The Edinburgh and Northern Railway was a railway company authorised in 1845 to connect Edinburgh to both Perth and Dundee. It relied on ferry crossings of the Firth of Forth and the Firth of Tay, but despite those disadvantages it proved extremely successful. It took over a short railway on the southern shore of the Forth giving a direct connection to Edinburgh, and it changed its name to the Edinburgh, Perth and Dundee Railway.

It operated passenger and goods ferryboats over the two Firths directly, but seeking to overcome the cost of manhandling goods and minerals at the quays, it introduced a revolutionary system in which railway goods wagons were transferred on to rails on the steamers by means of movable ramps. The wagons moved on their own wheels and this system formed the world's first roll-on roll-off railway ferry service, in use from 1850.

The Edinburgh, Perth and Dundee Railway was taken over by the North British Railway in 1862. The ferry system was a success, but competing land routes had a considerable advantage, and the North British Railway determined to bridge the Forth and the Tay, as part of a strategy to create an efficient and modern route from Edinburgh to Aberdeen. This was achieved in 1890.

Much of the network remains in use, although the northern extremity from Leuchars to the Tayport ferry terminal has closed, and some sections of the Dunfermline branch have closed.

History

Before railways
The natural barrier of the Firth of Forth had for centuries impeded transport between Edinburgh and Fife, and points north. The Firth of Tay presented another barrier further north, and the most expeditious route from Edinburgh to Dundee and beyond was a coastal steamer from Leith. Intermediate locations were served by ferry crossing the Forth, but the harbours available were primitive and the crossings in many cases were hazardous. A number of different harbour locations were tried, but no obviously dominant route developed before the railway age.

A railway from Edinburgh to the Forth
The first definite move to form a railway connection was the Edinburgh and Newhaven Railway, which obtained an Act of Parliament on 13 August 1836. The engineering design for the line was by Thomas Grainger and John Miller, who had made their name on the Monkland and Kirkintilloch Railway in 1823, and a number of other Scottish lines subsequently. However the costs of building the line were beyond the resources of the Company, and nothing was done for some time.

After a change of northern terminal location, the Edinburgh, Leith and Newhaven Railway opened in 1842 as far as Trinity, a little to the west of Newhaven. However this intended harbour was not developed, and a further change of terminal, to Granton, was adopted. The line opened to there from Canal Street, in the complex that later became Waverley station, in 1846. The primary purpose of the line was the conveyance of passengers and goods to harbours on the Firth of Forth, from where ferries provided onward transport to locations in Fife and further afield, including northern parts of Scotland and the east coast of England.

The Duke of Buccleuch developed Granton Harbour and arranged for efficient ferries to be operated from there to Fife; the principal ferry harbour was Burntisland.

A railway across Fife
As early as 1819 a railway had been proposed, starting from Burntisland to the Firth of Tay. The engineer Robert Stevenson designed a line, but nothing further was done. Further proposed schemes followed in 1835 and 1836. In October 1840 a definite decision was  taken to adopt one of these schemes, but now the money market was difficult and it was decided to delay until conditions improved. Two competing schemes were put forward in the intervening period, but they came to nothing. So it was that early in 1844 a prospectus was issued for the Edinburgh, Dundee and Northern Railway, with capital of £800,000. this was to be the scheme designed by Thomas Grainger and his partner John Miller. On 1 March 1844 the title of the proposed company was shortened to The Edinburgh and Northern Railway. It was to run from Burntisland through Kirkcaldy and Markinch to Ladybank and Newburgh, on the southern shore of the Tay. At Newburgh the line was to cross the Tay and make a junction with the proposed Dundee and Perth Railway, over which E&NR trains would get access to Perth along the north shore of the Tay.

Although there was enthusiasm for such a line, only about half the subscription required to present a Bill in Parliament was forthcoming, and the Chairman of the Provisional Committee proposed that a more modest scheme be drafted, and the intended presentation in the 1844 session of Parliament had to be deferred.

The revised scheme was for a railway from Burntisland to Kingskettle and then through Newburgh to Perth, crossing the Tay a little above Newburgh and joining the (proposed) Dundee and Perth Railway; and a short branch to Kirkcaldy Harbour, and a longer one to Cupar. The line was to be single, and the Tay crossing was to make use of Mugdrum Island, which separates the Tay into two channels; the southern channel would be crossed by a swing bridge or a floating bridge, and the northern channel by a causeway. The Dundee and Perth Railway would pay half the cost of the Tay crossing. The line from the convergence with the Dundee and Perth line into Perth itself would be operated as two single lines, one for each company; the entire E&NR system would be a single line. The estimated cost of the revised scheme was £500,000.

Interested people in Cupar were dissatisfied that their town was to be served by a terminus reached from the south alone, and proposed a Cupar, Ferry-Port-on-Craig and Dundee Railway to reinstate the earlier proposal, and the Edinburgh and Northern agreed to treat their line in amicable terms.

A proposed Edinburgh and Perth Railway was  competing with the E&NR supporters for Parliamentary authorisation; they put forward a route via a ferry at Queensferry, with a long branch through Dunfermline and Lochgelly to Kirkcaldy; the branch had the potential to wipe out the lucrative mineral traffic that the E&NR hoped to secure.

In the 1845 Parliamentary session, the E&NR had to defend hastily prepared modifications to its earlier plans, and opposition from the Edinburgh and Perth promoters was fierce. Radical mutual compromises were made with the Edinburgh and Perth Railway promoters, and had both schemes passed the remaining E&NR scheme would have been mortally wounded.

There was far worse: now the Admiralty stepped in, together with the Magistrates of Perth, objecting to the bridge at Mugdrum, on the grounds of interference with navigation, and it appeared that this opposition could not be overcome: the whole of the Perth line was under threat. The E&NR promoters saw that a Strathearn Junction Railway had been authorised, to build a short connecting line between the proposed E&NR at Newburgh  and the proposed Scottish Central Railway line at Hilton Junction. At the last minute the E&NR bought out the Strathearn Junction line and altered their own proposals to reach Perth over its route. Now they did not need to cross the Tay to reach Perth.

Now at the last moment it emerged that the E&PR deposited plans did not comply with standing orders, and the E&PR scheme was summarily thrown out. A stopgap proposal for an E&NR Dunfermline branch had been inserted, and suddenly the E&NR Bill including this branch, were authorised. The line was now to be double track at the instigation of Parliament, heavily increasing costs; and the access to Perth would be over the (proposed) Scottish Central Railway line from Hilton Junction through Moncrieffe Tunnel. Although this involved dependency on another company, and some concomitant compromises, this avoided the crossing of the Tay.

The Edinburgh and Northern Railway authorised
The Bill for the Edinburgh and Northern Railway was passed on 11 June 1845, and the Company was incorporated on 31 July 1845. The authorised extent was from Burntisland to Perth, with a branch to Cupar, and a short Kirkcaldy harbour branch. The line was required to be double track throughout, a financial burden the young company had hoped to avoid.

Tenders for the construction were soon invited, and negotiations with the Duke of Buccleuch resulted in the company adopting the Granton ferries and associated terminals. A short connection to the small harbour at Pettycur was included in the first contract: Parliamentary approval (9 & 10 Vict. c. lxxix) was obtained retrospectively in 1846. Pettycur was a few miles east of Burntisland in the natural shelter of a promontory, and some of the construction materials were landed there. Sixteen locomotives, shortly increased to 26, were ordered from R and W Hawthorn, and rolling stock was also ordered. In addition passenger and cargo ferryboats were ordered.

The Edinburgh, Leith and Granton Railway
The Edinburgh and Northern Railway was authorised to build its lines in Fife, on the northern side of the Firth of Forth; yet to reach Edinburgh its passengers and goods would have to get from one of the harbours on the south side into the city. In 1836 the Edinburgh, Leith and Newhaven Railway had been authorised to build a line from Princes Street in Edinburgh to the Forth. After some false starts it opened a line from Trinity, close to Newhaven, to Scotland Street, some distance north of Princes Street, in 1842. In 1844 it obtained parliamentary authorisation to extend to Granton Harbour, now seen as a more promising ferry terminal for crossing the Forth, and the Company changed its name to the Edinburgh, Leith and Granton Railway.

The company was always short of money, and it sought a larger business to which it might sell its concern. The Edinburgh and Northern Railway was the obvious partner, and the E&NR absorbed the EL&GR by Act of 22 July 1847, taking effect on 7 August 1847. The E&NR had not yet opened any of its lines.

Opening of the line: in stages
In the slump that followed the frenzy of railway promotion of 1845, money became difficult to obtain, and contract prices rose considerably. However the work progressed well in the circumstances, and the Board of Trade inspection for passenger operation of the section from Burntisland to Cupar, and to Lindores on the Perth line, took place on 3 September 1847. The inspecting officer expressed himself well satisfied with the construction, and a ceremonial opening of the line took place on 17 September, with the public service commencing on 20 September. There were four passenger trains each way daily on the Cupar line, with a coach service from Cupar to the ferry for Dundee. Two trains ran to Lindores daily, and the trains from Burntisland connected with ferryboats running in connection with the trains from Canal Street, Edinburgh. The trains were over-subscribed and the service was soon augmented.

On 9 December 1847 the Perth line was extended from Lindores to a temporary terminus at Glenbirnie. On 17 May 1848 the line was extended to another temporary terminus at Abernethy Road and on 25 July 1848 the final extension to Hilton Junction, where it joined with the newly opened Scottish Central Railway. Edinburgh and Northern Railway trains gained access to Perth station through Moncrieffe Tunnel over that company's lines.

The Dundee line was extended from Cupar to Leuchars on 17 May 1848 and from there to Tayport on 17 May 1848.

Short harbour branches were opened to Kirkcaldy Harbour in October 1848 and to Pettycur Harbour in February 1849, in both cases for goods only.

Other Acts of 1847
Carter says there were two Acts of Parliament of 9 July 1847. The first authorised a 1.5 mile extension and deviation of the Dunfermline branch and a short connecting line from the E&NR Strathearn deviation to the Scottish Central Railway, with capital of £53,000 for the purpose. The second authorised a five-mile long St Andrews branch and a one-mile branch to Newburgh Harbour, with authorised capital of £64,000. A further private Act was passed authorising the acquisition of the Granton to Burntisland ferry.

Change of name to the Edinburgh, Perth and Dundee Railway
The Edinburgh and Northern Railway was reincorporated as the Edinburgh, Perth and Dundee Railway in April 1849 as part of a financial reconstruction.

