Rayners Lane is a London Underground station in the district of Rayners Lane in north west London, amid a 1930s development named Harrow Garden Village. The station is on the Uxbridge branch of both the Metropolitan line, between Eastcote and West Harrow stations, the Piccadilly line, between Eastcote and South Harrow stations; the station is located to the west of the junction of Rayners Lane, Alexandra Avenue and Imperial Drive. It is in Travelcard Zone 5. Just east of the station, the Piccadilly and Metropolitan lines tracks join for services to Uxbridge and separate for those to Central London; the Metropolitan Railway constructed the line between Harrow on the Hill and Uxbridge and commenced services on 4 July 1904 with Ruislip being the only intermediate stop. At first, services were operated by steam trains, but track electrification was completed in the subsequent months and electric trains began operating on 1 January 1905. Progressive development in the north Middlesex area over the next two decades led to the gradual opening of additional stations along the Uxbridge branch to encourage the growth of new residential areas.

Rayners Lane opened as Rayners Lane Halt on 26 May 1906, was named after a local farmer called Daniel Rayner. On 1 March 1910, an extension of the District line was opened from South Harrow to connect with the Metropolitan Railway at Rayners Lane junction east of the station enabling District line trains to serve stations between Rayners Lane and Uxbridge from that date. On 23 October 1933, District line services were replaced by Piccadilly line trains; the station was rebuilt in the early 1930s to a design by Charles Holden and Reginald Uren which features the large cube-shaped brick and glass ticket hall capped with a flat reinforced concrete roof and geometrical forms typical of the new stations built in this period. To the west of the station, there is a reversing siding between the running tracks and, during the day, half of the Piccadilly line service reverses here. Two sidings were located south of the station but these were no longer used: with no connection with the running lines. In late 2017 these sidings were lifted.

The Metropolitan Line is the only line to operate an express service, though for Metropolitan Line trains on the Uxbridge branch this is eastbound only in the morning peaks Monday to Friday. Metropolitan Line trains are able to terminate at Rayners Lane from the westbound platform either by a crossover to the east of the station or via a center reversing siding to the west, under normal circumstances all westbound Metropolitan Line trains continue to the terminus of the branch at Uxbridge; the off-peak service in trains per hour is: 8tph Eastbound to Aldgate 8tph Westbound to UxbridgeThe morning peak service in trains per hour is: 2tph Eastbound to Aldgate 4tph Eastbound to Aldgate 4tph Eastbound to Baker Street 10tph Westbound to UxbridgeThe evening peak service in trains per hour is: 7tph Eastbound to Aldgate 3tph Eastbound to Baker Street 10tph Westbound to Uxbridge Piccadilly line trains are able to terminate here by means of a crossover to the east of the station and via the center reversing siding although only the latter is used in normal service.

Between Rayners Lane and Uxbridge there is no Piccadilly Line service before 06:30 and 08:45, except for one early morning departure from Uxbridge at 05:18 and 06:46. The off-peak service in trains per hour is: 6tph Eastbound to Cockfosters 3tph Westbound to Uxbridge 3tph Terminate HereThe peak time service in trains per hour is: 12tph Eastbound to Cockfosters 8tph Westbound to Uxbridge 4tph Terminate Here London Buses routes 398, H9, H10 and H12 serve the station. "Rayners Lane station". Tube live departure boards. Transport for London. "Rayners Lane". Photographic Archive. London Transport Museum. Archived from the original on 26 January 2014. Platforms at Rayners Lane station, 1934 One platform shows a London Underground style roundel name board, the other a Metropolitan Railway Diamond name board. New station building, 1938 View of platforms, 1938

Zürich Hauptbahnhof is the largest railway station in Switzerland. Zürich is a major railway hub, with services to and from across Switzerland and neighbouring countries such as Germany, Italy and France; the station was constructed as the terminus of the Spanisch Brötli Bahn, the first railway built within Switzerland. Serving up to 2,915 trains per day, Zürich HB is one of the busiest railway stations in the world; the station can be found at the northern end of the Altstadt, or old town, in central Zürich, near the confluence of the rivers Limmat and Sihl. The station is on several levels, with platforms both at ground and below ground level, tied together by underground passages and the ShopVille shopping mall; the Sihl passes through the station in a tunnel with railway tracks both above and below. The station's railway yards extend about 4 km to the west; the station is included in the Swiss Inventory of Cultural Property of National Significance. The first Zürich railway station was built by Gustav Albert Wegmann, on what were the north-western outskirts of the city.

