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International Volvo Photo Locations Part 137

Tverrfjellhytta or the Norwegian Wild Reindeer Centre Pavilion?? by appointment of the Norwegian Wild Reindeer Foundation Snøhetta has designed an observation and information pavilion at Hjerkinn in Dovre, Norway.

The spectacular site is located on the outskirts of Dovrefjell National Park at around 1250 meters above sea level, overlooking the Snøhetta mountain massif.

The main purpose of the 75m2 building is to provide shelter for school groups and visitors as mountain guides lecture about the unique wildlife and history of the Dovre Mountain plateau.

Dovrefjell is home to wild reindeer herds, musk oxen, arctic foxes and a variety of endemic botanical species. A long history filled with travellers, hunting traditions, mining and military activities have left their mark on this land. Today, modern tourism and recreation continue to shape the cultural landscape of this place. Dovrefjell also holds significant importance in the consciousness of Norway. National legends, myths, poetry, music, and pilgrimages celebrate the mystic, eternal, and grounded qualities of this robust place. The founding fathers of the Norwegian constitution are “agreed and faithful, until the fall of Dovre!”

Natural, cultural and mythical landscapes form the basis of the architectural idea. The building design is based on a contrast between a rigid outer shell and a soft organic-shaped inner core. A wooden core is placed within a rectangular frame of raw steel and glass. The core is shaped like rock or ice is eroded by natural forces like wind and running water. Its shape creates a protected and warm gathering place, while still preserving visitor’s access to spectacular views.

Considerable emphasis is put on the quality and durability of materials so that the building can withstand the harsh climate. The shelter’s simple form and use of natural building materials reference local building traditions. And at the same time, new technologies will be utilized to bring modern efficiency to the fabrication process. The wood core will be manufactured using a large scale robot-controlled milling machine based on digital 3D models.

Tverrfjellhytta is a robust building that refines local building traditions, provides a protected gathering place for the visitors and enriches the unique landscape of Dovrefjell.

More information on www.visitnorway.com, snohetta.com and www.villrein.no.

International Volvo Photo Locations Part 136

 

 

On the Aurlandsvegen – the mountainroad between Aurland and Lærdal you’ll find a unique new breathtaking viewpoint Plattform (lookout) – Stegastein.

Situated 6 km from the centre of Aurlandsvangen. 650 metres above sea level – overlooking the Aurlandfjord.

The road between Aurland centre and Stegastein is open all year. There are Parking & toilets.

The viewpoint is located at the Aurlandsfjellet route. This route runs from fjord to fjord across high mountains where snow remains most of the summer. The viewing platform at Stegastein is a natural place to make a stop and offers a dizzying view over the fjord landscape. The Nærøyfjord, included on the World Heritage List, offers breathtaking scenery.

More information on www.visitnorway.com, www.sffarkiv.no and www.nasjonaleturistveger.no.

1982 FIA Formula One
Round 9 – Dutch Grand Prix
Zandvoort, 1-3 July, 1982

(Report by Tom Prankerd & photography by Guido Fijen)

The series returned to Europe, effectively home ground for all the competing teams as they were now operating within easy range of their bases in England, Italy and France. With a wide and varied set of results so far, there was a feeling that the serious business was about to get underway with most of the more idiosyncratic circuits out of the way. Watson, Prost, Pironi and Rosberg were all very much in the running for the drivers’ championship, while Piquet, Patrese, Lauda and even Arnoux weren’t out of the reckoning given a couple of good results in upcoming races.

Zandvoort also kicked off a series of seven fast circuits which were expected to favour the turbos as long as they stayed reliable, but the Canadian Grand Prix had seemed to indicate that both Ferrari and Brabham-BMW were capable of matching them for speed. There was a general feeling that the French team had decisively fumbled their advantage.

Ferrari stepped back up to a two-car team for the first time since the fateful Belgian Grand Prix, with Patrick Tambay taking over car 27.

Osella, on the other hand, only had a car for Jarier, and seemed to have no plans to replace the late Paletti any time soon.

