Browsing Tag: yt:cc=on


    Brisbane Metro

    September 27, 2019

    Brisbane is growing and so is the demand for
    faster, more efficient public transport. That’s why Brisbane City Council has expanded
    Brisbane Metro, providing more services to more people. By 2041, Brisbane will support more than 1.2
    million jobs through our growing economy. More than 630,000 of these will be located
    in the inner city, increasing demand for more public transport. Our inner city busway stations and CBD bus
    stops are already at capacity during peak times causing congestion, queuing and lengthy
    delays. With two thirds of Brisbane public transport
    passengers using buses, now is the time to evolve our public transport system. If we don’t the numbers of buses in the CBD
    will double, choking inner city streets and slowing down our economy. But there is a solution. Brisbane Metro will introduce a modern, high-frequency
    metro system to the inner city and suburbs. A fleet of high capacity Metro vehicles will
    service two new Metro lines along parts of the existing busway. Metro 1 will link Eight Mile Plains to Roma
    Street and Metro 2 will link Royal Brisbane Women’s Hospital to UQ. By fixing critical bottlenecks and introducing
    improvements like off-board ticketing and multi-door boarding, your journey will be
    faster and more reliable. Travel between Buranda and King George Square
    station will be up to 30 per cent faster in the morning peak and up to 50 per cent faster
    in the evening peak. And with services every three minutes in peak
    periods and every five minutes throughout the day, Brisbane Metro means fewer delays,
    shorter commutes and easy transfers. Passengers wil be able to connect to Metro
    services at 18 stations and transfer between Metro, bus and rail at 11 locations. You will also be able to easily connect to
    the planned Cross River Rail at Roma Street and Boggo Road. Brisbane Metro is Council’s first step in
    introducing a network of high frequency Metro and improved Glider services across the city. This means you can spend less time commuting
    and more time enjoying everything Brisbane has to offer. It’s all part of Council’s vision for a more
    sustainable, more liveable New World City.

    À la rencontre de nos conducteurs : Raymond
    Articles, Blog

    À la rencontre de nos conducteurs : Raymond

    September 24, 2019

    Je conduis depuis 35 ans, j’ai eu mon emploi
    au mois de mai 1980. Il y avait eu des annonces dans le journal donc j’avais envoyé mon CV
    puis j’ai été appelé pour passer un test et signer un formulaire. Là je voyais sortir
    des personnes, je les regardais sortir, il y a en qui avaient la mine basse. Quand ça
    a été mon tour d’entrer dans la salle, ils m’ont mesuré. Ils embauchait des conducteurs
    entre 25 et 35 ans qui mesuraient au minimum 5 pieds et 8 pouces, ce qui est pile ma tête.
    Quand je me suis mis dos au mur, je me suis étiré le cou au maximum pour être sûr.
    Et ça a passé à 5,8 juste juste juste! On était 450 à avoir appliqué et ils en
    prenaient seulement 15. La première journée j’ai fait Montréal-Québec, en juin, la veille
    de la St-jean-Baptiste. J’ai voyagé jusqu’à Québec et j’étais aux anges. Ça a été
    une très belle journée, un peu émotionnelle, un peu stressante, mais je rêvais tellement
    de faire ce métier là que j’y croyais presque pas! J’en rêvais depuis que j’étais tout
    petit bonhomme. Ce que j’aime en particulier c’est la clientèle, c’est le contact avec
    les gens, les collègues, mais en premier lieu c’est le contact avec les passagers.
    En 35 ans, j’ai parcouru 105 fois le tour de la terre avec 495 000 passagers. Ça en
    fait des billets ça!


