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Harcourt Arboretum
The University of Oxford Arboretum
Acquired by the University in 1947 from the Harcourt family. It is now an integral part of the tree and plant collection of the University of Oxford Botanic Garden.
The original Pinetum, which forms the core of the arboretum, was laid out by William Sawrey Gilpin in the 1830s. Gilpin was a leading promoter of the picturesque style of planting and advised the Harcourt family on the establishment and layout of the arboretum. The trees are now mature, with Giant Redwoods and Monkey-Puzzle trees in the collection.
The arboretum also contains some of the finest conifer collections in the UK all set within 130 acres of historic Capability Brown landscape. The grounds include a 10-acre typical English woodland and a 37-acre summer flowering meadow.
The Citroën 2CV (French: "deux chevaux" i.e. "deux chevaux-vapeur" (lit. "two steam horses", "two tax horsepower") is an air-cooled front-engine, front-wheel-drive economy car introduced at the 1948 Paris Mondial de l'Automobile and manufactured by Citroën for model years 1948–1990.
Conceived by Citroën Vice-President Pierre Boulanger to help motorise the large number of farmers still using horses and carts in 1930s France, the 2CV has a combination of innovative engineering and utilitarian, straightforward metal bodywork — initially corrugated for added strength without added weight. The 2CV featured low cost; simplicity of overall maintenance; an easily serviced air-cooled engine (originally offering 9 hp); low fuel consumption; and an extremely long-travel suspension offering a soft ride and light off-road capability. Often called "an umbrella on wheels", the fixed-profile convertible bodywork featured a full-width, canvas, roll-back sunroof, which accommodated oversized loads and until 1955 reached almost to the car's rear bumper.
Manufactured in France between 1948 and 1989 (and in Portugal from 1989 to 1990), over 3.8 million 2CVs were produced, along with over 1.2 million small 2CV-based delivery vans known as Fourgonnettes. Citroën ultimately offered several mechanically identical variants including the Ami (over 1.8 million); the Dyane (over 1.4 million); the Acadiane (over 250,000); and the Mehari (over 140,000). In total, Citroën manufactured almost 7 million 2CV variants.
A 1953 technical review in Autocar described "the extraordinary ingenuity of this design, which is undoubtedly the most original since the Model T Ford". In 2011, The Globe and Mail called it a "car like no other". The motoring writer L. J. K. Setright described the 2CV as "the most intelligent application of minimalism ever to succeed as a car", and a car of "remorseless rationality".]
HISTORY
DEVELOPMENT
In 1934, family-owned Michelin, being the largest creditor, took over the bankrupt Citroën company. The new management ordered a new market survey, conducted by Jacques Duclos. France at that time had a large rural population which could not yet afford cars; Citroën used the survey results to prepare a design brief for a low-priced, rugged "umbrella on four wheels" that would enable four people to transport 50 kg of farm goods to market at 50 km/h, if necessary across muddy, unpaved roads. In fuel economy, the car would use no more than 3 l/100 km (95 mpg-imp). One design requirement was that the customer be able to drive eggs across a freshly ploughed field without breaking them.
In 1936, Pierre-Jules Boulanger, vice-president of Citroën and chief of engineering and design, sent the brief to his design team at the engineering department. The TPV (Toute Petite Voiture — "Very Small Car") was to be developed in secrecy at Michelin facilities at Clermont-Ferrand and at Citroën in Paris, by the design team who had created the Traction Avant.
Boulanger was closely involved with all decisions relating to the TPV, and was determined to reduce the weight to targets that his engineers thought impossible. He set up a department to weigh every component and then redesign it, to make it lighter while still doing its job.
Boulanger placed engineer André Lefèbvre in charge of the TPV project. Lefèbvre had designed and raced Grand Prix cars; his speciality was chassis design and he was particularly interested in maintaining contact between tyres and the road surface.
The first prototypes were bare chassis with rudimentary controls, seating and roof; test drivers wore leather flying suits, of the type used in contemporary open biplanes. By the end of 1937 20 TPV experimental prototypes had been built and tested. The prototypes had only one headlight, all that was required by French law at the time. At the end of 1937 Pierre Michelin was killed in a car crash; Boulanger became president of Citroën.
By 1939 the TPV was deemed ready, after 47 technically different and incrementally improved experimental prototypes had been built and tested. These prototypes used aluminium and magnesium parts and had water-cooled flat twin engines with front-wheel drive. The seats were hammocks hung from the roof by wires. The suspension system, designed by Alphonse Forceau, used front leading arms and rear trailing arms, connected to eight torsion bars beneath the rear seat: a bar for the front axle, one for the rear axle, an intermediate bar for each side, and an overload bar for each side. The front axle was connected to its torsion bars by cable. The overload bar came into play when the car had three people on board, two in the front and one in the rear, to support the extra load of a fourth passenger and fifty kilograms of luggage.
In mid-1939 a pilot run of 250 cars was produced and on 28 August 1939 the car received approval for the French market. Brochures were printed and preparations made to present the car, renamed the Citroën 2CV, at the forthcoming Paris Motor Show in October 1939.
WORLD WAR II
On 3 September 1939, France declared war on Germany following that country's invasion of Poland. An atmosphere of impending disaster led to the cancellation of the 1939 motor show less than a month before it was scheduled to open. The launch of the 2CV was abandoned.
During the German occupation of France in World War II Boulanger personally refused to collaborate with German authorities to the point where the Gestapo listed him as an "enemy of the Reich", under constant threat of arrest and deportation to Germany.
Michelin (Citroën's main shareholder) and Citroën managers decided to hide the TPV project from the Nazis, fearing some military application as in the case of the future Volkswagen Beetle, manufactured during the war as the military Kübelwagen. Several TPVs were buried at secret locations; one was disguised as a pickup, the others were destroyed, and Boulanger spent the next six years thinking about further improvements. Until 1994, when three TPVs were discovered in a barn, it was believed that only two prototypes had survived. As of 2003 there were five known TPVs.
By 1941, after an increase in aluminium prices of forty percent, an internal report at Citroën showed that producing the TPV post-war would not be economically viable, given the projected further increasing cost of aluminium. Boulanger decided to redesign the car to use mostly steel with flat panels, instead of aluminium. The Nazis had attempted to loot Citroën's press tools; this was frustrated after Boulanger got the French Resistance to re-label the rail cars containing them in the Paris marshalling yard. They ended up all over Europe, and Citroën was by no means sure they would all be returned after the war. In early 1944 Boulanger made the decision to abandon the water-cooled two-cylinder engine developed for the car and installed in the 1939 versions. Walter Becchia was now briefed to design an air-cooled unit, still of two cylinders, and still of 375 cc. Becchia was also supposed to design a three-speed gearbox, but managed to design a four-speed for the same space at little extra cost. At this time small French cars like the Renault Juvaquatre and Peugeot 202 usually featured three-speed transmissions, as did Citroën's own mid-size Traction Avant - but the 1936 Italian Fiat 500 "Topolino" "people's car" did have a four-speed gearbox. Becchia persuaded Boulanger that the fourth gear was an overdrive. The increased number of gear ratios also helped to pull the extra weight of changing from light alloys to steel for the body and chassis. Other changes included seats with tubular steel frames with rubber band springing and a restyling of the body by the Italian Flaminio Bertoni. Also, in 1944 the first studies of the Citroën hydro-pneumatic suspension were conducted using the TPV/2CV.
The development and production of what was to become the 2CV was also delayed by the incoming 1944 Socialist French government, after the liberation by the Allies from the Germans. The five-year "Plan Pons" to rationalise car production and husband scarce resources, named after economist and former French motor industry executive Paul-Marie Pons, only allowed Citroën the upper middle range of the car market, with the Traction Avant. The French government allocated the economy car market, US Marshall Plan aid, US production equipment and supplies of steel, to newly nationalised Renault to produce their Renault 4CV. The "Plan Pons" came to an end in 1949. Postwar French roads were very different from pre-war ones. Horse-drawn vehicles had re-appeared in large numbers. The few internal combustion-engined vehicles present often ran on town gas stored in gasbags on roofs or wood/charcoal gas from gasifiers on trailers. Only one hundred thousand of the two million pre-war cars were still on the road. The time was known as "Les années grises" or "the grey years" in France.
PRODUCTION
Citroën unveiled the car at the Paris Salon on 7 October 1948. The car on display was nearly identical to the 2CV type A that would be sold the next year, but it lacked an electric starter, the addition of which was decided the day before the opening of the Salon, replacing the pull cord starter. The canvas roof could be rolled completely open. The Type A had one stop light, and was only available in grey. The fuel level was checked with a dip stick/measuring rod, and the speedometer was attached to the windscreen pillar. The only other instrument was an ammeter.In 1949 the first delivered 2CV type A was 375 cc, 9 hp, with a 65 km/h top speed, only one tail light and windscreen wiper with speed shaft drive; the wiper speed was dependent on the driving speed. The car was heavily criticised by the motoring press and became the butt of French comedians for a short while. One American motoring journalist quipped, "Does it come with a can opener?" The British Autocar correspondent wrote that the 2CV "is the work of a designer who has kissed the lash of austerity with almost masochistic fervour".
Despite critics, Citroën was flooded with customer orders at the show. The car had a great impact on the lives of the low-income segment of the population in France. The 2CV was a commercial success: within months of it going on sale, there was a three-year waiting list, which soon increased to five years. At the time a second-hand 2CV was more expensive than a new one because the buyer did not have to wait. Production was increased from 876 units in 1949 to 6,196 units in 1950.
Grudging respect began to emanate from the international press: towards the end of 1951 the opinion appeared in Germany's recently launched Auto, Motor und Sport magazine that, despite its "ugliness and primitiveness" ("Häßlichkeit und Primitivität"), the 2CV was a "highly interesting" ("hochinteressantes") car.
In 1950, Pierre-Jules Boulanger was killed in a car crash on the main road from Clermont-Ferrand (the home of Michelin) to Paris.
In 1951 the 2CV received an ignition lock and a lockable driver's door. Production reached 100 cars a week. By the end of 1951 production totalled 16,288. Citroën introduced the 2CV Fourgonnette van. The "Weekend" version of the van had collapsible, removable rear seating and rear side windows, enabling a tradesman to use it as a family vehicle on the weekend as well as for business in the week.
By 1952, production had reached more than 21,000 with export markets earning foreign currency taking precedence. Boulanger's policy, which continued after his death, was: "Priority is given to those who have to travel by car because of their work, and for whom ordinary cars are too expensive to buy." Cars were sold preferentially to country vets, doctors, midwives, priests and small farmers. In 1954 the speedometer got a light for night driving. In 1955 the 2CV side repeaters were added above and behind the rear doors. It was now also available with 425 cc (AZ), 12.5 hp and a top speed of 80 km/h. In 1957 a heating and ventilation system was installed. The colour of the steering wheel changed from black to grey. The mirrors and the rear window were enlarged. The bonnet was decorated with a longitudinal strip of aluminium (AZL). In September 1957, the model AZLP (P for porte de malle, "boot lid"), appeared with a boot lid panel; previously the soft top had to be opened at the bottom to get to the boot. In 1958 a Belgian Citroën plant produced a higher quality version of the car (AZL3). It had a third side window, not available in the normal version, and improved details.
In 1960 the production of the 375 cc engine ended. The corrugated metal bonnet was replaced by a 5-rib glossy cover.
The 2 CV 4 × 4 2CV Sahara appeared in December 1960. This had an additional engine-transmission unit in the rear, mounted the other way around and driving the rear wheels. For the second engine there was a separate push-button starter and choke. With a gear stick between the front seats, both transmissions were operated simultaneously. For the two engines, there were separate petrol tanks under the front seats. The filler neck sat in the front doors. Both engines (and hence axles) could be operated independently. The spare wheel was mounted on the bonnet. 693 were produced until 1968 and one more in 1971. Many were used by the Swiss Post as a delivery vehicle. Today they are highly collectable.
From the mid-1950s economy car competition had increased — internationally in the form of the 1957 Fiat 500 and 1955 Fiat 600, and 1959 Austin Mini. By 1952, Germany produced a price-competitive car - the Messerschmitt KR175, followed in 1955 by the Isetta - these were microcars, not complete four-door cars like the 2CV. On the French home market, from 1961, the small Simca 1000 using licensed Fiat technology, and the larger Renault 4 hatchback had become available. The R4 was the biggest threat to the 2CV, eventually outselling it.
1960s
In 1960 the corrugated Citroën H Van style "ripple bonnet" of convex swages was replaced (except for the Sahara), with one using six larger concave swages and looked similar until the end of production. The 2CV had suicide doors in front from 1948 to 1964, replaced with front hinged doors from 1965 to 1990.
In 1961 Citroën launched a new model based on the 2CV chassis, with a 4-door sedan body, and a reverse rake rear window: the Citroën Ami. In 1962 the engine power was increased to 14 hp and top speed to 85 km/h. A sun roof was installed. In 1963 the engine power was increased to 16 hp. An electric wiper motor replaced the drive on the speedo. The ammeter was replaced by a charging indicator light. The speedometer was moved from the window frame into the dash. Instead of a dip stick/measuring rod, a fuel gauge was introduced.
Director of publicity Claude Puech came up with humorous and inventive marketing campaigns. Robert Delpire of the Delpire Agency was responsible for the brochures. Ad copy came from Jacques Wolgensinger Director of PR at Citroën. Wolgensinger was responsible for the youth orientated "Raids", 2CV Cross, rallies, the use of "Tin-Tin", and the slogan "More than just a car — a way of life". A range of colours was introduced, starting with Glacier Blue in 1959, then yellow in 1960. In the 1960s 2CV production caught up with demand. In 1966 the 2CV got a third side window. From September 1966 a Belgian-produced variant was sold in Germany with the 602 cc engine and 21 hp Ami6, the 3 CV (AZAM6). This version was only sold until 1968 in some export markets.
In 1967 Citroën launched a new model based on the 2CV chassis, with an updated but still utilitarian body, with a hatchback (a hatchback kit was available from Citroën dealers for the 2CV, and aftermarket kits are available) that boosted practicality: the Citroën Dyane. The exterior is more modern and distinguished by the recessed lights in the fenders and bodywork. Between 1967 and 1983 about 1.4 million were built. This was in response to competition by the Renault 4. The Dyane was originally planned as an upmarket version of the 2CV and was supposed to supersede it, but ultimately the 2CV outlived the Dyane by seven years. Citroën also developed the Méhari off-roader.
From 1961, the car was offered, at extra cost, with the flat-2 engine size increased to 602 cc, although for many years the smaller 425 cc engine continued to be available in France and export markets where engine size determined car tax levels. This was replaced by an updated 435 cc engine in 1968.
