Most of the lame comedic scenes in the opera involve Strauss's attempts to depict the baron's absurd carryings-on.
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It's tempting to read her here as standing in not only for his whole vast crew of enablers but for Italy itself, used up and disillusioned after years of his carryings-on.
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The gently comic carryings on of youngsters would be a constant vein in Tarkington's fiction throughout the rest of his career, not only in two later Penrod collections but most spectacularly in "Seventeen," centered on a Penrod-like seventeen-year-old named Willie Baxter, who falls hard for a visiting belle from out of town—the ultrafeminine Lola Pratt, with her maddening baby talk and adorable little dog, Flopit.
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The line was successful until road transport competition began to abstract traffic, and when the Tay Road Bridge opened in 1966, 40% of the line's passenger carryings were lost immediately. Decline continued and the line closed completely in 1969.
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Although passenger carryings were buoyant, the line was not profitable and the slate trade was not as positive as had been hoped, and after a period of decline, the line was closed from 31 December 1882. The line was reopened on 15 December 1884, and there were then two passenger trains daily, and some carryings of slate, but the reopened company was no more successful than previously, and it closed the line again by 1888. The company, owning the railway and the quarry, was offered for sale by auction on 20 February 1889, but no sale took place and the line went into dormancy.
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The original main line from Maldon to Witham also declined in passenger carryings; efforts to stimulate business included the introduction of low-cost diesel railbuses and a more intensive passenger service. This proved to be in vain and the passenger service was withdrawn in 1964. A residual goods service continued but from 1980 the line was completely closed.
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Although the passenger train service was increased to 36 journeys daily, the decline in carryings continued. In 1923 the LBSCR was made a constituent of the new Southern Railway following the Railways Act 1921. The Southern Railway decided to withdraw the passenger service on the line and the last passenger trains ran on 31 December 1932.
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Site of the 1840 Tewkesbury stationNight mail trains started running from 6 February 1841, by contract to the Postmaster General. In 1842 the strained UK economy witnessed a massive fall in passenger carryings which continued in 1843. This cut or delayed B&GR; outlay due to investor confidence. The Bristol and Gloucester Railway opened on 8 July 1844.
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After rationalisation of other Anglo-European train ferries, the Dover to Dunkerque sailing was the last to survive, though it ended its days on freight carryings only after the Night Ferry passenger service ended in 1980. The last Dover to Dunkerque wagon-freight ferry service became redundant upon the opening of the Channel Tunnel when freight was carried directly through the Channel Tunnel.
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The Haddington line was a branch railway line connecting the Burgh of Haddington to the main line railway network at Longniddry. It was the first branch line of the North British Railway, and opened in 1846. Road competition severely hit passenger carryings in the 1930s, and the line closed to passengers in 1949. Coal and agricultural goods traffic continued, but the line closed completely in 1968.
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The two lines reaching Kelso directly were under competing managements, and they failed to develop a through service over the line. With the rise of reliable road transport and improved roads, goods and passenger carryings on the lines declined from the 1930s. The Jedburgh line passenger service closed in 1948, and the passenger service on the other lines was heavily reduced in 1955 and withdrawn in 1964.
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Carryings on the first section were encouraging, but constructing the tunnel at Ventnor was proving difficult. In fact the contractor was unable to complete it and went into administration, under its creditor, the finance company Warrant Finance. Eventually the work was substantially ready, although much cost-cutting had taken place. Colonel Yolland made an inspection in August 1866, but this time there were many deficiencies, including defective track.
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Steel making ceased at Dowlais in 1930, making further inroads into both passenger traffic (as the community depopulated) and mineral carryings. The decline was considered irreversible and the GWR closed the Pontypridd to Nelson passenger service from 12 September 1932. The line north of Albion Colliery at Cilfynydd was closed completely at the same time. At Stormstown Junction, the stub of line to Dowlais-Cardiff Colliery was retained.
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The line passed into the ownership of the London and North Eastern Railway (LNER) in 1923. As early as the 1920s bus competition eroded the already limited passenger carryings on the line. The LNER tried to reduce costs of the loss-making passenger service by introducing a steam railcar, Quicksilver, manufactured by the Sentinel Waggon Works in Shrewsbury. It had a vertical boiler power plant and geared drive.
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The line was sold to the North British Railway in 1889. The railway served the rich mineral resources of the East Fife Coalfield, but that declined after 1930, and passenger carryings fell steeply at the same time. The line was closed to passenger traffic in 1955 and to all except a very limited goods and mineral traffic in 1965. It closed completely in 1980 and there is now no railway activity on the former line.
