View allAll Photos Tagged Clacton-on-Sea:
Under Clacton on sea Pier in Essex, it's extremely dark under there but the sunshine beaming through creates torch light effects as it shines underneath.
Built in 1871 so it has plenty of evidence of older supports that have been eroded away by the sea and replaced over the years by newer ones.
Another fleet of trains to leave Greater Anglia's rolling stock in recent times is the Class 360 'Desiro' EMU's. These 4 car suberban units were regularly used on semi-fast services out of London Liverpool Street. One such service is captured on the 20th October 2019, with 360120 working the 1305 Clacton-on-Sea to London Liverpool Street service. (Photo taken with pole)
The Postcard
A Real Photographic Series postcard that was published by the Davidson Brothers of London and New York. The image is a glossy real photograph, and the card was printed in England.
The card was posted in London using a ½d. stamp on Saturday the 8th. August 1908. It was sent to:
Mrs. Allen,
'Arundel Villa',
Alton Park Road,
Clacton-on-Sea,
Essex.
The message on the divided back of the card was as follows:
"Dear Mother,
Just a card - will write at
the beginning of next week.
How do you like this? I will
send some other views
later on.
Love to all,
From Sid."
The Franco-British Exhibition
In 1900 the Prince of Wales, who would later become King Edward VII, went to the Paris Exhibition, and when he became King, suggested to his government that Great Britain should hold an exhibition with France which would help to promote the Entente Cordiale between the two countries which was signed in 1904.
The King's suggestion resulted in the Franco-British Exhibition, which was a large public fair held in 1908.
A site was found on farmland near Shepherds Bush, with work starting in early 1907. Over a hundred buildings were erected. At the height of construction 4,000 men by day and 2,000 men by night worked to get the Exhibition ready for the 14th. May 1908.
In 1906 Italy was due to host the Olympics, but had to cancel after Mount Vesuvius erupted and caused widespread damage around Naples.
Great Britain was then asked to stage the Games, and a Stadium was built into the exhibition site. The cost of building the Stadium was £75,000, and it stood until 1985. The Games were a great success, and Great Britain won 56 gold medals, with the US winning 23.
The area is still called White City, having acquired its name from the exhibition buildings which were all faced with white marble or painted white.
During the Exhibition members of the British Empire came and showed their countries produce and machinery. Visitors could visit Pavilions of Australia, Canada, New Zealand, India, Ceylon, with France, Algeria and its other colonies.
Great Britain and France had a pavilion showing Arts and Women's Work. There was a complete Irish Village, which had Irish Colleens working in it, and visitors could kiss the Blarney Stone.
The Exhibition covered an area of 140 acres (0.57 sq. km), including an artificial lake, surrounded by an immense network of white buildings in elaborate (often Oriental) styles. Over eight million visitors each paid one shilling (5p) to see the Exhibition.
One of the main attractions was the Flip Flap. It had two arms 150ft long with a carriage at the end which could carry up to 40 people at a time. It took three minutes and 20 seconds for the journey from one side to the other, and cost six pence.
Three songs were composed about the Flip Flap and could be heard in the London Music Halls. There was also a Scenic Mountain Railway, a Canadian Toboggan Run and a Spiral Ride, along with many other attractions.
The Exhibition was open from 11am until 11pm, Monday to Saturday from the 14th. May 1908 until the 31st. October 1908. In the bandstands around the exhibition, regimental bands played throughout the day.
Other exhibitions were held on the site in 1909, 1910, 1911, 1912, and 1914. In 1909 the exhibition site hosted the Imperial International Exhibition, and in 1910, the Japan-British Exhibition.
The Coronation Exhibition of 1911 was held in order to celebrate the coronation of King George V and Mary of Teck on the 22nd. June 1911.
The final two exhibitions to be held there were the Latin-British Exhibition (1912) and the Anglo-American Exhibition (1914), which was brought to a premature end by the outbreak of the Great War.
The stadium was used for greyhound racing from 1927 until 1984.
The Exhibition site is now occupied by the BBC Television Centre, opened in 1960, and the Westfield Shopping Centre, which opened in 2008. The BBC Television Centre was built on the site of the Stadium and the Court of Honour.
The last remaining buildings of the 1908 exhibition were demolished to make way for the Westfield development.
W. E. W. Petter
So what else happened on the day that Sid posted the card?
Well, the 8th. August 1908 marked the birth in Highgate, North London of William "Teddy" Petter.
William Edward Willoughby Petter CBE was a British aircraft designer. He is noted for Westland's wartime aeroplanes, the Canberra, the early design of the Lightning, and his last plane, the Folland Gnat.
William Edward Petter - The Early Years
Edward 'Teddy' Petter was the eldest of the three sons and one daughter of Sir Ernest Petter (co-founder of Westland Aircraft Works) and his wife, Angela Emma. Because his father spent much time in London, Teddy's early childhood was spent mostly with his mother, from whom he inherited a strong religious conviction and firm ethical principles.
Edward was educated at Marlborough College in Wiltshire and then Gonville and Caius College, Cambridge. During his first two years at Cambridge he focused his studies on subjects relevant to oil engines, the traditional product of Petters Limited, but in his third year he concentrated on aerodynamics and aircraft engineering.
In 1929 he was awarded a first class in the mechanical sciences tripos and shared the John Bernard Seely prize in aeronautics.