1970s
In 1970 the car gained rear light units from the Citroën Ami 6, and also standardised a third side window in the rear pillar on 2CV6 (602 cc) models. From 1970, only two series were produced: the 2CV 4 (AZKB) with 435 cc and the 2CV 6 (Azka) with 602 cc displacement. All 2CVs from this date can run on unleaded fuel. 1970s cars featured rectangular headlights, except the Spécial model. In 1971 the front bench seat was replaced with two individual seats. In 1972 2CVs were fitted with standard three-point seat belts. In 1973 new seat covers, a padded single-spoke steering wheel and ashtrays were introduced.
The highest annual production was in 1974. Sales of the 2CV were reinvigorated by the 1974 oil crisis. The 2CV after this time became as much a youth lifestyle statement as a basic functional form of transport. This renewed popularity was encouraged by the Citroën "Raid" intercontinental endurance rallies of the 1970s where customers could participate by buying a new 2CV, fitted with a "P.O." kit (Pays d'Outre-mer — overseas countries), to cope with thousands of miles of very poor or off-road routes.
1970: Paris–Kabul: 1,300 young people, 500 2CVs, 16,500 km to Afghanistan and back.
1971: Paris–Persepolis: 500 2CVs 13,500 km to Iran and back.
1973: Raid Afrique, 60 2CVs 8000 km from Abidjan to Tunis, the Atlantic capital of Ivory Coast through the Sahara, (the Ténéré desert section was unmapped and had previously been barred to cars), to the Mediterranean capital of Tunisia.
The Paris to Persepolis rally was the most famous. The Citroën "2CV Cross" circuit/off-road races were very popular in Europe.
Because of new emission standards, in 1975 power was reduced from 28 hp to 25 hp. The round headlights were replaced by square ones, adjustable in height. A new plastic grille was fitted.
In July 1975, a base model called the 2CV Spécial was introduced with the 435 cc engine. Between 1975 and 1990 under the name of AZKB "2CV Spécial" a drastically reduced trim basic version was sold, at first only in yellow. The small, square speedometer (which dates back to the Traction Avant), and the narrow rear bumper was installed. Citroën removed the third side window, the ashtray, and virtually all trim from the car. It also had the earlier round headlights. From the 1978 Paris Motor Show the Spécial regained third side windows, and was available in red and white; beginning in mid-1979 the 602 cc engine was installed. In June 1981 the Spécial E arrived; this model had a standard centrifugal clutch and particularly low urban fuel consumption.
1980s
In 1981 a yellow 2CV6 was driven by James Bond (Roger Moore) in the 1981 film For Your Eyes Only. The car in the film was fitted with the flat-4 engine from a Citroën GS which more than doubled the power. In one scene the ultra light 2CV tips over and is quickly righted by hand. Citroën launched a special edition 2CV "007" to coincide with the film; it was fitted with the standard engine and painted yellow with "007" on the front doors and fake bullet hole stickers.
In 1982 all 2CV models got inboard front disc brakes.
In 1988, production ended in France after 40 years but continued at the Mangualde plant in Portugal. This lasted until 1990, when production of the 2CV ended. The 2CV outlasted the Visa, another of the cars which might have been expected to replace it, and was produced for four years after the start of Citroën AX production.
Portuguese-built cars, especially those from when production was winding down, have a reputation in the UK for being much less well made and more prone to corrosion than those made in France. According to Citroën, the Portuguese plant was more up-to-date than the one in Levallois near Paris, and Portuguese 2CV manufacturing was to higher quality standards.
As of October 2016, 3,025 remained in service in the UK.
SPECIAL EDITION SALOON MODELS
The special edition models began with the 1976 SPOT model and continued in the with the 1980 Charleston, inspired by Art-Deco two colour styles 1920s Citroën model colour schemes. In 1981 the 007 arrived. In 1983 the 2CV Beachcomber arrived in the United Kingdom; it was known as "France 3" in France or "Transat" in other continental European markets — Citroën sponsored the French America's Cup yacht entry of that year. In 1985 the two-coloured Dolly appeared, using the "Spécial" model's basic trim rather than the slightly better-appointed "Club" as was the case with the other special editions. In 1986 there was the Cocorico. This means "cock-a-doodle-doo" and tied in with France's entry in the 1986 World Cup. "Le Coq Gaulois" or Gallic rooster is an unofficial national symbol of France. In 1987 came the Bamboo, followed by the 1988 Perrier in association with the mineral water company.
The Charleston, having been presented in October 1980 as a one-season "special edition" was incorporated into the regular range in July 1981 in response to its "extraordinary success". By changing the carburetor to achieve 29 hp a top speed of 115 km/h was achieved. Other changes were a new rear-view mirror and inboard disc brakes at the front wheels. In the 1980s there was a range of four full models:
Spécial
Dolly (an improved version of the Spécial)
Club (discontinued in the early 1980s)
Charleston (an improved version of the Club)
In Germany and Switzerland a special edition called, "I Fly Bleifrei" — "I Fly Lead Free" was launched in 1986, that could use unleaded, instead of then normal leaded petrol and super unleaded. It was introduced mainly because of stricter emissions standards. In 1987 it was replaced by the "Sausss-duck" special edition.
EXPORT MARKETS
The 2CV was originally sold in France and some European markets, and went on to enjoy strong sales in Asia, South America, and Africa. During the post-war years Citroën was very focused on the home market, which had some unusual quirks, like puissance fiscale. The management of Michelin was supportive of Citroën up to a point, and with a suspension designed to use Michelin's new radial tyres the Citroën cars clearly demonstrated their superiority over their competitors' tyres. But they were not prepared to initiate the investment needed for the 2CV (or the Citroën DS for that matter) to truly compete on the global stage. Citroën was always under-capitalised until the 1970s Peugeot takeover. The 2CV sold 8,830,679 vehicles; the Volkswagen Beetle, which was available worldwide, sold 21 million units.
CONSTRUCTION
The level of technology in the 1948 2CV was remarkable for the era. While colours and detail specifications were modified in the ensuing 42 years, the biggest mechanical change was the addition of front disc brakes (by then already fitted for several years in the mechanically similar Citroën Dyane 6), in October 1981 (for the 1982 model year). The reliability of the car was enhanced by the minimalist simplification of the designers, being air-cooled (with an oil cooler), it had no coolant, radiator, water pump or thermostat. It had no distributor either, just a contact breaker system. Except for the brakes, there were no hydraulic parts on original models; damping was by tuned mass dampers and friction dampers.
The 1948 car featured radial tyres, which had just been commercialised; front-wheel drive; rack and pinion steering mounted inside the front suspension cross-tube, away from a frontal impact; rear fender skirts (the suspension design allowed wheel changes without removing the skirts); bolt-on detachable front and rear wings; detachable doors, bonnet (and boot lid after 1960), by "slide out" P-profile sheet metal hinges; flap-up windows, as roll up windows were considered too heavy and expensive.; and detachable full length fabric sunroof and boot lid, for almost pickup-like load-carrying versatility. Ventilation in addition to the sunroof and front flap windows was provided by an opening flap under the windscreen. The car had load adjustable headlights and a heater (heaters were standardised on British economy cars in the 1960s).
BODY
The body was constructed of a dual H-frame platform chassis and aircraft-style tube framework, and a very thin steel shell that was bolted to the chassis. Because the original design brief called for a low speed car, little or no attention was paid to aerodynamics; the body had a drag coefficient of Cd=0.51, high by today's standards but typical for the era.
The 2CV used the fixed-profile convertible, where the doors and upper side elements of its bodywork remain fixed, while its fabric soft top can be opened. This reduces weight and lowers the centre of gravity, and allows the carrying of long or irregularly shaped items, but the key reason was that fabric was cheaper than steel which was in short supply and expensive after the war. The fixed-profile concept was quite popular in this period.
SUSPENSION
The suspension of the 2CV was very soft; a person could easily rock the car side to side dramatically. The swinging arm, fore-aft linked suspension system with inboard front brakes had a much smaller unsprung mass than existing coil spring or leaf spring designs. The design was modified by Marcel Chinon.
The system comprises two suspension cylinders mounted horizontally on each side of the platform chassis. Inside the cylinders are two springs, one for each wheel, mounted at each end of the cylinder. The springs are connected to the front leading swinging arm and rear trailing swinging arm, that act like bellcranks by pull rods (tie rods). These are connected to spring seating cups in the middle of the cylinder, each spring being compressed independently, against the ends of the cylinder. Each cylinder is mounted using an additional set of springs, originally made from steel, called "volute" springs, on later models made from rubber. These allow the front and rear suspension to interconnect. When the front wheel is deflected up over a bump, the front pull rod compresses the front spring inside the cylinder, against the front of the cylinder. This also compresses the front "volute" spring pulling the whole cylinder forwards. That action pulls the rear wheel down on the same side via the rear spring assembly and pull rod. When the rear wheel meets that bump a moment later, it does the same in reverse, keeping the car level front to rear. When both springs are compressed on one side when travelling around a bend, or front and rear wheels hit bumps simultaneously, the equal and opposite forces applied to the front and rear spring assemblies reduce the interconnection. It reduces pitching, which is a particular problem of soft car suspension.
The swinging arms are mounted with large bearings to "cross tubes" that run side to side across the chassis; combined with the effects of all-independent soft springing and excellent damping, keeps the road wheels in contact with the road surface and parallel to each other across the axles at high angles of body roll. A larger than conventional steering castor angle, ensures that the front wheels are closer to vertical than the rears, when cornering hard with a lot of body roll. The soft springing, long suspension travel and the use of leading and trailing arms means that as the body rolls during cornering the wheelbase on the inside of the corner increases while the wheelbase on the outside of the corner decreases. As the corning forces put more of the car's weight on the inside pair of wheels the wheelbase extends in proportion, keeping the car's weight balance and centre of grip constant. promoting excellent road holding. The other key factor in the quality of its road holding is the very low and forward centre of gravity, provided by the position of the engine and transmission.
The suspension also automatically accommodates differing payloads in the car- with four people and cargo on board the wheelbase increases by around 4 cm as the suspension deflects, and the castor angle of the front wheels increases by as much as 8 degrees thus ensuring that ride quality, handling and road holding are almost unaffected by the additional weight. On early cars friction dampers (like a dry version of a multi-plate clutch design) were fitted at the mountings of the front and rear swinging arms to the cross-tubes. Because the rear brakes were outboard, they had extra tuned mass dampers to damp wheel bounce from the extra unsprung mass. Later models had tuned mass dampers ("batteurs") at the front (because the leading arm had more inertia and "bump/thump" than the trailing arm), with hydraulic telescopic dampers / shock absorbers front and rear. The uprated hydraulic damping obviated the need for the rear inertia dampers. It was designed to be a comfortable ride by matching the frequencies encountered in human bipedal motion.
This suspension design ensured the road wheels followed ground contours underneath them closely, while insulating the vehicle from shocks, enabling the 2CV to be driven over a ploughed field without breaking any eggs, as its design brief required. More importantly it could comfortably and safely drive at reasonable speed, along the ill-maintained and war-damaged post-war French Routes Nationales. It was commonly driven "Pied au Plancher" — "foot to the floor" by their peasant owners.
FRONT-WHEEL DRIVE AND GEARBOX
Citroën had developed expertise with front-wheel drive due to the pioneering Traction Avant, which was the first mass-produced steel monocoque front-wheel-drive car in the world. The 2CV was originally equipped with a sliding splined joint, and twin Hookes type universal joints on its driveshafts; later models used constant velocity joints and a sliding splined joint.
The gearbox was a four-speed manual transmission, an advanced feature on an inexpensive car at the time. The gear stick came horizontally out of the dashboard with the handle curved upwards. It had a strange shift pattern: the first was back on the left, the second and third were inline, and the fourth (or the S) could be engaged only by turning the lever to the right from the third. Reverse was opposite first. The idea was to put the most used gears opposite each other — for parking, first and reverse; for normal driving, second and third. This layout was adopted from the H-van's three-speed gearbox.
OTHER
The windscreen wipers were powered by a purely mechanical system: a cable connected to the transmission; to reduce cost, this cable also powered the speedometer. The wipers' speed was therefore dependent on car speed. When the car was waiting at a crossroad, the wipers were not powered; thus, a handle under the speedometer allowed them to be operated by hand. From 1962, the wipers were powered by a single-speed electric motor. The car came with only a speedometer and an ammeter.
The 2CV design predates the invention of disc brake, so 1948–1981 cars have drum brakes on all four wheels. In October 1981, front disc brakes were fitted. Disc brake cars use green LHM fluid – a mineral oil – which is not compatible with standard glycol brake fluid.
ENGINES
The engine was designed by Walter Becchia and Lucien Gerard, with a nod to the classic BMW boxer motorcycle engine. It was an air-cooled, flat-twin, four-stroke, 375 cc engine with pushrod operated overhead valves and a hemispherical combustion chamber. The earliest model developed 9 PS (6.6 kW) DIN (6.5 kW). A 425 cc engine was introduced in 1955, followed in 1968 by a 602 cc one giving 28 bhp (21 kW) at 7000 rpm. With the 602 cc engine, the tax classification of the car changed so that it became a 3CV, but the name remained unchanged. A 435 cc engine was introduced at the same time to replace the 425 cc; the 435 cc engine car was named 2CV 4 while the 602 cc took the name 2CV 6 (a variant in Argentina took the name 3CV). The 602 cc engine evolved to the M28 33 bhp (25 kW) in 1970; this was the most powerful engine fitted to the 2CV. A new 602 cc giving 29 bhp (22 kW) at a slower 5,750 rpm was introduced in 1979. This engine was less powerful, and more efficient, allowing lower fuel consumption and better top speed, but decreased acceleration. All 2CVs with the M28 engine can run on unleaded petrol.
The 2CV used the wasted spark ignition system for simplicity and reliability and had only speed-controlled ignition timing, no vacuum advance taking account of engine load.
Unlike other air-cooled cars (such as the Volkswagen Beetle and the Fiat 500) the 2CV's engine had no thermostat valve in its oil system. The engine needed more time for oil to reach normal operating temperature in cold weather. All the oil passed through an oil cooler behind the fan and received the full cooling effect regardless of the ambient temperature. This removes the risk of overheating from a jammed thermostat that can afflict water- and air-cooled engines and the engine can withstand many hours of running under heavy load at high engine speeds even in hot weather. To prevent the engine running cool in cold weather (and to improve the output of the cabin heater) all 2CVs were supplied with a grille blind (canvas on early cars and a clip-on plastic item called a "muff" in the owner's handbook, on later ones) which blocked around half the aperture to reduce the flow of air to the engine.
