Schenk Konrad von Landeck (auch von Landegg; † nach 1306) war ein Schweizer Ministeriale und Minnesänger des 13. Jahrhunderts.

Leben
Schenk Konrad von Landeck kann von 1271 bis 1306 urkundlich nachgewiesen werden. Die Landecker waren Ministerialen der Grafen von Toggenburg und hatten zusätzlich das Schenkenamt (Mundschenk) beim Kloster St. Gallen inne.

Die erste Urkunde, die den Ministerialen Konrad von Landeck aufführt, ist auf den 8. Oktober 1271 datiert. Gemeinsam mit seinem Bruder Lütold bezeugte er eine Pfandurkunde der Grafen von Toggenburg Diethelm und Friedrich. Weitere Nennungen als Zeuge finden sich in mehreren Urkunden von 1277 bis 1306. Am 11. Juni 1281 verpfändete ihm König Rudolf I. von Habsburg die Vogtei Scheftenau für 30 Mark Silber "zum Lohne für geleistete und noch zu leistende Dienste". Aus demselben Anlass überließ Abt Rumo von Ramstein ihm und seinem Bruder das Meieramt in Scheftenau für 50 Mark Silber, welches er aber lediglich zwei Jahre behielt und danach zurückgab. Er fungierte weiterhin als Gläubiger Konrads von Gundelfingen, der von 1288 bis 1291 als Gegenabt zu Wilhelm von Montfort auftrat. Bereits vor 1287 war er von Abt Wilhelm als Schlosshauptmann der Burg von Singenberg eingesetzt worden. Am 28. Januar 1296 überließ Konrad ihm das Patronatsrecht der Kirche in Oberbüren. Konrad von Landeck verstarb wahrscheinlich 1306, da ab 1307 Lütold ohne ihn urkundet. Von 1313 bis 1347 findet sein Sohn Konrad in mehreren Urkunden Erwähnung.

Werk
Das Werk wird ausschließlich im Codex Manesse (205v-209v) überliefert. Es besteht aus 102 Strophen, die sich zu 22 Liedern zusammenstellen lassen. Als Verfasser der überlieferten Lieder kommen sowohl Konrad von Landeck (urkundlich nachgewiesen 1271–1306) als auch sein Sohn Konrad (urkundlich nachgewiesen 1313–1347) in Betracht. In dem lyrischen Werk des Minnesängers finden sich innerhalb der beiden Fernelieder 5 und 13 Passagen, die eine unmittelbare Verknüpfung mit der Biographie des älteren Konrad ermöglichen. In Lied 5 wird als Aufenthaltsort des Sprecher-Ichs Wien genannt:

Der vil süezzen, der ich diene,
singe ich disen sang vor Wiene
dâ der künig lît mit gewalt. (Lied 5, 44-46)

In Lied 13 befindet sich das Sprecher-Ich in Frankreich und stellt Vermutungen darüber an, wie sich die Natur in seiner Heimat zeigt:

Mich muoz wunder hân,
wie éz sich stelle bî dem Rîne
umb den Bodemsê,
ob der sumer sich da zer.
Frankrîch het den plân,
den man siht in trüebem schîne: (Lied 13, 1-6)

Es gibt berechtigten Grund zu der Annahme, dass in beiden Fällen der Minnesänger Konrad von Landeck eigene Erlebnisse in seinen Texten verarbeitete. Die geschilderte Belagerung Wiens in Lied 5 lässt sich mit der tatsächlichen Belagerung der Stadt 1276 durch König Rudolf I. von Habsburg in Verbindung bringen. Eine Teilnahme Konrads an der Heerfahrt ist wahrscheinlich, da er 1281 durch die Verpfändung der Vogtei Scheftenau für seine Dienste vom König belohnt wurde (s. o.). Der Aufenthalt in Frankreich lässt sich durch den Kriegszug Rudolfs 1289 gegen den Pfalzgrafen Otto von Hochburgund bestimmen. Die Grafen von Toggenburg wurden vermutlich zur Heerfolge verpflichtet. Der Gegenabt zu Wilhelm von Montfort, Konrad von Gundelfingen, nahm ebenfalls an dieser Unternehmung teil. In der Funktion Konrads von Landeck als Ministeriale der Grafen von Toggenburg und als Schenk des Klosters St. Gallen ist eine Unterstützung seiner Herren bei einem solchen Kriegszug mit hoher Wahrscheinlichkeit anzunehmen. Somit kommt nur der ältere Konrad von Landeck als Verfasser der Minnelieder in Frage.

Gattungszuordnung
Die 22 Lieder im lyrischen Werk Konrads von Landeck lassen sich drei unterschiedlichen Gattungen zuordnen. Die meisten Lieder gehören zur Gattung des Hohen Minnelieds. Hierzu zählen die Lieder 1, 4, 6–11, 14–17 und 19–22. Innerhalb dieser Gruppe lässt sich eine weitere Unterteilung vornehmen. In den Liedern 1, 4, 6, 15, 17, 19, 20 und 22 finden sich didaktische Passagen. Die Minnekonzeption wird hier nicht mehr ausschließlich durch das Sprecher-Ich für sich selbst formuliert, sondern in einem lehrhaften Ton wesentlich allgemeiner beschrieben.

Die Lieder 2, 3, 12 und 17 erweisen sich als Tanzlieder. Sie beinhalten die direkte Aufforderung zum Tanz, um den Frühling bzw. den Mai zu begrüßen. Da der Tanz in jedem Fall mit dem Auftreten der Sommerzeit zusammenhängt, befinden sich die Tanzaufrufe grundsätzlich im Natureingang mit Sommerpreis (bzw. im Übergang zwischen Natureingang und Frauenpreis; Lied 12). In der Minnekonzeption sowie in den didaktischen Stellen unterscheiden sich die Tanzlieder kaum von den Hohen Minneliedern. Lediglich der Frauenpreis nimmt einen etwas größeren Raum ein.

Die Lieder 5 und 13 können der Gattung der Fernelieder zugeteilt werden. In beiden Fällen sendet das Sprecher-Ich Liebesgrüße über die räumliche Entfernung an seine Minnepartnerin.

Neben den drei Hauptgattungen Hohes Minnelied, Tanz- und Fernelied werden Elemente aus anderen Gattungen, wie dem Botenlied (Lied 6), dem Tagelied (Lieder 11 und 21), der Pastourelle (Lied 19) und der Tenzone (Lied 6) anzitiert.

Formale Merkmale
Die meisten Lieder Konrads von Landeck weisen fünf Strophen auf. Lediglich die Lieder 7, 9, 10 und 18 bestehen aus vier Strophen. Die Verwendung von drei Strophen tritt nur in den Liedern 13 und 16 auf. Alle 102 überlieferten Strophen folgen dem gängigen Aufbau der Minnekanzone. Ausschließlich in Lied 2 erscheint ein Refrain. Die Länge der Strophen reicht von sieben Versen (Lied 7) bis hin zu sechzehn (Lieder 1, 21). Da die Strophenlänge deutlichen Schwankungen unterliegt, zeigen sich solche Variationen der Länge ebenfalls bei den Stollen bzw. den Abgesängen. Die Verse der Stollen reichen von zwei (Lieder 2, 7) bis zu fünf (Lieder 1, 20, 21). Die Länge des Abgesangs variiert zwischen zwei (Lied 2) und sechs Versen (Lieder 1, 8, 13, 14, 21).

Wie bei dem Ausmaß der Strophen bzw. ihrer Bestandteile variiert Konrad von Landeck auch im Bereich der Vershebungen. Lied 21 besteht – bis auf die fünfhebige erste Zeile des Abgesangs – komplett aus Zweihebern. Die Lieder 5, 9 und 12 bestehen durchgängig aus vierhebigen Versen. Die Lieder 8, 11 und 15 weisen generell vierhebige Stollen auf. Im Abgesang zeigt sich dieses Bild in Lied 16. Sechs- und siebenhebige Verse finden sich in den Liedern 2, 6 und 18. Vorherrschend ist der alternierende Rhythmus. In Lied 1 findet sich ein daktylischer Versfuß im zweiten Vers des Abgesangs. Auffallend häufig werden die Stollen durch Reime miteinander verbunden. Diese Anreimung zeigt sich in variierender Ausführung. Bei der häufigsten Variante werden alle Verse des ersten und des zweiten Stollens mittels Reimwörtern verbunden. Dies ist in den Liedern 2, 6, 7, 9, 11, 13–15, 17, 18 und 22 der Fall. Die Anreimung von zwei Reimpaaren findet sich in den Liedern 3, 4, 8, 16 und 19. Durch ein Reimpaar sind die Stollen der Lieder 1, 5, 20 und 21 verbunden. Ausschließlich in den Liedern 10 und 12 finden sich keine solchen Reimverbindungen. Die Lieder 2, 7 und 9 enthalten Binnenreime. In allen Liedern finden sich grammatische und/oder identische Reime.

Konrad von Landeck verwendet eine Vielzahl rhetorischer Figuren. Es finden sich beispielsweise Anaphern, Alliterationen, Personifikationen der Minne sowie der Jahreszeiten, Publikumsapostrophen, rhetorische Fragen, Antithesen, Hyperbeln, Worthäufungen und mehrere poetische Bilder.

Im Œuvre Konrads von Landeck finden sich vielfach wörtliche Übernahmen der Lieder Gottfrieds von Neifen. In geringerem Maße zeigen sich ebenfalls Verbindungen zu Ulrich von Winterstetten und Ulrich von Liechtenstein.

Natureingang
Der Natureingang bildet einen festen Bestandteil des lyrischen Werks Konrads von Landeck. In sämtlichen Liedern findet sich entweder eine Winterklage (1, 5, 6, 9, 13, 14, 17, 20–22) oder ein Sommerpreis (2–4, 7, 8, 10–12, 15, 16, 18, 19). Die jeweilige Ausdehnung des Natureingangs schwankt. Am häufigsten umfasst er weniger als eine Strophe. In den meisten Fällen ist der Sommerpreis mit der Freude des Sprecher-Ichs über den Minnedienst verbunden (Ausnahmen: Lieder 7, 16). Bei der Winterklage zeigt sich ein ähnliches Bild. Sie kann als Gegenpol zu der Gefühlsstimmung des Sprecher-Ichs (Lieder 1, 5, 9, 13, 14, 17) oder passend dazu konzipiert sein (Lieder 6, 20–22).

Ein zentrales Element des Natureingangs bei Konrad von Landeck ist die direkte Ansprache an das Publikum. Sie findet sich in der Mehrzahl der Lieder. Das Sprecher-Ich ruft das Publikum zur gemeinsamen Freude über die Naturerscheinungen auf. Lediglich in drei Liedern zeigt sich ein anderes Bild (Lieder 1, 5, 21). Hier ist der Winter Grund zur kollektiven Klage.

Minnekonzeption
In den Grundvoraussetzungen folgt die Minnekonzeption Konrads von Landeck dem "traditionellen System" der hohen Minne. Das Sprecher-Ich fordert in den didaktischen Passagen Treue, Beständigkeit und Geduld von Seiten des Minnenden. Ebenfalls muss die Dame gewisse Voraussetzungen erfüllen, um als Empfängerin des Minnedienstes dienen zu können. In diesem Zusammenhang werden beispielsweise Attribute wie Reinheit und Tugend genannt. Hervorzuheben ist aber, dass sich die Minneklage "als funktionsloses, weil nicht mehr existentiell bedeutsames Tribut an die Tradition des Hohen Minnelieds" weiterhin im Œuvre Konrads von Landeck findet, sie aber deutlich hinter die Minnefreude zurücktritt, die nun als wesentliches Element der Minnekonzeption zu Grunde gelegt werden muss. Die fröide wird über den Schlüsselbegriff gedinge, also die berechtigte Hoffnung auf die sexuelle Erfüllung des Minnedienstes, fest in der Minnekonzeption etabliert. Ebendiese Hoffnung ermöglicht es dem Minnenden weiterhin im Zustand der fröide zu bleiben, obwohl die ersehnte Erfüllung (noch) nicht stattgefunden hat. Es reicht aus, wenn das gedinge durch eine Gunstbezeugung (z. B. ein Lächeln oder einen Blick) der Dame berechtigt scheint. Der Zustand der Trauer wird als notwendige Konsequenz der Erhaltung der fröide in der Gegenwart in eine mögliche Zukunft verlegt. Durch diese Veränderung der klassischen Minnesangmotivik, in der gerade die schmerzliche Kluft zwischen Werbung und Erfüllung den nötigen Antrieb für den männlichen Minnepartner leistete, entsteht eine Entproblematisierung der Minnekonzeption. Die Minnefreude entsteht nicht erst mit der Erhörung durch die Dame, sondern ist bereits durch die berechtigte Hoffnung darauf erreicht. Die "liebe-leit-Spannung" wird aufgehoben und es existiert keine "Hingabe an die Traurigkeit" mehr. Es erfolgt eine positive Darstellung der Gegenwart, die sich von einem durchgängigen Klagegestus entfernt und mit Hilfe der Hoffnung einen Zustand der fröide schafft, der die Minneklage als vorherrschendes Motiv überwiegend abgelöst hat.