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The passenger carryings on the line did not live up to early expectation, and in fact declined from 4,800 journeys in 1906 to 3,600 in 1913, 2,500 in 1918 and dropping to 1,000 in 1923. There was little goods traffic on the rural line. In 1921 the passenger operation was losing £1,600 annually, and from that time local bus operators started operating bus services which were more convenient, further worsening custom on the railway.
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Wroxall station was provided with a second platform and passing loop in 1925. In the late 1920s passenger carryings in the summer increased strongly, and a 20-minute service was planned for the Ventnor line on summer Saturdays; two more O2 locomotives were brought to the Island as well as a further A1X and several ex-LCDR coaches. With some coach conversions this enabled the discontinuation of the use of non-bogie passenger vehicles on the Island.
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Diesel multiple unit vehicles started operating on the lines from 14 June 1956. The light passenger carryings on the Witham to Maldon line and the Braintree branch encouraged consideration of low cost train operation. Diesel railbuses operating on lightly trafficked lines in the Federal Republic of Germany were considered to be successful, and some vehicles were acquired and introduced on the lines, from 7 July 1958. The vehicles were constructed by Waggon- und Maschinenbau GmbH Donauwörth.
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The halt opened on 2 October 1905, and the line here was double track so there were two platforms; it was described by the Inspecting Officer as being "a new stopping place for motor cars" (i.e. the railmotors).Letter from Col van Donops, 8 January 1906, reproduced in Kingdom However it proved less attractive than anticipated, and it was closed on 1 February 1918. By the 1920s competition for short journeys from motor buses reduced passenger carryings substantially.
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On 1 January 1948 the railways passed into nationalised ownership under British Railways, following the Transport Act 1947. World War II had caused further decline in the competitive position of the railways on the island, and the minimal carryings on the Merstone to Ventnor line resulted in its closure on 13 September 1952. The Newport to Freshwater line was closed on 21 September 1953. The Newport to Sandown line continued for a while, but on 6 February 1956 it too closed.
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Passenger trains on the line were withdrawn on 30 April 1962, but goods and parcels traffic to Mold from Chester continued. The closure had been planned, and announced, for September 1961 but the arrangements for alternative transport were not completed, and the closure was deferred. Many local made other arrangements anyway and carryings in the final months were very low.Rear, page 25 The track from Rhydymwyn to the junction with the Vale of Clwyd line just north of Denbigh was lifted in 1963.
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Tramway competition intensified considerably: Glasgow's tram fares were the cheapest in Britain,Ross, page 156 and the passenger service declined to a 30-minute interval, but carryings improved and a fifteen-minute service was resumed in the years immediately before 1939. However, during World War II the frequency was drastically reduced and an interval service was discontinued. Nationalisation took place in 1948, and on 21 September 1953 a regular hourly service was introduced on the line. Diesel multiple units were introduced from 1958.
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This is the most popular procession, drawing crowds of spectators. The images are carried again on December 31, this time dressed and brought to nativity scenes to be seated. The last “carrying” is on February 2, although this has almost disappeared due to many families packing nativity scenes on January 6. For all three, carryings, each image as a female sponsor called a “madrina” (godmother) who provides food and drink such as tamales and rompope and new clothing for the Jesus image.
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' About > this time Alice James remarked acidly that Elly's flustered carryings - on > about her engagement were likely to exasperate her fiancé beyond endurance. > In 1913, Henry, writing to his acolyte Howard Sturgis about the relatives he > had mentioned in his memoir A Small Boy and Others, explained enigmatically, > 'Yes, my Father's two other sisters were my Van Buren and my Temple aunts. I > should have liked to drag in the former's daughter, the intimate of our > childhood, or of mine, later Mrs. Stuyvesant Morris, but forebore.
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The diesel railcars were an attempt to carry light passenger traffic at lower cost, but since 1918 competition from road transport had severely reduced the line's income; motor lorries abstracted goods traffic and omnibuses reduced passenger carryings. The process continued relentlessly, affecting passenger and goods business. After nationalisation of the railways in 1948, the line was said to be losing £20,000 on its passenger operation, and the decision was taken to stop running passenger trains. The last such train ran on 4 January 1959.
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The Government passed the Railways Act 1921, which forced the consolidation of most of the railways of Great Britain into four new, large companies, the "groups". Although this is generally considered to have taken place at the beginning of 1923, the Taff Vale Railway became a constituent of the Great Western Railway on 1 January 1922. The process was known as "the grouping". During this period competition from road transport, especially for passenger business, became exceptionally strong and passenger carryings on the railway fell considerably.