The engine's design concentrated on the reduction of moving parts. The cooling fan and dynamo were built integrally with the one-piece crankshaft, removing the need for drive belts. The use of gaskets, seen as another potential weak point for failure and leaks, was also kept to a minimum. The cylinder heads are mated to the cylinder barrels by lapped joints with extremely fine tolerances, as are the two halves of the crankcase and other surface-to-surface joints.
As well as the close tolerances between parts, the engine's lack of gaskets was made possible by a unique crankcase ventilation system. On any 2-cylinder boxer engine such as the 2CV's, the volume of the crankcase reduces by the cubic capacity of the engine when the pistons move together. This, combined with the inevitable small amount of "leakage" of combustion gases past the pistons leads to a positive pressure in the crankcase which must be removed in the interests of engine efficiency and to prevent oil and gas leaks. The 2CV's engine has a combined engine "breather" and oil filler assembly which contains a series of rubber reed valves. These allow positive pressure to escape the crankcase (to the engine air intake to be recirculated) but close when the pressure in the crankcase drops as the pistons move apart. Because gases are expelled but not admitted this creates a slight vacuum in the crankcase so that any weak joint or failed seal causes air to be sucked in rather than allowing oil to leak out.
These design features made the 2CV engine highly reliable; test engines were run at full speed for 1000 hours at a time, equivalent to driving 80,000 km at full throttle. They also meant that the engine was "sealed for life" — for example, replacing the big-end bearings required specialised equipment to dismantle and reassemble the built-up crankshaft, and as this was often not available the entire crankshaft had to be replaced. The engine is very under-stressed and long-lived, so this is not a major issue.
If the starter motor or battery failed, the 2CV had the option of hand-cranking, the jack handle serving as starting handle through dogs on the front of the crankshaft at the centre of the fan. This feature, once universal on cars and still common in 1948 when the 2CV was introduced, was kept until the end of production in 1990.
PERFORMANCE
In relation to the 2CV's performance and acceleration, it was joked that it went "from 0–60 km/h in one day". The original 1948 model that produced 9 hp had a 0–40 time of 42.4 seconds and a top speed of 64 km/h, far below the speeds necessary for North American highways or the German Autobahns of the day. The top speed increased with engine size to 80 km/h in 1955, 84 km/h in 1962, 100 km/h in 1970, and 115 km/h in 1981.
The last evolution of the 2CV engine was the Citroën Visa flat-2, a 652 cc featuring electronic ignition. Citroën never sold this engine in the 2CV, but some enthusiasts have converted their 2CVs to 652 engines, or even transplanted Citroën GS or GSA flat-four engines and gearboxes.
In the mid-1980s Car magazine editor Steve Cropley ran and reported on a turbocharged 602 cc 2CV that was developed by engineer Richard Wilsher.
END OF PRODUCTION
The 2CV was produced for 42 years, the model finally succumbing to customer demands for speed, in which this ancient design had fallen significantly behind modern cars, and safety. Although the front of the chassis was designed to fold up, to form a crumple zone according to a 1984 Citroën brochure, in common with other small cars of its era its crashworhiness was very poor by modern standards. (The drive for improved safety in Europe happened from the 1990s onwards, and accelerated with the 1997 advent of Euro NCAP.) Its advanced underlying engineering was ignored or misunderstood by the public, being clothed in an anachronistic body. It was the butt of many a joke, especially by Jasper Carrott in the UK.
Citroën had attempted to replace the ultra-utilitarian 2CV several times (with the Dyane, Visa, and the AX). Its comically antiquated appearance became an advantage to the car, and it became a niche product which sold because it was different from anything else on sale. Because of its down-to-earth economy car style, it became popular with people who wanted to distance themselves from mainstream consumerism — "hippies" — and also with environmentalists.
Although not a replacement for the 2CV, the AX supermini, a conventional urban runabout, unremarkable apart from its exceptional lightness, seemed to address the car makers' requirements at the entry level in the early 1990s. Officially, the last 2CV, a Charleston, which was reserved for Mangualde's plant manager, rolled off the Portuguese production line on 27 July 1990, although five additional 2CV Spécials were produced afterwards.[citation needed]
In all a total of 3,867,932 2CVs were produced. Including the commercial versions of the 2CV, Dyane, Méhari, FAF, and Ami variants, the 2CV's underpinnings spawned 8,830,679 vehicles.
The 2CV was outlived by contemporaries such as the Mini (out of production in 2000), Volkswagen Beetle (2003), Renault 4 (1992), Volkswagen Type 2 (2013) and Hindustan Ambassador (originally a 1950s Morris Oxford), (2014).
CONTINUED POPULARITY
The Chrysler CCV or Composite Concept Vehicle developed in the mid-1990s is a concept car designed to illustrate new manufacturing methods suitable for developing countries. The car is a tall, roomy four-door sedan of small dimensions. The designers at Chrysler said they were inspired to create a modernised 2CV.
The company Sorevie of Lodève was building 2CVs until 2002. The cars were built from scratch using mostly new parts. But as the 2CV no longer complied with safety regulations, the cars were sold as second-hand cars using chassis and engine numbers from old 2CVs.
The long-running 2CV circuit racing series organized by The Classic 2CV Racing Club continues to be popular in the UK.
English nicknames include "Flying Dustbin", "Tin Snail", "Dolly", "Tortoise"
WIKIPEDIA
View of the lake that is the centerpiece in Capability Brown's landscape garden at Blenheim Palace in Woodstock, Oxfordshire
You may view more of my images of Ickworth House, Park and gardens, by clicking "here" !
Please do not insert images, of group invite, thank you!
Ickworth Park. With over 1,800 acres of parkland designed by Capability Brown, the house and its grounds were created as an homage to Italy, the country so beloved by Frederick Augustus Hervey, the 4th Earl of Bristol. The Earl-Bishop spent his life travelling the continent, gathering together a vast collection of paintings, sculpture and artefacts. Already possessed of several houses, he conceived Ickworth primarily as a museum for his treasures. At his death only the Rotunda - the giant circular structure at the centre of the two wings, described by Hervey's wife as 'a stupendous moment of Folly' - was nearing completion. The house was eventually finished by his son. Although Hervey's treasures, confiscated during the French invasion of Italy, were destined never to occupy Ickworth, his descendants made it their life's work to rebuild what has become an exceptional collection of art and silver. Paintings housed in the galleries include works by Velázquez, Titian and Poussin, while the collection of 18th-century portraits of the family is exceptionally fine, featuring canvases by Gainsborough, Reynolds, Vigée-Lebrun and Hogarth. In addition to one of the very best British collections of Georgian Huguenot silver, Ickworth is also home to an impressive array of Regency furniture, porcelain, and domestic objects. More made a career of producing idealised Italian landscapes. His Landscape with Classical Figures, Cicero at his Villa, painted in 1780 and funded in 1993, is a typical work, the misty soft-focus and pastel light adding to its appeal. Hugh Douglas Hamilton's The Earl Bishop of Bristol and Derry Seated before the Prospect of Rome shows Hervey seated at what is thought to be the southern tip of the Borghese Gardens.
Ickworth's parklands and gardens can provide a day's activity in their own right. The south gardens are modelled on the formal Italian style, while the gardens to the west of the house are more informal. Visitors can walk or cycle out into the park itself and up to the Fairy Lake. Bright and modern, The West Wing Restaurant overlooks the gardens and can be guaranteed to catch any sunlight on offer. It serves everything from hot meals to snacks, and at weekends the restaurant is open for breakfast. If you're after something rather more formal, try Frederick's restaurant at Ickworth Hotel in the grounds.
The sheep is a quadrupedal, ruminant mammal typically kept as livestock. Like all ruminants, sheep are members of the order Artiodactyla, the even-toed ungulates. Although the name "sheep" applies to many species in the genus Ovis, in everyday usage it almost always refers to Ovis aries. Numbering a little over one billion, domestic sheep are also the most numerous species of sheep. An adult female sheep is referred to as a ewe (/juː/), an intact male as a ram or occasionally a tup, a castrated male as a wether, and a younger sheep as a lamb. Sheep are most likely descended from the wild mouflon of Europe and Asia. One of the earliest animals to be domesticated for agricultural purposes, sheep are raised for fleece, meat (lamb, hogget or mutton) and milk. A sheep's wool is the most widely used animal fiber, and is usually harvested by shearing. Ovine meat is called lamb when from younger animals and mutton when from older ones. Sheep continue to be important for wool and meat today, and are also occasionally raised for pelts, as dairy animals, or as model organisms for science. Sheep husbandry is practised throughout the majority of the inhabited world, and has been fundamental to many civilizations. In the modern era, Australia, New Zealand, the southern and central South American nations, and the British Isles are most closely associated with sheep production. Sheepraising has a large lexicon of unique terms which vary considerably by region and dialect. Use of the word sheep began in Middle English as a derivation of the Old English word scēap; it is both the singular and plural name for the animal. A group of sheep is called a flock, herd or mob. Many other specific terms for the various life stages of sheep exist, generally related to lambing, shearing, and age. Being a key animal in the history of farming, sheep have a deeply entrenched place in human culture, and find representation in much modern language and symbology. As livestock, sheep are most often associated with pastoral, Arcadian imagery. Sheep figure in many mythologies—such as the Golden Fleece—and major religions, especially the Abrahamic traditions. In both ancient and modern religious ritual, sheep are used as sacrificial animals. Domestic sheep are relatively small ruminants, usually with a crimped hair called wool and often with horns forming a lateral spiral. Domestic sheep differ from their wild relatives and ancestors in several respects, having become uniquely neotenic as a result of selective breeding by humans. A few primitive breeds of sheep retain some of the characteristics of their wild cousins, such as short tails. Depending on breed, domestic sheep may have no horns at all, or horns in both sexes, or in males only. Most horned breeds have a single pair, but a few breeds may have several. Another trait unique to domestic sheep as compared to wild ovines is their wide variation in color. Wild sheep are largely variations of brown hues, and variation within species is extremely limited. Colors of domestic sheep range from pure white to dark chocolate brown and even spotted or piebald. Selection for easily dyeable white fleeces began early in sheep domestication, and as white wool is a dominant trait it spread quickly. However, colored sheep do appear in many modern breeds, and may even appear as a recessive trait in white flocks. While white wool is desirable for large commercial markets, there is a niche market for colored fleeces, mostly for handspinning. The nature of the fleece varies widely among the breeds, from dense and highly crimped, to long and hairlike. There is variation of wool type and quality even among members of the same flock, so wool classing is a step in the commercial processing of the fibre. Depending on breed, sheep show a range of heights and weights. Their rate of growth and mature weight is a heritable trait that is often selected for in breeding. Ewes typically weigh between 45 and 100 kilograms (99 and 220 lb), and rams between 45 and 160 kilograms (99 and 353 lb). When all deciduous teeth have erupted, the sheep has 20 teeth. Mature sheep have 32 teeth. As with other ruminants, the front teeth in the lower jaw bite against a hard, toothless pad in the upper jaw. These are used to pick off vegetation, then the rear teeth grind it before it is swallowed. There are eight lower front teeth in ruminants, but there is some disagreement as to whether these are eight incisors, or six incisors and two incisor-shaped canines. There is a large diastema between the incisors and the molars. For the first few years of life it is possible to calculate the age of sheep from their front teeth, as a pair of milk teeth is replaced by larger adult teeth each year, the full set of eight adult front teeth being complete at about four years of age. The front teeth are then gradually lost as sheep age, making it harder for them to feed and hindering the health and productivity of the animal. For this reason, domestic sheep on normal pasture begin to slowly decline from four years on, and the average life expectancy of a sheep is 10 to 12 years, though some sheep may live as long as 20 years. Sheep have good hearing, and are sensitive to noise when being handled. Sheep have horizontal slit-shaped pupils, possessing excellent peripheral vision; with visual fields of approximately 270° to 320°, sheep can see behind themselves without turning their heads. Many breeds have only short hair on the face, and some have facial wool (if any) confined to the poll and or the area of the mandibular angle; the wide angles of peripheral vision apply to these breeds. A few breeds tend to have considerable wool on the face; for some individuals of these breeds, peripheral vision may be greatly reduced by "wool blindness", unless recently shorn about the face. Sheep have poor depth perception; shadows and dips in the ground may cause sheep to baulk. In general, sheep have a tendency to move out of the dark and into well lit areas, and prefer to move uphill when disturbed. Sheep also have an excellent sense of smell, and, like all species of their genus, have scent glands just in front of the eyes, and interdigitally on the feet. The purpose of these glands is uncertain, but those on the face may be used in breeding behaviors. The foot glands might also be related to reproduction, but alternative reasons, such as secretion of a waste product or a scent marker to help lost sheep find their flock, have also been proposed.
From Wikipedia, the free encyclopedia
A huge country house with 187 rooms, located in the market town of Woodstock, Oxfordshire. Construction was completed in 1722, and designated a UNESCO World Heritage Site in 1987. The palace is famous for being the birthplace and ancestral home of Winston Churchill.
In 1764, Capability Brown was commissioned to landscape the 150 acre park, woodlands, and gardens. This also included damming the River Glyme to create a large lake.
PHILIPPINE SEA (Sept. 16, 2020) A visit, board, search and seizure team from the amphibious transport dock ship USS New Orleans (LPD 18) approaches a simulated suspect vessel during a training exercise. New Orleans, part of the America Amphibious Ready Group assigned to Amphibious Squadron 11, along with the 31st Marine Expeditionary Unit, is operating in the U.S. 7th Fleet area of responsibility to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kelby Sanders)
Classic Jeep advertisement celebrating the CJ-5 Laredo. It's no wonder the Jeep brand has stayed on track for over seven decades - the capability theme has never changed. Read the copy from 1980 with it's strong style and resale value story and it could be substituted for a JK of today.
Copy:
The legendary Jeep vehicles have been protecting forests, transporting troops, delivering mail, plowing snow, winning races and weathering storms for more than a quarter of a century. Longer than a lot of vehicles have even existed.
They've given American drivers more outward mobility, rugged performance and pure fun than any single car in history. And they've held onto their value like they've held onto their legendary design, transcending passing styles season after season, year after year.
But today's Jeep CJ is more than its famous four wheels driving into the sunset. It's the option of contoured buckets, room for four, carpeting, air conditioning, stereo ... hardtop. soft top, no top at all. And something you'll appreciate every time you drive: more miles per gallon than any 4-wheeler made in America. No other vehicle can meet your demands and desires in quite the same way.
Jeep CJ wasn't born a legend. It had to earn the respect of the world's toughest drivers, and keeps on earning it every day. On wilderness trails and unplowed streets. On the job and out on the town. That's why the legend lives on.