Dunfermline branch
A branch line to Dunfermline had been added to the plans at the last moment; it was to leave the main line at Thornton. Although Dunfermline was an ancient and important Burgh, the primary objective of the line was to pass through the rich West Fife coalfield. It was opened as far as Crossgates, a little short of Dunfermline, in September 1848. It was halted there while a vexatious battle took place in Parliament over the arrangement to cross, on the level or otherwise, the long-established Halbeath Railway which intersected its proposed route. The opposition was encouraged by the hostile Edinburgh and Perth Railway (which was being promoted, but which ultimately failed to gain Parliamentary approval). In the 1848 session the E&NR finally obtained sanction for a level crossing and the extension to Dunfermline itself was opened on 13 December 1849. The route for passengers from Dunfermline to Edinburgh was extremely circuitous, and this was a source of considerable friction with the railway company for many years.

In 1850 the Stirling and Dunfermline Railway opened the majority of its line, between Dunfermline and Alloa, opening up a considerable further extent of the West Fife coalfield. It had opened the short section from Dunfermline to Oakley, where there was a colliery, in 1849. In 1852 it extended from Alloa to Stirling, joining there with the Scottish Central Railway and forming an alternative route for West Fife coal to reach Central Scotland, via Stirling.

The Stirling and Dunfermline Railway was vested in the Edinburgh and Glasgow Railway by Act of 28 June 1858.

Sunday trains
Sunday trains were introduced from December 1848. This resulted in constant criticism at subsequent Shareholders' Meetings from convinced sabbatarians.

The world's first train ferry

The Edinburgh and Northern Railway was dependent for its success on efficient crossings of the Firth of Forth and the Firth of Tay. Historically there had been ferry operators (or simply boat operators) plying on these routes, but their service was erratic, and the E&NR set about taking control. In February 1846 the directors announced that they had taken possession of the Tayport ferry for £12,600, and in July 1847 the E&NR took possession of the ferry operating between Granton and Burntisland; it paid £90,000. In July 1847 it obtained an Act of Parliament authorising improvements at Tayport.

The Tayport improvements and the augmented ferry service did not commence until May 1851, by which time £65,900 had been spent on harbour works and £18,000 on steamers. Nonetheless the ferry crossings continued to be unreliable; moreover the passage for goods between Dundee and Edinburgh involved manhandling the goods four times at the four harbours, and the opening of a competing land route via Stirling and Perth (over the Dundee and Perth Railway, opened on 24 May 1847, and the Scottish Central Railway opened on 15 May 1848,) posed a very obvious commercial threat.

Considerable technical improvement was necessary at the harbours, and quickly. Consideration was given to installing hydraulic cranes to lift loaded railway wagons on to the deck of steamers.

On 13 or 14 January 1849 the innovative young engineer Thomas Bouch was appointed engineer and manager of the E&NR. Bouch saw that the proposals for hydraulic cranes at the harbours would only partly mitigate the problem, and he immediately put forward a radical scheme: what is now known as a train ferry. The steamship would have railway tracks on its deck and goods wagons—passenger carriages were not planned to be conveyed—would travel on board. At each harbour point there would be a flying  bridge (as Bouch described it): this would be a large trolley system capable of running on its own rails on a ramped jetty, and carrying railway tracks. The flying bridge could be moved up or down the ramp and make a connection with the landward tracks; a link span at the seaward end connected to the track on the steamer. It was to be hinged at the flying bridge end so as to accommodate tidal variation during the berthing of the ferryboat. The tidal range was about 20 feet (6 m).

The EP&DR Directors authorised the scheme at once, and the steamship Leviathan, 399 tons, equipped with railway track, was ready by early September 1849, but the shore works took longer. Leviathan was destined for the Tay crossing at first, but it was decided to transfer her to the Forth crossing instead. Leviathan was a flat bottomed paddle steamer with two railway tracks aboard; a smaller vessel, PS Robert Napier, 296 tons, was constructed for the Tay passage.

The flying bridge system was nearly ready in January 1850 but there was an accident at Burntisland in which a workman was killed; the newspapers reported:

The Edinburgh, Perth and Dundee Railway Company have just completed two moveable slips or platforms, one on each side of the Forth,—viz. at Granton and Burntisland,—for the purpose of conveying across the ferry, by means of their floating railway, or large steamer Leviathan, goods, minerals, &c., without breaking bulk. The platforms are moved up and down the slip, so as to suit the state of the tide, by means of a small stationary engine placed at the top of the slip, and the trucks or waggons are run down the platform on to rails placed on the deck of the steamer, which has been constructed in such a manner that thirty loaded trucks at one time can, with the greatest ease, be conveyed across the ferry on her deck.

We understand that early last week the slip at Granton was tried for the first time, and found to answer the expectations of its most sanguine promoters. The other one, at Burntisland, at which the melancholy accident occurred, was tried on Saturday morning [26 January 1850], and found to be equally successful. It appears that another trial of the Burntisland slip was fixed to take place in the afternoon; and while preparations were being made for what is called putting the engine into gear, by which the platform is moved up and down the slip, two of the workmen, unknown to any of the officials, had got under the platform, one of whom, thinking that all was right, but without receiving a signal to that effect, slipped out the "palls" [pawls] which hold the platform to the slip, the consequence of which was that the heavy mass rushed down the slip at a fearful velocity into the sea, the two poor men being underneath it, and one of them was so dreadfully mangled that ... it was found that life was extinct.

A demonstration journey using the flying bridge system took place on 30 January 1850, when 12 wagons were transferred from the shore to Leviathan, followed by the Directors' in their own coach. Leviathan then crossed the Forth and the directors alighted at Granton without mishap. Commercial operations could not be started immediately as further work on the shore installations was required.

Reports printed in contemporary newspapers differ in the details and the date:

The first experimental trial took place [on the Granton to Burntisland sector] on Wednesday last [6 February 1850] in the presence of the directors, and was eminently successful. We may mention that the spacious deck of the steamer is capable of holding a train of from 30 to 40 loaded trucks, and on Wednesday, 12 trucks, laden with coals and general merchandise, were taken on board at Burntisland in about seven minutes. The time occupied by the steamer in crossing [to Granton] was 25 minutes, and the trucks were safely run ashore at Granton in the course of three minutes afterwards ...Bell's Life in London (periodical), February 10, 1850

The world's first commercial roll on, roll off ferry passage therefore probably took place on 30 January 1850.

The Tay ferry crossing came into full operation in May 1851. The innovation transformed the financial situation of the EP&DR, and Bouch's technical designs worked perfectly: when he left the EP&DR to set up in private practice, he was able to state that in thirteen months not a single working day had been lost in the ferry operation.

On Friday 28 March 1851, a special passenger train crossed the Forth and the Tay:

[Harbour improvement works being nearly completed,] the Directors resolved to invite a number of the shareholders to be present at the formal opening of the communication between Ferry-Port and Broughty. Friday being the day fixed upon for the ceremony, the Directors and about 300 of the shareholders accordingly started from Edinburgh at a quarter before nine o'clock morning; and having crossed the Firth in the Company's floating railway [steamship] Leviathan, proceeded, stopping at the various stations, on to Ferry-Port-on-Craig, which they reached about eleven o-clock ... On reaching Ferry-Port-on-Craig they were met by the Directors of the Dundee and Arbroath Railway, with which line a junction has now been formed at Broughty Ferry.

[The works at Ferry-Port] are of a very extensive and substantial kind. The basin, which is now opened ... is a spacious one, being in length about 600 feet, and in breadth 300 feet, with an entrance lock 85 feet in width. Having been excavated to upwards of seven feet below low water of spring tides, it possesses the great advantage of being able to float small vessels even when the water is lowest, and vessels of a large size will generally have sufficient water. ... In order to facilitate the loading of coals ... a staith, similar to one on the Tyne, is in course of erection, by which waggon-loads will be at once discharged into the holds of vessels ...

The Directors and Shareholders having  gone over and examined the works, again re-entered their carriages, which were then, by means of a stationary engine, let down the inclined plain, [sic] and along a moveable platform, which can be adjusted to any level by means of a crane, so as to be attached to the deck of the large floating steam railway [ferryboat] "Robert Napier". The rails on the platform and on the deck of the steamer being of the same gauge, and easily adjusted, the carriages, with the passengers seated, were on board in a few moments, when the large floating machine steamed out of the harbour. There was a strong gale blowing [and an adverse tide] but the "Robert Napier" did her duty well, conveying her unusual cargo in about fourteen minutes to the other side. The sensation of sitting in a railway carriage on board of a vessel breasting the turbulent waves was certainly a peculiar one, and the passengers generally enjoyed it. The vessel with her line of carriages (there are rails laid for two lines, but on this occasion there was only one, consisting of six carriages) had a magnificent appearance as she steamed along ...

On reaching Broughty there was a few minutes delay, from the fierceness of the gale preventing the vessel going right into the basin; but the delay was very short, and the carriages with their passengers were then, by means of a moving platform similar to the one on the other side, run on the junction rails. The train was then taken up to the place where the junction with the Dundee and Arbroath Railway is effected—a distance of upwards of a quarter of a mile.

Here, after waiting a few minutes, in order to allow the passengers to see the junction, the train returned to Broughty. Here, after looking at the basin, which is not quite so large as on the opposite side, although with an equal depth of water, the Edinburgh visitors were again taken on board the floating railway in the same manner as they were landed. They were then steamed over to Ferry Port, and from thence on to the line, along which they rattled at a pleasant pace till they reached the Ladybank Junction, where they were entertained to a cold collation. The train shortly afterwards proceeded on its way, and reached Edinburgh in safety in the afternoon ...

We understand that since Friday [28 March 1851] the goods traffic has been conducted by means of the "floating railway" to and from Broughty; but it will yet be two or three weeks before the communication is thoroughly open for passengers, who, in the meantime, have to be conveyed betwixt Ferry Port and Dundee per steamer, as hitherto.Dundee Courier (newspaper), Wednesday 2 April 1851

Ferryport-on-Craig station was renamed Tayport on the same day.

The ferryboats were not fast, at 5 knots, and the crossing averaged 56 minutes. As built the vessels were reversible, but it was found that there was a danger of wagons being loaded running off the far end of the boat during the operation, and stop blocks were fixed at one end, converting the boats to single ended working. Some locomotives were transferred from the former EL&GR line to Burntisland, where the company's main workshops had been established. During her first year in service, Leviathan carried 75,000 wagons.