Die fröide kann zwar bereits ohne die sexuelle Erfüllung erlebt werden, jedoch bildet sie noch ein "unvollkommenes Stadium" und erreicht den Höchstwert der sælde (Seligkeit, Vollkommenheit) erst durch die Hingabe der Frau. Das Ziel der sexuellen Hingabe wird damit nicht durch eine vorher herrschende, auf gedinge beruhende, Minnefreude abgelöst. Vielmehr ist der Zustand der fröide eine Vorstufe, die dennoch verhindert, dass sich das Sprecher-Ich durch Schmerzen und Leid der Klage zuwendet.

Miniatur
Die Miniatur im Codex Manesse (205r) ist mit Her Chůnrat der Schenke vō Landegge überschrieben. Sie zeigt Konrad von Landeck in der Ausübung seines Schenken- bzw. Mundschenkenamtes. Er reicht dem Abt kniend einen goldenen Becher und öffnet diesen gleichsam mit seiner rechten Hand. Eine solche Stellung unterstreicht sein Dienstverhältnis gegenüber dem Abt. Auf der linken Seite über dem Geistlichen findet sich das Wappen von St. Gallen (schwarzer aufrechter Bär auf Gold) und auf der rechten über dem Minnesänger zeigt sich das Wappen der Landecker (zwei rote, übereinander stehende Löwen mit goldenen Kronen auf Silber).

Literatur

Editionen
 Karl Bartsch (Hrsg.): Die Schweizer Minnesänger. Huber, Frauenfeld 1886 (). Unveränderter reprografischer Nachdruck: Darmstadt 1964.
 Max Schiendorfer (Hrsg.): Die Schweizer Minnesänger. Bd. 1: Texte. Niemeyer, Tübingen 1990, ISBN 3-484-10625-5, S. 162–199.

Sekundärliteratur (Auswahl)
 Albert Bodmer, Adolph Näf: Die Glattburg an der Thur. In: 90. Neujahrsblatt des Historischen Vereins des Kantons St. Gallen, S. 6–11. St. Gallen 1950.
 Viola Bolduan: Minne zwischen Ideal und Wirklichkeit. Studien zum späten Schweizer Minnesang. Haag und Herchen, Frankfurt am Main 1982, ISBN 3-88129-509-7.

 Ernst Götzinger: Zwei St. Gallische Minnesänger: 1. Ulrich von Singenberg, Truchsess 2. Konrad von Landegg, der Schenk. St. Gallen 1866 ().
 Gritz Grimme: Die Schweizer Minnesänger. In: Germania. Vierteljahresschrift für Deutsche Altertumskunde 35 (1890), S. 302–339.
 Claudia Händl: Konrad von Landeck. In: Walther Killy (Hrsg.): Literaturlexikon. Autoren und Werke deutscher Sprache. Bd. 6. Bertelsmann, Gütersloh 1990, ISBN 3-570-04676-1, S. 483–484.
 Joachim Kirchner: Herr Konrad der schenk von Landeck. ein epigone des minnesangs. Greifswald 1912 ().
 Johann Pupikofer: Geschichte des Thurgaus. Bd. 1. (2. Auflage) Frauenfeld 1889.
 Günther Schweikle: Schenk Konrad von Landeck. In: Die deutsche Literatur des Mittelalters. Verfasserlexikon. Bd. 5. De Gruyter, Berlin 1985, ISBN 3-11-009909-8, Sp. 215–217.

 Ingo Walther (Hrsg.): Codex Manesse. Die Miniaturen der Großen Heidelberger Liederhandschrift. Insel, Frankfurt am Main 1988, ISBN 3-458-14385-8.
 Barbara Weber: Œuvre-Zusammensetzungen bei den Minnesängern des 13. Jahrhunderts (= Göppinger Arbeiten zur Germanistik. Bd. 609). Kümmerle, Göppingen 1995, ISBN 3-87452-854-5.

Weblinks

 Schenk Konrad von Landeck im Codex Manesse (C)

 Digitale Gesamtedition bei Lyrik des deutschen Mittelalters (www.ldm-digital.de)

Einzelnachweise

Minnesang
Schlosshauptmann
Geboren im 13. Jahrhundert
Gestorben im 14. Jahrhundert
Mann
Ministeriale

Konrad von Landeck


Som en tvilling er en film instrueret af Aida Riberholt-Rischel.

Handling
I 1915 mødes Elise og Elsebeth i første klasse og bliver hjerteveninder. 92 år senere har de stadig kontakt. Filmen potrætterer dem og tre andre venindepar i forskellige livsfaser: barn, ung, voksen og gammel. Skønt meget forskellige har venindeparrende èt tilfælles: de vil ikke undvære hinanden.

Referencer

Eksterne henvisninger

Danske film fra 2007

Dokumentarfilm fra Danmark

Som en tvilling


الترجمة الآلية  (واختصارًا: MT) (وينبغي عدم الخلط مع الترجمة بمساعدة الحاسوب، بمساعدة آلة الترجمة البشرية (MAHT) أو الترجمة الآلية التفاعلية) هو مجال فرعى للغويات حاسوبية التي تسهم في استخدام برامج لترجمة نص أو خطاب من لغة واحدة إلى أخرى.

تقوم الترجمة الآلية بنقل كلمات بسيطة من اللغة الأصل إلى كلمات مرادفة لها في اللغة المقابلة أو الهدف، لكن هذا وحده عادة لا يمكن أن ينتج ترجمة جيدة للنص لأن هناك حاجة إلى إيصال المعنى المناسب والأقرب في اللغة الهدف. حل هذه المشكلة مع الإحضار والأساليب الإحصائية هو حقل سريع النمو الذي يقود إلى ترجمة أفضل، والتعامل مع الاختلافات في التصنيف اللغوي، ترجمة لغة، وعزل الحالات الشاذة.

برامج الترجمة الآلية الحالية غالبا ما تسمح بالتخصيص من قبل المجال أو المهنة (مثل تقارير الطقس)، وتحسين الإنتاج عن طريق الحد من نطاق التبديلات المسموح بها. هذه التقنية فعالة بشكل خاص في المجالات التي تستخدم فيها اللغة أو الصيغ الرسمية . ويترتب على ذلك أن الترجمة الآلية لوثائق قانونية من الحكومة تنتج نصوصا صالحة للاستعمال أكثر سهولة من إنتاجها من المحادثات أو النص الموحد.

ويمكن أيضا أن يتحقق تحسين جودة الإنتاج عن طريق التدخل البشري: على سبيل المثال، بعض الأنظمة قادرة على ترجمة أكثر دقة إذا كان المستخدم لديه تحديد لالبس فيه هل الكلمات التي في النص هي أسماء حقيقية. بمساعدة هذه التقنيات، قد ثبت أن MT مفيدة كأداة لمساعدة المترجمين البشر، وفي عدد محدود جدا من الحالات، حتى يمكن أن تنتج نصًا يمكن استخدامه كما هو (على سبيل المثال، تقارير الطقس).

التاريخ
فكرة الترجمة الآلية تعود إلى القرن السابع عشر. بدأ تاريخ الترجمة الآلية في الخمسينات, بعد الحرب العالميّة الثانية. تضمنت تجربة جورج تاون  في عام 1954م ستّون جملة تُرجِمت كلها آلياً من اللغة الروسيّة إلى الإنجليزية. كما لاقت التجربة نجاحاً هائلاً, وتمويلاً مالياً لأبحاث الترجمة الآليّة. إدّعى المبتكرون أنّ مشكلة الترجمة الآلية ستُحلّ خلال ثلاث إلى خمس سنوات.

ولكن كان التطوّر الحقيقي أبطأ بكثير, وبعد أن توصل تقرير الباك (ALPAC) في عام 1966م إلى أنّ بحث العشر السنوات قد خيّب الآمال، انخفض التمويل بدرجة كبيرة. ومع آواخر الثمانينيّات, زادت القوة الحاسوبية ،وأصبح الحاسب أقل تكلفة مما أدّى إلى اهتماماً ظاهراً في النّماذج الإحصائية للتّرجمة الآليّة.

اقترحَ أ.د. بووث (A.D.Booth) في عام 1946 م فكرة استخدام الحواسيب الرّقميّة لترجمة اللغات الإنسانية. وفي عام 1954 م أثبتت التجربة في مبادئ الترجمة من الإنجليزية إلى الفرنسية على أجهزة أبيكسي (APEXC) في كليّة بيربيك (Birbeck) بجامعة لندن أنّ تجربة جورج تاون لم تكن أوّل تطبيق في هذا المجال.

أمور أساسية

فك الغموض

يهتم فك غموض معنى الكلمة بإيجاد ترجمة ملائمة وذلك عندما يكون لكلمة معينة أكثر من معنى واحد. أول من أثار هذه المشكلة في الخمسينات هو يهوشوا بارهيلل، فقد أشار إلى أن الآلة لن تتمكن من التفرقة بين معني الكلمة بدون 'موسوعة عالمية'.و توجد عدة طرق لتخطي هذه المشكلة.
يمكن تقسيم هذه الطرق إلى:

 طرق سطحية :لا تفترض الطرق السطحية أية معرفة للنص. فهي ببساطة تطبق طرقاً إحصائية على الكلمات التي تحيط بالكلمة غامضة المعنى.
 طرق عميقة :تفترض الطرق العميقة معرفة وافية للكلمة. وحتى الآن، تعتبر الطرق السطحية الأكثر نجاحاً.

كينونة مسماة
هي متعلقة بتمييز الكينونة المسماة في أصل المعلومة.

تقييم أداء أنظمة الترجمة يدويًا

هناك وسائل مختلفة لتقييم أداء أنظمة الترجمة الآلية. أقدمها هو استخدام حكم الإنسان لتقييم جودة الترجمة. وفي الآونة الأخيرة، اشتملت تلك الوسائل على بعض أساليب التقييم الآلية:

 بلو (BLEU)
 نيست (NIST)
 ميتيور (METEOR)

لكن الاعتماد كلياً على الترجمة الآلية يغفل حقيقة أنَّ الاتصال في لغة الإنسان هو جزء لا يتجزأ من السياق، وأن الإنسان هو القادر على فهم سياق النص الأصلي على نحو كاف. كما أنَّ الترجمة التي يستخدم فيها القدرات البشرية فقط هي عرضة للخطأ. لذلك وحتى نضمن أن تكون الترجمة الآلية عالية الجودة ومفيدة للإنسان، لا بد من أن يقوم المترجم «الإنسان» بمراجعتها وتصحيحها.

ومع ذلك فقد تم التأكد من أنه في بعض التطبيقات، على سبيل المثال في مواصفات المنتجات المكتوبة باللغة المتحكم بها، ينتج نظام الترجمة الآلية القائم على أساس استخدام القاموس، في بيئة إنتاج، ترجمة متقنة لا تحتاج إلى أي تدخل بشري.

مراجع

ترجمة بمساعدة الحاسوب
تطبيقات الذكاء الاصطناعي
لغويات حاسوبية
مهام معالجة اللغات الطبيعية

ترجمة آلية


Alicudi je talijanski otok u Tirenskom moru. Pripada skupini Liparskih otoka. Otočje se nalazi sjeverno od Sicilije i čini ga 8 vulkanskih otoka, od kojih je Alicudi najzapadniji. Otok Alicudi je oko 40 km zapadno od Liparija, ima površinu od 5.2 km² i približno je kružnog oblika.

Povijest
Otok je stvoren u erupcijama davno nestalog vulkana Montagnola volcano, prije oko 150 000 godina. Vjeruje se da se posljednji čin stvaranja ovog otoka dogodio pred oko 27 000 godina.

Otok je, prema arheološkim nalazima, prvi put naseljen u 17. stoljeću pr. Kr. Rimski fragmenti keramike, koji datiraju mnogo stoljeća kasnije, mogu se naći na istočnoj obali otoka.

Moderno ime otoka, Alicudi, iskrivljeni je oblik antičkog Grčkog imena   (Ereikousa), izvedenog iz imena biljke erica (vrijesak), koji i danas raste na padinama otoka.

Otok je dugi miz stoljeća bio stalna meta pirata, pa je otočno stanovništvo sigurnost potražilo na visokim terasama, a jednostavna poljoprivreda i uzgoj breskvi postali su temelj otočne privrede.

Demografija
Danas na otoku živi oko 120 stanovnika, koji uglavnom žive od ribarstva i poljoprivrede. Na cijelom otoku je samo 1 restoran, čiji meni uvelike ovisi o ribarskom ulovu i dostavi hrane brodom.

