The Highland Railway (HR) was one of the smaller British railways before the Railways Act 1921, operating north of Perth railway station in Scotland and serving the farthest north of Britain. Based in Inverness, the company was formed by merger in 1865, absorbing over 249 miles (401 km) of line. It continued to expand, reaching Wick and Thurso in the north and Kyle of Lochalsh in the west, eventually serving the counties of Caithness, Sutherland, Ross & Cromarty, Inverness, Perth, Nairn, Moray and Banff. Southward it connected with the Caledonian Railway at Stanley Junction, north of Perth, and eastward with the Great North of Scotland Railway at Boat of Garten, Elgin, Keith and Portessie.

During the First World War the British Navy's base at Scapa Flow, in the Orkney Islands, was serviced from Scrabster Harbour near Thurso. The Highland Railway provided transport, including a daily Jellicoe Express passenger special, which ran between London and Thurso in about 22 hours. In 1923, the company passed on approximately 494 miles (795 km) of line as it became part of the London, Midland and Scottish Railway. Although its shorter branches have closed, former Highland Railway lines remain open from Inverness to Wick and Thurso, Kyle of Lochalsh, Keith (as part of the Aberdeen to Inverness Line), as well as the direct main line south to Perth.

History

Origins

Inverness & Aberdeen Junction Railway
The Great North of Scotland Railway (GNoSR) was formed in 1845 to build a railway between Inverness and Aberdeen and so link up with the railways to the south. The proposed  route needed few major engineering works. At the same time, the Perth & Inverness Railway proposed a direct route over the Grampian Mountains to Perth, and the Aberdeen, Banff & Elgin Railway suggested a route that followed the coast to better serve the Banffshire and Morayshire fishing ports. The Aberdeen, Banff & Elgin failed to raise funds and the Perth & Inverness Railway was rejected by Parliament because the railway would be at altitudes that approached  and needed steep gradients. The Great North of Scotland Railway Act received Royal Assent on 26 June 1846. Two years later the railway mania bubble had burst and the necessary finances could not be raised. Construction eventually began in November 1852, albeit only  to Huntly, and this line was officially opened on 19 September 1854. An extension to Keith, halfway between Aberdeen and Inverness, opened on 11 October 1856.

The  Inverness & Nairn Railway was given permission for a line between Inverness and Nairn, together with a  branch to Inverness Harbour, on 24 July 1854.  The line opened ceremonially on 5 November 1855 when a train of thirty vehicles, mainly goods wagons fitted with seats, made a return journey. Intermediate stations opened at Culloden (later ), , Fort George (later ) and . Initially three trains a day ran between Inverness and Nairn, horse-drawn coaches providing a link to Keith and thereby Aberdeen via the Great North of Scotland Railway. The Inverness & Nairn planned an extension as far as Elgin; between Elgin and Keith the River Spey needed to be crossed. The GNoSR offered £40,000 towards a bridge and the Inverness and Aberdeen Junction Railway (IAJR) was given authority for a line from Nairn and Keith in July 1856. A temporary station at Dalvey, west of the River Findhorn, opened on 22 December 1857, to close when the line extended to  on 25 March 1858. , and the GNoSR, was reached on 18 August 1858. Three services a day ran between Inverness and Aberdeen, Aberdeen being reached in between 5 hours 55 minutes to 6 hours 30 minutes. The Spey Bridge was unfinished when the line opened, so initially passengers walked across the adjacent road bridge as the locomotive was detached and crossed before the carriages were hauled over by ropes. The Inverness and Aberdeen Junction absorbed the Inverness & Nairn in 1861.

The Morayshire Railway had opened a  line between  and Elgin on 10 August 1852, public services starting the next day. Permission was granted to the Morayshire to run over the IAJR to Orton and to build a branch to Rothes. The IAJR opened the line on 18 August 1858 and the Morayshire started running services on 23 August. Conflict soon arose between the IAJR and Morayshire Railway, and the directors of the Morayshire responded with plans to build their own line between the two stations. The Great North sponsored the new line and offered to provide services after the lines had been physically connected. Permission was granted on 3 July 1860, goods were carried from 30 December 1861 and passengers from 1 January 1862. The Morayshire was operated by the Great North of Scotland from 1866 and was absorbed in 1881.

Between Forres and Elgin two branches opened, the first being from  to ;  long this operated independently from 18 April 1860 before being taken over by the IAJR in 1862. The IAJR also opened a  branch from  to  on 22 December 1862.

Inverness & Ross-shire Railway

The Inverness & Ross-shire Railway was given permission on 3 July 1860 to build a railway the  from Inverness to Invergordon. After the section to  was complete and given the necessary permission by the Board of Trade on 10 June 1862, the line opened to traffic the following day. The terminus at Inverness was not situated to allow through traffic, so additional platforms were built on the west side and the layout arranged as a Y. The Rose Street curve joined the two lines, and most arriving trains would take this curve past the station and then reverse into the platforms, allowing easy interchange and through carriages. The line to Invergordon opened on 25 March 1863, delayed due to conflict over the line crossing the Ferry Road at Findon. The original plans were for a level crossing, but following protests a bridge was built.

Within a month of opening, on 30 June 1862, the Inverness & Ross-shire Railway was absorbed by the Inverness & Aberdeen Junction Railway. Initially there were four services a day, connecting with trains from Keith at Inverness, and averaging 1 hour 40 minutes for the , and one train a day on Sundays, the mail train.

A  extension to Bonar Bridge (later ) was authorised as the Ross-shire Extension Act on 11 May 1863. The line opened as far as Meikle Ferry on 1 June 1864 and to Bonar Bridge on 1 October 1864. Initially connections to the ferry were provided from , but these began to serve Bonar Bridge soon after the station had opened, and Meikle Ferry station closed in 1869.

Inverness & Perth Junction Railway

Although in 1860 Inverness had a rail link to the south, the route via Aberdeen was circuitous and involved a change between two railway stations over  apart. Passengers were conveyed between the termini by omnibus, paid for in the through fare and with forty five minutes being allowed for the transfer. The GNoSR refused to hold its trains to connect with trains arriving at Guild Street. The mail train would be held until the Post Office van had arrived and the mail was on board, but the station locked at the advertised departure time to prevent connecting passengers further delaying the train. A more direct  long route south to Perth, bypassing Aberdeen, was planned. This left the Inverness & Aberdeen Junction at Forres on a steeply graded line, before heading south to a  summit at Dava, then to Grantown and the River Spey to Kingussie, before another climb to a summit at the Pass of Druimuachdar, at  the highest in Britain. The line then descended to Birnam,  from Perth and linked to Perth by the Perth & Dunkeld Railway since 1856. Although a similar route had been rejected in 1845 because of the high altitudes and speed gradients, there had been sufficient advance in locomotive design to satisfy the fears of the parliamentary committee, and authority was given in 1861. A  long girder bridge crossed the River Tay near Dalguise and a  viaduct crossed the River Divie near Dunphail. North of Dunkeld was a  long tunnel and with  through the Pass of Killiecrankie. The line was initially single track with passing loops at stations, the IAJR doubling the track for  between Inverness and  in 1864.

Work started in 1861, and the 13 miles from Dunkeld to  opened on 1 June 1863. To allow access to the new line from both Keith and Inverness a new triangular station was built at Forres south of the old line, which was retained for goods traffic. The line from this new station to  opened on 3 August, the complete line opening on 9 September 1863. Initially two through trains a day ran between Perth and Inverness, taking about six hours. These were supplemented by additional mixed slow services from Perth to  and from Inverness to . Additional services ran after 1866; only the mail train ran on Sundays.

A  branch from  to  was also authorised, and this opened on 3 July 1865. The Inverness & Perth Junction Railway absorbed the Perth & Dunkeld in 1864.

Genesis
The Inverness & Aberdeen Junction and Inverness & Perth Junction Railway were merged on 1 February 1865, and became known as the Highland Railway on 29 June 1865. The railway owned  of line and operated over the  of Scottish North Eastern Railway (SNER) line from Stanley Junction to Perth. Apart from this line and that between Inverness and Dalcross, this was all single track railway. Andrew Dougall, who had been founding General Manager of both railways, became its first General Manager. William Barclay had been locomotive supervisor for both constituent railways, resigned in 1865, and the first Highland Railway locomotive supervisor was William Stroudley.

Far North Line

Sutherland Railway

The Sutherland Railway received permission in 1865 for a  extension of the Highland Railway from Bonar Bridge to Brora. The route followed the Kyle of Sutherland inland for 3 miles, before crossing over to the north shore with the five masonry arches and  girder span of Invershin Viaduct. The Highland contributed £15,000, but only  of line were built, the railway opening as far as Golspie on 13 April 1868. Either side of the viaduct across the Kyle are Culrain and Invershin stations,  apart. The Highland provided two services a day north of , with through carriages to Perth on the mail train.

Duke of Sutherland's Railway
The 3rd Duke of Sutherland planned an extension of the line  from Golspie to Helmsdale, passing Dunrobin Castle, his family seat. Work had already started when authority was obtained in 1870, and the section from Dunrobin to about  short of Helmsdale was complete that autumn. The Duke purchased a locomotive and some carriages, and the line was opened by Princess Christian on 1 November 1870. Two trains a day ran until 19 June 1871, when the line was connected up with the Sutherland Railway at Golspie and the Highland extended its services to Helmsdale.

Sutherland & Caithness
A railway linking Thurso and Wick had been proposed in the 1860s and had the necessary authority in 1866, but had failed to raise the necessary funds. The Sutherland & Caithness was authorised to take over the route of the Thurso and Wick railway, and extend the line south to link up with the Duke of Sutherland's railway at Helmsdale. With the Duke of Sutherland subscribing £60,000 and the Highland railway £50,000, the railway opened on 28 July 1874.  Initially two trains a day covered the  from Inverness to Wick in between 7 and  hours, by 1885 the fastest trains were taking 6 hours, and in 1914 the Further North Express took  hours.