Further vessels were built for the work in later years: PS Carrier, 243 tons entered service in 1858 on the Tay crossing, and PS Balbirnie, 533 tons followed in 1861. After the EP&DR was taken over by the North British Railway,  PS Kinloch, 585 tons joined the fleet in 1865, and PS Midlothian, 920 tons, joined in 1881. The passenger ferries were in a separate fleet; although passengers occasionally crossed on the goods boats, and empty passenger coaches were transferred on the ferries, there is no evidence that a through passenger train ferry ever operated.

The St Andrews Railway
The St Andrews Railway was opened on 1 July 1852 from a junction immediately south of Leuchars to a St Andrews station somewhat to the west of the ancient burgh. It was worked by the EP&DR, and was later absorbed by the North British Railway by Act of 1 August 1877, effective in October 1877.

The Fife and Kinross Railway and the Kinross-shire Railway
The Fife and Kinross Railway, between Ladybank and Kinross, opened on 6 June 1857 on 15 March 1858, was worked by the EP&DR. It amalgamated with the EP&DR by Act of 29 July 1862.

The Kinross-shire Railway opened its line on 20 June 1860, running from Lumphinnans, near Cowdenbeath, to Kinross, and traversing an area rich with coalpits. At Kinross it shared a joint station with the Fife and Kinross Railway. It was worked by the EP&DR and was absorbed by it by Act of 1 August 1861.

The Leslie Railway
The independent Leslie Railway opened its short branch line from Markinch to Leslie on 1 December 1861. It was worked by the EP&DR. It was absorbed into the North British Railway by Act of 18 July 1872.

Burntisland improvements
In the later years of the 1850s, the output of the Fife coalfield expanded considerably, and a great deal of the mineral went for export from east coast ports. Chief among these was Burntisland, expanded from its original role as a simple ferryport. Congestion there became a major source of complaint, and late in 1860 a major expansion of the dock facilities was commissioned. A sheltered dock area of 20 acres had been provided at a cost of £10,000.

Absorbed by the North British Railway
The North British Railway had started out with the intention of making a link with the growing English railway network via Berwick, which it achieved in 1848. As time went on, it adopted an aggressive expansionist policy, absorbing local railways and widening its network. An approach had been made in November 1859 to establish collaborative working arrangements between the two companies, but although the meeting was amicable, the NBR had other priorities at the time.

In 1861-1862 the EP&DR was undergoing a financial crisis and was unable to pay a dividend. Negotiations with the NBR followed, and an absorption was agreed. Some EP&DR shareholders were unhappy with what they considered poor terms, but the truth was that their company had run out of money. On 1 August 1862 an Act of Parliament authorised the arrangement.

Development of the former E&NR network
The NBR was constructing piece by piece a through route from Berwick to Aberdeen, and the EP&DR was a useful part of that nascent route. However the two ferry crossings were a liability, particularly as the rival Scottish Central Railway had a useful route from Edinburgh to Perth via Stirling, and also captured Glasgow traffic. The Scottish Central was absorbed by the Caledonian Railway in 1865, and it became plain that a fight was on.

In addition the E&NR route gave access to the West Fife and East Fife coalfields, directly and by means of a number of branch lines; a considerable network developed in Fife over the remainder of the nineteenth century.

The access at Edinburgh (on the former Edinburgh, Leith and Newhaven Railway) was obviously unsatisfactory, involving a departure on a rope worked incline through the tunnel to Scotland Street, and the North British Railway set about provided a better alternative; this involved a new branch line leaving the Berwick line east of Edinburgh near Abbeyhill and rejoining the line to Granton near Trinity. This opened for traffic on 2 March 1868.

First attempt at a Forth Bridge
Bridging the Forth was an essential first step, and with engineering expertise provided by Thomas Bouch, and design was provided and work started. the location was not at Queensferry where the present-day Forth Bridge stands, but about 3 miles (5 km) west of that location, crossing from Blackness to Charlestown. The Forth is actually somewhat wider here than at Queensferry.

On 14 June 1866 the first pier of the new bridge was towed into position. In subsequent days it was loaded with scrap iron to cause it to sink to a firm bed, but on 3 August 1866 the Board of the NBR sent instructions to cease work; the contractors were discharged. The NBR had itself run into serious financial difficulty and the Directors themselves were in turmoil. Thomas has a different account: "Bouch had built an experimental iron cylinder at Burntisland, which was to be used in the building of a  bridge across the Forth at Charlestown. The cylinder was placed in position on Sunday 6 November 1864." "[The scheme] depended on a substantial infusion of North British money, and the 1866 financial crisis forced a halt to all bridge plans".

Burntisland expansion, again
The continued increase in coal production in West Fife and East Fife coalfields again overwhelmed capacity to handle the traffic at Burntisland, to which the North British Railway directed much of it. Captain Randolph Wemyss of the Wemyss Estate, proprietors of the Wemyss Private Railway repeatedly urged investment at Methil Dock, which was also heavily congested, but for some time the North British Railway insisted on regarding Burntisland as the primary objective of any development, while (in the view of Wemyss and many coal-owners) not actually spending any money to do so. Finally in December 1876 a very large improvement scheme at Burntisland was inaugurated, resolving the impasse. Hydraulic hoists enabled 1,000 tons of coal to be loaded to ships every hour; the previous system had involved hand-operated cranes.

The increase in the coal trade continued exponentially, and a further expansion at Burntisland was commissioned in 1901; it covered 43 acres and could handle vessels up to 7,000 tons.

The Tay Bridge
The original Edinburgh and Northern Railway route was always the spine of a through route to Dundee and Aberdeen, and if the intended Forth Bridge had been abandoned, the dream of a Tay Bridge at Dundee was brought to life, once again with the expertise of Thomas Bouch. Construction began in 1871 and the bridge opened in 1878. As part of the work, a new section of line approaching the bridge on the south side, was opened by the North British Railway from Leuchars to Wormit and the Tay Bridge. In addition a short section of line was opened on the north side of the Tay, giving access to North British Railway trains to the north shore lines. The route to Tayport became a backwater branch line and the railway ferry from Tayport to Broughty was discontinued. The fortunes of the North British Railway were transformed in the area, and regular travel between Fife and Dundee increased considerably.

The following year, on 28 December 1879, part of the bridge collapsed during a violent storm, taking a passenger train down with it; 74 or 75 persons perished in what is known as the Tay Bridge disaster.

Preparations were in hand for resuming the work on Bouch's Forth Bridge, but as his culpability for the collapse of the Tay Bridge became well known, his Forth Bridge could not continue. The human tragedy was paramount, but it was also a blow for the North British Railway; during its short lifetime the Tay Bridge had enabled the NBR to elevate its share of Dundee traffic to 85%; with the bridge gone this fell to 51%.

The route to Dundee from Fife was crucial to the success of the north British Railway, and despite the serious setback, it set about the construction of a second Tay bridge. This was to be double track, and it opened on 14 June 1887 for goods traffic, and to passenger trains on 20 June 1887.

The Forth Bridge

The ferry crossing of the Firth of Forth continued to be a major barrier to the success of the North British Railway route to the north east of Scotland. The project to make a crossing near Queensferry gathered momentum, and in 1881 the Forth Bridge Railway Committee was established. When the bridge was constructed, the NBR contributed 35% of the cost; the English Midland Railway contributed 30%, the North Eastern Railway 17.5% and the Great Northern Railway 17.5%.

The Forth Bridge was opened on 4 March 1890, crossing from Dalmeny to North Queensferry. Railway branch lines had already been built to the respective shore locations in connection with the long-standing ferry, but these were unsuitable to form part of a trunk main line. The North British Railway built a new direct line from Saughton Junction (a few miles west of Edinburgh) to Dalmeny and from Inverkeithing (immediately north of North Queensferry) to Burntisland. The Granton to Burntisland ferry was discontinued and Burntisland became a wayside location on the new through route.

Later development
Accordingly in 1890 the North British Railway achieved its aim of having a direct land route from Edinburgh to Dundee. Developments had also taken place on the north side of the Tay, and the NBR had access to a through route from Dundee on to Arbroath, Montrose and Aberdeen, although much of that was jointly owned with the rival Caledonian Railway or over that company's lines by the exercise of running powers.

The twentieth century
In 1923 the North British Railway was a constituent of the new London and North Eastern Railway, by the Railways Act 1921, and in 1948 the railways of Great Britain were nationalised, the former EP&DR lines forming part of the Scottish Region of British Railways.

In the 1960s rationalisation of the railways resulted in closure of many routes. The original route to Tayport had not served a main traffic flow since the opening of the Tay Bridge in 1887, and it was closed. The original route from Burntisland to Ladybank (later connected to Wormit) was retained and continues to form part of the main line from Edinburgh to Dundee. The "Perth branch" from Ladybank to Hilton Junction remained in use but the passenger service was reduced to minimal levels, with the dominant passenger routing between Edinburgh and Perth being taken by Falkirk and Stirling. In recent (2015) years a frequent passenger service has been restored.

Topography
Dundee main line:

 Burntisland; opened 20 September 1847; relocated to make through station 1890;
 Petticur Harbour branch connection 1849 - ?;
 Kinghorn; opened 20 September 1847;
 Invertiel Junction; divergence of line to Foulford Junction, near Cowdenbeath 1896 - 1960;
 Kirkcaldy; opened 20 September 1847;
 Kirkcaldy Harbour connection 1848 - 1960;
 Sinclairtown; opened 20 September 1847; closed except for workmen 1 January 1917; reopened 1 February 1919; closed 6 October 1969;
 Dysart; opened 20 September 1847; closed 6 October 1969;
 Thornton South Junction; divergence of spur towards Dunfermline 1878 - ?;
 Thornton; opened 4 September 1848; renamed Thornton Junction by 1850; closed 6 October 1969; convergence of Edinburgh and Northern branch from Dunfermline from 1848, and of Wemyss and Buckhaven Railway 1881 - 1963;
 Thornton North Junction; divergence of Leven Railway from 1854, later line to Fife Coast Railway;
 Markinch;  opened 20 September 1847; occasionally known as Markinch Junction; convergence of Leslie Railway 1861 - 1967;
 Falkland Road; opened 20 September 1847; closed 15 September 1958;
 Kingskettle; opened 20 September 1847; closed 1 January 1917; opened 1 February 1919; closed 4 September 1967;
 Ladybank South Junction; divergence of spur towards Fife and Kinross Railway 1857 - 1957;
 Ladybank; opened 20 September 1847; occasionally known as Ladybank Junction; divergence of Perth branch and convergence of Fife and Kinross Railway line;
 Springfield; opened 20 September 1847;
 Cupar; opened 20 September 1847;
 Dairsie; opened 17 May 1848; closed 20 September 1954;
 Leuchars; opened 1 June 1878 as Leuchars Junction; convergence of line from St Andrews 1852 - 1969;renamed Leuchars 1970;
 Leuchars Junction; divergence of present-day line to Tay Bridge from 1878; original line from here to Tayport now closed;
 Leuchars; opened 17 May 1848; renamed Leuchars Junction 1 July 1852; closed 1 June 1878; re-opened 1 December 1878 as Leuchars Old; closed 3 October 1921;
 Ferry-Port-on-Craig; opened 17 May 1848; renamed Tayport (Tay Port at first) 1851; relocated to suit extension of line to Wormit 12 May 1879; closed 22 May 1966.

