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"A 1914 Railway Clearing House map of the Folkestone Harbour Branch Folkestone Harbour station was built to serve the port of Folkestone in Kent, one of four railway stations in the town. It was at the end of the short 1-in-30 Folkestone Harbour Branch Line which joined the South Eastern Main Line at Folkestone Junction. The branch and harbour station were provided for boat trains from London which connected with the ferry services to Calais and Boulogne. The branch and station closed to regular passenger train services in 2001 although they were used by the Venice-Simplon Orient Express (VSOE) and railtours until 2009. An occasional inspection train used the line until the it was officially closed on 31 May 2014. History 19th century left Folkestone Harbour was in decline in the 1830s, as nearby Dover became an increasingly important cross-channel port. Ships had difficulty approaching because of drifting shingle blocking the entryway. The harbour was acquired by the South Eastern Railway (SER) in August 1843 for redevelopment, but the steep chalk downs around the town made it impractical to route a main railway line through it. Consequently, a branch line was proposed. Construction began in 1843, with the line intended mainly for freight. The route left the main line at Folkestone Junction and was double tracked, running at a gradient of 1 in 32. It reached the harbour on a viaduct designed by SER chief engineer William Cubitt. A swing bridge was added to the viaduct in 1847, which allowed trains to cross the harbour and reach the southern pier. For most of its life, the station's main traffic was passengers travelling on boat trains direct to London, albeit with a change of direction (reversal) at Folkestone East. The SER planned to extend the branch line from to to reach the harbour directly, but were blocked by the Earl of Radnor who owned the land. The line was passed by the Board of Trade for passenger use in 1848. The station was opened on 1 January 1849, but was replaced by another on a different site in 1856. This second station went through periods of temporary closure: from 29 November 1915 until 1 March 1919; from 4 September 1939 until 1945; from 13 to 20 March 1960; and between 1 January and 11 April 1992. The station was frequently used during World War I, where soldiers would disembark for a ship to Flanders. A three-track wide goods shed was added to the station in 1881. It moved in 1899 and 1910, before closing in 1919. It continued to be used for rail purposes until it was demolished in the early 1960s. The swing bridge over the harbour was replaced in 1893. The current bridge was constructed by the Southern Railway in 1930, designed by the company's chief engineer George Ellson. 20th - 21st century The line was electrified at the same time as the main line during the "Kent Coast Electrification – Stage 2" in June 1961, and passenger trains were formed of electric multiple units. Freight services were withdrawn on 17 August 1968. In 1994, the opening of the Channel Tunnel led to the majority of ferry operators moving to other ports in the South East, with the result that only two services per day were arriving at Folkestone Harbour, to connect with the Hoverspeed SeaCat services. When these were moved to Ramsgate, the station closed to ordinary rail traffic in 2001. Sometime after 2001, the line was singled for operational purposes, although the disused line is still in position. The swing bridge over the harbour was Grade II listed in January 2012. Services Until 2009, Venice Simplon Orient Express operated two scheduled services per week to Folkestone Harbour on its London to Paris route, which ran on Thursday and Sunday between March and November when the British Pullman service terminated there. Passengers were transferred by coach to the Eurotunnel terminal, where they joined a Eurotunnel Shuttle to Calais to pick up the Orient Express in France. Golden Arrow at Folkestone Harbour. Closure Plans to regenerate Folkestone Harbour included 1,000 new houses and apartments, but they could not be practically served by the branch line. Network Rail decided that it could not justify spending considerable amounts of money to maintain and upgrade the route, so it began the process to close the station permanently. The viaduct would be retained as a new pedestrian route. A closure ceremony with an official last train took place on 12 April 2008.Railway Herald Issue 127 The closure was objected by DB Schenker, the Department for Transport and Southeastern. During 2008, the Venice-Simplon Orient Express still used Folkestone Harbour with its last train travelling on 13 November,Railway Herald Issue 155 and a number of rail tours visited the branch. Advertised as the last train, a steam hauled rail tour visited the branch on 14 March 2009.Railway Herald Issue 170 Reliant on closure of the line, a proposed Folkestone Harbour and Seafront Masterplan included plans to demolish the viaduct to make way for a new marina. An association opposing the closure was formed, with the primary aim of gaining control of the branch either through purchase or a lease with an option to buy.Steam Railway Magazine, Issue 360, 6 March – 2 April 2009 The group, called the Remembrance Line Association proposes turning it into a mainline connected heritage railway, a 'Leaving for War' museum and a memorial dedicated to the troops that arrived on trains to the branch and left on ships to fight in both World War I and World War II. It also proposes hosting regular national railtours to the branch, and would permanently operate a tourist shuttle service up and down the 1in30 gradient, utilising its own rolling stock and locomotives. Further plans include a revived passenger ferry to Boulogne. On 21 December 2008, the Remembrance Line Association ran a railtour to the branch using the Southern Railway preserved diesel electric Class 201 No. 1001. On 20 March 2009, Network Rail announced they had begun the formal process to close the line and station on cost grounds, having redeveloped Folkestone West with new waiting facilities for the VSOE passengers. However, up to August 2010, the closure process had not proceeded past the statutory 'mothballing' stage, making the railway still officially operational. This was to allow protracted negotiations between all interested parties to run their full course to ensure the optimum benefits for the Folkestone Harbour statutory port area and to fully investigate heritage, conservation