It occupied a piece of land between the rivers Limmat and Sihl, trains accessed it from the west via a bridge over the Sihl. At the eastern end of the station was a turntable, used for turning locomotives; this basic terminal station layout, with all trains arriving from the west, was to set the basic design of the station for the next 143 years. The new station was the the terminus of the Swiss Northern Railway, more called the Spanisch-Brötli-Bahn, which opened on 9 August 1847 and linked Zürich with Baden; the railway lines in the station were laid to a gauge of 1,600 mm because the same gauge was used at the contemporaneous and nearby Grand Duchy of Baden State Railway. From the opening of the station, the railways of northern Switzerland developed and by 1853 the Swiss Northern Railway had been merged into the Swiss Northeastern Railway. In 1853, the tracks in the station were regauged to the standard gauge, still used by all lines in the station. In 1856, the NOB completed its line from the station to Winterthur via the Wipkingen Tunnel and Oerlikon.

In 1858, the NOB completed its line from Baden via Brugg to Aarau, where it connected with the Swiss Central Railway, thus providing connections to Basel and Lausanne. With further railways planned, it became clear. A rebuild was started to meet Zürich's increased transport needs, albeit on the same site and using the same basic layout. In 1871, the replacement station building opened, to a design by architect Jakob Friedrich Wanner, its main entrance is a triumphal arch facing the end of the newly built Bahnhofstrasse. In front of the arch stands a monument to the railway pioneer Alfred Escher; the magnificent sandstone neo-Renaissance building features richly decorated lobbies and atriums and halls. Housed inside it was the headquarters of the Schweizerische Nordostbahn; the train shed, spanned by iron trusses covered six tracks. Its stone walls with arches and arched windows portrayed a monumental impression of space; the station was named Zürich Hauptbahnhof in 1893, to reflect that year's incorporation of many of Zürich's suburbs into an enlarged municipality.

In 1902, the year in which the Swiss Federal Railways took over the Schweizerische Centralbahn and the NOB, the tracks inside the eastern end of the train shed were lifted, due to a lack of space. Since these tracks have terminated at a more central location to the north of the Bahnhofstrasse. In 1902, four more tracks and a north wing with a restaurant and railway mail service were added to the north of the train shed. In the vacant space left inside the train shed, new rooms were built for baggage handling. On 18 February 1916, the SBB decided that electrification of its network would be by the high-tension single-phase alternating current system, still used on all routes. On 5 February 1923, the electrified Zug–Zürich railway was put into operation, the first electrified line to Zurich. By 1927 all routes from Zürich Hauptbahnhof had been electrified. In 1933, the station's simple concourse and the iron and glass train shed were created with seven and a half arches to cover 16 tracks; as part of that work, the main shed was shortened by two segments.

In the 1940s, the line between Zürich and Geneva served as a "parade route". The first lightweight steel express train had entered service on this route in 1937. By 11 June 1960, the SBB network was electrified. In the following year, the SBB introduced its first four-system electric trains under the Trans Europ Express banner, thereby increased the Zürich Hauptbahnhof's international importance. In 1963, about 500 metres before the concourse, an imposing six-storey concrete cube arose in the station yard, it was designed by SBB architect Max Vogt, it has been the home of the Zentralstellwerk Zürich since 1966. The state-of-the-art relay-controlled interlocking system replaced the decentralised mechanical and electro-mechanical signal boxes in the station throat, including the Stellwerk «Seufzerbrücke», which had spanned the entire station throat just east of the Langstrasse; the signalling control system was modernised to coincide with the commissioning of the Zürich S-Bahn. It is equipped with a computerised controller.