At Lotus, Mansell had injured his arm while colliding with Giacomelli in Canada, so test driver Roberto Moreno was hurriedly given a go in the second car.

Jan Lammers, his thumb recovered, returned to the Theodore in time to attempt qualification for his home race.

Ligier were going to have another go with the difficult JS19 chassis, debuted at Monaco but not raced since.

Brabham fielded BMW turbo cars for both drivers after the impressive win in Canada.

And to cap things off, Toleman finally rejoined the series (having tested successfully at Zandvoort the previous week) with their old cars for Warwick and Fabi.

The arrival of Tambay and return of the Tolemans saw the entry rise above 30, so the slowest man from the Friday morning session would be removed once more. Well, the slowest man turned out to be Moreno in the Lotus, but he was exempt due to Lotus scoring points in 1981. Next slowest was, of course, Emilio de Villota in the LBT March, yet to get into a race.

Thursday’s timed session was dull and grey, and rain started a few minutes from the end. By then most had set decent times, however, which was just as well – though Friday remained dry, it was very windy and only a handful of drivers managed to improve their times.

The Renaults returned to pole position, Arnoux managing a time four-tenths faster than team-mate Prost, but Piquet was very close behind.

Pironi would start fourth ahead of Lauda, with Tambay a decent 6th for his Ferrari debut. Rosberg, Giacomelli, de Cesaris and Patrese completed the top 10, which made ominous reading for DFV runners.

Further back, Warwick qualified his Toleman a best-yet 13th, while Lammers got in at 26th in front of his home crowd for his first start of the year. Ligier, however, found the JS19 going no better than it had at Monaco, with Laffite only 21st and Cheever failing to make the grid at all after trying the JS17B spare, which then broke down on him. Joining him were Guerrero and Fabi, as well as Moreno in the Lotus. The Brazilian had proven completely out of his depth, unable to get within three seconds of team-mate de Angelis, and slowest of all. It didn’t help that Mansell and de Angelis had thus far done all the testing on the 91, and he had only ever driven the 87B model.

While the turbos had the speed there were big questions as to whether they had the fuel capacity to last the race flat-out, so the DFV/V12 runners would have a chance if they harried their opponents. Saturday was grey and cloudy, and if it was to rain (which looked likely) the Cosworth cars would have the advantage. Attendance was poor after the Dutch Grand Prix had been on and off for much of the early season, and as a result of its’ late confirmation was given an early Saturday afternoon slot due to the needs of TV rights holders.

Prost made the best start of the Renault drivers, leading into turn 1 from his team-mate and Pironi. Tambay had got off well in the Ferrari, leading Lauda, Giacomelli and Watson, while Piquet had got bogged down (going through the first corner in 8th) and baulked Rosberg, who dropped to 10th behind de Cesaris. Pironi was looking very potent in the Ferrari and moved past Arnoux on the second lap, while Piquet had soon recovered from his slow start, blasting past Giacomelli and Lauda before closing up on Tambay. He made it through at Tarzan on the third lap, the BMW impressively powering straight past the Ferrari. Tambay was left to the mercy of Lauda and Giacomelli, who had the charging Rosberg also bearing down on them.

Up front Pironi had closed the gap to Prost in no time at all, and at the start of the fifth lap he dived out of the Renault’s slipstream for the inside line at the first turn, taking the lead. Initially he pulled away at a rate of a second a lap, but after that simply kept to Prost’s pace, maintain a 4-5 second lead and watching his fuel consumption. Rosberg was flying further back, firstly taking Lauda just before Tarzan from the outside of the straight, and two laps later thrusting down the inside of Tambay to take 5th place.

The other turbo running was Warwick’s Toleman. With improved Pirelli tyres and the latest evolution of Brian Hart’s engine, he moved up well in the early stages and tagged onto the queue now forming behind Tambay’s Ferrari, moving past de Cesaris and Watson to sit 10th. Soon after, however, his rear wing collapsed. After a long stop to replace it he rejoined at a flying speed, carving through the back markers and setting fastest lap, only for the engine to blow out all its’ oil.