William Edward Petter's Career
Westland
Petter joined Westland Aircraft Works as a graduate apprentice in 1929, and for the next 2½ years he worked in every department, not seeking any favour despite being the chairman's son.
In the drawing office it was noted that he was a very poor draughtsman, but had good ideas. Years later he said:
"I looked on this as sheer drudgery
at the time, but knew afterwards that
without workshop knowledge I would
never have become a designer".
In May 1932 Edward was appointed personal assistant to the managing director, Robert Bruce, a position previously held by Petter's friend and colleague Harald Penrose. Bruce did not welcome the appointment and ignored him, leaving Petter spare time to modify and compete an Austin 7.
Despite his interest in sports cars, Petter had no interest in learning to fly. Penrose gave him a flying lesson at this time, but later commented that:
"Petter had a lack of the requisite
sensitivity, coupled with hopeless
judgment of speed and distance."
Edward's father appointed him to the board in May 1934, making him technical director (at the age of 26) in preference to more experienced engineers such as Arthur Davenport and Geoffrey Hill.
This was not welcomed by the older members of management, ultimately prompting Bruce and Hill to resign, and placing the older and more experienced Davenport in an intolerable position as his subordinate.
One of his first actions as technical director was to terminate development of Hill's Pterodactyl, a pioneering tailless swept-wing aircraft.
However, other business decisions by Sir Ernest Petter infuriated Teddy. In July 1935 Ernest Petter convened a shareholders meeting to propose a merger with British Marine Aircraft for the purpose of expanding Westland's workshops.
This proposal was thwarted by Teddy and Peter Acland who threatened to resign. But in July 1938 Ernest Petter sold the controlling shares in Westlands to John Brown Ltd, forming Westland Aircraft Limited as a separate company, with Eric Mensforth brought in to share the managing directorship with Peter Acland.
Teddy saw the loss of family control of the company as the loss of his birthright, and this dispute would divide the Petter family for years, not being resolved until shortly before Ernest Petter's death in 1954.
The Westland Lysander
The Air Ministry was initially reluctant to award Westland contracts due to Petter's inexperience, but his reputation as a successful designer was strengthened after it was demonstrated that the automatic slats on the PV 7 were both effective and reliable.
As a result, and after internal discussion, the Air Ministry added Westland to the list of bidders for the replacement for the Hawker Hector Army Co-operation aircraft.
Petter started the design by interviewing the Army Cooperation pilots and ground crew. Based on this information, he placed pilot visibility, the ability to take off and land in small spaces, and ease of ground maintenance as the prime requirements.
The resulting design, the Westland P8 (later named the Lysander), was clearly an evolution of Westland's high-winged monoplane designs, but Petter incorporated a number of innovative features, including extensive use of extruded sections throughout the airframe, something that was a feature in his future designs.
Early flight testing revealed attitude control problems that the wind tunnel tests had not predicted. Petter instructed Penrose to conceal these problems from Sir Ernest. Later, when these problems had been addressed by a larger, variable-incidence tailplane, it was realised that if a landing was aborted and the throttle opened up fully, the Lysander could rear up and stall.
While Penrose and RAF test pilots lobbied for modifications, Petter refused, because redesign would affect production. Also, in his zeal to reduce weight, Petter had used glider fabric instead of specification Irish linen to cover the wings on the second prototype. This nearly caused a disaster when an RAF pilot dived it to the limit, causing the fabric on the top surface to tear off.
The Westland Whirlwind
Petter's next fixed-wing aircraft design was a radical departure from the Westland's typical high-wing fabric-covered airframe. The Westland P9 was a low winged twin-engined aircraft employing the latest technology.
It was designed to meet Air Ministry specification F.37/35, which called for a single-seat cannon-armed fighter, at least 40 mph faster than a contemporary bomber, and not less than 330 mph at 15,000 ft.
To obtain this performance Petter and Davenport chose to minimise drag; the two Rolls-Royce Peregrine engines were fitted in closely streamlined nacelles, and their radiators were fitted inside the wing inboard sections. In the two prototypes the engine exhaust was routed through the fuel tanks in the wings to reduce drag. The Air Ministry thought that this was dangerous, and insisted that conventional exhaust stacks be fitted.
The airframe was of thin-walled stressed skin construction, with the rear fuselage skinned in magnesium alloy. Like the Lysander, it made extensive use of extrusions in the airframe.
The prototype first flew in September 1938, and while it was one of the fastest and most heavily armed fighters of its era, faster than the Spitfire Mk 1, its development was problematic and protracted. The engines overheated, the hydraulic engine controls were imprecise, the slats slammed open, and production was slow.
Petter was frustrated by its lack of operational status in the RAF. In November 1940, he wrote a memo to Sholto Douglas stating:
"The Whirlwind is probably the most radically
new aeroplane which has ever gone into service...
New ideas I am afraid, even with the greatest care,
always mean a certain amount of teething trouble.
I really do not think these troubles have been any
worse than they were on, say, the Spitfire."
In reply Sholto Douglas wrote:
"It seems to me that your firm is concentrating
on producing large numbers of Lysanders, which
nobody wants, instead of concentrating on
producing Whirlwinds which are wanted badly."
Shortly after this exchange 263 squadron became operational, but Petter always regretted that the Whirlwind was not available for the Battle of Britain, and blamed Eric Mensforth for the delay in production.
Spitfire Development
By 1942 Westland was building mostly Spitfires under contract. One of the problems with the early marks of Spitfire was variability of longitudinal stability, leading to aircraft getting dangerously out of control and contributing to the risk of structural failure.
