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"The reality today is that we are all interdependent and have to co-exist on this small planet. Therefore, the only sensible and intelligent way of resolving differences and clashes of interests, whether between individuals or nations, is through dialogue." ~ The Dalai Lama
Have a great Sunday.......enjoy the Super Bowl for those of you who are football fans or at least enjoy the commercials :-) As always, thanks for your wonderful comments & support. View On Black
Great Dixter is a house in Northiam, East Sussex, England. It was built in 1910–12 by architect Edwin Lutyens, who combined an existing mid-15th century house on the site with a similar structure brought from Benenden, Kent, together with his own additions. It is a Grade I listed building.[1] The garden, widely known for its continuous tradition of sophisticated plantsmanship, is Grade I listed in the National Register of Historic Parks and Gardens.
House
The original Northiam house, known as Dixter, dating from the mid-15th century, was acquired by a businessman named Nathaniel Lloyd in 1909. He had a 16th-century house in a similar style moved from Kent and the two were combined with new work by Lutyens to create a much larger house, which was rechristened Great Dixter. It is a romantic recreation of a medieval manor house, complete with great hall, parlour, solar and yeoman's hall.
Garden
Lloyd and Lutyens began the garden at Great Dixter, but it was Lloyd's son Christopher Lloyd, a well known garden writer and television personality, who made it famous. The garden is in the arts and crafts style, and features topiary, a long border, an orchard and a wild flower meadow. The planting is profuse, yet structured, and has featured many bold experiments of form, colour and combination. The garden is currently managed by Fergus Garrett, who worked closely with Lloyd up until his death in 2006 as Head Gardener and introduced a number of innovations into the planting scheme.
In the grounds of Great Dixter are three 18th-century oast houses, under a common roof, and a 15th-century barn. These are Grade II* listed. wikipedia
Random Spot
Making use of existing fixtures.
Shrewsbury is the county town of Shropshire, in western England. It sits inside a loop of the River Severn, and its Tudor centre is lined with half-timbered houses. The medieval, red-brick Shrewsbury Castle houses the Shropshire Regimental Museum, where military artefacts include uniforms and weaponry. St Chad's Church is defined by its unique circular nave, and St Mary’s Church has elaborate stained-glass windows.
Shropshire (/ˈʃrɒpʃər, -ʃɪər/; alternatively Salop; abbreviated, in print only, Shrops; demonym Salopian /səˈloʊpiən/ sə-LOH-pee-ən, Welsh: Swydd Amwythig) is a county in England, bordering Wales to the west, Cheshire to the north, Staffordshire to the east, and Worcestershire and Herefordshire to the south. Shropshire Council was created in 2009, a unitary authority taking over from the previous county council and five district councils. The borough of Telford and Wrekin has been a separate unitary authority since 1998 but continues to be included in the ceremonial county.
The county's population and economy is centred on five towns: the county town of Shrewsbury, which is culturally and historically important and close to the centre of the county; Telford, a new town in the east which was constructed around a number of older towns, most notably Wellington, Dawley and Madeley, which is today the most populous; and Oswestry in the northwest, Bridgnorth just to the south of Telford, and Ludlow in the south. The county has many market towns, including Whitchurch in the north, Newport northeast of Telford and Market Drayton in the northeast of the county.
Shrewsbury is the county town of Shropshire, in western England. It sits inside a loop of the River Severn, and its Tudor centre is lined with half-timbered houses. The medieval, red-brick Shrewsbury Castle houses the Shropshire Regimental Museum, where military artefacts include uniforms and weaponry. St Chad's Church is defined by its unique circular nave, and St Mary’s Church has elaborate stained-glass windows.
Shropshire (/ˈʃrɒpʃər, -ʃɪər/; alternatively Salop; abbreviated, in print only, Shrops; demonym Salopian /səˈloʊpiən/ sə-LOH-pee-ən, Welsh: Swydd Amwythig) is a county in England, bordering Wales to the west, Cheshire to the north, Staffordshire to the east, and Worcestershire and Herefordshire to the south. Shropshire Council was created in 2009, a unitary authority taking over from the previous county council and five district councils. The borough of Telford and Wrekin has been a separate unitary authority since 1998 but continues to be included in the ceremonial county.
The county's population and economy is centred on five towns: the county town of Shrewsbury, which is culturally and historically important and close to the centre of the county; Telford, a new town in the east which was constructed around a number of older towns, most notably Wellington, Dawley and Madeley, which is today the most populous; and Oswestry in the northwest, Bridgnorth just to the south of Telford, and Ludlow in the south. The county has many market towns, including Whitchurch in the north, Newport northeast of Telford and Market Drayton in the northeast of the county.
Hereford Railway Station in Hereford, Herefordshire.
When the Shrewsbury and Hereford Railway reached Hereford from its initial section from Ludlow, it faced two problem;
1. The existing Hereford Barton station of the Newport, Abergavenny and Hereford Railway was not big enough to cope with all four railway companies planning on entering the important market town.
2. The entrance route into Hereford from the north required extensive civil engineering.
The resolution was an agreement to create a new joint railway station, called Hereford Barrs Court. This would be a joint standard gauge/broad gauge station, sponsored jointly by the standard-gauge S&HR and the GWR-sponsored Hereford, Ross and Gloucester Railway. When the Midland Railway–sponsored Hereford, Hay and Brecon Railway entered the town, they were given access rights, as was the later GWR-sponsored extension of the Oxford, Worcester and Wolverhampton Railway.
In civil engineering preparation for this, and as the only company planning to enter the town from the north, in 1849 the company built a brick works north of Dinmore Hill, which was fed by clay from the earthworks of digging a tunnel south underneath it. In 1852, 2½ years later and having used 3¼ million bricks the tunnel was completed, freight traffic started in July 1852 to provide cash flow. However, construction continued, with the massive earthworks for a cutting to enter Barrs Court started in August 1852.
The plan was to jointly open both stations between all four railways on 6 December 1853, with what was planned to be Railway Fete. However, the first S&HR passenger service arrived on Saturday 28 October, which carried the chairman Mr Ormsby-Gore and engineer Thomas Brassey. As the negotiations and financing of the joint station had taken so long, they arrived at an incomplete facility. The final Victorian Gothic building that still exists today was designed by R.E. Johnson, which opened after the Railway Fete, reported to be attended by 60,000 people. The station opened on 6 December 1853, and the name was simplified to Hereford in 1893.
Hereford Council applied pressure to the LNWR to close Hereford Barton, and after the post-World War I amalgamation of the railways, the London Midland and Scottish Railway agreed conversion of Hereford Barton into a joint GWR/LMS goods depot, with consolidation of all passenger services on the current site. The Hereford Barton loop closed post the Beeching Axe, and the site is now redeveloped as a supermarket.
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The city of Leeds in West Yorkshire.
Leeds first began as a Saxon village, by 1207 the Lord of the Manor, Maurice De Gant, had extended it into a town. He created a new street of houses west of the existing village and he divided the land into plots for building. In Medieval Leeds, there were butchers, bakers, carpenters, and blacksmiths. However, the main industry in Leeds was making wool.
In 1628 a writer described Leeds as standing pleasantly in a fruitful and enclosed vale upon the north side of the River Eyer over or beyond a stone bridge from where it has a large and broad street leading directly north and continually ascending. The houses on both sides are very thick and closely compacted together, being old, rough, and low built and generally all made of timber.
In 1642 came civil war between king and parliament. Most of the townspeople supported the king and a royalist army occupied Leeds. But in January 1643 parliamentary soldiers captured it. They held Leeds until the summer of 1643 when, after losing a battle in Yorkshire, they were forced to abandon the town. The parliamentary army returned to Leeds in April 1644. They held Leeds for the rest of the civil war.
In the 17th century Leeds was a wealthy town. The wool trade boomed. However, like all towns in those days, it suffered from outbreaks of the plague. There was a severe outbreak in 1645. However, in 1694 Leeds gained a piped water supply (for those who could afford to be connected).
In the 18th century wool manufacture was still the lifeblood of Leeds but there were other industries. Leeds pottery began in 1770. There was also a brick making industry in Georgian Leeds. There were also many craftsmen such as coachmakers, clockmakers, booksellers, and jewellers as well as more mundane trades such as butchers, bakers, barbers, innkeepers, carpenters, blacksmiths, and glaziers. In 1700 the rivers Aire and Calder were made navigable from Leeds to Wakefield. In 1794 work began on the Leeds to Liverpool canal. It was completed in 1816.
The city flourished in the Victorian year’s textiles became less important. But tailoring for a more mass market flourished with the leather industry boot and shoemakers. Leeds grew rapidly but many of the new houses built were dreadful. Overcrowding was rife and streets were very dirty.
In the 1850s the council-built sewers but very many of the houses in Leeds were not connected to them. Many dwellings continued to use cesspits or buckets which were emptied at night by the 'night soil' men. Not until 1899 was it made compulsory for dwellings in Leeds to be connected to sewers.
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Hello dear friends, how are you?
As I was posting this photo, this poem came to me.
Co-Exist
(love thy neighbour)
There's enough for everyone
We should learn, to co-exist
We must all work together
Without the need to make a list
If you see someone in need
Won't you lend a helping hand?
Do what you can do
And for justice_take a stand
We are the human race
With the power to think and feel
We must protect our planet
And keep to our, authentic deal
Radiate your love and light
To everyone you meet
It will help them pay it forward
So that they will do their bit
N.C. 11/02/15
PS click on the photo to enlarge and see details better.
Origins
1938 Talbot-Lago T-150 CSS. Body by Carrosserie Marcel Pourtout, designer Georges Paulin
1937 Talbot Lago T150 SS. Teardrop Coupe bodywork by Figoni & Falaschi
Launched at the 1937 Paris Motor Show, the 13 CV Talbot Minor broadened the range, taking Talbot into four-cylinder territory where the 2323 cc Minor competed with equivalent models from Hotchkiss and Salmson.
The Anglo-French STD (Sunbeam-Talbot-Darracq) combine collapsed in 1935. The French Talbot company was acquired and reorganised by Venetian-born engineer Antonio Lago (1893–1960) and after that, the "Talbot-Lago" name was used internationally. On the home market the cars still bore the Talbot badge that they had carried since 1922, which was when, in France, the "Talbot-Darracq" name had given way to "Talbot".
At the same time, the British interests of Talbot were taken over by the Rootes Group and the parallel use of the Talbot brand in France and Britain ended. Talbot-Lago cars sold in Britain were now to be badged as Darracqs.
Reorganisation under Tony Lago
For 1935, the existing range continued in production but from 1936 these were steadily replaced with cars designed by Walter Becchia, featuring transverse leaf sprung independent suspension. These included the 4-cylinder 2323 cc (13CV) Talbot Type T4 "Minor", a surprise introduction at the 1937 Paris Motor Show, and the 6-cylinder 2,696 cc (15CV) Talbot "Cadette-15", along with and the 6-cylinder 2,996 cc or 3,996 cc (17 or 23CV) Talbot "Major" and its long-wheelbase version, the Talbot "Master": these were classified as Touring cars (voitures de tourisme).[1]
There was also in the second half of the 1930s a range of Sporting cars (voitures de sport) which started with the Talbot "Baby-15", mechanically the same as the "Cadette-15" but using a shorter slightly lighter chassis. The Sporting Cars range centred on the 6-cylinder 2,996 cc or 3,996 cc (17 or 23CV) Talbot "Baby" and also included the 3,996 cc (23CV) 23 and sporting Lago-Spéciale and Lago-SS models, respectively with two and three carburettors, and corresponding increases in power and performance.[1] The most frequently specified body for the Lago-SS was built by Figoni et Falaschi and featured a particularly eye-catching aerodynamic form.[2]
Lago was an excellent engineer who developed the existing six-cylinder engine into a high-performance 4-litre one. The sporting six-cylinder models had a great racing history. The bodies—such as of T150 coupé—were made by excellent coachbuilders such as Figoni et Falaschi or Saoutchik.
Talbot-Lago models 1935–1940
Although the proliferation of cars types and model names that followed Lago's acquisition of the business is at first glance bewildering, it actually involved only four standard chassis lengths as follows:
Short Châssis (2,950 mm (116.1 in) wheelbase):
Minor T4 (4 cylinders, 2323 cc)
Junior 11
Baby-15 (6 cylinders, 2696 cc)
Baby 3 litres (6 cylinders, 2996 cc)
T150 3 litres (6 cylinders, 2996 cc)
Baby 4 litres (6 cylinders, 3996 cc)
Lago Spécial (6 cylinders, 3996 cc with twin or triple carbs)
Extra short Châssis (2,650 mm (104.3 in) wheelbase):
Lago SS (6 cylinders, 3996 cc with triple carbs)
Normal Châssis (3,200 mm (126.0 in) wheelbase):
Cadette-15 (6 cylinders, 2696 cc)
Major 3 litres (6 cylinders, 2996 cc)
Major 4 litres (6 cylinders, 3996 cc)
Long (7-seater) Châssis (3,450 mm (135.8 in) wheelbase):
Master 3 litres (6 cylinders, 2996 cc)
Master 4 litres (6 cylinders, 3996 cc)
During the early years of the war the Walter Becchia left Talbot to work for Citroen, but Lago was joined in 1942 by another exceptional engineer, Carlo Machetti, and from then the two of them were working on the twin camshaft 4483 cc six-cylinder unit that would lie at the heart of the 1946 Talbot T26.
After World War II
After the war, the company continued to be known both for successful high-performance racing cars and for large luxurious passenger cars, with extensive sharing of chassis and engine components between the two. Nevertheless, the period was one of economic stagnation and financial stringency. The company had difficulty finding customers, and its finances were stretched.[3]
In 1946, the company began production of a new engine design, based on earlier units but with a new cylinder head featuring a twin overhead camshaft. This engine, designed under the leadership of Carlo Marchetti,[4] was in many respects a new engine. A 4483 cc six-cylinder in-line engine was developed for the Talbot Lago Record (1946–1952) and for the Talbot Grand Sport 26CV (1947–1954). These cars were priced against large luxurious cars from the likes of Delahaye, Delage, Hotchkiss and Salmson. Talbot would remain in the auto-making business for longer than any of these others, and the Talbot name had the further dubious distinction of a resurrection in the early 1980s.[4]
Talbot Lago Record T26
Talbot-Lago T26 "Record" ca. 1948
Main article: Talbot Lago Record
The Talbot Lago Record T26 was a large car with a fiscal horsepower of 26 CV and a claimed actual power output of 170 hp, delivered to the rear wheels via a four-speed manual gear box, with the option at extra cost of a Wilson pre-selector gear box, and supporting a claimed top speed of 170 km/h (105 mph). The car was commonly sold as a stylish four-door sedan, but a two-door cabriolet was also offered. There were also coachbuilt specials with bodywork by traditionalist firms such as Graber.[4]
Talbot Lago Grand Sport T26
1950 Talbot-Lago T26 Grand Sport, coachwork by Jacques Saoutchik, Paris
The T26 Grand Sport (GS) was first displayed in public in October 1947 as a shortened chassis,[5] and only 12 were made during 1948 which was the models's first full year of production.[6] The car was noted for its speed. The engine which produced 170 hp in the Lago Record was adapted to provide 190 bhp (140 kW) or, later, 195 bhp (145 kW) in the GS, and a top speed of around 200 km/h (124 mph) was claimed, depending on the body that was fitted.[4] The car was built for either racing or luxury and benefited directly from Talbot's successful T26C Grand Prix car. As such it was expensive, rare and helped Louis Rosier with his son to win the LeMans 24 Hour race in 1950. The GS replaced the Lago-Record chassis which was named for its remarkable top speed. The GS was one of the world's most powerful production cars at the time. It had several special features from the T26 Grand Prix cars, such as a 4.5-litre inline-6 aluminum cylinder head, a hollowed camshaft, multiport exhaust system and triple carburetors.[7] Chassis details were similar to the Grand Prix cars, but it was longer and wider. It came it two wheelbase lengths -104 and 110 inches (2,800 mm).
Almost all the Talbots sold during the late 1940s came with Talbot bodies, constructed in the manufacturer's extensive workshops. The T26 Grand Sport (GS) was the exception, however, and cars were delivered only as bare chassis, requiring customers to choose bespoke bodywork from a specialist coachbuilder.[6] The GS was a star turn in a dull world and coachbuilders such as Saoutchik, Franay, Oblin, and Figoni et Falaschi competed to trump Talbot's own designers with elaborately elegant bodies.[4]
Talbot Lago Baby
Main article: Talbot Baby
The Talbot Lago Baby (1948–1951) marked the return of a pre-war Talbot model name and was the third model presented by the company during the 1940s. The car was commonly sold as a four-door sedan, but a two-door cabriolet was also offered. Its engine comprised only four cylinders, but the twin overhead camshaft with cylinder valves on both sides of the engine block was again featured:[4] at 2690 cc the engine capacity equated to a fiscal horsepower of 15 CV[3] which was enough to attract the punitive levels of car tax applied by the French government to large cars. The power output was initially 110 bhp (82 kW), which in 1949 was increased to 120 bhp (89 kW).[4] Although the postwar Baby sedan closely resembled the more powerful Record on a brief glance, the Baby's 2,950 mm wheelbase was slightly shorter than the 3130 mm wheelbase of the Record, and the overall length was correspondingly 200 mm shorter, reflecting the shortened 4-cylinder engine block.[4] Additionally the cheaper car sat on a simplified suspension set-up. Baby customers could specify as an option a Wilson pre-selector gear box.[4]
Talbot Lago manufactured three special made seven-seater presidential cars one for the President of France, one for the President of Tunisia and one for the Royal family in Saudi.
Talbot-Lago T26C
1948 Talbot-Lago T26C
The T26C was a single-seater racing car with a box section chassis, an unsupercharged 4.5 litre straight six engine and a four speed Wilson preselector gearbox.[8] Chassis and gearbox were derived from the company's 1930s racing cars and were similar to those used on their post-war road cars.[8]
The T26C made its racing debut in the 1948 Monaco Grand Prix, finishing second in the hands of Louis Chiron.[8] Grand Prix victories were achieved the following year with Louis Rosier winning the 1949 Belgian Grand Prix [9] and Louis Chiron winning the 1949 French Grand Prix.[10] A modified two-seat version won the 1950 24 Hours of Le Mans driven by Louis Rosier and Jean-Louis Rosier.[8]
New bodies for 1952
In 1951, as rumours of the company’s financial difficulties intensified, a new Ponton format body appeared for the Talbot Baby and Record.[4] The wheelbases were carried over from the earlier models. Although in many ways strikingly modern, the new car featured a two piece front windscreen in place of the single flat screen of its predecessor, presumably reflecting the difficulties at the time of combining the strength of a windscreen with curved glass at an acceptable price and quality. The new car’s large rear window was itself replaced by a larger three-piece “panoramic” wrap around back window as part of the car’s first face-lift, which took place in time for the 1952 Paris Motor Show.[3] The engine specification of the four-cylinder unit was unchanged as was the claimed performance even though the new body was some 100 kg heavier than the old. A new development with the Ponton-bodied cars body was the availability of the larger six-cylinder unit from the Talbot Record in the top of the line Talbot Baby, which in this form was called the Talbot Baby/6 Luxe, and had the slightly longer wheel-base and overall length enforced by the greater length of the six-cylinder engine.[4]
T14 LS engine / Talbot Lago Sport
Main article: Talbot Lago Sport
1956 Talbot-Lago T14 LS
At the 1954 Salon de L'Automobile de Paris, Talbot-Lago presented their last new engine: the new four-cylinder still had the typical twin laterally mounted camshafts, although it was upgraded to five main bearings. The new 120 PS (88 kW) 2,491 cc engine was called the T14 LS, but it did not have a car to go in until May 1955 when the Talbot-Lago 2500 Coupé T14 LS was finally presented.[11] The first car had all-aluminium bodywork, but later cars used more steel. 54 of these coupés were built, but they proved hard to sell - the stylish bodywork couldn't quite hide the thirties' underpinnings, and the rough engine offered little elasticity nor longevity.[12]
Lacking the resources to engineer the necessary improvements, for 1957 Talbot-Lago had to resort to buying in an engine. They chose the V8 2580 cc made available by BMW, albeit with the bore diameter slightly reduced, to 72.5 mm, which gave rise to a 2476 cc engine displacement, positioning the car (just) within the 14CV car tax band.[13] Reflecting the company's export plans, Talbot now rebranded the car as the "Talbot Lago America" and (finally) came into line with other French automakers by placing the driver on the left side of the car.[13] Unfortunately market response remained lukewarm, however, and only about a dozen of the BMW powered Talbot Lago Americas were produced.[13] It was now, in the early summer of 1958, that Tony Lago decided to accept an offer from Simca president, Henri Pigozzi, for the sale of the Talbot brand to Simca.[13] The sale of the business went ahead in 1959.[14]
With the sale of the business to Simca, the new owners found themselves with a handful of the final Talbot Lago Americas which were awaiting engines.[15] There was now no question of Simca being permitted, or wishing, to produce cars with BMW engines, and the only solution available was to fit the last batch of cars with Simca's own 2351 cc V8.[4] This engine had its roots in 1930s Detroit, and was originally provided by Ford to give the (then) Ford Vedette produced by their French subsidiary a flavor of the driving experience offered by an unstressed US style V8 sedan.[15] It was by no stretch of the imagination an engine for a sports car, and even with a second carburetor produced only 95 bhp (71 kW), as against the 138 bhp (103 kW) of the BMW-engined cars from the previous year's production.[15] Claimed top speed was now 165 km/h (103 mph) in place of the 200 km/h (124 mph) listed the previous year.[15] At the 1959 Paris Motor Show a stand had been booked for what was by now the Simca-Talbot brand, but a late decision was taken not to exhibit a Lago America and the stand was instead given up to a hastily constructed "motorshow special" prototype of which, after the motor show, nothing more would be heard.[15]
Commercial and financial
Sales data by model were kept confidential, possibly in connection with the company’s financial difficulties, but the overall totals for the early 1950s tell a dire story. The Suresnes plant produced 155 cars in 1947, an output which increased by 23 in 1948.[6] 433 cars were produced in 1950, but this then fell to 80 in 1951 and to 34 in 1952. In 1953 it is thought that the company turned out just 13 of the 26CV Record model and 4 of the 15 CV Babys.[3] During the rest of the decade volumes did not recover significantly; no more than 54 of the T14 LS were built in 1955 and 1956.[12]
As the company’s commercial trajectory implies, the years following the end of the war were marked by the slow financial collapse of Anthony Lago’s Talbot company. Other luxury automakers whose glory years had been the 1930s fared no better in the 1940s and 1950s than Talbot, with Delage, Delahaye, Hotchkiss and Bugatti disappearing from the car business while Panhard, nimbly if slightly improbably, reinvented itself as a manufacturer of small fuel efficient cars. Customers with enough money to spend on a luxury car were hard to find, and even among those with sufficient funds, in a country where well into the 1950s the Communists, buoyed by the heroic role played by some of their leaders during the years of Resistance, regularly polled 25% of the vote in national elections, there was little of the “live for today: pay later” spirit that had supported extravagant spending patterns in the 1930s. Government policy supported the austerity by creating a post-war tax regime that savagely penalised owners of cars with engines above two litres in size, and an Economic Plan, the Pons Plan,[6] which bestowed government favour (and allocations of materials still in short supply such as steel) on just five automakers, these being the businesses that became France’s big five automakers in the 1950s and early 60s. For France’s other luxury automakers, meanwhile, including Talbot, the tide had simply gone out.[3]
The money ran out, and Anthony Lago was obliged to seek court protection from his creditors, under a procedure known at that time as a ”Dépôt de bilan”. On 6 March 1951 the court agreed a debt moratorium which permitted a limited restart to production at the company’s Suresnes plant, but the affair provided unwelcome publicity for Talbot’s cash flow problems, and the company now experienced increased difficulty in obtaining credit. Production was also limited by the extent to which it had been necessary to cut the workforce, and by the reputational damage caused by reports of the whole process.[3]
The business staggered on till 1959, but never had the financial strength to support the development and production of its last model, the Talbot-Lago 2500 Coupé T14 LS, launched after a lengthy gestation in May 1955. In 1958 Lago decided to throw in the sponge and put the business up for sale. An offer was received from Henri Pigozzi under the terms of which the remains of the Talbot business would become part of Simca. In order to avoid bankruptcy, Lago agreed to sell the business on the terms proposed by the Simca president-director, a fellow Italian expatriate. Talbot-Lago was transferred to Simca in 1959.[14] Despite the sorry state of the Talbot business during the preceding ten years, commentators suggest that Pigozzi got a good bargain, receiving at Suresnes an industrial site and buildings worth many times the amount paid, along with a brand name that still resonated strongly with anyone old enough to remember the glory days of Talbot.[14]
Tony Lago died in 1960.[14]
Today
Talbot-Lagos have become a top-prized car at various auctions. A Figoni et Falaschi-bodied T150C SS Teardrop Coupe, owned by Brooks Stevens, would sell for US$3,535,000 at Christie's Pebble Beach Concours d'Elegance auction on Aug 18, 2005,[16] another for US$3,905,000 at the Palm Beach International Concours d'Elegance Gooding & Company auction on January 22, 2006 where it was unanimously voted "Best in Show",[17][18][19] and another for US$4,620,000 at the Pebble Beach Concours d'Elegance RM Auctions Sports & Classics of Monterey auction on August 14, 2010.[20][21][22] A T150 C SS with a Pourtout Aerocoupé body, designed by Georges Paulin, sold for US$4,847,000 at the 2008 Bonhams & Butterfields Sale of Exceptional Motorcars and Automobilia at Quail Lodge.[23]
An unrestored 1948 T26 Grand Sport, with coachwork by Oblin and chassis #110106, is a part of the permanent collection of the Simeone Foundation Automotive Museum in Philadelphia, PA, USA.[7]
A 1949 Talbot-Lago T26 Grand Sport Coupé by Saoutchik from the Baillon Collection sold for €1.450.000 at the Artcurial auction in February 2015.[24]
Even Talbot-Lagos with factory bodies, rather than custom coachwork, are highly valued; a factory-bodied 1939 T150 C SS selling in 2013 for US$418,000 at the Gooding & Company Scottsdale auction.[25]
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
Well, its happened again - I got a 'dupe' photo. Thankfully, though, the existing photo of this bus was taken in 2018, so it's no real biggie. I am left wondering, though, and I know it's the off-season, but how much is the annual turnover of the Hull Park & Ride for Stagecoach? Because passenger numbers appear to be quite low, and I can only assume this is down to the cost of catching a bus in Hull and the actual lack of amenities in the City Centre to draw people in on a daily basis. The only time I've ever seen the Priory Park site at its busiest was at Hull Fair, and that's so peaked it relies on double deckers. Surely, this can't be a Stagecoach moneymaker in 2020...