    New transport in Luxembourg – Railway station, funicular and tram

    September 15, 2019

    Today, we are in the beautiful country of Luxembourg, specifically in its capital city of Luxembourg. We will look at the three new transport “facilities”, that opened on the 10th of December 2017. At first, we visit the new station of “Pfaffenthal-Kirchberg” on the North Railway from Luxembourg to Ettelbrück, Troisvierges and Belgium. The train approaching here is the 12:20 RE 3762 service to Troisvierges, the northern-most station in Luxembourg. It is an Alstom Coradia Duplex (CFL Class 2200), originally developed for the French SNCF. It is actually running on the wrong track, as trains in Luxembourg also drive on right, unlike its neighbours France and Belgium. Yes, Luxembourgish train guards still blow the whistle, before the train departs. The train is an RE – standing for Regional-Express – which means that it does not stop at all stations. On Saturdays, RE services here run every two hours, but they are complemented by the two-hourly IC train that calls at the same stations, but continues to the Belgian cities of Gouvy, Rivage, Liège and Liers. The station here, Pfaffenthal-Kirchberg, was built to improve the access to the European quarter of Kirchberg, located on top of the hill. Now we are looking northwards. Probably due to the workers seen at the far end of the platforms, trains shortly ran on the left. This train is the 12:29 RB 3512 service to Diekirch. It branches off the main line at Ettelbrück. The train category RB also indicates that train stops at every station along the line. The train is a typical CFL Class 2000 EMU, built by Alstom in the 1990s. Train travel in Luxembourg is very cheap, a day ticket covering all lines costs just 4€ (£3.90, $5). (That’s in second class.) (I have no idea what this loud sound is.) Fast forward a few minutes, the next train arrives. It’s also an RB service with a CFL Class 2000 train. RB 3636 will only have a short way left to its terminus at Luxembourg (City) station. The train carries a lot of passengers from the northern areas of Luxembourg, maybe they want to try out the new connections. Moving a bit backwards, we can now see the funicular, which also opened on the 10th of December. This is the Intercity 110, also going to Luxembourg. The locomotive is Luxembourgish, but the coaches are owned by the Belgian NMBS/SNCB as the train is coming from Liers, province of Liège. The train does not carry a control car, instead, the locomotives run around the train at both terminal stations. Unlike other countries, IC trains are fully integrated into the Luxembourg fare system. The locomotive is part of the CFL 3000 class, built by Alstom in the early 2000s, while the coaches belong to the NMBS/SNCB type “I10”, constructed in the 1980s. Note how the guard’s door closes only when the train starts moving. With this scene, we will leave the railway station and move to the funicular. The funicular, which is also operated by the Luxembourgish state railways CFL, is only 200 m long, but covers a gradient of 197 ‰. Four cabines shuttle back and forth every 3 ½ mins, and can be used for free. The funicular was built to link the railway station in the valley, with the tram and bus stop at the top. Personally, the funicular seemed oversized to me. On the left, you can see buses crossing the Grand Duchess Charlotte Bridge (also “Red Bridge″). At the time of filming, the nature had not yet “healed” from the impact of construction. (*ding, deng, dong*) As you can see, Luxembourg is a very hilly city, with steep streets and large gorges all around the place (*ding, deng, dong*) Note how the cable is pulled down (between the tracks) This cabin is fuller than the others, presumably, a train had just arrived in the valley. (*ding, deng, dong*) With this cabin arriving, we will leave the funicular and move on to the main attraction: THE TRAMWAY! But first, a bus on route 18 to Kockelscheuer arrives at the new transport hub. A tram had already been in service in Luxembourg between 1875 and 1964. The first stage of the new system between “Rout Bréck-Pafendall” and “Luxexpo” is 3.7 km (2.3 mi) long and serves 8 stops. On weekdays it runs every 6 minutes, on Saturdays every 10 minutes, and four times per hour on Sundays. The system is heavily influenced by the French tram renaissance. The section in the city centre, yet to be opened, is to be operated without overhead wiring. This is already true for the turn-around sidings here, where the tracks also have no wiring. The pantograph will drop now: But magically, the tram still continues to go. Skipping a few minutes, the same tram now heads back towards Luxexpo, which it will reach in only 11 minutes. Now, the pantograph rises again. The building on the left is the funicular station. In mid 2018, the tram is supposed to be extended from here across the bridge to Limpertsberg. Later, further extensions to the city centre, the central railway station, Bonnevoie, Howald, Gasperich Cloche d’Or and the airport are also planned. The corridor between the ”Ville Haute” city centre and the railway station is currently one of the most busy bus corridors anywhere. Lines 1, 2, 3, 4, 5, 6, 7, 9, 10, 11, 13, 14, 15, 16, 18, 21, 22, 28, 30, 31 plus regional buses currently operate between these two areas at a very high frequency. After the opening of the tramway, the bus network on the Kirchberg was also redrawn. Buses now avoid the Avenue John F. Kennedy, where the tram runs, and instead use the Boulevard Konrad Adenauer. A Citaro articulated bus is seen here on route 125/1 to Hollerich P+R Bouillon, while a “Multiplicity” branded bus runs in the opposite direction. Finally, the tram has finished picking up passengers, and departs. We will wait for the buses just turning towards us. The first is on route 7 to Pulvermühl Hammerdällchen. Let’s take a look inside the tram. (*Alphonse Weicker*) (*Alphonse Weicker*) The interior is designed quite futuristically, but the seats are very plastic-y and uncomfortable. I do like the metal grabpoles though, if you’re standing centrally, it makes a really cool look. Most tram stops are equipped quite spartanically with small shelters and benches only. The travel comfort is very good, although this might just be because the tram still has a very straight and uninterrupted route. (*Nationalbibliothéik – Bibliothèque nationale*) (*Nationalbibliothéik – Bibliothèque nationale*) Let’s exit the tram again and take a look outside. On the entirety of the opened route, the tram has its own right-of-way. There used to be a bus lane here. I like these grassy tram tracks more, though. Also, all (or most) crossings, incl. pedestrian ones, are secured by tram traffic lights. In the rear, two trams meet at Nationalbibliothéik – Bibliothèque nationale stop, where a new national library is being built. Also note how the road signs in Luxembourg are a strange mix of French and German signs. (I don’t know what the 68 in the tram’s destination board is standing for, also, an l is missing in “Pafendall”. This is the “Universitéit” stop, which serves, as you might have guessed, the university’s Kirchberg campus. Due to the weather, this film looks quite grim, however this is actually a really pleasant area. I kind of have the feeling, that Luxembourgish trams stop at tram stops for an usually long time. From the same location in the other direction, we can see another tram coming. The trams were built by the Spanish company “Construcciones y Auxiliar de Ferrocarriles” (CAF) and belong to the Urbos 3 family. Similar vehicles also run in Belgrade, Birmingham, Budapest, Edinburgh, Freiburg (Breisg), Stockholm, Sydney or Tallinn. (I know, the beginning of this scene is very blurry) (*Coque*) (*Coque*) You’re currently looking at the “Arboretum Parc Central”. And this is “D’Coque”, named after its cockle form, the largest sports centre of Luxembourg. And with this departure, we come to the end of this film Thank you all for watching!