Patrese was now making up places after a mediocre qualifying and poor start, and followed Rosberg past Giacomelli to run eighth on lap 8, but five laps later he was in the pits for a lengthy stop to fix a broken gear linkage lever, removing him from contention. By now the main event up front was Piquet chasing after the Renaults. At the end of lap 14 he was right behind Arnoux on the straight, and once again demonstrated the horsepower of the BMW four-block by simply speeding past, being ahead of the Renault before braking into Tarzan and setting off after Prost, 4 seconds down the road.

Arnoux would only last seven more laps. Troubled by a vibration since almost the start he came through down the straight to start lap 22 at some 190mph, only for the front-right wheel and suspension to simply break off the car. Unable to slow, he ploughed straight through the Tarzan sand trap and into the tyre wall, the Renault burying itself and scattering the spectators. After a few anxious moments the Frenchman was extricated, shaken but basically unhurt.

Piquet had now passed Prost as well, catching the Renault in traffic. Prost was soon to join Arnoux in retirement, a turbo blowing before he slowly coasted into the pits to retire on lap 34. However, Piquet was unable to do much about the Ferrari ahead of him, Pironi driving a cool race. As soon as his pit board told him the Brabham was taking slight gains the Frenchman took the time straight back, and both settled for their positions and aimed for economy and reliability.

Lauda had now moved past Tambay in the second Ferrari (troubled by a slight misfire), while Watson had stopped for fresh tyres.

Patrese, with his gear linkage fixed, now tore back through the field only for his engine to go sick, dropping him back down to last place, while Daly and Alboreto both moved past Tambay. The Italian, finding his Tyrrell running well after a couple of disappointing showings, then tried to take Daly at Tarzan, only for the Irishman to close the door.

Both span off, but while Daly was able to restart smoothly Alboreto had more trouble, damaging a tyre. When Piquet then came up to lap him, Alboreto paid little attention due to his own problems, and badly baulked the Brazilian. Rosberg had been chasing the Brabham down, not having to worry particularly about fuel economy, but in the end failed to take second by just seven tenths of second.

Almost unnoticed Pironi took a superb, smooth victory to move within a point of Watson in the championship, with Piquet satisfied with second in the Brabham and Rosberg doing well to take third on a fast circuit. Lauda was happy with a sensible 4th place to score for the first time since his Long Beach victory, well clear of Daly. In sixth came Mauro Baldi, who had passed Tambay on the penultimate lap, then overhauled the stricken Alboreto to put an Arrows in the top 6 for the second race running, and show his own general improvement after a difficult start to his Grand Prix career.

Credits
Race report by Tom Prankerd of A Second A Lap – Stories from Grand Prix History and Photography by Guido during the training days before the GP.

More photos…

1984 FIA Formula One
Round 13 – Dutch Grand Prix
Zandvoort, 24-26 August, 1984

(Report by Tom Prankerd & photography by Guido Fijen)

Attention at the Dutch Grand Prix was diverted from the closely-balanced Lauda versus Prost fight by the news that Brazilian starlet Ayrton Senna had been tempted away from Toleman and signed by the Lotus team. Senna was in the first year of his contract with Toleman, and while he had clauses permitting him to speak to other teams he neglected to inform Toleman first as required. The team were further enraged by the patronising tone of the Lotus press release announcing the signing, while Senna for his part was deeply embarrassed about the timing of the announcement.

The whole fuss distracted somewhat from the thrilling duel between the McLaren drivers for the title. While Piquet was providing opposition on a race-by-race basis, Brabham’s reliability problems meant he was out of the fight for the championship.

After their troubles in Austria running two cars, ATS returned to a single entry for Manfred Winkelhock.

Prost beat Piquet to pole after the Brazilian had trouble with low revs in the qualifying Brabham, instead having to hurriedly revert to his race chassis with a less powerful engine. He was still second, however, ahead of de Angelis, Warwick, Tambay and Lauda.