Passenger numbers on the Park & Ride make for a very telling survey on how well the Stagecoach operation is doing in the winter season, as Stagecoach in Hull's 27880, a 2013 ADL Enviro 300 used on the Hull Park & Ride service contracted to Stagecoach, is seen here running the Park & Ride service back to the Priory Park site on Priory Road.
Urbex Benelux -
The existing farm types are the result of centuries of development, which shows strong regional and national differences.
The old farms are gradually disappearing from the countryside, not only in the Netherlands and Belgium, but also elsewhere in Europe. From the end of the nineteenth century, partly due to changing business operations, better transport options, industrialization and the increased need for comfort, the region-specific differences between farms have come to an end. Business operations changed after the Second World War, which led to different requirements for the buildings. In Eastern Europe, medium-sized and large farms were nationalized and converted into large-scale agricultural companies.
The Great Western Steam Up was held on the grounds of the Nevada State Railroad Museum from July 1 – July 4, 2022, in celebration of the 150th anniversary of the Virginia & Truckee Railroad. Nine operating steam locomotives were featured with many more on display. The event was billed as the largest reunion of existing V&T locomotives in over 75 years.
Daily events included rides behind visiting narrow and standard-gauge steam locomotives, a daily pageant of steam locomotives, historical vehicle and equipment displays, local food trucks, live entertainment, and “lost art” demonstrations.
The featured locomotives were:
Glenbrook, narrow gauge 2-6-0 (Baldwin 1875) built for the Carson & Tahoe Lumber & Fluming Company and used at Glenbrook, Nevada, along with an identical twin, Tahoe (see NCNG 5, below). It last ran in the 1920s and was acquired by the Nevada County Narrow Gauge for parts. In the 1940s it was placed on exhibit at the Nevada State Museum in Carson City and beginning in 1981 was restored to service (completed in 2015). It has been returned to its 1875 appearance.
No. 1, Joe. Douglass, narrow gauge 0-4-2T (H. K. Porter 1882) built for the Dayton, Sutro & Carson Valley Railroad. It operated at a mine in Dayton, Nevada, and later helped build Lake Arrowhead dam in California. It was cosmetically restored to its present appearance in 1994 and is displayed at the Nevada State Railroad Museum. It is a wood burner, but not operational.
No. 1, narrow gauge 0-4-0T (Porter 1889) built for the Sacramento Brick Company. It was later acquired by Hal Wilmunder and operated on his private Antelope & Western Railroad near Roseville, California. The engine is now owned and cared for by the Wilmunder family, and can usually be seen at the NCNG Museum in Nevada City, Calif.
No. 1, standard gauge 2-truck Heisler (Heisler Locomotive Works 1916), built for Bluestone Mining & Smelting. It originally worked on a 2.5 mile line near Mason, Nevada, before being acquired by a quarry in California. This oil-fired locomotive is owned by Chris Baldo and sees frequent use at Roots of Motive Power in Willits, California.
No. 1, Lyon, standard gauge 2-6-0 (Gentry/Strasburg/Kloke) which is a partially completed replica of the first locomotive built for the Virginia & Truckee. The original was manufactured by the Union Iron Works of San Francisco in 1869. The full-scale working replica was donated to the Nevada State Railroad Museum by Stan Gentry, builder, and is being completed by the museum shop staff. It will burn wood as did the original.
No. 3, standard gauge 0-4-0T (Porter 1909) built for the Santa Cruz Portland Cement Company. Upon retirement it was used as a billboard for a chicken restaurant in Stockton, California. It was restored to service by Stathi Pappas beginning in 2006 and is currently located at the Placerville & Sacramento Valley Railroad in Folsom, California. Nicknamed “Chiggen,” it is oil-fired.
No. 4, Eureka, narrow gauge 4-4-0 (Baldwin 1875), built for the Eureka & Palisade Railroad. Retired in 1938, it was later featured in several Hollywood movies. This classic wood-fired locomotive was restored by Dan Markoff in the 1980s and is usually kept at his home in North Las Vegas, Nevada.
No. 5, Tahoe, narrow gauge 2-6-0 (Baldwin 1875) built for the Carson & Tahoe Lumber & Fluming Company and used in logging service. It was later sold to the Nevada County Narrow Gauge of Grass Valley, Calif., and was retired in 1942. It then appeared in numerous movies and TV shows for owner Universal Pictures. No. 5 is now part of the NCNG Museum in Nevada City, Calif., and was restored to service in May 2022. This oil-fired locomotive has been restored to its 1940s appearance.
No. 8, standard gauge 4-4-0 (Cooke Locomotive & Machine Works 1888) built for the Denver, Texas & Fort Worth Railroad, and later operated on the Dardanelle & Russellville in Arkansas. It was used in 1976 on the V&T tourist railroad at Virginia City. Oil fired, it last steamed in the early 2000s.
No. 11, Reno, standard gauge 4-4-0 (Baldwin 1872) built for the Virginia & Truckee. The most renown of all V&T’s Americans, the Reno was retired in 1937 and sold to a movie studio. It spent over fifty years at Old Tucson Studios in Arizona before being acquired by the V&T tourist railroad of Virginia City, Nevada, in 2021. It is currently under restoration. Oil fired.
No. 12, Genoa, standard gauge 4-4-0 (Baldwin 1873) built for the Virginia & Truckee. It was a back-up locomotive to the Reno and was retired in 1908. For the past 40 years it’s been on indoor static display at the California State Railroad Museum in Sacramento. It last ran in 1979 and was never converted from burning wood to burning oil, like most V&T 4-4-0s were.
No. 18, narrow gauge 4-6-0 (Baldwin 1911), built for the Nevada-California-Oregon and last used by the Southern Pacific. Restored by Carson & Colorado Inc. in 2017 after being on display in an Independence, Calif., park since 1954. It is normally kept at the Eastern California Museum in Independence. Oil fired.
No. 18, Dayton, standard gauge 4-4-0 (Central Pacific Sacramento Shops 1873) built for the Virginia & Truckee. Ran on the V&T for nearly seven decades before being acquired by a movie studio. It was cosmetically restored for display in 1982 by the Nevada State Railroad Museum. Oil fired.
No. 21, J. W. Bowker, standard gauge 2-4-0 (Baldwin 1875) built for the Virginia & Truckee. Bowker served as a switch engine in Virginia City. It was later purchased by the Sierra Nevada Wood & Lumber Company. Wood-fueled but not currently operational, it has been exhibited at the California State Railroad since 1976. An oil burner, it is not currently operational.
No. 22, Inyo, standard gauge 4-4-0 (Baldwin 1875), built for the Virginia & Truckee Railroad. It served in passenger service and was nicknamed “Brass Betsy.” It was later sold to Paramount Pictures and appeared McLintock, Union Pacific, and The Great Locomotive Chase. Restored to operation in 1983 and currently housed at the Nevada State Railroad Museum. Wood fired.
No. 25, standard gauge 4-6-0 (Baldwin 1905) built for the Virginia & Truckee to handle both freight and passenger trains. It was the first new steam locomotive purchased by the V&T and replaced older 4-4-0s on the passenger run between Reno and Carson City. Oil fired, it was restored to operation in 1980 and sees frequent service at the Nevada State Railroad Museum.
I designed this after I couldn't find an existing pattern that I liked. I used fingering weight yarns with a size 1 needle. Finished flamingo stands about 8 1/2" tall.
Source: en.wikipedia.org/wiki/Rome
Rome is the capital city and a special comune of Italy (named Comune di Roma Capitale). Rome also serves as the capital of the Lazio region. With 2,872,800 residents in 1,285 km2 (496.1 sq mi), it is also the country's most populated comune. It is the fourth most populous city in the European Union by population within city limits. It is the centre of the Metropolitan City of Rome, which has a population of 4,355,725 residents, thus making it the most populous metropolitan city in Italy. Rome is located in the central-western portion of the Italian Peninsula, within Lazio (Latium), along the shores of the Tiber. The Vatican City (the smallest country in the world) is an independent country inside the city boundaries of Rome, the only existing example of a country within a city: for this reason Rome has been often defined as capital of two states.
Rome's history spans 28 centuries. While Roman mythology dates the founding of Rome at around 753 BC, the site has been inhabited for much longer, making it one of the oldest continuously occupied sites in Europe. The city's early population originated from a mix of Latins, Etruscans, and Sabines. Eventually, the city successively became the capital of the Roman Kingdom, the Roman Republic and the Roman Empire, and is regarded by some as the first ever metropolis. It was first called The Eternal City (Latin: Urbs Aeterna; Italian: La Città Eterna) by the Roman poet Tibullus in the 1st century BC, and the expression was also taken up by Ovid, Virgil, and Livy. Rome is also called the "Caput Mundi" (Capital of the World). After the fall of the Western Empire, which marked the beginning of the Middle Ages, Rome slowly fell under the political control of the Papacy, and in the 8th century it became the capital of the Papal States, which lasted until 1870. Beginning with the Renaissance, almost all the popes since Nicholas V (1447–1455) pursued over four hundred years a coherent architectural and urban programme aimed at making the city the artistic and cultural centre of the world. In this way, Rome became first one of the major centres of the Italian Renaissance, and then the birthplace of both the Baroque style and Neoclassicism. Famous artists, painters, sculptors and architects made Rome the centre of their activity, creating masterpieces throughout the city. In 1871, Rome became the capital of the Kingdom of Italy, which, in 1946, became the Italian Republic.
Rome has the status of a global city. In 2016, Rome ranked as the 14th-most-visited city in the world, 3rd most visited in the European Union, and the most popular tourist attraction in Italy. Its historic centre is listed by UNESCO as a World Heritage Site. The famous Vatican Museums are among the world's most visited museums while the Colosseum was the most popular tourist attraction in world with 7.4 million visitors in 2018. Host city for the 1960 Summer Olympics, Rome is the seat of several specialized agencies of the United Nations, such as the Food and Agriculture Organization (FAO), the World Food Programme (WFP) and the International Fund for Agricultural Development (IFAD). The city also hosts the Secretariat of the Parliamentary Assembly of the Union for the Mediterranean (UfM) as well as the headquarters of many international business companies such as Eni, Enel, TIM, Leonardo S.p.A., and national and international banks such as Unicredit and BNL. Its business district, called EUR, is the base of many companies involved in the oil industry, the pharmaceutical industry, and financial services. Rome is also an important fashion and design centre thanks to renowned international brands centered in the city. Rome's Cinecittà Studios have been the set of many Academy Award–winning movies.
Source: en.wikipedia.org/wiki/Spanish_Steps
The Spanish Steps (Italian: Scalinata di Trinità dei Monti) are a set of steps in Rome, Italy, climbing a steep slope between the Piazza di Spagna at the base and Piazza Trinità dei Monti, dominated by the Trinità dei Monti church at the top.
The monumental stairway of 174 steps (the slightly elevated drainage system is often mistaken for the first step) was built with French diplomat Étienne Gueffier’s bequeathed funds of 20,000 scudi, in 1723–1725, linking the Bourbon Spanish Embassy, and the Trinità dei Monti church that was under the patronage of the Bourbon kings of France, both located above — to the Holy See in Palazzo Monaldeschi located below. The stairway was designed by architects Francesco de Sanctis and Alessandro Specchi.
Source: en.wikipedia.org/wiki/Fontana_della_Barcaccia
The Fontana della Barcaccia (Fountain of the Boat) is a Baroque-style fountain found at the foot of the Spanish Steps in Rome's Piazza di Spagna (Spanish Square). Pope Urban VIII commissioned Pietro Bernini in 1623 to build the fountain as part of a prior Papal project to erect a fountain in every major piazza in Rome. The fountain was completed between 1627 and 1629 by Pietro possibly along with the help of his son Gian Lorenzo Bernini, especially after his father's death in August 29, 1629.
The sculptural fountain is made into the shape of a half-sunken ship with water overflowing its sides into a small basin. The source of the water comes from the Acqua Vergine, an aqueduct from 19 BCE. Bernini built this fountain to be slightly below street level due to the low water pressure from the aqueduct. Water flows from seven points of fountain: the center baluster; two inside the boat from sun-shaped human faces; and four outside the boat.
According to legend, as River Tiber flooded in 1598, water carried a small boat into the Piazza di Spagna. When the water receded, a boat was deposited in the center of the square, and it was this event that inspired Bernini's creation. The fountain is decorated with the papal coat of arms of the Barberini family as a reminder of Pope Urban VIII's ancestry.
Some of you may have noticed that, unfortunately, owing to the fact that a certain person who sells truck photos on eBay commercially has been lifting my images from this album and selling them I have had to remove 2300 photos that didn't have a watermark. I have now run around 1700 through Lightroom and added a watermark with the intention of bulk uploading them again. Rather than watermark the existing (hidden) files in Flickr one at a time it will be easier to do it this way. I definitely won’t be adding individual tags with the make and model of each vehicle I will just add generic transport tags. Each photo is named after the vehicle and reg in any case. For anyone new to these images there is a chapter and verse explanation below. It is staggering how many times I get asked questions that a quick scan would answer or just as likely I can’t possibly answer – I didn’t take them, but, just to clarify-I do own the copyright- and I do pursue copyright theft.
This is a collection of scanned prints from a collection of photographs taken by the late Jim Taylor A number of years ago I was offered a large number of photographs taken by Jim Taylor, a transport photographer based in Huddersfield. The collection, 30,000 prints, 20,000 negatives – and copyright! – had been offered to me and one of the national transport magazines previously by a friend of Jim's, on behalf of Jim's wife. I initially turned them down, already having over 30,000 of my own prints filed away and taking space up. Several months later the prints were still for sale – at what was, apparently, the going rate. It was a lot of money and I deliberated for quite a while before deciding to buy them. I did however buy them directly from Jim’s wife and she delivered them personally – just to quash the occasional rumour from people who can’t mind their own business. Although some prints were sold elsewhere, particularly the popular big fleet stuff, I should have the negatives, unfortunately they came to me in a random mix, 1200 to a box, without any sort of indexing and as such it would be impossible to match negatives to prints, or, to even find a print of any particular vehicle. I have only ever looked at a handful myself unless I am scanning them. The prints are generally in excellent condition and I initially stored them in a bedroom without ever looking at any of them. In 2006 I built an extension and they had to be well protected from dust and moved a few times. Ultimately my former 6x7 box room office has become their (and my own work’s) permanent home.
I hope to avoid posting images that Jim had not taken his self, however should I inadvertently infringe another photographers copyright, please inform me by email and I will resolve the issue immediately. There are copyright issues with some of the photographs that were sold to me. A Flickr member from Scotland drew my attention to some of his own work amongst the first uploads of Jim’s work. I had a quick look through some of the 30 boxes of prints and decided that for the time being the safest thing for me to do was withdraw the majority of the earlier uploaded scans and deal with the problem – which I did. whilst the vast majority of the prints are Jims, there is a problem defining copyright of some of them, this is something that the seller did not make clear at the time. I am reasonably confident that I have since been successful in identifying Jims own work. His early work consists of many thousands of lustre 6x4 prints which are difficult to scan well, later work is almost entirely 7x5 glossy, much easier to scan. Not all of the prints are pin sharp but I can generally print successfully to A4 from a scan.
You may notice photographs being duplicated in this Album, unfortunately there are multiple copies of many prints (for swapping) and as I have to have a system of archiving and backing up I can only guess - using memory - if I have scanned a print before. The bigger fleets have so many similar vehicles and registration numbers that it is impossible to get it right all of the time. It is easier to scan and process a print than check my files - on three different PC’s - for duplicates. There has not been, nor will there ever be, any intention to knowingly breach anyone else's copyright. I have presented the Jim Taylor collection as exactly that-The Jim Taylor Collection- his work not mine, my own work is quite obviously mine.
Unfortunately, many truck spotters have swapped and traded their work without copyright marking it as theirs. These people never anticipated the ease with which images would be shared online in the future. I would guess that having swapped and traded photos for many years that it is almost impossible to control their future use. Anyone wanting to control the future use of their work would have been well advised to copyright mark their work (as many did) and would be well advised not to post them on photo sharing sites without a watermark as the whole point of these sites is to share the image, it is very easy for those that wish, to lift any image, despite security settings, indeed, Flickr itself, warns you that this is the case. It was this abuse and theft of my material that led me to watermark all of my later uploads. I may yet withdraw non-watermarked photos, I haven’t decided yet. (I did in the end)
To anyone reading the above it will be quite obvious that I can’t provide information regarding specific photos or potential future uploads – I didn’t take them! There are many vehicles that were well known to me as Jim only lived down the road from me (although I didn’t know him), however scanning, titling, tagging and uploading is laborious and time consuming enough, I do however provide a fair amount of information with my own transport (and other) photos. I am aware that there are requests from other Flickr users that are unanswered, I stumble across them months or years after they were posted, this isn’t deliberate. Some weekends one or two “enthusiasts” can add many hundreds of photos as favourites, this pushes requests that are in the comments section ten or twenty pages out of sight and I miss them. I also have notifications switched off, I receive around 50 emails a day through work and I don’t want even more from Flickr. Other requests, like many other things, I just plain forget – no excuses! Uploads of Jim’s photos will be infrequent as it is a boring pastime and I would much rather work on my own output.
These two existing turbines will be replaced by three new turbines. By increasing the lake’s head pressure, this dam will be able to provide more power throughout the winter, a time when the city normally relies on diesel generators as back up when loads are high. These generators are large, noisy, and can consume upwards of 1000 gallons of diesel fuel per hour. This is not only unsustainable and produces considerable carbon emissions, it is not cost effective. A prominent source of criticism for this project is its $145 million price tag. Consider the following: the two existing turbines at Blue Lake Powerhouse (pictured here) have maintained their expected cost of operation since they were installed in 1959. Conversely, the cost of diesel fuel has only increased. This project is about energy security and untying the community from the price of oil. With this project, Sitkans will know - without a doubt - the price that they will be paying for electricity in the future.
“If we can’t deal with our energy issues here in this state, our communities will never be sustainable."
Senator Murkowski Raven Radio Interview, August 5th, 2013
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
After the success of the Soviet Union’s first carrier ship, the Moskva Class (Projekt 1123, also called „Кондор“/„Kondor“) cruisers in the mid 1960s, the country became more ambitious. This resulted in Project 1153 Orel (Russian: Орёл, Eagle), a planned 1970s-era Soviet program to give the Soviet Navy a true blue water aviation capability. Project Orel would have resulted in a program very similar to the aircraft carriers available to the U.S. Navy. The ship would have been about 75-80,000 tons displacement, with a nuclear power plant and carried about 70 aircraft launched via steam catapults – the first Soviet aircraft carrier that would be able to deploy fixed-wing aircraft.
Beyond this core capability, the Orel carrier was designed with a large offensive capability with the ship mounts including 24 vertical launch tubes for anti-ship cruise missiles. In the USSR it was actually classified as the "large cruiser with aircraft armament".
Anyway, the carrier needed appropriate aircraft, and in order to develop a the aircraft major design bureaus were asked to submit ideas and proposals in 1959. OKB Yakovlev and MiG responded. While Yakovlev concentrated on the Yak-36 VTOL design that could also be deployed aboard of smaller ships without catapult and arrester equipment, Mikoyan-Gurevich looked at navalized variants of existing or projected aircraft.
While land-based fighters went through a remarkable performance improvement during the 60ies, OKB MiG considered a robust aircraft with proven systems and – foremost – two engines to be the best start for the Soviet Union’s first naval fighter. “Learning by doing”, the gathered experience would then be used in a dedicated new design that would be ready in the mid 70ies when Project 1153 was ready for service, too.
Internally designated “I-SK” or “SK-01” (Samolyot Korabelniy = carrier-borne aircraft), the naval fighter was based on the MiG-19 (NATO: Farmer), which had been in production in the USSR since 1954.
Faster and more modern types like the MiG-21 were rejected for a naval conversion because of their poor take-off performance, uncertain aerodynamics in the naval environment and lack of ruggedness. The MiG-19 also offered the benefit of relatively compact dimensions, as well as a structure that would carry the desired two engines.
Several innovations had to be addresses:
- A new wing for improved low speed handling
- Improvement of the landing gear and internal structures for carrier operations
- Development of a wing folding mechanism
- Integration of arrester hook and catapult launch devices into the structure
- Protection of structure, engine and equipment from the aggressive naval environment
- Improvement of the pilot’s field of view for carrier landings
- Improved avionics, esp. for navigation
Work on the SK-01 started in 1960, and by 1962 a heavily redesigned MiG-19 was ready as a mock-up for inspection and further approval. The “new” aircraft shared the outlines with the land-based MiG-19, but the nose section was completely new and shared a certain similarity to the experimental “Aircraft SN”, a MiG-17 derivative with side air intakes and a solid nose that carried a. Unlike the latter, the cockpit had been moved forward, which offered, together with an enlarged canopy and a short nose, an excellent field of view for the pilot.
On the SK-01 the air intakes with short splitter plates were re-located to the fuselage flanks underneath the cockpit. In order to avoid gun smoke ingestion problems (and the lack of space in the nose for any equipment except for a small SRD-3 Grad gun ranging radar, coupled with an ASP-5N computing gun-sight), the SK-01’s internal armament, a pair of NR-30 cannon, was placed in the wing roots.
The wing itself was another major modification, it featured a reduced sweep of only 33° at ¼ chord angle (compared to the MiG-19’s original 55°). Four wing hardpoints, outside of the landing gear wells, could carry a modest ordnance payload, including rocket and gun pods, unguided missiles, iron bombs and up to four Vympel K-13 AAMs.
Outside of these pylons, the wings featured a folding mechanism that allowed the wing span to be reduced from 10 m to 6.5 m for stowage. The fin remained unchanged, but the stabilizers had a reduced sweep, too.
The single ventral fin of the MiG-19 gave way to a fairing for a massive, semi-retractable arrester hook, flanked by a pair of smaller fins. The landing gear was beefed up, too, with a stronger suspension. Catapult launch from deck was to be realized through expandable cables that were attached onto massive hooks under the fuselage.
The SK-01 received a “thumbs up” in March 1962 and three prototypes, powered by special Sorokin R3M-28 engines, derivatives of the MiG-19's RB-9 that were adapted to the naval environment, were created and tested until 1965, when the type – now designated MiG-SK – went through State Acceptance Trials, including simulated landing tests on an “unsinkalble carrier” dummy, a modified part of the runway at Air Base at the Western coast of the Caspian Sea. Not only flight tests were conducted at Kaspiysk, but also different layouts for landing cables were tested and optimized as well. Furthermore, on a special platform at the coast, an experimental steam catapult went through trials, even though no aircraft starts were made from it – but weights hauled out into the sea.
Anyway, the flight tests and the landing performance on the simulated carrier deck were successful, and while the MiG-SK (the machine differed from the MiG-19 so much that it was not recognized as an official MiG-19 variant) was not an outstanding combat aircraft, rather a technology carrier with field use capabilities.
The MiG-SK’s performance was good enough to earn OKB MiG an initial production run of 20 aircraft, primarily intended for training and development units, since the whole infrastructure and procedures for naval aviation from a carrier had to be developed from scratch. These machines were built at slow pace until 1968 and trials were carried out in the vicinity of the Black Sea and the Caspian Sea.
The MiG-SK successfully remained hidden from the public, since the Soviet Navy did not want to give away its plans for a CTOL carrier. Spy flights of balloons and aircraft recognized the MiG-SK, but the type was mistaken as MiG-17 fighters. Consequently, no NATO codename was ever allocated.
Alas, the future of the Soviet, carrier-borne fixed wing aircraft was not bright: Laid down in in 1970, the Kiev-class aircraft carriers (also known as Project 1143 or as the Krechyet (Gyrfalcon) class) were the first class of fixed-wing aircraft carriers to be built in the Soviet Union, and they entered service, together with the Yak-38 (Forger) VTOL fighter, in 1973. This weapon system already offered a combat performance similar to the MiG-SK, and the VTOL concept rendered the need for catapult launch and deck landing capability obsolete.
OKB MiG still tried to lobby for a CTOL aircraft (in the meantime, the swing-wing MiG-23 was on the drawing board, as well as a projected, navalized multi-purpose derivative, the MiG-23K), but to no avail.
Furthermore, carrier Project 1153 was cancelled in October 1978 as being too expensive, and a program for a smaller ship called Project 11435, more V/STOL-aircraft-oriented, was developed instead; in its initial stage, a version of 65,000 tons and 52 aircraft was proposed, but eventually an even smaller ship was built in the form of the Kuznetsov-class aircraft carriers in 1985, outfitted with a 12-degree ski-jump bow flight deck instead of using complex aircraft catapults. This CTOL carrier was finally equipped with navalized Su-33, MiG-29 and Su-25 aircraft – and the MiG-SK paved the early way to these shipboard fighters, especially the MiG-29K.