    Welcome to the new!
    Articles, Blog

    Welcome to the new!

    September 8, 2019

    Welcome to the new! Metro has incorporated user feedback to improve
    the site design, making it easier for customers to access the information they want on the
    devices they use most. An interactive map is featured prominently
    to make it easier for our riders to find the information they need quickly. Plan a trip, Find the next bus, or Check a
    Schedule, all in one convenient location. Metro’s Trip Planner has been rebuilt from
    the ground up and now provides more transit options and service alerts as part of the
    itinerary. Type in your starting point. Whether it’s an address or landmark our Trip
    planner has you covered. Add your Destination and you’ll see the trip
    display on the map as well as the trip options that you can choose from. Once you select a trip you’ll be able to see
    more details from start to finish. Type in a cross street, area, or use your
    current location to get scheduled and real-time arrivals for Metro, as well as 24 municipal
    transit agencies in Los Angeles County that accept TAP cards. Wondering when your bus is coming? Just type in your cross street to get an instant
    view of real time arrival times. Or better yet share your location and it’ll
    automatically load what’s around you. The Maps & Schedules tab lets you view your
    bus or rail line quickly. Want more detail on a particular line? No Problem! Just type in the line to see all the stops
    or click on the timetable icon to get a complete schedule of arrival times. Maps are awesome! But if you’re looking for something else you’re
    sure to find it in our updated Navigation We’ve cleaned up and reorganized things to
    make it more intuitive to navigate. Our GOING METRO section has everything you’ll
    need to get to where you need to go. The IN THE WORKS section will help you find
    what Metro is building or planning to build in the near future. Want to see how Metro ticks or find a Career
    making transit great again? Here you’ll find how to get in contact with
    us, what meetings we’ve got schedule and news on what Metro’s been up to. We hope this makes your commute life easier
    and encourage you to give us feedback to keep making improvements.