Williams had a good practice for a change, with Rosberg 7th and Laffite 8th, but Ferrari were once again at sea – with Alboreto 9th and 1983 winner Arnoux down in 15th. Senna was down in 13th, his worst grid position for a while.

At the back of the grid, the Tyrrell cars were faster than they had been at the previous two races, qualifying 24th (Bellof) and 25th (Johansson). This left Dutch driver Huub Rothengatter – his Spirit car repainted (for the race) in patriotic orange – as 27th fastest, but was allowed to start in case Tyrrell’s appeal – due to take place a few days after the race – was turned down, in the same fashion that had allowed Gartner to race at Brands Hatch.

The morning warm-up had been delayed by 40 minutes due to a staircase collapsing in the paddock, injuring several people. However, all was well by the time of the race, with the Dutch weather being hot and sunny.

Piquet got off the line beautifully, and slotted past Prost into Tarzan, with Tambay doing the same to de Angelis.

Lauda got away badly, dropping to 11th place behind Boutsen and Fabi, while Winkelhock span the ATS and was pushed back into contention as he had come to a halt in rather an awkward place. Cheever and Hesnault were also off when the Frenchman tried a rather optimistic lunge down the inside of the Alfa Romeo and simply oversteered into it, both rejoining after losing several places.

Rosberg was charging by now, up into 5th and haring down on de Angelis, while Lauda had disposed of two cars and was now looking at getting past Alboreto. He could rest easy, however, as Prost simply had nothing to match Piquet this time, the Brabham pulling away at around a second a lap, while Rosberg in 3rd wasn’t such a threat. With Piquet out of the title reckoning, Prost merely had to concentrate on beating Lauda, and wasn’t going to risk 2nd place. The second McLaren had picked off Warwick, who was being caught by Laffite in the second Williams, and began moving towards the battle over 4th between Tambay and de Angelis, swiftly moving past both to press Rosberg. Further back, Alboreto’s Ferrari dropped out once again, while Arnoux was unable to do anything about Senna and Fabi.

The rest became incidental on lap 11, when Piquet’s engine blew out its’ oil, and caused him to retire yet again. Almost simultaneously, Lauda finally forced his McLaren down the inside of Rosberg to take what was suddenly second from Rosberg, and we were left to see which of the McLarens would take victory. Prost had been left with an eight-second lead over Lauda, but the Austrian wasn’t able to pull away from Rosberg with any real alacrity.

Most of the excitement for now was coming from de Angelis’ attempts to get past Tambay for 4th place. The Italian was all over the Renault’s gearbox, but just didn’t have the speed to pull past on the straights, the battle being hard enough to draw both closer to Rosberg, with Warwick, Laffite and Fabi keeping in touch behind. Tambay and de Angelis were then split up after running as one for half-a-dozen laps when they came upon the unhappy Winkelhock, who nearly hit the Lotus twice after completely ignoring his mirrors. The German would soon retire when he and Warwick span on oil from Laffite’s exploding Honda.

Still, by this time Lauda had got himself into a good groove, and had sliced the lead down to under four seconds by lap 22. Once again Prost’s ability to cope with pressure would be brought into question. However, suddenly Prost responded, and pulled away – the Frenchman had misinterpreted his pit signals, believing Rosberg – 17 seconds behind – to be in 2nd. As soon as he realised Lauda, on soft tyres, was bearing down on him he switched back on and made the gap more comfortable.

Behind, Fabi span and stopped for tyres, while Tambay also pitted for fresh Michelins. This left Rosberg with the Lotus cars of de Angelis and Mansell on his gearbox. Mansell passed them both on successive laps at Tarzan, with a big wobble as he nailed Rosberg, while a wary Prost was trying to lap all three. The trio were much more concerned with third place than letting the McLaren by, but Prost negotiated all three successfully and had built a cushion of some 15 seconds over Lauda, meaning the affair wasn’t enough for his team-mate to draw in.