Petter made a significant contribution to improving the longitudinal stability of the Spitfire because he was the first to appreciate that aerodynamic modification to the elevator could provide additional stability.
On his own initiative he had Penrose collect flight test stick force data and trim curves on a Spitfire at various centre of gravity loadings, then produced a prototype elevator with a bulged aerodynamic section, which produced a 'remarkable' improvement in stability, later being known as the 'Westland Elevator'.
The Westland Welkin
In 1940, the Air Ministry was motivated by the threat of high altitude bombers such as the Junkers Ju 86P, to issue a specification for a high altitude interceptor, F4/40. Petter submitted two designs. His first was an innovative low-drag aircraft (P13), which featured a pair of staggered Merlins in the fuselage, one behind and slightly above the other, driving a pair of contra-rotating propellers.
His second submission was a conventional design (P14), describing it as "a logical development of the successful Whirlwind." This was selected and became the Welkin.
The Air Ministry required a minimum speed to 415 mph (668 km/h) at 33,000 ft (10,000 m) with a maximum ceiling of 42,000 ft (13,000 m). They also wanted low altitude manoeuvrability and a +9G ultimate load factor.
The speed was equivalent to a Mach number of 0.62 while the loading condition caused Petter to select a thick wing section which would later be demonstrated to have a critical Mach number of 0.6. The significance of the thick wing section may not have been understood by Petter because compressibility effects had only recently started to be encountered by aircraft designers.
During test flying the effect of compressibility was experienced by Penrose who wrote:
"In speed runs at the ceiling the wings
and fuselage sometimes shook as though
the machine was bumping over
cobblestones."
Petter was however reluctant to believe Penrose, or accept that the wing would not be acceptable for high speed at altitude.
While the cabin pressurisation was innovative and worked well, the heat from the compressor "was like sitting in an oven". Petter was however unconcerned and reluctant to modify the system. Penrose thought that:
"It was the machine's performance
which interested him, not that of
the pilot".
Petter devised a better method for cooling the cabin only after Penrose developed pneumonia attributed to this problem.
Penrose later remarked:
"At this time Petter's intellect put him
ahead of most contemporary designers
as shown by his introduction of
pressurization and extensive use of
remote electrical controls which
subsequently became standard
practice.
By the time of the Welkin he had learnt
the lesson that it takes as long to develop
an aeroplane as to design it."
Petter was an outstanding organiser, and could envisage construction time-scales with greater knowledge than Fearn and Wheeldon. It was noted:
"It was his lack of understanding people
and their motives that became his major
failure."
The B1/44 Proposal
Westland's successful manufacture of Spitfires meant that Petter was well thought of by Sir Wilfrid Freeman, chief executive officer at the Ministry of Aircraft Production (MAP) and by N. E. Rowe, its director of technical development.
Discussions between all three led to Specification B1/44 for a jet-powered replacement for the de Havilland Mosquito bomber. Petter developed his proposal for B1/44 as a private venture. This was a 56 ft span medium bomber powered by two Metrovick "Beryl" engines located within the fuselage, and he persuaded the Westland board to put up capital to manufacture a mock-up of the fuselage. This was Edward's fifteenth wartime design study, and his final design for Westland.
Throughout his career when under stress, Petter would leave work without warning for periods of up to six weeks. In April 1944 he suddenly left work, and it was rumoured that he had travelled to Switzerland, possibly to a monastery or a religious commune.
In his absence Mensford switched the design effort from the B1/44 bomber to work on specification N11/44 for a Naval single-seat fighter that would eventually become the Wyvern.
When Petter returned he was furious with Mensford. He knew Westland would not have the resources to develop and build both the fighter and the bomber. Also, to avoid the delays in production of the bomber he wanted Mensforth to give him full powers of a chief engineer responsible for every department concerned with its construction.
Edward believed that in his absence the management had conspired to eliminate his project. As a result of this conflict he resigned in June, leaving the company in September 1944, taking with him the B1/44 design proposal and his large database of extrusions with their load capacities.
English Electric
The Canberra
By 1944 English Electric was established as a leading manufacturer of modern aircraft, both in terms of quantity and quality. This success was certainly due in part to the drive of the Preston site general manager, Arthur Sheffield.
However, the company did not have engineers capable of original aircraft design, and to address this deficiency Sir George Nelson, English Electric's chairman, was introduced to Petter. With Petter on board, English Electric was put on the MAP short list to develop Britain's first jet bombers.
Petter started work for English Electric in July 1944. As he was unencumbered by an existing design office, he had the opportunity to personally recruit a team of ambitious young engineers. His first recruit was Frederick Page, who was then a senior aerodynamicist at Hawker Aircraft. Petter first discussed the B1/44 proposal with Page in October 1944, and appointed him as his chief stress man the following April.
In 1945, Petter proposed a study contract to the MAP for a high-speed, high-altitude bomber to an updated specification (B3/45). This was granted in June, allowing Petter and Page to establish the basic B3/45 configuration.
While the original Westland B1/44 design had incorporated engines inside the fuselage, they realised this was incompatible with the internal fuel and bomb load.
Instead they chose engines mounted in nacelles in the wings. Petter later explained that the technical solution was found to lie in the right choice of wing. Swept wings had been considered, but were found to be unnecessary at the Mach numbers attainable when carrying a useful military load with the thrust available from two contemporary turbojets.