Perth branch:

 Ladybank; above;
 Collessie; opened 20 September 1847; closed 19 September 1955;
 Glenburnie Junction; convergence of Newburgh and North Fife line 1909 - 1960 / 1964;
 Glenburnie; opened 9 December 1847 as temporary terminus; closed 17 May 1848;
 Newburgh; opened 17 May 1848; closed 19 September 1955;
 Abernethy Road; opened 17 May 1848 as temporary terminus; closed 25 July 1848;
 Abernethy; opened 25 July 1848; closed 19 September 1955;
 Bridge of Earn; opened 25 July 1848; closed 1 February 1892;
 Bridge of Earn; opened 1 February 1892; located to accommodate the Glenfarg line at the junction 1890 - 1970; closed 15 June 1964;
 Hilton Junction; convergence with Scottish Central Railway line.

Dunfermline branch: closed between Dunfermline and  Townhill Junction:

 Dunfermline; opened 13 December 1849; end on connection with Stirling and Dunfermline Railway 1849 - 1993; renamed Dunfermline Upper 1890; closed 7 October 1968;
 Touch North Junction; divergence of spur towards Inverkeithing 1890 - 1970;
 Townhill Junction; convergence of line from Inverkeithing from 1866; divergence of line to Lilliehill Junction 1880 - 1976;
 Crossgates; opened 4 September 1848; closed 26 September 1949;
 Cowdenbeath South Junction; divergence of line towards Kinross-shire Railway from 1890; line from here to Lumphinnans Central Junction now closed (from 31 March 1919);
 Cowdenbeath; opened 4 September 1848; renamed Cowdenbeath Old 1890; closed 31 March 1919 (and replaced by station on deviation line);
 Foulford Junction; divergence of line to  Inverteil Junction 1896 - 1962;
 Lumphinnans Central Junction; convergence of 1919 connection from Cowdenbeath second station; divergence of line to Kinross-shire Railway 1860 - 1957;
 Lumphinnans East Junction; convergence of line from Kinross-shire Railway 1902 - 1967;
 Lochgelly; opened 4 September 1848;
 Glencraig Junction; convergence of line from Glencraig Colliery and Craighead Colliery, 1898 - 1968;
 Cardenden; opened 4 September 1848;
 Redford Junction; convergence of line from Kinglassie Colliery, 1925;
 Glenrothes with Thornton; opened 11 May 1992;
 Thornton West Junction; divergence of south curve towards Kirkcaldy; divergence of spur line towards Wemyss Estate Railway;
 Thornton; above.

Gradients leaving Burntisland involved a climb  for over  including  at 1 in 128; from Kirkcaldy gradients of 1 in 143, 105, 100 and 114 followed, and there was then a steep downhill run from Dysart to Thornton; from there climbing resumed at 1 in 129 and 104 to Markinch. After Markinch there was a further climb at 1 in 102 and then a fall at 1 in 105, a climb at 1 in 95 immediately following, and then at 111. From Ladybank to Tay-Port there were no gradients of any significance.

References

Notes

External links
 Engraving of the floating railway at Burntisland on Burntisland.net website
 Granton history with photograph of moving link

North British Railway
Pre-grouping British railway companies
Railway companies established in 1845
Railway companies disestablished in 1862
Early Scottish railway companies


Diplopedia, billed as the Encyclopedia of the United States Department of State,  is a wiki running on a State internal Intranet, called "OpenNet".  It houses a unique collection of information pertaining to diplomacy, international relations, and Department of State tradecraft.

The wiki may be used by U.S. foreign affairs agencies domestic and abroad with State intranet access.  It is also available to the United States intelligence community and other national-security related organizations using the Intelink-U network as a mirrored, read-only archive. Both sites are rated by the government as sensitive but unclassified.  The wiki on either network is not open to the public.

Diplopedia is a project of the Office of eDiplomacy (eDip), located in the Bureau of Information Resource Management within the Department of State.  Diplopedia uses MediaWiki, the same software used by the Wikipedia free-content encyclopedia project.

Creation and usage
The project was launched in September 2006 after a presentation by State at Wikimania 2006.

The program began as part of a larger effort created by former Secretary Condoleezza Rice within the concept of Transformational Diplomacy. Under that plan, personnel utilized Web 2.0 technologies such as wikis, blogs, communities, and virtual work environments to provide diplomacy to areas that have been underrepresented. The program continued under Secretary Hillary Clinton's vision of diplomatic Smart Power, which also relied heavily on new media to include the web, blogs, and wikis, in concert with commercial online media distribution including Twitter, Facebook, and YouTube.

At Wikimania 2008, eDiplomacy revealed the state of the wiki as of July 2008. In a presentation entitled "Diplopedia: Wiki Culture in the U.S. Department of State", the overall Diplopedia project hosted more than 4,400 substantive articles, is edited by 1,000 registered users, and has had 650,000 page views.

In January 2009, Diplopedia was among 27 online technologies named as "The Best Government Tech of the Bush Years" by Wired.

By February 2010, the wiki had grown to 10,000 articles by over 2,000 contributors.

As reported at Wikimania 2012, Diplopedia surpassed 5,000 editors and 16,300 articles.

Content

Examples of Diplopedia content include a comprehensive collection of information for desk officers, the Foreign Service Officers who act as the in-house experts and go-to officials on a particular country.

Desk officers rotate out of their positions every two years and often have little lead time to learn the scope of their new job. Diplopedia provides a desk officer manual, advising them on everything from what to make of Department jargon, how to move a paper for decision, or how to navigate a new Ambassador through the complexities of Senate confirmation and assignment to his or her mission.

Forty briefing portals help Department employees find and contribute information on specific programs, economic issues, and international politics. Recent additions are part of a working space for foreign policy experts to share and collate information that underpins the Department's efforts to address a major global issue which encompasses economic, political, human rights and population concerns.

Community practices
The wiki provides so much flexibility that several offices throughout the community are using it to maintain and transfer knowledge on daily operations and events. Anyone with access to read it has permission to create and edit articles after registering and acquiring an account with Diplopedia (there are no anonymous edits allowed). Since Diplopedia is intended to be a platform for expressing the various points of view of the Department, Diplopedia does not enforce a pure neutral point of view policy. Instead, viewpoints are attributed to the offices and individuals participating, with the hope that a consensus view will emerge.  Positions or views in an article that do not fairly represent the consensus of the relevant community of interest are to be clearly marked with the author, office, or agency whose views they represent.

Diplopedia has a unique categorization of abbreviations and acronyms (pervasive in government).  Each is placed in Category:Abbreviation and most point to articles on the topic the abbreviation represents.  Information is also grouped by categories familiar to diplomats and lay people alike such as Missions Abroad, Offices, Information Technology, and Security. Diplopedia also contains non-encyclopedic content including notes and items of internal, administrative interest.

Diplopedia uses two categorizations for frequent users: mythical creatures from Wikipedia and colored belts as used on Intellipedia.

Intellipedia
Congressional testimony from Jimmy Wales, the co-founder of Wikipedia, notes the difference between vertical and horizontal information sharing and suggests that both could be successful e-government endeavors.  Intellipedia is an excellent example of sharing information horizontally across agencies, and Diplopedia has found similar success in sharing information within the Department of State bureaucracy.  Statements on both wikis encourage cross posting of relevant information as appropriate.

See also

 A-Space
 Bureaupedia – FBI's online encyclopedia
 Dipnote
 DoDTechipedia
 GCTools
 milSuite
 State Department Sounding Board
 United States Foreign Service

References

MediaWiki sites of the United States government
United States Department of State
2006 establishments in the United States
Enterprise wikis
Internet properties established in 2006


Touladi may refer to:

Touladi, a common name for Lake trout (Salvelinus namaycush)
 Touladi River, a tributary of the Romaine River in the Côte-Nord region of the Canadian province of Quebec


The Haasrode Research-Park business and research park in Heverlee (Leuven, Belgium) with a total area of 136 hectares (336 acres), accommodates dozens of high-technology businesses, employing well over 5,000 people in total. International companies such as Siemens, Terumo, KLA Corporation, 3D Systems, Tomra, Nikon, Sony, NXP,... have important, often research oriented branches in Leuven. Next to these multinational companies, there are tens of innovative (KU Leuven) spin-off companies like Materialise, Easics, LAB Motion Systems, Soundtalks, The Kobi Company, Octinion,... as the nearby presence of the internationally renowned KU Leuven university (Europe's most innovative University) and UCLL generates a continuous flow of highly innovative companies. The park is located near the Brussels area and is very well connected to the airport. Divided in a research and science park and a business-production park, it houses an important variety of industries. Companies are attracted by the international research centre Interuniversity Microelectronics Centre, UZ Leuven, one of the largest academic hospitals in Europe and the KU Leuven university.

Accessibility
The Haasrode Research-Park is located alongside the E40 highway (Brussels-Liège, exit 23). Moreover, very regular buses connect the science park to the city centre and the Leuven train station in particular, can be reached within 10-15 minutes. The park will soon be connected by a new (E-)bike highway-corridor linking Leuven to the city of Tienen  and soon a direct connection via train is to be realised as this project is in advanced planning stage.

References

External links
 List of all companies at the Haasrode Research Park (English/Dutch)
 Campus Remy (Dutch/English)
 De Vunt Business Park (Dutch/English)
 Greenhill Campus, 18000 m² office park on Haasrode (Dutch/English)
 Wingepark (Dutch/English)

Science parks in Belgium
Geography of Flemish Brabant
Leuven


Amar Latif  (born December 1974) is a Scottish entrepreneur, television personality and professional traveller. His blindness is due to the incurable eye condition retinitis pigmentosa. By his late teens he had 95 per cent sight loss.