Izvori

Vanjske poveznice

About Alicudi
Aeolian Island tourism website
Topographic Map of the Island
Alicudi web
BBC Travel - Alicudi: Italy's LSD island

Liparski otoci

Alicudi


La palabra crédito se puede referir, en esta enciclopedia:

a un crédito, préstamo de algo, normalmente dinero, sujeto a ciertas condiciones de reembolso;
a un título de crédito, un documento;
a un crédito o derecho personal;
a un crédito académico,  unidad de medida utilizada por las instituciones de educación superior para dar a conocer la carga de trabajo que implica un curso;
en Facebook, a un crédito, una unidad monetaria ficticia usada en la red social Facebook;
a los créditos (también, títulos de crédito), el texto que menciona los autores de una obra; por ejemplo, en una película, programa de televisión o videojuego.

Crédito (desambiguación)


Bodljastolisna kukavičica (četinjasta graholika, bodljastolisna graholika, grašolika šćetkolistna, lat. Lathyrus setifolius), jednogodišnja raslinja iz porodice mahunarki raširena po čitavom Sredozemlju, uključujući i Hrvatsku.

Listovi su kopljasti a usamljeni cvijet na dugoj stabljici naračasto crvene je boje.

Sinonimi
 Lathyrus amphicarpos Gouan
 Lathyrus gouanii Rouy
 Lathyrus prostratus Brign.
 Lathyrus saronensis Eig
 Orobus setifolius (L.) Philippe
 Vicia amphicarpos Gouan

Izvori

Graholika
Flora Hrvatske
Flora Albanije
Flora Alžira
Flora Baleara
Flora Bugarske
Flora Kanarskih otoka
Flora Korzike
Flora Cipra
Flora Istočnoegejskih otoka
Flora Egipta
Flora Francuske
Flora Grčke
Flora Italije
Flora Krete
Flora Krima
Flora Libanona i Sirije
Flora Libije
Flora Maroka
Flora Portugala
Flora Rumunjske
Flora Sicilije
Flora Španjolske
Flora Zakavkazja
Flora Tunisa
Flora Turske

Bodljastolisna kukavičica


هنا قائمة بالبطولات الأسترالية لكرة المضرب, المعروفة الآن باسم أستراليا المفتوحة لسنة 1959:

الكبار

فردي رجال

 أليكس أولميدو هزم  نيل فريجر 6-1 6-2 3-6 6-3

فردي سيدات

 ماري كارتر رايتانو هزم  رينيه تشورمان 6-2, 6-3

مراجع

أحداث يناير 1959 الرياضية
1959
بطولة أستراليا لكرة المضرب حسب السنة
كرة المضرب في 1959
كرة مضرب أسترالية في 1959
أحداث يناير 1959 الرياضية في أستراليا

البطولات الأسترالية 1959 (كرة مضرب)


Pernille Mathiesen (født 5. oktober 1997 i Holstebro) er en dansk forhenværende professionel cykelrytter. Hun er tidligere U23-europamester i linjeløb og enkeltstart.

Karriere
Som 8-årig begyndte Pernille Mathiesen at cykle. Hendes far har tidligere kørt inden danske A-række. Fra hun var U11-rytter til U19-klassen kørte hun for Holstebro Cykle Club. Herefter skiftede hun i 2014 til Team Rytger, hvor hun var ét år. I tiden hos Rytger vandt hun sølv ved Junior-VM i enkeltstart. Derefter gik turen til BMS Birn, der senere blev til Team Virtu Cycling Women. Her vandt hun guld i enkeltstart og linjeløb for U23-kvinder ved EM i landevejscykling 2017 i Herning.

Professionel i udlandet
Fra 2018-sæsonen blev Mathiesen fuldtidsprofessionel i udlandet hos tyske Team Sunweb. Her vandt hun det første år bronze ved VM i holdtidskørsel. I 2019 vandt hun ved DM i landevejscykling sølvmedalje i både linjeløb og enkeltstart. Desuden blev det til en førsteplads ved enkeltstarten i Omloop van Borsele, samlet andenpladser ved Thüringen Ladies Tour og Omloop van de IJsseldelta, ligesom det blev til en tredjeplads ved etapeløbet Madrid Challenge by La Vuelta. I 2020-sæsonen kæmpede Pernille Mathiesen med et alt for stor vægttab, hvilket gav hende en svær sæson hos det tyske hold. På grund af coronaviruspandemien kørte hun ikke mange løb, og der hvor hun stillede til start, var resultaterne ikke som hun ønskede dem.

Fra 2021 skrev Mathiesen en étårig kontrakt med det nystartede hollandske hold . Første løb for det nye hold blev Omloop Het Nieuwsblad, hvor hun var blandt de sidste som kom i mål.

Cofidis og karrierestop
Efter én sæson hos Jumbo-Visma, ønskede Pernille Mathiesen at komme væk fra hollandske hold, hvor hun havde kørt siden 2018. Derfor skiftede hun fra starten af 2022 til det nyetablerede franske hold , hvor hun skrev en toårig kontrakt. Her kørte hun i slutningen af marts to løb for holdet. Derefter var Mathiesen ikke på startlisterne. Den 15. juni 2022 meddelte hun at karriere blev stoppet med øjeblikkelig virkning, efter hun ikke kunne finde motivation. Op til beslutningen havde hun haft problemer med det mentale helbred, og lidt af en spiseforstyrrelse. Efter karrierestoppet fortsatte hun på læreruddannelsen på fuld tid.

Meritter

2013
 5. plads: DM i linjeløb
2014
  2. plads ved Junior-VM i enkeltstart
2015
  Dansk juniormester i enkeltstart
 4. plads ved junior-VM i enkeltstart
2016
 Vinder af 4. etape af Gracia Orlova
 4. plads ved DM i enkeltstart
 5. plads ved DM i linjeløb
2017
  Vinder af U-23 EM i linjeløb
  Vinder af U-23 EM i enkeltstart
 2. plads ved DM i enkeltstart
 4. plads ved DM i linjeløb

2018
 2. plads ved DM i enkeltstart
  3. plads ved VM i holdtidskørsel
2019
 Vinder af enkeltstarten ved Omloop van Borsele
 2. plads ved DM i linjeløb
 2. plads ved DM i enkeltstart
 Thüringen Ladies Tour
 2. plads i det samlede klassement
  Vinder af ungdomskonkurrencen
 2. plads ved Omloop van de IJsseldelta
 Madrid Challenge by La Vuelta
  Vinder af ungdomskonkurrencen
 3. plads på 1. etape
 3. plads i det samlede klassement

Privat
Pernille Mathiesen er født og opvokset i Holstebro. Både hendes far, og storebrødrene Christian og Peter Mathiesen har kørt cykelløb på højt nationalt niveau. Hun har gået på Birkelundskolen og Rydhave Slots Efterskole, og blev i 2017 student fra Holstebro Gymnasium. Hun er bosat i Silkeborg, og er kæreste med den tidligere cykelrytter Jesper Bundgaard Vinkel.

Referencer

Eksterne henvisninger

Kvindelige cykelryttere fra Danmark
Personer fra Holstebro

Pernille Mathiesen


An Lindmania navioides in uska species han Liliopsida nga ginhulagway ni Lyman Bradford Smith. An Lindmania navioides in nahilalakip ha genus nga Lindmania, ngan familia nga Bromeliaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Lindmania

Lindmania navioides


Pribreschnoje () steht für:
 Pribreschnoje (Kaliningrad, Gurjewsk), Siedlung im Rajon Gurjewsk, Oblast Kaliningrad (Palmburg, Kreis Königsberg/Samland, Ostpreußen)
 Pribreschnoje (Kaliningrad, Selenogradsk), nicht mehr existenter Ort im Rajon Selenogradsk, Oblast Kaliningrad (Alknicken, Kreis Fischhausen/Samland, Ostpreußen)

Siehe auch:
 Pribreschny
 Prybereschne (Begriffsklärung)

Pribreschnoje


The London, Midland and Scottish Railway (LMS) Coronation Class is a class of express passenger steam locomotives designed by William Stanier. They were an enlarged and improved version of his previous design, the LMS Princess Royal Class, and on test were the most powerful steam locomotives ever used in Britain at 2,511 dbhp. The locomotives were specifically designed for power as it was intended to use them on express services between London Euston and Glasgow Central; their duties were to include the hauling of a proposed non-stop express, subsequently named the Coronation Scot. The first ten locomotives of the Coronation class were built in a streamlined form in 1937 by the addition of a steel streamlined casing. Five of these ten were specifically set aside to pull the Coronation Scot. Although a later batch of five unstreamlined locomotives was produced in 1938, most of the ensuing Coronation class were outshopped as streamliners. From 1944 until production ended in 1948, all-new engines were built in unstreamlined form and all the streamliners had their casings removed. The last of the 38 locomotives was completed in 1948.

The Coronation class was probably painted in more styles of livery than any other engine class; seven in the LMS era up to 1947 and five more during the British Railways era from 1948 onwards. That does not mean that all 38 locomotives were painted in all these different styles; many were specific to just a few engines. The only style that all 38 bore was the British Railways lined Locomotive Green and the entire class was turned out thus between 1955 and 1958.

It was customary on all British mainline journeys to change engines at convenient locations to avoid the lengthy process of re-coaling. The Coronation locomotives were therefore strategically stationed at key points between London and Glasgow and they would be assigned to the shed at that location. The chosen locations were at London (Camden shed), Crewe (Crewe North), Carlisle (Upperby) and Glasgow (Polmadie). It was only in the latter days of steam that the mix of shed assignments became more fluid.

No. 6220 Coronation held the British steam speed record between 1937 and 1938, . It held that record until beaten by 4468 Mallard in 1938. Secondly, No. 6234 Duchess of Abercorn holds the record to this day for the greatest British power output to be officially recorded on an attached dynamometer car, achieved in 1939. The Coronation class was represented at the 1948 British Railways locomotive exchange trials, designed to compare the performances of similar locomotives from the four pre-nationalised companies, but the engine performed disastrously. Gone was any hint of the power that could be unleashed by these engines; instead, low coal consumption was the target . One of the class was involved in the Harrow and Wealdstone rail crash precipitated by 46242 City of Glasgow. This was the second-worst rail crash in British history, the death toll being 112.

After a successful decade of operations in the 1950s, the 1960s' modernisation plan was the ultimate undoing of the Coronations. The increasing use of diesel locomotives made many of the class redundant, and the electrification of the main line between London Euston and Crewe resulted in their banishment from this important section of the main line as there was insufficient clearance between the locomotives and the live wires. With no useful role to play, the survivors were scrapped from late 1962 to late 1964. Three locomotives were saved for preservation, with one of them ending up in the National Collection. As at October 2016, two are static in museums whilst the third is certified for main line service.

Design history
Although the prior introduction of the Princess Royal class had provided the London Midland and Scottish Railway (LMS) with more powerful locomotives to be used on the main line between London Euston and Glasgow Central, the board of directors were persuaded in 1936 that more such locomotives would be needed, particularly as they were being asked to approve the introduction of a new non-stop service between those cities, designated the Coronation Scot. Initially, the Chief Mechanical Engineer, William Stanier, planned to build five more Princess Royals, but the Chief Technical Assistant and Chief Draughtsman at the LMS Derby Works, Tom Coleman, argued that it would be preferable to design a new class of locomotive that was more powerful, more reliable and easier to maintain. Stanier was convinced and the drawing office commenced designing the new class. When Stanier was called on to perform an assignment in India, Coleman became responsible for most of the detailed design in his absence.

Compared to the Princess Royal Class, there were important differences which would lead to an improved performance. Increased power was obtained by adopting a bigger boiler with greater steam-raising capacity; this included a firebox heating surface of  versus 217 sq ft, a flue heating surface of  versus 2,299 sq ft, superheater surface area of  (some sources say 822 sq ft) versus 598 sq ft and a grate area of  versus 45 sq ft. Also, the steam passages were better streamlined for greater efficiency and, most importantly, the piston valves went up in size from 8 inches to 9.5 inches. In order to allow higher speeds, the diameter of the driving wheels was increased to  (from 6 ft 6 in) and the cylinder diameters were increased by . The outside cylinders were moved forward with rocking shafts operating the inside cylinders. Finally a coal pusher was incorporated into the tender so the fireman did not have to "bring the coal forward", significantly cutting his workload which was particularly important on the long runs from Euston to Glasgow.