General characteristics:
Crew: One
Length: 13.28 m (43 ft 6 in)
Wingspan: 10.39 m (34 ft)
Height: 3.9 m (12 ft 10 in)
Wing area: 22.6 m² (242.5 ft²)
Empty weight: 5.172 kg (11,392 lb)
Max. take-off weight: 7,560 kg (16,632 lb)
Powerplant:
2× Sorokin R3M-28 turbojets afterburning turbojets, rated at 33.8 kN (7,605 lbf) each
Performance:
Maximum speed: 1,145 km/h (618 knots, 711 mph) at 3,000 m (10,000 ft)
Range: 2,060 km (1,111 nmi, 1,280 mi) with drop tanks
Service ceiling: 17,500 m (57,400 ft)
Rate of climb: 180 m/s (35,425 ft/min)
Wing loading: 302.4 kg/m² (61.6 lb/ft²)
Thrust/weight: 0.86
Armament:
2x 30 mm NR-30 cannons in the wing roots with 75 RPG
4x underwing pylons, with a maximum load of 1.000 kg (2.205 lb)
The kit and its assembly:
This kitbash creation was spawned by thoughts concerning the Soviet Naval Aviation and its lack of CTOL aircraft carriers until the 1980ies and kicked-off by a CG rendition of a navalized MiG-17 from fellow member SPINNERS at whatifmodelers.com, posted a couple of months ago. I liked this idea, and at first I wanted to convert a MiG-17 with a solid nose as a dedicated carrier aircraft. But the more I thought about it and did historic research, the less probable this concept appeared to me: the MiG-17 was simply too old to match Soviet plans for a carrier ship, at least with the real world as reference.
A plausible alternative was the MiG-19, esp. with its twin-engine layout, even though the highly swept wings and the associated high start and landing speeds would be rather inappropriate for a shipborne fighter. Anyway, a MiG-21 was even less suitable, and I eventually took the Farmer as conversion basis, since it would also fit into the historic time frame between the late 60ies and the mid-70ies.
In this case, the basis is a Plastyk MiG-19 kit, one of the many Eastern European re-incarnations of the vintage KP kit. This cheap re-issue became a positive surprise, because any former raised panel and rivet details have disappeared and were replaced with sound, recessed engravings. The kit is still a bit clumsy, the walls are very thick (esp. the canopy – maybe 2mm!), but IMHO it’s a considerable improvement with acceptable fit, even though there are some sink holes and some nasty surprises (in my case, for instance, the stabilizer fins would not match with the rear fuselage at all, and you basically need putty everywhere).
Not much from the Plastyk kit was taken over, though: only the fuselage’s rear two-thirds were used, some landing gear parts as well as fin and the horizontal stabilizers. The latter were heavily modified and reduced in sweep in order to match new wings from a Hobby Boss MiG-15 (the parts were cut into three pieces each and then set back together again).
Furthermore, the complete front section from a Novo Supermarine Attacker was transplanted, because its short nose and the high cockpit are perfect parts for a carrier aircraft. The Attacker’s front end, including the air intakes, fits almost perfectly onto the round MiG-19 forward fuselage, only little body work was necessary. A complete cockpit tub and a new seat were implanted, as well as a front landing gear well and walls inside of the (otherwise empty) air intakes. The jet exhausts were drilled open, too, and afterburner dummies added. Simple jobs.
On the other side, the wings were trickier than expected. The MiG-19 kit comes with voluminous and massive wing root fairings, probably aerodynamic bodies for some area-ruling. I decided to keep them, but this caused some unexpected troubles…
The MiG-15 wings’ position, considerably further back due to the reduced sweep angle, was deduced from the relative MiG-19’s landing gear position. A lot of sculpting and body work followed, and after the wings were finally in place I recognized that the aforementioned, thick wing root fairings had reduced the wing sweep – basically not a bad thing, but with the inconvenient side effect that the original wing MiG-15 fences were not parallel to the fuselage anymore, looking rather awkward! What to do? Grrrr…. I could not leave it that way, so I scraped them away and replaced with them with four scratched substitutes (from styrene profiles), moving the outer pair towards the wing folding mechanism.
Under the wings, four new pylons were added (two from an IAI Kfir, two from a Su-22) and the ordnance gathered from the scrap box – bombs and rocket pods formerly belonged to a Kangnam/Revell Yak-38.
The landing gear was raised by ~2mm for a higher stance on the ground. The original, thick central fin was reduced in length, so that it could become a plausible attachment point for an arrester hook (also from the spares box), and a pair of splayed stabilizer fins was added as a compensation. Finally, some of the OOB air scoops were placed all round the hull and some pitots, antennae and a gun camera fairing added.
Painting and markings:
This whif was to look naval at first sight, so I referred to the early Yak-38 VTOL aircraft and their rather minimalistic paint scheme in an overall dull blue. The green underside, seen on many service aircraft, was AFAIK a (later) protective coating – an obsolete detail for a CTOL aircraft.
Hence, all upper surfaces and the fuselage were painted in a uniform “Field Blue” (Tamiya XF-50). It’s a bit dark, but I have used this unique, petrol blue tone many moons ago on a real world Kangnam Forger where it looks pretty good, and in this case the surface was furthermore shaded with Humbrol 96 and 126 after a black in wash.
For some contrast I painted the undersides of the wings and stabilizers as well as a fuselage section between the wings in a pale grey (Humbrol 167), seen on one of the Yak-38 prototypes. Not very obvious, but at least the aircraft did not end up in a boring, uniform color.
The interior was painted in blue-gray (PRU Blue, shaded with Humbrol 87) while the landing gear wells became Aluminum (Humbrol 56). The wheel discs became bright green, just in order to keep in style and as a colorful contrast, and some di-electric panels and covers became very light grey or bright green. For some color contrast, the anti-flutter weight tips on the stabilizers as well as the pylons’ front ends were painted bright red.
The markings/decals reflect the early Soviet Navy style, with simple Red Stars, large yellow tactical codes and some high contrast warning stencils, taken from the remains of a Yak-38 sheet (American Revell re-release of the Kangnam kit).
Finally, after some soot stains with graphite around the gun muzzles and the air bleed doors, the kit was sealed with a coat of semi-matt acrylic varnish and some matt accents (anti-glare panel, radomes).
A simple idea that turned out to be more complex than expected, due to the wing fence troubles. But I am happy that the Attacker nose could be so easily transplanted, it changes the MiG-19’s look considerably, as well as the wings with (much) less sweep angle.
The aircraft looks familiar, but you only recognize at second glance that it is more than just a MiG-19 with a solid nose. The thing looks pretty retro, reminds me a bit of the Supermarine Scimitar (dunno?), and IMHO it appears more Chinese than Soviet (maybe because the layout reminds a lot of the Q-5 fighter bomber)? It could even, with appropriate markings, be a Luft ’46 design?
There's not much of winter in this part of the world. Even during peak winter season, the leaves barely loose their color.
All green, all the time!
It has been a while since I posted an image to show the progress being made at Bromsgrove's new station. The usual Class 170 2-car London Midland mid-morning 1M59 Turbostar DMU from Hereford to Birmingham New Street was recorded approaching its stop at the existing station, where I and several dozen passengers where waiting to join the already full and standing train. As is the custom on this route, there was no chance of a seat and I even noted a couple of intended passengers couldn't get on, (a bicycle is not welcomed in reality!), so they were left to either wait another hour or use other transport.
I don't think an opening date has been confirmed yet and based on the state of the site, it won't be for the timetable change this month, I guess? That said, LM clearly has no additional capacity to cover even the present service needs, there being well over 30 standing passengers in my coach that I was able to count as we climbed the Lickey!
Looking at the platform beyond the unit, I note there are two new enclosed bus shelters on the Up platform. Based on the existing numbers that regularly use the station, they will be pretty rammed on a cold wet one no doubt and I can well see many passengers waiting under the cover of the footbridge stairs for their train to arrive rather than stand out in the elements. Whatever happened to platform canopies? Still, the well rammed, standing room only shelters will prepare them for the ride to Brum.
When we reached New Street station, the customary 'abandon train' routine was quickly undertaken by the train crew: DMU stops at the platform and before the doors can be opended, the train was plunged into darkness when they switched the lights off as the engines were shut down, leaving the wedged train of passengers to grope around in the dark to comply with the PA request to take all your belongings with you and mind the gap! Priceless, eh!
All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved â Copyright Don Gatehouse
Cavendish Mews is a smart set of flats in Mayfair where flapper and modern woman, the Honourable Lettice Chetwynd has set up home after coming of age and gaining her allowance. To supplement her already generous allowance, and to break away from dependence upon her family, Lettice has established herself as a society interior designer, so her flat is decorated with a mixture of elegant antique Georgian pieces and modern Art Deco furnishings, using it as a showroom for what she can offer to her well heeled clients.
Today however we are following Lettice’s maid, Edith, who together with her beau, local grocery delivery boy Frank Leadbetter, have wended their way north-east from Cavendish Mews on their Sunday off, through neighbouring Soho to the Lyons Corner House* on the corner of Oxford Street and Tottenham Court Road. As always, the flagship restaurant on the first floor is a hive of activity with all the white linen covered tables occupied by Londoners indulging in the treat of a Lyon’s luncheon or early afternoon tea. Between the tightly packed tables, the Lyons waitresses, known as Nippies**, live up to their name and nip in and out, showing diners to empty tables, taking orders, placing food on tables and clearing and resetting them after diners have left. The cavernous space with its fashionable Art Deco wallpapers and light fixtures and dark Queen Anne English style furnishing is alive with colour, movement and the burbling noises of hundreds of chattering voices, the sound of cutlery against crockery and the clink of crockery and glassware fills the air brightly.
Amidst all the comings and goings, Edith and Frank sit at a table for two just adjunct to one of the glass fronted cabinets filled with delicious cakes on display, engrossed in a conversation over the film that they have just seen together in an East Ham cinema.
“Oh I did enjoy ‘The Notorious Mrs. Carrick’***, Frank.” Edith enthuses. “That Cameron Carr**** is such a handsome film star!” she sighs.
“Hey!” splutters Frank as he deposits his teacup back into its saucer. “I would hope you only have eyes for me, Edith Watsford, and not some flicker of light up on a screen at the Premier in East Ham*****.”
“Are you jealous, Frank Leadbetter?” Edith laughs, her amused giggles blending in with the vociferous chatting going on around them.
“Certainly not!” Frank retorts blusteringly, stiffening in his seat. “Don’t talk such rubbish!”
“I declare, you are!” Edith giggles.
“Am not!”
“You are, Frank, and don’t pretend you aren’t.” she teases. “I can tell when you are, and your flushing cheeks give you away.”
“Oh really?” Frank gasps, raising his hands to his cheeks and pressing his palms into them to hide the rising colour in his face.
“Oh Frank!” Edith continues to chuckle. “You know you have nothing to worry about. Those film stars are just matinee idols******. They aren’t flesh and blood like you are. They are…” She pauses for a moment to think of the right words. “They are creatures made of stardust and dreams.” She gesticulates waving her hands elegantly through the air between them. “They aren’t real. I’m just like most girls, Frank. I like the moving pictures for their fantasy and their escapism into another world, far away from the hand graft of our everyday lives.”
“Well, so long as you don’t become like those crazy girls who scream hysterically in the street about that Rudolph Valentino*******, making a scene, and fools of themselves.” Franks says with distain.
“As if I would, Frank!” Edith retorts, lifting her cup of tea to her lips. “You know me well enough to know I’d never do anything like that! If anything, Miss Lettice or some of her flapper friends strike me as being more inclined to behave like that, and even then Miss Lettice would only do it just to shock her parents.”
“Well, she does influence you,” Frank replies sagely. “Even if you don’t know it.”
“Oh, don’t talk such rubbish, Frank.” Edith scoffs with a wave of her hand. “It is true that I admire Miss Lettice - it makes it easier to work for her that I do – but I would never let her influence me like that! She already tries to fill my head with ideas about my place in this new post-war world, but I’m not prepared to be quite as revolutionary as she would have me be.”
Their conversation is interrupted by a Nippie carrying a blue and white china plate on which some dainty triangle sandwiches are prettily arranged and garnished with parsley sprigs. “Tongue and jelly sandwiches********.” she announces cheerily over the hubbub of chatter around them before lowing the plate onto the empty space on the white linen covered tablecloth between their plates and teacups.
“Thank you, Miss.” Edith says politely to the Nippie, who’s grateful smile brightens her slightly tired looking visage beneath her stiff linen cap. After the Nippie leaves, Edith turns her attention back to Frank and adds, “I was always taught that ‘pleases’ and ‘thank yous’ go a long way, in this world, and that you should always thank anyone who is serving you, whether it is a shop girl, or a Nippie.” She slips her starched linen napkin out from underneath her knife and shakes it out before draping it across her lap. “And my Mum taught me that by the way, not Miss Lettice.” she continues, as she makes a selection from the sandwiches on the plate, removing the top one from the stack.
“Well, I’m glad to hear it, Edith.” Frank says as he shakes out his own napkin and places it across his lap before selecting a sandwich for himself. “I’ve always admired you for your manners and how polite and kind you are to others. Your mother taught you well.”
“And your parents and grandmother taught you well… Francis.” Edith adds Frank’s proper name at the end of the sentence cheekily, teasing him.
“I wish Gran had never let that slip.” Frank mutters begrudgingly. “I’m Frank now. No-one at the trades union will take me seriously if I’m called Francis.”
“Oh, I’m only teasing, Frank.” Edith reaches out her right hand and grasps his left as it rests on the tablecloth next to his plate. She smiles in an assuring way towards Frank.
Edith takes a bite of her sandwich, enjoying the soft white bread and the spiced meat as she rolls it around her mouth, and sighs contentedly.
“Oh, and thinking of the trade unions, there’s something I wanted to talk to you about, Edith.” Frank remarks as he chews on a mouthful his sandwich.
Edith swallows her mouthful of sandwich hard and picks up her teacup. Sipping her tea she remarks, “That sounds very serious, Frank.”
Frank looks earnestly at Edith. “Well, I suppose it is, Edith.”
Replacing her cup into its saucer, Edith smiles sweetly at Frank. “What is it then, Frank?”
Frank reaches inside the inner breast pocket of his tweed jacket and withdraws an advertising leaflet. Slightly dogeared, he hands it over the table to Edith.
“What’s this then?” She glances at the colourful brochure. On its cover is a stylised drawing of a Tutorbethan style********* two storey house with a tiled pitched roof set amidst an idyllic and lush English cottage garden. “Metro-Land, price twopence.” she reads the golden yellow wording on a dark brown background in a vignette at the bottom of the booklet.
“How would you like to live there, Edith?” Frank asks, his voice breathy with excitement.
Edith looks up from the brochure with wide and startled eyes. “Have you broken the bank at Monte Carlo********** Frank?” she laughs. “We couldn’t afford to live in a house like this, even with my extra four shillings a month as part of our combined wages! I won’t be earning a proper wage after we get married*********** don’t forget, Frank.” she cautions. “Where is this anyway?” She flicks the pamphlet open. “Chalk Hill Estate.”
“For around five shillings a week, we could rent a nice little two-up two-down************ semi************* just like that, in the Chalk Hill Estate: maybe a little bit more if we want one that’s furnished.”
“You’re dreaming, Frank. We can’t afford this.” she scoffs as she runs her hand over the brightly coloured cover. “This is for the aspiring middle-classes, not for the likes of us.”
“Ah, but that’s where your reckoning is wrong, Edith.” Frank replies, picking up his cup and taking a sip of his milky tea. “You see, when I was at the trades union meeting the other week, I met up with my friend Richard, and well, he told me that there might be an opening or two in one of the new grocers shops being built in places like the Chalk Hill, Grange and Cedars Estates for an assistant manager position, which would lead eventually to a position where I’d be running my own corner grocer. Even as an assistant manager, I’d be earning a decent wage: we might be lower middle-class dare I suggest it.” Frank smiles proudly. “Richard gave me that pamphlet.”
“So where are these Metroland************** estates then, Frank?”
“Well, they are these new London suburbs being built north-west of London: Buckinghamshire, Hertfordshire, Middlesex.”
“Buckinghamshire?” Edith splutters, nearly choking on the mouthful of tea she has just drunk. “But that’s where Miss Lettice’s married sister lives! That’s miles away! It’s the country!”
“Well not any more it isn’t Edith.” Frank assures her. “It’s all being subdivided now and served by the Metropolitan Railway. They are the ones who are developing it.”
“But I don’t want to move to Buckinghamshire, Frank!”
“It’s not so bad, Edith. The Chalk Hill, Grange and Cedars Estates are all being built along the railway line not too far from Wembley Park, so you’d be able to visit your parents easily, and they’d be able to come and visit us too. In fact, you’d be closer to them than you are at Cavendish Mews. We’d live in a nice little house behind the shop, with all the mod-cons like indoor plumbing and electricity, just like Miss Lettice’s flat at Cavendish Mews.”
“That all sounds splendid, Frank, but the country!”
“They aren’t the country. They are called the ‘new suburbs’. Anyway, don’t forget that Harlesden was once a country area too. You’ve heard your mother tell stories about how she and your grandparents lived on a farm when she was growing up.”
Edith contemplates what Frank says for a moment. “Well, I think they might have lived a bit further out than Harlesden, then Frank.”
“But even so, Edith, Harlesden was a rural area once. Anyway, if I were running a corner grocer, or even being an assistant manager of one to begin with, we would be right in the heart of the shopping strip, so you wouldn’t be far from anything.”
“I remember what Queenie told Hilda and I about life in a country village, and I saw it for myself,” Edith tempers, remembering the trip that she and her best friend took to visit their friend and fellow housemaid, Queenie, in Alderley Edge in Cheshire. “Everyone there knows everyone else’s business, and the ladies there were all horribly snobbish and mean to Queenie, and were equally snobbish to Hilda and I once they knew that we were maids – not that there’s anything wrong with being a humble domestic.”
“Of course there isn’t, Edith. However, Alderley Edge is different to one of these estates, Edith.” Frank assures her.
“I don’t see how, Frank.”
“Well, Alderley Edge was a village and an old one at that, and Cheshire has some very fancy people living in it. These estates like Chalk Hill,” He points to the leaflet hanging limply in Edith’s hand. “Are new. There are no existing big families with fancy titles and histories and all that. There’s no pecking order. It would be made up of working people – yes, many middle-class families looking to solve their housing problems, but aspiring working people like us, too. It would be far more…” He thinks for a moment. “Egalitarian.”
“And what does that mean, Frank?” Edith spits.
“Well, it’s a belief, a belief based on the principle that all people are equal and deserve equal rights and opportunities.”
“Hhhmmm…” Edith contemplates. “Well, we’ll see about that. That all sounds fine in theory, but in my experience there are people who look down on other people everywhere, like nasty old Widow Hounslow,” She utters the name of her parent’s doughy landlady with distaste. “In Harlesden. I think people wanting to start new lives and lord that fact over others might live in these new paradise suburbs of yours, Frank.”
“Oh now don’t be like that, Edith! You sound like your mother when you talk like that.”
“Well, you can hardly blame me, Frank. This,” She hands the pamphlet back to Frank with an air of distain. “Is a big change you’re suggesting we make.”
Frank accepts the thin booklet and slips it somewhat reluctantly back into his inner breast pocket. “But just think, we could have a lovely home together: a real home with a little garden.”
“Dad has an allotment.” Edith defends.
“I know, but imagine a proper garden for the children to run around and play in. The children we have, Edith, can grow up attending local schools and getting lots of fresh air. There would be no pea-soupers*************** for them to suffer through.”
Edith considers the great clouds of thick, dense fog enveloping the streets of London and seeping into the corners of even places as fine as Cavendish Mews during the winter months, and how everyone coughs badly during them and in their aftermath.
“Well that’s true.” she admits begrudgingly. “But…”
“And if we lived in a little house like this,” Frank pats his jacket where the pamphlet now resides. “We’d have room for Hilda or Queenie to come and stay. Wouldn’t that be nice.”
“Very nice Frank.” Edith replies a little disbelievingly. “But what about your Gran?”
“What about her, Edith?”
“Well, if we moved to one of these new Metroland estates of yours, we’d be closer to my parents, but further away from Upton Park, and your Gran is older than my parents are.”
“Oh!” Frank dismisses. “Gran will be fine with it. She’s been telling me that I should get out of London if I can for years now. Don’t forget that before she married my grandfather, Gran lived in a little Scottish village. London is the only big city she has ever lived in, and she still doesn’t like it even to this day.”
“But what about when she gets older, Frank? She’s already infirm now.”
“Well,” Frank admits a little sheepishly. “I’ve been thinking about that too.”
“And?”
“And I was thinking that she might come to live with us when the time came that she couldn’t be on her own any more, since we’d have a bit more room with a house of our own.”
“It sounds like this house of yours that you imagine for us might be made of elastic, Frank,” Edith snorts with mild amusement and disbelief. “What with our children, my parents, Hilda and Queenie visiting, and now you Gran coming to live with us. Where will everyone fit? Someone will have to sleep in the inside privy!”
“We’d make it work, Edith.” Frank assures her. “Together.”
“Well, it’s a lot to consider, Frank.” Edith says after taking a few minutes to chew another mouthful of sandwich, the bread, tongue and jelly suddenly heavy in her mouth and stomach.
“But you will consider it, Edith?” Frank asks, the hopeful lilt in his voice echoing the optimistic glint in his bright blue eyes and anticipative stance as he sits across from his sweetheart.
“Metroland.” Edith utters.
“Our future… in Metroland.”
Edith sighs heavily. “You have rather sprung this on me, Frank.”
“Well, I hadn’t even considered the idea until Richard mentioned it to me at the trade unions meeting.”
“It’s a lot for me to consider, Frank. It means a major shift in where I’d envisaged us living after we were married, and how we would live.”
“Oh, me too, Edith. The most I’d hoped for was to take a position as a buyer or merchandiser at another grocer, maybe one south of the Thames.”
“So, you have to give me time to warm to the idea.”
“I don’t see what’s to warm to, Edith. Imagine our live…”
Edith holds up her worn right hand to silence Frank’s immediate defence of his idea. “You know me, Frank. I’m not as enthused as you are about new ideas. You have to give me time, or this will never work.”
Frank smiles as he settles back more comfortably in his seat and picks up the remains of a triangle of tongue and jelly sandwich. “I’ll wait for as long as you need to be convinced that our future in Metroland will be for the best, Edith.” He takes a bite of the sandwich in his hand. “Anyway, it’s not like I’m marrying you tomorrow and whisking you away to Buckinghamshire.”
“And you won’t be, Frank Leadbetter.” Edith cautions him. “Just the other side of Wembley is one thing. Buckinghamshire is quite another.”
Edith picks up her teacup and takes a sip of her tea.
*J. Lyons and Co. was a British restaurant chain, food manufacturing, and hotel conglomerate founded in 1884 by Joseph Lyons and his brothers in law, Isidore and Montague Gluckstein. Lyons’ first teashop opened in Piccadilly in 1894, and from 1909 they developed into a chain of teashops, with the firm becoming a staple of the High Street in the United Kingdom. At its peak the chain numbered around two hundred cafes. The teashops provided for tea and coffee, with food choices consisting of hot dishes and sweets, cold dishes and sweets, and buns, cakes and rolls. Lyons' Corner Houses, which first appeared in 1909 and remained until 1977, were noted for their Art Deco style. Situated on or near the corners of Coventry Street, Strand and Tottenham Court Road, they and the Maison Lyonses at Marble Arch and in Shaftesbury Avenue were large buildings on four or five floors, the ground floor of which was a food hall with counters for delicatessen, sweets and chocolates, cakes, fruit, flowers and other products. In addition, they possessed hairdressing salons, telephone booths, theatre booking agencies and at one period a twice-a-day food delivery service. On the other floors were several restaurants, each with a different theme and all with their own musicians. For a time, the Corner Houses were open twenty-four hours a day, and at their peak each branch employed around four hundred staff including their famous waitresses, commonly known as Nippies for the way they nipped in and out between the tables taking orders and serving meals. The tea houses featured window displays, and, in the post-war period, the Corner Houses were smarter and grander than the local tea shops. Between 1896 and 1965 Lyons owned the Trocadero, which was similar in size and style to the Corner Houses.
**The name 'Nippies' was adopted for the Lyons waitresses after a competition to rename them from the old fashioned 'Gladys' moniker - rejected suggestions included ‘Sybil-at-your-service’, ‘Miss Nimble’, Miss Natty’ and 'Speedwell'. The waitresses each wore a starched cap with a red ‘L’ embroidered in the centre and a black alpaca dress with a double row of pearl buttons.
***”The Notorious Mrs. Carrick” is a 1924 British silent crime film directed by George Ridgwell and starring Cameron Carr, A.B. Imeson and Gordon Hopkirk. It was an adaptation of the novel Pools of the Past by Charles Proctor. The film was made by Britain's largest film company of the era Stoll Pictures. It was released in July 1924.
****Cameron Carr was an English actor of the silent era, born in 1876, he died in 1944. He made many films between 1918 and the early 1930s. Then like many stars of the silent era, the advent of talking pictures put an end to his career in films as he found the transition to talkies to difficult. He starred as the lead actor, of the 1924 silent film, “The Notorious Mrs. Carrick”, playing Mr. Carrick.
*****The Premier Super Cinema in East Ham was opened on the 12th of March, 1921, replacing the 800 seat capacity 1912 Premier Electric Theatre. The new cinema could seat 2,408 patrons. The Premier Super Cinema was taken over by Provincial Cinematograph Theatres who were taken over by Gaumont British in February 1929. It was renamed the Gaumont from 21st April 1952. The Gaumont was closed by the Rank Organisation on 6th April 1963. After that it became a bingo hall and remained so until 2005. Despite attempts to have it listed as a historic building due to its relatively intact 1921 interior, the Gaumont was demolished in 2009.
******A matinee idol is a handsome actor, admired for his good looks.
*******Rodolfo Pietro Filiberto Raffaello Guglielmi di Valentina d'Antonguella was born in May 1895, and was known professionally as Rudolph Valentino and nicknamed The Latin Lover, was an Italian actor based in the United States who starred in several well-known silent films including The Four Horsemen of the Apocalypse, The Sheik, Blood and Sand, The Eagle, and The Son of the Sheik. Valentino was a sex symbol of the 1920s, known in Hollywood as the "Latin Lover" (a title invented for him by Hollywood moguls), the "Great Lover", or simply Valentino. His early death at the age of 31 in 1926 caused mass hysteria among his fans, further cementing his place in early cinematic history as a cultural film icon. In spite of his appeal to women of the 1920s, it is now believed that Valentino was gay, or at the very least bisexual, with relationships with actress Pola Negri and actor Ramón Novarro in addition to his second wife Natacha Rambova. Despite claims of him being a “Latin Lover”, his first marriage to lesbian actress Alla Nazimova was never consummated.