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The Caledonian had agreed to work the line; there were to be two trains each way daily. The Caledonian paid the C∨ a toll for the use of the Callander station and the short section of line to the DD&CR; section. Anderson had arranged for (road) coach connections at Killin for tourists and others; he described Glen Ogle as the Khyber Pass of Scotland. Summer passenger carryings were better than Anderson had expected, and soon a third daily return trip was added to the timetable.
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At the beginning of 1948 the railways of Great Britain passed into nationalised ownership under British Railways. The holiday traffic soon resumed its buoyant volumes after World War II, but the railway carryings were far surpassed by the use of buses (3 million and 17 million respectively in 1951). The Bembridge branch was lightly patronised and was closed on 21 September 1953. The harbour at Bembridge (Brading Harbour) was of course still extant, and a toll road across the harbour mouth continued to be operated by British Railways.
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During World War II a bomb fell on the main line near Ingatestone and the crater made the line there temporarily impassable. For two weeks main line passenger trains ran via Woodham Ferrers and Maldon, reversing there. It was therefore said that the busiest passenger carryings on that part of the line were after closure to local passenger trains. Nevertheless the regular traffic on the line between Maldon and Woodham Ferrers was only a basic goods service, and the poor financial results caused the line to be completely closed on 1 April 1953.
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The railways of Great Britain were subject to the Railways Act 1922 by which most of them were "grouped", and both the LSWR and the Plymouth and Dartmoor Railway passed into the ownership of the new Southern Railway (UK). The Transport Act 1947 imposed further reorganisation, taking the railways into national ownership under British Railways in 1948. The rise of urban bus services led to a steep decline in passenger carryings on the line, and passenger trains were withdrawn on 10 September 1951; goods trains continued to run until 30 October 1961.
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The Edinburgh, Loanhead and Roslin Railway was a railway line south of Edinburgh, Scotland, built primarily to serve mineral workings, although passenger trains were operated. It is also known as the Glencorse Branch of the North British Railway. It opened from a junction at Millerhill on the Waverley Route, to Roslin in 1874 and was extended to a location near Penicuik to serve Glencorse Barracks and a colliery in 1877 and to Penicuik Gas Works in 1878. Bus services substantially eroded the passenger carryings on the line, and passenger trains ceased in 1933.
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This seems a remarkable extravagance; in fact the decision was reviewed in 1856: on 26 September one line of rails was ordered to be removed, and the work of singling the line was completed by 7 October 1856. Passenger carryings were very disappointing in the first years, but they grew steadily and by 1881 seven passenger trains ran daily each way, with an additional market train through to Edinburgh on Fridays. Jane Carlyle, a native of Haddington, used the line on a number of occasions in the 1850s. She found it less than satisfactory.
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The line carried 20,694 tons in 1903; always susceptible to fluctuations in the china clay trade outside its own control, the line suffered with the slump following that year, but increased its carryings again, so that by 1910 34,123 tons were carried. The locomotive Trewithan was replaced by a Canopus in 1901. A further locomotive, Pioneer, was acquired second hand from the War Department in 1912. The locomotives only worked up as fas as Iron Bridge; horses were used for the final section in St Austell on grounds of public safety.
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The first bus service from Roslin to Edinburgh started in 1914, immediately affecting passenger carryings on the line. During World War I Gilmerton station was closed from 1 January 1917, being reopened on 2 June 1919. The railways of Great Britain were "grouped" in 1923 following the Railways Act 1921, and the North British Railway was a constituent of the new London and North Eastern Railway (LNER). In the 1930s competition from local bus services intensified considerably and the railway passenger traffic declined steeply, resulting in the passenger service on the line closing on 1 May 1933.
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In 1923 the North British Railway was a constituent of the new London and North Eastern Railway (LNER) created as part of the "grouping" of the railways of Great Britain, following the Railways Act 1921. The LNER found that passenger carryings were falling as road transport improved locally, and they introduced the Sentinel railcars for passenger trains on the line. A vehicle named Banks of Don was provided from January 1931. Its performance was stated to be "indifferent" and the sharp 1 in 50 gradient from Methil to Buckhaven led to problems with slipping, especially on frosty mornings.
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The locomotives ran tender first from Eskbank to Peebles. The trains were an instant success, carryings being beyond what could have been anticipated, and the first full week brought in receipts of £99, climbing a month later to £166. The stations were Peebles, Eddleston, Leadburn, Penicuik, Roslin and Hawthornden, but at the last minute it was agreed to provide a station at Bonnyrigg, and this was opened a month after the opening of the line itself. In 1856 the North British Railway operated seven trains each way daily except Sundays, of which four were passenger trains.