Indeed, Prost didn’t make a single mistake all afternoon on his way to his fifth victory of the year, with Lauda second, his lead in the championship cut down to 1.5 points.

The McLaren-TAGs achieved their fourth 1-2 finish of the year, their ninth victory saw them overtake Lotus’ 1978 record, and also mathematically confirm the constructors’ cup would be theirs.

Mansell took third ahead of de Angelis after Rosberg’s sturdy drive went unrewarded, pulling into the pits out of fuel a lap from the end. This elevated the battle between Fabi and Tambay (who had lost fifth gear) to the fight for 5th, with the Brabham driver just about having enough to take the position.

Arnoux had briefly taken 6th only for his tyres to go off, and as he pulled into the pits he neglected to signal properly, causing the following Boutsen to thump into the back of the Ferrari and retire with a deranged front-right wheel.

The Ferrari returned and set fastest lap in pursuit of Tambay, only to retire with an electrical fault. This left Hesnault to finish 7th, ahead of the well-driven Tyrrells of Johansson and Bellof and the RAMs of Palmer and Alliot, with Gartner the only other runner after Cheever’s Alfa Romeo once again ran out of fuel, five laps from the end.

Credits
Race report by Tom Prankerd of A Second A Lap – Stories from Grand Prix History and Photography by Guido during the training days before the GP.

More photos…

International Volvo Photo Locations Part 135

The bridge pictured above is part a masterplan in Reggio Emillia in Italy, concerning the norht east area of the city where railways and motorways meet.

Plans for the bridges originated in 2002, when the city of Reggio Emilia invited Calatrava to design a new railway station, Stazione Mediopadana, for the high-speed railway line (Treno Alta Velocita or TAV) between Milan and Rome. In addition, he was charged with creating a master plan for the surrounding part of the city, a fragmented area called Mancasale, to improve vehicular access and provide an impressive new entrance from the north.

His plan called for integrating the station with three new bridges, designed to connect the Autostrada del Sole (A1) to the city by way of a tree-lined avenue, Viale Trattati di Roma. Calatrava also proposed a highway toll station for cars leaving the Autostrada and a large-scale landscape treatment of the entire area.

The three bridges in Reggio Emilia are singular steel structures designed by
Santiago Calatrava to improve vehicular access and to provide an impressive
new entrance from the north.

These infrastructures are important links between the busy motorway A1,
which links Milan to Bologna, passing the city of Reggio Emilia. The three bridges have played an important role in the urban regeneration
of the city and were inaugurated in October 2007.

The main structure is the central bridge than spans the motorway and the
adjacent railway. There  are  also  twin  bridges  across  two roundabouts
next to the main bridge.

This work has obtained the 2009 “European Steel Design Award” given by the European Convention for Constructional Steelwork (ECCS) at the international
congress in Barcelona.

More information on www.municipio.re.it and www.km129.it.

International Volvo Photo Locations Part 134

The Stazione di Reggio Emilia AV Mediopadana is a high speed train station in Reggio Emillia in Italy. It is located outside the city, alongside of the A1 motorway between Milano and Naples.

Stazione Reggio Emilia AV Mediopadana – the only stop on the high speed train service between Milan and Bologna – was officially opened for passengers on 9 June 2013. Planning and development of the project took into account that the railway station will serve a much larger area than just the city of Reggio Emilia, with the number of potential users estimated at 2 million.

The infrastructure has been developed to link the “Area Vasta” – the vast area extending from Modena to Parma, and bordering the provinces Cremona, Mantua and Verona in the north. The construction is part of an urban renewal project incorporating the northern part of Reggio Emilia, the capital of the homonymous province. In the course of this, Spanish architect Santiago Calatrava has already created five large buildings for Reggio Emilia: the recently inaugurated railway station, three bridges along a new expressway connecting Bagnolo to Reggio Emilia and the roof construction of a toll station on the A1 motorway. As the single stop between Milan and Bologna, the station permits quick and convenient access to Milan (about 40 minutes) and Bologna (about 20 minutes).