Apart from the tracks and points of the "Sihlpost station" (which

Namhsan spelt Namh San, Namsan, or Nam San, is the capital of Tawngpeng District in northern Shan State of Myanmar. The town is a popular starting point for trekking to Hsipaw. Besides its Palaung residents, the town is populated by Karen and Shan ethnic tribal groups, as well as Indian and Chinese residents. During British rule in Burma, Namhsan was the capital of Tawngpeng State, a Palaung substate of the Shan States in British Burma; the people of the town were predominantly of the Ka-tur tribe. The people of the tribe are referred to as the Golden Palaung because of their coloured belts, they wore silver belts for special occasions, but aluminum has since been used instead. Their language is called Shwe, a language variant, only intelligible by other Palaungic language speakers. In Shwe, Namhsan means trembling waters and the town is thought to be named that way because it is situated on a marsh which gets flooded during heavy rains. During the 1920s and 1930s, the town prospered from the presence of silver mines and the tea grown in the area.

The tribe was studied by anthropologist Mrs. Leslie Milne. Satellite map Wikimapia

Francis Steegmuller was an American biographer and fiction writer, known chiefly as a Flaubert scholar. Born in New Haven, Steegmuller graduated from Columbia University in 1927, he contributed numerous short stories and articles to The New Yorker and wrote under the pseudonyms of Byron Steel and David Keith. He won two National Book Awards—one in 1971 for Arts and Letters for his biography of Jean Cocteau, another in 1981 for Translation for the first volume of Flaubert's selected letters —and the American Academy of Arts and Letters Gold Medal, his first wife was Beatrice Stein, a painter, a pupil and friend of Jacques Villon. He married the writer Shirley Hazzard in 1963, his collected papers are held at two universities: at Yale University, the James Jackson Jarves Papers and the Francis Steegmuller Collection for Jacques Villon. He died in New York. Sir Francis Bacon: the first modern mind America on Relief Flaubert and Madame Bovary: A Double Portrait Maupassant: A Lion In The Path The Two Lives of James Jackson Jarves The Grand Mademoiselle Apollinaire: Poet Among the Painters Jacques Villon, master printmaker.

An exhibition at R. M. Light & Co. Helene C. Seiferheld Gallery inc. New York, February, 1964. Cocteau: A Biography Stories and True Stories "Your Isadora": The Love Story of Isadora Duncan & Gordon Craig Catherine McNamara, School days remembered: oral history interview with Francis Steegmuller, A Woman, A Man, And Two Kingdoms: The Story of Madame d'Épinay and the Abbé Galiani Gustave Flaubert, The Selected Letters of Gustave Flaubert Gustave Flaubert, Madame Bovary Gustave Flaubert, A Letter from Gustave Flaubert, illustrated by Leonard Baskin Edward Lear, Le Hibou et la Poussiquette, Edward Lear's The Owl and the Pussycat translated into French, illustrated by Barbara Cooney Charles Augustin Sainte-Beuve, Selected Essays, translated from the French with Norbert Guterman Eugene Field, Clignot et Dodo, Eugene Field's Wynken and Nod translated into French with Norbert Guterman, illustrated by Barbara Cooney Gustave Flaubert, Intimate Notebook 1840-1841 Gustave Flaubert, Flaubert in Egypt: A Sensibility on Tour Gustave Flaubert, The Letters of Gustave Flaubert 1830-1857 Gustave Flaubert, The Letters of Gustave Flaubert, 1857-1880 Gustave Flaubert, George Sand, Flaubert-Sand: The Correspondence, translated with Barbara Bray O Rare Ben Jonson A Matter of Iodine A Matter of Accent States of Grace The Blue Harpsichord The Christening Party Silence at Salerno: A comedy of intrigue French Follies and Other Follies: 20 stories from The New Yorker Java-Java Let's Visit Belgium The Ancient Shore: Dispatches from Naples Duchamp: Fifty Years After, February 1963 An Angel, A Flower, A Bird, The New Yorker, September 27, 1969 "Francis Steegmuller: A Life of Letters."

