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While I was walking and admiring the wonderful shapes and colors of the sunset along with the sailing boats at the marina but also the trading ships far away , there was an absolute peaceful scenery and i was wondering why i was not making my move to shot this ... but then suddenly inspiration came .....yes, that was what it was missing .....this is what intrigue me to pick up my camera and shot ..... it was this theTHIRD ELEMENT... this small boat coming slowly out of the port , and with its presence breaking up the tranquility and making scenery more vivid
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Italien / Belluno - Tofane
Hike around the Tofana di Rozes
Wanderung um die Tofana di Rozes
Tofane is a mountain group in the Dolomites of northern Italy, west of Cortina d'Ampezzo in the province of Belluno, Veneto. Most of the Tofane lies within Parco naturale delle Dolomiti d'Ampezzo, a nature park.
Peaks
The highest peaks of the Tofane group are Tofana di Mezzo (3,244 m (10,643 ft)), Tofana di Dentro (3,238 m (10,623 ft)), and Tofana di Rozes (3,225 m (10,581 ft)). Tofana di Mezzo is the third highest peak in the Dolomites, after Marmolada (3,343 m (10,968 ft)) and Antelao (3,262 m (10,702 ft)). All three peaks were first climbed by Paul Grohmann along with local mountain guides, in 1863 (Tofana di Mezzo - with Francesco Lacedelli), 1864 (Tofana di Rozes - with Francesco Lacedelli, Angelo Dimai and Santo Siorpaes) and 1865 (Tofana di Dentro - with Angelo Dimai).
Geology
The Dolomites were formed during the Cretaceous Period, approximately 60 million years ago, due to the collision of the African and European continents. The Tofane is largely formed from the Upper Triassic rock Dolomia principale. The strata are perceptibly folded, and the mountains are finally formed by wind, rain, glaciers and rivers.
Tourism
Access
A cable lift system (Freccia nel Cielo, "Arrow in the sky") goes from Cortina almost to the top of Tofane di Mezzo. There is only a short walk from the top cable car to the summit. Alternatively the via ferratas VF Punta Anna and VF Gianna Aglio can be used to reach Tofane di Mezzo.
Cabins (rifugi)
Some of the cabins in the Tofane are the Rifugio Angelo Dibona (2,083 m (6,834 ft)), the Rifugio Giussani (2,580 m (8,465 ft)), the Rifugio Duca d'Aosta (2,098 m (6,883 ft)), and the Rifugio Pomedes (2,303 m (7,556 ft)).
Via ferratas
The via ferratas of Tofane are VF Punta Anna and VF Gianna Aglio on Tofana di Mezzo, VF Lamon and VF Formenton on Tofana di Dentro, and VF Giovanni Lipella on Tofana di Rozes, where there also are tunnel systems from World War I.
History
During the First World War, the Tofane was a battlefield of the Italian Front for clashes between the Italian and Austro-Hungarian forces. The front lines went through the mountains.
At the 1956 Winter Olympics, Mount Tofane hosted five of the six alpine skiing events. It regularly hosts women's speed events on the World Cup circuit, and hosted the World Championships in 2021. The men's 1956 downhill and the current women's World Cup races are on the Olimpia delle Tofane ski race course (often referred to as “Tofana” for short); it is famous for the Tofana Schuss, where athletes can reach speeds over 130 kilometres per hour (81 mph).
(Wikipedia)
Tofana di Rozes (3,225 metres (10,581 ft)) is a mountain of the Dolomites in the Province of Belluno, Veneto, Italy. Located west of the resort of Cortina d'Ampezzo, the mountain's giant three-edged pyramid shape and its vertical south face, above the Falzarego Pass, makes it the most popular peak in the Tofane group, and one of the most popular in the Dolomites.
History
From May 1915 to July 1916, the mountain and its surroundings was the location of fierce fighting between Italian and German, later Austrio-Hungarian, troops, as part of the Italian front in World War I.
West of the main face, and separated from the mountain by a steep and rocky gully, is the Castelletto, a narrow, long rock 700 feet high. In 1915 it was occupied by a German platoon, which, armed with a machine gun and sniper rifles, wreaked havoc on the Italian troops in the valley. They were soon replaced by Austrian soldiers, and from their strategic position they prevented any Italian plans for a push north. For the Alpini, the Italian mountain infantry specialists, retaking the Castelletto became a prime objective. Two of their climbers, Ugo Vallepiana and Giuseppe Gaspard, climbed up the Tofana to a ledge a few hundred feet above the Castelletto, but their guns were not very successful. One summer night four Alpini climbed up the Castelletto but they were discovered and shot. An attack through the gully, taking advantage of the morning fog, was also unsuccessful (machine gunners shot the advancing soldiers when the fog thinned a little), as was a massive attack from three sides in the fall of 1915. So, in February 1916 the Italians, led by Lt. Luigi Malvezzi [it], started tunneling into the Castelletto, first with hammers and chisels and then, in March, with pneumatic drills, and with teams of over two dozen men, working four six-hour shifts, they tunneled up to 30 feet per day. The steep tunnel was 500 meters long, and 2,200 cubic meters of rubble were removed. Its adit was in a "sheltered position within a natural ravine", accessed by a long ladder and thus logistically very demanding. One part of the tunnel brought them under the Austrian position, where they filled a cavern, 16 by 16 feet and 7 feet high, with 77,000 pounds of gelignite. The other led to what was to be an attack position, to be opened with a smaller batch of explosives.
On July 11, at 3:30 AM, the gelignite was exploded, with King Victor Emmanuel III and the army's chief of staff, General Luigi Cadorna, looking on. The Austrian commander was Hans Schneeberger, an orphan from Brandberg, Tyrol, who at age 19 replaced a commander who had been killed by an Italian sniper. When the explosions happened, some two dozen Austrian soldiers were killed instantly, but Schneeberger and a few survivors had rifles and grenades, and were able to repel the Italians from the edge of the crater. The attack as a whole was a failure: soldiers were to lower themselves from the Tofana to attack the Castelletto, but the explosion destroyed their ropes. To make matters worse, the explosion used up so much oxygen that Malvezzi and his men, going through the attack tunnel, passed out because of toxic gases including carbon monoxide; some of the men died. Finally, the explosion damaged the rock face on the east, sending huge boulders down the gully and killing incoming Italian soldiers. The next day, Italians had hauled machine guns up the face of the Tofana; Schneeberger sent one of his men to ask for reinforcements, which arrived that night. A few hours later the Italians attacked the relief platoon, and the Austrians withdrew to the Castelletto's northern end, and pulled their troops away altogether after a few days.[2] Malvezzi received the Military Order of Savoy.
Climbing
Most climbs start from the north, where the mountain is a relatively easy hike, or the west face, where the summit can be reached by a via ferrata. The south face, however, is a much more difficult challenge, with many of the routes being either fifth or sixth graded climbs. The mountain was first climbed in 1864 by Paul Grohmann and local hunter Francesco Lacedelli. The south face was first climbed in 1901.