********Tongue and jelly is a gelatinous food made from braided calves tongues, boiled with onions, celery, cloves, herbs, brandy and sugar which is then preserved in gelatine. Back in the 1920s, it is more likely that aspic would have been used, rather than gelatine. It was a very popular savoury topping on picnic sandwiches in the Victorian and Edwardian eras.
*********Tudor Revival architecture, also known as mock Tudor in Britain, first manifested in domestic architecture in the latter half of the Nineteenth Century. Based on revival of aspects that were perceived as Tudor architecture, in reality it usually took the style of English vernacular architecture of the Middle Ages that had survived into the Tudor period. Tudorbethan is a subset of Tudor Revival architecture that eliminated some of the more complex aspects of Jacobethan in favour of more domestic styles of "Merrie England", which were cosier and quaint. It was associated with the Arts and Crafts movement.
**********"The Man Who Broke the Bank at Monte Carlo" (originally titled "The Man that Broke the Bank at Monte Carlo") is a popular British music hall song published in 1891 by Fred Gilbert, a theatrical agent who had begun to write comic songs as a sideline some twenty years previously.[1] The song was popularised by singer and comedian Charles Coborn. Coborn wrote in his 1928 autobiography that to the best of his recollection he first sang the song in 'the latter part of 1891.'[6] An advertisement in a London newspaper suggests, however, that he first performed it in public in mid-February 1892. The song remained popular from the 1890s until the late 1940s, and is still referenced in popular culture today. Coborn, then aged 82, performed the song in both English and French in the 1934 British film “Say It with Flowers”.
***********Prior to and even after the Second World War, there was a ‘marriage bar’ in place. Introduced into legislation, the bar banned the employment of married women as permanent employees, which in essence meant that once a woman was married, no matter how employable she was, became unemployable, leaving husbands to be the main breadwinner for the family. This meant that working women needed to save as much money as they could before marriage, and often took in casual work, such as mending, sewing or laundry for a pittance at home to help bring in additional income and help to make ends meet. The marriage bar wasn’t lifted until the very late 1960s.
************Two-up two-down is a type of small house with two rooms on the ground floor and two bedrooms upstairs. There are many types of terraced houses in the United Kingdom, and these are among the most modest. The first two-up two-down terraces were built in the 1870s, but the concept of them made up the backbone of the Metroland suburban expansions of the 1920s with streets lined with rows of two-up two-down semi-detached houses in Mock Tudor, Jacobethan, Arts and Crafts and inter-war Art Deco styles bastardised from the aesthetic styles created by the likes of English Arts and Crafts Movement designers like William Morris and Charles Voysey.
*************A semi-detached house (known more commonly simply as a semi) is a house joined to another house on one side only by a common wall.
**************Metroland is a name given to the suburban areas that were built to the north-west of London in the counties of Buckinghamshire, Hertfordshire and Middlesex in the early part of the Twentieth Century that were served by the Metropolitan Railway. The railway company was in the privileged position of being allowed to retain surplus land; from 1919 this was developed for housing by the nominally independent Metropolitan Railway Country Estates Limited (MRCE). The term "Metroland" was coined by the Met's marketing department in 1915 when the Guide to the Extension Line became the Metro-land guide. It promoted a dream of a modern home in beautiful countryside with a fast railway service to central London until the Met was absorbed into the London Passenger Transport Board in 1933.
***************A term originating in Nineteenth Century Britain, a pea soup fog is a very thick and often yellowish, greenish or blackish fog caused by air pollution that contains soot particulates and the poisonous gas sulphur dioxide. It refers to the thick, dense fog that is so thick that it appears to be the color and consistency of pea soup. Pea-soupers were particularly common in large industrial cities like Manchester and Liverpool and populous cities like London where there were lots of coal fires either for industry and manufacturing, or for household heating. The last really big pea-souper in London happened in December 1952. At least three and a half to four thousand people died of acute bronchitis. However, in cities like Manchester and Liverpool, where the concentration of manufacturing was higher, they continued well beyond that.
An afternoon tea made up with tea and a selection of triangle sandwiches like this would be enough to please anyone, but I suspect that even if you ate everything you can see here on the table in and in the display case in the background, you would still come away hungry. This is because they, like everything in this scene are 1:12 size miniatures from my miniatures collection.
Fun things to look for in this tableau:
The plate of sandwiches in the centre of the table was made by an unknown artisan and was acquired through Kathleen Knight’s Dolls House Shop in the United Kingdom. The coffee pot with its ornate handle and engraved body is one of three antique Colonial Craftsman pots I also acquired from Kathleen Knight’s Dolls House Shop, as is the silver tray on which they stand. The milk jug and sugar bowl are made by Warwick Miniatures in Ireland, who are well known for the quality and detail applied to their pieces. The Lyons Corner House crockery is made by the Dolls’ House emporium and was acquired from an online stockist of miniatures on E-Bay. The J. Lyons & Co. Ltd. tariff in the foreground is a copy of a 1920s example that I made myself by reducing it in size and printing it. Edith’s handbag handmade from soft leather is part of a larger collection of hats and bags that I bought from an American miniature collector Marilyn Bickel.
The table on which all these items stand is a Queen Anne lamp table which I was given for my seventh birthday. It is one of the very first miniature pieces of furniture I was ever given as a child. The Queen Anne dining chairs were all given to me as a Christmas present when I was around the same age.
In the background is a display case of cakes. The Victoria sponge (named after Queen Victoria) on the cake stand is made by Polly’s Pantry Miniatures in America. Whilst the cupcakes have been made in England by hand from clay by former chef turned miniature artisan, Frances Knight. Her work is incredibly detailed and realistic, and she says that she draws her inspiration from her years as a chef and her imagination. All the cakes in the display cabinet came from Kathleen Knight’s Dolls House Shop in the United Kingdom. The glass and metal cake stands and the glass cloche came from Beautifully Handmade Miniatures in Kettering. The glass cake stands are hand blown artisan pieces. The shiny brass cash register also comes from Beautifully Handmade Miniatures.
The wood and glass display cabinet and the bright brass cash register I obtained from a seller of 1:12 miniatures on E-Bay.
Aust's General Store, Big Beaver, Saskatchewan.
While the existing Aust's General Store has been in the Aust family since 1959, portions of the building date back to 1928. Experience Big Beaver's small town country store that covers 4,000 sq. ft., sells a little bit of everything, and is a popular coffee stop for visitors and residents. Saskatchewan souvenirs are available. All forms of payment are accepted.
+4 in comments.
I ran around in the cold with no shoes on. it was beautiful.
by the way I got a blog complete with a new blog post! Check it out :)
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Both Imperial Japanese Army and Navy Aviation (IJA and IJN, respectively) were very aware of the developments of jet engines, esp. through close contact with Germany and mutual exchange of blueprints and even hardware. But it was the IJN which basically drove jet-powered aircraft, e. g. through the Kyūshū J7W2 Shinden or Nakajima J9Y1 Kikka fighters.
The IJA was far behind schedule. Its primary jet projects had been conversions of existing, piston-engine-driven bomber types, but the increasing threat through high and fast incoming B-29 bombers, as well as the potential danger of even faster, jet-powered types, stirred the development of fast and agile interceptors with a heavy armament.
Since no such indigenous design existed (the IJA rejected the logical option to adapt an IJN types!), German engineers and design had a strong impact on what was to become the Ki-202 - a parallel development to the two-engined, heavier Ki-201 "Karyu", which resembled much the German Me 262.
The Ki-202 was developed by the Nippon Kokusai Koku Kogyo in a very short time frame: initial work started in late 1944, and the prototype was ready in summer 1945. The Ki-202 was regarded as a light, dedicated interceptor for spot defence, which should be produced in large numbers and with less investment of sparse resources and work labor per unit than the Karyu.
The Ki-202 was a very compact and simple aircraft. Outwardly it bore a striking resemblance to Kurt Tank's Ta 183 "Huckebein" jet fighter that had been under development in Germany since 1942, but the Ki-202 was much more simplified, both concerning construction and aerodynamics, as it was so direly needed and, beyond the jet engine, no big development risk was to be dared.
For instance, in order to avoid trouble with swept wings (which had not been incorporated in Japanese aircraft design yet, even though some wind tunnel test results already existed, as well as scientific input from Germany), the Ki-202 featured straight wings with a laminar-flow profile. The tail section was also different from the Ta 183: instead of the Ta 183's highly swept tail fin and a T-tail arrangement, the Ki-202 featured a relatively slender, staright tail boom above the jet exhaust, carrying a conventional stabilizer arrangement with only moderate sweep.
The fuselage resembled much Hans Multhopp's Ta 183, with a nose air intake, the pressurized cockpit placed above the air duct. The cockpot featured a frameless bubble canopy with an armored windscreen that offered an excellent field of view. Another novelty for the IJA was a tricycle landing gear that retracted into the lower fuselage. The engine (initially a single Ishikawajima Ne-20 turbojet, rated at 4.66 kN/475 kgf) filled the whole lower fuselage half. It lay between the main landing gear wells, with fuel cells above them and in the wing roots.
The aircraft had a rather stubby appearance, but turned out to be easy to handle and highly agile. Its weak spot was the Ne-20 engine, which was based on the German BMW 003 turbojet. Its low power output limited the Ki-202's performance so much that the initial prototypes (two were built) could only take off with reduced fuel - in fact, one of these machines was lost when it overrun the runway and crashed beyond repair.
Hence, only basic flight testing without any military equipment on board could be done until April 1945, and after the starting crash the other prototype was actually towed into the air, where it would, at safe height, power up its engine and perform a very limited test program.
When it became available in May 1945, a slightly uprated Ne-20-Kai engine was installed, but this measure hardly made the aircraft suitable to serious military service.
Things changed dramatically with the introduction of the much improved Ne-230 and Ne-330 engines. The latter had a thrust rating at 12.75 kN/1.300 kgf of thrust - nearly three times of what the early Ne-20 could deliver and close to the German 2nd generation Heinkel HeS 011 turbojet.
This new engine necessitated a slightly widened exhaust nozzle, and in the course of this modifications many detail refinements on prototypes #3 and 4 were made, including anti-flutter weights on the horizontal stabilizers and small wing fences.
In September 1945 this "new" aircraft eventually entered IJA service as "Ki-202 Kai", officially called 'Goryō' (御霊 - "Vengeful ghost") but also nicknamed 'Nezumi' (ネズミ - "Mouse") by its crews
The new type proved to be an immediate success. The Ki-202 Kai had a very good rate of climb, the short wings, coupled with a center-heavy CG due to the compact "pod and boom" layout, offered a very high manouverybility that was on par with contemporary Allied piston-engined fighters. As a bonus, its small size made the 'Goryō' a target which was hard to acquire or hit.
On the other side, the aircraft sported a powerful cannon armament (two fuselage-mounted 20 mm Ho-5 cannons, each with 150 RPG, plus two fuselage-mounted 30 mm Ho-155-II cannons, each with 50 RPG), and it was able to carry unguided air-to-air missiles under its wings, or two 150 L (40 US gal) drop tanks on either wing or a pair of 250 kg (550 lb) bombs.
On the downside, the Ne-330 engine had a very high fuel consumption rate, its throttle response was marginal, and its reliability was poor, especially in the initial production batches which suffered from material failures and lack of engineering experience.
General characteristics
Crew: one
Length: 8.96 m (29 ft 4 in)
Wingspan: 9,74 m (31 ft 10 1/2 in)
Height: 3,69 m (12 ft 1 in)
Wing area: 17.5 m² (188 ft²)
Empty weight: 2,380 kg (5,247 lb)
Loaded weight: 4,300 kg (9,480 lb)
Powerplant:
1× Ishikawajima Ne-330 engine with 12.75 kN/1.300 kgf of thrust
Performance
Maximum speed: 855 km/h (531 mph)
Stall speed: 140 km/h (92 knots, 106 mph) (power off, flaps down)
Range: 1.250 km (673 nmi, 776 mi)
Service ceiling: 14.000 m (45,932 ft)
Rate of climb: 20,4 m/s (4,020 ft/min)
Wing loading: 196 kg/m² (41 lb/ft²)
Thrust/weight: 0.37
Armament
2× 20 mm Ho-5 cannons with 150 RPG
2× 30 mm Ho-155-II cannons with 50 RPG
2× underwing hardpoints for up to 250 kg (551 lb) each
(for racks with unguided missiles, drop tanks or bombs)
The kit and its assembly:
A spontaneous project, inspired by a similar build (in French livery, though) on whatifmodelers.com some time ago, and an interim project while I waited for ordered decals for another whif on the bench.
I had a surplus Ta 183 from PM Models in store, and eventually considered it for conversion. When I recently got hands on several PZL TS-11 'Iskra' trainers from Master Craft, I eventually got the inspiration (and parts!) I needed and decided to make a kitbash, retro-fitting the rather futuristic Ta 183 with straight wings and a tail boom.
Conversion was rather straightforward, even though little from the Ta 183 was left: just the fuselage halves, air intake, canopy and parts of the landing gear. The Iskra 'donated' its wings and tail, as well as the front wheel.
Main wheels, cockpit interior, exhaust pipe and pilot figure come from the scrap box - noteworthy is the landing gear well interior. The PM kit just has a shallow, blank fairing - I cut that away and inserted parts from a jet engine (from a Revell F-16, the old kit which comes with a truck, trolley and a spare engine as props) - finally got use for these rather crude parts!
Some putty work was necessary at the fuselage/tail intersection, as well as at the wing roots, but overall the body work was rather quick and simple.
The packs of unguided missiles under the wings actually belong to the Matchbox BAC Strikemaster - I found an illustration of a similar arrangement on a Japanese rocket fighter, and they suit the 'Vengeful Ghost' well.
Painting and markings:
By tendency, I rather keep whifs' liveries simple and unspectacular - but I already have built some and want to avoid repetition. So I settled for an improvised camouflage scheme on bare metal, which I kept for the lower sides. AFAIK, such makeshift paint schemes were pretty common, and since no primer was used, quickly deteriorated.
To keep things simple I painted the finished model with Metallizer from Modelmaster, with different tones in selected areas (e. g. Aluminum Plate, Steel). After that I applied a thin coat of Humbrol 172 with a soft, broad brush on the upper surfaces, the waterline on the flanks masked with Tamiya tape. The metal below was to shine through, streaks were welcome, so that the finish became willingly uneven (and more interesting). This was later enhanced with some dry-brushed Humbrol 102 on top of that.
For more contrast, I added white Homeland Defence bands under the Hinomaru markings on wings and fuselage. These were cut from white decal sheet, not painted, and the Hinomaru placed on top of that. The yellow bands on the wings' ledaing edges are decals, too, a very effective method! The other few markings came from AeroMaster Decals and Microscale sheets.
Weathering included, beyond a wash with thinned black ink, a light sand paper treatment on the leading edges and in areas with much external contact, for an even shaggier look, and some grinded graphite was rubbed onto the bare metal surfaces for a worn look and some extra metal shine.
Finally, everything was sealed under a coat of semi-gloss acryl varnish.
A 'quickie', and the result looks a bit odd, IMHO - like a Saab 29 hatchling, maybe?
Some of you may have noticed that, unfortunately, owing to the fact that a certain person who sells truck photos on eBay commercially has been lifting my images from this album and selling them I have had to remove 2300 photos that didn't have a watermark. I have now run around 1700 through Lightroom and added a watermark with the intention of bulk uploading them again. Rather than watermark the existing (hidden) files in Flickr one at a time it will be easier to do it this way. I definitely won’t be adding individual tags with the make and model of each vehicle I will just add generic transport tags. Each photo is named after the vehicle and reg in any case. For anyone new to these images there is a chapter and verse explanation below. It is staggering how many times I get asked questions that a quick scan would answer or just as likely I can’t possibly answer – I didn’t take them, but, just to clarify-I do own the copyright- and I do pursue copyright theft.
This is a collection of scanned prints from a collection of photographs taken by the late Jim Taylor A number of years ago I was offered a large number of photographs taken by Jim Taylor, a transport photographer based in Huddersfield. The collection, 30,000 prints, 20,000 negatives – and copyright! – had been offered to me and one of the national transport magazines previously by a friend of Jim's, on behalf of Jim's wife. I initially turned them down, already having over 30,000 of my own prints filed away and taking space up. Several months later the prints were still for sale – at what was, apparently, the going rate. It was a lot of money and I deliberated for quite a while before deciding to buy them. I did however buy them directly from Jim’s wife and she delivered them personally – just to quash the occasional rumour from people who can’t mind their own business. Although some prints were sold elsewhere, particularly the popular big fleet stuff, I should have the negatives, unfortunately they came to me in a random mix, 1200 to a box, without any sort of indexing and as such it would be impossible to match negatives to prints, or, to even find a print of any particular vehicle. I have only ever looked at a handful myself unless I am scanning them. The prints are generally in excellent condition and I initially stored them in a bedroom without ever looking at any of them. In 2006 I built an extension and they had to be well protected from dust and moved a few times. Ultimately my former 6x7 box room office has become their (and my own work’s) permanent home.
I hope to avoid posting images that Jim had not taken his self, however should I inadvertently infringe another photographers copyright, please inform me by email and I will resolve the issue immediately. There are copyright issues with some of the photographs that were sold to me. A Flickr member from Scotland drew my attention to some of his own work amongst the first uploads of Jim’s work. I had a quick look through some of the 30 boxes of prints and decided that for the time being the safest thing for me to do was withdraw the majority of the earlier uploaded scans and deal with the problem – which I did. whilst the vast majority of the prints are Jims, there is a problem defining copyright of some of them, this is something that the seller did not make clear at the time. I am reasonably confident that I have since been successful in identifying Jims own work. His early work consists of many thousands of lustre 6x4 prints which are difficult to scan well, later work is almost entirely 7x5 glossy, much easier to scan. Not all of the prints are pin sharp but I can generally print successfully to A4 from a scan.
You may notice photographs being duplicated in this Album, unfortunately there are multiple copies of many prints (for swapping) and as I have to have a system of archiving and backing up I can only guess - using memory - if I have scanned a print before. The bigger fleets have so many similar vehicles and registration numbers that it is impossible to get it right all of the time. It is easier to scan and process a print than check my files - on three different PC’s - for duplicates. There has not been, nor will there ever be, any intention to knowingly breach anyone else's copyright. I have presented the Jim Taylor collection as exactly that-The Jim Taylor Collection- his work not mine, my own work is quite obviously mine.
Unfortunately, many truck spotters have swapped and traded their work without copyright marking it as theirs. These people never anticipated the ease with which images would be shared online in the future. I would guess that having swapped and traded photos for many years that it is almost impossible to control their future use. Anyone wanting to control the future use of their work would have been well advised to copyright mark their work (as many did) and would be well advised not to post them on photo sharing sites without a watermark as the whole point of these sites is to share the image, it is very easy for those that wish, to lift any image, despite security settings, indeed, Flickr itself, warns you that this is the case. It was this abuse and theft of my material that led me to watermark all of my later uploads. I may yet withdraw non-watermarked photos, I haven’t decided yet. (I did in the end)
To anyone reading the above it will be quite obvious that I can’t provide information regarding specific photos or potential future uploads – I didn’t take them! There are many vehicles that were well known to me as Jim only lived down the road from me (although I didn’t know him), however scanning, titling, tagging and uploading is laborious and time consuming enough, I do however provide a fair amount of information with my own transport (and other) photos. I am aware that there are requests from other Flickr users that are unanswered, I stumble across them months or years after they were posted, this isn’t deliberate. Some weekends one or two “enthusiasts” can add many hundreds of photos as favourites, this pushes requests that are in the comments section ten or twenty pages out of sight and I miss them. I also have notifications switched off, I receive around 50 emails a day through work and I don’t want even more from Flickr. Other requests, like many other things, I just plain forget – no excuses! Uploads of Jim’s photos will be infrequent as it is a boring pastime and I would much rather work on my own output.
Some of you may have noticed that, unfortunately, owing to the fact that a certain person who sells truck photos on eBay commercially has been lifting my images from this album and selling them I have had to remove 2300 photos that didn't have a watermark. I have now run around 1700 through Lightroom and added a watermark with the intention of bulk uploading them again. Rather than watermark the existing (hidden) files in Flickr one at a time it will be easier to do it this way. I definitely won’t be adding individual tags with the make and model of each vehicle I will just add generic transport tags. Each photo is named after the vehicle and reg in any case. For anyone new to these images there is a chapter and verse explanation below. It is staggering how many times I get asked questions that a quick scan would answer or just as likely I can’t possibly answer – I didn’t take them, but, just to clarify-I do own the copyright- and I do pursue copyright theft.
This is a collection of scanned prints from a collection of photographs taken by the late Jim Taylor A number of years ago I was offered a large number of photographs taken by Jim Taylor, a transport photographer based in Huddersfield. The collection, 30,000 prints, 20,000 negatives – and copyright! – had been offered to me and one of the national transport magazines previously by a friend of Jim's, on behalf of Jim's wife. I initially turned them down, already having over 30,000 of my own prints filed away and taking space up. Several months later the prints were still for sale – at what was, apparently, the going rate. It was a lot of money and I deliberated for quite a while before deciding to buy them. I did however buy them directly from Jim’s wife and she delivered them personally – just to quash the occasional rumour from people who can’t mind their own business. Although some prints were sold elsewhere, particularly the popular big fleet stuff, I should have the negatives, unfortunately they came to me in a random mix, 1200 to a box, without any sort of indexing and as such it would be impossible to match negatives to prints, or, to even find a print of any particular vehicle. I have only ever looked at a handful myself unless I am scanning them. The prints are generally in excellent condition and I initially stored them in a bedroom without ever looking at any of them. In 2006 I built an extension and they had to be well protected from dust and moved a few times. Ultimately my former 6x7 box room office has become their (and my own work’s) permanent home.
I hope to avoid posting images that Jim had not taken his self, however should I inadvertently infringe another photographers copyright, please inform me by email and I will resolve the issue immediately. There are copyright issues with some of the photographs that were sold to me. A Flickr member from Scotland drew my attention to some of his own work amongst the first uploads of Jim’s work. I had a quick look through some of the 30 boxes of prints and decided that for the time being the safest thing for me to do was withdraw the majority of the earlier uploaded scans and deal with the problem – which I did. whilst the vast majority of the prints are Jims, there is a problem defining copyright of some of them, this is something that the seller did not make clear at the time. I am reasonably confident that I have since been successful in identifying Jims own work. His early work consists of many thousands of lustre 6x4 prints which are difficult to scan well, later work is almost entirely 7x5 glossy, much easier to scan. Not all of the prints are pin sharp but I can generally print successfully to A4 from a scan.
You may notice photographs being duplicated in this Album, unfortunately there are multiple copies of many prints (for swapping) and as I have to have a system of archiving and backing up I can only guess - using memory - if I have scanned a print before. The bigger fleets have so many similar vehicles and registration numbers that it is impossible to get it right all of the time. It is easier to scan and process a print than check my files - on three different PC’s - for duplicates. There has not been, nor will there ever be, any intention to knowingly breach anyone else's copyright. I have presented the Jim Taylor collection as exactly that-The Jim Taylor Collection- his work not mine, my own work is quite obviously mine.
Unfortunately, many truck spotters have swapped and traded their work without copyright marking it as theirs. These people never anticipated the ease with which images would be shared online in the future. I would guess that having swapped and traded photos for many years that it is almost impossible to control their future use. Anyone wanting to control the future use of their work would have been well advised to copyright mark their work (as many did) and would be well advised not to post them on photo sharing sites without a watermark as the whole point of these sites is to share the image, it is very easy for those that wish, to lift any image, despite security settings, indeed, Flickr itself, warns you that this is the case. It was this abuse and theft of my material that led me to watermark all of my later uploads. I may yet withdraw non-watermarked photos, I haven’t decided yet. (I did in the end)
To anyone reading the above it will be quite obvious that I can’t provide information regarding specific photos or potential future uploads – I didn’t take them! There are many vehicles that were well known to me as Jim only lived down the road from me (although I didn’t know him), however scanning, titling, tagging and uploading is laborious and time consuming enough, I do however provide a fair amount of information with my own transport (and other) photos. I am aware that there are requests from other Flickr users that are unanswered, I stumble across them months or years after they were posted, this isn’t deliberate. Some weekends one or two “enthusiasts” can add many hundreds of photos as favourites, this pushes requests that are in the comments section ten or twenty pages out of sight and I miss them. I also have notifications switched off, I receive around 50 emails a day through work and I don’t want even more from Flickr. Other requests, like many other things, I just plain forget – no excuses! Uploads of Jim’s photos will be infrequent as it is a boring pastime and I would much rather work on my own output.
From the Gas-Off Show in Schoharie N.Y. I needed to go B&W on this one. They had this one on display in a dark place.
Vermilion Cliffs National Monument is located in northern Coconino County, Arizona, United States, immediately south of the Utah state line. This national monument, 293,689 acres (118,852 ha) in area, protects the Paria Plateau, Vermilion Cliffs, Coyote Buttes, and Paria Canyon. Elevations in the monument range from 3,100 feet to 6,500 feet above sea level (944 to 1,981 meters).
Established on November 9, 2000 by a presidential proclamation by President Bill Clinton, Vermilion Cliffs National Monument was carved from existing lands already under the management of the U.S. Government in extreme northern Coconino County, Arizona, immediately south of the border with the state of Utah. The monument is administered by the U.S. Bureau of Land Management, an agency within the U.S. Department of the Interior. The Vermilion Cliffs themselves run along the southern and eastern edges of the monument. Much of the monument's land consists of the Paria Plateau, a flat area extending northward from the tops of the cliffs.