Interview by Lucy Latane Gordon. Wilson Library Bulletin: 62-64, 136. "I'm told. That is the way a poet and his dictionary should come out." Jacques Barzun Barbara Bray Ralph Ellison Clifton Fadiman Norbert Guterman Shirley Hazzard List of translators William Maxwell Meyer Shapiro Translation Alfred H. Barr, Jr. Papers in The Museum of Modern Art Archives Series 1: Correspondence Folder 1.61 mf 2168:401, Title S 1942, Francis Folder 1.303 mf 2183:1292, mf 2184:4, Title Fire Letters 1958, Francis William A. Bradley Literary Agency Records, 1909-1982, Harry Ransom Humanities Center, The University of Texas at Austin Series I. Author Correspondence, 1909-1982, Box 58 Folder 8, Francis, 1928-1982; the John Malcolm Brinnin Papers, 1930 - 1981, Special Collections, University of Delaware Library Series I. Literary and professional correspondence, 1930 - 1982, Box 19 Folder 408, Francis, 1906-, 1971 Oct 25 ALS 2p 1972 Jun 22 ACS 1p Cummings, E. E. 1894-1962. Papers, Houghton Library, Harvard College Library, Harvard University, Massachusetts 02138 S

Livio Dante Porta was an Argentine steam locomotive engineer. He is remembered for his innovative modifications to existing locomotive systems in order to obtain better performance and energy efficiency, reduced pollution, he developed the Lempor exhaust systems. The Lemprex was under development at the time of his death. Porta was born in Paraná, Entre Ríos, studied civil engineering, concluding his studies in 1946, at a time when steam was giving way to diesel and electric locomotives in Europe and North America. Porta's first projects were in Argentina. Taking the work of Andre Chapelon in France as his starting point he set out to show that the steam locomotive was far from reaching its maximum potential, his first locomotive project in 1948 took the remains of a 1,000 mm metre gauge 4-6-2 converting it into a 4-cylinder compound 4-8-0 named'Presidente Peron'/'Argentina'. This machine, Porta's first project, still holds a number of locomotive efficiency records. Porta moved to Patagonia in 1957 as general manager of the Red de Ferrocarril Industrial de Rio Turbio coal railway in Santa Cruz.

In 1960 he returned to Buenos Aires to become head of thermodynamics at the National Institute of Industrial Technology. His writings on steam technology unpublished, are voluminous. In early 1983 Porta and his family moved to the United States to work on steam locomotive development for the American Coal Enterprises project; this was the only time in his life. After the collapse of this project he returned to Argentina in 1986 with further work being undertaken in that country as well as Brazil and Paraguay. In 1992 Porta was contracted by the Cuban government to implement an extensive project on rational use of energy, which included modern steam rail traction as well as general industrial steam modernisation of power stations and sugar mill plants, his final steam project was the development of a steam bus in the capital of Buenos Aires along with Gustavo Durán. Porta continued advancing steam technology right up to the time of his death: from the mid-1990s he worked for the Cuban Sugar Ministry on locomotives using new fuels such as bagasse.

In 2001 he supported Shaun McMahon's heavy rebuilding and modification of a 500 mm-gauge Garratt for the Southern Fuegian Railway, produced in Argentina in 1994. McMahon included larger cross section for tubing, insulation of the boiler and improved front end as well as combustion system in line with Porta's teachings over the years; as a tribute to Porta's lifetime work and in celebration of his upcoming 80th birthday, McMahon named the locomotive "Ing. L. D. PORTA" when it was presented to the public on 11 December 2001. A second Garratt with similar technical specifications was built by Phil Girdlestone in South Africa and delivered to the FCAF in 2006. A third is now under construction again with similar technical features, in Ushuaia, he was a devoted family man and he and his wife, Ana Marie, had four children. One of his three sons died of cancer at an early age. On 7 July 1976, during Argentina's Dirty War, his daughter was taken at gunpoint from her home and never seen again. Advanced steam technology South African Class 26 "The Ultimate Steam Page - Ing. L. D. Porta 1922-2003 "Never Give Up!"".