Education and early career
Born and raised in Glasgow to Pakistani parents on December 1974, Latif gained a Bachelor of Science in Mathematics, Statistics and Finance at the University of Strathclyde, spending part of his course in Canada at Queen's University in Kingston, Ontario. On leaving university, he trained as an accountant, eventually becoming Head of Commercial Finance for British Telecom.

In 2004, Latif founded Traveleyes, a travel agency specialising in tours for blind and partially-sighted travellers.

Media career
In 2005 Latif was a participant in the first series of the BBC Two documentary Beyond Boundaries, as one of a group of travellers with various disabilities on a trek of  from the Atlantic to the Pacific coasts of Nicaragua.

Latif directed the 2007 Channel 4 documentary Sightseeing Blind. He has had minor acting roles in the BBC Three comedy series It's Adam and Shelley, and the BBC One drama series Love Soup. In 2007, he appeared as a special guest on the BBC Two cookery show Ready Steady Cook. In 2016, he appeared as a tour guide in Channel 4's The Last Leg Goes Down Under.

From 2017 to 2018, Latif and Anna Richardson co-presented the Channel 4 show How to Get Fit Fast, which aired for two series.

In 2019, Latif and Sara Pascoe featured in the BBC Two documentary Travelling Blind, in which they explored Istanbul's Grand Bazaar, remote Black Sea-bordering mountains, traditional summer oil wrestling festivities, traditional alpine cattle and bee farming methods and Cappadocia rock formations.

In 2020, Latif appeared as the first ever blind contestant on Celebrity MasterChef. He was eliminated in the Semi Finals with Judi Love & Phil Daniels.

In 2021, Amar was one of seven celebrity participants trekking the Sultans Trail in BBC One's Pilgrimage: The Road to Istanbul.

Patronship and awards
Latif won the 2005 Outstanding Young Business Entrepreneur of the World and Outstanding Young Person of the UK, both awarded by the Junior Chamber International; the 2006 One Vision Man of the Year; and the University of Strathclyde's 2006 Alumnus of the Year award. In 2007, he was presented with the inaugural Stelios Disabled Entrepreneur Award, presented by EasyJet founder Sir Stelios Haji-Ioannou in partnership with the charity Leonard Cheshire Disability.

A 2018 episode of the BBC documentary series River Walks, presented by Latif, was awarded both the Single Documentary category at the 2019 Royal Television Society Yorkshire Centre Awards and the Best Documentary award at the 2019 O2 Media Awards for Yorkshire and The Humber.

In July 2020 Latif was appointed as one of the first two celebrity patrons of SeeAbility, a charity working with people with learning disabilities, autism and sight loss.

In February 2022 Latif presented a BBC Radio 4 Appeal for Rafiki Thabo Foundation about a blind young girl in Uganda who, as he says in this personal message, touched his heart deeply, shortly after he was announced as patron for the charity. The charity works to remove barriers to education for vulnerable children in Kenya, Uganda and Lesotho, including those living with disabilities.

Latif was appointed Officer of the Order of the British Empire (OBE) in the 2023 Birthday Honours for services to the visually impaired and entrepreneurship.

In April 2023, Latif was announced as the president of The Ramblers, succeeding DJ and writer Stuart Maconie.

References

External links

1974 births
Living people
Scottish male television actors
British television directors
British Telecom people
Alumni of the University of Strathclyde
Scottish blind people
Businesspeople from Glasgow
Scottish people of Pakistani descent
Television presenters with disabilities
Blind actors
Officers of the Order of the British Empire
Scottish accountants


Victor Florescu (born 5 October 1973) is a Moldovan judoka in the -90 kg category. He was at the 2000 Summer Olympics where he was defeated by Jean-Claude Raphael and won a silver medal at the 1999 World Judo Championships. He obtained the best result for Moldova at the world championships in judo to date.

Achievements

References

1973 births
Living people
Moldovan male judoka
Judoka at the 2000 Summer Olympics
Olympic judoka for Moldova
20th-century Moldovan people
21st-century Moldovan people


L'enfant, better known as Man and Baby is a 1987 photographic poster depicting a shirtless male model (Adam Perry) holding a young baby. The image, conceived by Paul Rodriguez was photographed by Spencer Rowell and published in the 1980s by British company Athena Posters. The photograph was said to herald the "sensitive but sexy New Man" aesthetic.

In 2011 the poster became part of the V&A Print collection and can be viewed in the Prints and Drawings Study Room level C. V&A, London and is published on p. 58 British Posters. Advertising, Art and Activism (Flood., C. V&A: 2012)

In a 2004 British television documentary about L'Enfant, The Model, the Poster and 3,000 Women, Perry claimed that as a result of his poster fame he had slept with 3,000 women. The programme also identified the baby as Greek-Cypriot Stelios Havatzios. Stelios currently lives in Limassol, Cyprus with his family and works as a lawyer. In 2013, Havatzios appeared as the Mystery Guest on The Big Fat Quiz of the '80s. Perry, who was paid £100 for the photo shoot, worked as a London-based carpenter in 2007.

Senator Josh Hawley  once hung the photo over his dorm room bed at Stanford.

Further reading

See also
Tennis Girl

References

External links

Spencer Rowell official site.
 Newborn Photography Ideas at Home

Posters
1980s photographs


Stadium Drive Elementary School of the Arts is an elementary school located in Orion Township, Michigan, USA. It is a nationally recognized Blue Ribbon School, awarded for the 2000-2001 school year. One of seven elementary schools in the Lake Orion Community Schools, Stadium Drive was built in 1972 - around the time when many schools were built in the district - and houses Kindergarten through fifth grades.

The building includes a gymnasium, a media center, a technology lab, a music room, an art room, and a theater room.

Stadium Drive is an arts-focused school, where its administrators believe that "Academics Shine Through the Arts." In addition, Stadium Drive was the first elementary school in the Lake Orion School District to be awarded the Outcomes Endorsement status from the North Central Association. It was awarded the ArtServe Michigan "School of Distinction" status in May 2000.

Prosecutors filed weapons charges against a seven-year-old boy who allegedly brought a loaded pistol to the school and threatened the life of a fellow student in March 1999. Authorities said the Stadium Drive student is the youngest child in recent memory to face criminal charges in Oakland County.

References

External links
 Official site

Educational institutions established in 1972
Public elementary schools in Michigan
Schools in Oakland County, Michigan
1972 establishments in Michigan


Sinezona levigata is a species of minute sea snail, a marine gastropod mollusc or micromollusc in the family Scissurellidae, the little slit shells.

Description
This species differs from Sinezona brevis in the degree of sculpture. At first sight it would appear a very different shell, but when closely examining the sculpture, it is seen to be the same. The longitudinal ribs have greatly deteriorated in strength, whilst the spirals have gained. The body whorl descends much more rapidly than in Sinezona brevis, whilst the earlier whorls are smaller. This combination gives an entirely different appearance to the shell, which is further strengthened by the fact that the fasciole is very little longer than the foramen. The thin operculum is horny and multispiral.
The colour of the shell is cream. Dead shells are pure white.

Distribution
This marine species occurs off New Zealand.

References

 Powell A. W. B., New Zealand Mollusca, William Collins Publishers Ltd, Auckland, New Zealand 1979
 Geiger D.L. (2012) Monograph of the little slit shells. Volume 1. Introduction, Scissurellidae. pp. 1-728. Volume 2. Anatomidae, Larocheidae, Depressizonidae, Sutilizonidae, Temnocinclidae. pp. 729–1291. Santa Barbara Museum of Natural History Monographs Number 7

External links

Scissurellidae
Gastropods of New Zealand
Gastropods described in 1927


Bill Duffy is a retired professional basketball player and agent specializing in the representation of professional basketball players in the National Basketball Association.

Career

Basketball
Duffy is a former basketball player, and played basketball at University of Minnesota and was later transferred to Santa Clara University. He was selected by the Denver Nuggets in the fifth round of the 1982 NBA draft (the team's fourth pick that year).

Sports management
In 1985 Duffy's childhood friend, San Francisco 49ers legend Ronnie Lott helped him sign his first client, Cleveland Browns receiver Webster Slaughter. Duffy founded Walnut Creek based BDA Sports Management. Later he founded BDA Sports International together with Rade Filipovich. BDA represents stars such as Yao Ming, Steve Nash, Joakim Noah, Rajon Rondo, Luka Dončić.

Personal life
Duffy lives in the Bay Area, in Northern California with his wife and five children. He is Catholic.

References

Living people
Santa Clara Broncos men's basketball players
Place of birth missing (living people)
Year of birth missing (living people)
Denver Nuggets draft picks
American sports agents
American men's basketball players
African-American Catholics


Peter Crawford is a British award-winning, freelance film-maker, author and lecturer.

Peter Crawford is perhaps best known for his natural history documentary films and TV series in the United Kingdom and United States including, in 1990, the first television series to attempt to comprehensively document North America's wildlife, Land of the Eagle (WNET New York) and in 1999; Living Britain (BBC 2), a series of ten 30 minute films which portrayed the natural history of Great Britain and Ireland. Living Britain was accompanied by a book written by Peter Crawford which became a Number 1 Best Seller for BBC Books.

Career
Although Peter Crawford is now freelance and specialises in lecturing and writing on Polynesia and the people and wildlife of the Pacific Ocean, he spent most of his career working in the world-renowned BBC Natural History Unit. Whilst there he was instrumental in bringing, via the television screen, a new-found interest in environmentalism and the relationship of people and the natural world to the living rooms of the United Kingdom.

He pioneered new ways of bringing natural history and environmental issues to wide audiences.  'World Safari' and 'Global Sunrise' highlighted his ambitious style of presentation.

Peter Crawford studied Zoology and Marine Biology at the University of Exeter in England and made further studies in Anthropology at the University of Mainz in Germany. In 2008, he was appointed Honorary Visiting Professor at Exeter University.