NATO - Strategic Airlift Capability Boeing C-17A Globemaster III 03 on Static Display during the Royal International Air Tattoo (RIAT) at RAF Fairford in 2018.
Charlecote Park, Charlecote, Stratford on Avon
English Heritage Grade 1 listed
NATIONAL TRUST + ENGLISH HERITAGE ALBUM
www.flickr.com/photos/45676495@N05/albums/72157701116949872
The Gatehouse (NT) Grade 1, Charlecote Park, Charlecote, Warwks.
English Heritage Listed Grade 1 1381800
NATIONAL TRUST + ENGLISH HERITAGE ALBUM
www.flickr.com/photos/45676495@N05/albums/72157701116949872
The Charlecote Park Gatehouse is a Grad 1 listed building dated back to c1560, it has 2 storeys; symmetrical 3-window range plus 3-storey octagonal angle turret to each angle. The round-headed moulded archway paired wrought-iron gates. Each turret has2-light windows, top entablature and ogival cupola with ball finial and weather-vane; that to left with 1824 clock faces. All windows with leaded glazing, most with crown glass.
Charlecote Park is a Grade 1 listed, grand 16th-century country house, surrounded by its own deer park, on the banks of the River Avon in Charlecote, near Stratford on Avon and Warwick. The Lucy family owned the land from 1247. Charlecote Park was originally built in 1558 by Sir Thomas Lucy, and Queen Elizabeth I stayed in the room that is now the drawing room. Although the general outline of the original Elizabethan house remains, the present house is of mostly Victorian construction. Successive generations of the Lucy family modified Charlecote Park over the centuries until George Hammond Lucy (High Sheriff of Warwickshire in 1831) inherited the house in 1823 and set about recreating the house in its original Tudor style.
Charlecote Park covers 185 acres (75 ha), backing on to the River Avon. William Shakespeare was said to have poached rabbits and deer in the park as a young man, and to have been brought before the magistrates. The lands immediately adjoining the house were further landscaped by Capability Brown in about 1760.
Charlecote was inherited in 1823 by George Hammond Lucy (d. 1845), who in December 1822 had married Mary Elizabeth Williams of Bodelwyddan Castle, Wales. Seven years of major renovation and rebuilding followed, including an extension on the river side, were commenced in 1829. G.H.Lucy's second son, Henry, inherited the estate in 1847 from his elder brother. In 1848, Mary Elizabeth Lucy had what she described as that wretched Norman Church demolished, replacing it with the current St. Leonards Church in 1853.
Charlecote Park has extensive grounds. A parterre has been recreated from the original 1700s plans. The livestock at Charlecote includes fallow deer and Jacob sheep, which were brought to England from Portugal in 1755 by George Lucy
In 1946, Sir Montgomerie Fairfax-Lucy, who had inherited the residual estate from his mother Ada, presented Charlecote to the National Trust in lieu of death duties
Diolch am 93,650,893 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 93,650,335 amazing views, every one is greatly appreciated.
Shot 08.05.2022 at Charlecote Park, Caharlecote, Stratford on Avon REF 159d-08
An experimental air-launched rocket-powered aircraft that demonstrated sub-orbital spaceflight capability at speeds of up to 900 m/s, using a hybrid rocket motor. The design features a unique "feathering" atmospheric re-entry system where the rear half of the wing and the twin tail booms folds upward along a hinge running the length of the wing, increasing drag while remaining stable.
SpaceShipOne completed the first manned private spaceflight in 2004. That same year, it won the $10 million Ansari X Prize and was immediately retired from active service. Its mother ship was named "White Knight".
Both craft were developed and flown by Mojave Aerospace Ventures, which was a joint venture between Paul Allen and Scaled Composites, Burt Rutan's aviation company. Allen provided the funding of approximately $25 million.
Rutan has indicated that ideas about the project began as early as 1994 and the full-time development cycle time to the 2004 accomplishments was about three years. The vehicle first achieved supersonic flight on 17 December 2003, which was also the 100th anniversary of the Wright Brothers' historic first powered flight.
SpaceShipOne's first official spaceflight, known as flight 15P, was piloted by Mike Melvill. A few days before that flight, the Mojave Air and Space Port was the first commercial spaceport licensed in the United States. A few hours after that flight, Melvill became the first licensed US commercial astronaut. The overall project name was "Tier One" which has evolved into Tier 1b with a goal of taking a successor ship's first passengers into space within the next few days.
The achievements of SpaceShipOne are more comparable to the X-15 than orbiting spacecraft like the Space Shuttle. Accelerating a spacecraft to orbital speed requires more than 60 times as much energy as accelerating it to Mach 3. It would also require an elaborate heat shield to safely dissipate that energy during re-entry.
SpaceShipOne's official model designation is Scaled Composites Model 316.
Its three record-setting flights were:
* 100 kilometres altitude*; Mike Melvill, pilot; 21 June 2004
* 102 kilometres altitude; Mike Melvill, pilot: 29 September 2004
* 112 kilometres altitude; Brian Binnie, pilot; 4 October 2004
With SpaceShipOne, private enterprise crossed the threshold into human spaceflight, previously the domain of only government programmes.
The success of SpaceShipOne inspired the creation of Virgin Galactic, a company founded to add private sub-orbital tourist flights to the existing world of commercial spaceflight business. It also helped clear the way for NASA’s public-private partnerships to develop new spacecraft to carry crews and cargo.
An interesting juxtaposition here is that SpaceShipOne is displayed between Charles Lindbergh's Spirit of St Louis (top left), and Chuck Yeager's Glamorous Glennis Bell X-1 (top right). Seen in the Milestones of Flight Hall at the National Air & Space Museum on the Mall in Washington DC.
BNSF 992 leads the H-AMADEN north through the appropriately-named Greenland Open Space in Greenland, CO while a snowy Pikes Peak looks on from ~25 miles away.
This is always a "want" shot every late-Spring with things finally green'ing up while Pikes Peak is still socked with snow. The 3-digit H1 leader here is just an added bonus.
Speaking of which, at some point in near term, we're all going to have shot our last H1-scheme'd Dash 9 leading a train...the problem is we just don't know if that moment has already passed us by or if it's still to come. This shot may very well be the one where I look back and see it's the former for me.
On a side note, this shot was taken remotely using my iPhone to trigger the SX740 HS as I was a few feet off to the left to use the 60D and the 70-200mm f/4L. Some of you may be like, "Welcome to 10 years ago, nerd," but this was a fresh experience for me and, I gotta say, I was happy with the new-to-me capability!
And as a final note, I had to use some Photoshop'ery here to remove fellow railfan Cam Roberts from the shot. He underestimated the reach of the SX740 HS zoom! As Doc Brown would say, he's been erased...from existence!
Harcourt Arboretum
The University of Oxford Arboretum
Acquired by the University in 1947 from the Harcourt family. It is now an integral part of the tree and plant collection of the University of Oxford Botanic Garden.
The original Pinetum, which forms the core of the arboretum, was laid out by William Sawrey Gilpin in the 1830s. Gilpin was a leading promoter of the picturesque style of planting and advised the Harcourt family on the establishment and layout of the arboretum. The trees are now mature, with Giant Redwoods and Monkey-Puzzle trees in the collection.
The arboretum also contains some of the finest conifer collections in the UK all set within 130 acres of historic Capability Brown landscape. The grounds include a 10-acre typical English woodland and a 37-acre summer flowering meadow.
We took the tour inside the Palace which was led by this delightfully posh old lady. She told us all the saucy stories of the various Dukes of Marlborough as well as an insight into the formative years of the great leader Sir Winston Churchill
The F-16A Block 15 received an Operational Capability Upgrade (OCU) in late 1987. Designated Block 15 OCU, these aircraft are powered by the more reliable F100-PW-220 turbofan engine. They also received structural strengthening and are provided with the enlarged heads-up-display (HUD) that was first introduced on the F-16C/D variants. The increased operational capability allowed the F-16 to carry and deploy the Norwegian Penguin Mk.3 anti-shipping missile (AGM-119) and the AGM-65 Maverick. Provisions were also put in place for the AIM-120 AMRAAM, radar altimeter, an expanded computer capacity, data transfer unit, wide-angle HUD, AN/APX-101 IFF, Tracor AN/ALE-40 chaff/flare dispenser and provisions for the AN/ALQ-131 ECM pod. These modifications increased the maximum take-off weight to 37,500 lbs (17,010 kg). The first Block 15 OCU was delivered in January 1988, and from then onwards, all Block 15 aircraft were built to OCU specifications.
This image shows an F-16A Block 15AG OCU (serial number: 87-0716, TNIAU TS-1608). In August 1986, Indonesia agreed to purchase 12 F-16A/B Block 15 OCU aircraft to replace some of the aging MiG-21 fighters and other Soviet types still in service with the Tentara Nasional Indonesia-Angatan Udara (Indonesian National Army-Air Force, or the TNIAU). The first deliveries began in 1989 and were completed the following year and equipped Skwadron Udara 3, based at Ishwahyudi Air Base on the island of Java.
60002 (Tempest) - 6F63 09.10hrs Tuebrook Sdgs - Ashton in Makerfield 'stone'. Eccleston Park Station. 12th April 2019.
(Not the easiest of stations to photograph a train in the sun due to the close proxmity of tall trees. There is a gap during April when the sun is high enough but the leaves on the trees are not quite out to at least give a dappled effect in the station. Went back about 3 weeks later, the tree leaves were out and sun gaps were few and far between)
Copyright: 8A Rail
Harcourt Arboretum
The University of Oxford Arboretum
Acquired by the University in 1947 from the Harcourt family. It is now an integral part of the tree and plant collection of the University of Oxford Botanic Garden.
The original Pinetum, which forms the core of the arboretum, was laid out by William Sawrey Gilpin in the 1830s. Gilpin was a leading promoter of the picturesque style of planting and advised the Harcourt family on the establishment and layout of the arboretum. The trees are now mature, with Giant Redwoods and Monkey-Puzzle trees in the collection.
The arboretum also contains some of the finest conifer collections in the UK all set within 130 acres of historic Capability Brown landscape. The grounds include a 10-acre typical English woodland and a 37-acre summer flowering meadow.
Croome Court is a mid 18th century Neo-Palladian mansion surrounded by an extensive landscaped parkland at Croome D'Abitot, near Pershore in south Worcestershire. The mansion and park were designed by Lancelot "Capability" Brown for George Coventry, 6th Earl of Coventry, and was Brown's first landscape design and first major architectural project. Some of the internal rooms of the mansion were designed by Robert Adam.
The mansion house is owned by Croome Heritage Trust, and is leased to the National Trust who operate it, along with the surrounding parkland, as a tourist attraction. The National Trust own the surrounding parkland, which is also open to the public.
Location[edit]
Croome Court is located near to Croome D'Abitot, in Worcestershire,[1] near Pirton, Worcestershire.[2] The wider estate was established on lands that were once part of the royal forest of Horewell.[3] Traces of these older landscapes, such as unimproved commons and ancient woodlands, can be found across the former Croome Estate.[4]
House[edit]
Croome Court South Portico
History[edit]
The foundations and core of Croome Court, including the central chimney stack structure, date back to the early 1640s.[5] Substantial changes to this early house were made by Gilbert Coventry, 4th Earl of Coventry.[6]
In 1751, George Coventry, the 6th Earl, inherited the estate, along with the existing Jacobean house. He commissioned Lancelot "Capability" Brown, with the assistance of Sanderson Miller, to redesign the house and estate.[7][1] It was Brown's "first flight into the realms of architecture" and a "rare example of his architectural work",[8] and it is an important and seminal work.[9] It was built between 1751 and 1752, and it and Hagley Hall are considered to be the finest examples of Neo-Palladian architecture in Worcestershire. Notable Neo-Palladian features incorporated into Croome Court include the plain exterior and the corner towers with pyramidal roofs (a feature first used by Inigo Jones in the design of Wilton House in Wiltshire).[1] Robert Adam worked on the interior of the building from 1760 onwards.[10]
The house has been visited by George III,[2][11] as well as Queen Victoria[7] during summers when she was a child, and George V (then Duke of York).[11]
A jam factory was built by the 9th Earl of Coventry, near to Pershore railway station, in about 1880, to provide a market for Vale of Evesham fruit growers in times of surplus. Although the Croome connection with jam making had ceased, during the First World War, the building was leased by the Croome Estate Trust to the Huddersfield Fruit Preserving Company as a pulping station.[12]
The First World War deeply affected Croome, with many local casualties, although the house was not requisitioned for the war effort. This is possibly because it was the home of the Lord Lieutenant of the County, who needed a residence for his many official engagements.[13]
During the Second World War Croome Court was requisitioned by the Ministry of Works and leased for a year to the Dutch Government as a possible refuge for Queen Wilhelmina of the Netherlands; to escape the Nazi occupation of the Netherlands. However, evidence shows that they stayed two weeks at the most, perhaps because of the noise and fear created by the proximity of Defford Aerodrome. They later emigrated to Canada.[14]
In 1948 the Croome Estate Trust sold the Court, along with 38 acres (15 ha) of land, to the Roman Catholic Archdiocese of Birmingham, and the mansion became St Joseph's Special School, which was run by nuns[15] from 1950[11] until 1979.[15]
The house was listed on 11 August 1952; it is currently Grade I listed.[10]
In 1979 the hall was taken over by the International Society for Krishna Consciousness (Hare Krishna movement), who used it as their UK headquarters and a training college[16] called Chaitanya College,[15] run by 25 members of the movement.[16] During their tenure they repainted the Dining Room.[17] In 1984 they had to leave the estate for financial reasons. They held a festival at the hall in 2011.[16]
From 1984 onwards various owners tried to use the property as a training centre; apartments; a restaurant and conference centre; and a hotel and golf course,[15] before once more becoming a private family home,[2][15] with outbuildings converted to private houses.[15]
The house was purchased by the Croome Heritage Trust, a registered charity,[18] in October 2007,[19] and it is now managed by the National Trust as a tourist attraction. It opened to the public in September 2009, at which point six of the rooms had restored, costing £400,000, including the Saloon. It was estimated that another £4 million[2][20] to £4.8 million would be needed to restore the entire building. Fundraising activities for the restoration included a 2011 raffle for a Morgan sports car organised by Lord and Lady Flight. After the restoration is complete, a 999-year lease on the building will be granted to the National Trust.[21] An oral history project to record recollections about Croome was funded by the Heritage Lottery Fund.[15] As of 2009, the service wing was empty and in need of substantial repair.[22]
Exterior[edit]
The mansion is faced with Bath stone,[7] limestone ashlar, and has both north and south facing fronts. It has a basement and two stories, with three stories in the end pavilions. A slate roof, with pyramid roofs over the corner towers, tops the building, along with three pair-linked chimneys along the axis of the house.[10]
Both fronts have 11 bays, split into three central sets of three each, and one additional bay each side. The north face has a pedimented centre, with two balustraded staircases leading to a Roman Doric doorcase. The south face has a projecting Ionic tetrastyle portico and Venetian windows. It has a broad staircase, with cast stone sphinxes on each side, leading to a south door topped with a cornice on consoles. The wings have modillion cornice and balustrade.[10]
A two-story L-shaped service wing is attached to the east side of the mansion. It is made of red brick and stone, with slate roofs.[10] It was designed by Capability Brown in 1751-2.[22] On the far side of the service wing, a wall connects it to a stable court.[10]
Interior[edit]
The interior of the house was designed partially by Capability Brown, with plasterwork by G. Vassalli, and partially by Robert Adam, with plasterwork by J. Rose Jr. It has a central spine corridor. A stone staircase, with iron balusters, is at the east end.[10]
The entrance hall is on the north side of the building, and has four fluted Doric columns, along with moulded doorcases. To the east of the entrance hall is the dining room, which has a plaster ceiling and cornice, while to the west is a billiard room, featuring fielded panelling, a plaster cornice, and a rococo fireplace. The three rooms were probably decorated around 1758-59 by Capability Brown.[10] The dining room was vibrantly repainted by the Hare Krishnas in the 1970s-80s.[17]
The central room on the south side is a saloon, probably by Brown and Vassalli. It has an elaborate ceiling, with three panels, deep coving, and a cornice, along with two Ionic fireplaces, and Palladian doorcases.[10] George III was entertained by George Coventry, the 6th Earl, in the house's Saloon.[2] A drawing room is to the west of the saloon, and features rococo plasterwork and a marble fireplace.[10]
To the east of the saloon is the Tapestry Room.[10] This was designed in 1763-71, based on a design by Robert Adam, and contained tapestries and furniture covers possibly designed by Jacques Germain Soufflot, and made by Manufacture Nationale des Gobelins.[23] Around 1902 the ninth Earl sold the tapestries and seating to a Parisian dealer. In 1949 the Samuel H. Kress Foundation purchased the ceiling, floor, mantlepiece, chair rails, doors and the door surrounds, which were donated to the Metropolitan Museum of Art, New York, in 1958. In 1959 the Kress Foundation also helped the Metropolitan Museum acquire the chair and sofa frames, which they recovered using the original tapestry seats.[7][23] A copy of the ceiling was installed in place of the original.[10] As of 2016, the room is displayed as it would have looked after the tapestries had been sold, with a jug and ewer on display as the only original decoration of the room that remains in it. The adjacent library room is used to explain what happened to the tapestry room;[17] the former library was designed by Adam, and was dismantled except for the marble fireplace.[10]
At the west side of the building is a long gallery,[10] which was designed by Robert Adam and installed between 1761 and 1766. It is the best preserved of the original interior (little of the rest has survived in situ).[1] It has an octagonal panelled ceiling, and plaster reliefs of griffins. A half-hexagonal bay faces the garden. The room also contains a marble caryatid fireplace designed by J Wilton.[10] As of 2016, modern sculptures are displayed in empty niches along the Long Gallery
wikipedia
Claremont, also known historically as 'Clermont', is an 18th-century Palladian mansion less than a mile south of the centre of Esher in Surrey, England. The buildings are now occupied by Claremont Fan Court School, and its landscaped gardens are owned and managed by the National Trust. Claremont House is a Grade I listed building.[1]
Claremont estate
The first house on the Claremont estate was built in 1708 by Sir John Vanbrugh, the Restoration playwright and architect of Blenheim Palace and Castle Howard, for his own use. This "very small box", as he described it, stood on the level ground in front of the present mansion. At the same time, he built the stables and the walled gardens, also probably White Cottage, which is now the Sixth Form Centre of Claremont Fan Court School.