The Vermilion Cliffs are steep eroded escarpments consisting primarily of sandstone, siltstone, limestone, and shale which rise as much as 3,000 feet (910 m) above their bases. These sedimentary rocks have been deeply eroded for millions of years, exposing hundreds of layers of richly colored rock strata. Mesas, buttes, and large tablelands are interspersed with steep canyons, where some small streams provide enough moisture to support a sampling of wildlife.
More than twenty species of raptors, including bald eagles and golden eagles, peregrine falcons, and several hawk species, have been observed. The endangered California condor was re-introduced into this region in 1996 due to its remote location and lack of human habitation. Desert bighorn sheep, pronghorns, and mountain lions make up most of the large mammals found here, with about 30 more species of smaller mammals. Several examples of rare fish species, such as the flannelmouth sucker and the speckled dace live in the streams of the monument. The Welsh's milkweed Asclepias welshii, a threatened plant species that grows on sand dunes and helps stabilize them, is known to exist only in the monument and one other area in neighboring Utah.
Human settlement in the region dates back 12,000 years, and hundreds of Native American pueblos are spread across the monument. The remains of the natives' villages, with houses, granaries, burial areas, and associated ruins, can be found here. The monument also contains one of the largest number of rock art sites in any nationally protected area. Many of these petroglyphs are believed to be among the oldest in the United States.
The first explorers into the region were Spanish missionaries and explorers from the 1776 Domínguez–Escalante expedition. Later, Mormon explorers searched the region during the 1860s, some of them settling on land that is now within the monument. They built one of the first ferry crossings on the Colorado River in 1871. That same year, John Wesley Powell ventured through this region during his scientific explorations of the Colorado River plateau.
Below the Vermilion cliffs runs the historic "Honeymoon Trail", a wagon route for Mormons who journeyed to have their marriages sealed in the temple at St. George, Utah, and then to return. The route, through remote country, was otherwise seldom used. Historical markers denote this history.
Today, the region surrounding the monument is relatively unspoiled with virtually no permanent inhabitants remaining and limited road access.
Coconino County is a county in the north-central part of the U.S. state of Arizona. Its population was 145,101 at the 2020 census. The county seat is Flagstaff. The county takes its name from Cohonino, a name applied to the Havasupai people. It is the second-largest county by area in the contiguous United States, behind San Bernardino County, California. It has 18,661 sq mi (48,300 km2), or 16.4% of Arizona's total area, and is larger than the nine smallest states in the U.S.
Coconino County comprises the Flagstaff metropolitan statistical area, Grand Canyon National Park, the federally recognized Havasupai Nation, and parts of the federally recognized Navajo, Hualapai, and Hopi nations. As a result, its relatively large Native American population makes up nearly 30% of the county's total population; it is mostly Navajo, with smaller numbers of other tribes.
The county was the setting for George Herriman's early 20th-century Krazy Kat comic strip.
After European Americans completed the Atlantic & Pacific Railroad in 1883, the region of northern Yavapai County began to undergo rapid growth. The people of the northern reaches had tired of the rigors of traveling to Prescott to conduct county business. They believed that they should have their own county jurisdiction, so petitioned in 1887 for secession from Yavapai and creation of a new Frisco County. This did not take place, but Coconino County was formed in 1891 and its seat was designated as Flagstaff.
According to the United States Census Bureau, the county has a total area of 18,661 square miles (48,330 km2), of which 18,619 square miles (48,220 km2) are land and 43 square miles (110 km2) (0.2%) are covered by water. It is the largest county by area in Arizona and the second-largest county in the United States (excluding boroughs in Alaska) after San Bernardino County in California. It has more land area than each of the following states: Connecticut, Delaware, Hawaii, Maryland, Massachusetts, New Hampshire, New Jersey, Rhode Island, and Vermont.
The highest natural point in the county, as well as the entire state, is Humphreys Peak at 12,637 ft or 3,852 m. The Barringer Meteor Crater is located in Coconino County.
Arizona is a state in the Southwestern region of the United States. Arizona is part of the Four Corners region with Utah to the north, Colorado to the northeast, and New Mexico to the east; its other neighboring states are Nevada to the northwest, California to the west and the Mexican states of Sonora and Baja California to the south and southwest. It is the 6th-largest and the 14th-most-populous of the 50 states. Its capital and largest city is Phoenix.
Arizona is the 48th state and last of the contiguous states to be admitted to the Union, achieving statehood on February 14, 1912. Historically part of the territory of Alta California and Nuevo México in New Spain, it became part of independent Mexico in 1821. After being defeated in the Mexican–American War, Mexico ceded much of this territory to the United States in 1848, where the area became part of the territory of New Mexico. The southernmost portion of the state was acquired in 1853 through the Gadsden Purchase.
Southern Arizona is known for its desert climate, with very hot summers and mild winters. Northern Arizona features forests of pine, Douglas fir, and spruce trees; the Colorado Plateau; mountain ranges (such as the San Francisco Mountains); as well as large, deep canyons, with much more moderate summer temperatures and significant winter snowfalls. There are ski resorts in the areas of Flagstaff, Sunrise, and Tucson. In addition to the internationally known Grand Canyon National Park, which is one of the world's seven natural wonders, there are several national forests, national parks, and national monuments.
Arizona's population and economy have grown dramatically since the 1950s because of inward migration, and the state is now a major hub of the Sun Belt. Cities such as Phoenix and Tucson have developed large, sprawling suburban areas. Many large companies, such as PetSmart and Circle K, have headquarters in the state, and Arizona is home to major universities, including the University of Arizona and Arizona State University. The state is known for a history of conservative politicians such as Barry Goldwater and John McCain, though it has become a swing state since the 1990s.
Arizona is home to a diverse population. About one-quarter of the state is made up of Indian reservations that serve as the home of 27 federally recognized Native American tribes, including the Navajo Nation, the largest in the state and the United States, with more than 300,000 citizens. Since the 1980s, the proportion of Hispanics in the state's population has grown significantly owing to migration from Mexico. A substantial portion of the population are followers of the Roman Catholic Church and the Church of Jesus Christ of Latter-day Saints.
The history of Arizona encompasses the Paleo-Indian, Archaic, Post-Archaic, Spanish, Mexican, and American periods. About 10,000 to 12,000 years ago, Paleo-Indians settled in what is now Arizona. A few thousand years ago, the Ancestral Puebloan, the Hohokam, the Mogollon and the Sinagua cultures inhabited the state. However, all of these civilizations mysteriously disappeared from the region in the 15th and 16th centuries. Today, countless ancient ruins can be found in Arizona. Arizona was part of the state of Sonora, Mexico from 1822, but the settled population was small. In 1848, under the terms of the Mexican Cession the United States took possession of Arizona above the Gila River after the Mexican War, and became part of the Territory of New Mexico. By means of the Gadsden Purchase, the United States secured the northern part of the state of Sonora, which is now Arizona south of the Gila River in 1854.
In 1863, Arizona was split off from the Territory of New Mexico to form the Arizona Territory. The remoteness of the region was eased by the arrival of railroads in 1880. Arizona became a state in 1912 but was primarily rural with an economy based on cattle, cotton, citrus, and copper. Dramatic growth came after 1945, as retirees and young families who appreciated the warm weather and low costs emigrated from the Northeast and Midwest.
In the Mexican–American War, the garrison commander avoided conflict with Lieutenant Colonel Cooke and the Mormon Battalion, withdrawing while the Americans marched through the town on their way to California. In the Treaty of Guadalupe Hidalgo (1848), Mexico ceded to the U.S. the northern 70% of modern-day Arizona above the Sonora border along the Gila River. During the California Gold Rush, an upwards of 50,000 people traveled through on the Southern Emigrant Trail pioneered by Cooke, to reach the gold fields in 1849. The Pima Villages often sold fresh food and provided relief to distressed travelers among this throng and to others in subsequent years.
Paleo-Indians settled what is now Arizona around 10,000 to 12,000 years ago. According to most archaeologists, the Paleo-Indians initially followed herds of big game—megafauna such as mammoths, mastodons, and bison—into North America. The traveling groups also collected and utilized a wide variety of smaller game animals, fish, and a wide variety of plants. These people were likely characterized by highly mobile bands of approximately 20 or 50 members of an extended family, moving from place to place as resources were depleted and additional supplies needed. Paleoindian groups were efficient hunters and created and carried a variety of tools, some highly specialized, for hunting, butchering and hide processing. These paleolithic people utilized the environment that they lived in near water sources, including rivers, swamps and marshes, which had an abundance of fish, and drew birds and game animals. Big game, including bison, mammoths and ground sloths, also were attracted to these water sources. At the latest by 9500 BCE, bands of hunters wandered as far south as Arizona, where they found a desert grassland and hunted mule deer, antelope and other small mammals.
As populations of larger game began to diminish, possibly as a result of intense hunting and rapid environmental changes, Late Paleoindian groups would come to rely more on other facets of their subsistence pattern, including increased hunting of bison, mule deer and antelope. Nets and the atlatl to hunt water fowl, ducks, small animals and antelope. Hunting was especially important in winter and spring months when plant foods were scarce.
The Archaic time frame is defined culturally as a transition from a hunting/gathering lifestyle to one involving agriculture and permanent, if only seasonally occupied, settlements. In the Southwest, the Archaic is generally dated from 8000 years ago to approximately 1800 to 2000 years ago. During this time the people of the southwest developed a variety of subsistence strategies, all using their own specific techniques. The nutritive value of weed and grass seeds was discovered and flat rocks were used to grind flour to produce gruels and breads. This use of grinding slabs in about 7500 BCE marks the beginning of the Archaic tradition. Small bands of people traveled throughout the area, gathering plants such as cactus fruits, mesquite beans, acorns, and pine nuts and annually establishing camps at collection points.
Late in the Archaic Period, corn, probably introduced into the region from central Mexico, was planted near camps with permanent water access. Distinct types of corn have been identified in the more well-watered highlands and the desert areas, which may imply local mutation or successive introduction of differing species. Emerging domesticated crops also included beans and squash.
About 3,500 years ago, climate change led to changing patterns in water sources, leading to a dramatically decreased population. However, family-based groups took shelter in south facing caves and rock overhangs within canyon walls. Occasionally, these people lived in small semisedentary hamlets in open areas. Evidence of significant occupation has been found in the northern part of Arizona.
In the Post-Archaic period, the Ancestral Puebloan, the Hohokam, the Mogollon and Sinagua cultures inhabited what is now Arizona. These cultures built structures made out of stone. Some of the structures that these cultures built are called pueblos. Pueblos are monumental structures that housed dozens to thousands of people. In some Ancestral Puebloan towns and villages, Hohokam towns and villages, Mogollon towns and villages, and Sinagua towns and villages, the pueblo housed the entire town. Surrounding the pueblos were often farms where farmers would plant and harvest crops to feed the community. Sometimes, pueblos and other buildings were built in caves in cliffs.
The Ancestral Puebloans were an ancient Pre-Columbian Native American civilization that spanned the present-day Four Corners region of the United States, comprising southeastern Utah, northeastern Arizona, northwestern New Mexico, and southwestern Colorado. The Ancestral Puebloans are believed to have developed, at least in part, from the Oshara tradition, who developed from the Picosa culture.
They lived in a range of structures that included small family pit houses, larger structures to house clans, grand pueblos, and cliff-sited dwellings for defense. The Ancestral Puebloans possessed a complex network that stretched across the Colorado Plateau linking hundreds of communities and population centers. They held a distinct knowledge of celestial sciences that found form in their architecture. The kiva, a congregational space that was used chiefly for ceremonial purposes, was an integral part of this ancient people's community structure. Some of their most impressive structures were built in what is now Arizona.
Hohokam was a Pre-Columbian culture in the North American Southwest in what is now part of Arizona, United States, and Sonora, Mexico. Hohokam practiced a specific culture, sometimes referred to as Hohokam culture, which has been distinguished by archeologists. People who practiced the culture can be called Hohokam as well, but more often, they are distinguished as Hohokam people to avoid confusion.
Most archaeologists agree that the Hohokam culture existed between c. 300 and c. 1450 CE, but cultural precursors may have been in the area as early as 300 BC. Whether Hohokam culture was unified politically remains under controversy. Hohokam culture may have just given unrelated neighboring communities common ground to help them to work together to survive their harsh desert environment.
The Mogollon culture was an ancient Pre-Columbian culture of Native American peoples from Southern New Mexico and Arizona, Northern Sonora and Chihuahua, and Western Texas. The northern part of this region is Oasisamerica, while the southern span of the Mogollon culture is known as Aridoamerica.
The Mogollon culture was one of the major prehistoric Southwestern cultural divisions of the Southwestern United States and Northern Mexico. The culture flourished from c. 200 CE, to c. 1450 CE or 1540 CE, when the Spanish arrived.
The Sinagua culture was a Pre-Columbian culture that occupied a large area in central Arizona from the Little Colorado River, near Flagstaff, to the Verde River, near Sedona, including the Verde Valley, area around San Francisco Mountain, and significant portions of the Mogollon Rim country, between approximately 500 CE and 1425 CE. Besides ceremonial kivas, their pueblos had large "community rooms" and some featured ballcourts and walled courtyards, similar to those of the Hohokam culture. Since fully developed Sinagua sites emerged in central Arizona around 500 CE, it is believed they migrated from east-central Arizona, possibly emerging from the Mogollon culture.
The history of Arizona as recorded by Europeans began in 1539 with the first documented exploration of the area by Marcos de Niza, early work expanded the following year when Francisco Vásquez de Coronado entered the area as well.
The Spanish established a few missions in southern Arizona in the 1680s by Father Eusebio Francisco Kino along the Santa Cruz River, in what was then the Pimería Alta region of Sonora. The Spanish also established presidios in Tubac and Tucson in 1752 and 1775. The area north of the Gila River was governed by the Province of Las California under the Spanish until 1804, when the Californian portion of Arizona became part of Alta California under the Spanish and Mexican governments.
In 1849, the California Gold Rush led as many as 50,000 miners to travel across the region, leading to a boom in Arizona's population. In 1850, Arizona and New Mexico formed the New Mexico Territory.
In 1853, President Franklin Pierce sent James Gadsden to Mexico City to negotiate with Santa Anna, and the United States bought the remaining southern strip area of Arizona and New Mexico in the Gadsden Purchase. A treaty was signed in Mexico in December 1853, and then, with modifications, approved by the US Senate in June 1854, setting the southern boundary of Arizona and of New Mexico.
Before 1846 the Apache raiders expelled most Mexican ranchers. One result was that large herds of wild cattle roamed southeastern Arizona. By 1850, the herds were gone, killed by Apaches, American sportsmen, contract hunting for the towns of Fronteras and Santa Cruz, and roundups to sell to hungry Mexican War soldiers, and forty-niners en route to California.
During the Civil War, on March 16, 1861, citizens in southern New Mexico Territory around Mesilla (now in New Mexico) and Tucson invited take-over by the Confederacy. They especially wanted restoration of mail service. These secessionists hoped that a Confederate Territory of Arizona (CSA) would take control, but in March 1862, Union troops from California captured the Confederate Territory of Arizona and returned it to the New Mexico Territory.
The Battle of Picacho Pass, April 15, 1862, was a battle of the Civil War fought in the CSA and one of many battles to occur in Arizona during the war among three sides—Apaches, Confederates and Union forces. In 1863, the U.S. split up New Mexico along a north–south line to create the Arizona Territory. The first government officials to arrive established the territory capital in Prescott in 1864. The capital was later moved to Tucson, back to Prescott, and then to its final location in Phoenix in a series of controversial moves as different regions of the territory gained and lost political influence with the growth and development of the territory.
In the late 19th century the Army built a series of forts to encourage the Natives to stay in their territory and to act as a buffer from the settlers. The first was Fort Defiance. It was established on September 18, 1851, by Col. Edwin V. Sumner to create a military presence in Diné bikéyah (Navajo territory). Sumner broke up the fort at Santa Fe for this purpose, creating the first military post in what is now Arizona. He left Major Electus Backus in charge. Small skirmishes were common between raiding Navajo and counter raiding citizens. In April 1860 one thousand Navajo warriors under Manuelito attacked the fort and were beaten off.
The fort was abandoned at the start of the Civil War but was reoccupied in 1863 by Colonel Kit Carson and the 1st New Mexico Infantry. Carson was tasked by Brigadier-General James H. Carleton, Commander of the Federal District of New Mexico, to kill Navajo men, destroy crops, wells, houses and livestock. These tactics forced 9000 Navajos to take the Long Walk to a reservation at Bosque Redondo, New Mexico. The Bosque was a complete failure. In 1868 the Navajo signed another treaty and were allowed to go back to part of their former territory. The returning Navajo were restocked with sheep and other livestock. Fort Defiance was the agency for the new Navajo reservation until 1936; today it provides medical services to the region.
Fort Apache was built on the Fort Apache Indian Reservation by soldiers from the 1st Cavalry and 21st Infantry in 1870. Only one small battle took place, in September 1881, with three soldiers wounded. When the reservation Indians were granted U.S. citizenship in 1924, the fort was permanently closed down. Fort Huachuca, east of Tucson, was founded in 1877 as the base for operations against Apaches and raiders from Mexico. From 1913 to 1933 the fort was the base for the "Buffalo Soldiers" of the 10th Cavalry Regiment. During World War II, the fort expanded to 25,000 soldiers, mostly in segregated all-black units. Today the fort remains in operation and houses the U.S. Army Intelligence Center and the U.S. Army Network.
The Pueblos in Arizona were relatively peaceful through the Navajo and Apache Wars. However, in June 1891, the army had to bring in troops to stop Oraibi from preventing a school from being built on their mesa.
After the Civil War, Texans brought large-scale ranching to southern Arizona. They introduced their proven range methods to the new grass country. Texas rustlers also came, and brought lawlessness. Inexperienced ranchers brought poor management, resulting in overstocking, and introduced destructive diseases. Local cattleman organizations were formed to handle these problems. The Territory experienced a cattle boom in 1873–91, as the herds were expanded from 40,000 to 1.5 million head. However, the drought of 1891–93 killed off over half the cattle and produced severe overgrazing. Efforts to restore the rangeland between 1905 and 1934 had limited success, but ranching continued on a smaller scale.
Arizona's last major drought occurred during Dust Bowl years of 1933–34. This time Washington stepped in as the Agricultural Adjustment Administration spent $100 million to buy up the starving cattle. The Taylor Grazing Act placed federal and state agencies in control of livestock numbers on public lands. Most of the land in Arizona is owned by the federal government which leased grazing land to ranchers at low cost. Ranchers invested heavily in blooded stock and equipment. James Wilson states that after 1950, higher fees and restrictions in the name of land conservation caused a sizable reduction in available grazing land. The ranchers had installed three-fifths of the fences, dikes, diversion dams, cattleguards, and other improvements, but the new rules reduced the value of that investment. In the end, Wilson believes, sportsmen and environmentalists maintained a political advantage by denouncing the ranchers as political corrupted land-grabbers who exploited the publicly owned natural resources.
On February 23, 1883, United Verde Copper Company was incorporated under New York law. The small mining camp next to the mine was given a proper name, 'Jerome.' The town was named after the family which had invested a large amount of capital. In 1885 Lewis Williams opened a copper smelter in Bisbee and the copper boom began, as the nation turned to copper wires for electricity. The arrival of railroads in the 1880s made mining even more profitable, and national corporations bought control of the mines and invested in new equipment. Mining operations flourished in numerous boom towns, such as Bisbee, Jerome, Douglas, Ajo and Miami.
Arizona's "wild west" reputation was well deserved. Tombstone was a notorious mining town that flourished longer than most, from 1877 to 1929. Silver was discovered in 1877, and by 1881 the town had a population of over 10,000. Western story tellers and Hollywood film makers made as much money in Tombstone as anyone, thanks to the arrival of Wyatt Earp and his brothers in 1879. They bought shares in the Vizina mine, water rights, and gambling concessions, but Virgil, Morgan and Wyatt were soon appointed as federal and local marshals. They killed three outlaws in the Gunfight at the O.K. Corral, the most famous gunfight of the Old West.
In the aftermath, Virgil Earp was maimed in an ambush and Morgan Earp was assassinated while playing billiards. Walter Noble Burns's novel Tombstone (1927) made Earp famous. Hollywood celebrated Earp's Tombstone days with John Ford's My Darling Clementine (1946), John Sturges's Gunfight at the O.K. Corral (1957) and Hour of the Gun (1967), Frank Perry's Doc (1971), George Cosmatos's Tombstone (1993), and Lawrence Kasdan's Wyatt Earp (1994). They solidified Earp's modern reputation as the Old West's deadliest gunman.
Jennie Bauters (1862–1905) operated brothels in the Territory from 1896 to 1905. She was an astute businesswoman with an eye for real estate appreciation, and a way with the town fathers of Jerome regarding taxes and restrictive ordinances. She was not always sitting pretty; her brothels were burned in a series of major fires that swept the business district; her girls were often drug addicts. As respectability closed in on her, in 1903 she relocated to the mining camp of Acme. In 1905, she was murdered by a man who had posed as her husband.
By 1869 Americans were reading John Wesley Powell's reports of his explorations of the Colorado River. In 1901, the Santa Fe Railroad reached Grand Canyon's South Rim. With railroad, restaurant and hotel entrepreneur Fred Harvey leading the way, large-scale tourism began that has never abated. The Grand Canyon has become an iconic symbol of the West and the nation as a whole.
The Chinese came to Arizona with the construction of the Southern Pacific Railroad in 1880. Tucson was the main railroad center and soon had a Chinatown with laundries for the general population and a rich mix of restaurants, groceries, and services for the residents. Chinese and Mexican merchants and farmers transcended racial differences to form 'guanxi,' which were relations of friendship and trust. Chinese leased land from Mexicans, operated grocery stores, and aided compatriots attempting to enter the United States from Mexico after the Mexican Revolution in 1910. Chinese merchants helped supply General John Pershing's army in its expedition against Pancho Villa. Successful Chinese in Tucson led a viable community based on social integration, friendship, and kinship.
In February 1903, U.S. Senator Hamilton Kean spoke against Arizona's statehood. He said Mormons who fled from Idaho to Mexico would return to the U.S. and mix in the politics of Arizona.
In 1912, Arizona almost entered the Union as part of New Mexico in a Republican plan to keep control of the U.S. Senate. The plan, while accepted by most in New Mexico, was rejected by most Arizonans. Progressives in Arizona favored inclusion in the state constitution of the initiative, referendum, recall, direct election of senators, woman suffrage, and other reforms. Most of these proposals were included in the constitution that was rejected by Congress.
A new constitution was offered with the problematic provisions removed. Congress then voted to approve statehood, and President Taft signed the statehood bill on February 14, 1912. State residents promptly put the provisions back in. Hispanics had little voice or power. Only one of the 53 delegates at the constitutional convention was Hispanic, and he refused to sign. In 1912 women gained suffrage in the state, eight years before the country as a whole.
Arizona's first Congressman was Carl Hayden (1877–1972). He was the son of a Yankee merchant who had moved to Tempe because he needed dry heat for his bad lungs. Carl attended Stanford University and moved up the political ladder as town councilman, county treasurer, and Maricopa County sheriff, where he nabbed Arizona's last train robbers. He also started building a coalition to develop the state's water resources, a lifelong interest. A liberal Democrat his entire career, Hayden was elected to Congress in 1912 and moved to the Senate in 1926.
Reelection followed every six years as he advanced toward the chairmanship of the powerful Appropriations Committee, which he reached in 1955. His only difficult campaign came in 1962, at age 85, when he defeated a young conservative. He retired in 1968 after a record 56 years in Congress. His great achievement was his 41-year battle to enact the Central Arizona Project that would provide water for future growth.
The Great Depression of 1929–39 hit Arizona hard. At first local, state and private relief efforts focused on charity, especially by the Community Chest and Organized Charities programs. Federal money started arriving with the Federal Emergency Relief Committee in 1930. Different agencies promoted aid to the unemployed, tuberculosis patients, transients, and illegal immigrants. The money ran out by 1931 or 1932, and conditions were bad until New Deal relief operations began on a large scale in 1933.
Construction programs were important, especially the Hoover Dam (originally called Boulder Dam), begun by President Herbert Hoover. It is a concrete arch-gravity dam in the Black Canyon of the Colorado River, on the border with Nevada. It was constructed by the Federal Bureau of Reclamation between 1931 and 1936. It operationalized a schedule of water use set by the Colorado River Compact of 1922 that gave Arizona 19% of the river's water, with 25% to Nevada and the rest to California.
Construction of military bases in Arizona was a national priority because of the state's excellent flying weather and clear skies, large amounts of unoccupied land, good railroads, cheap labor, low taxes, and its proximity to California's aviation industry. Arizona was attractive to both the military and private firms and they stayed after the war.
Fort Huachuca became one of the largest nearly-all-black Army forts, with quarters for 1,300 officers and 24,000 enlisted soldiers. The 92nd and 93rd Infantry Divisions, composed of African-American troops, trained there.
During the war, Mexican-American community organizations were very active in patriotic efforts to support American troops abroad, and made efforts to support the war effort materially and to provide moral support for the American servicemen fighting the war, especially the Mexican-American servicemen from local communities. Some of the community projects were cooperative ventures in which members of both the Mexican-American and Anglo communities participated. Most efforts made in the Mexican-American community represented localized American home front activities that were separate from the activities of the Anglo community.
Mexican-American women organized to assist their servicemen and the war effort. An underlying goal of the Spanish-American Mothers and Wives Association was the reinforcement of the woman's role in Spanish-Mexican culture. The organization raised thousands of dollars, wrote letters, and joined in numerous celebrations of their culture and their support for Mexican-American servicemen. Membership reached over 300 during the war and eventually ended its existence in 1976.
Heavy government spending during World War II revitalized the Arizona economy, which was still based on copper mining, citrus and cotton crops and cattle ranching, with a growing tourist business.