Dingwall & Skye

Only certain routes are practicable in the Highlands due to the terrain, but from Dingwall it was possible to reach Kyle of Lochalsh on the west coast, opposite the Isle of Skye. Permission was granted in 1865, but landowners in Strathpeffer opposed the railway and created difficulties buying the land. In 1868, permission was granted for a different route,  to the north of the spa town. The terminus was  short to Strome Ferry, because of the cost of building a line around the coast to the Kyle of Lochalsh. The railway opened on 5 August 1870 for goods and passengers were carried from 19 August. Two trains a day were provided, either connecting with trains or providing through carriages at Dingwall. One train a day connected with steamers from Strome Ferry to Portree on Skye, and to Stornoway on Lewis. No Sunday services were provided, possibly because the traffic wasn't sufficient, but also it recorded that on a Sunday in 1883 villagers at Strome Ferry, determined to keep the Sabbath, prevented the loading of a special fish goods train until midnight had passed.

Steamships
The Dingwall & Skye Railway purchased two steamers, Jura and Oscar, to operate the services to Portree and Stornoway. Initially a daily service was provided to Portree, and a weekly service to Stornoway, but the first winter the frequency of the Portree service was reduced and the Stornoway service suspended. Oscar ran aground in November 1870, to be replaced with Carham and a new ship, named Ferret, was purchased to replace Jura. It was found that most of the work could be carried out with Carham, and Ferret was offered for charter. A three-month lease was agreed and paid for, but the ship went missing. It was discovered later in Melbourne, Australia, when offered for sale under an assumed name that the port authorities could not identify in the records. The company withdrew in favour of MacBrayne's running the service in 1880.

Merger
The Dingwall & Skye was absorbed by the Highland in 1880, and the Sutherland, Duke of Sutherland's and Sutherland & Caithness Railways were absorbed in 1884.

Expansion

Branch lines
In 1881 the GNoSR applied to Parliament to extend the line from Portsoy along the Moray Firth to Buckie, but this was rejected after the Highland opposed. The following year, both the Great North and Highland railways applied to Parliament for permission, the Great North for a line from Portsoy along the coast through Buckie to Elgin, and the Highland for a branch from Keith to Buckie and Cullen. Authority was granted, but in the case of the Highland Railway only for a  line as far as Portessie, with running rights over the Great North coast line between Buckie and Portsoy and the Great North obtaining reciprocal rights over the Highland railway between Elgin and Forres. The Portessie branch opened on 1 August 1884 and the Highland did not exercise its running rights over the GNoSR, thus preventing the Great North running over its lines west of Elgin.

The Dingwall & Skye had needed to avoid Strathpeffer, and their station on the main line was  away. The Highland obtained authority for a  branch into the spa town. This opened on 3 June 1885 and the original Strathpeffer station was renamed Achterneed. On 10 October 1892 the Burghead branch was extended  along the coast to . Fochabers was served by two stations, both inconvenient. The Inverness & Aberdeen Railway had opened a Fochabers station in 1858, but this was  from the town. In 1886 the GNoSR opened a station called Fochabers-on-Spey, also about  away on their Coast Line. The Highland built a  branch from their line to new Fochabers Town station; the line and station opened 1 June 1894.

A branch from Muir of Ord was built to serve rich farmland and Fortrose on the Black Isle. Permission had been granted for the  to reach Rosemarkie, and the line to  was opened on 1 February 1894, and work did not start on the planned extension. Although it was possible for a ferry to Skye to pick up passengers at Strome Ferry, a port at the original terminus at Kyle of Lochalsh would have been more convenient. However, in 1889 the West Highland Railway was authorised to build a line from Craigendoran to Fort William, which would have given a more direct route south. Permission for the extension to Kyle of Lochalsh was granted in 1893, and after heavy engineering works the extension to  opened on 2 November 1897. The West Highland opened a competitive port at  in 1901, but the Highland kept the mail contract and the traffic between Skye and mainland Scotland. Fort George station, between Inverness and Nairn, was  away from the military post it served. A  branch to the village Ardersier was opened on 1 July 1899, and the junction station renamed  and the new terminus became  station.

East to Keith and Aberdeen
The Great North and Highland had agreed in 1865 that traffic between the two railways would be exchanged at Keith, but in 1886 the GNoSR had two lines to Elgin that, although longer than the Highland's direct line, served more populous areas. The coastal route between Keith and Elgin was  long but had easier gradients than the  via Craigellachie. The Highland's main line south from Inverness was via Forres and the GNoSR felt that the Highland treated the line to Elgin as a branch. In 1883 a shorter route south from Inverness was prompted by an independent company and the bill was defeated in Parliament only after the Highland promised to request authority for a shorter line. The following year, as well as the Highland's more direct line from Aviemore, the Great North proposed a branch from its Speyside Section to Inverness. The Highland Railway route was chosen, but the Great North won a concession that goods and passengers that could be exchanged at any junction with through bookings and with services conveniently arranged.

In 1885 the Great North re-timed the 10:10 am Aberdeen service to reach Keith at 11:50 am with through carriages that reached Elgin via Craigellachie at 1 pm. This connected with a Highland service at both Keith and Elgin, until the Highland re-timed the train and broke the connection at Elgin. The Great North applied to the Board of Trade for an order for two connections a day at Elgin. This was refused, but in 1886 the Great North and Highland railways came to an agreement to pool receipts from the stations between Grange and Elgin and refer any disputes to an arbiter. The midday Highland train was re-timed to connect with the Great North at Keith and Elgin, and a service connected at Elgin with an Aberdeen train that had divided en route to travel via the coast and Craigellachie.

However, the Highland cancelled the traffic agreement and withdrew two connecting trains in 1893, complaining that they were not paying. One of the trains was re-instated after an appeal was made to the Railway & Canal Commissioners and a frustrated Great North applied to Parliament in 1895 for running powers to Inverness, but withdrew after it was agreed that the Railway & Canal Commissioners would arbitrate in the matter. With no judgement by 1897, the Great North again prepared to apply again for running powers over the Highland to Inverness, this time agreeing to double track the line, but the commissioners published their finding before the bill was submitted to Parliament. Traffic was to be exchanged at both Elgin and Keith, the services exchanged at Elgin needed to include through carriages from both the Craigellachie and the coast routes, and the timetable had to be approved by the commissioners. The resulting 'Commissioners' Service' started in 1897 with eight though services, four via the Highland to Keith taking between  and 5 hours, and four with carriages exchanged at Elgin with portions that travelled via Craigellachie and the coast, two of these taking  hours. The 3 pm from Inverness to Aberdeen via Keith took 3 hours 5 minutes.

South to Perth
From 1866 a mixed goods and passenger service left Perth at 1 am, after connecting with the 10 am train from London, and arrived in Inverness at 9 am. A night train service in the return direction started in 1872, leaving Inverness at 7:30 pm to arrive in Perth at 5:05 am. After sleeping carriages were made available from 1878, the train was re-timed to depart at 10 pm and to arrive at 7 am; London could be reached at 9:40 pm. By 1883, there were four services each way between Inverness and Perth, taking between  and 7 hours; two years later the mail trains were rescheduled to take 4 hours with five stops. The loadings on these trains were light in winter, but heavy in July and August with through carriages from other railways being attached. In Express Trains English and Foreign Foxwell reports a doubled headed train with 37 carriages, including 12 horseboxes, from ten railway companies. This train was banked from Blair Atholl. The only train to run on Sundays was the mail train, except between 1878 and 1891 when the Inverness to Perth night train ran Sunday nights.

Permission for a more direct route to Perth, south via Moy and Carrbridge before joining the existing line at Aviemore, was obtained in 1884. Permission for the route to be changed was given in 1887 and again in 1892. Trains heading south had to climb several miles of 1 in 60 gradient, before crossing the  long Nairn Viaduct constructed from 28 arches of red sandstone and the  steel viaduct built over the Findhorn. The line opened from the south, Aviemore to Carr Bridge opening in 1892, to Daviot in 1897 and the line was complete to Inverness on 1 November 1898. The direct line was ,  shorter than via Forres, reducing the journey time by about an hour. Sleeping carriages for Inverness from London arrived at Perth via the East Coast, West Coast and Midland routes. These carriages were busy in the summer, but winter traffic could be met with only one carriage. In 1903 the Highland suggested that the three companies run a carriage two days a week; however the Caledonian protested as it would haul only two days a week, whereas the North British Railway would work the other four. For a while, sleeping cars were withdrawn north of Perth; a few years later the Midland Railway withdrew its winter sleeping carriages and the London terminus alternated between Euston and King's Cross.

The line north of the junction at Stanley was single track, resulting in delays, especially after trains had waited for connections at Perth. From 1890, the signalling system using telegraph orders was replaced by electric tablets, later automatic tablet exchange systems were used. The  climb out of Inverness was doubled in 1898, and  of line widened over the Grampians between 1901 and 1909. Snow could close the line for days during the winter, and snow fences were erected beside the railway. The Highland had three types of snow plough; a small one that was fitted to locomotives, now capable of hauling trains through  drifts. If the snow was less than  deep, a pilot engine with a larger plough would precede the train. An even larger plough could be used with three or four locomotives coupled together. Dava Moor and the cuttings near Druimuachdar summit were troublesome, although the line over the summit improved after it had been doubled.

Invergarry & Fort Augustus

The Great Glen is a natural route that runs south west from Inverness to Fort William and is used by the Caledonian Canal, and more recently the A82 road. In 1884, the Glasgow & North Western Railway proposed a line from the North British Railway's station at , in Glasgow's northern suburbs, to Fort William, and extending this through the Great Glen to Inverness. Backed by the North British Railway, this would have reduced the distance by rail between Glasgow and Inverness from  to . The Highland, concerned about competition from a shorter route, argued that there was insufficient traffic travelling south from Inverness for two lines, and the proposal was rejected by Parliament. The Highland opposed again when the West Highland Railway later applied for a line from Glasgow to Fort William and Spean Bridge, but permission was given in 1889 and the line opened in 1894. Lines from Spean Bridge to Inverness were proposed by both the Highland and West Highland Railways in 1893 but after negotiation, both companies agreed to withdraw their bills. In 1895 the West Highland proposed building a line from Fort William to Mallaig, the Highland objecting as it would compete with their line to Strome Ferry and its planned extension to Kyle of Lochalsh on journeys to Skye. Permission was given and the North British and West Highland Railways both agreed not to sponsor any line through the Great Glen for ten years. The Invergarry & Fort Augustus Railway was a local company and despite opposition, received permission in 1896 for a  long line along the Great Glen from Spean Bridge to Fort Augustus,  from Inverness. Three proposals, from the Highland, West Highland and Invergarry & Fort Augustus Railway, to extend this railway to Inverness were presented to Parliament the following year, and all failed after costly litigation. After costly construction the line was complete in 1901, but with no money left to buy rolling stock, the company offered the line to the North British, who was running services through Spean Bridge station. The company proposed running services at cost, but a request for guarantees was refused and the line offered to the Highland Railway. After fresh battles in Parliament, and both the Highland and North British Railways guaranteeing that they would not seek to extend the line, the Highland Railway was given permission to operate services on the line for a payment of £4,000 a year.

