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Showing posts with label United Kingdom. Show all posts
Showing posts with label United Kingdom. Show all posts

How to Become a British citizen

British nationality law is the law of the United Kingdom that concerns citizenship and other categories of British nationality. The law is complex because of the United Kingdom's historical status as an imperial power.

English law and Scots law have always distinguished between the Monarch's subjects and aliens, but British nationality law was uncodified until the British Nationality and Status of Aliens Act 1914 codified existing common law and statute, with a few minor changes.

Some thought the single Imperial status of British subject as increasingly inadequate to deal with a Commonwealth with independent member states. In 1948, the Commonwealth Heads of Government agreed that each member would adopt a national citizenship, but that the existing status of the British subject would continue as a common status held by all Commonwealth citizens.

The British Nationality Act 1948 established the status of Citizen of the United Kingdom and Colonies (CUKC), the national citizenship of the United Kingdom and colonies on 1 January 1949. Until the early 1960s there was little difference, if any, in UKlaw between the rights of CUKCs and other British subjects, all of whom had the right at any time to enter and live in the UK.

Independence Acts passed when the remaining colonies were granted independence contained nationality provisions. In general, these provisions withdrew the status of CUKC from anyone who became citizens of the newly independent country, unless one had a connection with the UK or a remaining colony (e.g. through birth in the UK). Exceptions were sometimes made in cases where the colonies did not become independent. (Notable cases include Penang and Malacca, which were made part of the Federation of Malaya; and Hong Kong, which became part of the People's Republic of China: CUKC status was not withdrawn from CUKCs from Penang and Malacca, and a new British nationality status was created for Hong Kong.)

Between 1962 and 1971, as a result of fears about increasing immigration by Commonwealth citizens from Asia and Africa, the UK gradually tightened controls on immigration by British subjects from other parts of the Commonwealth. The Immigration Act 1971 introduced the concept of patriality, by which only British subjects with sufficiently strong links to the British Islands (i.e. the UK, the Channel Islands and the Isle of Man) had right of abode, the right to live and work in the Islands.

The principal British nationality law is the British Nationality Act 1981, which established the current system of multiple categories of British nationality, viz. British citizens, British Overseas Territories citizens, British Overseas citizens, British Nationals (Overseas), British subjects and British protected persons. Only British citizenship and certain Commonwealth citizens have the automatic right of abode in the UK.

The 1981 Act ceased to recognise Commonwealth citizens as British subjects. There remain only two categories of people who are still British subjects: those (formerly known as British subjects without citizenship) who acquired British nationality through a connection with former British India, and those connected with the Republic of Ireland before 1949 who have made a declaration to retain British nationality. British subjects connected with former British India lose British nationality if they acquire any other.

In spite of the fact that the 1981 act repealed most of the provisions of 1948 act and the nationality clauses in subsequent independence acts, the acquisition of new categories of British nationality created by the 1981 act was often dependent on nationality status prior to 1 January 1983, the date the 1981 act came into effect, so many of the provisions of the 1948 act and subsequent independence acts are still relevant. Not taking this into account might lead one to the erroneous conclusion, for example, that the 1981 act's repeal of the nationality clauses in the Kenya Independence Act of 1963 restored British nationality to those who lost their CUKC status as a result of Kenya's independence in 1963. This is one of the reasons for the complexity of British nationality law; in complicated cases, determining British nationality status requires an examination of several nationality acts in their original form.


British citizen
    British citizens usually hold this status through a connection with the United Kingdom, Channel Islands and Isle of Man ("United Kingdom and Islands"). Citizens of the United Kingdom and Colonies (CUKCs) who possessed right of abode under the Immigration Act 1971 through a connection with the UK and Islands generally became British citizens on 1 January 1983.

    British citizenship is the most common type of British nationality, and the only one that automatically carries a right of abode in the UK.

    Other rights can vary according to how the British citizenship was acquired. In particular there are restrictions for 'British citizens by descent' transmitting British citizenship to children born outside the UK. These restrictions do not apply to 'British citizens other than by descent'.


British Overseas Territories citizens (formerly British Dependent Territories citizenship) (BOTC)

    BOTC (formerly BDTC) is the form of British nationality held by connection with an overseas territory. Nearly all are now also British citizens as a result of the British Overseas Territories Act 2002. It is possible to hold BOTC and British citizenship simultaneously.

Residual categories

The four residual categories are expected to become extinct with the passage of time. They can be passed to children only in exceptional circumstances, e.g., if the child would otherwise be stateless. There is consequently little provision for the acquisition of these classes of nationality by people who do not already have them.

British Overseas citizen (BOC)

    BOCs are CUKCs who did not qualify for British citizenship or British Dependent Territories citizenship. Most derived their status as CUKCs from former colonies, such as Malaysia and Kenya, because of quirks and exceptions in the law that resulted in their retaining CUKC status in spite of the independence of their colonies. This is fairly uncommon: most CUKCs (including those from Malaysia and Kenya) lost their CUKC status upon independence.

British subject

    British subjects (as defined in the 1981 Act) are British subjects who were not CUKCs or citizens of any other Commonwealth country. Most derived their status as British subjects from British India or the Republic of Ireland as they existed before 1949.

British National (Overseas) (BNO)

    The status of BNO was created by the Hong Kong Act 1985 and the British Nationality (Hong Kong) Order 1986. BNOs are Hong Kong British Dependent Territories citizens who applied for the status of BNO before the handover of Hong Kong to the People's Republic of China. Hong Kong BDTCs who did not apply to become BNOs and who did not gain PRC nationality after the handover became British Overseas citizens if they did not have any other nationality.

British protected person (BPP)

    BPPs derive from parts of the British Empire that were protectorates or protected states with nominally independent rulers under the "protection" of the British Crown, not officially part of the Crown's dominions. The status of BPP is sui generis – BPPs are not Commonwealth citizens (British subjects, in the old sense) and were not traditionally considered British nationals, but are not aliens either.

Relationship with right to abode

Only the status of British citizen carries with it the right of abode somewhere (in this case the UK), and all British passports include a note to this effect. In practice BOTCs (except those associated with the Sovereign bases in Cyprus) were granted full British citizenship in 2002, BN(O)s have right of residence in Hong Kong (note: not conferred by the BNO status), BSs and BPPs lose their statuses upon acquisition of another nationality (except BSs connected with the Republic of Ireland) and so should be eligible for registration as British Citizens under the Nationality, Immigration and Asylum Act 2002.

British Overseas Citizens are unique in that their nationality status is not associated with a right of residence.

U.K Student Visa Interview Questions And Answers

After you have submitted your visa application you will get an interview letter or telephone call from one of the U.K embassy in your country I am assuming your home country is Pakistan because this information is based on my personal experience and feedback from friends those applied for student visa and had been succeed.

Please read all the questions and asnwers and write them on a copy and edit with your situation its not neccessery that all the questional will be hunderet percent will asked in same manners and same formation but after learning this questions and answers you will have clear scenirio of a tipical Interview for U.K student Visa.

interview for the student visa of UK.




Do you need interpreter?
No Thanks


Are you ready for interview?
Yes Off course


Why did you choose this institute and how did you find about it?
The institute is providing one of the best courses in UK and its fee is reasonable, complete study atmosphere and specially its staff that is highly qualified. After surfing the net and consult with different consultants I chose this college for my studies.


Why did you select this course? Is it relevant to your previous studies?
This course will lead me towards the best opportunities of my life I mean to achieve my goals in life. Yes this course is exactly related to my previous studies.


Can you tell me the location of the university/college?
Yes.. Tell the full address of your university/college


Why did you select UK for higher studies? Isn't this course offered by any university or college in Bangladesh?
UK education system is one of the best across the globe. UK education system has high influence in our education system. We are far behind in research and advancement in any field of life especially in education. Second we find complete study atmosphere in UK, which is not available in Pakistan.