Just as the new design was approaching finalisation, the LMS marketing department created a difficult problem. The London & North Eastern Railway (LNER) had recently introduced its streamlined Class A4 locomotive which had captured the imagination of the public, and the marketing department persuaded the board that the LMS's new locomotives should be streamlined too. This was problematic in that the new design was so large that it only just conformed to the maximum loading gauge for the main line; moreover, it was sufficiently heavy that it was close to the Civil Engineer's maximum weight limit. Nevertheless, Coleman managed to design a streamlined steel casing that hugged the locomotive so tightly that it could still meet the loading gauge. The casing weighed some , but Coleman managed to save an equivalent weight in the locomotive itself.

The casing was tested in a wind tunnel, and retained after it was found to be as good as other forms of streamlining. After introduction it was subsequently found that its aerodynamic form failed to disturb the air sufficiently to lift the exhaust from the chimney, thus obstructing the driver's vision with smoke.

Construction history

Locomotives
The first five locomotives, Nos. 6220–6224, were built in 1937 at the LMS Crewe Works at an average cost of £11,641 each. They were all intended to haul the Coronation Scot, so the locomotives and the special trainsets bore a common livery. The locomotives were streamlined and painted Caledonian Railway blue with silver horizontal lines along each side of the locomotive. The special trainsets that they hauled were painted the same shade of blue and the silver lining was repeated along each side of the coaches.

In 1938 the second five locomotives of the class, Nos. 6225–6229 (named after Duchesses) were also built in streamlined form at an average cost of £11,323 each. They were painted in the same shade of crimson lake which had already been applied to the Princess Royal class; the same style of horizontal lining that had been a feature of the first five locomotives was continued, but in gilt. Although the crimson lake matched the standard LMS rolling stock, there was no attempt to apply the gilt lining along the sides of these coaches. A prototype trainset was built with such lining for exhibition in America, but it was never put into service due to the outbreak of the Second World War.

Stanier, the designer of the locomotives, felt that the added weight and difficulty in maintenance due to the streamlining was too high a price to pay for the actual benefits gained at high speed. Therefore, in 1938 a third batch of five locomotives (again named after Duchesses) was built, Nos. 6230–6234, without streamlining at an average cost of £10,659 each.

During 1939 and 1940, a fourth batch of ten locomotives (Nos. 6235–6244) was built in streamlined form commencing with No. 6235 City of Birmingham. The names of cities for the locomotives would seem to have been adopted because the LMS was fast running out of names of Duchesses. These locomotives cost an average of £10,659 for the first five and £10,838 each for the second five. The names of the cities in this batch were in strict alphabetical order. This came to an end when No. 6244 City of Leeds was patriotically renamed King George VI in 1941.

The fifth batch, again named after cities, comprised four locomotives, Nos. 6245–6248. These engines were built during 1943 and the average cost was held to £10,908 due to the incorporation of recycled boilers. During the Second World War, the Materials Committee of the government tried to balance the needs for steel between civilian departments and the War Department when allocating those resources. Despite these constraints, the entire batch was still outshopped in streamlined form.

The theme of cities continued into 1944 when another batch of four, Nos. 6249–6252, was built without streamlining. The cost of these locomotives averaged £11,664 each. A follow-up batch of three locomotives (Nos. 6253–6255) was built in 1946 and this batch attracted an inflationary average cost of £15,460 each. The problem of hanging smoke was addressed and smoke deflectors were now incorporated into the design.

The final two locomotives were constructed to the modified design of George Ivatt who succeeded both Stanier, following his retirement, and Stanier's immediate successor Charles Fairburn, who unexpectedly died in office. The first, No. 6256 built in 1947, was the last of the class to be built before nationalisation and it was therefore named in honour of its original designer Sir William A. Stanier, F.R.S.. The unveiling of the nameplate was performed by Stanier himself. In 1948, the privately owned railways were nationalised and incorporated into British Railways. It was within this new regime that No. 46257 was completed – in common with other LMS locomotives, 40000 had been added to the original numbers. The spiralling costs after the Second World War, combined with the design changes, resulted in the individual cost of these locomotives escalating to £21,411.

Tenders

Overview

The original design of tender, which came to be known as Type 'A' was designed for the first ten streamlined locomotives. These were of welded tank construction and included side sheets extending from the rear of the tender, which had the effect of reducing drag from eddies between the tender and the leading coach. 28 of these were constructed to be coupled with all the 24 streamliners (Nos. 6220–6229 and Nos. 6235–6248) as well as four of the unstreamlined locomotives (Nos. 6249–6252). In practice, it would seem that the side sheets made it more difficult to access the water filler as well as the couplings.

A second, more traditional design followed for the initial batch of five unstreamlined locomotives (Nos. 6230–6234). Again they were of welded tank construction, but lacked any of the streamlining add-ons. Even without the streamlining Type 'B' tenders were distinguishable from Type 'A' by having a slightly different profile at the front and steps and handrails at the rear.

The third design, by George Ivatt, initially was Type 'C1' and it was paired with the three locomotives Nos. 6253–6255. It was partially riveted and resembled a Type 'A' at its front end and a Type 'B' at the rear. The design was quickly followed by Type 'C2', which differed from the 'C1' in that it had a lower front edge and was fitted with Timken roller bearings. Only two 'C2's were built and they were coupled to the last two of the class, Nos. 6256 and 46257.

Whilst nearly fifteen of the tenders remained wedded to their original locomotives, others received new partners – the very first tender to be manufactured swapped partners seven times. After the Second World War, when the streamlined tenders were de-streamlined, it was difficult to spot any mismatches. The most readily visible mismatches were those of locomotives Nos. 6249–6252 where pre-produced Type 'A' streamlined tenders were married to unstreamlined locomotives.

An unusual feature of all Coronation Class tenders was that they were fitted with a steam-operated coal pusher to bring the coal down to the firing plate. When this was in operation a plume of steam could be seen rising from the rear face of the coal bunker backwall. This equipment greatly helped the locomotive's fireman to meet the high demands for power during the non-stop run of  between London Euston and Glasgow Central, when operating the Coronation Scot train.

Table of tender and locomotive pairings
All LMS tenders were given their own unique identity numbers and they tended to be constructed in advance of the locomotives they would be paired with. Hence, they were made in four batches, Nos. 9703–9709, 9743–9752, 9798–9817 and 10622-10624.

The following table lists the locomotives to which they were attached. Of note is the fact that locomotive No. 46221 had its tender (No.9816) withdrawn ahead of time in 1962; the locomotive was then paired to the Princess Royal tender No. 9359 until its withdrawal in May 1963.

Modifications

Double chimneys
Single chimneys were fitted to Nos. 6220–6234 when built. Following a successful trial using No. 6234 Duchess of Abercorn on 26 February 1939, these were replaced with double blastpipes and chimneys between 1939 and 1944, the last being No. 6220 Coronation. From No. 6235 onwards, all the locomotives were built with double blastpipes and chimneys.

Smoke deflectors
Following a report by George Ivatt in 1945, smoke deflectors were introduced due to drifting smoke obscuring the crew's forward vision. The first locomotive to be fitted with smoke deflectors from the outset was No. 6253 City of St. Albans in September 1946. All the following four locomotives included this feature. The first unstreamlined locomotive to be retrofitted was No. 6232 Duchess of Montrose in February 1945.

Removal of streamlining
George Ivatt's 1945 report also recommended the removal of all streamlining casings and they were removed from the fitted locomotives from 1946 onwards. It had been found to be of little value at speeds below , and was unpopular with running shed employees as it caused difficulty of access for maintenance. The first step towards de-streamlining was carried out during the Second World War when many of the streamlined tenders had their side sheets cut away at the rear of the tender. Many photographs exist showing this measure. The removal of the streamlining proper commenced in April 1946 with No. 6235 City of Birmingham. All de-streamlining coincided with the fitting of smoke deflectors. No. 6243 City of Lancaster was renumbered as 46243 in April 1948 and, as it was not de-streamlined until May 1949, it became the only locomotive to carry its British Railways number while streamlined.

Initially, locomotives that had previously been streamlined could be readily recognised by the sloping top to the front of their smokeboxes, as well as slightly smaller front-facing cab windows.  In due course all were re-equipped with cylindrical smokeboxes and larger cab windows, often, but not necessarily, at the same time.The first locomotive to receive a cylindrical smokebox was No. 6226 Duchess of Norfolk in October 1952. The last one to retain the sloping top was 46246 City of Manchester which appeared with its new smokebox in May 1960.

Even following the conversion to cylindrical smokeboxes, it was still possible to distinguish some non-streamliners from ex-streamliners. On the former (Nos. 46230-46234 and 46249-46252, but not 46253-46257) the running plates veered downwards at right angles to connect with the buffer beam in the style of the Princess Royal Class. The ex-streamliners did not have any such connection, except No.46242 City of Glasgow which was rebuilt in 1952 following a serious collision.

The final locomotives
The final two locomotives Nos. 6256 and 46257 Sir William A. Stanier, F.R.S and City of Salford were given many new features. In order to raise the mileage between general overhauls from 70,000 to 100,000, measures were taken to decrease wear to the axle bearings and hornguides through the use of roller bearings and manganese steel linings. Other modifications included further superheating area, a redesigned rear frame and cast steel trailing truck, rocking grate, hopper ashpan and redesigned cab-sides.

Automatic warning system
During the twentieth century, signals passed at danger (SPADs) were increasingly perceived as a significant danger to the public. Only the Great Western Railway truly accepted the challenge posed. Prior even to 1910, it commenced installing Automatic Train Control (ATC), a system where each distant signal was accompanied by a ramp between the tracks with which a shoe on the locomotive would make contact as it passed over it. When the signal denoted "clear", an electric current would pass through the ramp which was detected by the shoe, thereby sounding a bell in the cab. With the signal at danger, the electric current would be cut off and when the shoe detected this it would activate a warning horn. In later forms, the brakes would be applied should the driver fail to acknowledge the warning.

In 1952, the UK's most disastrous SPAD ever occurred at Harrow and Wealdstone, in which No. 46242 City of Glasgow was severely damaged. The lack of an ATC system on most of Britain's railways was at last seen as an urgent issue. From 1956 the BR-designed Automatic Warning System (AWS) was installed. It was similar to ATC but relied on an induced magnetic field rather than an electric current and featured a visual indicator in the cab. The receiving system was installed on the Coronation class locomotives from 1959 onwards. The outward evidence of on-board AWS comprised a protective shield behind the front screw coupling, a box to house the necessary batteries immediately in front of the cab on the right-hand side and a cylindrical vacuum reservoir above the right-hand running plate.

Liveries

The LMS era

Pre-1942
Before applying the top coats of paint, the LMS would apply a matt undercoat of shop grey. The first non-streamlined loco was fitted with mock-up nameplates and numbers for each of the first batch of locos which was then photographed to mimic each individual loco. Those temporary nameplates are now in the NRM's collection in York. The ensuing LMS top coats for the Coronation Class came in two basic colours during this period: Caledonian blue and crimson lake. Linings for streamliners involved the renowned 'speed whiskers' comprising stripes emerging from a fixed point in the lower centre of the front of the locomotive to run in parallel along the sides. Non-streamliners carried the standard LMS-style lining.

The first five locomotives, Nos. 6220–6224, were painted in Caledonian blue with banding in silver-coloured aluminium paint. Wheels, lining to the edges of the bands, and the background to the chromium-plated nameplates were painted in a darker blue, Navy or Prussian blue.

The second and fourth batches of streamlined locomotives, Nos. 6225–6229 and 6235–6244, were painted in crimson lake, with banding in gold lined with vermilion and black. Nameplates had a black background. LMS shop grey was carried briefly in service on No. 6229 Duchess of Hamilton from 7 September 1938 until its return to Crewe Works later that year. It was then painted crimson lake and disguised as No. 6220, in preparation for the 1939 visit to the New York World's Fair. Lettering and numerals for both Caledonian blue and crimson lake liveries were in a newly created style of unshaded sans-serif.

The non-streamlined Nos. 6230–6234 were painted in a special version of the standard crimson lake livery. The locomotives were lined out in gold bordered with fine red lines. Serif lettering and numerals in gold leaf and vermillion shading were applied. Handrails and sundry small external fittings were chrome-plated, as were the nameplates, which had a black background.

Two unusual events have been recorded. Firstly, in 1940 No. 6221 Queen Elizabeth had its Caledonian blue colour scheme replaced by the crimson lake, the only such instance. Secondly, it was often speculated that at some time in the two-year history of the Coronation Scot a crimson streamliner might have hauled the blue trainset. Such an event has, probably uniquely, been captured on film.

Post-1942

Black was the overriding colour for this period, with one exception. Streamlined locomotives Nos. 6245–6248 were outshopped at Crewe in 1943 painted plain black. The following two batches, Nos. 6249–6255, constructed without streamlining, were also painted unlined black; the lettering and numerals on all these locomotives was in serif style coloured yellow with red shading. From 1946 onwards de-streamlined locomotives were mostly repainted in black with LMS-style lining. The lining comprised a broad maroon centre with fine straw yellow edging. Lettering and numbers were in a sans-serif Grotesque font, coloured yellow with an inner maroon line. By the end of 1947, 29 of the 37 locomotives were painted thus.