    Universal Transport – from Czech Republic to Turkey

    September 5, 2019

    All the way from the Czech Republic to Turkey, a 150-ton generator had to be transported. The overall handling was in the hands of the Universal Transport subsidiary Züst and Bachmeier. The transport from Pilsen to Lovosice on the Elbe, 130km away, was handled by colleagues from the Prague Universal Transport branch. Modules with 17 axles and a 4-axle truck were used. However, before the load could start, a second tow bar had to be attached, so the trailer could be pushed later. Anti-slip mats were laid out on the trailer and then it went backwards into the workshop of Brush in Pilsen. Once there, the 150-tonne generator was lifted by the hall crane and loaded onto the truck. The generator had to be rotated to be set down in the exact right position. This is particularly important so an optimal and even weight distribution is given. Now the 38m long truck and trailer combination had to be taken out of the hall to the compound area. For this purpose, the total of 220 tons had to be maneuvered around obstacles and around corners for the first time. Then the load securing took place with heavy chains and the team could rest until the start in the evening. After the meeting with the escorts and the police, the transport could start at 11:30 pm. The first major challenge was the factory gate, which turned out to be a real narrow pass. But after a few steering and driving maneuvers, the gate had passed, and the truck reached the main road. The second truck was already waiting here which now coupled to support the transport on the mountainous route. The local transport companies used two lifting trucks that controlled the distance to the tram overhead lines. After the city area of ​​Pilsen was passed, it went on side roads through small villages north to Lovosice. At around 5:30 o’clock a little break had to be taken until the destination was reached in the early hours of the morning. Once arrived in the morning loading onto the barge started straight away, A port crane lifted the generator into the ship, in which it was taken to Antwerp. From there it went to the final destination in Turkey where the Turkish branch of the Universal Group was responsible for the road transport including the entry into the building.

    Special Relativity Simplified. No Math. How Einstein’s Thought Experiments Led to a Revolution
    Articles, Blog

    Special Relativity Simplified. No Math. How Einstein’s Thought Experiments Led to a Revolution

