck in the wood floor just like this... I photographed it and left it there for days out of respect for it's weirdness.
England
The 1951-57 EIP Vauxhalls replaced the LIX and LIP, now a larger car with more rounded styling; produced in 4 cyl Wyvern and 6 cyl Velox.
Not only were they built in England, but in New Zealand by GMNZ in Petone and in Australia by GMH in Melbourne. As well as the 4 door Saloon, GMH produced a two door Vagabond Convertible and a Coupe Utility.
1951; elaborate, solid chrome grille.
1955; new bonnet and concave mesh grille, upmarket ‘Cresta’ introduced (2 tone), convertible dropped. Model codes changed to EIX for Wyvern, EIP for Velox and EIPC for Cresta
1956; larger front and rear screens and thinner pillars, vertical bars in concave grille.
1957; the grille got horizontal chrome bars, larger taillights, coupe utility dropped.
Engines; 1507 4 cyl and 2275 6 cyl
2025 Goodwood Revival