The one exception to black was No. 6234 Duchess of Abercorn which in 1946 was painted in a blue-grey colour. This represented the proposed post-war livery and the lining, painted on one side of the locomotive only, comprised a pale straw yellow line along the running plate with yellow and black edging to cab and tender. Lettering and numerals used a sans-serif font.

Table of LMS liveries
The following table lists the liveries carried by the Coronation class between June 1937 and December 1947. The blue-grey livery has never been authenticated in a colour photograph.

The British Railways era

Pre-1951
Early in 1948, before the new liveries for the whole of British Railways had been decided upon, Nos. 46229, 46232 and 46236 were repainted in LMS-style lined black and No. 46257 was similarly turned out when constructed in July. Throughout 1948 and 1949 the English locomotives (now under the control of the London Midland Region of British Railways) were repainted in BR lined black. However, the Scottish locomotives based at Glasgow's Polmadie shed, which were under the control of the Scottish Region, were destined for a brighter future. Commencing in May 1948, seven of the class were called in to be painted in "experimental blue". So sudden was this decision that No. 46232, fresh in LMS-style lined black following its heavy general repair, was called back after a mere four days to be repainted blue. Around this time BR was also experimenting with various shades of green on the other regions.

The Polmadie experiment was upheld by British Railways in 1949 when the somewhat darker BR standard blue was selected for all its large passenger locomotives, despite the fact that the Great Western Railway (GWR), the Southern Railway (SR) and the London & North Eastern Railway (LNER) had overwhelmingly painted their locomotives green (the LMS by contrast concentrating on crimson lake). Blue was subsequently carried by 27 of the 38 Coronation Class locomotives. The first two to be so painted, Nos. 46242 and 46243 were outshopped in the new colour when they received their heavy general repairs in May 1949. The blue livery, which was subsequently phased out, lasted until September 1955.

British Railways undertook a massive programme to establish itself by repainting all its locomotives with their new BR numbers and replacing their previous corporate identity with its own. Gone were the tenders proclaiming the railway companies' logos, emblems and even coats of arms, to be replaced by the stark BRITISH RAILWAYS lettering. The enormity of this task meant that the necessary repainting was not necessarily carried out to coincide with an overall repaint. For the Coronation Class, all locomotives had been through this process by the end of 1948 except for Nos. 6223, 6238, 6248, 6250, and 6252–6255, a total of 29 locomotives. Only thirteen locomotives out of the 29 received new liveries to accompany their renumbering.

Subsequently, in 1949 a crest was designed to replace the spartan BRITISH RAILWAYS logo. In turn, this would be replaced in 1956 by yet another design of crest.

Post-1951

The decision to adopt blue as the standard colour was subsequently reversed and Locomotive green was introduced in November 1951 with No. 46232 Duchess of Montrose. Between October 1955 and December 1957, all 38 locomotives carried it concurrently, the only livery the entire class carried.

In the late 1950s the decision was made that the London Midland Region's main line locomotives could carry the colour maroon. This permission did not extend to the Scottish Region whose locomotives remained green until withdrawal.

The LMR maroon was carried on 16 locomotives from the late 1950s: Nos. 46225-6, 46228-9, 46236, 46238, 46240, 46243-48, 46251, 46254 and 46256. No. 46245 was the first, in December 1957; a further fifteen examples followed between May and November 1958. The style of lining varied: the first six repaints into maroon (including No. 46245) were lined out in the LMS style; the last ten received the BR style of lining as used on the standard green livery; No. 46247, originally lined in the LMS style, was given the BR style in July 1959; and by November 1961 those with the BR lining were repainted to match No. 46245.

Because of insufficient clearance between the locomotives and the 25 kV overhead electric wires south of Crewe, the whole class was banned from operating under them with effect from 1 September 1964. To highlight this prohibition a yellow diagonal stripe was painted on the cab sides. This inability of the locomotives to operate on the line for which they were designed was crucial in the decision to withdraw the entire class.

Table of BR liveries
The table below lists the various liveries applied to the locomotives from 1 Jan 1948. Repaints in the same livery are not included.

Shed allocations

Overview

Initially all the locomotives were allocated to Camden shed in London (LMS designation 1B). By 1939 there were nineteen officially stationed there. This came to an abrupt end when war was declared in September of that year, as the Government had decreed that in such an event all Britain's largest locomotives would be mothballed for the duration.  Consequently, seven of the class were immediately dispatched to either Holyhead or to Rugby (via Manchester Longsight). Within weeks the stupidity of this policy was realised and the locomotives were returned to service.

In 1940 some of the class were reallocated to Crewe North (5A) and Glasgow Polmadie (27A, 66A from 1950). As the numbers grew, Crewe North was generally the beneficiary, but in 1946 Carlisle Upperby (12B, 12A from 1958), received an initial allocation of six locomotives. At various times locomotives were also seconded to Liverpool Edge Hill (8A). A typical allocation of the 1950s was Camden 15, Crewe North 10, Polmadie 9 and Upperby 4.

During the 1960s the installation of overhead electrification commenced between London Euston and both Liverpool Lime Street and Manchester Piccadilly. Phase 1 comprised electrification between Crewe and Liverpool and Manchester. Phase 2 involved the extension southwards from Crewe to London. The massive proportions of the Coronation Class resulted in their prohibition from operating under those wires. Camden's allocation was now run down (the remaining locomotives being transferred to nearby Willesden (1A)), whilst Polmadie's was dispensed with entirely. The bulk of the class was situated at either Crewe North or Carlisle, the Kingmoor shed (12A, 68A from 1958) now being used in addition to Upperby.

Table of shed allocations
The entire class saw service at the following sheds. The table lists the recorded allocations, but many temporary loans are not recorded – throughout the working life of the class, these may have been considerable. It also ignores the participation of No. 46236 in the Locomotive Exchange Trials of 1948, the transfer of No. 46225 to the Rugby Test Station for several months in 1955 and the secondment of Nos. 46237, 46254 and 46257 to the Western Region in 1955 and 1956.

There were wide variations in these histories. Six of the 1937–38 batches led a quiet life, being situated at Polmadie for the whole of their lives, apart from their initial spell at Camden. Others were moved from shed to shed for most of their lives, Nos. 6228, 6251 and 6252 being particularly well travelled.

Records

British speed record
Between 1937 and 1939, two significant records were set by locomotives of the Coronation class. Before the introduction of the Coronation Scot service, No. 6220 Coronation headed a special train of invited guests from London Euston to Crewe on 29 June 1937. After a fast but uneventful run the engine was accelerated up to high speed. Just south of Crewe, the train (disputably) achieved a speed of , narrowly beating the previous British record for a steam locomotive (held by the London and North Eastern Railway (LNER)). The brakes were applied far too late at such a speed and the result was that the train entered a series of crossover points at Crewe much too fast. Fortunately, Stanier had designed an inherently stable locomotive and both Coronation and its following train held the rails, although most of the crockery in the dining car was smashed, much to the consternation of the assembled guests In contrast to the LNER's record-breaking effort the previous year, when A4 Class No. 2512 had suffered severe damage when the centre cylinder's big end bearing failed, No.6220 was undamaged and was driven back to London the same day at an average speed of , maintaining over 100 mph for several miles. The LNER was to regain its ascendancy on 3 July 1938 when A4 Class No. 4468, Mallard regained the British and world records with a recorded maximum speed of .

British power record
Following an earlier test using No. 6234 Duchess of Abercorn which indicated that the locomotive's power was compromised by its single blastpipe, a double blastpipe and chimney were installed. On 26 February 1939, a retest was undertaken and No. 6234 hauled a train of 20 coaches, including a dynanometer car, from Crewe to Glasgow and back. Even though the load was , the train was hauled up the climbs to the summits at Shap and Beattock at unprecedented speeds. Drawbar horsepower, representing the power conveyed directly to the 20 coach train, was frequently over  and a maximum of  was recorded. This remains the official British record for a steam locomotive to this day. Because there were unmeasured variables, the horsepower at the cylinders could only be estimated; Cecil J. Allen thought it to be  whilst O. S. Nock was more conservative at . This sustained power output could not be expected on day-to-day service as it was beyond the shovelling capacity of a single fireman, and two firemen were carried for this test run.

Some seventeen years later, No. 46225 Duchess of Gloucester, a virtually identical sister engine, was tested by British Railways on the open road on the Settle and Carlisle line. Again it was established that a continuous drawbar horsepower of  was readily sustainable. Strangely, the drawbar power output on the stationary test plant at Rugby could only be coaxed up to an absolute maximum of  which in retrospect casts doubt on the validity of the methodology.

1948 locomotive exchange trials
In May 1948 the BR Executive arranged a series of locomotive exchanges whereby each of the "Big Four" previously independent companies would submit its various locomotives for evaluation. It was intended that each locomotive would be tested not only on its own home territory, but on the tracks of its three other "rivals". The aim was to ascertain the best qualities of the competing locomotives in order to help design future locomotives. In that dynamometer cars were to accompany the test trains, whilst coal consumption was to be accurately measured, it was unclear whether the aim was to test the locomotives for power or for efficiency – the two are somewhat incompatible.

The locomotive classes were all pre-chosen by BR, but the various regions were free to choose, within certain parameters, which specific locomotives were to be represented. Tasked with supplying a suitable Coronation, the London Midland Region (LMR) selected No. 46236 City of Bradford. Regions were also free to choose their drivers. To drive the engine throughout, the LMR chose driver Byford from Camden shed who was seen to be sufficiently experienced. City of Bradford was then tested on its home ground between London Euston and Carlisle, on the Eastern Region (ER) between London Kings Cross and Leeds, on the Western Region (WR) between London Paddington and Plymouth, then finally on the Southern Region (SR) between London Waterloo and Exeter.

The results showed that, compared with its peer locomotives, City of Bradford's coal consumption was the second lowest (and well below the third lowest), but its power output was well below any of its peers. In later years some insight has emerged concerning No. 46236's outings. On the WR, having arrived at Plymouth from Paddington, the dynamometer crew were amazed that such a large locomotive had consumed so little coal; on the undulating tracks of the SR west of Salisbury, it was alleged that coal consumption was held down by running gently uphill then racing downhill without any attempt to follow the timetable passing times. Additionally, a photograph of the locomotive leaving Kings Cross, bound for Leeds on the ER, shows the locomotive with so little coal on board that none could be seen even from a somewhat elevated vantage point.  In other publications, driver Byford has been heavily criticised for his lacklustre driving  Certainly, Byford was so obsessed with minimising coal consumption that he never attempted to demonstrate any other facet of performance, but when coal consumption was being so accurately measured it was a reasonable assumption to draw that coal efficiency was the predominant requirement. Many years later, there was a degree of exoneration for driver Byford when the whole procedure was described as "the most inconsequential and unrepresentative series of competitive trials ever to be held on the railways of Great Britain".

Accidents and incidents

On 21 July 1945, locomotive No. 6231 Duchess of Atholl was hauling an express passenger train which overran signals and collided with a freight train that was being shunted at , Dumfriesshire. Two people were killed and three were injured.
On 21 July 1947, locomotive No. 6244 King George VI was derailed at  near Polesworth, Warwickshire due to the poor state of the track following the years of neglect throughout the Second World War. Coaches piled up behind it and five passengers were killed and 64 injured.
On 19 November 1951 No. 46252 City of Leicester, whilst traversing from the fast line to the slow, was derailed at almost the same spot. This time there was no pile-up and no serious injury.
On 17 April 1948, locomotive No. 6251 City of Nottingham was hauling a mail train which was in a rear-end collision with a passenger train at Winsford, Cheshire. In the first major accident for the newly formed British Railways, 24 people were killed and thirty injured.
On 25 April 1949, locomotive No. 46230 Duchess of Buccleuch was hauling a passenger train that overran a signal and was derailed at Douglas Park Signal Box, Motherwell, Lanarkshire. The signalman was suspected of having deliberately moved points under the train.
On 8 October 1952, locomotive No. 46242 City of Glasgow was hauling an express passenger train when it overran signals and crashed into a local passenger train at , Middlesex. Another express passenger train ran into the wreckage. In the second deadliest railway accident in the United Kingdom, 112 people were killed at the scene and 10 more died later from their injuries; no fewer than 340 people were injured.
On 3 February 1954, locomotive No. 46250 City of Lichfield was hauling a passenger train that was derailed inside Watford Tunnel, Hertfordshire due to a broken rail. The rear three carriages became divided from the train at  station, with one of them ending up on the platform. Fifteen people were injured.