Via Ferrata
A via ferrata starts at the restored entrance to the mine tunnel at the Castelletto, and leads to the summit of the mountain; along the way one finds a memorial to Giovanni Lipella,[8] an Italian soldier who died on the mountain on 15 June 1918 and was posthumously awarded the Gold Medal of Military Valour.
Cave
The Grotta di Tofana is one of only a few natural caves in dolomite rather than regular limestone. It is accessible by way of a via ferrata that starts some 40 minutes from Rifugio Dibona. The cave is some 300 meters deep, and the roof is up to 10 meters high. The cave has been quite popular with tourists, and was listed by Baedeker as "a large cavern accessible by ladders" and as an interesting visit.
(Wikipedia)
Das Dreigestirn der Tofane (italienisch Tofane, deutsch auch Tofana) gehört zu den bekanntesten und markantesten Dolomitenmassiven. Die Tofane liegen westlich von Cortina d’Ampezzo und überragen das Valle del Boite (Boitetal). Eine gewisse Bekanntheit erlangte der Name durch die Skirennstrecke Olimpia delle Tofane, 1956 Austragungsort der olympischen Herrenabfahrt.
Lage und Umgebung
Das Tofane-Massiv liegt westlich von Cortina d’Ampezzo über dem oberen Valle del Boite und ist Teil des Parco Naturale delle Dolomiti d’Ampezzo. Während die beiden höheren Gipfel Tofana di Mezzo und Tofana di Dentro ein kompaktes Massiv bilden, wirkt die südliche Tofana di Rozes einigermaßen eigenständig. Zwischen diesen Felsgiganten schneidet sich die Forcella Fontananegra (2561 m) ein. Im Westen und Norden trennt das Val Travenanzes das Gebirgsmassiv von der Fanesgruppe, im Osten das obere Valle del Boite vom Pomagnonzug (und der Cristallogruppe) und im Süden das Falzaregotal von der Nuvolaugruppe. Von Cortina gesehen ist den beiden höheren Tofane eine Wandstufe vorgelagert, die mit dem Südostgrat der mittleren Tofana eine Art „Felsenring“ bildet.
Gipfel
Das Massiv besteht im Wesentlichen aus den drei Dreitausender-Gipfeln, die allesamt beliebte Tourenziele darstellen. Alle drei rangieren unter den zehn höchsten Gipfeln der Dolomiten.
Die in der Mitte gelegene Tofana di Mezzo (auch Tofana II) ist mit einer Höhe von 3244 m s.l.m. die höchste der drei Tofane und zugleich nach der Marmolata (3343 m) und dem Antelao (3264 m) der dritthöchste Dolomitenberg.
Die Tofana di Dentro (hintere Tofana, auch Tofana III) hat eine Gipfelhöhe von 3238 m s.l.m. und bildet den nördlichsten der drei Felsriesen.
Die Tofana di Rozes (vordere Tofana, auch Tofana I) ist 3225 m s.l.m. hoch und vor allem für ihre imposante Südwand (Tofana Sud) bekannt.
Geologie
Bereits 1873 setzte sich Hermann Loretz geologisch mit dem Gebiet um die Tofane auseinander. Edmund Mojsisovics von Mojsvár lieferte mit seiner Arbeit zu den Dolomit-Riffen (1879) weitere wichtige Aufschlüsse, die Leopold Kober 1908 vertiefte.
Die Tofane werden aus mächtigem triassischem Hauptdolomit (Dachsteindolomit) aufgebaut, der leicht Richtung Norden einfällt. In den Gipfelbereichen wird er von jurassischen Kalken (früher als Lias bezeichnet) überlagert. Der Grat zwischen Tofana II und III gewährt gute Einblicke in die Schichtfolge und lässt Neokom und Oberjura erkennen, während in den untersten Bereichen ältere Gesteine wie Sandsteine, Kalkmergel und Tuffe zu Tage treten, die ein auffälliges grünes Band formen. Der Komplex von Tofana II und III wird außerdem von einer nach Westen überschlagenen Falte geprägt, deren Mächtigkeit allerdings nur die obersten 200 Meter umfasst. Nach Süden hin setzt sich diese tektonische Störung fort. Am Südgrat der Tofana II befindet sich mit dem Bus de Tofana eines der größten Felsenfenster der Alpen.
Geschichte
Die Erstbegehungen der drei Gipfel erfolgten nacheinander in den Jahren 1863 bis 1865. Paul Grohmann bestieg mit verschiedenen Führern zuerst die Tofana di Mezzo (1863), dann die Tofana di Rozes (1864) und schließlich die Tofana di Fuori (1865), allesamt von Cortina aus. Alpinistisch war in der Folge vor allem die Südwand der Tofana di Rozes von Interesse, die 1901 durch Ilona und Rolanda von Eötvös mit Führern erstmals durchstiegen wurde.
Während des Ersten Weltkriegs bildeten die Tofane eines der Zentren der Ersten Dolomitenoffensive. Die italienischen Alpini besetzten im Juli 1915 die Gipfel von Tofana II und Tofana III und versuchten von dort aus die österreich-ungarische Sperre im Travenanzestal zu erobern. Die Tofana I wurde wiederum kurzzeitig von Jägern des Deutschen Alpenkorps eingenommen. Kriegsrelikte wie Stollen und verfallene Stellungen zeugen heute noch von den erbitterten Kämpfen.
Mit den Olympischen Winterspielen 1956 in Cortina d’Ampezzo hielt der Massentourismus erstmals Einzug in die Gegend. Während die Skigebiete mit der heute noch als Weltcupstrecke genutzten Olimpia delle Tofane am Osthang von Tofana di Mezzo/Dentro entstanden, blieb die Spitze bis zum Bau der Seilbahn Freccia nel cielo (deutsch: Himmelspfeil) 1971 verschont. Davor waren bereits mehrere Klettersteige angelegt worden, die sich heute großer Beliebtheit erfreuen, darunter die Via ferrata Giuseppe Olivieri auf die mittlere Tofana (1957), die Via ferrata Giovanni Lipella auf die Tofana di Rozes (1967) und die Via ferrata Formenton auf die Tofana di Dentro.
(Wikipedia)
Die Tofana di Rozes (auch Vordere Tofana oder Tofana I) ist ein 3225 m s.l.m. hoher Berg in den Dolomiten in der italienischen Provinz Belluno. Mit ihrer berühmten Südwand bildet sie die eindrucksvollste, wenn auch niedrigste Erhebung der dreigipfeligen Tofane westlich von Cortina d’Ampezzo.