In 1714, he sold the house to the wealthy Whig politician Thomas Pelham-Holles, Earl of Clare, who later became Duke of Newcastle and served twice as Prime Minister. The earl commissioned Vanbrugh to add two great wings to the house and to build a fortress-like turret on an adjoining knoll. From this so-called "prospect-house", or belvedere, he and his guests could admire the views of the Surrey countryside as they took refreshments and played hazard, a popular dice game.
In the clear eighteenth-century air it was apparently possible to see Windsor Castle and St Paul's Cathedral. The Earl of Clare named his country seat Clare-mount, later contracted to Claremont. The two lodges at the Copsem Lane entrance were added at this time.
Landscape garden
Main article: Claremont Landscape Garden
Claremont landscape garden is one of the earliest surviving gardens of its kind of landscape design, the English Landscape Garden — still featuring its original 18th century layout. The extensive landscaped grounds of Claremont represents the work of some of the best known landscape gardeners, Charles Bridgeman, Capability Brown, William Kent (with Thomas Greening) and Sir John Vanbrugh.[2]
Work on the gardens began around 1715 and, by 1727, they were described as "the noblest of any in Europe". Within the grounds, overlooking the lake, is an unusual turfed amphitheatre.
A feature in the grounds is the Belvedere Tower, designed by Vanbrugh for the Duke of Newcastle. The tower is unusual in that, what appear to be windows, are actually bricks painted black and white. It is now owned by Claremont Fan Court School, which is situated alongside the gardens.
In 1949, the landscape garden was donated to the National Trust for stewardship and protection. A restoration programme was launched in 1975 following a significant donation by the Slater Foundation. The garden is Grade I listed on the Register of Historic Parks and Gardens.[3]
Capability Brown's mansion, built for Lord Clive of India
The Duke of Newcastle died in 1768 and, in 1769, his widow sold the estate to Robert Clive, 1st Baron Clive, founder of Britain's Indian Empire. Although the great house was then little more than fifty years old, it was aesthetically and politically out of fashion. Lord Clive decided to demolish the house and commissioned Capability Brown to build the present Palladian mansion on higher and dryer ground. Brown, more accomplished as a landscape designer than an architect, took on his future son-in-law Henry Holland as a junior partner owing to the scale of the project. John Soane (later Sir John Soane) was employed in Holland's office at this time and worked on the project as a draftsman and junior designer.[4] Holland's interiors for Claremont owe much to the contemporary work of Robert Adam.
Lord Clive, by now fabulously rich Nabob, is reputed to have spent over £100,000 on rebuilding the house and the complete remodelling of the celebrated pleasure ground. However, Lord Clive ended up never living at the property, as he died in 1774—the year that the house was completed. The estate then passed through a rapid succession of owners; first being sold "for not more than one third of what the house and alterations had cost"[5] to Robert Monckton-Arundell, 4th Viscount Galway, and then to George Carpenter, 2nd Earl of Tyrconnell, and finally to Charles Ellis, 1st Baron Seaford.[citation needed]
A large map entitled "Claremont Palace", situated in what is called "Clive's room" inside the mansion, shows the mansion and its surrounding grounds; giving a detailed overview of the campus. The map likely dates back to the 1860s, when the mansion was frequently occupied by Queen Victoria (thus it having been christened "palace"). However, the exact date is still unknown. The relief in Claremont's front pediment is of Clive's coat of arms impaled with that of Maskelyne, his wife's family.
Royal residence
In 1816, Claremont was bought by the British Nation through an Act of Parliament as a wedding present for George IV's daughter Princess Charlotte and her husband Prince Leopold of Saxe-Coburg. At that time, the estate was valued to Parliament at £60,000: "Mr Huskisson stated that it had been agreed to purchase the house and demesnes of Clermont... The valuation of the farms, farm-houses, and park, including 350 acres of land, was 36,000/; the mansion, 19,000/; and the furniture, 6,000/; making together 60,000/. The mansion, which is in good repair, could not be built now for less than 91,000/."[6] To the nation's great sorrow, however, Princess Charlotte, who was second in line to the throne, was, after two miscarriages, to die there after giving birth to a stillborn son in November the following year. This sorrow is expressed in Letitia Elizabeth Landon's poem Wikisource-logo.svg Lines on the Mausoleum of the Princess Charlotte, at Claremont., published in Forget Me Not, 1824. Although Leopold retained ownership of Claremont until his death in 1865, he left the house in 1831 when he became the first King of the Belgians.
Mausoleum of Princess Charlotte
Claremont House, ca. 1860
Queen Victoria was a frequent visitor to Claremont—both as a child and later as an adult—when Leopold, her doting uncle, lent her the house. She, in turn, lent the house to the exiled French King and Queen, Louis-Philippe and Marie-Amelie (the parents-in-law of Leopold I of Belgium), after the Revolutions of 1848. The exiled King died at Claremont in 1850.
In 1857, Offenbach and his Bouffes company performed three of his opéras bouffes there for Marie Amelie and her sons during an eight-week tour of England.[7]
In 1870, Queen Victoria commissioned Francis John Williamson to sculpt a marble memorial to Charlotte and Leopold which was erected inside the house.[8][9] (The memorial was subsequently moved to St George's Church, Esher.)[9]
Victoria bought Claremont for her fourth, and youngest, son Prince Leopold, Duke of Albany, when he married Princess Helena of Waldeck and Pyrmont in 1882. The Duke and Duchess of Albany had two children—Alice and Charles. Charles, who had been born at Claremont in 1884, inherited the title and position of Duke of Saxe-Coburg and Gotha upon the death of his uncle, Alfred, Duke of Saxe-Coburg and Gotha, in 1900. He moved to the duchy in Germany to fulfill the position, becoming a German citizen, and renouncing his claim in the British succession.
Claremont should have passed to Charles upon his mother's death in 1922, but because he served as a German general in the First World War, the British government disallowed the inheritance. Claremont was accordingly confiscated and sold by the Public Trustee to shipping magnate Sir William Corry, director of the Cunard Line. Two years after Sir William's death, in 1926, it was bought by Eugen Spier, a wealthy German financier.
In 1930, Claremont stood empty and was marked for demolition when it was bought, together with the Belvedere, the stables, and 30 acres (120,000 m2) of parkland, by the Governors of a south London school, later renamed Claremont School and, since 1978, has been known as Claremont Fan Court School.
The National Trust
The National Trust acquired 50 acres (0.20 km2) of the Claremont estate in 1949. In 1975, with a grant from the Slater Foundation, it set about restoring the eighteenth-century landscape garden. Now, the Claremont Landscape Garden displays the successive contributions of the great landscape gardeners who worked on it: Sir John Vanbrugh, Charles Bridgeman, William Kent, and Capability Brown.
In 1996, the school celebrated the National Trust's centenary by opening a feature of the grounds which had not previously been accessible to the garden's visitors: the 281-year-old Belvedere Tower. Wikipedia
Croome Court is a mid 18th century Neo-Palladian mansion surrounded by an extensive landscaped parkland near Pershore in south Worcestershire. The mansion, and park, were designed by Lancelot "Capability" Brown with some of the internal rooms designed by Robert Adam.
Maltby, Rotherham, South Yorkshire
Beautifully set in a valley landscaped by ‘Capability’ Brown in the 18th Century. Roche Abbey has one of the most complete ground plans of any English Cistercian monastery, laid out as excavated foundations.
The soaring early Gothic transepts of this Cistercian monastery still survive to their original height and are ranked in importance with the finest early Gothic architecture in Britain.
Commentary.
There had been a Manor House central to Stowe from the late 16th. Century, (1589).
When the Manor and Estate passed from the Giffords to the Temples in the late 17th. Century, c.1683, the whole house was re-built in the style we see today.
It is essentially of Palladian Style with many Greco-Roman elements included, both in the architecture and in the extensive Estate.
The south-facing façade is magnificent, hugely impressive.
Classic Pediment over the main entrance held up by six massive Corinthian Pillars, adorned at the top by Acanthus “Capitals.”
Below the pillars rise 33 wide steps “guarded” by fierce, bronze, male-lion sculptures.
Going east and west symmetrically from this very grand focal point are cubic, galleried rooms supported by both round and square columns with both Acanthus and Ionic “Capitals” and capped by elegant balustrades.
It is, of course a Grade 1 graded building with a similar grading for the landscaped grounds.
The house stands full square and proudly at the highest point in this superb estate.
Lancelot or “Capability” Brown was only 25 when he was commissioned to landscape the estate.
He was a master of his exquisite art.
He was then, and still is, renowned for creating wonderful, sweeping grassland vistas, lined by fine, mature trees like Oak, Ash, Beech, Sweet Chestnut and Horse Chestnut.
At high points he would place Corinthian Arches, Greco-Roman Pavilions, Rotundas, Pillars, Statues and Temples as endearing focal points.
The Corinthian Arch south of the house, across the lakes is a full mile away.
The straight avenue beyond it, leading to Buckingham is a full two miles long.
A sizeable front garden!
Valleys, streams, ponds and lakes added to this artificial but “nature-based” landscape.
The present house and estate have been owned by the Dukes of Buckingham and Chandos.
It has been functioning for many years, during term-time, as a leading Public School with new buildings to the west.
Previous students include people like Richard Branson,
David Niven and Christopher Robin Milne, son of A.A Milne and the original “Christopher Robin” in the “Winnie the Pooh” children’s stories.
The estate has been owned and managed by the National Trust since 1989 and over 25 million pounds has been spent, so far, in renovating the house to its former glory.
As a lesson in Social History and Land and Estate Management it has few equals.
We can feel privileged that any member of the public can enjoy seeing the lavish, Baronial excesses of both dwelling and environment.
Very few in previous centuries got anywhere near these amazing features unless they were working very hard to maintain service to the owners.
Few people are blessed with the capability of specializing in a typical work. One such is my mentor in food photograpghy. Her name is ASRI and she is my favorite food photographer.
Fascinated by her work, one day i decided to peep inside this domain of photography. But i was at a zero level compared to the lofty breathtaking work of ASRI . So i sent her my work and through her guidence and useful critic i was finally able to make one such photograph that is worth uploading on flickr. I dedicate this first food click to my mentor ASRI . Thank you very much for this unique transfer of technology. Thankyou !!
©2014- Exotic photos by Hadeed Sher
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Just fiddling around with the rudimentary Windows 11 photo editing capability & my equally rudimentary 'skill' using it.
U.S. Army Sgt. Jacob Peck, of Sioux City, Iowa, and Pvt. Eliseo Ramirez, of Spirit Lake, Iowa, infantrymen with Company D, 1st Battalion, 168th Infantry Regiment, 2nd Infantry Brigade Combat Team, Iowa Army National Guard, load a Common Remotely Operated Weapon Station (CROWS) during an eXportable Combat Training Capability (XCTC) rotation at Camp Ripley, Minnesota, on July 19, 2019. The mounted infantry unit is participating in the 21-day exercise to achieve platoon proficiency. (U.S. Army National Guard photo by Spc. Zachary M. Zippe)
You may view more of my images of Ickworth House, Park and gardens, by clicking "here" !