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Built as the terminus of a short local line it was obviously inconvenient for a main line, and the Oban Company constructed a new, larger station behind (and north of) the Dreadnought Hotel. (For a period, this was referred to officially as Callander Dreadnought station, but this designation was not used in timetables.) The DD&CR; station became a goods depot. The passenger train service in 1895 consisted of three through trains between Stirling (possibly Glasgow or Edinburgh) and Oban and two short workings from Dunblane to Callander. However substantial goods and perishables carryings took place, and a passing loop was constructed at Drumvaich, halfway between Doune and Callander.
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Dismantled viaduct over the River Eden. This photograph was from a similar position to the first photograph)On 25 January 1909 the Newburgh and North of Fife Railway opened, giving a direct connection from Leuchars to Perth and St Andrews had a daily passenger train to Perth. In 1923 the railways of Great Britain were "grouped" following the Railways Act 1921, and the North British Railway was a constituent of the new London and North Eastern Railway (LNER). From 1925 bus services made serious inroads into passenger carryings on the St Andrews line. In 1948 the railways were again re-organised by Government, and taken into state ownership.
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In the 1920s road competition for passenger transport became active: tramways and trolleybuses at first and then motor buses as interurban roads were improved. Carryings on the passenger trains of the Ely Valley Railway fell disastrously. Freight traffic fared as badly; ordinary goods business was susceptible to more flexible road lorry competition in the same way as the passenger services. The decline of some of the pits, partly from overseas competition, led to falling volumes of mineral traffic. The passenger service on the Ely Valley Extension Railway line (now GWR) was suspended between 5 March and 26 March 1928, and withdrawn finally on 22 September 1930.
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The Railways Act 1921 required most of the railways of Great Britain to be placed under the ownership of one or other of four new large concerns, in a process known as the "grouping". The Great Eastern Railway was a constituent of the new London and North Eastern Railway (LNER); the transfer is considered to have taken effect from the beginning of 1923. The poor carryings on the line were not overlooked by the LNER, and it was announced that the passenger service on the line would be discontinued after the last train on 27 February 1932; the line was closed to passengers from 29 February 1932.. The goods service continued for the time being.
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The SeaFrance Berlioz in Calais. In 2005, SeaFrance made a €9.27 million loss, but made a net profit of €7.9 million in 2006. In 2008, the company lost €20 million and since October 2008 had been losing in the region of €3 million a month.Andrew Spurrier: "SeaFrance to shed a third of its workforce", Lloyds List 18 February 2009 On 17 February 2009, SeaFrance announced a restructuring plan following a decline in its freight carryings and significant losses. The restructuring would see up to 650 jobs lost in France and the withdrawal of the SeaFrance Cézanne, SeaFrance Nord Pas-de- Calais and SeaFrance Renoir. A previous restructuring plan by SeaFrance submitted in January 2009 was rejected by owners SNCF.
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The passenger service was typical for a rural railway; in 1884 there were five passenger trains in each direction. By 1910, there were eight trains a day on Thursdays and Saturdays, fewer on other weekdays, and not all of those ran through to or from Frome. On 28 December 1946 the dirt batch at Pensford Pit slipped, burying and blocking the line; it was closed there for three months, with passenger operation from Bristol to Pensford and from Clutton to Frome. In the 1950s new and efficient bus services were introduced in the greater Bristol area; there had been good business from passengers travelling to work in Bristol, and the bus services hit passenger carryings on the line.
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This ambitious scheme changed the name of the owning company to the St Austell and Pentewan Railway Harbour and Dock Company with capital of £50,000. Strengthening of the track had apparently already taken place, and indeed the use of locomotives had already been implemented: an 0-6-0 tender engine, Pentewan had arrived in 1874. On 1 January 1876 the Cornwall Railway was taken over by the Great Western Railway and the larger company directed china clay traffic to its harbour at Fowey, providing better facilities and a more efficient transport link from connected china clay pits. The impact on the Pentewan traffic was dramatic; carryings fell from 19,672 tons in 1876 to 5,341 tons in 1877.