TrainWeb. 23 June 2018. Modern Steam and related articles at Martyn Bane's Steam and Travel Pages. Pages for the British project to build a modern steam locomotive; the Advanced Steam Locomotive

William Barbour Wilson known as Cabbage Wilson, was the first Mayor of Christchurch in New Zealand in 1868. A nurseryman by profession, he had large landholdings in Christchurch, his reputation was dented by a fraud conviction, when he was subsequently elected onto the city council once more, five councillors resigned in protest. Wilson was born in Castle Douglas in Scotland, he was her husband, William Wilson. He arrived in New Zealand in August 1850 at Port Chalmers on the ship Mariner, travelled to Nelson and Auckland before arriving in Lyttelton in late July 1851; the Mariner left London on 7 April 1850 and arrived at Port Chalmers on 6 August 1850. He married Elizabeth Williams on 19 November 1856, his wife was the daughter of John Williams, who arrived in Lyttelton with his family in December 1850 on one of the First Four Ships, the Randolph. John Williams was found dead four days after arrival, having died from heat exhaustion, her mother Isabella had a shop on Colombo Street, Christchurch.

The Wilsons had 13 or 14 children, Isabella Williams would testify that he began beating her by the time she was pregnant the second time: "He beat me black and blue." Their oldest son was William John, their second son was Charles James. In Scotland, Wilson worked as an overseer on estates, his first nursery in New Zealand, Bricks Farm, was next to The Bricks 43.52540°S 172.64510°E / -43.52540. Wilson lived at The Bricks for his first five years in Christchurch. Next, he owned the block of land bounded by Cashel, Madras and Manchester streets, he bought up land in sought after areas for his nurseries and operated them until the land became too valuable, he subdivided it for development. At its maximum, he held 18 acres in the central city, he became the dominant nurseryman in Christchurch. He was one of the first in New Zealand to publish product catalogues, he held land in the suburb of Waltham. Apart from his extensive landholdings, he had a general trading company, a real estate and auctioneering business, a controlling stake in the Halswell quarries, a half partnership in the trading vessel Rifleman.

In 1876 Wilson was accused of fraud and as it was usual in those days, the court proceedings of well-known people were reported in fine detail in the newspapers. He lost the case on all counts and this brought to an end Wilson's public life, with him resigning from his various roles. Wilson had an active political life, he was a member of the Canterbury Provincial Council on the 4th Council from June 1864 to May 1866, representing the Kaiapoi electorate despite being a Christchurch resident. He represented the City of Christchurch electorate on the 5th Council from June 1866 to March 1870. Before 1916, elections for Christchurch City Council were held annually, he was elected onto the town and city council four times: in 1862, 1867, 1868 and 1878. In 1867, he was nominated for a position on the city council by a current city councillor, the publican George Ruddenklau. In the subsequent council meeting, it was again Ruddenklau who nominated Wilson as chairman of the town council, he was declared elected without other nominations being put forward.

The town council held a meeting on 10 June 1868 to elect its first mayor. In those days, the councillors elected one of their group as mayor, i.e. the position was not elected at large as is the case today. The following councillors attended the meeting: William Wilson, James Purvis Jameson, T. Tombs, George Ruddenklau, Henry Thomson, W. A. Sheppard, W. Calvert and John Anderson, who chaired the meeting. Thomson moved that Wilson be elected as the first mayor of Christchurch, Tombs seconded the motion; the chairman put the motion to the meeting and it was carried unanimously. With the meeting, the council had brought itself under the Municipal Corporations Act 1867. On 16 December 1868, the town council held its annual general meeting. Councillor Anderson was elected unanimously as the second mayor of Christchurch. Although Canterbury was an Anglican settlement, the first three mayors were all Presbyterian Scotsmen. Wilson stood for election to the city council once more in 1878. At the candidates' meeting, Wilson argued with the current mayor, Henry Thomson, who acted as chairperson at the meeting, about the order of proceedings.

Three positions were available contested by eight candidates, James Gapes and Aaron Ayers were returned. Over the next day, five of the existing councillors handed in their resignation in protest over Wilson's election: William Pratt, William Radcliffe, George Ruddenklau, James Jameson, Alexander William Bickerton. Radcliffe tried to withdraw his resignation. Five new councillors were elected in a by-election the next month. Councillors were elected for one year at the time, Wilson retired at the September 1879 election, when he did not stand again. Wilson was involved with several societies. For many years, he chaired the Christchurch Horticultural Society, he was the first president of the Christchurch Bantam & Pigeon Club. He was responsible for the construction of the first Town Hall in Christchurch's High Street. After he split from his wife, he tried to