Services started on 22 July 1903. During the summer some services ran beyond Fort Augustus to a pier on Loch Ness to connect with a steamer, but this was withdrawn in 1906. In 1907 the Highland withdrew and the North British took over until services were suspended between 31 October 1911 and 1 August 1913, and the North British bought the line for £27,000 in 1914. The line became part of the London and North Eastern Railway after the grouping. Passenger services were withdrawn on 1 December 1933, after which a coal train ran on Saturdays until the line closed completely on 1 January 1947.

20th century
To serve the county town of Dornoch a  Light Railway was built from  by an independent company and operated by the Highland Railway, services starting on 2 June 1902. Another Light Railway, approved in 1899, ran  south from Wick to Lybster, was supported by a Treasury grant of £25,000. This line opened on 1903, worked by the Highland at cost price, and Lybster harbour was improved by the Duke of Portland. Following negotiations, amalgamation of the Highland and the Great North of Scotland Railways was accepted by the Great North shareholders in early 1906, but the Highland board withdrew after opposition from a minority of their shareholders. The Aberdeen and Inverness trains were jointly worked after 1908 and locomotives were no longer exchanged at Keith or Elgin; between 1914 and 1916 the Highland paid the GNoSR to provide locomotives for all of the services through to Inverness. Sunday services were withdrawn in 1920 after the Postmaster General withdrew deliveries of letters on a Sunday.

Britain declared war on Germany on 4 August 1914 and the government took control of the railways under the Regulation of the Forces Act 1871. Day-to-day operations were left in the control of local management, but movements necessary for the war were coordinated by a committee of general managers. The Navy established a base at Scapa Flow, in Orkney, and this was serviced from Scrabster Harbour,  from the Highland station at Thurso. A repair base for ship was built at Invergordon, including housing for 4000 workers. Defence works at Scapa Flow and Invergordon required large amounts of timber at the same time the demand from the south for pit-timber increased; by 1918 the Highland was transporting ten times the amount of timber it had shipped before the war. Coal, which before the war was carried by coastal steamers, now had to be shipped by rail. To cope with the irregular flow of officers and men to and from London a special train was arranged between London and Thurso. This ran between 1917 and 1919, leaving London Euston at 6 pm (3 pm in the winter) to arrive in Thurso  hours later; the return journey left at 11:45 am and took  hours. The train was composed of 14 carriages of corridor stock, policed by a travelling master-at-arms; officers were given sleeping accommodation. The train stopped for 30 minutes at Inverness so a meal could be provided by the station hotel; some days nearly 1,000 meals were provided.

The line between Keith to Highland's Buckie station closed in 1915 and only goods traffic used the line from Buckie to Portessie. Locomotive repairs fell behind because of the excessive demands and many of the engine fitters had been called up for war service. Twenty locomotives were loaned from other railways; efforts to get engine fitters failed. 756 of the 3000 Highland Railway staff served active service and a memorial to 87 that died was placed in Station Square at Inverness. The railways were in a poor state after the war, costs having increased, with higher wages, the introduction of an eight-hour day and the price of coal having risen. A scheme was devised whereby the railways would be grouped into four large companies; this was approved by Parliament as the Railways Act 1921.

Grouping and Nationalisation
On 1 January 1923 the Highland Railway became a part of the London, Midland and Scottish Railway (LMS), passing on  of line. Refreshment carriages were introduced on services from summer 1923, but competition from bus services meant services were withdrawn from the Burghead and Fochabers branches in 1931. Sunday services were restored in 1929 with a train in each direction between Perth and Inverness via Forres. Third Class sleeping berths between London and Scotland were available from 1928, although the Glasgow to Inverness remained first class only until 1932. From 1936 it was possible to travel from London to Inverness by day, albeit with changes at Edinburgh and Perth. The railways were again placed under government control on 1 September 1939, and Britain was at war two days later.

Britain's railways were nationalised on 1 January 1948 and the former Highland Railway lines were placed under the control of the Scottish Region of British Railways.

The 1955 Modernisation Plan, known formally as the "Modernisation and Re-Equipment of the British Railways", was published in December 1954, and with the aim of increasing speed and reliability the steam trains were replaced with electric and diesel traction. Diesel locomotives replaced steam locomotives from 1958. Diesel multiple units were used on local services between Perth and Blair Atholl and from 1960 cross-country units were used on an accelerated Aberdeen to Inverness service that allowed  hours for four stops. Most of the steam locomotives had been withdrawn by June 1961.

The branches from Muir of Ord to Fortrose closed in 1951 and the Dornoch Light Railway in 1960 as a result of competition from road transport. The former junction station at Stanley closed in 1956. In 1960 twenty stations closed on the line to Wick and Thurso, resulting in significant time savings. The line was diverted on the Kyle of Lochalsh Line in 1954 to allow the level of Loch Luichart to be raised for a hydro-electric project.

In 1963 Dr Beeching published his report "The Reshaping of British Railways", which recommended closing the network's least used stations and lines. This recommended closing all the former lines except those to Perth and Keith. Local trains were withdrawn between Elgin and Keith in 1964, the Aberfeldy branch and the line between Aviemore and Forres closed in 1965 but the lines to the north of Inverness remain. The goods service at individual stations was also withdrawn after Beeching's report.

In the 1969 timetable there were early morning trains between Aberdeen and Inverurie, and five services a day between Aberdeen to Inverness, supplemented by two Aberdeen to Elgin services that by the late 1970s were running through to Inverness. In 1962 the Elizabethan'''s six-hour schedule between London and Edinburgh meant a 9:30 am London departure gave a 9:30 pm arrival at Inverness, with 33 minutes allowed for changing trains at Edinburgh, and a through daytime service from Inverness to London via Perth started in 1974 with the Clansman, and this was replaced in 1984 by the Highland Chieftain with a schedule of about  hours.

 Legacy
, the Highland Railway's main lines out of Inverness are used by ScotRail services to Perth, Keith, Kyle of Lochalsh, and Wick and Thurso. The line south to Perth is single track, apart from double track for a few miles out of Inverness and between  and . There are eleven services a day to Perth that continue onto either Glasgow or Edinburgh. The daily Highland Chieftain service from London King's Cross still runs, taking about eight hours for the journey and the Caledonian Sleeper operates between London Euston to Inverness on six nights a week.

The Aberdeen to Inverness Line currently uses the line to Keith with stations at Nairn, Forres and Elgin. Eleven trains a day run between Aberdeen and Inverness, taking about  hours, supplemented by a couple of early morning trains from Elgin to Inverness. There are plans for a regular hourly Aberdeen to Inverness service with additional hourly trains between Inverness and Elgin and a new station at Dalcross, and Network Rail are evaluating what line upgrades are necessary. The Far North Line is served by four trains a day from Inverness to Wick, via Thurso, taking about  hours, supplemented by four services to Invergordon, Tain or Ardgay. The Kyle Line is served by four trains a day from Inverness that take about  hours.

The Heritage Strathspey Railway operates seasonal services over the former Highland Railway route from  to Grantown-on-Spey via the joint Highland and GNoSR Boat of Garten station. The Dava Way is a long-distance path that mostly follows the route of the former Highland railway line between Grantown and Forres.

Accidents and incidents

On 7 February 1884 there was an accident at Kildonan railway station. A special fish train from Wick approached the station when it derailed and ploughed up several hundred yards of track. The fireman, Alexander Campbell of Wick, died and the engine driver, David Mathieson of Wick was badly injured.
On 29 April 1891 there was a collision at Helmsdale railway station between a down mixed train from Inverness which ran into an engine which had arrived earlier. Major Marindin of the Board of Trade investigated and found that the driver Robert Lindsay deliberately ignored the signals as he would have had difficulty in restarting the train on the rising gradient of 1 in 59.
On 15 June 1915, a bridge over the Baddengorm Burn at Carrbridge, Inverness-shire collapsed in a storm when débris from another bridge upstream was swept into it. A passenger train ran onto it and was derailed. Five people were killed.

 Rolling stock

 Locomotives

 Early designs

When the Highland Railway was created in 1865 it acquired the locomotives of its constituent companies, nearly all of which had been built under the supervision of William Barclay. In these early years locomotives were painted a dark green with numbers on the buffer beam.

The Inverness & Nairn opened in 1855 with two 2-2-2 locomotives with four wheeled tenders, built by Hawthorns of Leith, with a weather board to protect the engine men. Two more were bought by the Inverness & Aberdeen Junction in 1857 and another two were built in 1862, with cabs, by Hawthorns for the Inverness & Ross-shire Railway. These early locomotives had all been scrapped by 1901. Between 1862 and 1864 another eighteen were delivered, slightly larger and with six-wheel tenders; the last sixteen built by Neilson & Co. The majority of these were converted into 2-4-0s between 1869 and 1892 and one, No. 35, lasted until 1923.

Seven goods locomotives, 2-4-0 with four-wheeled tenders, had been built in 1858–59 by Hawthorns, and these were followed in 1862 by two more, slightly larger and with cabs. Two batches of ten 2-4-0 goods locomotives were built in 1863–64 by Sharp, Stewart & Co. These were slightly larger than the previous locomotives; the later ten of them had a longer wheelbase than the previous ten. Three locomotives survived until 1923. The Highland also took over the Findhorn Railway's small 0-4-0 tank engine that had been built by Neilson and the 0-4-0 tank engine that had been bought for the Hopeman branch from Hawthorns.

Barclay resigned in 1865, the year in which Highland Railway was formed, and William Stroudley became the first locomotive supervisor of the new company. The Inverness & Nairn had built a locomotive works at Lochgorm in 1855, just outside Inverness station, and that became the site of the Highland's works. Later, carriage shops were built alongside. Stroudley designed a 0-6-0 saddle tank and three were built at these works between 1869 and 1874. In 1869 he left to join the London, Brighton & South Coast Railway, where more of these locomotives were built, and the class became known as the Terriers. Stroundley painted passenger locomotives yellow with crimson framing and goods locomotives a dark green, and number plates were introduced.