The new railway station is 4 km away from the city centre of Reggio Emilia (officially referred to as Reggio nell’Emilia) and a few hundred metres from the new toll station on the A1, known as the “Autostrada del Sole”. Composed of white-painted steel elements and glass, the roof structure has a length of 483 m and a variable width and height. The width ranges between 35 m and 50 m, while the height is 20 m on average, with the roof rising between 7.5 m and 14.5 m above the platforms inside. The construction is composed of a series of 19 modules, each 25.4 m long, which are made up of a stepped arrangement of a series of 25 steel elements placed 1 m apart from each other.

The geometric variation of the portal shape, repeated at regular intervals, gives the structure an extraordinary “wave effect”, which is evident in the ground plan and elevations and creates a three-dimensional volume in the form of a sinusoid curve. Following a specific geometric principle, the shape of the wave differs on either side: the station entrance façade has a more dynamic appearance, with the two waves overlapping symmetrically, while the side facing the motorway is altogether calmer with regular (parallel) waves.

More information on www.detail-online.com and www.calatrava.com.

International Volvo Photo Locations Part 133

Le Mas De Pierre is a luxurious hotel in Saint Paul de Vence, close to Nice in France.

Nestled at the foot of the Saint-Paul-de-Vence fortress, Le Mas de Pierre and its 7 country houses in the colours of the Provence, has a splendid Mediterranean garden with hundred-year-old olive trees.

Le Mas de Pierre offers the luxury and comfort of a 5-star hotel with 48 rooms, including 6 suites, air conditioned, terrace, loggia or private garden with view of the domain and the swimming pool.

In a two hectare park full of hundred-year-old olive trees, on the doorstep of Saint-Paul-de-Vence, Le Mas de Pierre overlooks hills and valleys. Provencal, romantic and colonial villas and rooms are hidden behind the red tiles and white stone of the bastides. When you cross the threshold, you will discover lovingly selected antique dressers and pedestal tables. As far as cuisine is concerned, our chef proposes a gourmet cuisine with the flavours of the South, composed of the finest regional specialties. Other delights include a swimming pool, a spa, a sumptuous greenhouse with orchids and a deliciously fragrant garden.

Saint-Paul or Saint-Paul-de-Vence is a commune in the Alpes-Maritimes department in southeastern France. One of the oldest medieval towns on the French Riviera, it is well known for its modern and contemporary art museums and galleries such as Fondation Maeght which is located nearby.

More information on www.lemasdepierre.com, www.saint-pauldevence.com and en.wikipedia.org.

International Volvo Photo Locations Part 129

Palægade is a street in central Copenhagen (Denmark). ‘Palæ’ means ‘palace’ or ‘mansion’ and is the Danish name for the nobility and the higher bourgeoisie Townhome for winter use. In rare cases, it is also used for royal residences, such as the Prince’s Palace in Copenhagen. A mansion is typically a building of two or three floors.

Close to this street, the Amalienborg is located.

The Amalienborg is the winter home of the Danish royal family, and is located in Copenhagen, Denmark. It consists of four identical classicizing palace façades with rococo interiors around an octagonal courtyard (Danish: Amalienborg Slotsplads); in the centre of the square is a monumental equestrian statue of Amalienborg’s founder, King Frederick V.

Amalienborg was originally built for four noble families; however, when Christiansborg Palace burnt down on 26 February 1794, the royal family bought the palaces and moved in. Over the years various kings and their families have resided in the four different palaces.

In the building pictured with the Volvo V40, on the address Palægade 15 in Copenhagen is Reputation CPH located, an advertising agency and the Danish representative of the global agency brands Publicis and Leo Burnett. They say that they are the only agency in the world which is situated in ground-level in a big shopping street. So many people know us as the agency with the creative windows, because of the exhibitions we run. In their windows they had campaigns for ‘Fashion Is for idiots (like us)’, ‘I am too smart to sit here in a window’ and ‘Support Japan’.