A Stumpery is a garden feature similar to a rockery but made from parts of dead trees. This can take the form of whole stumps, logs, pieces of bark or even worked timber such as railway sleepers or floorboards. The pieces are arranged artistically and plants, typically ferns, mosses and lichens are encouraged to grow around or on them. They provide a feature for the garden and a habitat for several types of wildlife. The first stumpery was built in 1856 at Biddulph Grange and they remained popular in Victorian Britain.
A Stumpery traditionally consists of tree stumps arranged upside-down or on their sides to show the root structure but logs, driftwood or large pieces of bark can also be used. The stumps can be used individually or attached together to form a structure such as a wall or arch. Stumperies can vary in size from a handful of logs to large displays containing dozens of full tree stumps. The use of storm-damaged or diseased trees is not uncommon and can save the landowner the cost of their removal. Where tree stumps are unavailable a more modern, angular look can be achieved by using railway sleepers or old oak floorboards and some companies sell waste timber or driftwood specifically for the purpose of constructing stumperies. Plants such as ferns, mosses and lichens are often encouraged to grow around and on the stumpery. Stumperies provide a home for wildlife and have been known to host stag beetles, toads and small mammals.
With over 1,800 acres of parkland designed by Capability Brown, the house and its grounds were created as an homage to Italy, the country so beloved by Frederick Augustus Hervey, the 4th Earl of Bristol. The Earl-Bishop spent his life travelling the continent, gathering together a vast collection of paintings, sculpture and artefacts. Already possessed of several houses, he conceived Ickworth primarily as a museum for his treasures. At his death only the Rotunda - the giant circular structure at the centre of the two wings, described by Hervey's wife as 'a stupendous moment of Folly' - was nearing completion. The house was eventually finished by his son. Although Hervey's treasures, confiscated during the French invasion of Italy, were destined never to occupy Ickworth, his descendants made it their life's work to rebuild what has become an exceptional collection of art and silver. Paintings housed in the galleries include works by Velázquez, Titian and Poussin, while the collection of 18th-century portraits of the family is exceptionally fine, featuring canvases by Gainsborough, Reynolds, Vigée-Lebrun and Hogarth. In addition to one of the very best British collections of Georgian Huguenot silver, Ickworth is also home to an impressive array of Regency furniture, porcelain, and domestic objects. More made a career of producing idealised Italian landscapes. His Landscape with Classical Figures, Cicero at his Villa, painted in 1780 and funded in 1993, is a typical work, the misty soft-focus and pastel light adding to its appeal. Hugh Douglas Hamilton's The Earl Bishop of Bristol and Derry Seated before the Prospect of Rome shows Hervey seated at what is thought to be the southern tip of the Borghese Gardens.
Ickworth's parklands and gardens can provide a day's activity in their own right. The south gardens are modelled on the formal Italian style, while the gardens to the west of the house are more informal. Visitors can walk or cycle out into the park itself and up to the Fairy Lake. Bright and modern, The West Wing Restaurant overlooks the gardens and can be guaranteed to catch any sunlight on offer. It serves everything from hot meals to snacks, and at weekends the restaurant is open for breakfast. If you're after something rather more formal, try Frederick's restaurant at Ickworth Hotel in the grounds.
Sonoma Coast, Northern California
Another little trip out to the coast this afternoon found me at a lovely spot where the Russian River meets the Pacific Ocean. I always stop at the Cafe Aquatica in Jenner and have either a delicious coffee drink or chai tea latte while sitting outside and enjoying the beautiful view.
I just loved these little bottles with succulents and the view beyond. While the bottles look a lot bigger in the picture, they are actually only about 4" tall. I am also diggin' the new and improved iPhone with it's capability to keep the foreground in focus and blur everything else off in the distance. Kinda cool. Almost like a REAL camera...lol. ;-)
Ahhhhhhhh...ain't life grand!
○•. Taken with an iPhone 5s .•○
Petworth House and Park in Petworth, West Sussex, England, has been a family home for over 800 years. The estate was a royal gift from the widow of Henry I to her brother Jocelin de Louvain, who soon after married into the renowned Percy family. As the Percy stronghold was in the north, Petworth was originally only intended for occasional use.
Petworth, formerly known as Leconfield, is a major country estate on the outskirts of Petworth, itself a town created to serve the house. Described by English Heritage as "the most important residence in the County of Sussex", there was a manorial house here from 1309, but the present buildings were built for the Dukes of Somerset from the late 17th century, the park being landscaped by "Capability" Brown. The house contains a fine collection of paintings and sculptures.
The house itself is grade I listed (List Entry Number 1225989) and the park as a historic park (1000162). Several individual features in the park are also listed.
It was in the late 1500s that Petworth became a permanent home to the Percys after Elizabeth I grew suspicious of their allegiance to Mary, Queen of Scots and confined the family to the south.
The 2nd Earl of Egremont commissioned Capability Brown to design and landscape the deer park. The park, one of Brownâs first commissions as an independent designer, consists of 700 acres of grassland and trees. It is inhabited by the largest herd of fallow deer in England. There is also a 12-hectare (30-acre) woodland garden, known as the Pleasure Ground.
Brown removed the formal garden and fishponds of the 1690âs and relocated 64,000 tons of soil, creating a serpentine lake. He bordered the lake with poplars, birches and willows to make the ânaturalâ view pleasing. A 1987 hurricane devastated the park, and 35,000 trees were planted to replace the losses. Gracing the 30 acres of gardens and pleasure grounds around the home are seasonal shrubs and bulbs that include lilies, primroses, and azaleas. A Doric temple and Ionic rotunda add interest in the grounds.
Petworth House is a late 17th-century mansion, rebuilt in 1688 by Charles Seymour, 6th Duke of Somerset, and altered in the 1870s by Anthony Salvin. The site was previously occupied by a fortified manor house founded by Henry de Percy, the 13th-century chapel and undercroft of which still survive.
Today's building houses an important collection of paintings and sculptures, including 19 oil paintings by J. M. W. Turner (some owned by the family, some by Tate Britain), who was a regular visitor to Petworth, paintings by Van Dyck, carvings by Grinling Gibbons and Ben Harms, classical and neoclassical sculptures (including ones by John Flaxman and John Edward Carew), and wall and ceiling paintings by Louis Laguerre. There is also a terrestrial globe by Emery Molyneux, believed to be the only one in the world in its original 1592 state.
For the past 250 years the house and the estate have been in the hands of the Wyndham family â currently Lord Egremont. He and his family live in the south wing, allowing much of the remainder to be open to the public.
The house and deer park were handed over to the nation in 1947 and are now managed by the National Trust under the name "Petworth House & Park". The Leconfield Estates continue to own much of Petworth and the surrounding area. As an insight into the lives of past estate workers the Petworth Cottage Museum has been established in High Street, Petworth, furnished as it would have been in about 1910.
Broadway Tower is a folly on Broadway Hill, near the village of Broadway, in the English county of Worcestershire, at the second-highest point of the Cotswolds (after Cleeve Hill). Broadway Tower's base is 1,024 feet (312 metres) above sea level. The tower itself stands 65 feet (20 metres) high.
The "Saxon" tower was the brainchild of Capability Brown and designed by James Wyatt in 1794 in the form of a castle, and built for Lady Coventry in 1798–99. The tower was built on a "beacon" hill, where beacons were lit on special occasions. Lady Coventry wondered whether a beacon on this hill could be seen from her house in Worcester — about 22 miles (35 km) away — and sponsored the construction of the folly to find out. Indeed, the beacon could be seen clearly.
Over the years, the tower was home to the printing press of Sir Thomas Phillipps, and served as a country retreat for artists including William Morris and Edward Burne-Jones who rented it together in the 1880s. William Morris was so inspired by Broadway Tower and other ancient buildings that he founded the Society for the Protection of Ancient Buildings in 1877.
Today, the tower is a tourist attraction and the centre of a country park with various exhibitions open to the public at a fee, as well as a gift shop and restaurant. The place is on the Cotswold Way and can be reached by following the Cotswold Way from the A44 road at Fish Hill, or by a steep climb out of Broadway village.
Near the tower is a memorial to the crew of an A.W.38 Whitley bomber that crashed there during a training mission in June 1943.
Warp 4 capability to rescue ships in distress or failure. It is equipped with every device possibly needed to tow, rescue, cut, blast or save crew if life support is failing.
Extending and locating arms at the front with a Bridge atop the whole craft. Various Airlocks, cutters and tractor beam as well as tractor cables.
Diecast converted Eglemoss model.
A Tinsley class 31/1 no. 31300 arrives at Rotherham Masborough on 30 May 1981 (probably from Scarborough). The 'NB' designation on the loco's cabside indicates that it does not have train heating capability and judging by the interested passengers in the first coach, this proved popular amongst the 'Haulage Bashers'. The loco entered traffic on 15 February 1962 as D5833 and was withdrawn on 1 May 1997. Ironically, it's final resting place was Rotherham, being cut up at Booth's scrapyard.
Roche Abbey is situated in the valley of the Maltby Beck. The site was enclosed by steep limestone cliffs and bordered on Bruneswald, later known as Sherwood Forest. This was a choice location for the monks: it provided privacy and solitude, as well as vital natural resources - water, woodland and stone.
This Cistercian monastery was founded in 1147 when the stone buildings were raised on the north side of the beck. When the monks first arrived in South Yorkshire from Newminster Abbey in Northumberland, they chose the most suitable side of the stream that runs through the valley, on which to build their new monastery. Twenty-five years later, at the end of the century, the Norman Gothic great church had been finished, as well as most of the other buildings.
By the time of the dissolution full control of Roche Abbey was held by Henry Clifford, 2nd Earl of Cumberland, who came in for numerous grants at the Dissolution as he was married to the niece of King Henry VIII.
After the dissolution the abbey was left in ruin in ruin and the land passed through many private hands until the 4th Earl of Scarbrough decided it needed revitalising to enhance his adjoining family seat at Sandbeck Park. Lord Scarborough enlisted the talents of Capability Brown. Brown demolished buildings, built large earth mounds and turfed the whole site. Until the end of the 19th century Roche Abbey remained buried beneath Brown's work and wooded parkland. But subsequent excavation in the 1920s returned Roche to its former splendour
PHILIPPINE SEA (Mar. 2, 2017) - An AV-8B Harrier, assigned to the "Tomcats" of Marine Attack Squadron (VMA) 311, takes off from the flight deck of amphibious assault ship USS Bonhomme Richard (LHD 6). Bonhomme Richard is on a routine patrol, operating in the Indo-Asia-Pacific region to serve as a forward-capability for any type of contingency. (U.S. Navy photo by Mass Communication Specialist 2nd Class Diana Quinlan/Released)170302-N-WF272-020
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Two Lockheed Martin F-35B Lightning II fighter jets have successfully landed on board HMS Queen Elizabeth for the first time, laying the foundations for the next 50 years of fixed wing aviation in support of the UK’s Carrier Strike Capability.
Royal Navy Commander, Nathan Gray, 41, made history by being the first to land on board HMS Queen Elizabeth, carefully maneuvering his stealth jet onto the thermal coated deck. He was followed by Royal Navy Squadron Leader Andy Edgell, RAF, both of whom are test pilots, operating with the Integrated Test Force (ITF) based at Naval Air Station Patuxent River, Maryland.
Shortly afterwards, once a deck inspection has been conducted and the all-clear given, Cmdr Gray became the first pilot to take off using the ship’s ski-ramp.
From Wikipedia, the free encyclopedia
The Lockheed Martin F-35 Lightning II is a family of single-seat, single-engine, all-weather, stealth, fifth-generation, multirole combat aircraft, designed for ground-attack and air-superiority missions. It is built by Lockheed Martin and many subcontractors, including Northrop Grumman, Pratt & Whitney, and BAE Systems.
The F-35 has three main models: the conventional takeoff and landing F-35A (CTOL), the short take-off and vertical-landing F-35B (STOVL), and the catapult-assisted take-off but arrested recovery, carrier-based F-35C (CATOBAR). The F-35 descends from the Lockheed Martin X-35, the design that was awarded the Joint Strike Fighter (JSF) program over the competing Boeing X-32. The official Lightning II name has proven deeply unpopular and USAF pilots have nicknamed it Panther, instead.
The United States principally funds F-35 development, with additional funding from other NATO members and close U.S. allies, including the United Kingdom, Italy, Australia, Canada, Norway, Denmark, the Netherlands, and formerly Turkey. These funders generally receive subcontracts to manufacture components for the aircraft; for example, Turkey was the sole supplier of several F-35 parts until its removal from the program in July 2019. Several other countries have ordered, or are considering ordering, the aircraft.
As the largest and most expensive military program ever, the F-35 became the subject of much scrutiny and criticism in the U.S. and in other countries. In 2013 and 2014, critics argued that the plane was "plagued with design flaws", with many blaming the procurement process in which Lockheed was allowed "to design, test, and produce the F-35 all at the same time," instead of identifying and fixing "defects before firing up its production line". By 2014, the program was "$163 billion over budget [and] seven years behind schedule". Critics also contend that the program's high sunk costs and political momentum make it "too big to kill".
The F-35 first flew on 15 December 2006. In July 2015, the United States Marines declared its first squadron of F-35B fighters ready for deployment. However, the DOD-based durability testing indicated the service life of early-production F-35B aircraft is well under the expected 8,000 flight hours, and may be as low as 2,100 flight hours. Lot 9 and later aircraft include design changes but service life testing has yet to occur. The U.S. Air Force declared its first squadron of F-35As ready for deployment in August 2016. The U.S. Navy declared its first F-35Cs ready in February 2019. In 2018, the F-35 made its combat debut with the Israeli Air Force.
The U.S. stated plan is to buy 2,663 F-35s, which will provide the bulk of the crewed tactical airpower of the U.S. Air Force, Navy, and Marine Corps in coming decades. Deliveries of the F-35 for the U.S. military are scheduled until 2037 with a projected service life up to 2070.
Development
F-35 development started in 1992 with the origins of the Joint Strike Fighter (JSF) program and was to culminate in full production by 2018. The X-35 first flew on 24 October 2000 and the F-35A on 15 December 2006.
The F-35 was developed to replace most US fighter jets with the variants of a single design that would be common to all branches of the military. It was developed in co-operation with a number of foreign partners, and, unlike the F-22 Raptor, intended to be available for export. Three variants were designed: the F-35A (CTOL), the F-35B (STOVL), and the F-35C (CATOBAR). Despite being intended to share most of their parts to reduce costs and improve maintenance logistics, by 2017, the effective commonality was only 20%. The program received considerable criticism for cost overruns during development and for the total projected cost of the program over the lifetime of the jets.