 Jones

David Jones had worked at Lochgorm since 1855, where he had moved at the age of 21 after serving his apprenticeship with the London & North Western Railway. He became locomotive supervisor in 1870. His first design was a 4-4-0 passenger locomotive, with the double chimney that became standard on his Highland Railway locomotives. Ten were built by Dübs & Co. in 1874, and between 1878 and 1888 another seven were built by the Highland at Lochgorm. The tenders had six wheels, but considered small. All were still in service in 1907, but in 1923 only five had survived.

Two 2-4-0 passenger locomotives were built at Lochgram in 1877, followed by three 2-4-0 tank engines in 1878/9 for shunting and branch line duties. The tank engines were rapidly converted to 4-4-0s after problems with the leading axle. After two of the earlier 2-4-0 locomotives had been successfully converted into 4-4-0 for the Dingwall & Skye Railway, nine of the 4-4-0 'Skye Bogie' Class were built between 1882 and 1901. Eight 4-4-0 tender locomotives for main line services were built in 1886 by Clyde Locomotive Co., and a small 0-4-4 saddletank was built at Lochgorm for the Strathpeffer branch in 1890. The 'Strath' Class followed, twelve 4-4-0 locomotives built by Neilson in 1892 for the main-line, to an enlarged form of Jones' standard design. In 1892, Dübs & Co. sold the Highland two 4-4-0 tank engines that had been built for the Uruguay Eastern Railway but not delivered. These were followed by three more in the following year, and these locomotives were used on branch lines.

In 1894 Jones introduced his 4-6-0 goods locomotives, the first with this wheel arrangement on British railways. Fifteen locomotives were built by Sharp, Steward & Co., and ran with six-wheeled tenders. One of these, No. 103, is a static exhibit at the Riverside Museum in Glasgow. Fifteen large 4-4-0s, the 'Loch' Class, arrived from Dübs & Co. in 1896, and these had identical tenders to the goods locomotives.

The Duke of Sutherland purchased a small 2-4-0 tank locomotive, named Dunrobin'', and after the Highland began providing services this was reserved for the Duke's private carriage. After the Duke died in 1892 his son, the 4th Duke of Sutherland, purchased a Jones designed 0-4-4 tank from Sharp, Stewart & Co. that was provided with accommodation in the cab for the Duke's guests. Jones changed the livery of the goods locomotives to black lined with red and white. After 1885 all locomotives were painted a pea green with a darker border, lined with red and white. Number plates were retained.

Drummond
Jones retired in 1896, after an accident testing a locomotive. He was replaced by Peter Drummond, who had worked at LB&SCR, North British and Caledonian Railways before joining the Highland. The first locomotives designed by Drummond were the 'Small Bens' that closely followed locomotive design on the NBR and CR. A total of 20 were built by Dübs & Co., Highland Railway at Lochgorm and North British Loco Co. in 1898–1901 and 1906, these were smaller than the Loch Class, and they normally worked on the line north to Wick and Thurso and east to Keith. Drummond designed a 0-6-0 goods locomotive, and twelve were built between 1900 and 1907 by Dübs & Co. and the North British Loco Co. These had boilers and cylinders interchangeable with the 'Small Bens'.

The 'Castle' Class were a powerful 4-6-0 passenger locomotive with large tenders that ran on two bogies. From 1900 a total of twelve were built, the last two in 1910/11, and they worked between Perth and Inverness. One was fitted in 1912 with a Phoenix superheater, but this was later removed. Between 1903 and 1906 seven tank engines were built at Lochgorm, three 0-6-0s for shunting and four 0-4-4s for branch services. Six 'Big Bens' followed, similar to the 'Small Bens' but with slighter larger boilers. In 1909 and 1911 twelve 0-6-4 tank engines were built, designed for banking.

Drummond changed the locomotive livery soon after joining the company, removing the red lining, edging instead in white, and adding 'HR' on the tenders or tanks and front buffer beams. These initials became 'Highland Railway' in full on the Castle class. After 1903, the locomotives were painted a darker green with no lining and labeled, 'The Highland Railway' on the tenders or tanks. Drummond moved to the Glasgow & South Western Railway in 1912.

Later designs

Fredrick Smith followed as locomotive superintendent; he had been works manager for the Highland since 1903. Four more Castle Class locomotives were built by the North British in 1913, with modifications to the design of the smokebox and chimney. Smith designed the 'River' Class, large 4-6-0 tender locomotives, for working on the Perth main line, and six were ordered from Hawthorn, Leslie & Co. Two arrived in 1915, but as soon as they arrived the Chief Engineer condemned them as being too heavy for the Highland track. Smith resigned and the locomotives were sold to the Caledonian Railway.

Smith was replaced by Christopher Cumming, who had worked for the North British Railway. The demands of World War I meant a shortage of traction, and six locomotives were built to older designs, three 'Loch' Class and three 'Castle' Class, which arrived in 1917. Cumming designed a 4-4-0 tender locomotive, with Robinson superheaters, and two of these also arrived in 1917 to work the Far North Line. Eight 4-6-0 goods locomotives to a Cummings design, also with Robinson superheaters, arrived in 1918–19. The 'Clan' Class was designed for the Perth to Inverness route, 4-6-0 tender locomotives with superheaters and six wheel tenders and eight were built by Hawthorn, Leslie & Co, four in 1919 and four in 1921. Cummings resigned due to ill health early in 1922 and David Chalmers Urie was appointed successor. The Highland Railway ceased to exist on 31 December 1922, passing 173 locomotives to the London, Midland & Scottish Railway; twenty-three of these were withdrawn from traffic before being renumbered by the new company.

Locomotive depots
The principal locomotive depots on the Highland Railway were at Inverness, Perth, Blair Atholl, Forres and Aviemore, which in July 1919 had allocations of 59, 36, 12, 10 and 9 locomotives respectively. The remaining 35 locomotives were spread out among fifteen depots, most of which had only one or two locomotives each: Aberfeldy (1), Burghead (2), Dingwall (4), Dornoch (1), Fochabers (1), Fort George (none), Fortrose (1), Helmsdale (4), Keith (2), Kingussie (2), Kyle of Lochalsh (6), Lybster (2), Tain (2), Thurso (1) and Wick (6). In January 1935, by which time Fochabers and Kingussie had closed, the LMS reorganised its motive power depot structure, and codes were allocated to the depots as follows:

By September 1935, several depots (such as Blair Atholl and Kyle of Lochalsh) had their allocations reduced, but Fort George now had one locomotive allocated. The HR depot at Perth, latterly known as Perth North, closed in 1938 with its locomotives being transferred to Perth South, the former Caledonian depot.

Carriages
The first carriages used by the Inverness & Nairn Railway were of the short four-wheeled type and had accommodation for first and third class. A mail van made in 1858 for the Inverness to Keith route survived until 1903; this was  long, and fitted with Newall's chain brake. Luggage was carried on the roof, behind a railing, where there was also a seat for the guard, and dogs were placed in a boot. Later carriages did not have the seat for the guard and space for luggage on the roof. Longer carriages were ordered for the line to Wick,  long, and these seated 50 passengers in third class. Six-wheeled carriages were introduced in the late 1870s, the first class seating sixteen passenger with access to toilets and the third class seating fifty passengers; these were still lit by oil lamps. Second class accommodation was available after the direct line to Perth opened, but this was not popular as it offering little extra comfort over third class, and was abolished in 1893. A six-wheeled carriage built at Lochgram in 1909 has been preserved by the Scottish Railway Preservation Society.

The first eight-wheeled carriages were three first class sleeping carriages. These accommodated nine passengers, in two single berth compartments and two larger compartments, one for ladies and one for gentlemen. Between 1885 and 1907 the Pullman Car Company provided two specially designed carriages, each sleeping sixteen. A travelling attendant was provided by Pullman and the supplementary fare for a berth was 5s. Carriages from other railways was conveyed on the main line from Perth.

After Drummond became locomotive supervisor at Lochgorm in 1896 the older carriages were replaced by bogie stock that had access to a toilet from both third and first class accommodation, gas lighting and steam heating. Passenger carriages had previously been green with yellow lining, but Drummond painted the upper sides white. The livery reverted to green in 1903, although the sleeping carriages that which replaced the Pullmans and main-line excursion trains were built in varnished teak. Drummond's designs continued to be built until grouping, later carriages included vestibules and electric lighting.

Principal office bearers

See also
List of Highland Railway stations
Henry John Wynne, signals engineer (c1890-1900)

Notes and references

Notes

References

Books

External links

 The Highland Railway Society
 The Highland Railway, includes a map of the system

Railway companies established in 1865
Railway companies disestablished in 1923
Pre-grouping British railway companies
Transport in Highland (council area)
London, Midland and Scottish Railway constituents
1865 establishments in Scotland
1923 disestablishments in Scotland
British companies established in 1865
British companies disestablished in 1923

Highland Railway


Azimutska montaža ili altazimutska montaža je postavljanje astronomskoga teleskopa na dvije osovine, okomitu (azimutsku) i vodoravnu (visinsku), koje omogućuje da se prilikom praćenja dnevnoga gibanja nebeskih tijela teleskop okreće oko obje osovine. Zbog svoje relativne jednostavnosti pogodna je za postavljanje malih amaterskih teleskopa i velikih, računalno upravljanih teleskopa.

Teleskop

Osnovni astronomski instrument je teleskop, koji se pokreće u dvije međusobno okomite ravnine. Za određivanje smjerova u tim ravninama služe kutomjeri. Sam dalekozor ima zadaću da olakša viziranje nebeskog tijela. Prije pronalaska teleskopa u tu su svrhu služile vizirne linije, koje su bile izvedene čisto mehanički. Osi, oko kojih se teleskop pokreće i ravnine u kojima se pokreće, postavljaju se ili u sistemu horizontskog koordinatnog sustava, ili u sistemu nebeskog ekvatorskog koordinatnog sustava. U prvom slučaju postavljanje teleskopa je altazimutsko, u drugom slučaju ekvatorsko ili paralaktičko. U astrometriji astronomski instrumenti primjenjuju altazimutnu ugradnju.