During the shoot of the Volvo photo, they had the ‘Fashion Is for idiots (like us)’ campaign in the windows, asthey explain: “When Paris Hilton headed into town for Copenhagen Fashion Week in 2007, we decided to create a fashion-inspired window campaign to express our commitment to differentiation.

“Fashion is for Idiots, like us” started life at REPUTATION as a campaign to raise funds for Colombian children’s charity CRAN as well as poke gentle fun at ourselves and the fashion world.”

More information on www.reputationcph.com, fashionisforidiots.com and en.wikipedia.org.

International Volvo Photo Locations Part 128

The Langeliniekajen or Langelinie Pier is located in the harbor of Copenhagen, the capital of Denmark.

The Langeliniekajen has a water depth allowing big ocean-going vessels to tie up. The area has a number of statues and memorials. These include a cast bronze sculpture polar bear with cubs and memorials for MS Jutlandia, Ludvig Mylius-Erichsen. The polar bear has some bullet holes at the head. They were made by a German soldier under the Occupation of Denmark.

Langelinie is a pier, promenade and park in central Copenhagen, Denmark, and home of the statue of The Little Mermaid. The area has for centuries been a popular destination for excursions and strolls in Copenhagen. Most cruise ships arriving in Copenhagen also berth at Langelinie Pier.

Most ships that visit Copenhagen during a cruise are berthed at Langelinie, a pier just north of the Little Mermaid and about 4 km or 2.5 miles from Tivoli and the main railroad station. (Large ships that are beginning or ending a cruise in Copenhagen are likely to use the newer Freeport Cruise Terminal, which is in an industrial harbor area well to the North of Langelinie and the city center.)

Although Langelinie is sometimes referred to as the “Copenhagen Cruise Terminal,” it’s less a terminal than a long quay with shops and an information center operated by the Copenhagen Tourist Office. Still, it’s more convenient than piers in most large cities, and you can easily walk to the major tourist sights along Copenhagen’s attractive waterfront. (Alternatively, you can use your cruise ship’s shuttle bus, public transportation, or a taxi. The local No. 26 bus will take you from the pier to the City Hall Square, which is right next to Tivoli Gardens, in about 20 minutes.)

If you’ve got an hour or two to kill before departure, or if you’d rather not haul purchases from the city center to the ship, allow time for a visit to the Langelinie Quay Shopping Arcade. Beneath the stone arches of Langelinie’s old warehouses, you’ll find shops that sell porcelain, amber, Danish clogs, jewelry, clothing, and other products.

It is the “МАРИЯ УЛЬЯНОВА” (MARIJA UL’JANOVA, later LR transcription MARIYA ULYANOVA) – built in 1959 at the Mathias Thesen Werft of Wismar in the new German Democratic Republic, the shipyard which has built most passenger ships over 1000 GRT in the world after 1945, one of 19 similar sister-ships, the largest ever built sister-ship class in the world of sea-going passenger ships over 1000 GRT. In 1959-1970 she worked for the BMP (Baltijskoe Morskoe Parochodstvo) of Leningrad on the Leningrad-Baltic Sea Ports-Oslo-London-Le Havre line. On some routes she continued from Le Havre to the famous revolutionary Isle of Liberty of those days, Cuba and the port at La Habana, most of the passengers being engineers and students in both directions. In 1970 she was transferred to the DVMP (Dal’nevostotchnoe Morskoe Parochodstvo) of Vladivostok for the lines between Vladivostok and Primorje ports(coast north of Vladivostok) and some times up to Petropavlovsk on the Kamtchatka. Some times also worked on the long line to Yokohama in Japan and to Hong Komg in China. She left the DVMP/FESCO fleet in 1988 and was reported scrapped as late as in 1996, if this is 100% sure, I do not know. If I remember correctly she was sold to China in 1988 together with her sister-ship ФЕЛИКС ДЗЕРЖИНСКИЙ / FELIKS DZERZHINSKIJ (built in 1958 for Tchernomorskoe Morskoe Parochodstvo/BLASCO) of ODessa for the Black Sea-Mediterranean regular lines. She was also transferred from European waters in 1970 to the Pacific ocean lines of DVMP. These ships had another 11 sisterships, 7 scientific vessels built for the HydroMet Services of the USSR and the Academic of Sciences of the USSR (one of them still is the ГЛОРИЯ / GLORIJA, passenger ship out of Odessa). and another 4 sister-ships for the VMF SSSR (USSR Navy) as oceanographic measuring ships. One of them still in service, the former ADZHARIJA (not the passenger ship, another vessel of this name was built for VMF SSSR, hence being two sister-ships with the ADZHARIJA name!) – now renamed to КРОНШТАДТ / KRONSHTADT and being laid up at the Kronshtadt Navy Base in the Leningrad Oblast’ at the island of Kotlin, the world-famous revolutionary navy base of Krosnshtadt of the Baltijskij Flot (the Baltic Sea fleet).