By 2017, the program was expected to cost $406.5 billion over its lifetime (i.e. until 2070) for acquisition of the jets, and an additional $1.1 trillion for operations and maintenance. A number of design deficiencies were alleged, such as: carrying a small internal payload; performance inferior to the aircraft being replaced, particularly the F-16; lack of safety in relying on a single engine; and flaws such as the vulnerability of the fuel tank to fire and the propensity for transonic roll-off (wing drop). The possible obsolescence of stealth technology was also criticized.
Design
Overview
Although several experimental designs have been developed since the 1960s, such as the unsuccessful Rockwell XFV-12, the F-35B is to be the first operational supersonic STOVL stealth fighter. The single-engine F-35 resembles the larger twin-engined Lockheed Martin F-22 Raptor, drawing design elements from it. The exhaust duct design was inspired by the General Dynamics Model 200, proposed for a 1972 supersonic VTOL fighter requirement for the Sea Control Ship.
Lockheed Martin has suggested that the F-35 could replace the USAF's F-15C/D fighters in the air-superiority role and the F-15E Strike Eagle in the ground-attack role. It has also stated the F-35 is intended to have close- and long-range air-to-air capability second only to that of the F-22 Raptor, and that the F-35 has an advantage over the F-22 in basing flexibility and possesses "advanced sensors and information fusion".
Testifying before the House Appropriations Committee on 25 March 2009, acquisition deputy to the assistant secretary of the Air Force, Lt. Gen. Mark D. "Shack" Shackelford, stated that the F-35 is designed to be America's "premier surface-to-air missile killer, and is uniquely equipped for this mission with cutting-edge processing power, synthetic aperture radar integration techniques, and advanced target recognition".
Improvements
Ostensible improvements over past-generation fighter aircraft include:
Durable, low-maintenance stealth technology, using structural fiber mat instead of the high-maintenance coatings of legacy stealth platforms
Integrated avionics and sensor fusion that combine information from off- and on-board sensors to increase the pilot's situational awareness and improve target identification and weapon delivery, and to relay information quickly to other command and control (C2) nodes
High-speed data networking including IEEE 1394b and Fibre Channel (Fibre Channel is also used on Boeing's Super Hornet.
The Autonomic Logistics Global Sustainment, Autonomic Logistics Information System (ALIS), and Computerized maintenance management system to help ensure the aircraft can remain operational with minimal maintenance manpower The Pentagon has moved to open up the competitive bidding by other companies. This was after Lockheed Martin stated that instead of costing 20% less than the F-16 per flight hour, the F-35 would actually cost 12% more. Though the ALGS is intended to reduce maintenance costs, the company disagrees with including the cost of this system in the aircraft ownership calculations. The USMC has implemented a workaround for a cyber vulnerability in the system. The ALIS system currently requires a shipping-container load of servers to run, but Lockheed is working on a more portable version to support the Marines' expeditionary operations.
Electro-hydrostatic actuators run by a power-by-wire flight-control system
A modern and updated flight simulator, which may be used for a greater fraction of pilot training to reduce the costly flight hours of the actual aircraft
Lightweight, powerful lithium-ion batteries to provide power to run the control surfaces in an emergency
Structural composites in the F-35 are 35% of the airframe weight (up from 25% in the F-22). The majority of these are bismaleimide and composite epoxy materials. The F-35 will be the first mass-produced aircraft to include structural nanocomposites, namely carbon nanotube-reinforced epoxy. Experience of the F-22's problems with corrosion led to the F-35 using a gap filler that causes less galvanic corrosion to the airframe's skin, designed with fewer gaps requiring filler and implementing better drainage. The relatively short 35-foot wingspan of the A and B variants is set by the F-35B's requirement to fit inside the Navy's current amphibious assault ship parking area and elevators; the F-35C's longer wing is considered to be more fuel efficient.
Costs
A U.S. Navy study found that the F-35 will cost 30 to 40% more to maintain than current jet fighters, not accounting for inflation over the F-35's operational lifetime. A Pentagon study concluded a $1 trillion maintenance cost for the entire fleet over its lifespan, not accounting for inflation. The F-35 program office found that as of January 2014, costs for the F-35 fleet over a 53-year lifecycle was $857 billion. Costs for the fighter have been dropping and accounted for the 22 percent life cycle drop since 2010. Lockheed stated that by 2019, pricing for the fifth-generation aircraft will be less than fourth-generation fighters. An F-35A in 2019 is expected to cost $85 million per unit complete with engines and full mission systems, inflation adjusted from $75 million in December 2013.
Brush Traction Type 5 Co-Co class 60 diesel-electric locomotive number 60002 Capability Brown stands on Gloucester Engineers Depot. Saturday 8th September 1990
Note, 60002 was built by Brush Electrical Machines (works number 904) at the Falcon Works in Loughborough in 1989 for British Railways as number 60002. It was named Capability Brown without ceremony at the Falcon Works on 12th August 1989
Although built for British Railways in 1989 it was not added to British Railways stock until December 1992
Ref no DJW/00052
Pasted from Wikipedia: Bell-Boeing V-22 Osprey
• • • • •
The Bell-Boeing V-22 Osprey is a multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
The V-22 originated from the U.S. Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. It was developed jointly by the Bell Helicopter, and Boeing Helicopters team, known as Bell Boeing, which produce the aircraft.[4] The V-22 first flew in 1989, and began years of flight testing and design alterations.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007. The Osprey's other operator, the U.S. Air Force fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed for combat operations in Iraq and Afghanistan.
Contents
•• 1.2 Flight testing and design changes
• 2 Design
• 8 Notable appearances in media
Development
Early development
The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need[5] for "a new type of aircraft, that could not only take off and land vertically but also could carry combat troops, and do so at speed."[6] The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership. Later the U.S. Navy/Marine Corps took the lead.[7][8] The JVX combined requirements from the Marine Corps, Air Force, Army and Navy.[9][10] A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for a enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.[11][12]
The JVX aircraft was designated V-22 Osprey on 15 January 1985; by March that same year the first six prototypes were being produced, and Boeing Vertol was expanded to deal with the project workload.[13][14] Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.[4][15] The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV).[16] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.[2] On 3 May 1986 the Bell-Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the Navy, thus at this point the project had acquisition plans with all four arms of the U.S. military.[17]
The first V-22 was rolled out with significant media attention in May 1988.[18][19] However the project suffered several political blows. Firstly in the same year, the Army left the program, citing a need to focus its budget on more immediate aviation programs.[20] The project also faced considerable dialogue in the Senate, surviving two votes that both could have resulted in cancellation.[21][22] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey.[23] At the same time, the Bush administration sought the cancellation of the project.[23]
Flight testing and design changes
The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[24] and on 14 September 1989 as a fixed-wing plane.[25] The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990.[26] However, the fourth and fifth prototypes crashed in 1991-92.[27] Flight tests were resumed in August 1993 after changes were incorporated in the prototypes.[2] From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the B-model.[28]
Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second Sea Trials, this time from the USS Saipan in January 1999.[2] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer.[29] In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 Gatling gun,[30] but the GAU-19 gun was later canceled.[31]
In 2000, there were two further fatal crashes, killing a total of 19 Marines, and the production was again halted while the cause of these crashes was investigated and various parts were redesigned.[32] The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.[33]
Controversy
The V-22's development process has been long and controversial, partly due to its large cost increases.[34] When the development budget, first planned for $2.5 billion in 1986, increased to a projected $30 billion in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding. He was eventually overruled by Congress.[32] As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program.[2]
The V-22 squadron's former commander at Marine Corps Air Station New River, Lt. Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable.[2][35] Three officers were later implicated in the falsification scandal.[34]
The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says that this will not be a problem, "We can turn it into a plane and glide it down, just like a C-130".[31] A complete loss of power would require the failure of both engines, as a drive shaft connects the nacelles through the wing; one engine can power both proprotors.[36] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters and recovers more quickly.[5] The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.[32][37]
It was planned in 2000 to equip all V-22s with a nose-mounted Gatling gun, to provide "the V-22 with a strong defensive firepower capability to greatly increase the aircraft's survivability in hostile actions."[30] The nose gun project was canceled however, leading to criticism by retired Marine Corps Commandant General James L. Jones, who is not satisfied with the current V-22 armament.[31] A belly-mounted turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.[38]
With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate.[31] The Marine Corps, however, responded with the assertion that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.[39]
Recent development
On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.[40] The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.[2] The V-22 had an incremental flyaway cost of $70 million per aircraft in 2007,[3] but the Navy hopes to shave about $10 million off that cost after a five-year production contract starts in 2008.[41]
The Bell-Boeing Joint Project Office in Amarillo, Texas will design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.[42]
Design
The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration.[43] For takeoff and landing, it typically operates as a helicopter with the nacelles vertical (rotors horizontal). Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher-speed turboprop airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.[44]
Most Osprey missions will use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs.[45] This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications and so improved command and control.[2] Boeing has stated the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.[46]
The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully-coupled (aka: autopilot) functions which will take the aircraft from forward flight into a 50-foot hover with no pilot interaction other than programming the system.[47] The glass cockpit of the canceled CH-46X was derived from the V-22.[48]
The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems.[49] With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.[50] The nacelles can rotate past vertical to 97.5° for rearward flight.[51][52]
The Osprey can be armed with one M240 7.62x51mm NATO (.308 in caliber) or M2 .50 in caliber (12.7 mm) machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A GAU-19 three-barrel .50 in gatling gun mounted below the V-22's nose has also been studied for future upgrade.[31][53] BAE Systems developed a remotely operated turreted weapons system for the V-22,[54] which was installed on half of the first V-22s deployed to Afghanistan in 2009.[38] The 7.62 mm belly gun turret is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery.
U.S. Naval Air Systems Command is working on upgrades to increase the maximum speed from 250 knots (460 km/h; 290 mph) to 270 knots (500 km/h; 310 mph), increase helicopter mode altitude limit from 10,000 feet (3,000 m) to 12,000 feet (3,700 m) or 14,000 feet (4,300 m), and increase lift performance.[55]
Operational history
US Marine Corps
Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263), stood down to begin the process of transitioning to the MV-22 Osprey.[56] On 8 December 2005, Lieutenant General Amos, commander of the II MEF, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.[57]
The Osprey has been replacing existing CH-46 Sea Knight squadrons.[58] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.[59]
On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Marine Corps Commandant, General James Conway, indicated that over 150 Marines would accompany the Osprey set for September deployment to Al-Asad Airfield.[60][61] On 17 September 2007, ten MV-22Bs of VMM-263 left for Iraq aboard the USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the availability of the USS Wasp.[62]
The Osprey has provided support in Iraq, racking up some 2,000 flight hours over three months with a mission capable availability rate of 68.1% as of late-January 2008.[63] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.[64] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.[65]
The only major problem has been obtaining the necessary spare parts to maintain the aircraft.[66] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.[67] USMC leadership expect to deploy MV-22s to Afghanistan in 2009.[66][68] General George J. Trautman, III praised the increased range of the V-22 over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."[69]
Naval Air Systems Command has devised a temporary fix for sailors to place portable heat shields under Osprey engines to prevent damage to the decks of some of the Navy's smaller amphibious ships, but they determined that a long term solution to the problem would require these decks be redesigned with heat resistant deck coatings, passive thermal barriers and changes in ship structure in order to operate V-22s and F-35Bs.[70]
A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they managed to successfully complete all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.[71] That study also concluded that the "deployments confirmed that the V-22’s enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters it is replacing".[71]
The MV-22 saw its first offensive combat mission, Operation Cobra's Anger on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt communication and supply lines of the Taliban.[38] In January 2010 the MV-22 Osprey is being sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there. This will be the first use the Marine V-22 in a humanitarian mission.[72]
US Air Force
The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use.[73] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[74]
The US Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida with in-flight refueling.[5] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.[75]
In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles.[76] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.[77]
The first possible combat loss of an Osprey occurred on 9 April, 2010, as a CV-22 went down near Qalat, Zabul Province, Afghanistan, killing four.[78][79]
Potential operators
In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,[80] it has been raised several times as a candidate for the role of Maritime Airborne Surveillance and Control (MASC).[81]
Israel had shown interest in the purchase of MV-22s, but no order was placed.[82][83] Flightglobal reported in late 2009 that Israel has decided to wait for the CH-53K instead.[84]
The V-22 Osprey is a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) that is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.[85] The other candidates for the NAWSARH contract of 10-12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.[86]
Bell Boeing has made an unsolicited offer of the V-22 for US Army medical evacuation needs.[87] However the Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.[88]
The US Navy remains a potential user of the V-22, but its role and mission with the Navy remains unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 in the fleet logistics role. The V-22 would have the advantage of being able to land on and support non-carriers with rapid delivery of supplies and people between the ships of a taskforce or to ships on patrol beyond helicopter range.[89] Loren B. Thompson of the Lexington Institute has suggested V-22s for use in combat search and rescue and Marine One VIP transport, which also need replacement aircraft.[90]
Variants
• V-22A
•• Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after 1993 redesign.[91]
• HV-22
•• The U.S. Navy considered an HV-22 to provide combat search and rescue, delivery and retrieval of special warfare teams along with fleet logistic support transport. However, it chose the MH-60S for this role in 1992.[92]
• SV-22
•• The proposed anti-submarine warfare Navy variant. The Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[93]
• MV-22B
•• Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant, the MV-22B, is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E[57] and CH-53D.[94]
• CV-22B
•• Air Force variant for the U.S. Special Operations Command (USSOCOM). It will conduct long-range, special operations missions, and is equipped with extra fuel tanks and terrain-following radar.[95][96]
Operators
•• 8th Special Operations Squadron (8 SOS) at Hurlburt Field, Florida
•• 71st Special Operations Squadron (71 SOS) at Kirtland Air Force Base, New Mexico
•• 20th Special Operations Squadron (20 SOS) at Cannon Air Force Base, New Mexico
•• VMM-161
•• VMM-162
•• VMM-261
•• VMM-263
•• VMM-264
•• VMM-266
•• VMM-365
•• VMMT-204 - Training squadron
•• VMX-22 - Marine Tiltrotor Operational Test and Evaluation Squadron
Notable accidents
Main article: Accidents and incidents involving the V-22 Osprey
From 1991 to 2000 there were four significant crashes, and a total of 30 fatalities, during testing.[32] Since becoming operational in 2007, the V-22 has had one possible combat loss due to an unknown cause, no losses due to accidents, and seven other notable, but minor, incidents.