Selected film and television works

Natural history
 The Living Isles (1986)
 Land of the Eagle (1990 BBC/WNET New York)
 Global Sunrise: Around the world in 80 minutes (1997, BBC 2)
 Living Britain (1999, BBC 2)
 Great Natural Wonders of the World (2002, BBC 2)
 Moonpower (2003, BBC 2)

Dramatised history
 Nomads of the Wind (1994, BBC 2)
 The Forgotten Voyage (BBC 2)
 The Garden of Inheritance (BBC 2)

Written works
 In The Country (edited and compiled by Peter Crawford) (1980)
 The Curious Cat (with Michael Allaby) (1982)
 The Living Isles (1985)  (BBC Books) (winner of the 2001 BP Natural World book prize)
 Nomads of the Wind: A Natural History of Polynesia (1993)  (BBC Books)
 Living Britain (1999)  (BBC Books)

See also
 BBC Natural History Unit
 NHU Filmography
 Vaipo Waterfall

References

External links
 Peter Crawford official website
 British Film Institute Film & TV Database: Peter Crawford

British television producers
British male television writers
British nature writers
Living people
Year of birth missing (living people)


The Arenberg Research-Park is a science park founded by the KU Leuven in 2004. The science park is in the immediate vicinity of the Arenberg campus of the university in Heverlee (Belgium), UZ Leuven campus Gasthuisberg and IMEC. The park is 13 hectares and consists of different cluster-areas, with amongst others a bio-incubator for spin-offs of the university and space for companies active in research and development.

Usage
The bio-incubator housing is the prime of the biotech & pharmaceutical spin-offs of the KU Leuven university. Bio-incubator Leuven offers 40,000 sq. ft., but expansions to 80,000 sq. ft. is currently ongoing. Today it houses startups like Aelin Therapeutics, miDiagnostics, Antleron, scaleups like reMYND and Nasdaq-listed companies like Oxurion. In addition, translational and innovative research activity such as the centre for drug design & discovery (CD3) are active on premises.

The development of the site is by private entrepreneurship in the Leuven region, and the buildings themselves have been sponsored with grants by the Flemish region and Europe (EFRO-support).

See also
 Science and technology in Flanders
 Haasrode Research-Park

Sources
 Eerstesteenlegging Wetenschapspark Leuven-Arenberg (Dutch)
 Auditeur keurt Wetenschapspark af - Raad van State buigt zich opnieuw over de ontwikkeling van Wetenschapspark Arenberg (Dutch)
 Vlaams en Europees geld voor hightech (Dutch)
 KU laat grond op wetenschapspark Arenberg saneren (Dutch)
 Heverlee Bedrijven wachten niet op verdict Raad van State over Arenberg (Dutch)
 Leuven krijgt tweede bio-incubator (Dutch)

External links
 Bio-incubator Leuven
 Haasrode Research Park

Science parks in Belgium
Flanders


Agostinho Barbosa (Agostino, Augustinus) (17 September 1589, at Aldão, Guimarães, Portugal – 22 March 1649, in Ugento, Italy) was a prolific Portuguese writer on canon law. His work included dictionary-type surveys of the legal elements.

Life

Having studied canon law in Portugal, he went to Rome. Being without the means to purchase books, he memorized their contents in libraries. About 1632 he went to Madrid, where he applied himself to writing and fulfilled various duties confided to him until 1648. He was consecrated Bishop of Ugento in Rome on 22 March 1649.

Works

His works fill at least 30 volumes. They show intimate acquaintance with authors, sources, and controversial questions such as the following:

 Pastoralis Sollicitudinis, sive de Officio et Potestate Episcopi Tripartita Descriptio (Rome, 1621; Lyons, 1629; in folio, 1641, 1650, etc.).
 Variae Juris Tractationes, a similar work relating to parish priests was published in Rome in 1632, Lyons, 1634, Geneva, 1662, Venice, 1705, in quarto; in folio, Lyons, 1631 and 1644, Strasburg, 1652.
 Juris Ecclesiastici Universi Libri III (Lyons, 1633, 1645, 1718).

All the canonical works of Barbosa were published at Lyons, 1657–75, in 19 vols. In quinto, 16 vols. in folio, and again, 1698–1716, 20 vols. in quinto, 18 vols. in folio.

References
 Hurter in Kirchenlexikon, s. v.

Notes

External links and additional sources
 (for Chronology of Bishops)
 (for Chronology of Bishops)
Catholic Encyclopedia article
Tarlton Law Library page

1589 births
1649 deaths
Canon law jurists
Portuguese Roman Catholic bishops
17th-century Italian Roman Catholic bishops
People from Guimarães
Bishops in Apulia
17th-century Portuguese writers
17th-century male writers


Scott Ramsay is an American operatic tenor. His opera credits include performances with the Dublin International Opera Festival, the Lyric Opera of Chicago, Opera Grand Rapids, Syracuse Opera, San Francisco Opera, Opera New Jersey, Dayton Opera, Opera Boston, Opera Naples and Arizona Opera among others. His concert work includes performances with the Albany Symphony Orchestra, Toronto Symphony Orchestra, the Pacific Symphony, the Jacksonville Symphony, the American Symphony Orchestra, and the St. Louis Symphony Orchestra among others. Ramsay has also performed at several music festivals including the Berkshire Choral Festival, the Sugar Creek Festival, and the Ravinia Festival.

References

External links
 Profile, Mirshak Artists Management

American operatic tenors
Living people
Year of birth missing (living people)
Place of birth missing (living people)


Sinezona pauperata is a species of minute sea snail, a marine gastropod mollusc or micromollusk in the family Scissurellidae, the little slit shells.

Distribution
This marine species occurs off New Zealand.

References

 Powell A. W. B., New Zealand Mollusca, William Collins Publishers Ltd, Auckland, New Zealand 1979
 Geiger D.L. & Marshall B.A. (2012) New species of Scissurellidae, Anatomidae, and Larocheidae (Mollusca: Gastropoda: Vetigastropoda) from New Zealand and beyond. Zootaxa 3344: 1–33

Scissurellidae
Gastropods of New Zealand
Gastropods described in 1933


Raden Jacob Salatun (29 May 1927 in Banyumas – 3 February 2012 in Jakarta) was an Indonesia Air Force 3-star officer (Air marshal). He is known as a founder of Indonesia's National Institute of Aeronautics and Space in 1963. Between 28 March 1966 and 25 July 1966 he was Minister of Industry in Indonesia.

Salatun observed UFO phenomena in 1974. Two of his famous works are "Menjingkap Rahasia piring terbang" (Revealing the Secret of Flying Saucer) in 1960, and "UFO: Salah Satu Masalah Dunia Masa Kini" (UFO, One Of The Present Riddles) in 1982. He established SUFOI (Indonesian UFO Study) in the 1980s. In a letter published in 1974 he wrote, "I am convinced that we must study the UFO problem seriously for reasons of sociology, technology, and security."

References

 Birnes, William J. "The UFO Magazine UFO Encyclopedia", New York: Pocket Books, 2004.

1927 births
2012 deaths
Ufologists
Government ministers of Indonesia
Indonesian Air Force air marshals
People from Banyumas Regency


Wilt: Larger Than Life  () is a biography of NBA professional basketball player Wilt Chamberlain by journalist Robert Cherry. The 416-page book was published in November 2004 by Triumph Books. The foreword is written by Jerry West, Chamberlain's teammate and friend on the Los Angeles Lakers.

The book spans Wilt Chamberlains' life, starting with his roots in Philadelphia, highlights his rise to young basketball prodigy in Overbrook High School and at Kansas University, follows his NBA career as member of the Philadelphia / San Francisco Warriors, Philadelphia 76ers and Lakers franchises and his successful business life afterwards and up to his death. Cherry also delves into the more colorful aspects of Chamberlain's private life, most prominently his notorious claim to have slept with 20,000 women.

In the final "Acknowledgements" chapter, Cherry cites over 150 interviews, and singles out Chamberlain's lawyer Sy Goldberg, his sister Barbara Lewis (née Chamberlain) his long-time physician Dr Stan Lorber, and close personal friends Lynda Huey, Zelda Spoelstra, Bob Billings as main sources.

Reception
Booklist has been appreciative of the book. It calls it "a solid biography for any sports collection", "addresses the misconception [that Chamberlain was perennially called a loser]", and "also gives enough, but not too much, attention to Chamberlain's ill-considered, though possibly accurate, boast that he'd slept with some 20,000 women."

References

2004 non-fiction books
Basketball books
American biographies
Wilt Chamberlain


Chris Freestone (born 4 September 1971) is an English former professional footballer who played as a striker.

Career
Freestone joined Middlesbrough from Nottinghamshire club Arnold Town of the Northern Counties (East) League midway through the 1994–95 season. Before joining Boro for a small fee he had netted 54 goals for Arnold Town and had trials with Leeds United, Nottingham Forest, Notts County and Chesterfield. Fast and confident, he had averaged almost a goal a game for Boro reserves in two seasons since joining. Freestone scored on his full first team debut in the 3–1 win over Sheffield Wednesday in April 1996. His only other goal for Boro came in the League Cup against Barnet in September 1997. He was also on the pitch as a late substitute as Boro confirmed their spot in the 1997 FA Cup Final with a semi final replay victory over Chesterfield, however he was left out of the final match day squad altogether as they lost 2–0 to Chelsea. After a loan spell, Freestone joined Northampton in December 1997. The highlight of his time at Northampton was scoring two goals against Premier League side West Ham United in the 1998–99 League Cup. Freestone's brace in the first leg gave Northampton a 2–0 lead going into the second leg, in which West Ham were only able to muster a 1–0 win with a Frank Lampard goal meaning that Northampton knocked out their illustrious opponents. After leaving Northampton, Freestone had spells at Hartlepool and Cheltenham before signing for Shrewsbury Town. At Shrewsbury he failed to score in the league but did score once in the League Cup against Preston North End and once in the FA Cup against former club Cheltenham.

He subsequently played for several non-League clubs, including King's Lynn, Leek Town, Ilkeston Town, Gresley Rovers, Long Eaton United, Arnold Town and Hucknall Town.

He was appointed joint manager of Arnold Town alongside Martin Carruthers two games into the 2009–10 season. They both left the club in June 2012. He was later appointed Assistant Manager of Basford United in 2014.

References

External links

Living people
1971 births
Footballers from Nottingham
Men's association football forwards
English men's footballers
Arnold Town F.C. players
Middlesbrough F.C. players
Carlisle United F.C. players
Northampton Town F.C. players
Hartlepool United F.C. players
Cheltenham Town F.C. players
Shrewsbury Town F.C. players
Forest Green Rovers F.C. players
Dundalk F.C. players
King's Lynn F.C. players
Rugby Town F.C. players
Leek Town F.C. players
Ilkeston Town F.C. (1945) players
Gresley Rovers F.C. players
Long Eaton United F.C. players
Hucknall Town F.C. players
Arnold Town F.C. managers
Premier League players
English football managers
Northern Counties East Football League players


Craig Harrison (born 10 November 1977) is an English professional football manager and former player who is currently manager of Cymru Premier side The New Saints.