What if you get a UK degree here, would you like to go to UK again for higher Studies?
Even then I will go to UK because of standard of education and complete study atmosphere and the multicultural learing experience.


What course are you going for?
Tell the course name and you should have remembered the subjects in the course too his/her second question may be about the course subjects.


What is the scope of your course?
The course I chose will open new horizons for me and there are high job prospects in multinational firms at local and international level and after i will achieved this degree it will give me great satisfaction in my educational life and enhanced my career.


Why are you taking this course?
Because this course is exactly related to my previous studies/ Experience


What is the course structure?
Tell the course subjects modules and semester all this information comes in the prospectus of your applied university/college so read the prospectus and memorised the subject and all the related information for your course

What are the course contents?
same question and almost the same answer as mentioned above.

Do you intend to work in UK after completion of your studies?
I am intending to join further education after this course
Note: if you got admission in B.S.c or equivalent programme then you can go further for masters programme and if the course is master then you can say whatever the further course mentioned in the prospects or you could say I would like to come back and work in my home country.


What do you intend to you after completion of your studies?
I will come back and will join any multinational firm
or start my own business.


What is you future plans?
To join any multinational firm or start my own business or further education


What benefit will bring this course to you?
After completion of this course, I will come back and join any reputed firm, which offer attractive packages. I will be leading in big job market, I am sure I will get an excellent job in any reputed firm otherwise I will start my own business.


How much money can you earn after your completion of studies?
30000-35000 per month approximately.


Where will you stay in UK?
I will stay in university/college hostel
Note: You should have got a letter from the university/college to address that they have hostel or private accommodation service.

Who is your sponsor?

You may sponsor your self or a attested letter from your parents/uncle/aunt or any person who is providing the financial support for your education

What proof do you have that your sponsor can support your studies?
It is the bank statement of your sponsor showing enough money in it such as 25-30 lack PAK rupees or equivalent to £20000-£30000.

Source of income of your sponsor?
The letter from the chamber of commerce that your sponsor got a company listed in the country or letter showing that he has a excellent job and earring its better to use a business company letter.

How are you related to him?

Your relationship to sponsor such this relation could be father/uncle/aunt/brother/
uncle can be from parental side of family or maternal side of the family.
How many people are his/her dependents?
Such as he/she got son/ daughter etc.
Note: if he/she got dependents you should prove that he/she can afford you with the dependents

Why is he sponsoring you? (if not father)

If he/she uncle or aunt from parental side or maternal side you should explain why he/she willing to sponsor such as your father or mother was so closed with your sponsor and they helped him/her when he/she was young and trying to establish business or you could say after your completion of degree you will be working with him/or her to take the business for next level by your new skills and expertise which you will get in U.K by studding.

Do you have any relative or friend in UK?
Yes if you have any one in U.K but better say Not really

What does your father do?
Tell him/her whatever is your father occupation
Note: if your father doing better job or business than your sponsor they can ask you why not your father sponsoring for your study......

How many brothers and sisters do you have?
Tell them about your brother/sister
Note: if it seems your family has too many people and no very established it my affect your case so explain them they have finished their studies and they are married and living with their family and doing job or business and they are well settled (if you have brother and sister elder then you if they are younger then you could tell about the education whatever they doing.

What is the course commencement date?
You should know about the course starting date and you should have enough time to join the course if not then a letter from the university/college that you can join th later semester if you miss this one.

What will be the total cost of per year?
The tuition fee and approximate living expenses this information written in the admission letter which you got from the university/college

What will you do during the off period/semester?
I will come back to see my family and friends


How much money is available for your stay in UK?
You should know the amount on the bank statement of your sponsor so you could tell how much money you have for your education.

Have you researched your career prospects?
Off course. I have planned to choose any reputed multinational firm where I could learn more and more. Second at that time possibly there will be competition in jobs, if I fail to get any good job then I have plan to start my own business.

Note:
this answer should match your previous answers

Student Visa Guide Line - Study in UK

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For student visa, applications should be submitted at the UK Visa Application Centers (VAC) in Dhaka, Sylhet, and Chittagong run by VFS Bangladesh Pvt. Ltd. Address of VAC



VAC Dhaka Office
Saimon Centre, 1st floor
Gulshan Commercial Area
Road # 22, House # 4A
Dhaka 1212

Office timing
Sunday-Wednesday: 08:00-13:00, 14:00-16:00
Thursday: 08:00-14:30
With the exception of public holidays
Telephone: 8851988, 8851987-9
Fax: 8851989
E-mail:
info.ukbd@vfshelpline.com



VAC Sylhet Office
Garden Towers, 1st Floor
Shahjalal Bridgelink Road
Sylhet 3100
Office timings
Sunday-Thursday: 08:00-13:00 (Submission)
14:00-16:00 (Passport Collection)
With the exception of public holidays
Telephone: 0821-810117 ( 08:00-13:00)
Fax : 0821-810118
E-mail: info.ukbd@vfshelpline.com



VAC Chittagong Office
Chamber House, 4th Floor
38 Agrabad C/A, Chittagong.

Office timing
Sunday-Thursday: 08:00-14:30
With the exception of public holidays
Telephone: 031-2511210
E-mail: info.ukbd@vfshelpline.com

Visa Fees:
1. For student visa you have to pay Tk 14355, in favour of "British High Commission".
2. All visa fees will need to be paid (Bank Drafts) at designated branches of BRAC Bank Ltd.
3. Applicants will be given a receipt (which will be valid for 30 days from the next working day).
4. The receipt should then be submitted with an application form to one of the Visa Application Center (VAC) or the British High Commission's commercial partner VFS Center

Finger Scans & Photograph For Visa
All persons applying for UK visas, irrespective of nationality, will have to apply in person to one of the VACs to have their finger scans and digital photograph taken.

Photography Specification:
1. One recent, passport-sized (45mm x 35mm), colour photograph. The photograph should be:
a. Taken against a light coloured (white, off-white etc.) background
b. Clear and of good quality and not framed or backed
c. Printed on normal photographic paper
d. Full face without sunglasses, hat or other head covering unless for cultural or religious reasons

You have to submit the following supporting documents:
1. Visa Application Form >VAF 32. A passport with at least 6 months validity. There must have visa pages to paste the visa document. You can also submit your old passport, if available.
3. One passport sized photograph. This must not be more than 6 months old. Please see photography specification described above.
4. The appropriate visa fee.
5. Evidence to support the information you have given (see below for more details)
6. Unless single, please provide evidence of your marital status e.g. marriage or civil partnership certificate
7. Acceptance letter from university/college in the UK. In this letter there must have the following information

a. Start and end date of the course

b. How many hours to study per week.

c. Accommodation and its cost information.

d. Tuition fee of this course.

8. Evidence of any previous study or qualifications gained in the UK.
9. Evidence of any English language qualifications e.g. IELTS or TOEFL.
10. Evidence of previous education history.
11. Evidence of the cost of your course fees
12. Evidence of any funds set aside by your financial sponsors specifically to pay for your study
13. Evidence of your financial sponsor’s occupation, income and any savings or assets they have
14. Dependant of a Student
15. Evidence of your sponsor’s permission to live in the UK
16. Evidence of the course of study your sponsor is doing or is going to do in the UK
17. Finances and employment
18. Evidence of your current employment/self employment/occupation/work
19 Evidence of your total monthly income from all sources of employment or occupation after tax
20. Evidence of any income from other sources e.g. friends, family, savings, property etc
21. Evidence of any job offers you have
22. Evidence of ability to pay for course.