The problems that the Welkin had encountered at altitude were avoided by choosing a wing with a low aspect-ratio allowing a modest thickness/chord ratio, together with a light wing-loading. The modest curvature of the wings meant that the intersection with the fuselage and nacelles required no fillets to smooth the flow.
By late 1945 the design was sufficiently developed for a brochure to be submitted to the Ministry of Supply (MoS) which awarded a contract for four prototypes in January 1946.
The study contract in June 1945 enabled Petter to recruit and expand his team. He recruited Dai Ellis and Ray Creasey in 1946 as his aerodynamicists. He recruited Roland Beamont in May 1947 as his chief experimental test pilot; doing this as a means of bypassing Arthur Sheffield's control of the production test pilots and also because both he and Page wanted close integration of the test pilot within the design team.
Members of the team Petter put together to develop the Canberra would go on to lead military aircraft development in the UK for the next four decades.
Of this time at Warton, Beamont said:
"Although Petter was generally thought to be
difficult, I found him logical and 'ahead of the
game,' and totally oriented on making an
enormous success of the Canberra.
That it achieved this was due to his personal
ability to recognise the technical argument
and act on it correctly."
The aircraft stayed in operation in the RAF for 57 years until June 2006. In the United States, the Martin Company built the design under licence from 1953, as the Martin B-57, which was operated by the United States Air Force (USAF), NASA, the Pakistan Air Force and Taiwan Air Force. While the type was retired by the USAF in 1983, NASA still operates three.
The English Electric Lightning
Despite the lack of enthusiasm for manned supersonic flight in postwar Britain, Petter made provisional sketches for a supersonic fighter in 1946. To achieve a small frontal area and reduce wave drag it had two Rolls-Royce Derwent engines mounted one above the other in the fuselage, echoing his earlier Westland P13 proposal.
Petter lobbied Whitehall on the matter of supersonic flight, and in 1948 Handel Davis and a party from the MoS visited Petter in Warton to discuss experimental supersonic development work. This meeting resulted in Petter initiating a design proposal with Page leading the design and Ray Creasey responsible for the aerodynamics. By July 1948 their proposal incorporated the stacked engine configuration and a high-mounted tailplane but was designed for Mach 1.5.
As a consequence it had a conventional 40° degree swept wing. This proposal was submitted in the November, and in January 1949 the project was designated P.1 by English Electric.
On the 29th. March 1949 the MoS granted approval for English Electric to start the detailed design, develop wind tunnel models and build a full-size mock-up. To achieve Mach 2 the wing sweep was increased to 60° with the ailerons moved to the wingtips.
In late 1949 low-speed wind tunnel tests showed that a vortex was generated by the wing which caused a large downwash on the tailplane; this issue was solved by lowering its height below the wing. Hence, by late 1949 the basic configuration of the P.1A Lightning was fixed.
By late 1949 the relationship between Sheffield's Preston Strand Road engineering works and Petter's design team at Warton had deteriorated. Modifications to the Canberra to incorporate a bomb aimer, camera bays and dual seat for the navigation trainer required a redesign of the front fuselage, which caused disruption in the design office and the workshops.
In addition, with the P.1A Lightning design programme ramping up, Petter demanded a separate administration for Warton and an experimental workshop under his control as a condition of his continued service with English Electric.
Sir George Nelson was unable to reach a compromise acceptable to both Petter and Sheffield. Page tried to persuade Petter to stay by promising to help in dealing with Sheffield.
From December 1949 Petter ceased to take an active part in running Warton, he visited Warton once again to speak to a few people and clear his office. Page took over the day-to-day management until in February 1950, Petter resigned and Page was appointed his successor.
The Lightning remains the only all-British Mach 2 aircraft.
Folland Aircraft
In the late 1940's, Folland Aircraft Ltd. in Hamble, Hampshire was manufacturing sub-assemblies for other aircraft manufacturers. Henry Folland planned to retire, and recruited Petter as chief engineer and deputy managing director.
Petter joined Folland in September 1950, succeeding Henry Folland as managing director in July 1951. Although Petter had entered into an anti-poaching agreement with English Electric, a number of his ex-colleagues joined Folland when positions were openly advertised.
With a strong team, led by a designer of Petter's pedigree, Folland was now able to win MoS design contracts, such as that for the development of the Red Dean air-to-air missile in mid-1951.
On the 11th. July 1951 a delegation from the RAF visited Petter to discuss the requirements for a lightweight interceptor to counter the threat of escorted Russian Tupolev Tu-4 bombers. To address this, Petter developed a number of concepts.
His early designs used jettisonable engines, but by late 1951 he had focussed on more conventional designs; the Fo 139 and Fo 140 (which would eventually be developed into the Midge and Gnat respectively).
With concept design work on the light fighter ramping up, Petter decided not to proceed with the Red Dean and the MoS cancelled the contract in November 1951.
Petter sent a brochure describing the Fo.140 to the Air Staff in January 1952, but beyond this, further development of the light fighters was hindered by the lack of engines with a high thrust-to-weight ratio.
The Bristol Saturn was cancelled, the Armstrong Siddeley Viper had insufficient thrust, and Rolls-Royce had neither a suitable engine nor the inclination to develop one. To address this problem Petter approached Stanley Hooker at Bristol in late 1952 to discuss the design of a suitable engine. This meeting led to the development of the Orpheus.