Military installations peppered the state, such as Davis-Monthan Field in Tucson, the main training center for air force bomber pilots. Two relocation camps opened for Japanese and Japanese Americans brought in from the West Coast.
After World War II the population grew rapidly, increasing sevenfold between 1950 and 2000, from 700,000 to over 5 million. Most of the growth was in the Phoenix area, with Tucson a distant second. Urban growth doomed the state's citrus industry, as the groves were turned into housing developments.
The cost of water made growing cotton less profitable, and Arizona's production steadily declined. Manufacturing employment jumped from 49,000 in 1960 to 183,000 by 1985, with half the workers in well-paid positions. High-tech firms such as Motorola, Hughes Aircraft, Goodyear Aircraft, Honeywell, and IBM had offices in the Phoenix area. By 1959, Hughes Aircraft had built advanced missiles with 5,000 workers in Tucson.
Despite being a small state, Arizona produced several national leaders for both the Republican and Democratic parties. Two Republican Senators were presidential nominees: Barry Goldwater in 1964 and John McCain in 2008; both carried Arizona but lost the national election. Senator Ernest McFarland, a Democrat, was the Majority Leader of the U.S. Senate from 1951 to 1952, and Congressman John Rhodes was the Republican Minority Leader in the House from 1973 to 1981. Democrats Bruce Babbitt (Governor 1978–87) and Morris Udall (Congressman 1961–90) were contenders for their party's presidential nominations. In 1981 Sandra Day O'Connor became the first woman on the U.S. Supreme Court; she served until 2006.
Retirement communities
Warm winters and low cost of living attracted retirees from the so-called snowbelt, who moved permanently to Arizona after 1945, bringing their pensions, Social Security, and savings with them. Real estate entrepreneurs catered to them with new communities with amenities pitched to older people, and with few facilities for children. Typically they were gated communities with controlled access and had pools, recreation centers, and golf courses.
In 1954, two developers bought 320 acres (1.3 km2) of farmland near Phoenix and opened the nation's first planned community dedicated exclusively to retirees at Youngtown. In 1960, developer Del Webb, inspired by the amenities in Florida's trailer parks, added facilities for "active adults" in his new Sun City planned community near Phoenix. In 1962 Ross Cortese opened the first of his gated Leisure Worlds. Other developers copied the popular model, and by 2000 18% of the retirees in the state lived in such "lifestyle" communities.
The issues of the fragile natural environment, compounded by questions of water shortage and distribution, led to numerous debates. The debate crossed traditional lines, so that the leading conservative, Senator Barry Goldwater, was also keenly concerned. For example, Goldwater supported the controversial Colorado River Storage Project (CRSP). He wrote:
I feel very definitely that the [Nixon] administration is absolutely correct in cracking down on companies and corporations and municipalities that continue to pollute the nation's air and water. While I am a great believer in the free competitive enterprise system and all that it entails, I am an even stronger believer in the right of our people to live in a clean and pollution-free environment. To this end, it is my belief that when pollution is found, it should be halted at the source, even if this requires stringent government action against important segments of our national economy.
Water issues were central. Agriculture consumed 89% of the state's strictly limited water supply while generating only 3% of the state's income. The Groundwater Management Act of 1980, sponsored by Governor Bruce Babbitt, raised the price of water to farmers, while cities had to reach a "safe yield" so that the groundwater usage did not exceed natural replenishment. New housing developments had to prove they had enough water for the next hundred years. Desert foliage suitable for a dry region soon replaced grass.
Cotton acreage declined dramatically, freeing up land for suburban sprawl as well as releasing large amounts of water and ending the need for expensive specialized machinery. Cotton acreage plunged from 120,000 acres in 1997 to only 40,000 acres in 2005, even as the federal treasury gave the state's farmers over $678 million in cotton subsidies. Many farmers collect the subsidies but no longer grow cotton. About 80% of the state's cotton is exported to textile factories in China and (since the passage of NAFTA) to Mexico.
Super Bowl XXX was played in Tempe in 1996 and Super Bowl XLII was held in Glendale in 2008. Super Bowl XLIX was also held in Glendale in 2015.
Illegal immigration continued to be a prime concern within the state, and in April 2010, Arizona SB1070 was passed and signed into law by Governor Jan Brewer. The measure attracted national attention as the most thorough anti-illegal immigration measure in decades within the United States.
Congresswoman Gabrielle Giffords was shot in the head during a political event in Tucson on January 8, 2011. The shooting resulted in six deaths and several injuries. Giffords survived the attack and became an advocate for gun control.
On June 30, 2013, nineteen members of the Prescott Fire Department were killed fighting the Yarnell Hill Fire. The fatalities were members of the Granite Mountain Hotshots, a hotshot crew, of whom only one survived as he was working in another location.
Border crisis: by 2019 Arizona was one of the states most affected by the border crisis, with a high number of migrant crossings and detentions.
The Great Western Steam Up was held on the grounds of the Nevada State Railroad Museum from July 1 – July 4, 2022, in celebration of the 150th anniversary of the Virginia & Truckee Railroad. Nine operating steam locomotives were featured with many more on display. The event was billed as the largest reunion of existing V&T locomotives in over 75 years.
These images are from the second day of the Steam Up, July 2, 2022
Daily events included rides behind visiting narrow and standard-gauge steam locomotives, a daily pageant of steam locomotives, historical vehicle and equipment displays, local food trucks, live entertainment, and “lost art” demonstrations.
The featured locomotives were:
Glenbrook, narrow gauge 2-6-0 (Baldwin 1875) built for the Carson & Tahoe Lumber & Fluming Company and used at Glenbrook, Nevada, along with an identical twin, Tahoe (see NCNG 5, below). It last ran in the 1920s and was acquired by the Nevada County Narrow Gauge for parts. In the 1940s it was placed on exhibit at the Nevada State Museum in Carson City and beginning in 1981 was restored to service (completed in 2015). It has been returned to its 1875 appearance.
No. 1, Joe. Douglass, narrow gauge 0-4-2T (H. K. Porter 1882) built for the Dayton, Sutro & Carson Valley Railroad. It operated at a mine in Dayton, Nevada, and later helped build Lake Arrowhead dam in California. It was cosmetically restored to its present appearance in 1994 and is displayed at the Nevada State Railroad Museum. It is a wood burner, but not operational.
No. 1, narrow gauge 0-4-0T (Porter 1889) built for the Sacramento Brick Company. It was later acquired by Hal Wilmunder and operated on his private Antelope & Western Railroad near Roseville, California. The engine is now owned and cared for by the Wilmunder family, and can usually be seen at the NCNG Museum in Nevada City, Calif.
No. 1, standard gauge 2-truck Heisler (Heisler Locomotive Works 1916), built for Bluestone Mining & Smelting. It originally worked on a 2.5 mile line near Mason, Nevada, before being acquired by a quarry in California. This oil-fired locomotive is owned by Chris Baldo and sees frequent use at Roots of Motive Power in Willits, California.
No. 1, Lyon, standard gauge 2-6-0 (Gentry/Strasburg/Kloke) which is a partially completed replica of the first locomotive built for the Virginia & Truckee. The original was manufactured by the Union Iron Works of San Francisco in 1869. The full-scale working replica was donated to the Nevada State Railroad Museum by Stan Gentry, builder, and is being completed by the museum shop staff. It will burn wood as did the original.
No. 3, standard gauge 0-4-0T (Porter 1909) built for the Santa Cruz Portland Cement Company. Upon retirement it was used as a billboard for a chicken restaurant in Stockton, California. It was restored to service by Stathi Pappas beginning in 2006 and is currently located at the Placerville & Sacramento Valley Railroad in Folsom, California. Nicknamed “Chiggen,” it is oil-fired.
No. 4, Eureka, narrow gauge 4-4-0 (Baldwin 1875), built for the Eureka & Palisade Railroad. Retired in 1938, it was later featured in several Hollywood movies. This classic wood-fired locomotive was restored by Dan Markoff in the 1980s and is usually kept at his home in North Las Vegas, Nevada.
No. 5, Tahoe, narrow gauge 2-6-0 (Baldwin 1875) built for the Carson & Tahoe Lumber & Fluming Company and used in logging service. It was later sold to the Nevada County Narrow Gauge of Grass Valley, Calif., and was retired in 1942. It then appeared in numerous movies and TV shows for owner Universal Pictures. No. 5 is now part of the NCNG Museum in Nevada City, Calif., and was restored to service in May 2022. This oil-fired locomotive has been restored to its 1940s appearance.
No. 8, standard gauge 4-4-0 (Cooke Locomotive & Machine Works 1888) built for the Denver, Texas & Fort Worth Railroad, and later operated on the Dardanelle & Russellville in Arkansas. It was used in 1976 on the V&T tourist railroad at Virginia City. Oil fired, it last steamed in the early 2000s.
No. 11, Reno, standard gauge 4-4-0 (Baldwin 1872) built for the Virginia & Truckee. The most renown of all V&T’s Americans, the Reno was retired in 1937 and sold to a movie studio. It spent over fifty years at Old Tucson Studios in Arizona before being acquired by the V&T tourist railroad of Virginia City, Nevada, in 2021. It is currently under restoration. Oil fired.
No. 12, Genoa, standard gauge 4-4-0 (Baldwin 1873) built for the Virginia & Truckee. It was a back-up locomotive to the Reno and was retired in 1908. For the past 40 years it’s been on indoor static display at the California State Railroad Museum in Sacramento. It last ran in 1979 and was never converted from burning wood to burning oil, like most V&T 4-4-0s were.
No. 18, narrow gauge 4-6-0 (Baldwin 1911), built for the Nevada-California-Oregon and last used by the Southern Pacific. Restored by Carson & Colorado Inc. in 2017 after being on display in an Independence, Calif., park since 1954. It is normally kept at the Eastern California Museum in Independence. Oil fired.
No. 18, Dayton, standard gauge 4-4-0 (Central Pacific Sacramento Shops 1873) built for the Virginia & Truckee. Ran on the V&T for nearly seven decades before being acquired by a movie studio. It was cosmetically restored for display in 1982 by the Nevada State Railroad Museum. Oil fired.
No. 21, J. W. Bowker, standard gauge 2-4-0 (Baldwin 1875) built for the Virginia & Truckee. Bowker served as a switch engine in Virginia City. It was later purchased by the Sierra Nevada Wood & Lumber Company. Wood-fueled but not currently operational, it has been exhibited at the California State Railroad since 1976. An oil burner, it is not currently operational.
No. 22, Inyo, standard gauge 4-4-0 (Baldwin 1875), built for the Virginia & Truckee Railroad. It served in passenger service and was nicknamed “Brass Betsy.” It was later sold to Paramount Pictures and appeared McLintock, Union Pacific, and The Great Locomotive Chase. Restored to operation in 1983 and currently housed at the Nevada State Railroad Museum. Wood fired.
No. 25, standard gauge 4-6-0 (Baldwin 1905) built for the Virginia & Truckee to handle both freight and passenger trains. It was the first new steam locomotive purchased by the V&T and replaced older 4-4-0s on the passenger run between Reno and Carson City. Oil fired, it was restored to operation in 1980 and sees frequent service at the Nevada State Railroad Museum.
Some of you may have noticed that, unfortunately, owing to the fact that a certain person who sells truck photos on eBay commercially has been lifting my images from this album and selling them I have had to remove 2300 photos that didn't have a watermark. I have now run around 1700 through Lightroom and added a watermark with the intention of bulk uploading them again. Rather than watermark the existing (hidden) files in Flickr one at a time it will be easier to do it this way. I definitely won’t be adding individual tags with the make and model of each vehicle I will just add generic transport tags. Each photo is named after the vehicle and reg in any case. For anyone new to these images there is a chapter and verse explanation below. It is staggering how many times I get asked questions that a quick scan would answer or just as likely I can’t possibly answer – I didn’t take them, but, just to clarify-I do own the copyright- and I do pursue copyright theft.
This is a collection of scanned prints from a collection of photographs taken by the late Jim Taylor A number of years ago I was offered a large number of photographs taken by Jim Taylor, a transport photographer based in Huddersfield. The collection, 30,000 prints, 20,000 negatives – and copyright! – had been offered to me and one of the national transport magazines previously by a friend of Jim's, on behalf of Jim's wife. I initially turned them down, already having over 30,000 of my own prints filed away and taking space up. Several months later the prints were still for sale – at what was, apparently, the going rate. It was a lot of money and I deliberated for quite a while before deciding to buy them. I did however buy them directly from Jim’s wife and she delivered them personally – just to quash the occasional rumour from people who can’t mind their own business. Although some prints were sold elsewhere, particularly the popular big fleet stuff, I should have the negatives, unfortunately they came to me in a random mix, 1200 to a box, without any sort of indexing and as such it would be impossible to match negatives to prints, or, to even find a print of any particular vehicle. I have only ever looked at a handful myself unless I am scanning them. The prints are generally in excellent condition and I initially stored them in a bedroom without ever looking at any of them. In 2006 I built an extension and they had to be well protected from dust and moved a few times. Ultimately my former 6x7 box room office has become their (and my own work’s) permanent home.
I hope to avoid posting images that Jim had not taken his self, however should I inadvertently infringe another photographers copyright, please inform me by email and I will resolve the issue immediately. There are copyright issues with some of the photographs that were sold to me. A Flickr member from Scotland drew my attention to some of his own work amongst the first uploads of Jim’s work. I had a quick look through some of the 30 boxes of prints and decided that for the time being the safest thing for me to do was withdraw the majority of the earlier uploaded scans and deal with the problem – which I did. whilst the vast majority of the prints are Jims, there is a problem defining copyright of some of them, this is something that the seller did not make clear at the time. I am reasonably confident that I have since been successful in identifying Jims own work. His early work consists of many thousands of lustre 6x4 prints which are difficult to scan well, later work is almost entirely 7x5 glossy, much easier to scan. Not all of the prints are pin sharp but I can generally print successfully to A4 from a scan.
You may notice photographs being duplicated in this Album, unfortunately there are multiple copies of many prints (for swapping) and as I have to have a system of archiving and backing up I can only guess - using memory - if I have scanned a print before. The bigger fleets have so many similar vehicles and registration numbers that it is impossible to get it right all of the time. It is easier to scan and process a print than check my files - on three different PC’s - for duplicates. There has not been, nor will there ever be, any intention to knowingly breach anyone else's copyright. I have presented the Jim Taylor collection as exactly that-The Jim Taylor Collection- his work not mine, my own work is quite obviously mine.
Unfortunately, many truck spotters have swapped and traded their work without copyright marking it as theirs. These people never anticipated the ease with which images would be shared online in the future. I would guess that having swapped and traded photos for many years that it is almost impossible to control their future use. Anyone wanting to control the future use of their work would have been well advised to copyright mark their work (as many did) and would be well advised not to post them on photo sharing sites without a watermark as the whole point of these sites is to share the image, it is very easy for those that wish, to lift any image, despite security settings, indeed, Flickr itself, warns you that this is the case. It was this abuse and theft of my material that led me to watermark all of my later uploads. I may yet withdraw non-watermarked photos, I haven’t decided yet. (I did in the end)
To anyone reading the above it will be quite obvious that I can’t provide information regarding specific photos or potential future uploads – I didn’t take them! There are many vehicles that were well known to me as Jim only lived down the road from me (although I didn’t know him), however scanning, titling, tagging and uploading is laborious and time consuming enough, I do however provide a fair amount of information with my own transport (and other) photos. I am aware that there are requests from other Flickr users that are unanswered, I stumble across them months or years after they were posted, this isn’t deliberate. Some weekends one or two “enthusiasts” can add many hundreds of photos as favourites, this pushes requests that are in the comments section ten or twenty pages out of sight and I miss them. I also have notifications switched off, I receive around 50 emails a day through work and I don’t want even more from Flickr. Other requests, like many other things, I just plain forget – no excuses! Uploads of Jim’s photos will be infrequent as it is a boring pastime and I would much rather work on my own output.
Some of you may have noticed that, unfortunately, owing to the fact that a certain person who sells truck photos on eBay commercially has been lifting my images from this album and selling them I have had to remove 2300 photos that didn't have a watermark. I have now run around 1700 through Lightroom and added a watermark with the intention of bulk uploading them again. Rather than watermark the existing (hidden) files in Flickr one at a time it will be easier to do it this way. I definitely won’t be adding individual tags with the make and model of each vehicle I will just add generic transport tags. Each photo is named after the vehicle and reg in any case. For anyone new to these images there is a chapter and verse explanation below. It is staggering how many times I get asked questions that a quick scan would answer or just as likely I can’t possibly answer – I didn’t take them, but, just to clarify-I do own the copyright- and I do pursue copyright theft.
This is a collection of scanned prints from a collection of photographs taken by the late Jim Taylor A number of years ago I was offered a large number of photographs taken by Jim Taylor, a transport photographer based in Huddersfield. The collection, 30,000 prints, 20,000 negatives – and copyright! – had been offered to me and one of the national transport magazines previously by a friend of Jim's, on behalf of Jim's wife. I initially turned them down, already having over 30,000 of my own prints filed away and taking space up. Several months later the prints were still for sale – at what was, apparently, the going rate. It was a lot of money and I deliberated for quite a while before deciding to buy them. I did however buy them directly from Jim’s wife and she delivered them personally – just to quash the occasional rumour from people who can’t mind their own business. Although some prints were sold elsewhere, particularly the popular big fleet stuff, I should have the negatives, unfortunately they came to me in a random mix, 1200 to a box, without any sort of indexing and as such it would be impossible to match negatives to prints, or, to even find a print of any particular vehicle. I have only ever looked at a handful myself unless I am scanning them. The prints are generally in excellent condition and I initially stored them in a bedroom without ever looking at any of them. In 2006 I built an extension and they had to be well protected from dust and moved a few times. Ultimately my former 6x7 box room office has become their (and my own work’s) permanent home.
I hope to avoid posting images that Jim had not taken his self, however should I inadvertently infringe another photographers copyright, please inform me by email and I will resolve the issue immediately. There are copyright issues with some of the photographs that were sold to me. A Flickr member from Scotland drew my attention to some of his own work amongst the first uploads of Jim’s work. I had a quick look through some of the 30 boxes of prints and decided that for the time being the safest thing for me to do was withdraw the majority of the earlier uploaded scans and deal with the problem – which I did. whilst the vast majority of the prints are Jims, there is a problem defining copyright of some of them, this is something that the seller did not make clear at the time. I am reasonably confident that I have since been successful in identifying Jims own work. His early work consists of many thousands of lustre 6x4 prints which are difficult to scan well, later work is almost entirely 7x5 glossy, much easier to scan. Not all of the prints are pin sharp but I can generally print successfully to A4 from a scan.
You may notice photographs being duplicated in this Album, unfortunately there are multiple copies of many prints (for swapping) and as I have to have a system of archiving and backing up I can only guess - using memory - if I have scanned a print before. The bigger fleets have so many similar vehicles and registration numbers that it is impossible to get it right all of the time. It is easier to scan and process a print than check my files - on three different PC’s - for duplicates. There has not been, nor will there ever be, any intention to knowingly breach anyone else's copyright. I have presented the Jim Taylor collection as exactly that-The Jim Taylor Collection- his work not mine, my own work is quite obviously mine.
Unfortunately, many truck spotters have swapped and traded their work without copyright marking it as theirs. These people never anticipated the ease with which images would be shared online in the future. I would guess that having swapped and traded photos for many years that it is almost impossible to control their future use. Anyone wanting to control the future use of their work would have been well advised to copyright mark their work (as many did) and would be well advised not to post them on photo sharing sites without a watermark as the whole point of these sites is to share the image, it is very easy for those that wish, to lift any image, despite security settings, indeed, Flickr itself, warns you that this is the case. It was this abuse and theft of my material that led me to watermark all of my later uploads. I may yet withdraw non-watermarked photos, I haven’t decided yet. (I did in the end)
To anyone reading the above it will be quite obvious that I can’t provide information regarding specific photos or potential future uploads – I didn’t take them! There are many vehicles that were well known to me as Jim only lived down the road from me (although I didn’t know him), however scanning, titling, tagging and uploading is laborious and time consuming enough, I do however provide a fair amount of information with my own transport (and other) photos. I am aware that there are requests from other Flickr users that are unanswered, I stumble across them months or years after they were posted, this isn’t deliberate. Some weekends one or two “enthusiasts” can add many hundreds of photos as favourites, this pushes requests that are in the comments section ten or twenty pages out of sight and I miss them. I also have notifications switched off, I receive around 50 emails a day through work and I don’t want even more from Flickr. Other requests, like many other things, I just plain forget – no excuses! Uploads of Jim’s photos will be infrequent as it is a boring pastime and I would much rather work on my own output.
Some of you may have noticed that, unfortunately, owing to the fact that a certain person who sells truck photos on eBay commercially has been lifting my images from this album and selling them I have had to remove 2300 photos that didn't have a watermark. I have now run around 1700 through Lightroom and added a watermark with the intention of bulk uploading them again. Rather than watermark the existing (hidden) files in Flickr one at a time it will be easier to do it this way. I definitely won’t be adding individual tags with the make and model of each vehicle I will just add generic transport tags. Each photo is named after the vehicle and reg in any case. For anyone new to these images there is a chapter and verse explanation below. It is staggering how many times I get asked questions that a quick scan would answer or just as likely I can’t possibly answer – I didn’t take them, but, just to clarify-I do own the copyright- and I do pursue copyright theft.
This is a collection of scanned prints from a collection of photographs taken by the late Jim Taylor A number of years ago I was offered a large number of photographs taken by Jim Taylor, a transport photographer based in Huddersfield. The collection, 30,000 prints, 20,000 negatives – and copyright! – had been offered to me and one of the national transport magazines previously by a friend of Jim's, on behalf of Jim's wife. I initially turned them down, already having over 30,000 of my own prints filed away and taking space up. Several months later the prints were still for sale – at what was, apparently, the going rate. It was a lot of money and I deliberated for quite a while before deciding to buy them. I did however buy them directly from Jim’s wife and she delivered them personally – just to quash the occasional rumour from people who can’t mind their own business. Although some prints were sold elsewhere, particularly the popular big fleet stuff, I should have the negatives, unfortunately they came to me in a random mix, 1200 to a box, without any sort of indexing and as such it would be impossible to match negatives to prints, or, to even find a print of any particular vehicle. I have only ever looked at a handful myself unless I am scanning them. The prints are generally in excellent condition and I initially stored them in a bedroom without ever looking at any of them. In 2006 I built an extension and they had to be well protected from dust and moved a few times. Ultimately my former 6x7 box room office has become their (and my own work’s) permanent home.
I hope to avoid posting images that Jim had not taken his self, however should I inadvertently infringe another photographers copyright, please inform me by email and I will resolve the issue immediately. There are copyright issues with some of the photographs that were sold to me. A Flickr member from Scotland drew my attention to some of his own work amongst the first uploads of Jim’s work. I had a quick look through some of the 30 boxes of prints and decided that for the time being the safest thing for me to do was withdraw the majority of the earlier uploaded scans and deal with the problem – which I did. whilst the vast majority of the prints are Jims, there is a problem defining copyright of some of them, this is something that the seller did not make clear at the time. I am reasonably confident that I have since been successful in identifying Jims own work. His early work consists of many thousands of lustre 6x4 prints which are difficult to scan well, later work is almost entirely 7x5 glossy, much easier to scan. Not all of the prints are pin sharp but I can generally print successfully to A4 from a scan.
You may notice photographs being duplicated in this Album, unfortunately there are multiple copies of many prints (for swapping) and as I have to have a system of archiving and backing up I can only guess - using memory - if I have scanned a print before. The bigger fleets have so many similar vehicles and registration numbers that it is impossible to get it right all of the time. It is easier to scan and process a print than check my files - on three different PC’s - for duplicates. There has not been, nor will there ever be, any intention to knowingly breach anyone else's copyright. I have presented the Jim Taylor collection as exactly that-The Jim Taylor Collection- his work not mine, my own work is quite obviously mine.
Unfortunately, many truck spotters have swapped and traded their work without copyright marking it as theirs. These people never anticipated the ease with which images would be shared online in the future. I would guess that having swapped and traded photos for many years that it is almost impossible to control their future use. Anyone wanting to control the future use of their work would have been well advised to copyright mark their work (as many did) and would be well advised not to post them on photo sharing sites without a watermark as the whole point of these sites is to share the image, it is very easy for those that wish, to lift any image, despite security settings, indeed, Flickr itself, warns you that this is the case. It was this abuse and theft of my material that led me to watermark all of my later uploads. I may yet withdraw non-watermarked photos, I haven’t decided yet. (I did in the end)
To anyone reading the above it will be quite obvious that I can’t provide information regarding specific photos or potential future uploads – I didn’t take them! There are many vehicles that were well known to me as Jim only lived down the road from me (although I didn’t know him), however scanning, titling, tagging and uploading is laborious and time consuming enough, I do however provide a fair amount of information with my own transport (and other) photos. I am aware that there are requests from other Flickr users that are unanswered, I stumble across them months or years after they were posted, this isn’t deliberate. Some weekends one or two “enthusiasts” can add many hundreds of photos as favourites, this pushes requests that are in the comments section ten or twenty pages out of sight and I miss them. I also have notifications switched off, I receive around 50 emails a day through work and I don’t want even more from Flickr. Other requests, like many other things, I just plain forget – no excuses! Uploads of Jim’s photos will be infrequent as it is a boring pastime and I would much rather work on my own output.
For some reason I always had a bit of an affinity towards these cars, largely due to the fact that they seemed to be smiling with those light clusters. But much like the Maestro, it had purpose, it was innovative, and it was a car that refused to die!
The Austin Montego first started development life way back in 1977 under project code LC10 (Leyland Cars 10), as an intended replacement for the Morris Marina and the Princess. However, like many of the company's promising projects, such as the Maestro and the Metro, it was shelved for years on account of the fact that British Leyland ran out of money! After a corporate bailout by the British Government, the company chose instead to prolong the development of these cars and instead simply give the existing Marina and Princess a facelift, resulting in the Morris Ital and Austin Ambassador, both cars notable for being unimpressively bland masterpieces.