Lage und Umgebung
Die Tofana di Rozes ist der südlichste der drei Tofana-Gipfel und von der Tofana di Mezzo durch die Forcella Fontananegra (2561 m) getrennt. In diesem Bereich liegen das Rifugio Giussani und das nicht mehr bewirtschaftete Rifugio Cantore. Im Westen trennt die Forcella Bois (2331 m) den Felskoloss vom Lagazuoistock, im Westen und Norden bildet das Val Travenanzes die Grenze zur Fanesgruppe. Von Norden gesehen erscheint der Berg als dreikantige Felspyramide, nach Süden zeigt er eine der imposantesten Wände der Dolomiten, die meist als Tofana Sud bezeichnet wird. Trotz der niedrigsten Gipfelhöhe ist der Berg gerade aufgrund dieser 800 Meter hohen Südwand das bekannteste Motiv der Tofane. Im unteren Wandabschnitt liegt mit der Grotta della Tofana eine mehrere Meter tiefe Höhle, die bereits von Paul Grohmann besucht wurde.
Alpinismus
Die Erstbesteigung gelang am 29. August 1864 Paul Grohmann mit den Einheimischen Francesco Lacedelli, Angelo Dimai und Santo Siorpaes. Grohmann und Lacedelli hatten im Jahr zuvor bereits die Tofana di Mezzo erstbestiegen. Ähnlich wie bei deren Erschließung wählten sie den Anstieg aus der Forcella Fontananegra über die Nordostflanke, den heutigen Normalweg. Grohmann äußerte sich begeistert über die Aussicht vom Gipfel:
„Ich bin kein Freund davon zur Schilderung einer Aussicht zahllose Bergspitzen herzuzählen, und unterlasse dieses auch hier, unvergesslich aber bleibt mir ein Detailbild der Rundsicht: die furchtbaren Schrofen der beiden anderen Tofanaspitzen in nächster Nähe, und zwischen diesen blickt weiter hinten der Gaisl vor, die Croda rossa der Ampezzaner; nur der oberste Theil, aber dieser blutroth, ein seltsamer Contrast gegen die grauen Kalkwände der Tofana!“
Im August 1901 meisterten Ilona und Rolanda von Eötvös mit Antonio Dimai, Giovanni Siorpaes und Agostino Verzi erstmals die kolossale Südwand. Die Via Eötvös-Dimai (IV) gilt heute als eine der klassischen Routen in den Dolomiten. Die durch wuchtige Pfeiler auffällig gegliederte Wand wurde im Laufe des 20. Jahrhunderts auf fast 30 verschiedenen Routen durchstiegen. Zu den bedeutendsten gehören etwa der zweite Pfeiler (Secondo Pilastro, VI), der 1946 von Ettore Constantini und Luigi Ghedina erstmals bewältigt wurde, oder die 1952 durch Walter Bonatti und P. Contini erschlossene Via delle Tridentina (ebenfalls VI). Weitere wichtige Erstbegehungen gelangen Angelo Dibona, Walter Stößer und Attilio Tissi.
Im Ersten Weltkrieg galt die Tofana di Rozes als besonders umkämpfter Berg. Am 22. Juli 1915 nahm eine Patrouille des dritten Jäger-Regiments im Deutschen Alpenkorps im Zuge der Ersten Dolomitenoffensive den bis dahin unbesetzten Gipfel ein. Man konnte die Tofana I bis zum 18. September gegen die Italiener verteidigen.
Aufstieg
Trotz der imposanten Erscheinung ist die Tofana di Rozes – sieht man von der Seilbahn-Erschließung der Tofana di Mezzo ab – von den drei Tofana-Gipfeln am leichtesten zu ersteigen. Dem Nicht-Kletterer bieten sich für den Aufstieg zur Tofana di Rozes zwei Möglichkeiten.
Der Normalweg führt vom Rifugio Giussani (2580 m) unschwierig über geröllbedeckten Fels zum Nordwestgrat und über diesen schließlich zum Gipfel. Firnreste sind im oberen Bereich keine Seltenheit.
Eine zweite Variante bietet die 1967 eröffnete Via ferrata Giovanni Lipella (Schwierigkeit C/D). Diese wird zumeist vom Rifugio Angelo Dibona (2083 m) aus in Angriff genommen. Der Weg führt zunächst unter der mächtigen Südwand entlang zum Einstieg, wo gleich ein steiler Stollen durchquert werden muss. Danach verläuft der Steig an der Westseite des Berges Richtung Norden zu den Tre Dita (2694 m) und macht schließlich einen Knick nach Süden. Nach dem Ausstieg erreicht man den Normalweg und über diesen den Gipfel.
(Wikipedia)
Math creates rules and rules become predictable. I think it is the implication and honoring of the rule that makes it sacred. This has no greater application than French city planning where symmetry and axis reign supreme. Once you combine this with architectural photography the math gets worse, now thirds. This photo is an attempt both acknowledging the great axis and complimenting the rule of thirds.
thanks for reading.........jhe
Third Day
Oh Immaculate Heart of Mary, Mother of Jesus and Our Mother, we pray and we hope that the promise made by you at Fatima will soon be realized. Our kirk and kin made the supreme sacrifice, and our loved ones languished in the horror and hardships that came upon a world at war. We know that it is your ardent wish and desire that there be peace in the world, and it is only through reparation to your Immaculate Heart that such can be accomplished. You have told us your wish in the message of Fatima: Reparation through the Rosary and the practice of First Saturdays. We beg of you, Oh Mary immaculate, that through your pleadings, our prayers and example may show the world the road to the true peace which the world itself cannot give. Bless, we beseech thee, our country, and inspire us and our leaders to receive, understand, and promote that glorious message delivered by you at Fatima.
Our Lady of Fatima, Queen of Peace, inflame our hearts with the love of Reparation.
New York City Transit Authority (NYCTA) R211 no. 4060 (Kawasaki, 2019-present) is the lead motor on an uptown A train stopped at E Broadway Station on the IND 6th Avenue Line, seen on the train's third day in revenue service.
Piotr et Oleg ont terminé leur 3e sortie extravéhiculaire ! Hier ils ont à nouveau passé un peu plus de 7h30 à l’extérieur de la Station, toujours pour la mise en service du module scientifique russe MLM. Les câbles télé et internet sont maintenant branchés, on a tout le confort moderne ! 😉 Bien entendu, par télévision on entend le canal utilisé par les chercheurs pour nous aider lors des expériences, et par le centre de contrôle pour suivre notre travail et nous accompagner… les caméras sont à bord mais les écrans sont sur terre ! 😁 Ils ont également installé un dispositif de rendez-vous et d’amarrage, et même une expérience de biologie à l’extérieur du module MRM2. Encore une journée bien fatigante pour nos amis, nous étions heureux et soulagés de les voir rentrer : c’est toujours une bonne occasion pour célébrer On est en plein dans la saison 2 des sorties extravéhiculaires puisqu’Aki et moi nous préparons à sortir dimanche (encore du travail sur les panneaux solaires).