By 1952 Government interest in a light fighter had waned. Despite this, Petter began the design and construction of the prototype as a private venture. The Fo 139 design was revised, adopting a shoulder-mounted wing and a low-set tailplane.
In common with his previous designs, Petter made use of magnesium alloys in the structure, using material surplus from the RTV2 Missile programme in the construction of the Midge prototype.
In June 1953 Petter presented his manifesto on light fighter design at the AFITA congress at the Paris Air show. In this paper, titled "Design for Production", Petter compared a 2500 kg light fighter with a 7500 kg standard fighter, and concluded that although the weight ratio was 3:1, four times as many light fighters could be manufactured for the same cost. To achieve this he explained how the fuselage, wing structure, engine and services could all be simplified.
Colonel Johnnie Driscoll, head of the NATO Mutual Weapons Development Program noted Petter's light fighter concept. NATO was interested in ground-attack aircraft that could be operated from improvised airfields and could be manufactured by postwar European industry.
Driscoll formalised a NATO requirement in August 1954 that would become the NATO light fighter competition. It was based on Petter's concept, but included the requirement to use low-pressure tyres. However, the Gnat was designed to operate from concrete runways and used high-pressure tyres.
Petter refused to modify the undercarriage because this would mean bulging the undercarriage doors and spoiling the Gnat's clean aerodynamic lines. Stanley Hooker urged him to 'Just say that you will try to do it', but Petter's moral code would not let him make false claims.
As a result, the Gnat was eliminated from the competition in June 1955. Ironically, the Gnat trainer design showed that the wider tyres could be used without increasing drag.
Production of the Midge progressed on schedule, and it was rolled out of the workshop on the 31st. July 1954, making its maiden flight on the 11th. August 1954. The Gnat first flew on the 18th. July 1955, and while it was demonstrated to be a capable aircraft, there was little interest in it in Europe.
In November 1955 the Indian government showed an interest in both purchasing and in licensed manufacture. Petter made several visits to India, and he and his design team were highly regarded.
An approach was made to him to set up a design team in India. However, his relationship with Indian government officials was antagonistic due to arguments over variations in contract costs.
In the late 1950's Petter rationalised his senior staff, dismissing those he thought had failed to meet his standards. However at the same time the Macmillan government was rationalising the aircraft industry and made the order for Gnat Trainers conditional on Folland merging with the Hawker Siddeley group.
Such a merger would have effectively made Petter subordinate to Sir Sidney Camm, with whom Petter had a good relationship (Camm had provided Petter with the Hawker Hunter wind tunnel data during the development of the Gnat) but the working relationship would be intolerable.
At the same period his wife Claude was showing early signs of Parkinson's disease. These two factors prompted Petter to announce his resignation to the Hawker Siddeley board on the 11th. November 1959, leaving Folland in the December.
Edward Petter's Personal Life and Retirement
Throughout his education at Marlborough and Cambridge Petter seems to have led a reclusive life. At Cambridge he had one close friend, John McCowan, with whom he shared an interest in motor cars.
It was during a stay at the McCowan family farm that Petter met his future wife Claude, the daughter of Louis Munier, a Swiss official at the League of Nations in Geneva.
Teddy and Claude were married in August 1933, in her home town near Geneva, with McCowan as their best man. The Petters had three daughters, Camile in 1936, Francoise in 1938 and Jenni in 1945.
While living in Dorset in the 1930's he designed his own house, a modern wooden chalet, with oil heating, double glazing and an automatic garage door.
When he left Folland he had intended to continue as a consultant engineer, with a limited interest in the Gnat. However, in January 1960 Petter left the aircraft industry completely, stating:
"I have finished with aviation completely.
I have strong religious interests to which
I am now going to give a lot of my time."
Five years earlier, Claude had been introduced to a 'Father Forget', a former minister of the Reformed Church of France who claimed to be able to cure her Parkinson's disease through communal prayer.
With Claude and daughter Jenni, Teddy Petter joined Father Forget's commune in 1960 and moved to Switzerland. There he lived the simple life of a holy man until he died at the young age of 59 on the 1st. May 1968.
Edward died in Béruges, Poitu-Charentes, France of bleeding from a chronic stomach ulcer. He was laid to rest in Béruges.
To commemorate him a road named Petter Court has been created in BAE Systems' Enterprise Zone at the site of the old Samlesbury Aerodrome in Lancashire.
Bedford SB13 - Duple Bella Vega C41F
New to this Operator during March-1965 .
Heading for Clacton-on-Sea , Essex , from South London .
Colchester Bus Park , Essex .
February-1970 .
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Clacton-on-Sea is the largest town in the Tendring peninsula and district in Essex, eastern England, and was founded as an urban district in 1871. It is a seaside resort that saw a peak of tourists in the summer months between the 1950s and 1970s.
The town's economy continues to rely significantly on entertainment and day-trip facilities and it is strong in the service sector, with a large retired population. The north-west part of the town has two business/industrial parks. In the wider district, agriculture and occupations connected to the Port of Harwich provide further employment.
For more information: en.wikipedia.org/wiki/Clacton-on-Sea
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View as a Slide Show Please
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Clacton-on-Sea is the largest town in the Tendring peninsula and district in Essex, eastern England, and was founded as an urban district in 1871. It is a seaside resort that saw a peak of tourists in the summer months between the 1950s and 1970s.