    August 24, 2019

    in 1894, a high school teacher suggested
    to one of his precocious pupils that he should leave, because he was unhappy.
    The teenager took that advice and never came back. Later, he tried to apply to a
    prestigious university, but failed the entrance exam. Later in his life, when he
    tried to get his dream job as a professor, no university would hire him.
    He had to settle for a lowly job as a clerk at a patent office. History does
    not remember the name of the teacher, or the names of the universities that
    rejected him for a job, but it will never forget that teenager, because he went on
    to not only revolutionized physics, but changed the way we view reality itself.
    In 1999, Time magazine named him man of the century. Today his name is synonymous
    with “genius.” I’m talking, of course, about Albert Einstein. Yet this entire
    revolution in physics started with a simple thought experiment, conjured up in
    the prolific imagination of a teenager before he even graduated from high
    school. What was this simple thought experiment? And how did it lead to
    probably the biggest revolution in physics since Isaac Newton? That’s coming
    up right now… Einstein’s theory of special relativity
    is convention today, but to understand how revolutionary it was for its time,
    it’s helpful to look at what the conventional understanding of physics
    was during the time of Einstein’s teenage years. First, in 1801 Thomas Young
    had conducted a simple double slit experiment that showed that light
    behaved like a wave. So the predominant theory about light at
    the time was that it was a wave. The problem is that a wave, it was thought,
    had to move through some sort of medium. Something has to be there to make the
    wave – similar to how waves on an ocean need water to create a wave. But light
    was known to travel through outer space, obvious because you can see starlight.
    Yet, outer space was believed to be empty, containing nothing. And it could be
    easily demonstrated the light can indeed travel in a vacuum. So scientists thought
    that the only way light waves could travel through the vacuum was if there
    was some kind of medium that pervaded space and the entire cosmos. They called
    this substance the “luminiferous ether.” And this theory of ether was the
    standard theory of physics for most of the 19th century. later in that same
    century, in 1887, two scientist by the name of Albert Michelson and Edward
    Morley, came up with an idea to test the existence of the ether. The background
    ether was believed to be unmoving and static, but because the earth was moving
    it was thought that it would affect the speed of particles (or waves), if the wave
    was traveling in the same direction as the earth. The speed of the wave should
    be higher in the direction of the speed of the earth. This would be similar to
    how a boat moves faster if it’s moving with the flow of the current, than if it
    is moving against the current. To test this hypothesis, Mickelson and Morley
    designed a device that split a beam of light, and bounced it off mirrors so that
    it moved in different directions, and finally hit the same target. The idea was
    that if two beams travel the same distance along different paths through
    the ether, they should move at different speeds. And therefore, when they hit the
    final target screen, those light beams would be slightly out of phase with each
    other, which would create an interference
    pattern. The results of this test were astonishing. They showed that there was
    no difference in the speed of light of the two measurements. No matter which
    path the beam took, light seemed to be moving at precisely the same speed. This
    seriously jeopardized the ether theory, at least for light. No one could make
    sense of this, or come up with an alternate theory to explain it. It was
    labeled “the greatest failed experiment of all time.” This is where Albert
    Einstein comes in. The term relativity had been around even before Albert
    Einstein. But it was thought of in a completely different way. The term had
    originated with Galileo Galilei. He and Isaac Newton had demonstrated relativity.
    So for example, if you’re walking on a moving train, and someone’s stationary in
    the ground is watching, your speed, relative to that observer, will be the
    sum of the speed of the train and your walking speed. This makes logical sense.
    But something seemed wrong with this classical interpretation of relativity
    as it applied to light. Just prior to Einstein, in 1873, it had been recently
    proposed by James Clerk Maxwell that light was an electromagnetic wave. And he
    had calculated its speed, which was approximately 186,000 miles per second.
    Einstein knew this. And he came up with a thought experiment as a sixteen-year-old.
    His thought was to imagine that he was chasing a beam of light while traveling
    at the speed of light himself. What would he see? If young Albert could catch up to
    the beam, he writes in his notes, “I should observe such a beam of light as an
    electromagnetic field at rest, though spatially oscillating.” In other
    words, Einstein thought that he should see a stationary wave of light. Yet, that
    was impossible. Einstein knew that such stationary
    fields would violate equations of electromagnetism developed by James
    Clerk Maxwell 20 years earlier. The laws were quite strict. Any ripples in the
    electromagnetic field have to move at the speed of light, and cannot stand
    still. There are no exceptions. In addition, Einstein reasoned that if
    someone was traveling on a non- accelerating train at close to the
    speed of light, there would be no way for that person to know how fast he was
    going, if there were no windows. This had been the classical view
    of relativity. Why should the laws of physics be different for a person
    traveling at some fixed velocity, versus someone standing still? This seemed
    untenable to Einstein. So he came up with two postulates, and tried to figure out