In his seven-year playing career, in which he played in defence, he played for Middlesbrough, Preston North End and Crystal Palace.

From 2008, until his departure in 2011, he was the manager of Airbus UK Broughton. He then joined The New Saints as their new manager that same year. In June 2017, Harrison was appointed as the manager of Hartlepool United.

Early life
Harrison was born in Gateshead, Tyne and Wear.

Playing career
He is a product of the youth system at Middlesbrough, where he made a number of appearances during the 1997-98 promotion season under Bryan Robson. He was unfortunate not to play in the 1998 League Cup final, having been Boro's left-back in the three league games immediately before the final. However, he did play the full match as the club sealed promotion with a 4–1 final day win over Oxford United. He also started the club's first game back in the Premier League. Whilst at the club he had loan spells with Preston North End in 1999 and Crystal Palace in August 2000.

He joined Crystal Palace permanently the following month, and over the next two years made 34 league appearances for the club. In January 2002, he suffered a double compound fracture in his left leg whilst playing for the club's reserves against Reading. After nineteen months in rehabilitation and three operations, he subsequently retired from professional football in 2003. After retirement he battled depression and worked on property renovation and resale.

Managerial career

Early career
In the spring of 2008, he was appointed assistant manager of Welsh Premier League side Airbus UK Broughton after a chance meeting with the then manager Gareth Owen. In the summer of 2008, Harrison was appointed manager. In January 2010, he announced he was registering himself as a player for the club. He subsequently became director of football at the club.

The New Saints
In December 2011, Harrison was unveiled as director of football and manager of The New Saints

In his first season, he oversaw TNS being crowned the 2011–12 Welsh Premier League Champions, as well as the winning the Welsh Cup. He won the Welsh Premier League again in the 2013–2014 season, before securing the Welsh Premier League for the third year running and becoming the first team in Europe to win their domestic league.

In May 2017, he was named Welsh Premier League manager of the season, having led the side to their sixth successive Welsh Premier League title, as well as the Welsh League Cup and breaking Ajax's 44-year-old world record for the longest winning streak in top-flight football.

Hartlepool United
On 26 May 2017, Harrison was appointed as manager of newly relegated National League club Hartlepool United.

Harrison was awarded the National League's manager of the month award for October 2017. Following only one victory since late November, Harrison left his position as manager in February 2018.

Bangor City
On 23 May 2018, Harrison was appointed as manager of Bangor City following their relegation from the Welsh Premier League after failing to obtain a tier one license. On 19 October the same year he left the club to go to Connah's Quay as first team coach. He stated a desire to return to full-time work as the key factor behind his decision.

Connah's Quay Nomads
In October 2018, Harrison joined the coaching staff at Connah's Quay Nomads following his departure from Bangor City.

In September 2021, Harrison was appointed manager of Connah's Quay following the resignation of Andy Morrison.

Managerial statistics

Honours

As a manager
Welsh Premier League: 2011–12, 2012–13, 2013–14, 2014–15, 2015–16, 2016–17, 2022–23
Welsh Cup: 2011–12, 2013–14, 2014–15, 2015–16
Welsh League Cup: 2014–15, 2015–16, 2016–17

References

External links

1977 births
Living people
Footballers from Gateshead
English men's footballers
Men's association football defenders
Middlesbrough F.C. players
Preston North End F.C. players
Crystal Palace F.C. players
Premier League players
English Football League players
English football managers
Airbus UK Broughton F.C. managers
The New Saints F.C. managers
Hartlepool United F.C. managers
Bangor City F.C. managers
Cymru Premier managers
National League (English football) managers
Connah's Quay Nomads F.C. managers


The 12807 / 12808 Samata Express is a superfast train between Visakhapatnam in Andhra Pradesh and Hazrat Nizamuddin in New Delhi and is operated by South Coast Railways. This train is also known as Vizag Steel Samata Superfast Express and Queen of Visakhapatnam city. Earlier the frequency of the train was three days a week but it was extended to five days a week in 2011. With effect from 8 January 2011, the train departs Visakhapatnam on Sunday, Tuesday, Wednesday, Thursday and Saturday. Similarly, with effect from 10 January 2011 the train departs Hazrat Nizamuddin on Monday, Tuesday, Thursday, Friday and Saturday. The average speed of the train is 60 km per hour. Samata in Sanskrit means Equality.

Service
Train No. 12807 leaves Visakhapatnam at mornings and arrives at Hazrat Nizamuddin, the next evening. Vice versa the return journey follows the same pattern. This train takes about 34 hours to reach from its source to destination.

Route & Halts
 Visakhapatnam Junction
 Simhachalam
 Vizianagaram Junction
 Parvathipuram
 Parvatipuram Town
 Rayagada
 Titlagarh
 Kesinga
 Kantabanji
 Harishanker
 Khariar Road
 Bagbahara
 Mahasamund
 Raipur Junction
 Durg Junction
 Rajnandgaon
 Dongargarh
 Gondia Junction
 Tumsar
 Bhandara
 Nagpur Junction
 Multai
 Betul
 Itarsi
 Bhopal
 Bina
 Lalitpur
 Jhansi
 Gwalior
 Agra Cantt
 Raja ki Mandi
 Mathura
 Faridabad
 Hazrat Nizamuddin

Traction
It is hauled by a Lallaguda based WAP-7 locomotive from Visakhapatnam Junction to Nagpur Junction.
Ajni based WAP-7 Hauls up to Hazrat Nizamuddin

Rake sharing
The train sharing its rake with 12803/12804 Visakhapatnam Swarna Jayanti Express

Incident
On 6 June 2010, the train had a derailment near Arand railways station in Chhattisgarh, however nobody was injured.

See also

 Visakhapatnam Swarna Jayanti Express

References

External links

Transport in Visakhapatnam
Transport in Delhi
Railway services introduced in 1997
Named passenger trains of India
Express trains in India
Rail transport in Uttar Pradesh
Rail transport in Madhya Pradesh
Rail transport in Andhra Pradesh
Rail transport in Telangana
Rail transport in Delhi
Rail transport in Maharashtra
Rail transport in Odisha


Sinezona subantarctica is a species of minute sea snail, a marine gastropod mollusc or micromollusk in the family Scissurellidae, the little slit shells.

Distribution
This species is endemic to Australia's Macquarie Islands, south of New Zealand.

References

 Powell A. W. B., New Zealand Mollusca, William Collins Publishers Ltd, Auckland, New Zealand 1979
 Zelaya D.G. & Geiger D.L. (2007). Species of Scissurellidae and Anatomidae from Sub-Antarctic and Antarctic waters (Gastropopda: Vetigastropoda). Malacologia 49(2):393-443
 Geiger D.L. & Marshall B.A. (2012) New species of Scissurellidae, Anatomidae, and Larocheidae (Mollusca: Gastropoda: Vetigastropoda) from New Zealand and beyond. Zootaxa 3344: 1–33

Scissurellidae
Gastropods of Australia
Gastropods described in 1916


Brian Simon Horne (born 5 October 1967) is an English former footballer who played professionally as a goalkeeper for Millwall, Middlesbrough, Stoke City, Portsmouth and Hartlepool United.

Career
Horne was born in Billericay and began his career with Millwall making 38 appearances in his debut season of 1986–87. He played in 51 matches in 1987–88 as the "Lions" won the Second Division earning promotion to the First Division for the first time in their history with Horne winning the supporters player of the year award. He played 51 times again in 1988–89 as Millwall took the top tier well finishing in 10th position but they struggled in 1989–90 and were relegated. Horne remained at The Den in the Second tier making 36 appearances in 1990–91. He spent time out on loan at Middlesbrough in September 1992 and at Stoke City in October. At Stoke Horne played twice away at Chester City and at home to Cambridge United in the League Cup. He then joined Portsmouth as back up to Alan Knight playing five times in 1993–94. Horne ended his professional career with Hartlepool United playing in 83 matches in two seasons. He later played non-league football with Dover Athletic and Farnborough Town, and managed Aveley.

Career statistics

Honours
 Millwall
 Football League Second Division champions: 1987–88
 Millwall – Player of the Year: 1987

References

External links

1967 births
Living people
English men's footballers
Millwall F.C. players
Middlesbrough F.C. players
Stoke City F.C. players
Portsmouth F.C. players
Hartlepool United F.C. players
Dover Athletic F.C. players
Farnborough F.C. players
Premier League players
People from Billericay
England men's under-21 international footballers
English Football League players
English football managers
Aveley F.C. managers
Men's association football goalkeepers
Association football goalkeeping coaches
Chelmsford City F.C. non-playing staff


The Swansea Improvements and Tramway Company operated street trams in and around Swansea in Wales from 1878 to 1937.

Background
Swansea is Wales's second city and was a leader in the Industrial Revolution owing to the ready availability of local resources of coal and good access via its seaport to imported metal ores, especially copper, from the West Country, Cornwall and Devon.

The city is constrained geographically by high hills landwards from Swansea Bay giving the city a reversed 'L' shape. Transport was a particular issue for the rapidly expanding town (as it was before the investiture of the Prince of Wales in 1969 made it a city). Industry and workers' housing was expanding northwards towards Morriston, up the Swansea Valley whilst wealthier homes spread westwards along the coast towards Sketty. The world's first passenger railway, the Swansea and Mumbles Railway (SMR), had demonstrated the power of rails to carry passengers but a street tramway was not considered until after the Tramways Act 1870 when a group of business men formed the Swansea Tramways Company. Problems with raising capital and the need for street widening to accommodate trams led to its failure and the subsequent formation of the Swansea Improvements & Tramway Company (SITC) in 1873 to not only widen the streets but also provide places of entertainment including a music hall and a pier at the Mumbles.

Horse trams
Horse trams to Morriston and St Helens began in 1878 and in 1882 to Cwmbwrla using 10 American built cars. The company had powers to run their trams along the SMR but were forced by a court ruling to run horse trams only behind the SMR's own steam trains to stop their trial of three Hughes Locomotive Company steam engines being used to pull their passenger cars. The three engines were moved to run the Cwmbwrla route but they proved unreliable, possibly due to the steep gradients and so led to Swansea being the first town in Wales to introduce electric traction in 1900 after being bought-out by the British Electric Traction Company Limited (BET).