The town's economy continues to rely significantly on entertainment and day-trip facilities and it is strong in the service sector, with a large retired population. The north-west part of the town has two business/industrial parks. In the wider district, agriculture and occupations connected to the Port of Harwich provide further employment.
For more information: en.wikipedia.org/wiki/Clacton-on-Sea
Not so many cars on this one, but a good companion to the next card along. Probably taken the same day just a bit further along the road, as it's by the same publisher and everything on the pier looks similar.
The roller coaster has gone from the pier. Apparently it burnt down in 1973: www.dolphin-art.co.uk/pier-history
The Viva coupe (or is it a Magnum or Firenza?) looks like it might be an early one.
Unsent card published by D. Constance Ltd, ref. V.9215.
DRS Class 37/4 No.37425 Concrete Bob with No.37059 on the rear arrive at Clacton-on -Sea on 30th September 2021 working 3S60 09:00 Stowmarket-Stowmarket RHTT
After climbing up the shingle bank from Point Clear Ferry terminal we walked along the sea wall to The Orchards Holiday Village bus stop in order to catch the above service 6 journey which, as we can see, was being worked by Hedingham’s East Lancs Scania N94UD Omnidekka type 817. A good crowd were waiting and due to severe traffic congestion, caused by roadwork related temporary traffic lights near Jaywick Lane, by the time 817 arrived passengers were turning up for the next journey. Hence the busy driver has not yet had time to change the electronic destination display.
Operation of service 6 passed to Hedingham as from 29th July 2018 following the closure of First’s Clacton depot.
Some shots from a day trip by Bus, Ferry and Foot along parts of the Essex Coast from the River Colne to the estuary of the Rivers Stour and Orwell.
DRS Class 37/0 No.37059 with No.37425 Concrete Bob on the rear waits the road at Clacton-on -Sea on 30th September 2021 working 3S60 09:00 Stowmarket-Stowmarket RHTT.GA class 321 No.321423 is stabled in the background.
A few shots taken in Clacton-on-Sea on a very warm and sunny second Saturday in August 2025 which capture some members of the Konectbus fleet at work in the town.
This time, Konectbus former Brighton & Hove Scania K230UB Omnilink type number 467 - YN58 BCK is captured on Station Road as it arrives in from Walton-on-the-Naze with the above service 7 journey. It will next turn right onto Pier Avenue where this journey terminates. Note that the driver has already reset the destination display for his next run
This vehicle was new to Brighton & Hove in September 2008 and passed to Konect via Go-Ahead London in December 2023. As we can see it still retains the B&H livery and following the decision to abandon the separate Hedingham & Chambers identities earlier this year, it has yet to receive Konect fleetnames.
[West cliff, Clacton-on-Sea, England]
[between ca. 1890 and ca. 1900].
1 photomechanical print : photochrom, color.
Notes:
Title from the Detroit Publishing Co., Catalogue J--foreign section, Detroit, Mich. : Detroit Publishing Company, 1905.
Print no. "11350".
Forms part of: Views of the British Isles, in the Photochrom print collection.
Subjects:
England--Clacton-on-Sea.
Format: Photochrom prints--Color--1890-1900.
Rights Info: No known restrictions on reproduction.
Repository: Library of Congress, Prints and Photographs Division, Washington, D.C. 20540 USA, hdl.loc.gov/loc.pnp/pp.print
Part Of: Views of the British Isles (DLC) 2002696059
More information about the Photochrom Print Collection is available at hdl.loc.gov/loc.pnp/pp.pgz
Higher resolution image is available (Persistent URL): hdl.loc.gov/loc.pnp/ppmsc.08191
Call Number: LOT 13415, no. 213 [item]
0Z91 0753 Norwich Stn C.S.D. to Colchester filming run this is the first ever visit of a class 88 to Clacton-on-Sea station seen at 1251.
The Postcard
A postcard bearing no publisher's name that was printed in Great Britain. Is that a Ford Zephyr Zodiac waiting at the lights?
The card was posted in Clacton-on-Sea using a 5d. stamp on Sunday the 24th. August 1969. It was sent to:
Mr. & Mrs. D. Fuller,
10, Neuchatel Road,
Perry Hill,
Catford,
London SE6.
The message on the divided back of the card was as follows:
"Spending the day here.
Weather not too bad.
Have not heard anything
from Cambridge.
Rob Jan and all are good.
Love,
Esther."
History of Clacton Pier
clactonpier.co.uk tell us the following about the pier:
'The Pier was officially opened on the 27th July 1871 when the SS 'Albert Edward' called, bringing with it a party of directors from the Woolwich Steam Packet Company and around 200 guests. When it opened it was just 160 yards in length and 4 yards wide.
Clacton Pier was originally built mainly as a landing platform, a jetty to accommodate the movement of manufactured goods, products and many other items. They thought that some passengers may visit, but the owners could not have dreamt of such an overwhelming footfall.
With The Pier and Promenade offering a new type of day out at the sea, Victorians were simply flocking to Clacton. It was soon realised, as the numbers continued to grow, that there was money to be made from the holidaymakers.
Word spread about this tourist hot spot, so buildings and shelters were slowly added.
The First Major Building Works
The first major alterations to the Pier took place in 1893, when it was lengthened to 1,180 feet, and a theatre and the Pier Pavilion (later called the Jolly Roger), was built by architects Kinipple & Jaffrey at the sea end.
Ernest Kingsman
Ernest Kingsman purchased the Pier around 1922 after it had gone into administration, and set about turning it into a leisure and entertainment centre.