Teleskop je mjerni instrument za astronomsko promatranje i proučavanje elektromagnetskoga zračenja dalekih nebeskih tijela, često opremljen dodatnim instrumentima kao što su fotometar, interferometar i spektroskop (spektroskopija). Prema području elektromagnetskih valova naziva se optički teleskop, radio teleskop, rendgenski teleskop, gama teleskop, teleskop za infracrveno zračenje, teleskop za ultraljubičasto zračenje i drugi. Kako bi se umanjili utjecaji vremenskih prilika i svjetlosnoga zagađenja na astronomska promatranja, opservatoriji se grade na pustim mjestima s mnogo vedrih dana u godini ili se, kada se istražuju elektromagnetski valovi za koje je Zemljina atmosfera slabo propusna ili nepropusna, ili pak kada je potrebno izvesti precizna snimanja bez ikakvih atmosferskih utjecaja, postavljaju na astronomske satelite.

Ekvatorska montaža

Ekvatorska montaža ili paralaktička montaža je postavljanje astronomskoga teleskopa na dvije osovine odabrane tako da se prilikom praćenja dnevnoga gibanja nebeskih tijela teleskop okreće samo oko jedne od njih: osovine usporedne sa Zemljinom rotacijskom osi (polarne osovine) okreću se brzinom kojom se okreće nebeska sfera, to jest 360° za jednoga zvjezdanog dana. Deklinacijska je osovina okomita na polarnu. Po njoj se teleskop pomiče kada se bira nebesko tijelo na nebeskoj sferi.

Izvori

Teleskopi

Azimutska montaža


In fluid mechanics or more generally continuum mechanics, incompressible flow (isochoric flow) refers to a flow in which the material density is constant within a fluid parcel—an infinitesimal volume that moves with the flow velocity.  An equivalent statement that implies incompressibility is that the divergence of the flow velocity is zero (see the derivation below, which illustrates why these conditions are equivalent).

Incompressible flow does not imply that the fluid itself is incompressible.  It is shown in the derivation below that (under the right conditions) even compressible fluids can – to a good approximation – be modelled as an incompressible flow.

Derivation

The fundamental requirement for incompressible flow is that the density, , is constant within a small element volume, dV, which moves at the flow velocity u.   Mathematically, this constraint implies that the material derivative (discussed below) of the density must vanish to ensure incompressible flow.  Before introducing this constraint, we must apply the conservation of mass to generate the necessary relations.  The mass is calculated by a volume integral of the density, :

The conservation of mass requires that the time derivative of the mass inside a control volume be equal to the mass flux, J, across its boundaries.  Mathematically, we can represent this constraint in terms of a surface integral:

The negative sign in the above expression ensures that outward flow results in a decrease in the mass with respect to time, using the convention that the surface area vector points outward.  Now, using the divergence theorem we can derive the relationship between the flux and the partial time derivative of the density:

therefore:

The partial derivative of the density with respect to time need not vanish to ensure incompressible flow.  When we speak of the partial derivative of the density with respect to time, we refer to this rate of change within a control volume of fixed position.  By letting the partial time derivative of the density be non-zero, we are not restricting ourselves to incompressible fluids, because the density can change as observed from a fixed position as fluid flows through the control volume.  This approach maintains generality, and not requiring that the partial time derivative of the density vanish illustrates that compressible fluids can still undergo incompressible flow.  What interests us is the change in density of a control volume that moves along with the flow velocity, u.  The flux is related to the flow velocity through the following function:

So that the conservation of mass implies that:

The previous relation (where we have used the appropriate product rule) is known as the continuity equation.  Now, we need the following relation about the total derivative of the density (where we apply the chain rule):

So if we choose a control volume that is moving at the same rate as the fluid (i.e. (dx/dt, dy/dt, dz/dt) = u), then this expression simplifies to the material derivative:

And so using the continuity equation derived above, we see that:

A change in the density over time would imply that the fluid had either compressed or expanded (or that the mass contained in our constant volume, dV, had changed), which we have prohibited.  We must then require that the material derivative of the density vanishes, and equivalently (for non-zero density) so must the divergence of the flow velocity:

And so beginning with the conservation of mass and the constraint that the density within a moving volume of fluid remains constant, it has been shown that an equivalent condition required for incompressible flow is that the divergence of the flow velocity vanishes.

Relation to compressibility

In some fields, a measure of the incompressibility of a flow is the change in density as a result of the pressure variations. This is best expressed in terms of the compressibility

If the compressibility is acceptably small, the flow is considered incompressible.

Relation to solenoidal field
An incompressible flow is described by a solenoidal flow velocity field.  But a solenoidal field, besides having a zero divergence, also has the additional connotation of having non-zero curl (i.e., rotational component).

Otherwise, if an incompressible flow also has a curl of zero, so that it is also irrotational, then the flow velocity field is actually Laplacian.

Difference from material
As defined earlier, an incompressible (isochoric) flow is the one in which

This is equivalent to saying that

i.e. the material derivative of the density is zero. Thus if one follows a material element, its mass density remains constant. Note that the material derivative consists of two terms. The first term  describes how the density of the material element changes with time. This term is also known as the unsteady term. The second term,  describes the changes in the density as the material element moves from one point to another. This is the advection term (convection term for scalar field). For a flow to be accounted as bearing incompressibility, the accretion sum of these terms should vanish.

On the other hand, a homogeneous, incompressible material is one that has constant density throughout. For such a material, . This implies that,
 and
 independently.

From the continuity equation it follows that

Thus homogeneous materials always undergo flow that is incompressible, but the converse is not true. That is, compressible materials might not experience compression in the flow.

Related flow constraints

In fluid dynamics, a flow is considered incompressible if the divergence of the flow velocity is zero. However, related formulations can sometimes be used, depending on the flow system being modelled. Some versions are described below:

 Incompressible flow: . This can assume either constant density (strict incompressible) or varying density flow. The varying density set accepts solutions involving small perturbations in density, pressure and/or temperature fields, and can allow for pressure stratification in the domain.
 Anelastic flow: . Principally used in the field of atmospheric sciences, the anelastic constraint extends incompressible flow validity to stratified density and/or temperature as well as pressure. This allows the thermodynamic variables to relax to an 'atmospheric' base state seen in the lower atmosphere when used in the field of meteorology, for example. This condition can also be used for various astrophysical systems.
 Low Mach-number flow, or pseudo-incompressibility: . The low Mach-number constraint can be derived from the compressible Euler equations using scale analysis of non-dimensional quantities. The restraint, like the previous in this section, allows for the removal of acoustic waves, but also allows for large perturbations in density and/or temperature. The assumption is that the flow remains within a Mach number limit (normally less than 0.3) for any solution using such a constraint to be valid. Again, in accordance with all incompressible flows the pressure deviation must be small in comparison to the pressure base state.

These methods make differing assumptions about the flow, but all take into account the general form of the constraint  for general flow dependent functions  and .

Numerical approximations

The stringent nature of incompressible flow equations means that specific mathematical techniques have been devised to solve them. Some of these methods include:
 The projection method (both approximate and exact)
 Artificial compressibility technique (approximate)
 Compressibility pre-conditioning

See also
 Bernoulli's principle
 Euler equations (fluid dynamics)
 Navier–Stokes equations

References

Fluid mechanics

Incompressible flow


The Youth Action Network (formerly the National Federation of Youth Action Agencies) was a UK-wide youth organisation that promotes volunteering by young people in their communities.

The organisation was set up in 1989 under the name World Affairs Canada as a support network for Youth Action Agencies across the country, it later changed name to Youth Action Network in 1995.  It was supported itself by the National Youth Agency, though this support ceased with the launch of Millennium Volunteers in 1999.

One of the chief successes of the organisation has been the development of a quality assurance model, based on PQASSO, for its members.

It merged into NCVYS on 9 March 2012

Youth Action Network members include:
Aylesbury Youth Action (founder member)
Youth Action Cambridge (founder member)
Solent Youth Action
The Ivy Project

Youth Action Network currently has around 100 member organisations which pay an annual fee to be a member of the network.

May also stand for young adult novel, in certain circumstances, including and not limited to fanfictions. These fanfictions often refer to movies in the late 20th century.

References

Volunteer organisations in the United Kingdom
Action Network, Youth
1995 establishments in the United Kingdom
Organizations established in 1995

Youth Action Network


Olaylar
 Gaius Caesar ve kardeşi Lucius Caesar, Roma İmparatoru Augustus tarafından evlatlık edinildi ve mirasçısı haline geldiler.

Doğumlar
 11 Aralık - Gnaeus Domitius Ahenobarbus, Julio-Claudian Hanedanı'na mensup Roma İmparatorlarıyla yakın akrabalık ilişkileri bulunan konsül (ö. 40)
 tarihi bilinmeyen
 Arminius, Varus Savaşı'nda Roma ordusunu yenilgiye uğratmış bir Çerusker şefi (ö. 21) (bazı kaynaklara göre d. MÖ 18)
 Lucius Caesar, Marcus Vipsanius Agrippa ve Yaşlı Julia'nın ikinci oğlu (ö. 2)