• On 11 June 1991, a mis-wired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire.[97]
• On 20 July 1992, a leaking gearbox led to a fire in the right nacelle, causing the aircraft to drop into the Potomac River in front of an audience of Congressmen and other government officials at Quantico, killing all seven on board and grounding the aircraft for 11 months.[98]
• On 8 April 2000, a V-22 loaded with Marines to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona, stalled when its right rotor entered vortex ring state, rolled over, crashed, and exploded, killing all 19 on board.[37]
• On 11 December 2000, after a catastrophic hydraulic leak and subsequent software instrument failure, a V-22 fell 1,600 feet (490 m) into a forest in Jacksonville, North Carolina, killing all four aboard. This caused the Marine Corps to ground their fleet of eight V-22s, the second grounding that year.[99][100]
Specifications (MV-22B)
Data from Boeing Integrated Defense Systems,[101] Naval Air Systems Command,[102] US Air Force CV-22 fact sheet,[95] Norton,[103] and Bell[104]
General characteristics
• Crew: Four (pilot, copilot and two flight engineers)
• Capacity: 24 troops (seated), 32 troops (floor loaded) or up to 15,000 lb (6,800 kg) of cargo (dual hook)
• Length: 57 ft 4 in (17.5 m)
• Rotor diameter: 38 ft 0 in (11.6 m)
• Wingspan: 45 ft 10 in (14 m)
• Width with rotors: 84 ft 7 in (25.8 m)
• Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins)
• Disc area: 2,268 ft² (212 m²)
• Wing area: 301.4 ft² (28 m²)
• Empty weight: 33,140 lb (15,032 kg)
• Loaded weight: 47,500 lb (21,500 kg)
• Max takeoff weight: 60,500 lb (27,400 kg)
• Powerplant: 2× Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each
Performance
• Maximum speed: 250 knots (460 km/h, 290 mph) at sea level / 305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)[105]
• Cruise speed: 241 knots (277 mph, 446 km/h) at sea level
• Range: 879 nmi (1,011 mi, 1,627 km)
• Combat radius: 370 nmi (426 mi, 685 km)
• Ferry range: 1,940 nmi (with auxiliary internal fuel tanks)
• Service ceiling: 26,000 ft (7,925 m)
• Rate of climb: 2,320 ft/min (11.8 m/s)
• Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
• Power/mass: 0.259 hp/lb (427 W/kg)
Armament
• 1× M240 machine gun on ramp, optional
Notable appearances in media
Main article: Aircraft in fiction#V-22 Osprey
See also
• Elizabeth A. Okoreeh-Baah, USMC - first female to pilot a V-22 Osprey
Related development
Comparable aircraft
Related lists
• List of military aircraft of the United States
References
Bibliography
• Markman, Steve and Bill Holder. "Bell/Boeing V-22 Osprey Tilt-Engine VTOL Transport (U.S.A.)". Straight Up: A History of Vertical Flight. Schiffer Publishing, 2000. ISBN 0-7643-1204-9.
• Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Midland Publishing, 2004. ISBN 1-85780-165-2.
External links
Wikimedia Commons has media related to: V-22 Osprey
• V-22 Osprey web, and www.history.navy.mil/planes/v-22.html
• CV-22 fact sheet on USAF site
• www.globalsecurity.org/military/systems/aircraft/v-22.htm
• www.airforce-technology.com/projects/osprey/
• "Flight of the Osprey", US Navy video of V-22 operations
Croome Court is a mid 18th century Neo-Palladian mansion surrounded by an extensive landscaped parkland at Croome D'Abitot, near Pershore in south Worcestershire. The mansion and park were designed by Lancelot "Capability" Brown for George Coventry, 6th Earl of Coventry, and was Brown's first landscape design and first major architectural project. Some of the internal rooms of the mansion were designed by Robert Adam.
The mansion house is owned by Croome Heritage Trust, and is leased to the National Trust who operate it, along with the surrounding parkland, as a tourist attraction. The National Trust own the surrounding parkland, which is also open to the public.
Location[edit]
Croome Court is located near to Croome D'Abitot, in Worcestershire,[1] near Pirton, Worcestershire.[2] The wider estate was established on lands that were once part of the royal forest of Horewell.[3] Traces of these older landscapes, such as unimproved commons and ancient woodlands, can be found across the former Croome Estate.[4]
House[edit]
Croome Court South Portico
History[edit]
The foundations and core of Croome Court, including the central chimney stack structure, date back to the early 1640s.[5] Substantial changes to this early house were made by Gilbert Coventry, 4th Earl of Coventry.[6]
In 1751, George Coventry, the 6th Earl, inherited the estate, along with the existing Jacobean house. He commissioned Lancelot "Capability" Brown, with the assistance of Sanderson Miller, to redesign the house and estate.[7][1] It was Brown's "first flight into the realms of architecture" and a "rare example of his architectural work",[8] and it is an important and seminal work.[9] It was built between 1751 and 1752, and it and Hagley Hall are considered to be the finest examples of Neo-Palladian architecture in Worcestershire. Notable Neo-Palladian features incorporated into Croome Court include the plain exterior and the corner towers with pyramidal roofs (a feature first used by Inigo Jones in the design of Wilton House in Wiltshire).[1] Robert Adam worked on the interior of the building from 1760 onwards.[10]
The house has been visited by George III,[2][11] as well as Queen Victoria[7] during summers when she was a child, and George V (then Duke of York).[11]
A jam factory was built by the 9th Earl of Coventry, near to Pershore railway station, in about 1880, to provide a market for Vale of Evesham fruit growers in times of surplus. Although the Croome connection with jam making had ceased, during the First World War, the building was leased by the Croome Estate Trust to the Huddersfield Fruit Preserving Company as a pulping station.[12]
The First World War deeply affected Croome, with many local casualties, although the house was not requisitioned for the war effort. This is possibly because it was the home of the Lord Lieutenant of the County, who needed a residence for his many official engagements.[13]
During the Second World War Croome Court was requisitioned by the Ministry of Works and leased for a year to the Dutch Government as a possible refuge for Queen Wilhelmina of the Netherlands; to escape the Nazi occupation of the Netherlands. However, evidence shows that they stayed two weeks at the most, perhaps because of the noise and fear created by the proximity of Defford Aerodrome. They later emigrated to Canada.[14]
In 1948 the Croome Estate Trust sold the Court, along with 38 acres (15 ha) of land, to the Roman Catholic Archdiocese of Birmingham, and the mansion became St Joseph's Special School, which was run by nuns[15] from 1950[11] until 1979.[15]
The house was listed on 11 August 1952; it is currently Grade I listed.[10]
In 1979 the hall was taken over by the International Society for Krishna Consciousness (Hare Krishna movement), who used it as their UK headquarters and a training college[16] called Chaitanya College,[15] run by 25 members of the movement.[16] During their tenure they repainted the Dining Room.[17] In 1984 they had to leave the estate for financial reasons. They held a festival at the hall in 2011.[16]
From 1984 onwards various owners tried to use the property as a training centre; apartments; a restaurant and conference centre; and a hotel and golf course,[15] before once more becoming a private family home,[2][15] with outbuildings converted to private houses.[15]
The house was purchased by the Croome Heritage Trust, a registered charity,[18] in October 2007,[19] and it is now managed by the National Trust as a tourist attraction. It opened to the public in September 2009, at which point six of the rooms had restored, costing £400,000, including the Saloon. It was estimated that another £4 million[2][20] to £4.8 million would be needed to restore the entire building. Fundraising activities for the restoration included a 2011 raffle for a Morgan sports car organised by Lord and Lady Flight. After the restoration is complete, a 999-year lease on the building will be granted to the National Trust.[21] An oral history project to record recollections about Croome was funded by the Heritage Lottery Fund.[15] As of 2009, the service wing was empty and in need of substantial repair.[22]
Exterior[edit]
The mansion is faced with Bath stone,[7] limestone ashlar, and has both north and south facing fronts. It has a basement and two stories, with three stories in the end pavilions. A slate roof, with pyramid roofs over the corner towers, tops the building, along with three pair-linked chimneys along the axis of the house.[10]
Both fronts have 11 bays, split into three central sets of three each, and one additional bay each side. The north face has a pedimented centre, with two balustraded staircases leading to a Roman Doric doorcase. The south face has a projecting Ionic tetrastyle portico and Venetian windows. It has a broad staircase, with cast stone sphinxes on each side, leading to a south door topped with a cornice on consoles. The wings have modillion cornice and balustrade.[10]
A two-story L-shaped service wing is attached to the east side of the mansion. It is made of red brick and stone, with slate roofs.[10] It was designed by Capability Brown in 1751-2.[22] On the far side of the service wing, a wall connects it to a stable court.[10]
Interior[edit]
The interior of the house was designed partially by Capability Brown, with plasterwork by G. Vassalli, and partially by Robert Adam, with plasterwork by J. Rose Jr. It has a central spine corridor. A stone staircase, with iron balusters, is at the east end.[10]
The entrance hall is on the north side of the building, and has four fluted Doric columns, along with moulded doorcases. To the east of the entrance hall is the dining room, which has a plaster ceiling and cornice, while to the west is a billiard room, featuring fielded panelling, a plaster cornice, and a rococo fireplace. The three rooms were probably decorated around 1758-59 by Capability Brown.[10] The dining room was vibrantly repainted by the Hare Krishnas in the 1970s-80s.[17]
The central room on the south side is a saloon, probably by Brown and Vassalli. It has an elaborate ceiling, with three panels, deep coving, and a cornice, along with two Ionic fireplaces, and Palladian doorcases.[10] George III was entertained by George Coventry, the 6th Earl, in the house's Saloon.[2] A drawing room is to the west of the saloon, and features rococo plasterwork and a marble fireplace.[10]
To the east of the saloon is the Tapestry Room.[10] This was designed in 1763-71, based on a design by Robert Adam, and contained tapestries and furniture covers possibly designed by Jacques Germain Soufflot, and made by Manufacture Nationale des Gobelins.[23] Around 1902 the ninth Earl sold the tapestries and seating to a Parisian dealer. In 1949 the Samuel H. Kress Foundation purchased the ceiling, floor, mantlepiece, chair rails, doors and the door surrounds, which were donated to the Metropolitan Museum of Art, New York, in 1958. In 1959 the Kress Foundation also helped the Metropolitan Museum acquire the chair and sofa frames, which they recovered using the original tapestry seats.[7][23] A copy of the ceiling was installed in place of the original.[10] As of 2016, the room is displayed as it would have looked after the tapestries had been sold, with a jug and ewer on display as the only original decoration of the room that remains in it. The adjacent library room is used to explain what happened to the tapestry room;[17] the former library was designed by Adam, and was dismantled except for the marble fireplace.[10]
At the west side of the building is a long gallery,[10] which was designed by Robert Adam and installed between 1761 and 1766. It is the best preserved of the original interior (little of the rest has survived in situ).[1] It has an octagonal panelled ceiling, and plaster reliefs of griffins. A half-hexagonal bay faces the garden. The room also contains a marble caryatid fireplace designed by J Wilton.[10] As of 2016, modern sculptures are displayed in empty niches along the Long Gallery
wikipedia
Croome, Worcestershire. Both house and gardens at Croome Court were designed by Capability Brown between 1751-2, rebuilding an earlier house from the 1640s. The estate was requisitioned in WW2, but was not used for troops, being offered to the Dutch Royal family, but nearby, and partly within the grounds, RAF Defford was established, an important location for the Telecommunications Research Establishment. They left in 1957 as the runways were too short. The house was sold by the Croome Estate Trust in 1948, and became St Josephs Special School until 1979. Taken over by the Hare Krishna movement, it became known as Chaitanya College with involvement from George Harrison, who created recording studios within the house. They left in 1984 and the house was used for several short-term activities, including a training centre; apartments; a restaurant and conference centre; a hotel and golf course, and a private family home. In 2007, it was purchased by the Croome Heritage Trust, who leased it to the National Trust. Croome Court is grade 1 listed.
Croome D'Abitot, near Pershore, Worcestershire, West Midlands, England - Croome Court, High Green
June 2025
The longest room of the house of course, but it was also the last to be completed. The walls are decorated with mirrors supplied by Thomas Chippendale. The uplighters would have held candles and were also by Chippendale. The beautiful ceiling is by Robert Adam.
Although now run by a trust, Harewood is the family seat of the Lascelles family.
Edwin Lascelles started building in 1759, employing John Carr of York, Robert Adam, Thomas Chippendale and Lancelot ‘Capability’ Brown to realise his dreams.
Stowe Landscape Gardens, Buckinghamshire, England, are an amazing mixture of classical temples, bridges, monuments and architectural features set against the backdrop of one of the largest and best landscaped gardens in the country.
The juxtaposition of classical architecture (with over 40 temples and listed historic monuments) and idyllic English landscape offer visitors a visual treat. It is also an eye opener into the immense wealth of the family who created the gardens in Georgian England.
Although there are no flowers or flowering shrubs to speak of at Stowe, it is one of my favourite gardens. I have spent many happy summer hours wandering through its vast 750 acres and admiring the ‘ancient’ temples and monuments set against a ‘perfect and ideal’ English countryside. This is one of my favorite views at Stowe - the Palladian Bridge seen from the Doric Arch.
The National Trust have done a tremendous job in restoring to pristine condition many of the buildings which were showing signs of deterioration when they acquired the property in 1990. Stowe is now probably the finest example of the English Landscape Garden style in the world.
Details: The English Landscape at Stowe looks perfectly natural – however it is actually all man-made! This includes trees and woods planted, streams dammed and lakes created. This makes the immense gardens even more impressive considering the landscape was engineered in an era before mechanisation.
There is a lot of garden history at Stowe. The gardens underwent major development in the early 1700’s with the work of famous landscape designers William Kent, Charles Bridgeman and architect John Vanbrugh. The highly influential English landscape gardener ‘Capability’ Brown began his career at Stowe and later became head gardener there.
Location Stowe Landscape Gardens, Buckingham, Buckinghamshire, MK18 5DQ, UK. (When new visitor centre opens in summer 2012 use code: MK18 5EQ).
OSGB map ref. SP665366
Links: A detailed history of Stowe Landscape Gardens is available on Wikipedia.
© 2011 ukgardenphotos
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Broadway Tower was the brainchild of the great 18th century landscape gardener, Capability Brown. His vision was carried out for George William, 6th Earl of Coventry with the help of renowned architect James Wyatt and completed in 1798.
The location for the Tower was wisely chosen: a dramatic outlook on a pre-medieval trading route and beacon hill.
Wyatt designed his "Saxon Tower" as an eccentric amalgamation of architectural components ranging from turrets, battlements and gargoyles to balconies.
The Tower stands 65 feet (20 metres) high.