There were three instances of firebox crown collapse, resulting in boiler explosions. No. 6224 Princess Alexandra suffered a severe failure at Craigenhill on 10 September 1940 due to the inexperience of the crew (who both perished). The same locomotive suffered a similar failure on 7 March 1948 at Lamington due to dirty and malfunctioning water gauge glasses. The third incident occurred as No. 46238 City of Carlisle was passing Bletchley on 24 January 1962 – this was attributed to faulty design of the water gauge glasses.

Withdrawals

Overview
The London Midland Region, compared with some of the other Regions, was slow to discard its "Big Engines". By a matter of a few days, the Western Region had managed to withdraw the whole of its King Class locomotives before the Coronation Class lost its first. The beginning of the end occurred late in December 1962 when it was deemed uneconomic to proceed with major repairs required by three locomotives. Nos. 46227, 46231 and 46232 were therefore summarily withdrawn.

Nos. 46234, 46246 and 46253 followed the next month and throughout 1963 the entire initial batch, Nos. 46220-46224, was withdrawn along with Nos. 46230, 46242, 46247, 46249 and 46252. These withdrawals meant that by the New Year of 1964, there were only 22 of the class remaining. Nos. 46229, 46233 and 46236 followed in early 1964, although two of this group – No. 46229 Duchess of Hamilton and No. 46233 Duchess of Sutherland – were destined for preservation.

Attempts were now made to find a role for the remaining 19 locomotives. By now many had been relegated to hauling trains in what were once seen as remote outposts of the LMS. Often they were reduced to pulling stopping trains, empty stock trains, or even goods trains. Only one realistic mainline role was contemplated: to replace the Scottish Region A4 Class on the testing route between Edinburgh Waverley and Aberdeen. This idea was discarded largely because it would be excessively problematic to train the A4 crews to operate the Coronations. With no credible role, only one option remained: in July 1964 it was resolved that the remaining 19 locomotives were to be withdrawn from 12 September.

Accordingly, the remaining locomotives were nominally taken out of service on 12 September 1964 apart from No. 46256 Sir William A. Stanier, F.R.S which hauled a special train on 26 September 1964. By October all were officially withdrawn. Up until March 1964 all the withdrawn Coronation class locomotives were cut up for scrap at Crewe Works, but the simultaneous withdrawal of all nineteen remaining locomotives in the autumn of 1964 (one of which was preserved) was too much to deal with and the work was contracted out to private firms. J. Cashmore at Great Bridge, Staffordshire, accounted for nine of the batch, the West of Scotland Shipbreaking Company at Troon, Ayrshire, dispatched eight and the Central Wagon Company at Wigan, Lancashire, disposed of the one remaining.

Table of withdrawals
The following table lists the fate of the Coronation Class locomotives following their withdrawal from service.
{| class="wikitable sortable collapsible collapsed"
! BR No.
! Name
! Withdrawn
! Location of storage
! Scrapped
! Location of scrappage
|-
| 46220
| Coronation
|
| Crewe North
|
| Crewe Works
|-
| 46221
| Queen Elizabeth
|
| Willesden
|
| Crewe Works
|-
| 46222
| Queen Mary
|
| Polmadie
|
| Crewe Works
|-
| 46223
| Princess Alice
|
| Polmadie
|
| Crewe Works
|-
| 46224
| Princess Alexandra
|
| Polmadie
|
| Crewe Works
|-
| 46225
| Duchess of Gloucester
|
| Upperby
|
| West of Scotland Shipbreaking Company
|-
| 46226
| Duchess of Norfolk
|
| Kingmoor (Carlisle)
|
| West of Scotland Shipbreaking Company
|-
| 46227
| Duchess of Devonshire
|
| Parkhead (Glasgow)
|
| Crewe Works
|-
| 46228
| Duchess of Rutland
|
| Crewe North
|
| J. Cashmore
|-
| 46229
| Duchess of Hamilton
|
|
|
|Preserved and displayed at the National Railway Museum, York.
|-
| 46230
| Duchess of Buccleuch|
| Polmadie
|
| Crewe Works
|-
| 46231
| Duchess of Atholl|
| Polmadie (to Sep 1963)  Carstairs (Lanarkshire)
|
| Crewe Works
|-
| 46232
| Duchess of Montrose|
| Polmadie (to Sep 1963)  Carstairs
|
| Crewe Works
|-
| 46233
| Duchess of Sutherland|
|
|
| Preserved and displayed at Butlin's Holiday Camp, Ayr|-
| 46234
| Duchess of Abercorn|
| Upperby
|
| Crewe Works
|-
| 46235
| City of Birmingham|
|
|
| Preserved and displayed at the Museum of Science and Industry, Birmingham|-
| 46236
| City of Bradford|
| Kingmoor
|
| Crewe Works
|-
| 46237
| City of Bristol|
| Upperby
|
| West of Scotland Shipbreaking Company
|-
| 46238
| City of Carlisle|
| Upperby
|
| West of Scotland Shipbreaking Company
|-
| 46239
| City of Chester|
| Crewe North
|
| J Cashmore
|-
| 46240
|City of Coventry|
| Crewe North
|
| J. Cashmore
|-
| 46241
| City of Edinburgh|
| Edge Hill
|
| J. Cashmore
|-
| 46242
| City of Glasgow|
| Parkhead
|
| Crewe Works
|-
| 46243
| City of Lancaster|
| Edge Hill
|
| Central Wagon Company
|-
| 46244
| King George VI|
| Kingmoor
|
| West of Scotland Shipbreaking Company
|-
| 46245
| City of London|
| Crewe North
|
| J. Cashmore
|-
| 46246
| City of Manchester|
| Camden
|
| Crewe Works
|-
| 46247
| City of Liverpool|
| Kingmoor
|
| Crewe Ẃorks
|-
| 46248
| City of Leeds|
| Crewe North
|
| J. Cashmore
|-
| 46249
| City of Sheffield|
| Polmadie
|
| Crewe Works
|-
| 46250
| City of Lichfield|
| Upperby
|
| West of Scotland Shipbreaking Company
|-
| 46251
| City of Nottingham|
| Crewe North
|
| J. Cashmore
|-
| 46252
| City of Leicester|
| Camden
|
| Crewe Works
|-
| 46253
| City of St. Albans|
| Crewe North
|
| Crewe Works
|-
| 46254
| City of Stoke-on-Trent|
| Crewe North
|
| J. Cashmore
|-
| 46255
| City of Hereford|
| Kingmoor
|
| West of Scotland Shipbreaking Company
|-
| 46256
| Sir William A. Stanier, F.R.S.|
| Crewe North
|
| J. Cashmore
|-
| 46257
| City of Salford|
| Kingmoor
|
| West of Scotland Shipbreaking Company
|-
|}

 Preservation

 Histories of the three preserved locomotives
Of the 38 original members of the Coronation Class, only three locomotives have been preserved, albeit in very different ways. Two of the three preserved engines have even run on the mainline in preservation, these being 46229 & 46233. As of 2019, only 6233 is operational and has a valid main line certificate.

One member, No. 46243 City of Lancaster was the subject of an unsuccessful preservation attempt by Peter Beet.

Current numbers indicated in bold.

 No. 46229 Duchess of Hamilton

Following its withdrawal in February 1964, no. 46229 Duchess of Hamilton was purchased by the holiday camp giant Butlin's, and put on display at their Minehead site. In 1975, following a slow deterioration due to Minehead's salty atmosphere, and the looming maintenance costs, Butlin's signed a twenty-year loan agreement for it to be taken under the wing of the National Railway Museum. In 1976, following a cosmetic overhaul, No. 46229 was put on static display in the museum's York premises. In due course a fundraising appeal allowed an overhaul to take place as a precursor to letting the locomotive operate on the national rail network once more.

In April 1980 the locomotive again took to the rails and thereafter was employed in hauling many enthusiasts' trains. After a substantial overhaul, the Duchess was declared fit in 1990 to continue working on the national network and at the same time the museum purchased it outright from Butlins. In 1998, however, the locomotive returned to static display at the National Railway Museum in York.

Following a successful appeal run by Steam Railway magazine, it was decided to re-streamline No. 46229. The locomotive was moved to Tyseley Locomotive Works, for the work to be carried out. The project was completed in 2009, and the locomotive returned to York in May, now wearing its crimson streamlining and pre-war number 6229.

 No. 46233 Duchess of Sutherland

No. 46233, which was withdrawn at the same time as No. 46229, was also purchased by Butlin's and it was displayed at its holiday camp at Ayr, although – like No. 6229 Duchess of Hamilton'' at Minehead – it was stripped of its smoke deflectors and painted in pseudo-LMS livery.  By 1971 it had similarly deteriorated due to the salty seaside air and was in need of expensive maintenance. It was rescued by Alan Bloom, owner of Norfolk-based "Bloom's of Bressingham" nurseries; he had already taken over the Royal Scot Class No. 6100 from Butlin's Skegness holiday camp. In March 1971 No. 46233 was taken by rail and road to Bressingham on permanent loan.

Over the course of the next few years, Bloom spent some £16,000 restoring the locomotive (along with some 20,000 man hours) and in May 1974 it was restored to steam once more. Unfortunately, as 1976 progressed it was discovered that No. 46233 would require a new firebox tubeplate at a projected cost of £12,000. Bloom was not prepared to spend further money at this time and the engine became a static exhibit at Bressingham.

In 1989 Bloom bought the locomotive outright. During 1993 it was moved temporarily to the East Lancashire Railway at Bury near Manchester and whilst there an exercise was undertaken to establish what repairs were necessary and how much they would cost. It was found that the extensive list amounted to £162,000 and no business plan could be found that would support such expenditure.

In November 1995 the Princess Royal Class Locomotive Trust purchased the locomotive for £200,000 (through a third party) and the following February it was transferred to the Trust's premises at the Midland Railway in Butterley, Derbyshire. In 1998, funded by public donation and the Heritage Lottery Fund, the third party purchaser was paid off and the money was now available to restore the locomotive. The work was carried out at the railway workshops at Swanwick Junction and in July 2001 the restored locomotive was allowed a trial run on the national rail network, where it promptly broke down and had to be towed home. With the fault fixed, No. 46233 now started to generate income by hauling enthusiasts' trains, as well as the Royal Train on two occasions. Following another overhaul commencing in 2010, the locomotive resumed its steaming duties in 2012 this time wearing BR Lined Green with the early BR crest. This livery being chosen following a vote run by the PRCLT for what the engine would wear after its overhaul. It had originally been intended that 46233 would wear BR green for a year after returning to steam in 2012 before returning to its LMS Crimson lake identity a year later, it would however stay in its BR identity for an additional five years until the end of 2017. In early 2017 it had its early BR emblem replaced with the later crest and on its cabside it had the yellow cabside stripe applied, (in BR days the stripe was applied to locos which were not permitted to run under the overhead wires south of Crewe). During repairs which were undertaken at Butterley in 2018 the engine was repainted into its LMS crimson lake identity with its four digit LMS number. To date 6233 is still owned by the Princess Royal Class Locomotive Trust and still pulling enthusiasts' specials.

No. 46235 City of Birmingham

The locomotive's official naming ceremony took place in March 1945, when it was well over five years old. Alderman Wiggins-Davies performed the ceremony at the back end of Birmingham New Street station as the locomotive was too large to be accommodated within the main part of the station.

The city's love for its eponymous locomotive was borne out when, in 1953, Birmingham's Museum of Science and Industry determined that when the opportunity arose it would like to acquire No. 46235. The museum eventually made its purchase in October 1964, when the locomotive was withdrawn. After successive spells at Crewe Works, Nuneaton, Crewe again (for cosmetic overhaul), Saltley depot and the Birmingham Lawley Street container terminal, the locomotive was finally moved to the museum in May 1966. At that time the building was still under construction, being finally completed in 1972.

In 1997 Birmingham City Council decided to close the museum and to construct the brand new ThinkTank museum (since re-christened Thinktank, Birmingham Science Museum) in nearby Digbeth. In 2001 the locomotive was moved to the Thinktank where it remains as at September 2017. It differs significantly from the other two preserved locomotives in that it represents the only untouched example of a British Railways Coronation class locomotive.

Table of Locomotives
The following table lists the chronology of major events for the entire class. De-streamlining took several weeks, so the date for modifications has been taken as the date when the locomotive was returned to service. Entries listed as "Current" are valid as at December 2016.

Gallery

Sound
 6233 Departing Kirkby Stephen
 6233 Passing Selside

Models

The class has been extensively modelled by a broad range of manufacturers in both ready-to-run models and kit forms.