Spacewalk 3️⃣ for Oleg and Pyotr complete! They spent another 7 and a half hours outside yesterday for more work on the new Russian science module MLM. Television and internet is now connected, what more could you need? ;). (the television is for researchers to follow our progress working on experiments and the control centre to help us throughout the day, not for us to watch of course!) Well, they also installed a rendezvous and docking system, handrails, and even a biology experiment on the MRM2 or Poisk module that is on the other side of MLM! Another busy and tiring day, and we were happy to see them back. Being safely back inside is always a good reason to celebrate! We are really into spacewalk season two now, Aki and myself are preparing to go outside this Sunday to work on the P-4 truss and prepare it for more roll-out solar arrays.
Credits: ESA/NASA–T. Pesquet
608F9162
031/365 On the thirds
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It is only when we silent the blaring sounds of our daily existence that we can finally hear the whispers of truth that life reveals to us, as it stands knocking on the doorsteps of our hearts. ~K.T. Jong
Vintage card. Photo: Metro-Goldwyn-Mayer (M.G.M.).
Gene Kelly (1912-1996) was an American actor, dancer, singer, filmmaker, and choreographer. He was known for his energetic and athletic dancing style, his good looks, and the likable characters that he played on screen. He starred in, choreographed, or co-directed some of the most well-regarded musical films of the 1940s and 1950s until they fell out of fashion in the late 1950s. Kelly is best known today for his performances in films such as Anchors Aweigh (1945), On the Town (1949), which was his directorial debut, An American in Paris (1951), Singin' in the Rain (1952), Brigadoon (1954), and It's Always Fair Weather (1955).
Eugene Curran Kelly was born in 1912 in the East Liberty neighborhood of Pittsburgh. He was the third son of James Patrick Joseph Kelly, a phonograph salesman, and his wife, Harriet Catherine Curran. By the time he decided to dance, he was an accomplished sportsman and able to defend himself. He attended St. Raphael Elementary School in the Morningside neighborhood of Pittsburgh and graduated from Peabody High School at age 16. He entered Pennsylvania State College as a journalism major, but after the 1929 crash, he left school and found work in order to help his family financially. He created dance routines with his younger brother Fred to earn prize money in local talent contests. They also performed in local nightclubs. In 1931, Kelly enrolled at the University of Pittsburgh to study economics. His family opened a dance studio in the Squirrel Hill neighborhood of Pittsburgh. In 1932, they renamed it the Gene Kelly Studio of the Dance and opened a second location in Johnstown, Pennsylvania, in 1933. Kelly served as a teacher at the studio during his undergraduate and law-student years at Pitt. Kelly eventually decided to pursue a career as a dance teacher and full-time entertainer, so he dropped out of law school after two months. In 1937, having successfully managed and developed the family's dance-school business, he finally did move to New York City in search of work as a choreographer. His first Broadway assignment, in 1938, was as a dancer in Cole Porter's 'Leave It to Me!' Kelly's first big breakthrough was in the Pulitzer Prize-winning 'The Time of Your Life' (1939), in which, for the first time on Broadway, he danced to his own choreography. In 1940, he got the lead role in Rodgers and Hart's 'Pal Joey', choreographed by Robert Alton. This role propelled him to stardom. Offers from Hollywood began to arrive.
Metro-Goldwyn-Mayer was the largest and most powerful studio in Hollywood when Gene Kelly arrived in town in 1941. There he made his film debut with Judy Garland in For Me and My Gal (Busby Berkeley, 1942). The film was a production of the Arthur Freed unit at MGM and it was one of the big hits of the year. The talent pool at MGM was especially large during World War II, when Hollywood was a refuge for many musicians and others in the performing arts of Europe who were forced to flee the Nazis. Kelly's film debut was followed by Cole Porter's Du Barry Was a Lady (Roy Del Ruth, 1943) with Lucille Ball, the morale booster Thousands Cheer (George Sidney, 1943), Cover Girl (Charles Vidor, 1944) opposite Rita Harworth, and Anchors Aweigh (George Sidney, 1945) with Frank Sinatra. MGM gave him a free hand to devise a range of dance routines for the latter, including his duets with Sinatra and the celebrated animated dance with Jerry Mouse—the animation for which was supervised by William Hanna and Joseph Barbera. Anchors Aweigh became one of the most successful films of 1945 and Kelly was nominated for the Academy Award for Best Actor. In Ziegfeld Follies (1946), Kelly collaborated with Fred Astaire, for whom he had the greatest admiration, in 'The Babbitt and the Bromide' challenge dance routine. He co-starred with Judy Garland in The Pirate (1948) which gave full rein to Kelly's athleticism. It features Kelly's work with the Nicholas Brothers—the leading black dancers of their day—in a virtuoso dance routine. Now regarded as a classic, the film was ahead of its time but flopped at the box office. Kelly made his debut as a director with On the Town (1949), for Arthur Freed. Stanley Donen, brought to Hollywood by Kelly to be his assistant choreographer, received co-director credit for On the Town. A breakthrough in the musical film genre, it has been described as "the most inventive and effervescent musical thus far produced in Hollywood."
Two musicals secured Gene Kelly's reputation as a major figure in the American musical film. First, he directed and starred in An American in Paris (1951) with Leslie Caron. The highlight of the film is the seventeen-minute ballet sequence set to the title song written by George Gershwin and choreographed by Kelly. The sequence cost a half-million dollars (U.S.) to make in 1951 dollars. Kelly's many innovations transformed the Hollywood musical, and he is credited with almost single-handedly making the ballet form commercially acceptable to film audiences. In 1952, he received an Academy Honorary Award for his career achievements, the same year An American in Paris won six Academy Awards, including Best Picture. Probably the most admired of all film musicals is his next film, Singin' in the Rain (1952). As co-director, lead star, and choreographer, Kelly was the central driving force and unforgettable is Kelly's celebrated and much-imitated solo dance routine to the title song. Kelly continued his string of classic Hollywood musicals with Brigadoon (1954) with Cyd Charisse, and It's Always Fair Weather (1955), co-directed with Donen. The latter was a musical satire on television and advertising and includes his roller-skate dance routine to I Like Myself, and a dance trio with Michael Kidd and Dan Dailey that Kelly used to experiment with the widescreen possibilities of Cinemascope. Next followed Kelly's last musical film for MGM, Les Girls (1957), in which he partnered a trio of leading ladies, Mitzi Gaynor, Kay Kendall, and Taina Elg. It, too, sold few movie tickets. Dale O'Connor at IMDb: "Kelly was in the same league as Fred Astaire, but instead of a top hat and tails Kelly wore work clothes that went with his masculine, athletic dance style." He finally made for MGM The Happy Road (1957), set in his beloved France, his first foray in a new role as producer-director-actor. After leaving MGM, Kelly returned to stage work.