Electric tram Services
The electric trams initially worked four services:

 High Street and Morriston
 High Street and Cwmbwrla
 Alexandra Road and Docks
 Gower Street and St Helens

As only the last route was free of low bridges, the initial purchase of cars was mostly single deckers: 15 4-wheelers for the shorter routes, 15 bogie cars for the Morriston route and just 4 open-top double deckers added later in the year exclusively for the St. Helen's route. As many of the workers using the trams were unable to read, route numbers were not used but a system of letters by day and coloured lights by night was used until 1934. Four open-top cars came from the Weston-super-Mare Tramways in 1904 where they had been damaged by a high tide.

In 1905, following a failed attempt to take over the tramway, Swansea Corporation won the right to build several new lines but had to give the running powers to the SITC. Glamorgan County Council, meanwhile, built an extension northwards from Morriston to Ynysforgan (intended to be a new system to Pontardawe but never completed) for which the SITC also provided the cars and electric power. Three further short extensions followed in 1913 promoted by the SITC to link between some of the existing tracks to permit more route variation giving the final route pattern used from then until closure in 1937.

Final service routes:

 Castle Street and Morriston
 Castle Street and Cwmbwrla
 Castle Street and Brynhyfryd
 High Street and Sketty
 Docks and Sketty
 Wind Street and Brynmill
 High Street and St Helens
 St Helens and Port Tennant
 Market and Sketty (occasional route)
 Albert Hall and Sketty (occasional route)

The company was highly innovative in overcoming the limitations of the low bridges and special low-height double-deck cars were introduced on the same design as cars built for Cardiff (see below), who had the same problem. The new cars provided a more profitable service for the Morriston and Docks services whilst normal height double-deck cars were used for the Sketty, St Helens and Brynmill routes, though single-deck cars continued to run on the very height-restricted Port Tennant route.

Tramcars
Some privately owned tramways, such as The Bristol Tramways & Carriage Co., lived under the spectre of a possible compulsory take-over by the municipality (town or city Council). This deterred them from investing in their tramcars, such that when the Bristol system closed in 1945, it was essentially still running the original tramcars of 1895. Swansea Corporation did try to take over the horse tramway in a scheme that coupled building an electric tramway with electric lighting and refuse destruction but its Bill was refused by the Parliamentary Committee who considered it too speculative. The Corporation and Company could not agree on further expansion of the system until the Corporation achieved two Acts of Parliament to build four further lines. As the Corporation did not seek to run these themselves, this provided the SITC with sufficient security to invest in their tramcars and infrastructure.

The SITC built and re-built many of their tramcars, recycling the tram numbers as they did. This made for at least two tramcar incarnations per car number: the original single deck bogie cars (Nos.16-30) had their bodies scrapped where Nos.16-21 were rebuilt to a more robust single deck design on refurbished bogies from 1916 onwards. Nos 22–30, however, became new lowbridge double deck, four axle cars, so nothing like the previous holders of these numbers.  Car No.35 was delivered as a batch of 11 cars originally destined for Leeds but sold to Swansea in 1899, arriving as single deck cars. An upstairs was added in 1900, balcony top covers in 1907/08 but 35 was then scrapped and replaced in 1933 as a new lowbridge double deck car, one of the last to be built. Other cars remained to the end with minor modifications: the four ex-Weston-super-Mare open-top double deck cars (Nos.46-49) first had balcony top-covers added in 1913 and then were totally enclosed upstairs in 1922.

New trams were also bought to supplement the ones built in-house, mostly 23 Brush single deck cars around 1906-21 and later 13 lowbridge double deck cars for the Morriston route from 1923 to 1925. The variety and different incarnations of tramcars made for an interesting system for the enthusiast even if it did lack the prestige of the modern streamlined models being introduced in the 1930s by (mostly) larger cities such as Sheffield, Liverpool, Glasgow and Belfast.

Closure
The closure of the street tram system by 29 June 1937 was part of a wave of UK closures in favour of buses or trolley buses, the SITC opting for the former as provided by South Wales Transport, later to become part of BET itself. Local opposition was fierce, but unlike many other European countries, trams were seen in the UK as less flexible and providing less comfort than buses and the decision was final.  Luckily for Swansea and the Mumbles, the SMR continued until it, too, was closed in January 1960, by then owned by British Rail, giving Swansea first and last status for provision of electric traction in Wales.

References

Closed railway lines in Wales
Rail transport in Swansea
History of Swansea
Tram transport in Wales
1878 establishments in Wales
1937 disestablishments in Wales
Railway companies established in 1878
Railway companies disestablished in 1937
British companies disestablished in 1937
British companies established in 1878


Ian Ironside (born 8 March 1964) is an English retired football goalkeeper, who spent most of his playing career at Scarborough but since retiring has returned to Sheffield and is now working as a joiner. His son Joe Ironside is a striker for Doncaster Rovers.

References

1964 births
Living people
Footballers from Sheffield
English men's footballers
Men's association football goalkeepers
Barnsley F.C. players
North Ferriby United A.F.C. players
Scarborough F.C. players
Middlesbrough F.C. players
Stockport County F.C. players
Oldham Athletic A.F.C. players
Worksop Town F.C. players
Premier League players
English Football League players


The Diocese of Susa () is a Latin diocese of the Catholic Church in Piedmont (Italy) that was established in 1772. It is a suffragan of the archdiocese of Turin. The diocese and the city of Susa lie on the main route that leads to Italy from the Mont Cenis Pass and the Col de Montgenèvre.

History

In early medieval days, Susa seems to have belonged to the Diocese of Maurienne, and was not separated from it until after the conquest of Italy by Charlemagne in 784. The Abbey of St. Justus having been erected in 1029, the abbot had quasi-episcopal jurisdiction. The Benedictines were succeeded by the Canons Regular, and under Pope Benedict XIV the Canons Regular were replaced by secular canons. He ordered that they form a Collegiate Chapter, consisting of four dignities (Archdeacon, Archpriest, Provost, and Treasurer) and fourteen Canons.

On 3 August 1772  a diocese was created by Pope Clement XIV in the bull Quod nobis out of this prelacy nullius, ex monasterio abbatia nuncupato Sancti Justi oppidi civitatis nuncupati Secusii nullius dioecesis provinciae Taurensis, and the territory of Novalesa Abbey was added to that of Susa. The Pope also ordered his representative, Cardinal Carlo Vittorio Amedeo delle Lanze, to acquire properties which had belonged to the Canons of S. Giusto to be used for a new diocesan seminary, in accordance with the decrees of the Council of Trent. The first bishop was Giuseppe Francesco Ferraris. Napoleon suppressed the see in 1803, but it was restored in 1817, and its territory increased by the inclusion of the Abbey of S. Michele della Chiusa.

The most famous native son of the province of Susa is Cardinal Enrico de Seguso, known as '(H)Ostiensis', the most distinguished canonist of his age. He had been a professor of law at Bologna and then at Paris. He was Bishop of Sisteron (1244), Archbishop of Embrun (1250), and then Cardinal Bishop of Ostia (1261). Though mortally ill, he participated in the longest papal election in history, that of 1268–1271. He was the author of the great commentary on Canon Law, the Aurea Summa Hostiensis, whose influence lasted into the 16th century and beyond.

A number of popes have visited Susa, including: Paschal II (1106); Calixtus II, who was travelling to Rome from his election following the death of Gelasius II at Cluny; Eugene III (7 March 1147); Innocent IV (12 November 1244); and John Paul II (July 1991).

French occupation

When the French revolution guillotined King Louis XVI, King Victor Amadeus III of Sardinia declared war on the French Republic, but in three successive engagements, the Battle of Montenotte (12 April 1796), the Battle of Millesimo (13–14 April 1796) and the Battle of Mondovi (21 April 1796), General Napoleon Bonaparte defeated the Piedmontese. In suing for peace, Victor Amadeus was forced to cede Savoy and Nice to France. The territory, including the diocese of Susa, became part of the Department of Mont-Blanc. King Victor Amadeus died on 18 October 1796, and his son and successor, Carlo Emanuele was forced to abdicate on 6 December 1798. The King retreated to the Island of Sardinia.

The French government, in the guise of ending the practices of feudalism, confiscated the incomes and benefices of the bishops and priests, and made them employees of the state, with a fixed income and the obligation to swear an oath of loyalty to the French constitution. Monasteries, convents, and Chapters were suppressed. Following the Concordat of 1801 between Bonaparte and Pope Pius VII, the Pope issued a bull, Gravissimis causis (1 June 1803), in which the number of dioceses in Piedmont was reduced to eight: Turin, Vercelli, Ivrea, Acqui, Asti, Mondovi, Alessandria and Saluzzo. The vacant diocese of Susa was suppressed and united with the diocese of Turin. Bishop Ferraris, the first bishop of Susa had been transferred to the diocese of Saluzzo on 11 August 1800.

Restoration

When the duchy of Savoy was restored to the kings of Sardinia by the Congress of Vienna, the confused situation of the dioceses in Piedmont was addressed by Pope Pius VII in his bull, Beati Petri (17 July 1817), restoring the diocese of Susa. The Chapter of the cathedral was restored as well, and in 1858 it had two dignities (Archdeacon and Provost) and eleven Canons.

Bishops

 Giuseppe Francesco Maria Ferraris (1778–1800)
 Sede vacante (1800–1817)
 Giuseppe Prin (1817–1822)
Francesco Lombardi (1824–1830)
 Sede vacante (1830–1832)
 Pietro Cirio (1832–1838)
Pio Forzani (1839–1844)
 Giovanni Antonio Odone (1845–1866)
 Sede vacante (1866–1872)
 Federico Mascaretti, O.Carm. (1872–1877)
 Edoardo Giuseppe Rosaz (31 Dec 1877 - 3 May 1903)
 Carlo Marozio (1903–1910)
 Giuseppe Castelli (1911–1921)
 Umberto Rossi (1921–1932)
 Umberto Ugliengo (1932–1953)
 Giuseppe Garneri (1954–1976)
 Vittorio Bernardetto (1978–2000)
 Alfonso Badini Confalonieri (2000–2019)
 Cesare Nosiglia (2019-2022)
 Roberto Repole (19 February 2022 – present)

Parishes
The diocese contains 61 parishes covering an area of 1,062 km2, all of which fall within the Province of Turin.

References

Books

References

 p. 823. (in Latin)
 (in Latin)

Studies

 Garneri, Giuseppe (1985). Tra Rischi e pericoli: Fatti e testimonianze nel periodo della Resistenza, della Liberazione e della persecuzione contro gli Ebrei. 2nd ed. Pinerolo: Alzani, 1985.

acknowledgment

Susa
Religious organizations established in 1772
Susa
Province of Turin