Source of Information: 1.British High Commission Website
UK Visa Website

List of Uk Universities and Colleges

Colleges:
  1. Fulham & Chelsea College (Web: www.fccollege.co.uk)
  2. CITEC London (Web: www.citeclondon.co.uk)
  3. Meridian Business School London (Web: www.mbslondon.co.uk)
  4. Oxford College London (Web: www.oxfordcollegeoflondon.com)
  5. Redwick United College (www.redwickunitedcollege.co.uk)
  6. Bellerbys College (www.bellerbys.com)
Institutes:
  1. Plymouth Devon International College (PDIC) (Web: www.pdic-uk.co.uk)
  2. London International College of Business and Technology (LIBT) (Web: www.libt.navitas.com)
  3. International College Portsmouth (Web: www.port.ac.uk/icp)
  4. London College of Social Studies (www.lcss.eu)
 Universities:
  1. University of Plymouth (Web: www.plymouth.ac.uk)
  2. Brunel University (Web: www.brunel.ac.uk)
  3. Kingston University (Web : www.kingstone.ac.uk.)
  4. Bucks New University (www.bucks.ac.uk, www.bucks.ac.uk/international)
  5. University of Bedfordshire www.beds.ac.uk/
  6. University of Greenwich www.gre.ac.uk/
Study Group Universities:
  1. Heriot-Watt University (Web: www.hw.ac.uk)
  2. University of Huddersfield (Web: www.hud.ac.uk)
  3. Keele University (Web: www.keele.ac.uk)
  4. Lancaster University (Web: www.lancs.ac.uk)
  5. University of Leicester (Web: www.le.ac.uk)
  6. Liverpool John Moores University (LJMU) (Web: www.livjm.ac.uk)
  7. University of Stirling (Web: www.external.stir.ac.uk)
  8. University of Surrey (Web: www.surrey.ac.uk)
  9. University of Sussex (Web: www.sussex.ac.uk)
  10. Wales International Study center (Web: www.studygroup.com/isc/wales)

West London College - Study in UK

All courses follow the requirements of the relevant UK examination authorities and lead to qualifications awarded by professional bodies or degrees awarded by British Universities.
Each course has been selected for its relevance to commerce and industry and for its international recognition as evidence of professional competence. Students can rest assured that their education will serve them well in their future careers.



Business, Marketing & Finance Courses


Undergraduate Courses

Duration Name NQF level
12 months SQA Diploma in Business Administration (Level 4)
2 Years Heriot-Watt University Bachelor's Degree in Business Administration (BBA) (Level 6)
2 Years Heriot-Watt University Bachelor's Degree in Business & Finance (BA) (Level 6)
2 years Heriot-Watt University Bachelor's Degree in Accountancy (BA) (Level 6)


Postgraduate Courses

Duration Name NQF level
6 months Pre-MBA: Diploma in Business Studies (Level 4)
18 months Heriot-Watt University Master's Degree in Business Administration (MBA) (Level 7)
18 months Heriot-Watt University Master's Degree in Marketing (MSc.) (Level 7)
18 months Heriot-Watt University Master's Degree in Financial Management (MSc.) (Level 7)


Short Summer Courses

Duration Name NQF level
4 weeks Certificate in Business (summer programme) -
8 weeks Higher Certificate in Business (summer programme) -


Management Psychology

Duration Name NQF level
12 months Diploma in Business Psychology (Level 4)
24 months Heriot-Watt University Bachelor's Degree in Management & Psychology (BA) (Level 6)
18 months Heriot-Watt University Master's Degree in Business Psychology (MSc.) (Level 7)


Information Technology Courses

Duration Name NQF level
12 months SQA Diploma in Business & Information Technology (Level 4)
2 years Bachelor's Degree in Business Administration and Information Technology (Level 6)


Hotel and Tourism Management

Duration Name NQF level
12 months SQA Diploma in Hospitality & Tourism Management (Level 4)
2 years Heriot-Watt University Bachelor's Degree in Hospitality & Tourism Management (BA) (Level 6)


Fashion Design Courses

Duration Name NQF level
1 year Diploma in Fashion Design (Level 4)
2 years Heriot-Watt University BA in Fashion (Level 6)


English Language Courses

Duration Name NQF level
3 months Pre-sessional English (3 Months) -
6 months Pre-sessional English (6 Months)

application process
There are a number of ways you can apply to the College and your geographical location, your nationality, and the time available before your chosen course begins are all important considerations when deciding which method to use.
The College Registry is very flexible and will try to help you whatever your circumstances. Acceptance documentation is sent by email, usually within 24 hours of the Registry receiving your application.

Submitting an application form.

In person:

If you are in or near London the best method is to come into the College and apply in person and benefit from help and advice from one of our friendly course advisors. In most cases we will be able to give you an instant decision on your applcation and you will be able to leave the College with an Offer Letter. You do not need an appointment to see a Course Advisor. The College is open 9am to 6pm Monday to Friday (except Public Holidays) and you are welcome to visit at any time during these hours.

By email, fax or post:

If you are far from London (or overseas) you may prefer to send us your completed Application Form. To do this you will need to download one of the application forms below


NOTE: If you are having difficulty viewing these application forms in your web browser please right click on the links above and select from the download/save options which appear in the pop-up menu. You should then be able to save a copy of the PDF application form to your computer. If using a Mac without right click enabled use ctrl + click. Most modern computers are already able to open PDF files but you may need to download and install Adobe Acrobat Reader.
If possible you should send copies of your qualifications with your Application Form, but if you are unable to do this, perhaps because you are waiting for examination results, you can still submit the form.
All the instructions are on the Application Form.

Online:

The College has an online application process that you are welcome to use by clicking here
With an online application you will receive a Conditional Offer because the online process does not allow you to submit your qualifications, only to tell us what they are, so you need to send your qualifications to us later.

Study in UK - Uk College List

King Arthur legendary - Part 2

The origin of the name Arthur remains a matter of debate. Some suggest it is derived from the Roman nomen gentile (family name) Artōrius, of obscure and contested etymology (but possibly of Messapic or Etruscan origin). Some scholars have suggested it is relevant to this debate that the legendary King Arthur's name only appears as Arthur, or Arturus, in early Latin Arthurian texts, never as Artōrius (though it should be noted that Classical Latin Artōrius became Arturius in some Vulgar Latin dialects). However, this may not say anything about the origin of the name Arthur, as Artōrius would regularly become Art(h)ur when borrowed into Welsh.

Another possibility is that it is derived from a Brittonic patronym *Arto-rīg-ios (the root of which, *arto-rīg- "bear-king" is to be found in the Old Irish personal name Art-ri) via a Latinized form Artōrius.[29] Less likely is the commonly proposed derivation from Welsh arth "bear" + (g)wr "man" (earlier *Arto-uiros in Brittonic); there are phonological difficulties with this theory—notably that a Brittonic compound name *Arto-uiros should produce Old Welsh *Artgur and Middle/Modern Welsh *Arthwr and not Arthur (in Welsh poetry the name is always spelled Arthur and is exclusively rhymed with words ending in -ur - never words ending in -wr - which confirms that the second element cannot be [g]wr "man").

An alternative theory, which has gained only limited acceptance among professional scholars,[32] derives the name Arthur from Arcturus, the brightest star in the constellation Boötes, near Ursa Major or the Great Bear. Classical Latin Arcturus would also have become Art(h)ur when borrowed into Welsh, and its brightness and position in the sky led people to regard it as the "guardian of the bear" (which is the meaning of the name in Ancient Greek) and the "leader" of the other stars in Boötes.