    what the physics would be like if the two postulates were true. Postulate one
    was that the laws of physics are the same for all inertial reference frames.
    This was part of classical relativity, pioneered by Galileo. Postulate two was
    that the speed of light in a vacuum is constant for all inertial reference
    frames. The first postulate is pretty much common sense, and had been assumed
    for hundreds of years. The second postulate, however, was the revolution. It
    was a consequence of massless photons moving at a velocity “C” in a vacuum. You
    would always measure a lights beam velocity to be 186,000 miles per second. This meant that young Einstein would never see the
    stationary oscillating fields, because he could never catch the light beam. This
    was the only way that Einstein could see to reconcile Maxwell’s equations with
    the principle of relativity. But this solution seemed to have a fatal flaw. And
    Einstein later explained this problem with another thought experiment. Imagine
    firing a light beam along a railroad embankment just as the train roars by, in
    the same direction, at say, 2000 miles per second. Someone standing on the
    embankment would measure the light beam speed to be the standard 186,000 miles
    per second. But someone on the train would see it moving past at only 184,000 miles per second. If the speed of light was not
    constant, Maxwell’s equations would have to somehow look different inside the
    rail car, Einstein concluded. And his first postulate, that the laws of physics
    must be the same for all frames of reference, would be violated. This
    apparent contradiction left Einstein spinning his wheels for almost a year.
    But then, on a morning in May 1905, he was walking to work with his best friend
    Michele Besso, an engineer he had known since his early student days. The two men
    were talking about this dilemma. And suddenly Einstein saw the solution.
    He worked on it all night, and when they met up the next morning, Einstein told
    Michele, “Thank you, I’ve completely solved this problem.” The solution to his thought
    experiment was that a person traveling on the train, must experience time
    differently, than the person on the embankment. Observers in relative motion
    experience time differently! And this was the moment of the revolution. It
    completely overturned hundreds of years of classical physics pioneered by
    Galileo and Newton, in which time was fixed and absolute in the universe.
    Einstein showed that time is relative, and varies in different frames of
    reference. There is no absolute frame of reference, that the ether was theorized
    to provide. Thus, the idea of the ether was no longer needed. This one
    realization, that reality is not the same for different frames of reference, also
    led to other implications of special relativity; that fast moving objects
    appears shorter; that fast moving objects appear to have increased mass. And
    finally, the equivalence of mass and energy – this is the most famous equation
    in science – E equals MC squared, that means, that mass and energy are
    equivalent. So now the big question is, how did Einstein come up with his most
    famous equation, based on his original two postulates? The math is rather
    complicated, but let’s just look at it conceptually. There was a time when mass
    was always conserved. In any reaction whatever mass you put in, must be the
    mass you got out. But if conservation of mass is interpreted as conservation of
    rest mass, this did not hold true in special relativity. Since different
    observers would disagree about what the energy of a system was, the mass and
    energy, taken together, must be conserved, not just the mass on its own. A train
    traveling close to the speed of light has a lot more energy than a train at
    rest. But a person riding on the non accelerating train, may not know that the
    train is moving. So this massive object is moving from the point of view of one
    observer, but at rest, as seen by another observer. One observer would see
    and measure zero energy of the object, and the other observer would measure a
    higher energy. It turns out that for the laws of physics, namely “conservation of
    energy,” and “conservation of momentum” to be consistent in the two reference
    frames of two observers moving with respect to each other, there has to be an
    energy associated with a body at rest, not just a body in motion. And that is
    what E equals MC-squared implies. The “M” in the equation is the mass at rest.
    All masses, even at rest, must have energy. Some people point out that much of the
    actual work for special relativity had already been done by the time Einstein
    presented it. The concepts of time dilation and simultaneity for moving
    objects, for example, were already in place. And the math had already been
    developed by people like Lorentz and Poincare.
    Some have even called Einstein a plagiarist. There’s no doubt that the
    revolution of Einstein was built on the shoulders of other great scientists. And
    Einstein may have been given a lot more credit than others who did prior work. At
    the same time, Einstein still deserves the accolades because he took the bits
    and pieces of the puzzle found by others, and put them all together into a
    whole new theoretical framework. He rejected the idea of the ether
    altogether, which other scientists had not done, and boldly proclaimed a new
    fundamental understanding of time and reality. And the idea of mass and energy
    equivalence, via E equals MC-squared, is solely Einstein. Scientists would had done
    prior work like Thompson, Larmor, Lorentz, and Poincare had never
    implied such a bold proposition. And just as in life, history tends to favor the
    bold. Arvin Ash here. If you like our videos then consider subscribing. And ring the bell, so that you can be informed when we upload more fascinating videos. We make 1 to 2 videos a week. We’ll see you in the next video