After musicals got out of fashion, Gene Kelly starred in two films outside the musical genre: Inherit the Wind (Stanley Kramer, 1960) with Spencer Tracey and Fredric March, and What a Way to Go! (1964). In 1967, he appeared in French musical comedy Les Demoiselles de Rochefort/The Young Girls of Rochefort (Jacques Demy, 1967) opposite Catherine Deneuve. It was a box-office success in France and nominated for Academy Awards for Best Music and Score of a Musical Picture. Kelly directed films without a collaborator, including the bedroom-farce comedy A Guide for the Married Man (1967) starring Walter Matthau, and the musical Hello, Dolly! (1969) starring Barbra Streisand and Matthau. The latter was nominated for the Academy Award for Best Picture. He appeared as one of many special narrators in the surprise hit That's Entertainment! (Jack Haley Jr., 1974). The compilation film was released by Metro-Goldwyn-Mayer to celebrate the studio's 50th anniversary. The film turned the spotlight on MGM's legacy of musical films from the 1920s through the 1950s. Kelly subsequently directed and co-starred with his friend Fred Astaire in the sequel That's Entertainment, Part II (Gene Kelly, 1976). It was a measure of his powers of persuasion that he managed to coax the 77-year-old Astaire—who had insisted that his contract rule out any dancing, having long since retired—into performing a series of song-and-dance duets, evoking a powerful nostalgia for the glory days of the American musical film. It was later followed by That's Dancing! (Jack Haley Jr., 1985), and That's Entertainment, Part III (Bud Friedgen, Michael J. Sheridan, 1994). Kelly received lifetime achievement awards in the Kennedy Center Honors (1982) and from the Screen Actors Guild and American Film Institute. In 1999, the American Film Institute also ranked him as the 15th greatest male screen legend of Classic Hollywood Cinema. Gene Kelly passed away in 1996 at the age of 83 in Beverly Hills, California, U.S. His final film project was the animated film Cats Don't Dance, not released until 1997, on which Kelly acted as an uncredited choreographic consultant. It was dedicated to his memory. Gene Kelly was married three times: yo actress Betsy Blair (1941-1957), Jeanne Coyne (1960- her death in 1973) , and Patricia Ward (1990- his death in 1996).
Sources: Dale O'Connor (IMDb), Wikipedia, and IMDb.
And, please check out our blog European Film Star Postcards.
My third custom from Watchmen, Nite Owl II.
Not my favourite hero but is quite interesting.
The head was an elf from LotR, but I painted the Hood and the glasses.
Don't know how to describe the thing on the top of the head, but is sculped.
The torso is painted as the legs and the arms.
Tell me what you think,
Davide
The third floor has the rooftop greenhouse and a small garden containing Willow the awakened tree. With her roots spread throughout the tavern, Willow serves as both surveillance and primary manager of the ship's systems. To the left are the Druid's quarters and a small shrine to Solissian the Splendorous. The tower contains a map room, and the ladder leads to the observatory and water tower. Also on the deck is a powerful auto-ballista.
Was trying the rule of thirds. If only the kid walked in the opposite direction this would've been a better shot but thats the thing about street photography. Every given shot is a gift. n_n
Today i went to get inked for the second time. This is my third tattoo, a kind of belated b-day present from me to me :)
What people say is true, when you first get a tattoo you want another and another...
If i could i would like to have 6 in total... But it will need time and money!!
Greater Manchesters third Leyland Titan storms through Piccadilly bus station in April 1985 having arrived from Stockport. Of the 190 Titans originally ordered only fifteen were to materialise and this one was the first of five to be powered by Leylands TL11 engine. Indeed the five were the first buses in the GMT fleet to feature a turbocharged engine, the remaining ten having Gardners naturally aspirated 6LXB unit. Initially allocated to Birchfields Road garage it was soon dispatched to Stockport to join the other four so as to keep all the Leyland powered vehicles together. The Gardner vehicles would later settle at the tiny garage at Glossop after briefly working five apiece from Birchfields and Oldham.
The foxes seem to love photography. Here's 'Rio' perfectly demonstrating the rule of thirds! If only they could type or hold a camera I think I'd be out of a job...
www.lawriebrailey.co.uk
Incredible light makes its way through a dark passage deep in a swift moving section of the Narrows at Zion National Park.
I am offering a small, first class all the way, Light of the Narrows workshop next summer please check my website here www.wildmoments.net/product/group-workshops/
Also check out my newest blog today: its an editorial on ATV users and Landscape Photographers wildmoments.wordpress.com/
© Michael Greene’s Wild Moments 2010 | All Rights Reserved | Please do not use without my permission. Please Note: My images are posted here for viewing enjoyment only. Please contact me if you are interested in using this image or purchasing a print.
Ayumi was unlucky in the recent Sexy Diva contest - one meagre vote!
She deserved another opportunity to shine.
It is said that blondes have more fun, but do they achieve less success too? ;-)
Nah. :-)
The Ribblehead Viaduct or Batty Moss Viaduct carries the Settle–Carlisle railway across Batty Moss in the Ribble Valley at Ribblehead, in North Yorkshire, England. The viaduct, built by the Midland Railway, is 28 miles (45 km) north-west of Skipton and 26 miles (42 km) south-east of Kendal. It is a Grade II* listed structure. Ribblehead Viaduct is the longest and the third tallest structure on the Settle–Carlisle line.
The viaduct was designed by John Sydney Crossley, chief engineer of the Midland Railway, who was responsible for the design and construction of all major structures along the line. The viaduct was necessitated by the challenging terrain of the route. Construction began in late 1869. It necessitated a large workforce, up to 2,300 men, most of whom lived in shanty towns set up near its base. Over 100 men lost their lives during its construction. The Settle to Carlisle line was the last main railway in Britain to be constructed primarily with manual labour.
By the end of 1874, the last stone of the structure had been laid; on 1 May 1876, the Settle–Carlisle line was opened for passenger services. During the 1980s, British Rail proposed closing the line. In 1989, after lobbying by the public against closure, it was announced that the line would be retained. Since the 1980s, the viaduct has had multiple repairs and restorations and the lines relaid as a single track. The land underneath and around the viaduct is a scheduled ancient monument; the remains of the construction camp and navvy settlements (Batty Wife Hole, Sebastopol, and Belgravia) are located there.
In the 1860s, the Midland Railway, keen to capitalise on the growth in rail traffic between England and Scotland, proposed building a line between Settle and Carlisle. The line was intended to join the Midland line between Skipton and Carnforth to the city of Carlisle. On 16 July 1866, the Midland Railway (Settle to Carlisle) Act was passed by Parliament, authorising the company "to construct Railways from Settle to Hawes, Appleby, and Carlisle; and for other Purposes".
After the Act passed, the Midland Railway came to an agreement with the London & North Western Railway, to run services on the LNWR line via Shap. The company applied for a bill of abandonment for its original plan but Parliament rejected the bill on 16 April 1869 and the Midland Railway was compelled to build the Settle to Carlisle line.
The line passed through difficult terrain that necessitated building several substantial structures. The company's chief engineer, John Sydney Crossley and its general manager, James Joseph Allport, surveyed the line. Crossley was responsible for the design and construction of the major works, including Ribblehead Viaduct.