A similar first name is Old Irish Artúr, which is believed to be derived directly from an early Old Welsh or Cumbric Artur.[34] The earliest historically attested bearer of the name is a son or grandson of Áedán mac Gabráin (d. AD 609).
Medieval literary traditions

The creator of the familiar literary persona of Arthur was Geoffrey of Monmouth, with his pseudo-historical Historia Regum Britanniae (History of the Kings of Britain), written in the 1130s. The textual sources for Arthur are usually divided into those written before Geoffrey's Historia (known as pre-Galfridian texts, from the Latin form of Geoffrey, Galfridus) and those written afterwards, which could not avoid his influence (Galfridian, or post-Galfridian, texts).

Pre-Galfridian traditions:
The earliest literary references to Arthur come from Welsh and Breton sources. There have been few attempts to define the nature and character of Arthur in the pre-Galfridian tradition as a whole, rather than in a single text or text/story-type. One recent academic survey that does attempt this, by Thomas Green, identifies three key strands to the portrayal of Arthur in this earliest material.[36] The first is that he was a peerless warrior who functioned as the monster-hunting protector of Britain from all internal and external threats. Some of these are human threats, such as the Saxons he fights in the Historia Brittonum, but the majority are supernatural, including giant cat-monsters, destructive divine boars, dragons, dogheads, giants and witches.[37] The second is that the pre-Galfridian Arthur was a figure of folklore (particularly topographic or onomastic folklore) and localised magical wonder-tales, the leader of a band of superhuman heroes who live in the wilds of the landscape.[38] The third and final strand is that the early Welsh Arthur had a close connection with the Welsh Otherworld, Annwn. On the one hand, he launches assaults on Otherworldly fortresses in search of treasure and frees their prisoners. On the other, his warband in the earliest sources includes former pagan gods, and his wife and his possessions are clearly Otherworldly in origin.[39]

One of the most famous Welsh poetic references to Arthur comes in the collection of heroic death-songs known as Y Gododdin (The Gododdin), attributed to the 6th-century poet Aneirin. In one stanza, the bravery of a warrior who slew 300 enemies is praised, but it is then noted that despite this "he was no Arthur", that is to say his feats cannot compare to the valour of Arthur.[40] Y Gododdin is known only from a 13th-century manuscript, so it is impossible to determine whether this passage is original or a later interpolation, but John Koch's view that the passage dates from a 7th-century or earlier version is regarded as unproven; 9th- or 10th-century dates are often proposed for it.[41] Several poems attributed to Taliesin, a poet said to have lived in the 6th century, also refer to Arthur, although these all probably date from between the 8th and 12th centuries.[42] They include "Kadeir Teyrnon" ("The Chair of the Prince"),[43] which refers to "Arthur the Blessed", "Preiddeu Annwn" ("The Spoils of Annwn"),[44] which recounts an expedition of Arthur to the Otherworld, and "Marwnat vthyr pen[dragon]" ("The Elegy of Uther Pen[dragon]"),[45] which refers to Arthur's valour and is suggestive of a father-son relationship for Arthur and Uther that pre-dates Geoffrey of Monmouth.
Other early Welsh Arthurian texts include a poem found in the Black Book of Carmarthen, "Pa gur yv y porthaur?" ("What man is the gatekeeper?").[46] This takes the form of a dialogue between Arthur and the gatekeeper of a fortress he wishes to enter, in which Arthur recounts the names and deeds of himself and his men, notably Cei (Kay) and Bedwyr (Bedivere). The Welsh prose tale Culhwch and Olwen (c. 1100), included in the modern Mabinogion collection, has a much longer list of more than 200 of Arthur's men, though Cei and Bedwyr again take a central place. The story as a whole tells of Arthur helping his kinsman Culhwch win the hand of Olwen, daughter of Ysbaddaden Chief-Giant, by completing a series of apparently impossible tasks, including the hunt for the great semi-divine boar Twrch Trwyth. The 9th-century Historia Brittonum also refers to this tale, with the boar there named Troy(n)t.[47] Finally, Arthur is mentioned numerous times in the Welsh Triads, a collection of short summaries of Welsh tradition and legend which are classified into groups of three linked characters or episodes in order to assist recall. The later manuscripts of the Triads are partly derivative from Geoffrey of Monmouth and later continental traditions, but the earliest ones show no such influence and are usually agreed to refer to pre-existing Welsh traditions. Even in these, however, Arthur's court has started to embody legendary Britain as a whole, with "Arthur's Court" sometimes substituted for "The Island of Britain" in the formula "Three XXX of the Island of Britain".[48] While it is not clear from the Historia Brittonum and the Annales Cambriae that Arthur was even considered a king, by the time Culhwch and Olwen and the Triads were written he had become Penteyrnedd yr Ynys hon, "Chief of the Lords of this Island", the overlord of Wales, Cornwall and the North.[49]

In addition to these pre-Galfridian Welsh poems and tales, Arthur appears in some other early Latin texts besides the Historia Brittonum and the Annales Cambriae. In particular, Arthur features in a number of well-known vitae ("Lives") of post-Roman saints, none of which are now generally considered to be reliable historical sources (the earliest probably dates from the 11th century).[50] According to the Life of Saint Gildas, written in the early 12th century by Caradoc of Llancarfan, Arthur is said to have killed Gildas' brother Hueil and to have rescued his wife Gwenhwyfar from Glastonbury.[51] In the Life of Saint Cadoc, written around 1100 or a little before by Lifris of Llancarfan, the saint gives protection to a man who killed three of Arthur's soldiers, and Arthur demands a herd of cattle as wergeld for his men. Cadoc delivers them as demanded, but when Arthur takes possession of the animals, they turn into bundles of ferns.[52] Similar incidents are described in the medieval biographies of Carannog, Padarn and Eufflam, probably written around the 12th century. A less obviously legendary account of Arthur appears in the Legenda Sancti Goeznovii, which is often claimed to date from the early 11th century although the earliest manuscript of this text dates from the 15th century.[53] Also important are the references to Arthur in William of Malmesbury's De Gestis Regum Anglorum and Herman's De Miraculis Sanctae Mariae Laudensis, which together provide the first certain evidence for a belief that Arthur was not actually dead and would at some point return, a theme that is often revisited in post-Galfridian folklore.

King Arthur legendary - Part 1

King Arthur is a legendary British leader of the late 5th and early 6th centuries, who, according to medieval histories and romances, led the defence of Britain against Saxon invaders in the early 6th century. The details of Arthur's story are mainly composed of folklore and literary invention, and his historical existence is debated and disputed by modern historians.[2] The sparse historical background of Arthur is gleaned from various sources, including the Annales Cambriae, the Historia Brittonum, and the writings of Gildas. Arthur's name also occurs in early poetic sources such as Y Gododdin.

The legendary Arthur developed as a figure of international interest largely through the popularity of Geoffrey of Monmouth's fanciful and imaginative 12th-century Historia Regum Britanniae (History of the Kings of Britain).[4] Some Welsh and Breton tales and poems relating the story of Arthur date from earlier than this work; in these works, Arthur appears either as a great warrior defending Britain from human and supernatural enemies or as a magical figure of folklore, sometimes associated with the Welsh Otherworld, Annwn.[5] How much of Geoffrey's Historia (completed in 1138) was adapted from such earlier sources, rather than invented by Geoffrey himself, is unknown.

Although the themes, events and characters of the Arthurian legend varied widely from text to text, and there is no one canonical version, Geoffrey's version of events often served as the starting point for later stories. Geoffrey depicted Arthur as a king of Britain who defeated the Saxons and established an empire over Britain, Ireland, Iceland, Norway and Gaul. Many elements and incidents that are now an integral part of the Arthurian story appear in Geoffrey's Historia, including Arthur's father Uther Pendragon, the wizard Merlin, Arthur's wife Guinevere, the sword Excalibur, Arthur's conception at Tintagel, his final battle against Mordred at Camlann and final rest in Avalon. The 12th-century French writer Chrétien de Troyes, who added Lancelot and the Holy Grail to the story, began the genre of Arthurian romance that became a significant strand of medieval literature. In these French stories, the narrative focus often shifts from King Arthur himself to other characters, such as various Knights of the Round Table. Arthurian literature thrived during the Middle Ages but waned in the centuries that followed until it experienced a major resurgence in the 19th century. In the 21st century, the legend lives on, not only in literature but also in adaptations for theatre, film, television, comics and other media.