    Love Holt
    Articles, Blog

    Love Holt

    August 23, 2019

    At the end of the historic
    Poppy Line sits Holt, a popular Norfolk market
    town from the Georgian era. There are so many reasons to explore Holt, so follow us on a tour through the town, and we’ll show you why we love Holt. Now it’s not gonna take
    you long of being here on the High Street in
    Holt to realise and see that Holt is an eclectic
    and fascinating town, but beyond just the architecture, the history of this town
    is equally as fascinating. In 1708 the now infamous great fire ripped through the High Street and destroyed most of Holt
    as it was known at the time. But what was a tragedy at at the time resulted in Holt being rebuilt in fabulous Georgian architecture and
    has become the vibrant and thriving market
    town that we know today. And those historic
    buildings in question form of course the famous High Street today, and nowadays they find themselves packed with all sorts of interesting, independent traders or services. In fact, somebody once
    said that if you could put a roof over Holt,
    you’d end up in the best shopping centre in the world. And you know what? I think they might be right! You can quite literally
    spend all day shopping ’til you drop here in town,
    and with the selection of independent traders just as
    eclectic as the town itself, it’s no surprise that its
    reputation is so highly regarded. There is fashion for all,
    boutiques, interior shops, artisan products, whatever
    happens to be on your shopping list, you are bound to find something that tickles your fancy. And if you’re thinking Holt
    is just a one-trick town with its High Street, then think again. There are so many quirky
    and interesting yards to discover even more. What I love so much
    about all of Holt’s yards is they’re all so distinctive. They’ve all got their own
    very individual character. Almost feel like a little micro-community within the town itself. Now if all that shopping
    has worked up a bit of an appetite, or if
    you’re anything like me, and you don’t need an
    excuse to seek out some food and drink, then you’re in luck. One of my favourite things about Holt is the selection of food
    and drink that’s on offer. You are going to be spoilt for choice. There’s cafes, there’s
    restaurants, there’s bistros, there’s good local pubs,
    there is quite literally something to cater for every taste. But if all of that sounds
    like a little too much work, then a nice pamper in a salon
    might be right up your street, and we’ve got those too. And if one day just isn’t
    enough, then fear not. We’re lucky to have some
    great options for B&Bs or hotels so you can
    stay as long as you wish. But of course Holt isn’t just
    a fabulous place to visit. It’s a bonafide thriving
    community in itself. For example, there’s a
    whole bunch of professional services here, like estate
    agents, solicitors, accountants, banks, there’s even a couple of opticians, and all the other healthcare services that a thriving town could want for. We’re also lucky to have
    some fabulous schools here in Holt, such as
    this one, the prestigious Gresham’s School behind me, and also the Holt Primary School in town. And you can’t have a thriving community without a well-used community centre. Now it’s fair to say that Holt as a town has certainly moved with the times, but by no means does that
    mean it has lost touch with its heritage and its culture. In fact, if you look around town, you’ll see it celebrated
    wherever you look, Be it theatre, art
    galleries, or antique shops, the history and culture
    of this town is as loud and proud as ever. Now if all of this is starting to sound like a bit of a labyrinth to find your way around, then fear not, because the Holt Owl
    Trail is here to help. The Owl Trail will provide your very own guided tour of the town. It’s the perfect way to make sure that you don’t miss any of the highlights and not to mention it’s a
    fun way for the whole family to spend the morning or afternoon. But if you felt like stretching
    your legs even further, we’re so lucky to have
    some incredible parkland right on the fringes of town. This one, for example,
    Spout Hills, sits right at the end of the High Street. Or if you wanted to stretch
    your legs even further, then hop in the car for a minute, and you’ll find yourselves here, in the Holt Country Park. There is acres and acres of
    woodlands to explore here. This place is really special. And if even all of this
    hasn’t quenched your thirst for some outdoor adventure, then fear not, because the coast is
    only a five to ten minute drive away, and it is a
    perfect base to explore the famous Norfolk coastline, and it goes for miles! So there you go, a quick
    look, a whistle-stop tour, if you like, of this fabulous town. We really are so lucky
    to have a historic town like this so accessible to so many of us. But don’t just take my word for it. Come and find out for yourself all the many reasons that there are to love Holt.