Ölümler

MÖ 17


Albert Camus (1913-1960), Fransız yazar ve filozof
 Albert Einstein (1879-1955), Yahudi asıllı Alman kuramsal fizikçi
 Albert Szent-Györgyi (1893-1986), Macar fizyolog
 Aldous Huxley (1894–1963), İngiliz yazar
 Aleksander Kwaśniewski (d. 1954), Polonya devlet başkanı
 Alexander von Humboldt (1769-1859), Alman doğabilimci ve kâşif
 Alfred Kastler (1902-1984), Fransız fizikçi
 Anthony Hopkins, (1937), CBE (Britanya İmparatorluk Nişanı) sahibi, Galli film ve televizyon oyuncusu, besteci ve ressam
 Bertrand Russell (1872-1970), İngiliz filozof ve matematikçi
 Bill Gates (d. 1955), Amerikalı iş insanı, Microsoft'un kurucusu
 Bill Maher (d. 1956) Amerikalı komedyen
 Brian Greene (d. 1963), Amerikalı fizikçi
 Carl Sagan (1934-1996), Amerikalı gökbilimci
 Carolyn Porco (d. 1953), Amerikalı gezegenbilimci
 Cenk Uygur (d. 1970), Türk asıllı Amerikalı gazeteci ve politika yorumcusu
 Charles Darwin (1809-1882), İngiliz natüralist
 Charlie Chaplin (1889-1977), İngiliz sinema yönetmeni, oyuncu ve yazar
 Chen Ning Yang (d. 1922), Çin asıllı Amerikalı fizikçi
 Clement Attlee (1883-1967), Britanyalı siyasetçi
 Sir David Attenborough (d. 1926), İngiliz natüralist
 Edward Morgan Forster (1879-1970), İngiliz yazar
 Elon Musk (d. 1971), Teknoloji girişimcisi ve mühendis
 Émile Durkheim (1858-1917), Fransız sosyolog
 Epikür (M.Ö. 341-M.Ö. 270), Antik Yunan filozof
 François Hollande (d. 1954), Fransa cumhurbaşkanı
 Franz Kafka (1883-1924), Yahudi yazar
 Franz Schubert (1797-1828), Avusturyalı besteci
 George Gaylord Simpson (1902-1984), Amerikalı taşılbilimci
 Hannah Arendt (1906-1975), Yahudi asıllı Alman siyaset bilimci
 Heinz Fischer (d. 1938), Avusturya cumhurbaşkanı
 Helen Clark (d. 1950), Yeni Zelanda eski başbakanı
 Howard Walter Florey (1898-1968), Avustralyalı farmakolog ve patolog
 H. P. Lovecraft (1890–1937), Amerikalı korku kurgu yazarı
 Immanuel Kant (1724–1804), Alman filozof
 Irvin D. Yalom (d. 1931), Amerikalı varoluşçu psikiyatrist
 Isaiah Berlin (1909-1997), İngiliz filozof
 Jacob Bronowski (1908-1974), Polonyalı matematikçi, biyolog, tiyatro yazarı, şair ve mucit
 James Joyce (1882 - 1941), İrlandalı şair
 Janusz Korczak (1878-1942), Polonyalı çocuk kitabı yazarı, pediyatrist ve pedagog
 Jean Henry Dunant (1828-1910), İsviçreli yazar, iş insanı ve Kızılhaç Teşkilâtı'nın kurucusu
 Johannes Brahms (1833-1897), Alman besteci, piyanist ve orkestra şefi
 John Key (d. 1961), Yeni Zelanda başbakanı
 Karl Popper (1906-1994), Avusturya asıllı Britanyalı felsefeci
 Lale Mansur (d. 1956), Türk sinema ve dizi oyuncusu
 Larry King (d. 1933), Amerikalı televizyon ve radyo sunucusu
 Lawrence Krauss (d. 1954), Kanada asıllı Amerikalı fizikçi ve evrenbilimci
Linus Torvalds (d. 1969), Finlandiya asıllı Amerikalı yazılım mühendisi
 Ludwig Wittgenstein (1889-1951), Avusturya asıllı Britanyalı filozof
 Marie Curie (1867–1934), Polonya asıllı Fransız fizikçi
 Mark Twain (1835-1910), Amerikalı yazar
 Martin Heidegger (1889-1976), Alman filozof
 Matt Groening (d. 1954), Amerikalı çizgifilm yazarı
 Matt Stone (d. 1971), Amerikalı-Yahudi komedyen ve South Park'ın iki yapımcısından birisi
 Mete Tunçay (d. 1936), Türk siyaset bilimci ve tarih profesörü
 Michelle Bachelet (d. 1951), Şili eski devlet başkanı
 Milton Friedman (1912–2006), Amerikalı ekonomist
 Monica Bellucci (d. 1964), İtalyan oyuncu
 Neil deGrasse Tyson (d. 1958), Amerikalı astrofizikçi
 Nikola Tesla (1856-1943), Sırp asıllı Amerikalı mucit ve fizikçi
 Olaf Stapledon (1886–1950), İngiliz felsefeci ve bilimkurgu yazarı
 Osman Necmi Gürmen (d. 1927), Türk yazar
 Protagoras (M.Ö. 481-M.Ö. 420), Antik Yunan sofist ve ilk büyük hümanist
 Ricardo Lagos (d. 1938), Şili eski devlet başkanı
 Robert G. Ingersoll (11 Ağustos 1833 - 21 Temmuz 1899), "The Great Agnostic" lakaplı Amerikalı hatip, aktivist ve siyasetçi
 Sean Penn (d. 1960), Amerikalı aktör.
 Stendhal (1783-1842), Fransız yazar.
 Stephen Jay Gould (1941-2002), Amerikalı paleontolog, jeolog, zoolog, taksonom ve bilim tarihçisi
 Sting (d. 1951), İngiliz müzisyen
 Susan B. Anthony (1820-1906), Amerikalı kadın hakları savunucusu
 Thomas Eakins (1844-1916), Amerikalı ressam, heykeltıraş ve güzel sanatlar eğitmeni
 Thomas Henry Huxley (1825-1895), agnostisizm terimini oluşturan İngiliz filozof ve biyolog
 Trey Parker (d. 1969), Amerikalı komedyen ve South Park'ın iki yapımcısından birisi
 Venkata Raman (1888-1970), Hint fizikçi
 Vladimir Prelog (1906-1998), Hırvat-İsviçreli kimyager
 Warren Buffett (d. 1930), Amerikalı iş insanı
 Wilhelm Reich (1897-1957), Avusturya asıllı Amerikalı psikiyatrist ve psikanalist
 William Edward Burghardt Du Bois (1868-1963), Amerikalı toplumbilimci

Kaynakça

Dinî listeler
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Randy S. Ferbey (born May 30, 1959) is a Canadian retired curler from Sherwood Park, Alberta. Ferbey is a six-time Canadian champion and a four-time World Champion. He currently coaches the Rachel Homan women's team.

Born in Edmonton, Alberta, Ferbey notably popularized the system of having the skip throw third rocks, when he skipped the team nicknamed "the Ferbey Four", a team that he won four Briers (2001, 2002, 2003, 2005) and narrowly missed winning the 2004 final after giving up a 7–3 lead to Mark Dacey. Others teams in both men's and women's curling have adopted the system of not having the skip throw last stones, such as the Margaretha Sigfridsson rink, who would win an Olympic Silver medal and numerous World silver medals and European gold medals by skipping while throwing lead stones, and Jim Cotter throwing last rocks for John Morris who would together reach the finals of both 2014 Olympic Curling Trials and 2014 Brier. The Ferbey Four also popularized the "numbered zones", when calling out the weight of various draw shots. Many consider the quartet together at its peak from 2002–2006 to be either the best team or very near to the best team in curling history. Nedohin's often near perfect shotmaking (regularly having games in the high 90s), Ferbey's extremely aggressive shot calling, and the stellar brushing and front end stones of Marcel Rocque and Scott Pfeifer (nicknamed Huff and Puff for their tireless work on the broom) made them an incredibly difficult challenge for every opponent.

All together, he has played in eight Briers, six World Championships, four Continental Cups, skipped in two Canadian Mixed Curling Championships, won three Canada Cups, and two TSN Skins Games. In In 2019, Ferbey was named the greatest Canadian male third in history in a TSN poll of broadcasters, reporters and top curlers. As he threw third stones for most of his career, Ferbey was considered a third rather than a skip as his position.

Career

Early years with Pat Ryan
Ferbey participated in his first Brier in 1987 as a third for Pat Ryan. His first Brier would be a disappointment, as they finished with a 6–5 record. The next year however, Ferbey, Ryan and their team Alberta mates Don Walchuk and Don McKenzie won the Brier, and were thus crowned Canadian champions defeating Eugene Hritzuk of Saskatchewan 8–7 in the final. At the 1988 Worlds, Team Ryan won the silver medal, losing in the finals to Eigil Ramsfjell of Norway 5–4. As defending champions at the 1989 Brier, Team Ryan would not disappoint, capturing their 2nd Canadian championship defeating Rick Folk of British Columbia in a non-eventful 3–2 victory. It was low scoring games like this one, and by teams like Ryan's dubbed the "Ryan Express" that forced the Canadian Curling Association and World Curling Federation to implement the 3-rock rule, and later the 4-rock rule to force more offense. At the 1989 Worlds, Ferbey and Team Ryan won their first World Championships, beating Switzerland's Patrick Hürlimann in the finals. In 1990, Ferbey left the team, and was unsuccessful at attempting to make it to the Brier with his new team of Don Walchuk, Pat McCallum, and Greg Muzechka.  Although they did make it to the final four teams at the 1990 Alberta Championships, failing to make the 1990 Labatt Brier in Sault Ste. Marie, Ontario.

The "Ferbey Four"
After playing his last season with Ryan in 1997 where he played in the British Columbia playdowns, Ferbey teamed up with a young David Nedohin in 1997 with Carter Rycroft and Pat McCallum.  After a reasonably successful season, reaching the Semi-Finals of the World Curling Tour Championship, and winning the Edmonton Superleague, Ferbey picked up Scott Pfeifer, bumping Rycroft to lead.

In 1999, Rycroft left the team to play with Ferbey's main rival, Kevin Martin. Rycroft was replaced by Marcel Rocque. The Ferbey Four that would dominate the Brier for the next few years was complete. Ferbey made his return to the Alberta provincials in 1999.  While they didn't win, they did return in 2001 with a bang. They would win the Alberta final against Kevin Martin, 6–4, and then won the 2001 Nokia Brier as well beating Kerry Burtnyk of Manitoba 8–4 in the final. This sent the team to the 2001 Worlds where they lost both their semi-final game and the bronze medal game, which they gave up to Pål Trulsen of Norway. In 2002, Team Ferbey won their second straight provincial final, defeating Mike Vavrek 6–5. Ferbey then went on to win his fourth Brier, the 2002 Nokia Brier, which was his team's 2nd. They beat John Morris 9–4 in the final. This time, at the 2002 Worlds in Bismarck, North Dakota his team won the championship, beating the same Pål Trulsen, 10–5. After defeating Jamie King 10–3 in the 2003 Alberta final, Ferbey and his team would return to the Brier, in 2003 in Halifax, Nova Scotia. In the finals, they beat the home-town favourites Mark Dacey 8–4 in the finals. At the 2003 Ford World Curling Championship, his team won their 2nd world title, beating Ralph Stöckli of Switzerland 10–6 in the finals. The team won their fourth provincial title in 2004, defeating the Kurt Balderston rink in the final, 8–5. The 2004 Nokia Brier was a blip on his team's record. After returning to the Brier for the fourth straight year, an unprecedented feat especially considering the great number of good teams in Alberta, his team would bow out in the final. After a 10–1 round-robin record, Ferbey and his team lost out to the same team they beat the previous year, Mark Dacey of Nova Scotia, in a 10–9 game where Ferbey's team surrendered a lead. However, Team Ferbey did not give up, and their reign would not be over. In 2005, they once again won the Alberta championships, for a record fifth time, defeating the Jamie King rink 8–6 in an extra end.  The team once again won the 2005 Canadian championships, setting a record, as his team became the first to win four championships as a team. The final was against Nova Scotia again, albeit a different team, that of Shawn Adams. In another close game, team Ferbey pulled it out and won 5–4 in the final. His trip to the 2005 Men's Ford World Curling Championships were marked with struggles, as the team finished the round-robin with three losses – tied for first with five other teams. After having a 4–3 record, Ferbey mounted eight straight wins for the championship over David Murdoch of Scotland in a convincing 11–4 victory. Additionally, the Ferbey rink was the first team in history to score five on any single end in the world finals – and they managed this feat twice at the 2005 Ford World Curling Championships.