The historical basis for the King Arthur legend has long been debated by scholars. One school of thought, citing entries in the Historia Brittonum (History of the Britons) and Annales Cambriae (Welsh Annals), sees Arthur as a genuine historical figure, a Romano-British leader who fought against the invading Anglo-Saxons sometime in the late 5th to early 6th century. The first datable mention of King Arthur is in a 9th-century Latin text. The Historia Brittonum, a 9th-century Latin historical compilation attributed in some late manuscripts to a Welsh cleric called Nennius, lists twelve battles that Arthur fought. These culminate in the Battle of Mons Badonicus, or Mount Badon, where he is said to have single-handedly killed 960 men. Recent studies, however, question the reliability of the Historia Brittonum.

The other text that seems to support the case for Arthur's historical existence is the 10th-century Annales Cambriae, which also link Arthur with the Battle of Mount Badon. The Annales date this battle to 516–518, and also mention the Battle of Camlann, in which Arthur and Medraut (Mordred) were both killed, dated to 537–539. These details have often been used to bolster confidence in the Historia's account and to confirm that Arthur really did fight at Mount Badon. Problems have been identified, however, with using this source to support the Historia Brittonum's account. The latest research shows that the Annales Cambriae was based on a chronicle begun in the late 8th century in Wales. Additionally, the complex textual history of the Annales Cambriae precludes any certainty that the Arthurian annals were added to it even that early. They were more likely added at some point in the 10th century and may never have existed in any earlier set of annals. The Mount Badon entry probably derived from the Historia Brittonum.

This lack of convincing early evidence is the reason many recent historians exclude Arthur from their accounts of sub-Roman Britain. In the view of historian Thomas Charles-Edwards, "at this stage of the enquiry, one can only say that there may well have been an historical Arthur [but ...] the historian can as yet say nothing of value about him".[8] These modern admissions of ignorance are a relatively recent trend; earlier generations of historians were less sceptical. Historian John Morris made the putative reign of Arthur the organising principle of his history of sub-Roman Britain and Ireland, The Age of Arthur (1973). Even so, he found little to say about a historical Arthur.

Partly in reaction to such theories, another school of thought emerged which argued that Arthur had no historical existence at all. Morris's Age of Arthur prompted archaeologist Nowell Myres to observe that "no figure on the borderline of history and mythology has wasted more of the historian's time".[10] Gildas' 6th-century polemic De Excidio et Conquestu Britanniae (On the Ruin and Conquest of Britain), written within living memory of Mount Badon, mentions the battle but does not mention Arthur.[11] Arthur is not mentioned in the Anglo-Saxon Chronicle or named in any surviving manuscript written between 400 and 820.[12] He is absent from Bede's early-8th-century Ecclesiastical History of the English People, another major early source for post-Roman history that mentions Mount Badon.[13] Historian David Dumville has written: "I think we can dispose of him [Arthur] quite briefly. He owes his place in our history books to a 'no smoke without fire' school of thought ... The fact of the matter is that there is no historical evidence about Arthur; we must reject him from our histories and, above all, from the titles of our books."

Some scholars argue that Arthur was originally a fictional hero of folklore—or even a half-forgotten Celtic deity—who became credited with real deeds in the distant past. They cite parallels with figures such as the Kentish totemic horse-gods Hengest and Horsa, who later became historicised. Bede ascribed to these legendary figures a historical role in the 5th-century Anglo-Saxon conquest of eastern Britain.[15] It is not even certain that Arthur was considered a king in the early texts. Neither the Historia nor the Annales calls him "rex": the former calls him instead "dux bellorum" (leader of battles) and "miles" (soldier).

Historical documents for the post-Roman period are scarce, so a definitive answer to the question of Arthur's historical existence is unlikely. Sites and places have been identified as "Arthurian" since the 12th century,[17] but archaeology can confidently reveal names only through inscriptions found in secure contexts. The so-called "Arthur stone", discovered in 1998 among the ruins at Tintagel Castle in Cornwall in securely dated 6th-century contexts, created a brief stir but proved irrelevant.[18] Other inscriptional evidence for Arthur, including the Glastonbury cross, is tainted with the suggestion of forgery.[19] Although several historical figures have been proposed as the basis for Arthur,[20] no convincing evidence for these identifications has emerged.

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Rail transport

Rail transport is a means of conveyance of passengers and goods by way of wheeled vehicles running on rail tracks. It is also commonly referred to as Train transport. In contrast to road transport, where vehicles merely run on a prepared surface, rail vehicles are also directionally guided by the tracks on which they run. Track usually consists of steel rails installed on sleepers/ties and ballast, on which the rolling stock, usually fitted with metal wheels, moves. However, other variations are also possible, such as slab track where the rails are fastened to a concrete foundation resting on a prepared subsurface.

Rolling stock in railway transport systems generally has lower frictional resistance when compared with highway vehicles, and the passenger and freight cars (carriages and wagons) can be coupled into longer trains. The operation is carried out by a railway company, providing transport between train stations or freight customer facilities. Power is provided by locomotives which either draw electrical power from a railway electrification system or produce their own power, usually by diesel engines. Most tracks are accompanied by a signalling system. Railways are a safe land transport system when compared to other forms of transport.[Nb 1] Railway transport is capable of high levels of passenger and cargo utilization and energy efficiency, but is often less flexible and more capital-intensive than highway transport is, when lower traffic levels are considered.

The oldest, man-hauled railways date to the 6th century B.C, with Periander, one of the Seven Sages of Greece, credited with its invention. Rail transport blossomed after the British development of the steam engine as a viable source of power in the 18th and 19th centuries. With steam engines, it was possible to construct mainline railways, which were a key component of the industrial revolution. Also, railways reduced the costs of shipping, and allowed for fewer lost goods. The change from canals to railways allowed for "national markets" in which prices varied very little from city to city. Studies have shown that the invention and development of the railway in Europe was one of the most important technological inventions of the late 19th century for the United States, without which, GDP would have been lower by 7.0% in 1890. In the 1880s, electrified trains were introduced, and also the first tramways and rapid transit systems came into being. Starting during the 1940s, the non-electrified railways in most countries had their steam locomotives replaced by diesel-electric locomotives, with the process being almost complete by 2000. During the 1960s, electrified high-speed railway systems were introduced in Japan and a few other countries. Other forms of guided ground transport outside the traditional railway definitions, such as monorail or maglev, have been tried but have seen limited use.
History

The history of the growth, decline and resurgence of rail transport can be divided up into several discrete periods defined by the principal means of motive power used.
Pre-steam
Horsecar in Brno, Czech Republic

The earliest evidence of a railway was a 6-kilometre (3.7 mi) Diolkos wagonway, which transported boats across the Corinth isthmus in Greece during the 6th century BC. Trucks pushed by slaves ran in grooves in limestone, which provided the track element. The Diolkos ran for over 600 years.[1]

Railways began reappearing in Europe after the Dark Ages. The earliest known record of a railway in Europe from this period is a stained-glass window in the Minster of Freiburg im Breisgau in Germany, dating from around 1350.[2] In 1515, Cardinal Matthäus Lang wrote a description of the Reisszug, a funicular railway at the Hohensalzburg Castle in Austria. The line originally used wooden rails and a hemp haulage rope, and was operated by human or animal power. The line still exists, albeit in updated form, and is one of the oldest railways still to operate.[3][4]