Tip: The Illum department store has a small cruise lounge in its main building on the Strøget in central Copenhagen. You can rest your feet, get help from the on-duty hostess, and enjoy a free cup of coffee or tea before you resume your shopping and sightseeing. (The new lounge, which opened in 2009, is available during store hours whenever cruise ships are in port. It replaces earlier cruise lounges at the Royal Copenhagen and the Magasin du Nord stores that you may have read about in out-of-date guidebooks.)

More information on en.wikipedia.org, www.visitcopenhagen.com and www.langelinie-outlet.dk.

International Volvo Photo Locations Part 127

Langeliniepavillonen is a restaurant / banquet room built in 1954 by architects Eva and Nils Koppel. Located on Langelinie (hence the name) in Copenhagen close to the cruise ships and the little mermaid.

Here is a memorial to Ivar Huitfeldt, consisting of guns and bullets. The area is filled with Japanese cherry trees that bloom in April.

Langelinie pavilion as we know it today is actually the third pavilion in Copenhagen harbor. The first Langelinie Pavilion was built in 1884, but had already 18 years later give way to the next, built by the architect Fritz Koch in 1902. Koch’s pavilion was an impressive structure with octagonal towers, domed hall, large banquet hall and restaurant with seating for 300 people. The pavilion was popular with the bourgeoisie, and it was therefore a shock to many locals as it was blown up by on June 12 1944.

Many wanted after the war Langeliniepavillonen rebuilt in unchanged form, but by in 1954 architects Eva and Nils Koppel were chosen to propose a new functionalist and stylish pavilion. A floating glass box, airy and simple – in all ways a counterpart to the old Langelinie Pavilion.

Today the Langeliniepavillonens furniture, service and interior of a large part of the original. Two of Poul Henningsen’s famous lights – the big cone and plate lamp – is specifically designed for the pavilion and hangs here yet.

The pavilion is a protected site today.

Langelinie Pavillonen has changed owners only 5 times since the opening in 1958 – a somewhat remarkable record in the restaurant business. Managing director Kai Jørgensen opened Langelinie Pavillonen in 1958 and succeeded in making it a noteworthy success for 20 years. It was sold in 1979 to restaurant owners Ole B. Nielsen and Benno Lauridsen, who managed it until 1994. It was then taken over by Michael Laudrup and shortly thereafter again by Kirsten Kruse, Torben Jensen and Phillipe Privat who continued its management until 2003. Peter and Jesper Nicolaisen took over the lovely Pavillon in 2003. Both are well known from earlier successes at Odd Fellow Palæet, Restaurant Bellahøj, Søpavillonen and numerous other restaurants.

Royal Danish Yacht Club is based at the address of Langelinie, but have not been on Langeliniepavillonen since the winter of 1999/2000. This property is unfortunately not in a position to make that KDY may be present on the site. The club hopes that the owner of the property the City of Copenhagen will renovate the premises, so KDY again can take the premises in use for representative activities.

More information on da.wikipedia.org and www.langelinie.dk.