and other planning issues pertaining to the Shepway District as a whole. On 20 November 2013 the Department for Transport published a proposal to close the line and station serving Folkestone Harbour. Consultation on the closure ended on 28 February 2014, and the line was formally closed on 31 May 2014. Restoration View of Folkestone Harbour station platforms 1 and 2 following 2018 refurbishment works Folkestone Harbour – Customs House – Urban Room In 2015, the Folkestone Harbour Company commenced a £3.5 million project to refurbish the viaduct and the station, retaining the remaining tracks, and repairing the canopies and the Customs House. The viaduct across the harbour was opened as a pedestrian route to the station in September 2017. The restoration of the station has included the installation of bilingual signage and platform lighting for platforms 1 and 2 based on 1950s evidence, and the beige and green colour scheme for the walls, columns and canopies originally used by South Eastern Railway around 1900. The imposing Folkestone Harbour Station Customs House, built in 1856, was destroyed by bombing in WWII, but the luggage tagging room survived. This room has been restored and was reopened in 2017, and has hosted exhibitions i.e. the Urban Room from the Folkestone Triennnial. A number of box cars are being installed on the tracks, and several original Pullman carriages built for the London – Folkestone route have been purchased and are currently in the process of renovation, to be installed in the station in 2019. Several artworks from the Folkestone Triennial 2011, 2014 and 2017 are installed in the station. These include the Rug People by Varga Weisz and the large Folkestone sign by Patrick Tiuttofuoco In the future, Folkestone Harbour station will become integrated into the wider development of the beachfront and the harbour, with restaurants, workshops, galleries and nightclubs to be built alongside the station platforms. Incidents On 19 March 1844, a platelayer was killed on the incline leading into the station when he was hit by a coal train without brakes. References Citations Sources * Further reading * External links *Orient Express train times *Folkestone Harbour station information from kentrail.co.uk *History of Folkestone harbour *The Remembrance Line Association *Folkestone Harbour and Seafront Masterplan Category:Transport in Folkestone and Hythe Category:Disused railway stations in Kent Category:Former South Eastern Railway (UK) stations Category:Railway stations in Great Britain opened in 1849 Category:Railway stations in Great Britain closed in 1856 Category:Railway stations in Great Britain opened in 1856 Category:Railway stations in Great Britain closed in 1915 Category:Railway stations in Great Britain opened in 1919 Category:Railway stations in Great Britain closed in 1939 Category:Railway stations in Great Britain opened in 1945 Category:Railway stations in Great Britain closed in 2009 Category:DfT Category E stations Category:Railway stations serving harbours and ports in the United Kingdom Category:Folkestone Category:1849 establishments in England Category:2009 disestablishments in England "
"There are two colic flexures, or curvatures in the transverse colon. The one on the right, the right colic flexure is known as the hepatic flexure. The one on the left, the left colic flexure is known as the splenic flexure. Structure The right colic flexure or hepatic flexure (as it is next to the liver) is the sharp bend between the ascending colon and the transverse colon. The hepatic flexure lies in the right upper quadrant of the human abdomen. It receives blood supply from the superior mesenteric artery. The left colic flexure or splenic flexure (as it is close to the spleen) is the sharp bend between the transverse colon and the descending colon. The splenic flexure is a watershed region as it receives dual blood supply from the terminal branches of the superior mesenteric artery and the inferior mesenteric artery, thus making it prone to ischemic damage in cases of low blood pressure because it does not have its own primary source of blood. In the context of ischemia, the splenic flexure is sometimes referred to as Griffith's point, along with the upper rectum (Sudak's point). See also * Splenic flexure syndrome Additional images File:Illu intestine.jpg|Intestines File:Gray1098.png|The duodenum and pancreas. File:Human intestinal tract, as imaged via double-contrast barium enema.jpg|Double Contrast Barium Enema - Using Positive and Negative Contrast External links * Lotti M. Anatomy in relation to left colectomy Category:Large intestine "
"The transverse colon is the longest and most movable part of the colon. It crosses the abdomen from the ascending colon at the hepatic or right colic flexure with a downward convexity to the descending colon where it curves sharply on itself beneath the lower end of the spleen forming the splenic or left colic flexure. In its course, it describes an arch, the concavity of which is directed backward and a little upward. Toward its splenic end there is often an abrupt U-shaped curve which may descend lower than the main curve. It is almost completely invested by peritoneum, and is connected to the inferior border of the pancreas by a large and wide duplicature of that membrane, the transverse mesocolon. It is in relation, by its upper surface, with the liver and gall-bladder, the greater curvature of the stomach, and the lower end of the spleen; by its under surface, with the small intestine; by its anterior surface, with the posterior layer of the greater omentum and the abdominal wall; its posterior surface is in relation from right to left with the descending portion of the duodenum, the head of the pancreas, and some of the convolutions of the jejunum and ileum. The transverse colon absorbs water and salts. Additional images File:Dickdarm-Schema.svg|1: Ascending colon 2: Transverse colon 3: Descending colon 4: Sigmoid colon 5: Rectum File:Diameters of the large intestine.svg|Inner diameters of different sections of the large intestine, with transverse colon (at top) measuring on average 5.8 cm (range 5.0-6.5 cm). File:illu_intestine.jpg|Intestines File:Gray989.png|Schematic figure of the bursa omentalis, etc. Human embryo of eight weeks File:Gray1034.png|Front view of the thoracic and abdominal viscera File:Digestive_system_diagram_en.svg|Digestive system File:Transverse colon.jpg|Transverse colon See also * Colon References External links * - "The large intestine." Category:Large intestine "