On 6 November 1869, a contract to construct the Settle Junction (SD813606) to Dent Head Viaduct section including Ribblehead Viaduct was awarded to contractor John Ashwell. The estimated cost was £343,318 and completion was expected by May 1873. Work commenced at the southern end of the 72-mile (116 km) line.
By July 1870, work had started on the foundations for Ribblehead Viaduct. On 12 October 1870, contractor's agent William Henry Ashwell laid the first stone. Financial difficulties came to greatly trouble John Ashwell; on 26 October 1871, his contract was cancelled by mutual agreement. From this date, the viaduct was constructed by the Midland Railway who worked on a semi-contractual basis overseen by William Ashwell.
The viaduct was built by a workforce of up to 2,300 men. They lived, often with their families, in temporary camps, named Batty Wife Hole, Sebastopol, and Belgravia on adjacent land. More than a hundred workers lost their lives in construction-related accidents, fighting, or from outbreaks of smallpox. According to Church of England records, there are around 200 burials of men, women, and children in the graveyard at Chapel-le-Dale and the church has a memorial to the railway workers.
In December 1872, the design for Ribblehead Viaduct was changed from 18 arches to 24, each spanning 45 feet (13.7 m). By August 1874, the arches had been keyed and the last stone was laid by the end of the year. A single track was laid over the viaduct and on 6 September 1874 the first train carrying passengers was hauled across by the locomotive Diamond. On 3 August 1875, the viaduct was opened for freight traffic and on 1 May 1876, the whole line opened for passenger services, following approval by Colonel F. H. Rich from the Board of Trade.
Ribblehead Viaduct is 440 yards (400 m) long, and 104 feet (32 m) above the valley floor at its highest point, it was designed to carry a pair of tracks aligned over the sleeper walls. The viaduct has 24 arches of 45 feet (14 m) span, the foundations of which are 25 feet (7.6 m) deep. The piers are tapered, roughly 13 feet (4 m) across at the base and 5 feet 11 inches (1.8 m) thick near the arches and have loosely-packed rubble-filled cores. Every sixth pier is 50 per cent thicker, a mitigating measure against collapse should any of the piers fail. The north end is 13 feet (4 m) higher in elevation than the south, a gradient of 1:100.
The viaduct is faced with limestone masonry set in hydraulic lime mortar and the near-semicircular arches are red brick, constructed in five separate rings, with stone voussoirs. Sleeper walls rise from the arches to support the stone slabs of the viaduct's deck and hollow spandrels support plain solid parapet walls. In total, 1.5 million bricks were used; some of the limestone blocks weigh eight tons.
Ribblehead Viaduct is 980 feet (300 m) above sea level on moorland exposed to the prevailing westerly wind. Its height, from foundation to rails is 55 yards (50.3 m). It is 442.7 yards (404.8 m) long on a lateral curve with a radius of 0.85 miles (1.37 km).
The viaduct is the longest structure on the Settle–Carlisle Railway which has two taller viaducts, Smardale Viaduct at 131 feet (40 m) near Crosby Garrett, and Arten Gill at 117 feet (36 m). Ribblehead railway station is less than half a mile to the south and to the north is Blea Moor Tunnel, the longest on the line, near the foot of Whernside.
During 1964, several Humber cars were blown off their wagons while being carried over the viaduct on a freight train.
By 1980, the viaduct was in disrepair and many of its piers had been weakened by water ingress. Between 1981 and 1984, repairs were undertaken as a cost of roughly £100,000. Repairs included strengthening the piers by the addition of steel rails and concrete cladding. For safety reasons, the line was reduced to single track across the viaduct to avoid the simultaneous loading from two trains crossing and a 20mph speed limit was imposed. During 1988, minor repairs were carried out and trial bores were made into several piers. In 1989, a waterproof membrane was installed.
In the 1980s, British Rail proposed closing the line, citing the high cost of repairs to its major structures. Vigorous campaigning by the Friends of the Settle-Carlisle Line, formed during 1981, garnered and mobilised public support against the plan. In 1989, the line was saved from closure. According to Michael Portillo, who took the decision in his capacity as Minister of State for Transport, the economic arguments for closing it had been weakened by a spike in passenger numbers, and further studies by engineers had determined that restoration work would not be nearly as costly as estimated.
In November 1988, Ribblehead Viaduct was Grade II* listed. The surrounding land where the remains of its construction camps are located has been recognised as a scheduled monument.
Between 1990 and 1992, Ribblehead Viaduct underwent major restoration. Between September 1999 and March 2001, a programme of improvements was implemented involving renewal of track, replacement of ballast and the installation of new drainage. Restoration has allowed for increased levels of freight traffic assuring the line's viability.
The Settle–Carlisle Line is one of three north–south main lines, along with the West Coast Main Line through Penrith and the East Coast Main Line via Newcastle. During 2016, the line carried seven passenger trains from Leeds to Carlisle per day in each direction, and long-distance excursions, many hauled by preserved steam locomotives.
Regular heavy freight trains use the route avoiding congestion on the West Coast Main Line. Timber trains, and stone from Ingleton quarry, pass over the viaduct when they depart from the yard opposite Ribblehead railway station. The stone from Ingleton is ferried to the terminal at Ribblehead by road. Limestone aggregate trains from Arcow quarry sidings (near Horton-in-Ribblesdale) run to various stone terminals in the Leeds and Manchester areas on different days – these trains reverse in the goods loop at Blea Moor signal box because the connection from the quarry sidings faces north.
Major restoration work started in November 2020 as a £2.1 million project to re-point mortar joints and replace broken stones got underway. Network Rail released a timelapse video of the works in June 2021.
Building the viaduct was the inspiration behind the ITV period drama series Jericho. The viaduct appears in the 1970 film No Blade of Grass and also in the 2012 film Sightseers. A number of other films and television programmes have also included the viaduct.
North Yorkshire is a ceremonial county in the Yorkshire and the Humber and North East regions of England. It borders County Durham to the north, the North Sea to the east, the East Riding of Yorkshire to the south-east, South Yorkshire to the south, West Yorkshire to the south-west, and Cumbria and Lancashire to the west. Northallerton is the county town.
The county is the largest in England by land area, at 9,020 km2 (3,480 sq mi), and has a population of 1,158,816. The largest settlements are Middlesbrough (174,700) in the north-east and the city of York (152,841) in the south. Middlesbrough is part of the Teesside built-up area, which extends into County Durham and has a total population of 376,663. The remainder of the county is rural, and the largest towns are Harrogate (73,576) and Scarborough (61,749). For local government purposes the county comprises four unitary authority areas — York, Middlesbrough, Redcar and Cleveland, and North Yorkshire — and part of a fifth, Stockton-on-Tees.