Hornby developed the first model of the class in OO gauge for their Dublo range in 1948, representing 6231 'Duchess of Atholl'. It was modelled with a heavy diecast 'Mazak' body and chassis with tin-plate tender, and finished in LMS Crimson Lake livery; motive power was via a 12v DC electric motor for Hornby's 3-rail track system. In 1953, smoke deflectors were added to the model, which was reliveried in BR Loco Dark Green and released as 46232 'Duchess of Montrose'. In 1959, the model was comprehensively retooled and released in both 3-rail and (for the first time) 2-rail versions as 46247 'City of Liverpool' and 46245 'City of London' respectively in BR Maroon livery with LMS-style lining. These locomotives had split footplates representing the de-streamlined versions of the locomotives, albeit with the full cylindrical smokeboxes of the later rebuilds.

After the collapse of the Meccano Ltd empire, Wrenn acquired Hornby's Dublo tooling and continued to produce a variety of locomotives of the class in various liveries using the 'City' body from 1969 until the early 1990s.

In 1970, Triang-Hornby produced a OO gauge model of the streamlined locomotives which utilised the tender base of the old Hornby Dublo model with a new polystyrene plastic body and a new Tri-ang chassis.

Hornby Railways have continued to release many incarnations of the class in both streamlined and conventional forms up to the present day.

Whitemetal and brass kits have been produced by various manufacturers including Keyser, Jamieson, Anchoridge and DJH, who have offered streamlined and conventional outlines in a variety of gauges.

References

Notes

Citations

Bibliography

Further reading

External links
 Princess Royal Locomotive Trust (Owners of 6233)
 Thinktank, Birmingham Science Museum (46235 on display)

8 Princess Coronation
4-6-2 locomotives
Streamlined steam locomotives
Railway locomotives introduced in 1937

Standard gauge steam locomotives of Great Britain
Passenger locomotives

LMS Coronation Class


22901 Ivanbella este un asteroid din centura principală de asteroizi.

Descriere
22901 Ivanbella este un asteroid din centura principală de asteroizi. A fost descoperit pe  la Observatorul din Ondřejov de Peter Kušnirák și Petr Pravec. Asteroidul prezintă o orbită caracterizată de o semiaxă mare de 2,56 ua, o excentricitate de 0,15 și o înclinație de 5,7° în raport cu ecliptica.

Vezi și
 Lista planetelor minore: 22001-23000
 Centura de asteroizi

Referințe

Obiecte astronomice descoperite în 1999
Centura de asteroizi

22901 Ivanbella


Windsor ist eine Town im Windsor County des Bundesstaates Vermont in den Vereinigten Staaten mit 3559 Einwohnern (laut Volkszählung von 2020).

Geografie

Geografische Lage
Die Gemeinde erstreckt sich entlang des Westufers des Connecticut River in den östlichen Ausläufern der Green Mountains. Der 954 m (3150 ft) hohe Mount Ascutney liegt zur Hälfte ebenfalls auf dem Gemeindegebiet. Windsor gehört zum sogenannten Upper Valley, einer Region in Vermont und New Hampshire entlang des Connecticut, an deren südlicher Grenze.

Nachbargemeinden
Alle Entfernungen sind als Luftlinien zwischen den offiziellen Koordinaten der Orte aus der Volkszählung 2010 angegeben.

 Norden: Hartland, 4,1 km
 Nordosten: Plainfield, New Hampshire, 15,6 km
 Osten: Cornish, New Hampshire, 12,2 km
 Südosten: Claremont, New Hampshire, 10,1 km
 Süden: Weathersfield, 6,8 km
 Westen: West Windsor, 9,1 km
 Nordwesten: Woodstock, 14,7 km

Klima
Die mittlere Durchschnittstemperatur in Windsor liegt zwischen −7,8 °C (18 °Fahrenheit) im Januar und 20,6 °C (69 °Fahrenheit) im Juli. Damit entspricht das Klima des Ortes weitgehend dem langjährigen Mittel Vermonts. Die Schneefälle zwischen Oktober und Mai liegen mit mehr als zwei Metern bei einem Spitzenwert von 45 cm im Januar etwa doppelt so hoch wie die mittlere Schneehöhe in den USA. Die tägliche Sonnenscheindauer liegt am unteren Rand des Wertespektrums der USA.

Geschichte
Windsor wurde am 6. Juli 1761 durch Gouverneur Benning Wentworth als Teil der New Hampshire Grants ausgerufen. Die erste dauerhafte Besiedlung durch eine Familie aus Farmington, Connecticut ist ab August 1764 dokumentiert. Kurz danach fand die konstituierende Stadtversammlung statt; das genaue Datum ist nicht überliefert.

Am 2. Juli 1777 wurde in Elijah West's Tavern (heute Old Constitution House, ein Museum) die Verfassung der ein halbes Jahr zuvor ausgerufenen Vermont Republic durch 72 Delegierte aus 28 Towns des neuen Staates verabschiedet. Sie war die erste geschriebene Verfassung eines selbständigen Staates auf amerikanischem Boden. Die Verfassung räumte allen erwachsenen Männern Wahlrecht ein und verbot ausdrücklich die Sklaverei.

Bereits 1793 wurde Windsor verwaltungstechnisch in zwei eigenständige Bereiche getrennt, die auch beide eigene Delegierte in den Kongress absandten. Doch erst am 4. November 1814 kam es zur Abspaltung von West Windsor als eigenständiger Town. Schon am 1. März 1816 wurden die beiden Towns wieder unter dem ursprünglichen Namen zusammengefasst. Eine endgültige Trennung der Towns in ihren heutigen Grenzen wurde erst am 26. Oktober 1848 vorgenommen. Dabei wurde der neuen Town mehr als 55 % der Fläche des ursprünglichen Gemeindegebietes von Windsor mitgegeben, aber nur ein Drittel der Bewohner.

Ab 1848 wurde die Bahnstrecke Brattleboro–Windsor durch das Flusstal des Connecticut River gebaut. Sie erreichte 1849 Windsor, das seitdem über einen Personenbahnhof verfügt. Die Bahnlinie wurde allerdings nicht bestimmend für die Weiterentwicklung der Town, wie es bei einigen anderen Stationen entlang der Linie der Fall war.

Bereits ab der Wintersaison 1935/36 wurden Loipen am und um den Mount Ascutney gezogen und der Wintersport erstmals organisiert. Die Entwicklung zu einem Wintersportort begann aber erst 1946 mit der Eröffnung eines ersten Skilifts, dem in kurzer Folge weitere folgten und durch einen Hotelkomplex ergänzt worden. Nach anfänglichen Erfolgen erlebte die Wintersportindustrie Sermons ab jedem Beginn der 1970er Jahre aber deutliche Einbußen, die zu einer Überschuldung der Town und Stillstand der Entwicklung der Tourismuseinrichtungen führte. 1983 ging die Betreibergesellschaft der Anlagen bankrott, die betroffenen Ortschaften Windsor, West Windsor und Weathersfield blieben auf einem Schuldenberg von 2,5 Millionen Dollar sitzen, was ihre kommunalen Tätigkeiten praktisch zum Erliegen brachte. Eine neue Betreibergesellschaft nahm hohe Kredite auf und investierte bis 1990 etwa 65 Millionen Dollar in das Gebiet, doch sie zahlten sich nicht aus. Im April 1990 musste erneut Insolvenz angemeldet werden, die Anlage wurde 1991 erneut geschlossen. Auch ein dritter Versuch ab 1993, das Skizentrum wirtschaftlich zu betreiben, musste aufgegeben werden und führte zur Schließung des Geländes zur Saison 2010/2011.  Seither wurde ein Teil der Skilifte und des Geländes verkauft; die Town West Windsor versucht seit Oktober 2014, auf einem Teilgebiet des alten Areals und mit dem verbliebenen Hauptgebäude und einem Skilift, den Betrieb auf einer kleineren Basis wieder aufzubauen.

Einwohnerentwicklung

Kultur und Sehenswürdigkeiten

Bauwerke

Im Ortszentrum stehen eine Reihe von Gebäuden, die in der Liste des National Register of Historic Places aufgenommen sind. Dazu zählen zum Beispiel die Old South Congregational Church und das Old Constitution House.

Die gedeckte Brücke Cornish-Windsor Bridge, die in ihrer heutigen Form 1866 als vierte Brücke an dieser Stelle errichtet worden war, überspannt den Connecticut River mit zwei Brückenteilen über eine Gesamtweite von 124 m (407 ft). Nur ihr westlicher Brückenkopf gehört zu Vermont, da die Grenze zum Nachbarstaat New Hampshire, die von der Brücke überquert wird, am westlichen Flussufer liegt.

Parks
Der Mount Ascutney State Park, ein mehr als 600 ha (1500 acres) großes Landschaftsschutzgebiet auf dem Mount Ascutney, wurde 1935 gegründet und dient als Naherholungsgebiet.

Wirtschaft und Infrastruktur
Bis in das späte 19. Jahrhundert prägte die Schafzucht das Gebiet; Merinoschafe aus Windsor wurden bis nach Südafrika und Australien exportiert. Danach gewann die Milchviehwirtschaft für den Landstrich an Bedeutung, die seit den 1960er Jahren als Wirtschaftsfaktor hinter den Skitourismus zurücktrat. Seit der Schließung des Skigebietes am Mount Ascutney wird durch die Stadtverwaltung aktiv versucht, mittelständische Unternehmen in den Ort zu ziehen und die derzeit hauptsächlich landwirtschaftlich orientierte Industrie, die sich in erster Linie auf eine Molkerei, eine Fleischräucherei und eine Schnapsbrennerei beschränken, zu diversifizieren und der Abwanderungstendenz der Einwohner entgegenzuwirken.

Verkehr
Im Tal des Connecticut River verlaufen sowohl die Interstate 91 als auch die Vermont State Route 5, so dass ein guter Anschluss an das Fernstraßennetz der USA besteht. Im Ort besteht außerdem eine Bahnstation mit täglichem Amtrak-Personenzuganschluss. Ein Hubschrauberlandeplatz, der Windsor Armory Heliport am Südrand der Siedlung, ergänzt das Verkehrsangebot.

Medien
Ein lokaler Fernsehsender, WVTA, und ein UKW-Sender, WVPR (auf 89. MHz), sind in Windsor angesiedelt. Eine eigene Tageszeitung oder ein Wochenblatt ist dagegen nicht vorhanden.

Öffentliche Einrichtungen
Neben den üblichen städtischen Verwaltungen, der öffentlichen Bibliothek (die Windsor Public mit rund 22.000 Bänden) und der unten genannten Schulen wird in Windsor seit 1933 ein allgemeines Krankenhaus, das Mount Ascutney Hospital & Health Center betrieben.

Bildung
Auf der "Juniper Hill Farm" begann am 1. Oktober 1939 der Schulbetrieb der von dem deutschen Emigrantenehepaar Max und Gertrud Bondy gegründeten Windsor Mountain School.

Windsor gehört mit Hartland, West Windsor und Weathersfield zur Windsor Southeast Supervisory Union.

In Windsor sind heute eine öffentliche Grundschule, die sechszügige Windsor State Street School mit rund 250 Schülern, und die Windsor High School, die von der 7. zur 12. Klasse führt und knapp 400 Schüler aufnimmt, angesiedelt. Private Schulen sind nicht verzeichnet. Die nächstgelegenen Colleges finden sich in Hanover und Keene, beide im Nachbarstaat New Hampshire, sowie in Castleton.

Persönlichkeiten

Söhne und Töchter der Stadt
 James Dean (1776–1849), Astronom und Mathematiker
 John Spaulding (1790–1870), Geschäftsmann, Politiker und State Treasurer von Vermont
 Carlos Coolidge (1792–1866), Politiker und Gouverneur Vermonts
 Edward Curtis (1801–1856), Jurist und Vertreter des Bundesstaates New York im US-Repräsentantenhaus
 Valentine B. Horton (1802–1888), Politiker und Vertreter des Bundesstaates Ohio im US-Repräsentantenhaus
 James L. Howard (1818–1906), Vizegouverneur des Bundesstaates Connecticut
 Henry Dana Washburn (1832–1871), Politiker und Entdeckungsreisender
 William Henry Harrison Stowell (1840–1922), Vertreter des Bundesstaates Virginia im US-Repräsentantenhaus
 Andrew Ellicott Douglass (1867–1962), Astronom und Begründer der Dendrochronologie
 Walter K. Farnsworth (1870–1929), Jurist und Vizegouverneur von Vermont
 Johnny Williams (1929–2018), Jazz-Pianist
 Matt Salinger (* 1960), Schauspieler, Filmproduzent und literarischer Nachlassverwalter seines Vaters J. D. Salinger

Persönlichkeiten, die vor Ort gewirkt haben
 Elijah Paine (1757), Politiker und Vertreter Vermonts im US-Senat. Praktizierte in Windsor als Anwalt
 Josiah Dunham (1769–1844), Politiker und Publizist der von 1813 bis 1815 Vermont Secretary of State war

Literatur

Weblinks

 Homepage der Gemeinde (englisch)
 Steckbrief der Gemeinde auf dem offiziellen Portal www.Vermont.gov

Einzelnachweise

New Hampshire Grant
Gemeindegründung 1761

Windsor (Vermont)


Tappendorf Almanya'nın kuzeyinde Schleswig-Holstein eyaletinde, Rendsburg-Eckernförde iline bağlı bölge. 6,69 km² yüzölçüme sahiptir. Nüfusu, 30 Haziran 2006 itibarıyla yaklaşık 333 olarak tespit edilmiştir. Belediye Başkanlığı Georg Türk tarafından yürütülmektedir.