    Moving CTA Forward: Mayor Rahm Emanuel’s Transit Legacy
    Articles, Blog

    Moving CTA Forward: Mayor Rahm Emanuel’s Transit Legacy

    August 20, 2019

    “Chicago. Magnificent hub of America’s Great Midwest,
    far flung city of millions. Ever expanding. Ever growing.” Back in the early 20th century, filmmakers
    showed Chicago as a fast-paced, cosmopolitan, kinetic city. That hasn’t changed. Nor has the role of public transit as the
    linchpin that keeps this metropolis moving. After more than 70 years of service, Chicagoans
    still rely upon the CTA to get them where they’re going — and back again — reliably,
    efficiently and affordably. Our trains and buses provide one-point-five
    million rides each weekday. Today, we’re a world-class operation thanks
    to the leadership of Mayor Rahm Emanuel. Since 2011, the Mayor has made unprecedented
    investment in the CTA — more than $8 billion across the entire system. Under the Mayor’s leadership, CTA overhauled
    and purchased buses to make our entire fleet like-new, refurbished rail cars and placed
    the largest order of new cars in agency history, built new stations, completely rebuilt old
    stations, and reimagined how stations can become centerpieces that reinvigorate communities. The transformation we’ve undergone is truly
    impressive. Since 2011, CTA has rebuilt or refurbished
    nearly one-third of all rail stations throughout our system, some of which were more than a
    century old! We’ve rebuilt or rehabbed more than 70 miles
    of track, to make our customers’ commute faster and more reliable. We’ve also made accessibility a priority. 71% of our stations are wheelchair accessible,
    and we announced our strategic plan to reach 100% accessibility in the next 20 years. A new assembly plant on the Far South Side
    will produce our 7000-series cars, bringing railcar production back to Chicago after a
    30-year absence. We’ve overhauled a thousand buses, purchased
    425 new buses, and ordered 20 new electric buses, giving CTA the largest electric fleet
    in the country! We’ve undertaken some of the biggest projects
    in CTA history, including the Red and Purple Modernization and the Red Line Extension to
    130th Street. Starting in 2019, CTA will rebuild the northern
    part of the Red Line, the CTA’s busiest, replacing century-old tracks and stations
    to meet 21st century demand. The Red Line Extension will extend transit
    service to the Far South Side, promoting access to jobs and opportunity. And we’ve tackled transformational projects
    that will benefit our communities for decades to come. The sleek, modern, eye-catching 95th Street
    Terminal created a new landmark that streamlines connections between bus and rail services
    on the South Side. The beautiful Wilson Station is already a
    source of pride for the Uptown neighborhood and is rejuvenating activity around the station. The newly renovated Illinois Medical District
    Blue Line Station provides the West Side with a fully accessible, modern transit link to
    Malcolm X College, the United Center, and the nation’s largest
    medical district. And the architecturally striking Washington/Wabash
    station in the heart of downtown has become the gem of Jewelers’ Row in the Loop. But, to CTA transit goes beyond getting people
    from Point A to Point B. It’s about being part of a community and helping drive economic
    vibrancy in our neighborhoods through opportunity and engagement. CTA’s historic investment in modernization
    has created thousands of jobs and contracting opportunities for local businesses. The CTA has also created a series of programs
    intended to train and assist local businesses to compete for CTA work. And under Mayor Emanuel, CTA has expanded
    its nationally recognized “Second Chance” Program, which provides valuable job skills
    and career opportunities to ex-offenders and others who face challenges re-entering the
    workforce. The program doubled in size under the Mayor,
    and has made a positive impact on the lives of hundreds of Chicagoans and their families. A desire to give back to our communities also
    led the CTA to bring Chicago Market — a grocery co-op and community space — to the historic
    Gerber Building at the newly rebuilt Wilson Red Line Station. We remodeled and re-opened this vacant neighborhood
    fixture, which now will provide residents and CTA customers access to local, fresh food. It’s no surprise that the new Wilson Station
    has kick-started local economic development with more than 30 new business licenses and
    13-hundred residential units announced, approved or constructed within
    a half-mile of the station. At the Morgan Green Line Station, we’ve
    seen a doubling of building permits and business licenses, while may companies, including Google
    and McDonald’s, have re-located their headquarters within walking distance of the station. And economic development and commercial rents
    both saw a significant uptick near our Cermak-McCormick Place Station when it opened. Mayor Emanuel has also pursued new and innovative
    sources of funding to support CTA’s modernization. Transit TIF legislation is supporting the
    Red and Purple Modernization and future transit projects. And the Mayor established a new, ride-hailing
    fee, making Chicago the first city in the country to devote ride-hailing fees exclusively
    to public transit capital improvements. The ride-hailing fee support two important
    CTA initiatives: The “Safe and Secure” Project — which is upgrading and expanding
    CTA’s security camera network — and “FastTracks” — which is replacing aging
    track infrastructure to provide faster, smoother, rides on all train lines. As you can see, no period in recent CTA history
    has seen the amount of system-wide upgrades, service enhancements and community engagement
    that we’ve seen under Mayor Rahm Emanuel. The Mayor has ensured that the country’s
    second-largest transit agency will be second to none! But, don’t take our word for it. The New York Times recently lauded the job
    Mayor Emanuel has done to keep the CTA rolling. The article’s headline says it all: “Where
    Chicago Trounces New York: Fixing Mass Transit” Thanks to Rahm Emanuel, the future is now
    at the CTA!