Many attribute Ferbey's success during this time to the boycott that other major teams of the early 2000s had of the Brier, to play in Grand Slam events. Ferbey did not boycott the Brier, and as a result, played in very few Grand Slam events.  This however could only possibly be applied to his 2002 and 2003 Brier wins, as his first Brier title in 2001 was before the emergence of the official Grand Slam circuit with all top teams involved in provincial playdowns, and his final Brier title in 2005 was after the conflict had been resolved and player's boycott lifted with all now participating in provincial playdowns.  After Ferbey's run of 4 Brier wins from 2001–2005, Ferbey rink failed to win another provincial title, as Kevin Martin's rink would win the 2006, 2007, 2008 and 2009 provincial tournaments; from 2007 onwards with a new team with young guns Ben Hebert and Marc Kennedy as his front end, and former rival John Morris as his third. The Ferbey four would still remain one of the top teams in the country however, as they would win three Grand Slam events in their career, but Kevin Martin and Glenn Howard would supplant Team Ferbey as the two dominant teams in the country over this quadrennial. David Nedohin would lose his edge as the games top shooter over this period as well.

One of the big disappoints for the team was their failure to qualify for the Olympics. After winning their first Brier, the team went 5–4 at the 2001 Canadian Olympic Curling Trials, missing out on the playoffs or a tiebreaker by just 1 game. In 2005 after winning their final Brier, they finished just 4–5 at the Trials that year. In 2009, the team had another disappointing Olympic Trials, finishing 3–4.

Teaming up with Brad Gushue
In April 2010, Randy Ferbey announced he would be joining Brad Gushue's team effective for the 2010-11 curling season. Ferbey will skip the team, but throw third rocks like he had been with his former team. Previous third, Mark Nichols, will be bumped up to the second position and Ryan Fry will play lead. Jamie Korab, the past lead on Team Gushue, decided to take a year or two off. In an ironic twist, the final game played by the Ferbey four would be against Gushue in the quarterfinals of the 2010 Players' Championships. Ferbey lost to Gushue 8–3. In their first event as a team, the rink lost to Thomas Lips in the final of the 2010 Baden Masters.

In December 2010, Randy Ferbey and David Nedohin announced they would team up once again in an attempt to play in the 2011 Boston Pizza Cup for a chance to represent Alberta at the 2011 Tim Hortons Brier.

On February 9, 2011, Randy Ferbey announced his time curling with Brad Gushue had come to an end. He stated he knew after the Canadian Open Grand Slam Event, he was done curling with them.

The final season and retirement
In the 2011–12 curling season, Ferbey teamed up with longtime teammate David Nedohin, who threw fourth stones. Ferbey skipped at third position, and Ted Appelman and Brendan Melnyk played as second and lead, respectively. They fared rather well on the World Curling tour, winning The Shoot-Out and finishing second at the Cactus Pheasant Classic. However, they failed to qualify for the playoffs at the 2011 World Cup of Curling and the 2011 BDO Canadian Open of Curling.

Ferbey decided to retire from competitive curling after attempting to construct a team that might be able to qualify for the 2013 Olympic Trials, a plan which ultimately failed when Nedohin decided to form his own team. He was inducted into the WCF Hall of Fame in 2014.

In 2023 Ferbey and his Team Ferbey rinkmates (David Nedohin, Scott Pfeifer and Marcel Rocque) were inducted into Canada's Sports Hall of Fame.

Personal life
Ferbey is a representative for Everest Funeral Concierge Service. He is married and has three children.

Teams

Grand Slam record

References

External links

 Team statistics at CurlingZone
 Brier stats

1959 births
Living people
Canadian male curlers
Brier champions
Canadian people of Ukrainian descent
Curlers from Edmonton
World curling champions
Continental Cup of Curling participants
Canada Cup (curling) participants
Canadian curling coaches

Randy Ferbey


The University Corporation for Atmospheric Research (UCAR) is a US nonprofit consortium of more than 100 colleges and universities providing research and training in the atmospheric and related sciences. UCAR manages the National Center for Atmospheric Research (NCAR) and provides additional services to strengthen and support research and education through its community programs. Its headquarters, in Boulder, Colorado, include NCAR's Mesa Laboratory, designed by I.M. Pei.

UCAR was established in 1959 by faculty from 14 leading universities to support and nourish the atmospheric sciences. They were motivated by a newly recognized need for pooled observational and computational facilities and a strong research staff, which together would allow the academic community to carry out complex, long-term scientific programs beyond the reach of individual universities.

This group's first major action, in partnership with the National Science Foundation, was to establish NCAR. Since then, UCAR has managed NCAR on behalf of NSF to address pressing scientific and societal needs involving the atmosphere and its interactions with the oceans, land, and Sun—what is now called Earth system science.

Community programs

UCAR's role in supporting and complementing the work of academia has grown to include new research, service, and education efforts, including

 COMET Program - offers professional training on site and online in meteorology, weather hazards, hydrology, oceanography, emergency management, and environmental science
 COSMIC Program - supports satellite and ground-based observations and research using GPS technology for meteorology, climate, and ionospheric studies
 GLOBE Program - provides hands-on, school-based learning and collaboration with a global network of students, scientists, and educators
 Joint Office for Science Support - supports community research, conference, and field projects
 National Science Digital Library Resource Center and Digital Learning Sciences - supports and sustains community digital education projects
 Unidata Program - provides streaming observational data to university classrooms and researchers around the world
 Visiting Scientist Programs - places postdoctoral fellows and visiting scientists at partner institutions

The organization hosts numerous workshops, community meetings, and opportunities for collaboration throughout the year.

Governance and funding

As of 2016, UCAR comprises 109 member colleges and universities and 52 international affiliates. The organization has a total of 1,390 staff, including 877 at NCAR and 282 engaged in community programs. Total expenditures for fiscal year 2015 (October 2014–September 2015) were approximately $204.2 million.

UCAR and NCAR are headquartered in Boulder, Colorado, spread across four campuses. Ancillary activities take place in Cheyenne, Wyoming, Washington, D.C., and in about 15 other states.

Walter Orr Roberts was UCAR's first president. Antonio J. Busalacchi Jr. has been UCAR president since August 2016.

List of members
Appalachian State University
Arizona State University
Brown University
California Institute of Technology
Central Michigan University
Clemson University
Coastal Carolina University
College at Brockport
College of Charleston
Colorado State University
Columbia University
Cornell University
Dartmouth College
Drexel University
Duke University
Embry-Riddle Aeronautical University
Florida Institute of Technology
Florida State University
George Mason University
Georgia Institute of Technology
Hampton University
Harvard University
Howard University
Indiana University
Iowa State University
Jackson State University
Johns Hopkins University
Louisiana State University
Massachusetts Institute of Technology
McGill University
Metropolitan State University of Denver
Michigan State University
Michigan Technological University
Millersville University
Mississippi State University
Naval Postgraduate School
Desert Research Institute
New Mexico Institute of Mining & Technology
New York University
North Carolina A&T University
North Carolina State University
Northern Vermont University-Lyndon
Old Dominion University
Oregon State University
Pennsylvania State University
Plymouth State University
Princeton University
Purdue University
Rice University
Rutgers University
San Diego State University
St. Cloud State University
Saint Louis University
San Francisco State University
San José State University
Scripps Institute, University of California, San Diego
South Dakota School of Mines & Technology
Stanford University
University at Albany
SUNY Oswego
Stony Brook University
Texas A&M University
Texas A&M University, Corpus Christi
Texas State University
Texas Tech University
United States Naval Academy
Universidad Metropolitana
University of Alabama
University of Alabama in Huntsville
University of Alaska, Fairbanks
University of Arizona
University of British Columbia
University of California, Berkeley
University of California, Davis
University of California, Irvine
University of California, Los Angeles
University of Chicago
University of Colorado
University of Connecticut
University of Delaware
University of Denver
University of Georgia
University of Hawaiʻi at Mānoa
University of Houston
University of Illinois at Urbana-Champaign
University of Iowa
University of Kansas
University of Louisiana at Monroe
University of Maine
University of Maryland, Baltimore County
University of Maryland, College Park
University of Massachusetts Amherst
University of Massachusetts Lowell
University of Miami
University of Michigan
University of Minnesota, Twin Cities
University of Missouri
University of Nebraska-Lincoln
University of New Hampshire
University of North Carolina at Asheville
University of North Dakota
University of Northern Colorado
University of Oklahoma
University of Rhode Island
University of Saskatchewan
University of Texas at Arlington
University of Texas at Austin
University of Texas at El Paso
University of Toronto
University of Utah
University of Virginia
University of Washington
University of Wisconsin-Madison
University of Wisconsin-Milwaukee
University of Wyoming
Utah State University
Valparaiso University
Washington State University
Western Illinois University
Woods Hole Oceanographic Institution
Yale University
York University

UCAR Presidents

A list of all UCAR presidents is given below.

In addition to NSF sponsorship, funding includes grants from and contracts with the National Oceanic and Atmospheric Administration (NOAA), National Aeronautics and Space Administration (NASA), the Department of Defense (DOD), Federal Aviation Administration (FAA), Department of Energy (DOE), Environmental Protection Agency (EPA), and other agencies and organizations.

References

External links

 National Center for Atmospheric Research (NCAR)

Meteorology and climate education
Meteorological organizations based in the United States
Meteorological research institutes


Katolik Haber Ajansı (KNA), Alman Katolik Kiliseleri Birliği çatısı altında faaliyet gösteren haber ajansı. 1952 yılında kurulan ajansın merkezi Bonn'da bulunmaktadır. Kurum, radyo-Televizyon ve yazılı basın için haber üretiminde bulunmaktadır.