By 1550, narrow gauge railways with wooden rails were common in mines in Europe.[5] By the 17th century, wooden wagonways were common in the United Kingdom for transporting coal from mines to canal wharfs for transshipment to boats. The world's oldest working railway, built in 1758, is the Middleton Railway in Leeds. In 1764, the first gravity railroad in the United States was built in Lewiston, New York.[6] The first permanent tramway was the Leiper Railroad in 1810.[7]

The first iron plate railway made with cast iron plates on top of wooden rails, was taken into use in 1768.[8] This allowed a variation of gauge to be used. At first only balloon loops could be used for turning, but later, movable points were taken into use that allowed for switching.[9] From the 1790s, iron edge rails began to appear in the United Kingdom.[10] In 1803, William Jessop opened the Surrey Iron Railway in south London, arguably the world's first horse-drawn public railway.[11] The invention of the wrought iron rail by John Birkinshaw in 1820 allowed the short, brittle, and often uneven, cast iron rails to be extended to 15 feet (4.6 m) lengths.[12] These were succeeded by steel in 1857.[10]
Age of steam
A British steam locomotive-hauled train
Tren a las Nubes (Train to the Clouds), located in Salta, Argentina

The development of the steam engine during the Industrial revolution in the United Kingdom spurred ideas for mobile steam locomotives that could haul trains on tracks. James Watt's patented steam engines of 1769 (revised in 1782) were heavy low-pressure engines which were not suitable for use in locomotives. However, in 1804, using high-pressure steam, Richard Trevithick demonstrated the first locomotive-hauled train in Merthyr Tydfil, United Kingdom.[13][14] Accompanied with Andrew Vivian, it ran with mixed success,[15] breaking some of the brittle cast-iron plates.[16] Two years later, the first passenger horse-drawn railway was opened nearby between Swansea and Mumbles.[17]
Earliest British steam railways

In 1811, John Blenkinsop designed the first successful and practical railway locomotive[18]—a rack railway worked by a steam locomotive between Middleton Colliery and Leeds on the Middleton Railway. The locomotive, Salamanca, was built the following year.[19]:20 In 1825, George Stephenson built the Locomotion for the Stockton and Darlington Railway, north east England, which was the first public steam railway in the world. In 1829, he built The Rocket which was entered in and won the Rainhill Trials. This success led to Stephenson establishing his company as the pre-eminent builder of steam locomotives used on railways in the United Kingdom, the United States and much of Europe.[19]:24–30

In 1830, the first intercity railway, the Liverpool and Manchester Railway, opened. The gauge was that used for the early wagonways and had been adopted for the Stockton and Darlington Railway.[20] The 1,435 mm (4 ft 8 1⁄2 in) width became known as the international standard gauge, used by about 60% of the world's railways. This spurred the spread of rail transport outside the UK.

By the early 1850s Britain had over 7,000 miles of railway, 'a stunning achievement given that only twenty years had elapsed since the opening of the Liverpool and Manchester Railway.[21]
Early railroads in the US

Railroads (as they are known in the US) were built on a far larger scale than those in Continental Europe, both in terms of the distances covered and also in the loading gauge adopted, which allowed for heavier locomotives and double-deck trains.

The railroad era in the United States began in 1830 when Peter Cooper's locomotive, Tom Thumb, first steamed along 13 miles (21 km) of Baltimore and Ohio railroad track.[22] In 1833, the nation's second railroad ran 136 miles (219 km) from Charleston to Hamburg in South Carolina.[23] Not until the 1850s, though, railroads offered long distance service at reasonable rates. A journey from Philadelphia to Charleston involved eight different gauges, which meant that passengers and freight had to change trains seven times. Only at places like Bowling Green, Kentucky, the railroads were connected to one another.

The Baltimore and Ohio that opened in 1830 was the first to evolve from a single line to a network in the United States.[24] By 1831, a steam railway connected Albany and Schenectady, New York, a distance of 16 miles, which was covered in 40 minutes.[25]

The years between 1850 and 1890 saw phenomenal growth in the US railroad system, which at its peak constituted one third of the world's total mileage.[26][not in citation given] Although the American Civil War placed a temporary halt to major new developments, the conflict did demonstrate the enormous strategic importance of railways at times of war. After the war, major developments include the first elevated railway built in New York in 1867 as well as the symbolically important first transcontinental railroad was completed in 1869.[27]
Electrification and dieselisation
0-Series Shinkansen, introduced in 1964, triggered the intercity train travel boom.
Elevated section of the Chicago 'L'
Luas in Dublin, Ireland

Experiments with electrical railways were started by Robert Davidson in 1838. He completed a battery-powered carriage capable of 6.4 km/h (4 mph). The Gross-Lichterfelde Tramway was the first to use electricity fed to the trains en route, when it opened in 1881. Overhead wires were taken into use in the Mödling and Hinterbrühl Tram in Austria in October 1883. At first, this was taken into use on tramways that, until then, had been horse-drawn tramcars. The first conventional completely electrified railway mainline was the 106 km Valtellina line in Italy that was opened on 4 September 1902. During the 1890s, many large cities, such as London, Paris and New York City used the new technology to build rapid transit for urban commuting. In smaller cities, tramways became common and were often the only mode of public transport until the introduction of buses in the 1920s. In North America, interurbans became a common mode to reach suburban areas. At first, all electric railways used direct current but, in 1904, the Stubaital Line in Austria opened with alternating current.[28]

Steam locomotives require large pools of labour to clean, load, maintain and run. After World War II, dramatically increased labour costs in developed countries made steam an increasingly costly form of motive power. At the same time, the war had forced improvements in internal combustion engine technology that made diesel locomotives cheaper and more powerful. This caused many railway companies to initiate programmes to convert all unelectrified sections from steam to diesel locomotion.

Following the large-scale construction of motorways after the war, rail transport became less popular for commuting and air transport started taking large market shares from long-haul passenger trains. Most tramways were either replaced by rapid transits or buses, while high transshipment costs caused short-haul freight trains to become uncompetitive. The 1973 oil crisis led to a change of mind set and most tram systems that had survived into the 1970s remain today. At the same time, containerization allowed freight trains to become more competitive and participate in intermodal freight transport. With the 1964 introduction of the Shinkansen high-speed rail in Japan, trains could again have a dominant position on intercity travel. During the 1970s, the introduction of automated rapid transit systems allowed cheaper operation. The 1990s saw an increased focus on accessibility and low-floor trains. Many tramways have been upgraded to light rail and many cities that closed their old tramways have reopened new light railway systems.
Innovations

Many benchmarks in equipment and infrastructure led to the growing use of railways. Some innovative features taking place in the 19th and 20th centuries included wood cars replaced with all-steel cars, which provided better safety and maintenance; iron rails replaced with steel rails, which provided higher speed and capacity with lower weight and cost; stove-heated cars to steam-heating cars, piped from locomotive; gas lighting to electric lighting, with use of battery/alternator unit beneath the car; development of air-conditioning with additional underbody equipment and ice compartment. Some innovative rolling stock included the lightweight, diesel-powered streamliner, which was a modernistic, aerodynamically styled train with flowing contours; then came the ultra-lightweight car with internal combustion engine in each train's power car; others included the dome car, turbined-powered trains, bilevel rolling stock, and the high-tech/high-speed electric trains.[29]

Even more, in the first half of the 20th century, infrastructure elements adopted technological changes including the continuously welded rail that was 1/4 miles long; concrete tie usage; double tracking major lines; intermodal terminal and handling technology; advances in diesel-electric propulsion to include AC traction systems and propulsion braking systems; and just-in-time inventory control. Beyond technology, even management of systems seen improvements with the adoption of environmental impact concerns; heightened concern of employee and public safety; introduction of urban area rail networks and public agencies to manage them; and downsizing of the industry employment with greater use of contractors and consultants.[30]
Trains
Main article: Train

A train is a connected series of rail vehicles that move along the track. Propulsion for the train is provided by a separate locomotive or from individual motors in self-propelled multiple units. Most trains carry a revenue load, although non-revenue cars exist for the railway's own use, such as for maintenance-of-way purposes. The engine driver controls the locomotive or other power cars, although people movers and some rapid transits are driverless.
Haulage
Russian 2TE10U diesel locomotive

Traditionally, trains are pulled using a locomotive. This involved a single or multiple powered vehicles being located at the front of the train and providing sufficient adhesion to haul the weight of the full train. This remains dominant for freight trains and is often used for passenger trains. A push-pull train has the end passenger car equipped with a driver's cab so the engine driver can remotely control the locomotive. This allows one of the locomotive-hauled train's drawbacks to be removed, since the locomotive need not be moved to the end of the train each time the train changes direction. A railroad car is a vehicle used for the haulage of either passengers or freight.