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The line had been saved by the GWR and indeed some improvement to it passenger carryings took place in the years up to the beginning of World War I. The GWR introduced its railmotor services for passenger trains on the branch, and later push and pull trains (often called auto-trains), in both cases reducing operating costs somewhat. However Newton Abbot became increasingly the commercial centre in the locality, and Totnes lost importance. As road transport—for passengers as well as goods—became available the short road journey to Newton Abbot was decisive for most purposes and the line's traffic declined. The small-scale traditional industries of Buckfastleigh and Ashburton were now obsolescent and their potential railway traffic declined with them.
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In 1839, the West Cornwall Railway opened its lines, to Tresavean, near the mines served by the Redruth company, and to Portreath, giving improved access to that port, which gave easier access to Welsh ports as it lay on the north coast of Cornwall. In the same year, Taylor's lease of the Consols mines came to an end; in the final months he extracted as much material as possible without the development work normally used to maintain future extraction, and when the new lessees took over, they found it impossible to maintain the volume of extraction that Taylor had achieved. This directly affected the railway's carryings and its profitability. In 1840 profits fell by 20%, though with increased tonnages carried, reflecting the downward pressure of rates.
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Trips to and from the Leysmill quarry were additional to the other train services, and the shortage of wagons meant that empty wagons returned there were reloaded at once; the locomotive often returned to Arbroath to get water while the loading took place. On 14 May 1839 the third locomotive was delivered; it was named Britannia. All the locomotives were of the 2-2-2 wheel arrangement. Traffic continued to increase steadily and at the annual general meeting in June 1839 weekly passenger journeys of more than 1,500 and weekly goods carryings of over 800 tons were reported, leading to a profit for the half-year of £3,614. However the positive revenue position was underlain by heavy indebtedness, £35,000 being owed to banks.
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After World War I road transport competition had begun to take effect and in the latter half of the 1920s this competition became significant. From a very low base, the GWR tried to encourage traffic in the thinly populated area; the opening of a new halt at Crossways in April 1929 to encourage traffic can hardly have done much to affect the losses. The weekday passenger train service had long been four trains each way, although this was reduced to three during World War II. Nationalisation of the railways took place in 1948; there were four daily passenger trains once again, but inevitably the new owner, British Railways, considered the carryings on the line. A survey showed that 7,000 passengers were carried in the whole of 1950, an average of six per train.
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In the 1920s fruit production gained in importance locally; a former station master at Stretham reminisced that "It was a time when... trainloads of fruit pickers would arrive to be taken to their primitive camps in the nearby fields." Following World War I a local bus service was started in the area in 1919; the competition was an immediate blow to passenger carryings on the line; in addition there was a general depression in the agricultural sector in the locality, and financial losses were heavy. In an attempt to reduce costs, the conductor-guard system was introduced on passenger trains from December 1922, and booking offices at most stations were closed. So that the conductor-guard could patrol the whole train to take fares, six-wheel coaches were modified with centre gangways within the coaches and doors at end for the conductor- guard to use.
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The railway was built by a group of railway enthusiasts who wished to preserve the stock and atmosphere of the Lincolnshire area potato railways. The land for the railway was leased from Grimsby Rural District Council and opened in 1960 using a Motor Rail "Simplex" locomotive and a single open bogie carriage. In 1961, a second Motor Rail locomotive was added, and the railway's first steam locomotive Jurassic arrived. Additional equipment in the form of a passenger coach from the Sand Hutton Light Railway (closed to passengers in 1930) and two vehicles that had formerly run on the Ashover Light Railway were brought to the railway and restored, entering service in 1967 and 1962-3 respectively. Midweek carryings were adversely affected by the 1962 extension of Grimsby-Cleethorpes Transport bus service to serve the Fitties holiday camp, but weekend and Bank Holiday traffic remained strong, and by 1964 the line was carrying 60,000 passengers a year.
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However the steamboat connection was taken up by Captain James Gillies and Captain Alexander Campbell, who took over the liquidated Steamboat Company's fleet, and built the service up with high levels of comfort and service, with extremely low fares. Once again the Railway Company found itself subordinate to the activities of other parties: the Caledonian Railway and Captain Campbell's operation agreed the low fares—for some time the return fare was half a crown—and the Wemyss Bay Railway was not consulted. The half crown fare was exceedingly popular, however, and carryings, and profits, on the route escalated considerably. At this time, the Greenock and Ayrshire Railway opened a new line to Albert Harbour in Greenock; the company was allied to the Glasgow and South Western Railway, and the Albert Harbour station was adjacent to the steamer berths; the new entrant was severe competition for the Caledonian Railway's Greenock operation, and for a time there was cut-throat competition with ruinous fare reductions there, until a traffic pooling agreement was finalised in 1871.
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