Dış bağlantılar
 KNA

Almanya'da Katolik kilisesi
Almanya merkezli medya şirketleri
Bonn merkezli şirketler
Hristiyan medya
Almanya merkezli haber ajansları
1952'de kurulan kuruluşlar

Katolik Haber Ajansı


La  élection du gouverneur de Bangkok s'est tenue le , soit la première depuis le coup d'État de 2014, la dernière élection démocratique remontant ainsi à 2013. Elle se tient en même temps que celle du conseil métropolitain de Bangkok.

Chadchart Sittipunt, candidat indépendant, ancien membre influent du Pheu Thai et ministre des Transports dans le gouvernement de Yingluck Shinawatra, récolte la majorité des voix (plus d'1,3 million), et dépasse le record de son prédécesseur élu en 2013, Sukhumbhand Paribatra du Parti démocrate, qui avait récolté plus d'1,2 million de voix. Par cette majorité absolue, il devance les candidats arrivés loin derrière, notamment le second, Suchatvee Suwansawat du Parti démocrate, et Wiroj Lakkhanaadisorn de Aller de l'Avant.

La Commission électorale confirme l'élection de Chadchart Sittipunt le .

Galerie

Notes et références

Bangkok
Élection en Thaïlande
2022 en Thaïlande

Élection du gouverneur de Bangkok de 2022


Earl of Bessborough is a title in the Peerage of Ireland. It was created in 1739 for Brabazon Ponsonby, 2nd Viscount Duncannon, who had previously represented Newtownards and County Kildare in the Irish House of Commons. In 1749, he was given the additional title of Baron Ponsonby of Sysonby, in the County of Leicester, in the Peerage of Great Britain, which entitled him to a seat in the British House of Lords. The titles Viscount Duncannon, of the fort of Duncannon in the County of Wexford, and Baron Bessborough, of Bessborough, Piltown, in the County of Kilkenny, had been created in the Peerage of Ireland in 1723 and 1721 respectively for Lord Bessborough's father William Ponsonby, who had earlier represented County Kilkenny in the Irish House of Commons.

The first Earl was succeeded by his eldest son, the second Earl. He was a Whig politician and served as a Lord of the Treasury, a Lord of the Admiralty and as Joint Postmaster General. His son, the third Earl, represented Knaresborough in the House of Commons as a Whig and like his father served as a Lord of the Admiralty. He was succeeded by his eldest son,  the fourth Earl. He was a prominent Whig politician and served as First Commissioner of Woods and Forests, as Home Secretary, as Lord Privy Seal and as First Lord of the Admiralty. In 1834, ten years before he succeeded his father, he was raised to the Peerage of the United Kingdom in his own right as Baron Duncannon, of Bessborough in County Kilkenny. His eldest son, the fifth Earl, was a Liberal politician and held office under Lord Russell and William Ewart Gladstone as Lord Steward of the Household. He was childless and was succeeded by his younger brother, the sixth Earl. He never married and on his death in 1906, the titles passed to his younger brother, the seventh Earl. He was a clergyman. His grandson, the ninth Earl, was a Conservative politician and also served as Governor General of Canada from 1931 to 1935. In 1937, he was created Earl of Bessborough in the Peerage of the United Kingdom. His son, the tenth Earl, sat on the Conservative benches in the House of Lords and served as Joint Under-Secretary of State for Education in 1964 and as Minister of State at the Ministry of Technology in 1970. He was later a member of the European Parliament. Lord Bessborough had one daughter but no sons, and on his death in 1993, the 1937 earldom became extinct. He was succeeded in the other titles by his first cousin, who became the eleventh Earl. He was the son of Major the Hon. Cyril Myles Brabazon Ponsonby, second son of the eighth Earl. , the titles are held by his son, the twelfth Earl, who succeeded in 2002.

Several other members of the family have gained distinction. The Hon. John Ponsonby, second son of the first Earl, served as Speaker of the Irish House of Commons and was the father of William Ponsonby, 1st Baron Ponsonby, and George Ponsonby, Lord Chancellor of Ireland. Major-General the Hon. Sir Frederick Cavendish Ponsonby, second son of the third Earl, was the father of General Sir Henry Frederick Ponsonby, who was the father of Frederick Ponsonby, 1st Baron Sysonby, and Arthur Ponsonby, 1st Baron Ponsonby of Shulbrede. The Hon. William Ponsonby, third son of the third Earl, was created Baron de Mauley in 1838 while Lady Caroline Ponsonby, only daughter of the third Earl, was the wife of Prime Minister William Lamb, 2nd Viscount Melbourne, but is perhaps best remembered for her affair with Lord Byron. Sir Spencer Ponsonby-Fane, sixth son of the fourth Earl, was for many years Comptroller of the Lord Chamberlain's Department and was admitted to the Privy Council in 1901.

Family seat

The present family seat is Stansted Park, near Stoughton, West Sussex, acquired by the 9th Earl in 1924. Previous family seats include Bishopscourt House near Bishopscourt, County Kildare, and Parkstead House in Roehampton, London. The family's former main seat in Ireland was Bessborough House, built in the 1740s for the 1st Earl. Located near the village of Piltown in the south of County Kilkenny, the house was sold by the 9th Earl in the late 1930s. Bessborough House is now part of Kildalton Agricultural College.

Baron Bessborough (1721)
William Ponsonby, 1st Baron Bessborough (1659–1724; created Viscount Duncannon in 1723)

Viscount Duncannon (1723)
William Ponsonby, 1st Viscount Duncannon (1659–1724)
Brabazon Ponsonby, 2nd Viscount Duncannon (1679–1758; created Earl of Bessborough in 1739)

Earl of Bessborough (1739)
Brabazon Ponsonby, 1st Earl of Bessborough (1679–1758; created Baron Ponsonby of Sysonby [GB] in 1749)
William Ponsonby, 2nd Earl of Bessborough (1704–1793)
Frederick Ponsonby, 3rd Earl of Bessborough (1758–1844)
John William Ponsonby, 4th Earl of Bessborough (1781–1847; created Baron Duncannon [UK] in 1834)
John George Brabazon Ponsonby, 5th Earl of Bessborough (1809–1880)
Frederick George Brabazon Ponsonby, 6th Earl of Bessborough (1815–1895)
Walter William Brabazon Ponsonby, 7th Earl of Bessborough (1821–1906)
Edward Ponsonby, 8th Earl of Bessborough (1851–1920)
Vere Brabazon Ponsonby, 9th Earl of Bessborough (1880–1956; created Earl of Bessborough [UK] in 1937)
Frederick Edward Neuflize Ponsonby, 10th Earl of Bessborough (1913–1993)
Arthur Mountifort Longfield Ponsonby, 11th Earl of Bessborough (1912–2002)
Myles Fitzhugh Longfield Ponsonby, 12th Earl of Bessborough (born 1941)

Present peer
Myles Fitzhugh Longfield Ponsonby, 12th Earl of Bessborough (born 16 February 1941), is the son of the 11th Earl and his wife Patricia Minnigerode. He was educated at Harrow School and Trinity College, Cambridge, where he graduated MA. He is also a Fellow of the Institute of Chartered Accountants in England and Wales.

He was styled as Viscount Duncannon between 1993 and 5 April 2002, when he succeeded his father as Earl of Bessborough (I., 1739), Viscount Duncannon (I., 1723), Baron Bessborough (I., 1721), Baron Ponsonby of Sysonby (G.B., 1749), and Baron Duncannon of Bessborough (U.K., 1834).

In 2003 he was living at Stansted Park, Rowland's Castle, Hampshire.

In 1972, he married Alison Marjorie Storey, daughter of William Storey, and they have three children:
Frederick Arthur William Ponsonby, Viscount Duncannon (born 1974), heir apparent, whose heir is his son, the Hon. William August Longfield Ponsonby (born 2008)
Lady Chloë Patricia Ponsonby (born 1975)
Henry Ponsonby (born 1977)

Male-line family tree

Relationship with other Ponsonby families
The baronies Ponsonby of Shulbrede and de Mauley are in the remainder for the earldom of Bessborough. The present holders – Frederick Ponsonby, 4th Baron Ponsonby of Shulbrede, and Rupert Ponsonby, 7th Baron de Mauley – are both fifth cousins of the 12th Earl of Bessborough (and of each other, both being descendants of younger sons of the 3rd Earl; see chart below).

It is however unlikely that either of them would inherit the earldom, as the 12th Earl has two sons and a grandson, as well as two younger halfbrothers, both of whom with male issue. There is also an unbroken line of male descendants from the fourth son of the 7th Earl.

See also
Baron Sysonby
Baron Ponsonby of Shulbrede
Baron de Mauley
Ponsonby baronets of Wootton
Baron Ponsonby of Imokilly

Notes

References

 Kidd, Charles, Williamson, David (editors). Debrett's Peerage and Baronetage (1990 edition). New York: St Martin's Press, 1990.

External links

Stansted Park
Bessborough House, Kilkenny, Ireland

Earldoms in the Peerage of Ireland
Earl
Earl
Extinct earldoms in the Peerage of the United Kingdom
Noble titles created in 1739
Noble titles created in 1937
Noble titles created for UK MPs

Earl of Bessborough


Chausseehaus ist ein Gemeindeteil der Gemeinde Neusitz im Landkreis Ansbach (Mittelfranken, Bayern).

Geographie
Die Einöde liegt etwas abseits von der Staatsstraße 2250, die dort eine Anschlussstelle (AS 108) an die A 7 hat.

Geschichte
Der Ort war ein Chausseehaus an der von Rothenburg ob der Tauber nach Ansbach führenden Chaussee und gehörte ursprünglich zur Reichsstadt Rothenburg. Mit dem Gemeindeedikt (Anfang des 19. Jahrhunderts) wurde Chausseehaus dem Steuerdistrikt Schweinsdorf und der Ruralgemeinde Neusitz zugewiesen.

Einwohnerentwicklung

Religion
Der Ort ist evangelisch-lutherisch geprägt und nach Heilig Kreuz (Neusitz) gepfarrt. Die Einwohner römisch-katholischer Konfession sind nach St. Johannis (Rothenburg ob der Tauber) gepfarrt.

Weblinks

Fußnoten

Geographie (Neusitz)
Ort im Landkreis Ansbach
Ersterwähnung 1818
Einzelsiedlung

Chausseehaus (Neusitz)