However, this delay did give British Leyland a chance to tie up with Honda, and in 1980 launched the Triumph Acclaim as both the first Japanese/British hybrid car, but also British Leyland's first consistently reliable product! The result was that both the simultaneously developed Austin Maestro and Montego could take some leaves out of Honda's book and therefore improve the reliability. Styling came from David Bache, who had previously had a hand in penning the Rover P4, the Rover SD1 and the Range Rover, and Roy Axe, who would later go on to style the Rover 800 and the Rolls Royce Silver Seraph. The lengthy development time of the car however clearly showed as the first sketches of the car were done back in 1975. Apparently when Roy Axe, who took over as Director of Design in 1982, saw the first prototype with the original design, he was so horrified that he suggested they scrap the whole thing and start over!
However, their combined design talent truly shows through with the Montego as in essence these are very handsome cars, with a long smooth body, a pleasing frontal alignment and design, and internally very capable and comfortable. Some novel features included were the colour coordinated bumpers that matched the rest of the car, and the wiper spindles hiding under the bonnet when parked.
Although many consider the Maestro just to be a hatchback version of the Montego, there were many features the Montego had that made it an all around better car. These included a new S-Series engine in place of the A-Series engine that dated back to the 1950's, and a more practical and robust dashboard. Variations of the car included the stylish and luxury Vanden Plas, which was styled internally by the world renowned coachbuilder with lavish wood veneer and seating (thankfully not given a chrome nose, that would have been insane!), the sporty MG Montego which featured a higher performance O-Series Turob Engine and a revolutionary synthesised computer voice that announced problems and warnings, and finally the Estate versions which were by far the most popular and received almost unanimous acclaim for their spacious interior.
The Montego was launched on April 25th 1984, being available at first as a 4-door saloon to replace the standard Morris Ital, but the Ital in estate form continued on until August, bringing an end to the 11 year old Morris Marina family. In October the Estate version was launched at the British International Motor Show. Initially things were looking up for the Montego, as mentioned the Estate version was lauded for its practicality, the MG Montego became the fastest MG ever built with 115hp to rocket it up to a top speed of 126mph at a rate of 0-60 in 7.1 seconds, and the Vanden Plas was a modest success for the business executive, as well as finding a home in the company car market.
Promotion for the car also helped to seal the deal with a fantastically choreographed advert where professional stunt driver Russ Swift, pretty much danced around a crowded car park in a Montego, doing reverse 180's in gaps only a few feet wide, and driving the car on two wheels through a gap only a ruler's length apart! Jeremy Clarkson would attempt to do the same thing 14 years later on one of his DVD's in another Montego, again with the help of Russ Swift, which went well the first time, but not so well the second, third, fourth, fifth, sixth or seventh time. Eventually the Montego was smashed in half by a large truck in a fiery explosion.
Sadly though, the honeymoon like with all good British Leyland cars was short lived, and soon afterwards the various faults and build quality problems became once again apparent. Although many of the features fitted to these cars such as the synthesised voice, the computer engine management and the redesigned dashboard were endearing, the main fault that these cars had were in the electrics, which would frequently go wrong. Some examples I've heard from early Montego owners have included the car failing to start, pressing the indicator switch only to blow the horn, or the synthesised talking lady never, ever, ever shutting up! Because of these problems the cars built up a very quick and poor reputation, added to by the poor construction of the actual car, with the colour coded bumpers being particularly problematic as they'd crack in cold weather.
But British Leyland didn't give up on the Montego, and in the background designers continued to tinker with the idea of further additions and changes to the car. Throughout the period following its introduction, British Leyland began to be broken up by the Thatcher Government, with Jaguar being made independent, the various parts manufacturers such as UNIPART being sold off, Leyland Trucks and Buses being sold to Volvo and DAF, and eventually the whole outfit being reduced to just MG and Rover. The Montego has been credited with being the last car to carry the Austin name, the badge being dropped in 1988 with future cars simply being dubbed the Montego. This coincided with a facelift in 1989 and the re-engineering of the car to be fitted with a Perkins Diesel. In 1989 a new seven-seater estate model was created called the Montego Countryman, built to combat the rising trend of People-Carriers such as the Renault Espace, but still being able to perform as well as a regular car. This, much like the original estate, proved immensely popular, especially in France for some reason, which went on to be one of the Montego's major markets.
In the early 90's the Montego did start getting back some reputation, winning the CAR Magazine's 'Giant Test' (all technical names I'm sure) when competing against the likes of the Citroen BX and the Audi 80. In fact the Rover Montego Turbo became a favourite with the RAF, and was used to whisk Officers across airfields as a personal transport. The Montego may have failed to outdo the Volkswagen Passat, but as for the British mob such as the Ford Sierra and the Vauxhall Cavalier, it was able competition. In fact when I was young in the 90's a lot of kids I'd see dropped off to school would be in then new Montego's because by this point the reliability issues had been ironed out following Rover Group's return to private ownership under British Aerospace.
But by 1992 the car was very much looking its age and was in desperate need of a replacement. In 1993 the Rover 600 was launched which pretty much ended the Montego for mass-production then and there, but special orders for the car continued until 1995. The machines continued to be a favourite among Company Car firms, and a lot of the developments made in the Montego lived on in later Rover cars, primarily the 600 and the 75, which inherited its rear suspension which was often held in high regard. But the curtain did eventually fall for the official Montego production in 1995 as new owners BMW desired nothing more than to be out with the old and in with the new, with facelifts all around including a new Rover 25 to replace the 200, a new Rover 45 to replace the 400, and a new Rover 75 to replace the 800, and the original Range Rover was revamped into the absolutely magnificent Range Rover P38 in 1995. The Maestro too was axed and the Metro followed not long afterwards in 1999, with the classic Mini being killed off in 2000, only to be brought back to life the same year under BMW management after the breakup of Rover that year.
But like the Maestro, the Montego simply wouldn't die, but unlike the Maestro, attempts to revive the car under bootlegged brands weren't as prosperous. In India, the company Sipani Automobiles, notable for attempting to recreate British cars such as the Reliant Kitten but instead consistently turning out garbage, attempted to built a few, but folded soon afterwards. In Trinidad & Tobago, a small firm attempted to sell their own copycat versions of the Montego, which were notable for their exceptional poor quality. But most famously was the attempt to recreate the car in China with the Lubao CA 6410, which yoked the nose of a Montego onto the back of a Maestro using a Maestro platform. Today that car is technically still in production as the Jiefang CA 6440 UA Van, but owes more to the Maestro than the Montego.
Today the Montego is a very rare car to find. Of the 571,000 cars built, only 296 remain, making it Britain's 8th most scrapped car. Contributing to this, areas of the bodywork that were to be covered by plastic trim (such as the front and rear bumpers) were left unpainted and thus unprotected. In addition, pre-1989 models cannot run on unleaded petrol without the cylinder head being converted or needing fuel additives.
However, as mentioned, the Montego estate was a huge hit in France, and chances are you'll find a fair number ambling about the countryside there. Malta too was another popular locale for the Montego, as well as many other British Leyland cars, including Marina's, Allegros and even Princesses!
My opinion on the Montego? Like most British Leyland cars it had prospects and purpose, but lacked the desire to build good, honest cars. It was comfortable, it was handsome, it performed as well as a family saloon car should, it was spacious and very well equipped, and like many British Leyland cars, such as the Princess with its Hydragas suspension, it was innovative. If these cars had been built better and had some of the teething problems ironed out with the electrical systems, then British Leyland could have easily gone on to make the family car of the 1980's. But like all pathfinders in the world of technology, they will suffer the full brunt of the problems they are most likely to experience.
People rarely remember the originals, only the one's that perfected it...
The Bombings of 1940 forced a reappraisal of deep-shelter policy and at the end of October the Government decided to construct a system of deep shelters linked to existing tube stations. London Transport was consulted about the sites and required to build the tunnels at the public expense with the understanding that they were to have the option of taking them over for railway use after the war. With the latter point in mind, positions were chosen on routes of possible north-south and east-west express tube railways. It was decided that each shelter would comprise two parallel tubes 16 foot 6 inches internal diameter and 1,600 feet long and would be placed below existing station tunnels at Clapham South, Clapham Common, Clapham North, Stockwell, Oval, Goodge Street, Camden Town, Belsize Park, Chancery Lane and St. Pauls...Each tube would have two decks, fully equipped with bunks, medical posts, kitchens and sanitation and each installation would accommodate 9,600 people...All the deep level shelters were sub-divided into sleeping areas. Each tunnel was divided into 4 sections with connecting doors between them. Each section was given a name. At Clapham South they were all naval commanders. The northern entrance sections (i.e. those accessed directly from the northern lift without crossing to the other side) were named: Freemantle, Beatty, Evans, Anson, Nelson, Jellicoe, Madden and Inglefield while those accessed from the southern entrance were: Grenville, Hardy, Drake, Oldham, Keppel, Parry and Ley. Each section had bunks fitted longitudinally along the outer wall, a single at the top, a double in the middle and a single at the bottom. Along the inner wall bunks were fitted across the passage forming bays. There were 7.952 bunks in total and each bunk was allocated to a named person. If they didn't turn up one night the bunk remained unused...Although work on them began in November 1940 there were difficulties in obtaining sufficient labour and materials so the first one was only ready in March 1942 and the other seven were finished later that year. Access to them was by ticket in order to help control numbers and prevent disruption to the underground network. There was considerable pressure to open the shelters to relieve the strain on London’s tube stations from people sheltering from the bombing, but the authorities were concerned about the cost of maintaining the shelters once opened and preferred to keep them in reserve in case the bombing intensified. Clapham South was used as weekend troop accommodation from 1943. The start of the attacks on London by V1 flying bombs (commonly known as ‘doodlebugs’) in June 1944, followed by the V2 rocket campaign in September that year, caused many of the deep shelters to be made fully available to the public; Clapham South opened on 19 July 1944. The south entrance, next door to what was the Odeon cinema, was in a small compound that housed administrative offices and ticket printing presses for all eight deep shelters. The shelters were used for their original purpose for less than a year. The north section closed on 21 October 1944 and the shelter was transferred from the Ministry of Home Security to the Ministry of Works on 1 October 1945. Clapham South closed completely on 7 May 1945 and from June 1945 it found a new use as a military leave hostel and for one month in June 1946 it acted as an armed-forces troop billet. At the end of the war, London had a severe labour shortage and the Colonial Office sought to recruit a labour force from Britain’s colonies. At that time there were no immigration restrictions for citizens from one part of the British Empire moving to another part. An advertisement appeared in Jamaica's Daily Gleaner on 13 April 1948 offering transport to the UK for a fare of £28.10s (£28.50) for anyone who wanted to work in the UK. As a result the ship MV Empire Windrush arrived in Tilbury later in 1948 carrying 492 worker migrants from Jamaica. However, as there was no accommodation for the new arrivals the Colonial Office decided to house them in the deep-level shelter at Clapham South.
The nearest labour exchange to Clapham South was on Coldharbour Lane in Brixton so the men sought jobs there. As a result Brixton became a focus for West Indian settlers from that point onwards with successive arrivals making their way to the developing
community. The actual time the deep-level shelter was occupied by new arrivals was relatively short as the men all quickly found jobs and accommodation, and successfully integrated into many parts of south London.
[Subterranea Britannica]
Love these old images ... another image no longer in copyright ... some TLC.
Existing in 2021 and still an active Post Office at 102-104 St Aldates Street, Oxford, England UK.
Engraving published in 1879
This image is 142 years old, as of the Sep2021 uploading to my photostream.
Title: New Post Office Oxford
Date: 1879 22Aug
Illustrators: James Ackerman drawing . engraving
Designer: E. G. Rivers Architect
SOURCE: Internet Archive
Title Source: Building News 1879 Jul-Dec vol37
Learn More: Oxford History - www.oxfordhistory.org.uk/streets/post_boxes/post_offices/...
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
As an island nation, Japan’s highest priorities for research in World War II were its navy and aviation industries. The army was large, but its military equipment could not match rival European counterparts who had stronger ground forces. Japan did not use heavy tanks, and an examination of the most advanced mass-produced Japanese vehicle—the Type 97 Chi-Ha—shows it lighter, smaller and with worse armament than its contemporaries: the Soviet T-34, German Pz.Kpfw IV and US M4 Sherman.
The reason that Japan did not develop heavier tanks was not the result of military incompetence, but rather of logistics: Japan was fighting for control of small Pacific islands. All vehicles and equipment had to be transported by sea, onto island terrain not suitable for using heavy vehicles; where designs were concerned, lighter was better! At the time, China, the only major mainland rival of Japan, did not have good armor or anti-armor capabilities, so the existing Japanese vehicles were deemed acceptable for the task at hand. Additionally, except for battle ships, the Japanese industry did not have much experience with the production of heavier tanks, and the respective tools were also not present.
On December 7, 1941, Japan bombed Pearl Harbor and went to war with the USA. They achieved several early victories, invading the Philippines, multiple islands of Oceania, and part of New Guinea. The Allies were hard-pressed to keep up.
During their domination in the Pacific region, the Japanese created a defensive perimeter using islands as strongholds. The Americans and other allied forces began to hit back. In June 1942, the Japanese lost four aircraft carriers during the Battle of Midway, and US forces slugged it out for six months during the Battle of Guadalcanal before emerging victorious in February 1943. Similar to Stalingrad in the East these two battles deprived Japan of the strategic initiative, and their defensive perimeter fell under attack, island by island. The Allied forces were nearing the Japanese Home Islands.
In June 1943, Japan's ambassador visited one of the Wehrmacht's heavy tank detachments. He was very impressed by the huge tiger. Germany and the Kaiserreich made a deal. Allies help each other. Anyone who has a particularly effective new weapon passes information about it to the army of the country that is fighting at least one common enemy. This is exactly what happened in the Third Reich between June 1943 and autumn 1944. The Japanese embassy in Berlin had concluded from press reports about the unsuccessful battles by German troops in Tunisia, which ultimately ended with a surrender, that the Wehrmacht had a new super tank. So, Ambassador General Hiroshi Oshima asked to see this new weapon - after all, the Japanese Empire was fighting against the USA, if not against Stalin's Soviet Union. On June 7, 1943, he personally visited the German front in front of Leningrad with a few adjutants. That was unusual; Actually, such a mission would have been more the task of a military attaché - although Oshima had already been in Berlin from 1934 to 1938. He also spoke perfect German and was friends with Foreign Minister Joachim von Ribbentrop.
The Wehrmacht had had a stranglehold on the former Russian capital since autumn 1941; conquering them was one of the main goals of Army Group North, especially of 18th Army. This is one of the reasons why the 1st Company of the 502nd Heavy Tank Battalion remained in Siewersi, around 70 kilometers south of Leningrad city center. It was one of the detachments with the new Tiger tanks. Commanded by Oberleutnant Klaus Diehls, the 1st company had only one Tiger ready for action after heavy fighting around Schlüsselburg in January 1943, but by the beginning of June they received new vehicles as supplies, so that the unit again had 14 Panzer VIs at its disposal - the was the nominal strength after the regrouping to a pure Tiger company. A day after the arrival of the new vehicles, the Japanese military delegation, accompanied by Colonel General Georg Lindemann, the commander of the 18th Army, Klaus Diehls, the heavy tanks demonstrated their capabilities to the high-ranking guests, and Oshima was even allowed to take the commander's seat of a tiger. The ambassador was deeply impressed by the sheer power of the tank.
Oshima knew that the Japanese tanks could not match the firepower and protection of the models in the European theater of war. In 1943 the most modern model was the Type 1 Chi-He, which with a weight of 17.5 tons, a 47 mm gun and an output of 240 hp was just about the same as a German Panzer III from 1940. However, this was not due to any incompetence on the part of Japanese engineers - their specifications were simply different: Since the empire wanted to expand its sphere of influence far into the Pacific, ship portability was an essential criterion when developing its own armored vehicles.
However, since the Japanese defeat in the Battle of Midway in June 1942, the US Marines increasingly used Sherman tanks during the fierce fighting for individual Pacific islands. This medium combat vehicle was clearly superior to the German Panzer III and, depending on the version, roughly equivalent to the Panzer IV; Shooting down Japanese models was no problem at all for its 75mm gun. So, in Japan there was the idea of replicating the most modern German tanks and transporting them to the occupied Pacific islands that had not yet been attacked, in order to stop or at least slow down the advance of the marines.
The time for an indigenous development, so the calculation, could be saved if the Japanese industry simply copied or license-built operational models from Germany. The Japanese delegation was particularly impressed by the firepower of the German “Acht-Achter”, the Tiger's 88 mm gun. With such a weapon it should be possible to stop the Marines' Shermans.
A few weeks later, in July 1943, Oshima and his companions visited the Henschel tank factory in Kassel. Here he had the production of the German super tank explained in detail, experienced a demonstration at the test site near Wilhelmsthal Castle and also viewed a specimen of the new medium-heavy German tank, the Panther. Presumably, the German side rather concealed the weaknesses of the Tiger, which had already become apparent during the first operations in 1942/43: the vertical armor of the hull at the front and the sides was unnecessarily vulnerable. The engine was undersized, the weight too high for many routes and the speed off-road at a maximum of 20 kilometers per hour too low. While the Henschel engineers were developing the successor to the Tiger I, logically called Tiger II, to production maturity in the second half of 1943, the Japanese embassy was negotiating with the Wehrmacht about the delivery of the Tiger I.
In 1943, Germany sent Japan two packages of technical documentation, but Japan also wanted to purchase the tank and import vehicles to Japan by submarine. The cost to produce a Tiger was around 300,000 Reichsmarks in 1943, while the Ministry of Armaments and the Henschel Company requested 645,000 Reichsmarks from the Japanese for a fully loaded tank. The Germans had not simply decided to “cash in” on oversea allies: the cost of technical documentation was also included into the amount; and the tank would be supplied with ammunition, an excellent radio, and optics. Also, Germany was prepared to disassemble and pack the thirty-ton tank for shipment to Japan.
The Allies commanded the Mediterranean Sea and Atlantic, so underwater shipping was the only way to get the Tiger to Japan, but few vessels could carry a bulky 30-ton tank hull. The only option were Japanese submarine aircraft carriers that had corresponding characteristics, namely the IJN’s I-400-class submarines. These were the largest submarines of World War II and remained the largest ever built until the construction of nuclear ballistic missile submarines in the 1960s. Measuring more than 120 m (390 ft) long overall, they displaced 5,900 t (6,500 short tons), more than double their typical American contemporaries. The cross-section of its pressure hull had a unique figure-of-eight shape which afforded the necessary strength and stability to handle the weight of a large on-deck aircraft hangar. To allow stowage of three aircraft along the vessel's centerline, the conning tower was offset to port. Located approximately amidships on the top deck was a cylindrical watertight aircraft hangar, 31 m (102 ft) long and 3.5 m (11 ft) in diameter. The outer access door could be opened hydraulically from within or manually from the outside by turning a large hand-wheel connected to a rack and spur gear. The door was made waterproof with a 51-millimetre-thick (2.0 in) rubber gasket.
The I-400 class was designed with the range to travel anywhere in the world and return. A fleet of 18 boats was planned in 1942, and work started on the first in January 1943 at the Kure, Hiroshima arsenal. However, within a year the plan was scaled back to just five ships, and this fleet hardly had any practical value in the aircraft carrier role except for long-range reconnaissance or special strike missions, so that they were frequently used for underwater transport of heavy/bulky items – including the disassembled Tiger I tank!
With this highly limited logistics option, the Tiger tanks had trouble reaching Japan at all. Most optimistic estimates put its arrival in December of 1944. Despite many difficulties, the first tank for Japan was sent to a Bordeaux port in February 1944, and the Japanese paid for the order: officially coming into possession of the Tiger, but not able to use or reverse engineer it. Until summer of 1944, when the Allies landed in Normandy, only a handful of Tiger Is had been sent to Japan through I-400 submarines, re-assembled and put into IJA service, where they were designated Type 99 ‘To-Ra’.
The To-Ra was, even though it looked like the German Tiger I, a unique variant that differed from its ancestor. The hull was the same, with the same level of overall armor, but apparently the “export Tigers” were produced with hardened steel of lower quality than the German tanks, saving material and money. The running gear was simplified, too; it had only twelve wheels instead of the Tiger I’s original arrangement of sixteen interleaved wheels and used the rubber-saving all-metal wheels that were often retrofitted to German tanks during field repairs. The commander cupola on top of the turret was the new, standardized cast model (the same one that was used on the Panzer V Panther, too) that was introduced on late-production Tiger Is; it was easier to produce and offered a better field of view than the Tiger’s early welded “dustbin” model. Another small difference were all-metal drive wheels, another sign of the use of steel with less quality, and the export tanks were not – like late German production Tiger Is – watertight and not capable of deep-fording anymore.
The tanks for Japan mostly retained the original German equipment, including the radio set, optics, engine and the powerful 8.8 cm KwK 36. However, the gun was outfitted with a simpler and slightly longer single-piece L/71 barrel (instead of the original L/56 two-piece barrel), and the machine guns were not fitted upon delievery; they were, upon re-assembly in Japan, replaced with Japanese 7.7mm Type 97 light machine guns. Another, visible domestic modification was the installation of a rigid frame radio antenna on the turret instead of the European whip antenna on the rear hull.
In September 1944, with a worsening control situation in France, the submarine transfers were moved to other ports under German control. However, they ceased altogether in late 1944, due to the worsening war situation, logistics problems, the general dangers of the long naval travel and the increasing lack of fuel to support the deliveries in both Germany and Japan. All in all, probably less than twenty Tiger I tanks reached Japan. All were re-assembled, but only a little more than a dozen became fully operational and ready for combat.
The Type 99 was exclusively allocated to home defense units, where it would have been a powerful asset. They were based on the southern Japanese mainland, waiting for the Allied invasion (operation Olympic), but it never came. Most of the time the Tigers were just used to train crews, or they were enlisted for PR appearances, boosting morale and confusing the enemy with potential massive resistance and firepower.
The To-Ras was, however, due to their sheer bulk and weight, very limited. The Japanese Tigers were relatively immobile and could not be transferred to the continental Japanese colonies, where they were direly needed and where the might have had some impact: When the Soviets invaded Manchuria in August 1945, they found an impressive Japanese tank force, at least on the paper, but a deep ravine separated the IJA and Soviet types. The latter had constantly improved their models in response to German tanks, and were much more advanced in speed, firepower, and protection than the average IJA models, which were light and/or obsolete by any standards of the time. The To-Ra/Tigers would have been a match, even a serious threat at long distance, but they were too few and stuck in homeland defense, so that their overall contribution was negligible. In fact, no Japanese Tiger fired in anger until the end of the war.
Specifications:
Crew: Five (commander, gunner, loader, driver, radio operator)
Weight: 54 tonnes (60 short tons) empty,
57 tonnes (63 short tons) combat weight
Length: 6.32 m (20 ft 8.7 in)
8.85 m (29 ft) overall with gun facing forward
Width: 3.56 m (11 ft 8 in)
Height: 3.00 m (9 ft 10 in)
Ground clearance: 0.47 m (1 ft 7 in)
Suspension: Torsion bar, interleaved road wheels
Fuel capacity: 540 liters
Armor:
25–120 mm (0.98–4.72 in)
Performance:
Maximum speed: 45.4 km/h (28.2 mph) on roads
20–25 km/h (12–16 mph) cross country
Operational range: 195 km (121 mi) on road
110 km (68 mi) cross country
Power/weight: 13 PS (9.5 kW) / tonne
Engine & transmission:
Maybach HL230 P45 V-12 petrol engine with 700 PS (690 hp, 515 kW),
Maybach Olvar Typ OG 40 12 16 gearbox (8 forward and 4 reverse)
Armament:
1× 1× 8.8 cm KwK 36 L/71 with 92 AP and HE rounds
2× 7.7mm Type 97 light machine guns with a total of 4,800 rounds
The kit and its assembly:
This rather romantic what-if model is an interpretation of the real historic desire of Japan to obtain the Tiger I from Germany, and there are actually OOB model kits of this oddity available (e .g. from Border Models in 1:35). However, I am not a big fan of the Tiger I – it looks like a box with tracks and a bulky turret on top, very uninspired. Well, I had a Hasegawa 1:72 Tiger I kit in The Stash™, which I only had bought a while ago because it came with an extra set of road wheels, which had already gone into another conversion problem. The IJA Tiger, aptly called “To-Ra” (which means “Tiger” in Japanese, AFAIK), offered a good story to finally build the leftover kit – even though constructing a plausible background story how this heavy tank might have shown up in Japan called for some serious imagination!
That said, the very simple kit was built almost OOB, using the kit’s late production rubber-saving all-metal wheels and an optional roof top with the late, cast commander cupola. I also used one of the kit’s optional gun mantlets and implanted a longer, single-piece 8.8cm gun barrel from an early-production Jagdpanther (Armorfast), for a slightly different look. For more “Japanism” I scratched a frame antenna from steel wire and sprue material. It's just a small change, but with the antenna the tank looks quite different now, and it has a retro touch?
However, mounting the road wheels turned out to be a bit tricky. The featureless “inner” set of wheels needed its central holes to be considerably widened to fit onto their respective swing arms, and the “outer” wheels lack deep holes on their backs, so that the area that holds them on the swing arm tips(!) is very limited. Everything appears über-tight, all in all a wobbly affair, even though I understand that the Tiger I’s running gear is a complex thing to depict and construct in 1:72. However, I have built the Trumpeter counterpart of this model, and it was much easier to assemble and robust.
Painting and markings:
The more exotic aspect of the model, and I applied a typical IJA paint scheme from earlier war periods – one with the famous yellow contrast stripes, which were probably in real life more subdued than frequently depicted. The four-tone camouflage consists of Humbrol 160 for the “cha-iro” red brown, Humbrol 30 for “midori-iro” (dark green), a mix of Humbrol 155 and 121 for a greenish variant of the light IJA khaki, and Humbrol 81 (Pale Yellow) for the contrast stripes.