The centre of the county contains a wide plain, called the Vale of Mowbray in the north and Vale of York in the south. The North York Moors lie to the east, and south of them the Vale of Pickering is separated from the main plain by the Howardian Hills. The west of the county contains the Yorkshire Dales, an extensive upland area which contains the source of the River Ouse/Ure and many of its tributaries, which together drain most of the county. The Dales also contain the county's highest point, Whernside, at 2,415 feet (736 m).
North Yorkshire non-metropolitan and ceremonial county was formed on 1 April 1974 as a result of the Local Government Act 1972. It covered most of the North Riding of Yorkshire, as well as northern parts of the West Riding of Yorkshire, northern and eastern East Riding of Yorkshire and the former county borough of York. Northallerton, as the former county town for the North Riding, became North Yorkshire's county town. In 1993 the county was placed wholly within the Yorkshire and the Humber region.
Some areas which were part of the former North Riding were in the county of Cleveland for twenty-two years (from 1974 to 1996) and were placed in the North East region from 1993. On 1 April 1996, these areas (Middlesbrough, Redcar and Cleveland and Stockton borough south of the River Tees) became part of the ceremonial county as separate unitary authorities. These areas remain within the North East England region.
Also on 1 April 1996, the City of York non-metropolitan district and parts of the non-metropolitan county (Haxby and nearby rural areas) became the City of York unitary authority.
On 1 April 2023, the non-metropolitan county became a unitary authority. This abolished eight councils and extended the powers of the county council to act as a district council.
The York and North Yorkshire Combined Authority held its first meeting on 22 January 2024, assumed its powers on 1 February 2024 and the first mayor is to be elected in May 2024.
The geology of North Yorkshire is closely reflected in its landscape. Within the county are the North York Moors and most of the Yorkshire Dales, two of eleven areas in England and Wales to be designated national parks. Between the North York Moors in the east and the Pennine Hills. The highest point is Whernside, on the Cumbrian border, at 2,415 feet (736 m). A distinctive hill to the far north east of the county is Roseberry Topping.
North Yorkshire contains several major rivers. The River Tees is the most northerly, forming part of the border between North Yorkshire and County Durham in its lower reaches and flowing east through Teesdale before reaching the North Sea near Redcar. The Yorkshire Dales are the source of many of the county's major rivers, including the Aire, Lune, Ribble, Swale, Ure, and Wharfe.[10] The Aire, Swale, and Wharfe are tributaries of the Ure/Ouse, which at 208 km (129 mi) long is the sixth-longest river in the United Kingdom. The river is called the Ure until it meets Ouse Gill beck just below the village of Great Ouseburn, where it becomes the Ouse and flows south before exiting the county near Goole and entering the Humber estuary. The North York Moors are the catchment for a number of rivers: the Leven which flows north into the Tees between Yarm and Ingleby Barwick; the Esk flows east directly into the North Sea at Whitby as well as the Rye (which later becomes the Derwent at Malton) flows south into the River Ouse at Goole.
North Yorkshire contains a small section of green belt in the south of the county, which surrounds the neighbouring metropolitan area of Leeds along the North and West Yorkshire borders. It extends to the east to cover small communities such as Huby, Kirkby Overblow, and Follifoot before covering the gap between the towns of Harrogate and Knaresborough, helping to keep those towns separate.
The belt adjoins the southernmost part of the Yorkshire Dales National Park, and the Nidderdale AONB. It extends into the western area of Selby district, reaching as far as Tadcaster and Balne. The belt was first drawn up from the 1950s.
The city of York has an independent surrounding belt area affording protections to several outlying settlements such as Haxby and Dunnington, and it too extends into the surrounding districts.
North Yorkshire has a temperate oceanic climate, like most of the UK. There are large climate variations within the county. The upper Pennines border on a Subarctic climate. The Vale of Mowbray has an almost Semi-arid climate. Overall, with the county being situated in the east, it receives below-average rainfall for the UK. Inside North Yorkshire, the upper Dales of the Pennines are one of the wettest parts of England, where in contrast the driest parts of the Vale of Mowbray are some of the driest areas in the UK.
Summer temperatures are above average, at 22 °C. Highs can regularly reach up to 28 °C, with over 30 °C reached in heat waves. Winter temperatures are below average, with average lows of 1 °C. Snow and Fog can be expected depending on location. The North York Moors and Pennines have snow lying for an average of between 45 and 75 days per year. Sunshine is most plentiful on the coast, receiving an average of 1,650 hours a year. It reduces further west in the county, with the Pennines receiving 1,250 hours a year.
The county borders multiple counties and districts:
County Durham's County Durham, Darlington, Stockton (north Tees) and Hartlepool;
East Riding of Yorkshire's East Riding of Yorkshire;
South Yorkshire's City of Doncaster;
West Yorkshire's City of Wakefield, City of Leeds and City of Bradford;
Lancashire's City of Lancaster, Ribble Valley and Pendle
Cumbria's Westmorland and Furness.
The City of York Council and North Yorkshire Council formed the York and North Yorkshire Combined Authority in February 2024. The elections for the first directly-elected mayor will take place in May 2024. Both North Yorkshire Council and the combined authority are governed from County Hall, Northallerton.
The Tees Valley Combined Authority was formed in 2016 by five unitary authorities; Middlesbrough, Redcar and Cleveland Borough both of North Yorkshire, Stockton-on-Tees Borough (Uniquely for England, split between North Yorkshire and County Durham), Hartlepool Borough and Darlington Borough of County Durham.
In large areas of North Yorkshire, agriculture is the primary source of employment. Approximately 85% of the county is considered to be "rural or super sparse".
Other sectors in 2019 included some manufacturing, the provision of accommodation and meals (primarily for tourists) which accounted for 19 per cent of all jobs. Food manufacturing employed 11 per cent of workers. A few people are involved in forestry and fishing in 2019. The average weekly earnings in 2018 were £531. Some 15% of workers declared themselves as self-employed. One report in late 2020 stated that "North Yorkshire has a relatively healthy and diverse economy which largely mirrors the national picture in terms of productivity and jobs.
Mineral extraction and power generation are also sectors of the economy, as is high technology.
Tourism is a significant contributor to the economy. A study of visitors between 2013 and 2015 indicated that the Borough of Scarborough, including Filey, Whitby and parts of the North York Moors National Park, received 1.4m trips per year on average. A 2016 report by the National Park, states the park area gets 7.93 million visitors annually, generating £647 million and supporting 10,900 full-time equivalent jobs.
The Yorkshire Dales have also attracted many visitors. In 2016, there were 3.8 million visits to the National Park including 0.48 million who stayed at least one night. The parks service estimates that this contributed £252 million to the economy and provided 3,583 full-time equivalent jobs. The wider Yorkshire Dales area received 9.7 million visitors who contributed £644 million to the economy. The North York Moors and Yorkshire Dales are among England's best known destinations.