Dış bağlantılar
 www.amthohenwestedt-land.de

Rendsburg-Eckernförde iline bağlı yerleşim birimleri

Tappendorf


Christopher Eccleston (født 16. februar 1964 i Salford, England), er en britisk skuespiller der har fået meget omtale for sin rolle som den niende Doktor i science fiction-tv-serien Doctor Who fra BBC.

Eksterne henvisninger

Skuespillere fra England

Christopher Eccleston


Jean-Robert Argand (, , ; July 18, 1768 – August 13, 1822) was a Genevan amateur mathematician. In 1806, while managing a bookstore in Paris, he published the idea of geometrical interpretation of complex numbers known as the Argand diagram and is known for the first rigorous proof of the Fundamental Theorem of Algebra.

Life

Jean-Robert Argand was born in Geneva, then Republic of Geneva, to Jacques Argand and Eve Carnac.  His background and education are mostly unknown.  Since his knowledge of mathematics was self-taught and he did not belong to any mathematical organizations, he likely pursued mathematics as a hobby rather than a profession.

Argand moved to Paris in 1806 with his family and, when managing a bookshop there, privately published his Essai sur une manière de représenter les quantités imaginaires dans les constructions géométriques (Essay on a method of representing imaginary quantities). In 1813, it was republished in the French journal Annales de Mathématiques. The Essay discussed a method of graphing complex numbers via analytical geometry. It proposed the interpretation of the value  as a rotation of 90 degrees in the Argand plane. In this essay he was also the first to propose the idea of modulus to indicate the magnitude of vectors and complex numbers, as well as the notation for vectors . The topic of complex numbers was also being studied by other mathematicians, notably Carl Friedrich Gauss and Caspar Wessel.  Wessel's 1799 paper on a similar graphing technique did not attract attention.

Argand is also renowned for delivering a proof of the fundamental theorem of algebra in his 1814 work Réflexions sur la nouvelle théorie d'analyse (Reflections on the new theory of analysis). It was the first complete and rigorous proof of the theorem, and was also the first proof to generalize the fundamental theorem of algebra to include polynomials with complex coefficients.

The first textbook containing a proof of the theorem was Cauchy's Cours d'analyse de l'École Royale Polytechnique (1821). It contained Argand's proof, although Argand is not credited for it. And the proof was later referenced in Chrystal's influential textbook Algebra.

Argand died of an unknown cause on August 13, 1822, in Paris. In 1978 his proof of the fundamental theorem of algebra was called by The Mathematical Intelligencer "both ingenious and profound."

See also

 Caspar Wessel
 i, the imaginary square root of −1
 Complex number
 Complex plane (also known as Argand plane)

References

 Roy, J. (n.d.) James Robert Argand Biography | World of Mathematics.  Bookrags.com.  Retrieved March 18, 2008.  From http://www.bookrags.com/biography/jean-robert-argand-wom/.
McGrath, K., Travers B., et al. (n.d.)  James Robert Argand Biography | Word of Scientific Discovery.  Bookrags.com.  Retrieved March 18, 2008.  From http://www.bookrags.com/biography/jean-robert-argand-wsd/.

Further reading

External links

 Robert Argand, Essai sur une manière de représenter des quantités imaginaires dans les constructions géométriques, 2e édition, Gauthier Villars, Paris (1874) BNF
 Jean-Robert Argand, Biography on s9.com
 Imaginary quantities; their geometrical interpretation, English translation of Jean-Robert Argand's original French work

1768 births
1822 deaths
18th-century scientists from the Republic of Geneva
Amateur mathematicians
19th-century Swiss mathematicians
Complex numbers
Mathematicians from the Republic of Geneva

Jean-Robert Argand


Manic Street Preachers veya kısa şekliyle "Manics" 1986'da kurulmuş ve 90'lı ve 2000'li yıllarda ses getirmiş Galli rock topluluğudur. İngiliz müzik tarihine adını altın harflerle yazdırmayı başaran Manic Street Preachers, 1990'lardan bu yana farklı şarkı sözleri ve entelektüel duruşları ile kült statüsünde yer alıyor. Punk rock ve alternatif rock'a getirdikleri yenilikçi bakış açısı ile dikkatleri çeken grup, Küba'da gerçekleştirdikleri konserle uluslararası arenada büyük yankı uyandırmıştı.

Kuruluş

Grup 1986'da Galler'de yaşayan dört arkadaş olan James Dean Bradfield, Sean Moore, Nicky Wire ve Flicker (gerçek adı Miles Woodward) tarafından kurulmuştur. Grupta önce sözleri Bradfield yazarken daha sonra Wire günümüze kadar devam edecek söz yazarlığına başladı. Önceleri grubun vokalini Wire'ın eski kız arkadaşı Jenny Watkins-Isnardi yapıyordu. 1988'de Flicker gruptan ayrıldı.

Flicker'ın ayrılığı sonrası Nicky Wire bas gitara, Bradfield de vokale geçti. Üçlü 1989 yılının Ağustos ayında ilk single'ları "Suicide Alley"i çıkardı. Single'ın kapak tasarımını grubun şöforu Richey James Edwards yapmıştı. Daha sonra Edwards gitarist olarak gruba katıldı ve grup son halini aldı.

İlk dönem

Grup Edwards'ın girişiyle birlikte daha çok göz önüne çıkmaya başladı. Grup düşüncelerini hiç düşünmeksizin dile getiriyordu ve tavırlarıyla çok dikkat çekiyordu. Birçok derginin kapağına çıkarken bir yandan da tepki topluyorlardı. 22 Haziran 1990'da "New Art Riot" adlı EP'leri çıktı. EP sonrası daha büyük bir firma olan Heavenly Records'la anlaşıp 21 Ocak 1991'de single'ları "Motown Junk" yayınladılar. Grup kendilerine Sex Pistols ve Guns N' Roses'ı örnek alıyordu. Vahşi sahne şovlarıyla dikkat topluyorlardı. Bu dönemde NME (New Musical Express) muhabirinin onları eleştirmesine gitarist Edwards kollarına jiletle "4 Real" yazısını kazıyarak cevap vermişti.

1990 yılında onları adeta ikonlaştıran "I Laughed when Lennon got shot" sözleri geçen "Motown Junk" ile başalayan yükseliş Sony etiketi ile yayınlanan ilk albümleri "Generation Terrorists"le daha da hızlandı. Albüm için ilk düşünülen isim "Culture, Alienation, Boredom and Despair" olmuştu. Grup kısa sürede Amerika Birleşik Devletleri'nden Japonya'ya kadar yayılan bir coğrafyada çok sayıda tutkulu hayran sahibi oldu. Albert Camus, Sylvia Plath ve George Orwell gibi isimlerden alıntılar içeren albümden 6 single yayınlandı ve albüm eleştirmenler tarafından övgüyle karşılandı. "Suicide Is Painless" adlı şarkının cover'ı ise İngiltere'deki ilk "İlk On" başarıları oldu.

Grunge sound'unun ağır bastığı 1995 tarihli ikinci albüm "Gold Against The Soul" ise yine İngiltere albüm satış listelerine ilk 10'dan girdi. Bu albümle grup, punk görüntülerinin yanında bir hard rock sound'u da katıyordu. Bu arada Edwards'ın depresyon problemleri gittikçe arttığı için birçok konsere üç kişi olarak çıkmışlardı.

The Holy Bible ve Edwards'ın kayboluşu

1994 Ağustos'unda "The Holy Bible" yayınlandı. Albüm, öteki albümlere göre daha az satmış, hatta Amerika'da yayınlanmamıştı bile. Buna rağmen albüm çok başarılı eleştiriler almıştı ve grubun yaptığı en iyi iş olduğu konusunda herkes hemfikirdi. Grup Joy Division etkili daha gothic ağırlıklı bir post-punk sound'una doğru ilerliyordu. Grup imaj olarak da asker kıyafetleri giymeye başlamıştı. İlk single'ları "Faster"ı Top Of The Pops programında yine asker kıyafetleri içinde sunarlarken İrlanda militanlarına destek verdikleri sanılmış ve BBC'ye birçok şikayet ulaşmıştı.

1 Şubat 1995'te grubun gitaristi Richey Edwards kayboldu. En son, izine 14 Şubat'ta rastlanan Edwards'tan günümüze kadar bir iz bulunamadı. Grup en önemli söz yazarları Edwards'ın kaybolması sonra grubu dağıtmayı dahi düşündüler. Ancak Edwards'ın ailesinin de desteğiyle devam etme kararı aldılar. Grup aynı yıl Bosna-Hersek yardım projesi için "Raindrops Keep Falling On My Head"i kaydetti.

Richey'siz dönem

1996 yılında "Everything Must Go" yayınlandı. Bu albümün beş şarkısı kaybolan Edwards tarafından yazılmıştı. Albüm aynı yıl Mercry Prize'a aday gösterildi. İşçi sınıfının marşı haline gelen "A Design For Life" listelere ikinci sıradan girip o zamana kadarki en başarılı single'ları oldu.

İngiltere liste tarihinde en uzun isimli 1 numara olarak bir rekora sahip olan "If You Tolerate This Your Children Will Be Next" parçasının yer aldığı "This Is My Truth Tell Me Yours" ise yine satış listelerinde zirveye yükselirken grubun en başarılı albümü oldu. 1998'de çıkan bu albüm "You Stole The Sun From My Heart" adlı ilk ona giren bir single daha çıkardı. 2000 yılında "The Masses Against The Classes" adlı single grubun köklerine geri dönüş sinyalini verirken hiçbir promosyon yapılmadığı halde İngiltere'de 1 numara oldu.

2001'de Küba'da konser verdiler. Karl Marx meydanında Fidel Castro'nun huzurunda verdikleri bu konser Küba'da verilen ilk Avrupalı rock grubu konseriydi. Konser aynı zamanda yeni albüm "Know Your Enemy"nin tanıtım konseriydi de. Aynı gün çıkan iki single olan "So Why So Sad" ve "Found That Soul" single'larının ikisi de ilk 10'a girdi.

2002'de grubun derleme albümü olan "Forever Delayed" yayınlandı. 2003 tarihli "Lipstick Traces" ise B-side'ları, cover'ları ve yayınlanmamış parçaları içeriyordu. Grubun Richey Edwards ile kaydettikleri son şarkı olan "Judge Yourself" de bu toplamada bulunuyordu.

Grubun yedinci stüdyo albümü "Lifeblood" 2004'te yayınlandı. Bu albüm karışık eleştiriler topladı. Albümün turnesinde grup Edwards'ın yerine ilk kez konserlerde çıkmak üzere bir ikinci gitaristle anlaştı. Bu durum bazı hayranların tepkisini çekse de grup, konserlere ikinci bir gitaristle çıkmaya devam etmektedir.

Solo albümler ve son dönem

"Lifeblood" sonrası vokalist James Dean Bradfield ve şarkı yazarı Nicky Wire solo albümleri üzerinde çalışmaya başladılar. Temmuz ayında "The Great Western" adlı Bradfield albümünden sonra Nicky Wire'ın albümü olan "I Killed The Zeitgeist" Eylül ayında yayınlandı. Manic Street Preachers son olarak The Cardigans solisti Nina Persson ile "Your Love Alone Is Not Enough" adlı hitleri için bir araya gelmişti. Şarkı şu günlerde dünya müzik televizyonlarının en çok yer verdiği videolar arasında yer alıyor. Grubun 3 yıllık bir aradan sonra yayınladığı "Send Away the Tigers" albümü ise eski soundlarını müjdeleyerek İngiltere albümler listesine 2 numaradan girmeyi başardı.

Grubun Albümleri

 Generation Terrorists - 1992
 Gold Against Souls - 1993
 The Holy Bible - 1994
 Everything Must Go - 1996
 This My Truth Tell Me Yours - 1998
 Know Your Enemy - 2001
 Lifeblood - 2004
 Send Away The Tigers - 2007
 Journal For Plague Lovers - 2009
 Postcards from a Young Man - 2010
 Rewind the Film - 2013
 Futurology - 2014
 Resistance Is Futile - 2018
 The Ultra Vivid Lament - 2021

Derleme Albümler
Forever Delayed - 2002

Dış bağlantılar
 Manics Forum
 Manic Street Preachers Diskografisi
 MySpace - Manic Street Preachers
 Forever Delayed

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