By the outbreak of the Second World War, he had invested around a quarter of a million pounds into The Pier's redevelopment. He built the Ocean Theatre, the Children's Theatre, and the Blue Lagoon Dance Hall.
He also built the Crystal Casino, an open air swimming pool, an open air stage for the Ramblas Concert Party, and the Steel Stella roller coaster, which was later destroyed by a fire in 1973.
During the war the pier was damaged by enemy action, and was also breached to prevent Its use by an Invasion force. By then the Pier had helped to establish Clacton as one of the leading seaside resorts in the country.
Barney Kingsman and Michael Goss
By 1971 the pier was under the control of Barney Kingsman (Ernest Kingsman’s son), and had fallen a little behind with the times, with visitor numbers falling.
The decision was made to sell the Pier, and it was in this same year that it was sold privately to Mr Michael Goss. The Goss family were no strangers to seaside pleasure Piers, and already had the majority share in neighbouring Walton Pier.
Mr. Goss ran the pier as a successful amusement centre until he eventually grew frustrated with the lack of support from the local authority and their understanding of what was required to bring new visitors to the town, and so decided it was time to sell up and retire.
Francis McGinty, John Treadwell, Denis McGinty and David Howe
August 1981 saw local businessmen Francis McGinty, John Treadwell, Denis McGinty and David Howe take ownership of the pier from Michael Goss, with plans for a major redevelopment of the Pier, including the possibility of a bar and disco, re-introduction of dolphins to the dolphinarium, and an upgrade to the pier ride.
The following years saw major additions to the pier at varying stages, including the Whirlwind roller coaster, a Circus, Ice rink and a Roller Rink, and even a water slide.
However not all of the additions were a success, and the pier company struggled financially on a couple of occasions until eventually in around 1993 the then-operating company went into receivership, which is where it remained for about a year.
The Harrisons
Towards the end of 1994, a local business family, the Harrisons, bought the pier and embarked upon a refurbishment programme that saw most of the Pier rides upgraded and the whole pier cosmetically improved.
The Harrisons ran a successful operation at the pier until they made their decision to exit the leisure industry and sell the pier to the current owners, with the deal completing in March 2009.
The Clacton Pier Company
Since the sale The Clacton Pier Company has been steadily investing in the Pier in an attempt to restore it to its former glory, and since the acquisition locals, day trippers and holiday makers alike have seen a gradual upgrading of the pier's facilities taking place.
The former Cockney Pride pub has seen a total redevelopment, and now stands proudly on the front of the pier as the Boardwalk Bar & Grill. The Casino Royal amusement hall has been completely upgraded, and now houses all of the latest in slot machine equipment.
New rides and guest rides have been introduced, probably most noticeably the traditional Helter Skelter and the all-new Stella’s Revenge Roller Coaster. The pier neck has seen the addition of a new adventure golf facility, and two new eateries: The Ocean Diner, and Fish and Chips at the Pier.
Recently opened is the new Lanes 10 Pin Bowling Lounge and Bar which is a spectacular addition to the pier.'
The Blue Lagoon
"The New Era Illustrated" published an account of the 1934 opening night of the Blue Lagoon:
'There was a general rush from hotels and boarding establishments along the front, and even from the town, to see what was causing the sudden noise. The booming was in fact the sound of rockets being fired to celebrate the opening of the New Blue Lagoon—the latest and greatest of luxury Ballrooms, and the largest in the world over the sea.
Fourteen rockets in all were fired, because the season was the fourteenth spent by happy holiday-makers on the most famous Pier around the coast.
The Opening of the New Blue Lagoon marked a new era in the history of Clacton-on-Sea.
At the opening ceremony, Sir John Pybus, is his characteristically charming manner, referred to the fact that the previous November, the beautiful building was only in its inception stage, and surely Aladdin’s magician must have had a hand in its erection, because it is difficult to realise how so ambitious a work could have been carried out in a few short months.
On the Opening Night, Whit Monday the 21st. May, everything was finished to a detail.
Some driving force or rather dynamic energy was clearly behind the work, and who can guess the name of the possessor? Does his name begin with “K“?
Well, no prize will be given for the answer. When Sir John Pybus jokingly referred to the fact that he could see many of his friends in the room, all looking more beautiful than ever, he was certainly telling the truth, because, under the really wonderful and novel lighting scheme, ladies looked more captivating than ever, and gentlemen felt more sure of themselves.
But, before describing the lighting scheme, we should give some impression of the building, which is arranged mainly in the form of a sweeping architrave, which covers the whole of the dance floor area.
On both sides are flat roofs, trellised and adorned with artificial blooms of roses and sweet peas, amidst them being a myriad of tiny coloured lights. Beneath these are artistically arranged refreshment tables and chairs.
In one corner is a novel alcove which accommodated Teddy Dobbs and his Band, who were in attendance to open the Season. The Bandstand is a clever inception; the lighting is concealed; and the painting, on the wall, of a stave of music, is a clever thought.
The general decorative scheme is pea green and white—nevertheless it will always be the “Blue Lagoon.” From the continuous windows, on one side passers-by on the pier can be seen, whilst the other side looks out on to the sea and the beach.
"By the Blue Lagoon She’s Waiting“ should be a song that will be kept in memory for all time, because the Blue Lagoon is the spot dear to the heart of every girl visiting Clacton.