York is a popular tourist destination. A 2014 report, based on 2012 data, stated that York alone receives 6.9 million visitors annually; they contribute £564 million to the economy and support over 19,000 jobs. In the 2017 Condé Nast Traveller survey of readers, York rated 12th among The 15 Best Cities in the UK for visitors. In a 2020 Condé Nast Traveller report, York rated as the sixth best among ten "urban destinations [in the UK] that scored the highest marks when it comes to ... nightlife, restaurants and friendliness".
During February 2020 to January 2021, the average property in North Yorkshire county sold for £240,000, up by £8100 over the previous 12 months. By comparison, the average for England and Wales was £314,000. In certain communities of North Yorkshire, however, house prices were higher than average for the county, as of early 2021: Harrogate (average value: £376,195), Knaresborough (£375,625), Tadcaster (£314,278), Leyburn (£309,165) and Ripon (£299,998), for example.
This is a chart of trend of regional gross value added for North Yorkshire at current basic prices with figures in millions of British pounds sterling.
Unemployment in the county was traditionally low in recent years, but the lockdowns and travel restrictions necessitated by the COVID-19 pandemic had a negative effect on the economy during much of 2020 and into 2021. The UK government said in early February 2021 that it was planning "unprecedented levels of support to help businesses [in the UK] survive the crisis". A report published on 1 March 2021 stated that the unemployment rate in North Yorkshire had "risen to the highest level in nearly 5 years – with under 25s often bearing the worst of job losses".
York experienced high unemployment during lockdown periods. One analysis (by the York and North Yorkshire Local Enterprise Partnership) predicted in August 2020 that "as many as 13,835 jobs in York will be lost in the scenario considered most likely, taking the city's unemployment rate to 14.5%". Some critics claimed that part of the problem was caused by "over-reliance on the booming tourism industry at the expense of a long-term economic plan". A report in mid June 2020 stated that unemployment had risen 114 per cent over the previous year because of restrictions imposed as a result of the pandemic.
Tourism in the county was expected to increase after the restrictions imposed due the pandemic are relaxed. One reason for the expected increase is the airing of All Creatures Great and Small, a TV series about the vet James Herriot, based on a successful series of books; it was largely filmed within the Yorkshire Dales National Park. The show aired in the UK in September 2020 and in the US in early 2021. One source stated that visits to Yorkshire websites had increased significantly by late September 2020.
The East Coast Main Line (ECML) bisects the county stopping at Northallerton,Thirsk and York. Passenger service companies in the area are London North Eastern Railway, Northern Rail, TransPennine Express and Grand Central.
LNER and Grand Central operate services to the capital on the ECML, Leeds Branch Line and the Northallerton–Eaglescliffe Line. LNER stop at York, Northallerton and on to County Durham or spur over to the Tees Valley Line for Thornaby and Middlesbrough. The operator also branch before the county for Leeds and run to Harrogate and Skipton. Grand Central stop at York, Thirsk Northallerton and Eaglescliffe then over to the Durham Coast Line in County Durham.
Northern operates the remaining lines in the county, including commuter services on the Harrogate Line, Airedale Line and York & Selby Lines, of which the former two are covered by the Metro ticketing area. Remaining branch lines operated by Northern include the Yorkshire Coast Line from Scarborough to Hull, York–Scarborough line via Malton, the Hull to York Line via Selby, the Tees Valley Line from Darlington to Saltburn via Middlesbrough and the Esk Valley Line from Middlesbrough to Whitby. Last but certainly not least, the Settle-Carlisle Line runs through the west of the county, with services again operated by Northern.
The county suffered badly under the Beeching cuts of the 1960s. Places such as Richmond, Ripon, Tadcaster, Helmsley, Pickering and the Wensleydale communities lost their passenger services. Notable lines closed were the Scarborough and Whitby Railway, Malton and Driffield Railway and the secondary main line between Northallerton and Harrogate via Ripon.
Heritage railways within North Yorkshire include: the North Yorkshire Moors Railway, between Pickering and Grosmont, which opened in 1973; the Derwent Valley Light Railway near York; and the Embsay and Bolton Abbey Steam Railway. The Wensleydale Railway, which started operating in 2003, runs services between Leeming Bar and Redmire along a former freight-only line. The medium-term aim is to operate into Northallerton station on the ECML, once an agreement can be reached with Network Rail. In the longer term, the aim is to reinstate the full line west via Hawes to Garsdale on the Settle-Carlisle line.
York railway station is the largest station in the county, with 11 platforms and is a major tourist attraction in its own right. The station is immediately adjacent to the National Railway Museum.
The main road through the county is the north–south A1(M), which has gradually been upgraded in sections to motorway status since the early 1990s. The only other motorways within the county are the short A66(M) near Darlington and a small stretch of the M62 motorway close to Eggborough. The other nationally maintained trunk routes are the A168/A19, A64, A66 and A174.
Long-distance coach services are operated by National Express and Megabus. Local bus service operators include Arriva Yorkshire, Stagecoach, Harrogate Bus Company, The Keighley Bus Company, Scarborough & District (East Yorkshire), Yorkshire Coastliner, First York and the local Dales & District.
There are no major airports in the county itself, but nearby airports include Teesside International (Darlington), Newcastle and Leeds Bradford.
The main campus of Teesside University is in Middlesbrough, while York contains the main campuses of the University of York and York St John University. There are also two secondary campuses in the county: CU Scarborough, a campus of Coventry University, and Queen's Campus, Durham University in Thornaby-on-Tees.
Colleges
Middlesbrough College's sixth-form
Askham Bryan College of agriculture, Askham Bryan and Middlesbrough
Craven College, Skipton
Middlesbrough College
The Northern School of Art, Middlesbrough
Prior Pursglove College
Redcar & Cleveland College
Scarborough Sixth Form College
Scarborough TEC
Selby College
Stockton Riverside College, Thornaby
York College
Places of interest
Ampleforth College
Beningbrough Hall –
Black Sheep Brewery
Bolton Castle –
Brimham Rocks –
Castle Howard and the Howardian Hills –
Catterick Garrison
Cleveland Hills
Drax Power Station
Duncombe Park – stately home
Eden Camp Museum –
Embsay & Bolton Abbey Steam Railway –
Eston Nab
Flamingo Land Theme Park and Zoo –
Helmsley Castle –
Ingleborough Cave – show cave
John Smith's Brewery
Jorvik Viking Centre –
Lightwater Valley –
Lund's Tower
Malham Cove
Middleham Castle –
Mother Shipton's Cave –
National Railway Museum –
North Yorkshire Moors Railway –
Ormesby Hall – Palladian Mansion
Richmond Castle –
Ripley Castle – Stately home and historic village
Riverside Stadium
Samuel Smith's Brewery
Shandy Hall – stately home
Skipton Castle –
Stanwick Iron Age Fortifications –
Studley Royal Park –
Stump Cross Caverns – show cave
Tees Transporter Bridge
Theakston Brewery
Thornborough Henges
Wainman's Pinnacle
Wharram Percy
York Castle Museum –
Yorkshire Air Museum –
The Yorkshire Arboretum