A multiple unit has powered wheels throughout the whole train. These are used for rapid transit and tram systems, as well as many both short- and long-haul passenger trains. A railcar is a single, self-powered car. Multiple units have a driver's cab at each end of the unit and were developed following the ability to build electric motors and engines small enough to fit under the coach. There are only a few freight multiple units, most of which are high-speed post trains.
Motive power
A RegioSwinger multiple unit of the Croatian Railways

Steam locomotives are locomotives with a steam engine that provides adhesion. Coal, petroleum, or wood is burned in a firebox. The heat boils water in the fire-tube boiler to create pressurized steam. The steam travels through the smokebox before leaving via the chimney. In the process, it powers a piston that transmits power directly through a connecting rod (US: main rod) and a crankpin (US: wristpin) on the driving wheel (US main driver) or to a crank on a driving axle. Steam locomotives have been phased out in most parts of the world for economical and safety reasons although many are preserved in working order by heritage railways.

Electric locomotives draw power from a stationary source via an overhead wire or third rail. Some also or instead use a battery. A transformer in the locomotive converts the high voltage, low current power to low voltage, high current used in the electric motors that power the wheels. Modern locomotives use three-phase AC induction motors. Electric locomotives are the most powerful traction. They are also the cheapest to run and provide less noise and no local air pollution. However, they require high capital investments both for the overhead lines and the supporting infrastructure. Accordingly, electric traction is used on urban systems, lines with high traffic and for high-speed rail.

Diesel locomotives use a diesel engine as the prime mover. The energy transmission may be either diesel-electric, diesel-mechanical or diesel-hydraulic but diesel-electric is dominant. Electro-diesel locomotives are built to run as diesel-electric on unelectrified sections and as electric locomotives on electrified sections.

Alternative methods of motive power include magnetic levitation, horse-drawn, cable, gravity, pneumatics and gas turbine.
Passenger trains
Interior view of the top deck of a VR InterCity2 double-deck carriage

A passenger train travels between stations where passengers may embark and disembark. The oversight of the train is the duty of a guard/train manager. Passenger trains are part of public transport and often make up the stem of the service, with buses feeding to stations. Passenger trains can involve a variety of functions including long distance intercity travel, daily commuter trips, or local urban transit services. They even include a diversity of vehicles, operating speeds, right of way requirements, and service frequency. Passenger trains usually can be divided into two operations: intercity railway and intracity transit. Whereas as intercity railway involve higher speeds, longer routes, and lower frequency (usually scheduled), intracity transit involves lower speeds, shorter routes, and higher frequency (especially during peak hours).[30]

Intercity trains are long-haul trains that operate with few stops between cities. Trains typically have amenities such as a dining car. Some lines also provide over-night services with sleeping cars. Some long-haul trains been given a specific name. Regional trains are medium distance trains that connect cities with outlying, surrounding areas, or provide a regional service, making more stops and having lower speeds. Commuter trains serve suburbs of urban areas, providing a daily commuting service. Airport rail links provide quick access from city centres to airports.

High-speed rail are special inter-city trains that operate at much higher speeds than conventional railways, the limit being regarded at 200 to 320 km/h. High-speed trains are used mostly for long-haul service and most systems are in Western Europe and East Asia. The speed record is 574.8 km/h (357.2 mph), set by a modified French TGV.[31][32] Magnetic levitation trains such as the Shanghai airport train use under-riding magnets which attract themselves upward towards the underside of a guideway and this line has achieved somewhat higher peak speeds in day-to-day operation than conventional high-speed railways, although only over short distances. Due to their heightened speeds, route alignments for high-speed rail tend to be steeper grades and broader curves compared to conventional railways. Their high kinetic energy translates to higher horsepower-to-ton ratios (20 hp/ton); this allows trains to accelerate and maintain higher speeds and negotiate steep grades as momentum builds up and recovered in downgrades (reducing cut, fill, and tunneling requirements). Since lateral forces act on curves, curvatures are designed with the highest possible radius. All these features are dramatically different from freight operations, thus justifying exclusive high-speed rail lines if it is economically feasible.[30]
Rail Network in Paris, France

Rapid transit is an intracity system built in large cities and has the highest capacity of any passenger transport system. It is grade separated and commonly built underground or elevated. At street level, smaller trams can be used. Light rails are upgraded trams that have step-free access, their own right-of-way and sometimes sections underground. Monorail systems operate as elevated, medium capacity systems. A people mover is a driverless, grade-separated train that serves only a few stations, as a shuttle. Due to the wide variety of rapid transit systems without much uniformity, route alignment vary widely with diverse right-of-ways (private land, side of road, street median) and geometric characteristics (sharp or broad curves, steep or gentle grades). For instance, the Chicago El trains are designed with extremely short cars to negotiate the sharp curves in the Loop. NJ's PATH have similar-sized cars to accommodate curves in the trans-Hudson tunnels. San Francisco's BART operate large cars on its well-engineered routes.[30]
Freight train
Main article: Rail freight transport
Bulk cargo of minerals

A freight train hauls cargo using freight cars specialized for the type of goods. Freight trains are very efficient, with economy of scale and high energy efficiency. However, their use can be reduced by lack of flexibility, if there is need of transshipment at both ends of the trip due to lack of tracks to the points of pick-up and delivery. Authorities often encourage the use of cargo rail transport due to its environmental profile.[33]

Container trains have become the dominant type in the US for non-bulk haulage. Containers can easily be transshipped to other modes, such as ships and trucks, using cranes. This has succeeded the boxcar (wagon-load), where the cargo had to be loaded and unloaded into the train manually. The intermodal containerization of cargo has revolutionized the supply chain logistics industry, reducing ship costs significantly. In Europe, the sliding wall wagon has largely superseded the ordinary covered wagons. Other types of cars include refrigerator cars, stock cars for livestock and autoracks for road vehicles. When rail is combined with road transport, a roadrailer will allow trailers to be driven onto the train, allowing for easy transition between road and rail.

Bulk handling represents a key advantage for rail transport. Low or even zero transshipment costs combined with energy efficiency and low inventory costs allow trains to handle bulk much cheaper than by road. Typical bulk cargo includes coal, ore, grains and liquids. Bulk is transported in open-topped cars, hopper cars and tank cars.