In the Blue Lagoon many romances have had their inception, and surely Mrs. Kingsman ranks among the greatest of match-makers because she has so many friends who visit Clacton, year after year, who never fail to pay their regards to this very popular lady and to thank her for the happy hours at the Blue Lagoon when first they met and fell in love.
At the far end of the Lagoon is a mirrored wall which gives an indescribable effect of enormous length, because it apparently doubles the area.
But we have left the good wine until last, and that is the Lighting Scheme. Across the broad sweep of the ceiling, at intervals, are luminous gas tubes which are generally termed neon tubes, and, although this term is not technically correct, it will suffice at the moment for our purpose.
One of each set of tubes is of yellow glass, the other tubes being white, but the effect of the luminous gas passing through the yellow tube (this is a blue gas) causes it to radiate a bright green colour which, merging with the red and blue of the other tubes, mingling with the white of the ceiling, gives a
perfect rainbow effect. Imagine, then or rather better visit Clacton and see the wonderful charm of a succession of rainbows.
We understand that nearly five miles of cable have been used in the lighting of the interior and exterior, and there are 800 feet of luminous gas tubing used in the rainbow lighting.
After Sir John Pybus had spoken, the rainbow lighting was switched on, whereupon Mr. Kingsman Junior, with the aid of a microphone, gave an address of welcome to the visitors, after which the National Anthem was sung and Mr. Fred Yeoman sang “Ring up the Curtain.”
This prompted Teddy Dobbs and his boys to settle down to the business in earnest, and in a matter of seconds the floor was invaded by a throng of delighted young people, all proud to be dancing in the New Blue Lagoon on the first night of its opening.
The high esteem in which Mr. and Mrs. Kingsman are held was evidenced by the enormous applause with which their names were greeted, and Clacton owes much to Mr. Kingsman who has transformed a meaningless, worthless landing stage into the most perfect amusement Pier we have ever had the pleasure of visiting.
It seems a remarkable statement, but it is one of fact, that many thousands of visitors to Clacton, particularly those who travel by boat, never leave the Pier until it is time to go home — they find all they want for a day’s full enjoyment without actually passing from the Pier to the town.'
A Military Revolt in Vietnam
So what else happened on the day that Esther posted the card?
Well, on the 24th. August 1969, the first publicized revolt of American soldiers in the Vietnam War took place when "A" Company of the 196th. Brigade refused to obey the orders of the U.S. Army lieutenant who was commanding them.
The battalion commander, Lt. Col. Robert C. Bacon, traveled to the area the next day, and reassigned the lieutenant to another position.
'But You Didn't'
'But You Didn't' is a poem by Merrill Glass. Here it is:
'Remember the time you lent
me your car and I dented it?
I thought you'd kill me...
But you didn't.
Remember the time I forgot to
tell you the dance was formal,
and you came in jeans?
I thought you'd hate me...
But you didn't.
Remember the times I'd flirt with
other boys just to make you jealous,
and you were?
I thought you'd drop me...
But you didn't.
There were plenty of things you did
to put up with me, to keep me happy,
to love me, and there are so many
things I wanted to tell you when you
returned from Vietnam...
But you didn't'.
Best viewed in large
View as a Slide Show Please
flickriver.com/photos/velurajah/popular-interesting/
Clacton-on-Sea is the largest town in the Tendring peninsula and district in Essex, eastern England, and was founded as an urban district in 1871. It is a seaside resort that saw a peak of tourists in the summer months between the 1950s and 1970s.
The town's economy continues to rely significantly on entertainment and day-trip facilities and it is strong in the service sector, with a large retired population. The north-west part of the town has two business/industrial parks. In the wider district, agriculture and occupations connected to the Port of Harwich provide further employment.
For more information: en.wikipedia.org/wiki/Clacton-on-Sea
This tiny shop was still operating back maybe ten years ago but by 2015 it had closed and remains like this to the present day.
Signalbox diagram from Clacton prior to the resignalling of the remainder of the branch.
I have digitally restored the image and added colour.
Image courtesy of Richard Pike
One of the scooters that took part in the London 2012 Olympics closing ceremony. Here it is parked up in Pier Avenue, Clacton-on-sea, Essex and has just taken part in the ride out to celebrate the anniversary of the first Mods 'n' Rockers punch-up at the seaside town. This is 3 exposures with -1+ stops bracketing, then Photomatix for HDR and tonemapping, and finally Photoshop for the finishing touches.
[The front pier from pier end, Clacton-on-Sea, England]
[between ca. 1890 and ca. 1900].
1 photomechanical print : photochrom, color.
Notes:
Title from the Detroit Publishing Co., Catalogue J--foreign section, Detroit, Mich. : Detroit Publishing Company, 1905.
Print no. "10254".
Forms part of: Views of the British Isles, in the Photochrom print collection.
Subjects:
England--Clacton-on-Sea.
Format: Photochrom prints--Color--1890-1900.
Rights Info: No known restrictions on reproduction.
Repository: Library of Congress, Prints and Photographs Division, Washington, D.C. 20540 USA, hdl.loc.gov/loc.pnp/pp.print
Part Of: Views of the British Isles (DLC) 2002696059
More information about the Photochrom Print Collection is available at hdl.loc.gov/loc.pnp/pp.pgz
Higher resolution image is available (Persistent URL): hdl.loc.gov/loc.pnp/ppmsc.08185
Call Number: LOT 13415, no. 207 [item]