Colonial massacre 'shameful'

British Prime Minister David Cameron visited the site of a colonial-era massacre in India yesterday, describing the episode as "deeply shameful" while stopping short of a public apology.
On the last leg of a three-day trip aimed at forging deeper economic ties, Cameron took the bold decision to visit the city of Amritsar and tackle an enduring scar of British rule over the subcontinent, which ended in 1947.
Dressed in a dark suit and bowing his head, he laid a wreath at the memorial to the victims at Jallianwala Bagh where British troops opened fire on thousands of unarmed protesters in 1919.
In a message in the visitors' book, he wrote: "This was a deeply shameful event in British history and one that Winston Churchill rightly declared at the time as 'monstrous'.
"We must never forget what happened here. And in remembering we must ensure that the United Kingdom stands up for the right of peaceful protest around the world."
He later defended his decision not to say sorry, explaining that it happened 40 years before he was born and "I don't think the right thing is to reach back into history and to seek out things you can apologise for".
The number of casualties at the Jallianwala Bagh garden is unclear, with colonial-era records showing about 400 deaths while Indian figures put the number killed at closer to 1,000.
The incident saw soldiers under General Reginald Dyer's command open fire on men, women and children in the enclosed area in one of the most infamous episodes of Britain's colonial rule that helped spur the independence movement.
But the move to visit the site is seen as a gamble by Cameron, who is travelling with British-Indian parliamentarians, and could lead to calls for similar treatment from other former colonies or even other victims in India.
It immediately invited a debate about why Cameron was opening up wounds from the past -- and was stopping short of saying sorry -- during a visit designed to stress the future of Indo-British ties.
Cameron said Monday in Mumbai that he wanted Britain to be India's "partner of choice", stressing their shared history, democratic values and the 1.5 million Britons of Indian origin as a foundation for a deeper alliance.
Cameron is the first serving British prime minister to visit the site, diplomatic sources said, but not the first senior British public figure.
In 1997 the Queen laid a wreath at a site during a tour of India. But her gaffe-prone husband Prince Philip stole the headlines by reportedly saying that the Indian estimates for the death count were "vastly exaggerated".
Earlier in the day Cameron visited the Golden Temple, the most revered place for the Sikh religion, where he walked around bare foot and was photographed wearing a blue cloth covering his head.

A Brief History of Ireland

An estimated 70 million people world-wide can claim Irish heritage. This article attempts to provide some insight into Ireland's long and complex history.
The island or Ireland, some 89,000 sq. km (32,000 sq. mi.) is comprised of the Republic of Ireland (Eire) which occupies almost 85% of the total land-mass, and Northern Ireland which is part of the United Kingdom. Within the traditional four ecclesiastical provinces of Ulster (north-east), Leinster (south-eastern Ireland including the ancient kingdom of Meath), Munster (south-west), and Connaught (or Connacht, north-west) there are 32 counties, 26 of which are within the Republic. The partition of the island dates from 1920-22, before which the whole island was under British rule.
The first settlement of Ireland took place sometime around 6000 BC by hunters and fishers along the island's eastern coast. The Gaels, a Celtic-speaking people from western Europe, found their way to the island sometime between about 600 and 150 BC and subdued the previous inhabitants.
About the time of Christ the island was organised into five kingdoms, the traditional "Five Fifths of Ireland". By AD 400 seven independent kingdoms had evolved. The kings of these kingdoms often allied their armies to raid neighbouring Roman Britain and the Continent. On one of these raids a lad of 16 was captured, returned to Ireland and sold into slavery. During his enslavement the boy turned to religion and some six years later at the age of 22 escaped. The young man studied theology in the Roman church and in 432 returned to Ireland, and began a lifelong quest of converting the Irish to Christianity. This was none other than Ireland's patron, Saint Patrick.
In the 9th and 10th centuries, Ireland came under fierce attacks from the Vikings. Monasteries suffered great atrocities at the hands of these aggressors. In 853 the Danes invaded the island and were followed by Danish settlers who gradually assimilated with the local population and adopted Christianity. When the four ecclesiastical provinces (Ulster - north-east, Leinster - south-eastern Ireland including the ancient kingdom of Meath, Munster -southwest, and Connaught, or Connacht - north-west) were created in 1152, both Gaelic and Danish elements helped form a united Church. This reform, and others advocated by the Irish church were frowned on by some, including Pope Adrian IV, an Englishman. In 1155 he conferred on Henry II of England the lordship of Ireland with hopes of curing some of Ireland's perceived ecclesiastical ills. In 1168 the English invaded the island and soon thereafter began invoking reforms, many dealing with the granting of land, and many of which violated the traditional political and social structure.
From the latter twelfth century to about 1400, many Norman's from England moved to Ireland and settled the eastern areas, particularly around Dublin. Some assimilated but strife persisted between the native Irish and the colonists. In 1367 a law was enacted to keep the two populations separate.
In 1495 Henry VII extended English law over the entirety of Ireland, and assumed supremacy over the existing Irish parliament. When Henry VIII became king, he tried to separate the Irish Church from the Papacy much as he had done in England. Instead he intensified Irish resolve toward the English. By the time that Queen Elizabeth ascended to the English thrown, Roman Catholicism became linked with Irish sentiment and the Irish refused to accept English imposed ecclesiastical change. Mounting English domination was also being met with greater Irish resistance. In the 1560s the English suppressed a revolt in Ulster and Queen Elizabeth took the opportunity to expropriate all lands and settle the province with Englishmen. By 1660 they had become well seated and English law prevailed throughout the land.
During the reign of James I (ruled 1603-1625), Catholic schools were closed and children were taught in Protestant institutions. Soon the old distinctions of Irish, Anglo-Irish, and English became realigned to Catholic and Protestant, although the island remained overwhelmingly Catholic. It was about this period that the emigration trend began.
When Cromwell took firm control of England, he also invoked strict rule over Ireland and confiscated all Catholic holdings. Following his death, however, the Irish renewed their claims on their historic lands. After some successes, in 1690 they defeated the English at Londonderry and signed a treaty with London that granted them a number of rights, only to see it rejected by the Protestant dominated Irish parliament.
The rift between adherents of the two religions broadened. In 1727, Catholics were excluded from all public office and denied the right to vote. Although some measured attempts at reconciliation were made nearing the end of the century, for the most part relations between the two factions remained poor.
In 1798, a revolt in Ireland set in motion a series of events that led the Irish to relinquish their own parliament. On 1 Jan 1801, the United Kingdom of Great Britain and Ireland came into existence. Not surprisingly, the union in Ireland was highly unpopular and relations continued to deteriorate between the Catholic and Protestant populations. In the 1830s, a movement began to repeal the union. It found little favour in Protestant Ulster, though, where growing prosperity kept many committed to the legislative union with Britain. Catholic areas of Ireland fared less well and when the potato crops of the 1840s failed, a devastating famine resulted. Between 1841 and 1851, Ireland's population fell from 8.2 million to 6.6 million through starvation, disease, and emigration, particularly to the United States.
Following the famine, Catholic Ireland slowly increased in prosperity but there became a growing awareness of the greater affluence enjoyed by the industrialised Ulster and British people. Demand for national self-government came to the fore. The Catholics gradually gained parliamentary power and "home rule", a separate Irish parliament within the Union, gained popularity. Using their leverage in the British parliament, a home rule bill was enacted in 1914, but not put in effect until the end of World War I.
In the twentieth century, Ireland's situation has remained unsettled. In 1920, the "Government of Ireland Act" set up separate parliaments for both the north and south, although only the former ever functioned. In 1921 a treaty between southern Ireland and Britain established the Irish Free State, a self-governing dominion within the British Commonwealth of Nations. This allowed the Northern Ireland Parliament to take the six northern counties out of the dominion. A subsequent civil war broke out between pro-treaty and anti-treaty factions but ultimately the treaty stood.
In 1937 southern Ireland drafted and adopted a new constitution creating the new state of Eire. A republic in all but name, it remained formally within the British Commonwealth. It lasted only eleven years until 1948 when the ties with the Commonwealth were severed completely and the Republic of Ireland was born. In the north, the Protestants and Catholics continued their unsettled relationship with one another. In 1972, the Republic of Ireland joined the European Economic Community (EEC) along with the United Kingdom and Denmark. That same year, the Northern Irish State was dissolved and the six counties were put under direct rule from London.