The black vinyl tracks were painted with a streaky mix of grey, red brown and some silver.
The markings were applied after an overall washing with dark brown acrylic paint; they were improvised and are purely fictional, even though the white flash icon appeared AFAIK on tanks of the unit the model depicts. The Japanese flags are further romantic geegaw – even though such markings apparently appeared on late-war IJN tanks.
After the decals the model received an overall treatment with dry-brushed dark earth and beige, and some bare metal marks with silver. As final steps, the model was sealed with matt acrylic varnish, assembled, and then lightly dusted with mineral artist pigments around the lower areas.
A rather simple project – something that might make World of Warcraft nerds nervous? The frame antenna was the biggest modeling challenge, the running gear a nuisance. But finding a halfway plausible explanation how even a small number of Tiger I tanks from Germany could appear in Japan at all was a bigger one! However, the result looks surprisingly convincing, and the IJA paint scheme suits the boxy Tiger I well, it looks very natural under the false flag, And I am happy that I eventually found a use for the leftover kit! :-D
With the rain falling harder, it was a bit of a route march to Holborn and my next church, the stunning St Sepulchre, which was also open.
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St Sepulchre-without-Newgate, also known as the Church of the Holy Sepulchre (Holborn), is an Anglican church in the City of London. It is located on Holborn Viaduct, almost opposite the Old Bailey. In medieval times it stood just outside ("without") the now-demolished old city wall, near the Newgate. It has been a living of St John's College, Oxford, since 1622.
The original Saxon church on the site was dedicated to St Edmund the King and Martyr. During the Crusades in the 12th century the church was renamed St Edmund and the Holy Sepulchre, in reference to the Church of the Holy Sepulchre in Jerusalem. The name eventually became contracted to St Sepulchre.
The church is today the largest parish church in the City. It was completely rebuilt in the 15th century but was gutted by the Great Fire of London in 1666,[1] which left only the outer walls, the tower and the porch standing[2] -. Modified in the 18th century, the church underwent extensive restoration in 1878. It narrowly avoided destruction in the Second World War, although the 18th-century watch-house in its churchyard (erected to deter grave-robbers) was completely destroyed and had to be rebuilt.
The interior of the church is a wide, roomy space with a coffered ceiling[3] installed in 1834. The Vicars' old residence has recently been renovated into a modern living quarter.
During the reign of Mary I in 1555, St Sepulchre's vicar, John Rogers, was burned as a heretic.
St Sepulchre is named in the nursery rhyme Oranges and Lemons as the "bells of Old Bailey". Traditionally, the great bell would be rung to mark the execution of a prisoner at the nearby gallows at Newgate. The clerk of St Sepulchre's was also responsible for ringing a handbell outside the condemned man's cell in Newgate Prison to inform him of his impending execution. This handbell, known as the Execution Bell, now resides in a glass case to the south of the nave.
The church has been the official musicians' church for many years and is associated with many famous musicians. Its north aisle (formerly a chapel dedicated to Stephen Harding) is dedicated as the Musicians' Chapel, with four windows commemorating John Ireland, the singer Dame Nellie Melba, Walter Carroll and the conductor Sir Henry Wood respectively.[4] Wood, who "at the age of fourteen, learned to play the organ" at this church [1] and later became its organist, also has his ashes buried in this church.
The south aisle of the church holds the regimental chapel of the Royal Fusiliers (City of London Regiment), and its gardens are a memorial garden to that regiment.[5] The west end of the north aisle has various memorials connected with the City of London Rifles (the 6th Battalion London Regiment). The church was designated a Grade I listed building on 4 January 1950.
en.wikipedia.org/wiki/St_Sepulchre-without-Newgate
The Early History of St. Sepulchre's—Its Destruction in 1666—The Exterior and Interior—The Early Popularity of the Church—Interments here—Roger Ascham, the Author of the "Schoolmaster"—Captain John Smith, and his Romantic Adventures—Saved by an Indian Girl— St. Sepulchre's Churchyard—Accommodation for a Murderess—The Martyr Rogers—An Odd Circumstance—Good Company for the Dead—A Leap from the Tower—A Warning Bell and a Last Admonition—Nosegays for the Condemned—The Route to the Gallows-tree— The Deeds of the Charitable—The "Saracen's Head"—Description by Dickens—Giltspur Street—Giltspur Street Compter—A Disreputable Condition—Pie Corner—Hosier Lane—A Spurious Relic—The Conduit on Snow Hill—A Ladies' Charity School—Turnagain Lane—Poor Betty!—A Schoolmistress Censured—Skinner Street—Unpropitious Fortune—William Godwin—An Original Married Life.
Many interesting associations—Principally, however, connected with the annals of crime and the execution of the laws of England—belong to the Church of St. Sepulchre, or St. 'Pulchre. This sacred edifice—anciently known as St. Sepulchre's in the Bailey, or by Chamberlain Gate (now Newgate)—stands at the eastern end of the slight acclivity of Snow Hill, and between Smithfield and the Old Bailey. The genuine materials for its early history are scanty enough. It was probably founded about the commencement of the twelfth century, but of the exact date and circumstances of its origin there is no record whatever. Its name is derived from the Holy Sepulchre of our Saviour at Jerusalem, to the memory of which it was first dedicated.
The earliest authentic notice of the church, according to Maitland, is of the year 1178, at which date it was given by Roger, Bishop of Sarum, to the Prior and Canons of St. Bartholomew. These held the right of advowson until the dissolution of monasteries by Henry VIII., and from that time until 1610 it remained in the hands of the Crown. James I., however, then granted "the rectory and its appurtenances, with the advowson of the vicarage," to Francis Phillips and others. The next stage in its history is that the rectory was purchased by the parishioners, to be held in fee-farm of the Crown, and the advowson was obtained by the President and Fellows of St. John the Baptist College, at Oxford.
The church was rebuilt about the middle of the fifteenth century, when one of the Popham family, who had been Chancellor of Normandy and Treasurer of the King's Household, with distinguished liberality erected a handsome chapel on the south side of the choir, and the very beautiful porch still remaining at the south-west corner of the building. "His image," Stow says, "fair graven in stone, was fixed over the said porch."
The dreadful fire of 1666 almost destroyed St. Sepulchre's, but the parishioners set energetically to work, and it was "rebuilt and beautified both within and without." The general reparation was under the direction of Sir Christopher Wren, and nothing but the walls of the old building, and these not entirely, were suffered to remain. The work was done rapidly, and the whole was completed within four years.
"The tower," says Mr. Godwin, "retained its original aspect, and the body of the church, after its restoration, presented a series of windows between buttresses, with pointed heads filled with tracery, crowned by a string-course and battlements. In this form it remained till the year 1790, when it appears the whole fabric was found to be in a state of great decay, and it was resolved to repair it throughout. Accordingly the walls of the church were cased with Portland stone, and all the windows were taken out and replaced by others with plain semi-circular heads, as now seen—certainly agreeing but badly with the tower and porch of the building, but according with the then prevailing spirit of economy. The battlements, too, were taken down, and a plain stone parapet was substituted, so that at this time (with the exception of the roof, which was wagon-headed, and presented on the outside an unsightly swell, visible above the parapet) the church assumed its present appearance." The ungainly roof was removed, and an entirely new one erected, about 1836.
At each corner of the tower—"one of the most ancient," says the author of "Londinium Redivivum," "in the outline of the circuit of London" —there are spires, and on the spires there are weathercocks. These have been made use of by Howell to point a moral: "Unreasonable people," says he, "are as hard to reconcile as the vanes of St. Sepulchre's tower, which never look all four upon one point of the heavens." Nothing can be said with certainty as to the date of the tower, but it is not without the bounds of probability that it formed part of the original building. The belfry is reached by a small winding staircase in the south-west angle, and a similar staircase in an opposite angle leads to the summit. The spires at the corners, and some of the tower windows, have very recently undergone several alterations, which have added much to the picturesqueness and beauty of the church.
The chief entrance to St. Sepulchre's is by a porch of singular beauty, projecting from the south side of the tower, at the western end of the church. The groining of the ceiling of this porch, it has been pointed out, takes an almost unique form; the ribs are carved in bold relief, and the bosses at the intersections represent angels' heads, shields, roses, &c., in great variety.
Coming now to the interior of the church, we find it divided into three aisles, by two ranges of Tuscan columns. The aisles are of unequal widths, that in the centre being the widest, that to the south the narrowest. Semi-circular arches connect the columns on either side, springing directly from their capitals, without the interposition of an entablature, and support a large dental cornice, extending round the church. The ceiling of the middle aisle is divided into seven compartments, by horizontal bands, the middle compartment being formed into a small dome.
The aisles have groined ceilings, ornamented at the angles with doves, &c., and beneath every division of the groining are small windows, to admit light to the galleries. Over each of the aisles there is a gallery, very clumsily introduced, which dates from the time when the church was built by Wren, and extends the whole length, excepting at the chancel. The front of the gallery, which is of oak, is described by Mr. Godwin as carved into scrolls, branches, &c., in the centre panel, on either side, with the initials "C. R.," enriched with carvings of laurel, which have, however, he says, "but little merit."
At the east end of the church there are three semicircular-headed windows. Beneath the centre one is a large Corinthian altar-piece of oak, displaying columns, entablatures, &c., elaborately carved and gilded.
The length of the church, exclusive of the ambulatory, is said to be 126 feet, the breadth 68 feet, and the height of the tower 140 feet.
A singularly ugly sounding-board, extending over the preacher, used to stand at the back of the pulpit, at the east end of the church. It was in the shape of a large parabolic reflector, about twelve feet in diameter, and was composed of ribs of mahogany.
At the west end of the church there is a large organ, said to be the oldest and one of the finest in London. It was built in 1677, and has been greatly enlarged. Its reed-stops (hautboy, clarinet, &c.) are supposed to be unrivalled. In Newcourt's time the church was taken notice of as "remarkable for possessing an exceedingly fine organ, and the playing is thought so beautiful, that large congregations are attracted, though some of the parishioners object to the mode of performing divine service."
On the north side of the church, Mr. Godwin mentions, is a large apartment known as "St. Stephen's Chapel." This building evidently formed a somewhat important part of the old church, and was probably appropriated to the votaries of the saint whose name it bears.
Between the exterior and the interior of the church there is little harmony. "For example," says Mr. Godwin, "the columns which form the south aisle face, in some instances, the centre of the large windows which occur in the external wall of the church, and in others the centre of the piers, indifferently." This discordance may likely enough have arisen from the fact that when the church was rebuilt, or rather restored, after the Great Fire, the works were done without much attention from Sir Christopher Wren.
St. Sepulchre's appears to have enjoyed considerable popularity from the earliest period of its history, if one is to judge from the various sums left by well-disposed persons for the support of certain fraternities founded in the church—namely, those of St. Katherine, St. Michael, St. Anne, and Our Lady—and by others, for the maintenance of chantry priests to celebrate masses at stated intervals for the good of their souls. One of the fraternities just named—that of St. Katherine— originated, according to Stow, in the devotion of some poor persons in the parish, and was in honour of the conception of the Virgin Mary. They met in the church on the day of the Conception, and there had the mass of the day, and offered to the same, and provided a certain chaplain daily to celebrate divine service, and to set up wax lights before the image belonging to the fraternity, on all festival days.
The most famous of all who have been interred in St. Sepulchre's is Roger Ascham, the author of the "Schoolmaster," and the instructor of Queen Elizabeth in Greek and Latin. This learned old worthy was born in 1515, near Northallerton, in Yorkshire. He was educated at Cambridge University, and in time rose to be the university orator, being notably zealous in promoting what was then a novelty in England—the study of the Greek language. To divert himself after the fatigue of severe study, he used to devote himself to archery. This drew down upon him the censure of the all-work-and-no-play school; and in defence of himself, Ascham, in 1545, published "Toxophilus," a treatise on his favourite sport. This book is even yet well worthy of perusal, for its enthusiasm, and for its curious descriptions of the personal appearance and manners of the principal persons whom the author had seen and conversed with. Henry VIII. rewarded him with a pension of £10 per annum, a considerable sum in those days. In 1548, Ascham, on the death of William Grindall, who had been his pupil, was appointed instructor in the learned languages to Lady Elizabeth, afterwards the good Queen Bess. At the end of two years he had some dispute with, or took a disgust at, Lady Elizabeth's attendants, resigned his situation, and returned to his college. Soon after this he was employed as secretary to the English ambassador at the court of Charles V. of Germany, and remained abroad till the death of Edward VI. During his absence he had been appointed Latin secretary to King Edward. Strangely enough, though Queen Mary and her ministers were Papists, and Ascham a Protestant, he was retained in his office of Latin secretary, his pension was increased to £20, and he was allowed to retain his fellowship and his situation as university orator. In 1554 he married a lady of good family, by whom he had a considerable fortune, and of whom, in writing to a friend, he gives, as might perhaps be expected, an excellent character. On the accession of Queen Elizabeth, in 1558, she not only required his services as Latin secretary, but as her instructor in Greek, and he resided at Court during the remainder of his life. He died in consequence of his endeavours to complete a Latin poem which he intended to present to the queen on the New Year's Day of 1569. He breathed his last two days before 1568 ran out, and was interred, according to his own directions, in the most private manner, in St. Sepulchre's Church, his funeral sermon being preached by Dr. Andrew Nowell, Dean of St. Paul's. He was universally lamented; and even the queen herself not only showed great concern, but was pleased to say that she would rather have lost ten thousand pounds than her tutor Ascham, which, from that somewhat closehanded sovereign, was truly an expression of high regard.
Ascham, like most men, had his little weaknesses. He had too great a propensity to dice and cock-fighting. Bishop Nicholson would try to convince us that this is an unfounded calumny, but, as it is mentioned by Camden, and other contemporary writers, it seems impossible to deny it. He died, from all accounts, in indifferent circumstances. "Whether," says Dr. Johnson, referring to this, "Ascham was poor by his own fault, or the fault of others, cannot now be decided; but it is certain that many have been rich with less merit. His philological learning would have gained him honour in any country; and among us it may justly call for that reverence which all nations owe to those who first rouse them from ignorance, and kindle among them the light of literature." His most valuable work, "The Schoolmaster," was published by his widow. The nature of this celebrated performance may be gathered from the title: "The Schoolmaster; or a plain and perfite way of teaching children to understand, write, and speak the Latin tongue. … And commodious also for all such as have forgot the Latin tongue, and would by themselves, without a schoolmaster, in short time, and with small pains, recover a sufficient habilitie to understand, write, and speak Latin: by Roger Ascham, ann. 1570. At London, printed by John Daye, dwelling over Aldersgate," a printer, by the way, already mentioned by us a few chapters back (see page 208), as having printed several noted works of the sixteenth century.
Dr. Johnson remarks that the instruction recommended in "The Schoolmaster" is perhaps the best ever given for the study of languages.
Here also lies buried Captain John Smith, a conspicuous soldier of fortune, whose romantic adventures and daring exploits have rarely been surpassed. He died on the 21st of June, 1631. This valiant captain was born at Willoughby, in the county of Lincoln, and helped by his doings to enliven the reigns of Elizabeth and James I. He had a share in the wars of Hungary in 1602, and in three single combats overcame three Turks, and cut off their heads. For this, and other equally brave deeds, Sigismund, Duke of Transylvania, gave him his picture set in gold, with a pension of three hundred ducats; and allowed him to bear three Turks' heads proper as his shield of arms. He afterwards went to America, where he had the misfortune to fall into the hands of the Indians. He escaped from them, however, at last, and resumed his brilliant career by hazarding his life in naval engagements with pirates and Spanish men-of-war. The most important act of his life was the share he had in civilising the natives of New England, and reducing that province to obedience to Great Britain. In connection with his tomb in St. Sepulchre's, he is mentioned by Stow, in his "Survey," as "some time Governor of Virginia and Admiral of New England."
Certainly the most interesting events of his chequered career were his capture by the Indians, and the saving of his life by the Indian girl Pocahontas, a story of adventure that charms as often as it is told. Bancroft, the historian of the United States, relates how, during the early settlement of Virginia, Smith left the infant colony on an exploring expedition, and not only ascended the river Chickahominy, but struck into the interior. His companions disobeyed his instructions, and being surprised by the Indians, were put to death. Smith preserved his own life by calmness and self-possession. Displaying a pocket-compass, he amused the savages by an explanation of its power, and increased their admiration of his superior genius by imparting to them some vague conceptions of the form of the earth, and the nature of the planetary system. To the Indians, who retained him as their prisoner, his captivity was a more strange event than anything of which the traditions of their tribes preserved the memory. He was allowed to send a letter to the fort at Jamestown, and the savage wonder was increased, for he seemed by some magic to endow the paper with the gift of intelligence. It was evident that their captive was a being of a high order, and then the question arose, Was his nature beneficent, or was he to be dreaded as a dangerous enemy? Their minds were bewildered, and the decision of his fate was referred to the chief Powhatan, and before Powhatan Smith was brought. "The fears of the feeble aborigines," says Bancroft, "were about to prevail, and his immediate death, already repeatedly threatened and repeatedly delayed, would have been inevitable, but for the timely intercession of Pocahontas, a girl twelve years old, the daughter of Powhatan, whose confiding fondness Smith had easily won, and who firmly clung to his neck, as his head was bowed down to receive the stroke of the tomahawks. His fearlessness, and her entreaties, persuaded the council to spare the agreeable stranger, who could make hatchets for her father, and rattles and strings of beads for herself, the favourite child. The barbarians, whose decision had long been held in suspense by the mysterious awe which Smith had inspired, now resolved to receive him as a friend, and to make him a partner of their councils. They tempted him to join their bands, and lend assistance in an attack upon the white men at Jamestown; and when his decision of character succeeded in changing the current of their thoughts, they dismissed him with mutual promises of friendship and benevolence. Thus the captivity of Smith did itself become a benefit to the colony; for he had not only observed with care the country between the James and the Potomac, and had gained some knowledge of the language and manners of the natives, but he now established a peaceful intercourse between the English and the tribes of Powhatan."
On the monument erected to Smith in St. Sepulchre's Church, the following quaint lines were formerly inscribed:—
"Here lies one conquered that hath conquered kings,
Subdued large territories, and done things
Which to the world impossible would seem,
But that the truth is held in more esteem.
Shall I report his former service done,
In honour of his God, and Christendom?
How that he did divide, from pagans three,
Their heads and lives, types of his chivalry?—
For which great service, in that climate done,
Brave Sigismundus, King of Hungarion,
Did give him, as a coat of arms, to wear
These conquered heads, got by his sword and spear.
Or shall I tell of his adventures since
Done in Virginia, that large continent?
How that he subdued kings unto his yoke,
And made those heathens flee, as wind doth smoke;
And made their land, being so large a station,
An habitation for our Christian nation,
Where God is glorified, their wants supplied;
Which else for necessaries, must have died.
But what avails his conquests, now he lies
Interred in earth, a prey to worms and flies?
Oh! may his soul in sweet Elysium sleep,
Until the Keeper, that all souls doth keep,
Return to judgment; and that after thence
With angels he may have his recompense."
Sir Robert Peake, the engraver, also found a last resting-place here. He is known as the master of William Faithorne—the famous English engraver of the seventeenth century—and governor of Basing House for the king during the Civil War under Charles I. He died in 1667. Here also was interred the body of Dr. Bell, grandfather of the originator of a well-known system of education.
"The churchyard of St. Sepulchre's," we learn from Maitland, "at one time extended so far into the street on the south side of the church, as to render the passage-way dangerously narrow. In 1760 the churchyard was, in consequence, levelled, and thrown open to the public. But this led to much inconvenience, and it was re-enclosed in 1802."
Sarah Malcolm, the murderess, was buried in the churchyard of St. Sepulchre's in 1733. This coldhearted and keen-eyed monster in human form has had her story told by us already. The parishioners seem, on this occasion, to have had no such scruples as had been exhibited by their predecessors a hundred and fifty years previous at the burial of Awfield, a traitor. We shall see presently that in those more remote days they were desirous of having at least respectable company for their deceased relatives and friends in the churchyard.
"For a long period," says Mr. Godwin (1838), "the church was surrounded by low mean buildings, by which its general appearance was hidden; but these having been cleared away, and the neighbourhood made considerably more open, St. Sepulchre's now forms a somewhat pleasing object, notwithstanding that the tower and a part of the porch are so entirely dissimilar in style to the remainder of the building." And since Godwin's writing the surroundings of the church have been so improved that perhaps few buildings in the metropolis stand more prominently before the public eye.
In the glorious roll of martyrs who have suffered at the stake for their religious principles, a vicar of St. Sepulchre's, the Reverend John Rogers, occupies a conspicuous place. He was the first who was burned in the reign of the Bloody Mary. This eminent person had at one time been chaplain to the English merchants at Antwerp, and while residing in that city had aided Tindal and Coverdale in their great work of translating the Bible. He married a German lady of good position, by whom he had a large family, and was enabled, by means of her relations, to reside in peace and safety in Germany. It appeared to be his duty, however, to return to England, and there publicly profess and advocate his religious convictions, even at the risk of death. He crossed the sea; he took his place in the pulpit at St. Paul's Cross; he preached a fearless and animated sermon, reminding his astonished audience of the pure and wholesome doctrine which had been promulgated from that pulpit in the days of the good King Edward, and solemnly warning them against the pestilent idolatry and superstition of these new times. It was his last sermon. He was apprehended, tried, condemned, and burned at Smithfield. We described, when speaking of Smithfield, the manner in which he met his fate.
Connected with the martyrdom of Rogers an odd circumstance is quoted in the "Churches of London." It is stated that when the bishops had resolved to put to death Joan Bocher, a friend came to Rogers and earnestly entreated his influence that the poor woman's life might be spared, and other means taken to prevent the spread of her heterodox doctrines. Rogers, however, contended that she should be executed; and his friend then begged him to choose some other kind of death, which should be more agreeable to the gentleness and mercy prescribed in the gospel. "No," replied Rogers, "burning alive is not a cruel death, but easy enough." His friend hearing these words, expressive of so little regard for the sufferings of a fellow-creature, answered him with great vehemence, at the same time striking Rogers' hand, "Well, it may perhaps so happen that you yourself shall have your hands full of this mild burning." There is no record of Rogers among the papers belonging to St. Sepulchre's, but this may easily be accounted for by the fact that at the Great Fire of 1666 nearly all the registers and archives were destroyed.
A noteworthy incident in the history of St. Sepulchre's was connected with the execution, in 1585, of Awfield, for "sparcinge abrood certen lewed, sedicious, and traytorous bookes." "When he was executed," says Fleetwood, the Recorder, in a letter to Lord Burleigh, July 7th of that year, "his body was brought unto St. Pulcher's to be buryed, but the parishioners would not suffer a traytor's corpse to be laid in the earth where their parents, wives, children, kindred, masters, and old neighbours did rest; and so his carcass was returned to the burial-ground near Tyburn, and there I leave it."
Another event in the history of the church is a tale of suicide. On the 10th of April, 1600, a man named William Dorrington threw himself from the roof of the tower, leaving there a prayer for forgiveness.
We come now to speak of the connection of St. Sepulchre's with the neighbouring prison of Newgate. Being the nearest church to the prison, that connection naturally was intimate. Its clock served to give the time to the hangman when there was an execution in the Old Bailey, and many a poor wretch's last moments must it have regulated.
On the right-hand side of the altar a board with a list of charitable donations and gifts used to contain the following item:—"1605. Mr. Robert Dowe gave, for ringing the greatest bell in this church on the day the condemned prisoners are executed, and for other services, for ever, concerning such condemned prisoners, for which services the sexton is paid £16s. 8d.—£50.
It was formerly the practice for the clerk or bellman of St. Sepulchre's to go under Newgate, on the night preceding the execution of a criminal, ring his bell, and repeat the following wholesome advice:—
"All you that in the condemned hold do lie,
Prepare you, for to-morrow you shall die;
Watch all, and pray, the hour is drawing near
That you before the Almighty must appear;
Examine well yourselves, in time repent,
That you may not to eternal flames be sent.
And when St. Sepulchre's bell to-morrow tolls,
The Lord above have mercy on your souls.
Past twelve o'clock!"
This practice is explained by a passage in Munday's edition of Stow, in which it is told that a Mr. John Dowe, citizen and merchant taylor of London, gave £50 to the parish church of St. Sepulchre's, under the following conditions:—After the several sessions of London, on the night before the execution of such as were condemned to death, the clerk of the church was to go in the night-time, and also early in the morning, to the window of the prison in which they were lying. He was there to ring "certain tolls with a hand-bell" appointed for the purpose, and was afterwards, in a most Christian manner, to put them in mind of their present condition and approaching end, and to exhort them to be prepared, as they ought to be, to die. When they were in the cart, and brought before the walls of the church, the clerk was to stand there ready with the same bell, and, after certain tolls, rehearse a prayer, desiring all the people there present to pray for the unfortunate criminals. The beadle, also, of Merchant Taylors' Hall was allowed an "honest stipend" to see that this ceremony was regularly performed.
The affecting admonition—"affectingly good," Pennant calls it—addressed to the prisoners in Newgate, on the night before execution, ran as follows:—
"You prisoners that are within,
Who, for wickedness and sin,
after many mercies shown you, are now appointed to die to-morrow in the forenoon; give ear and understand that, to-morrow morning, the greatest bell of St. Sepulchre's shall toll for you, in form and manner of a passing-bell, as used to be tolled for those that are at the point of death; to the end that all godly people, hearing that bell, and knowing it is for your going to your deaths, may be stirred up heartily to pray to God to bestow his grace and mercy upon you, whilst you live. I beseech you, for Jesus Christ's sake, to keep this night in watching and prayer, to the salvation of your own souls while there is yet time and place for mercy; as knowing to-morrow you must appear before the judgment-seat of your Creator, there to give an account of all things done in this life, and to suffer eternal torments for your sins committed against Him, unless, upon your hearty and unfeigned repentance, you find mercy through the merits, death, and passion of your only Mediator and Advocate, Jesus Christ, who now sits at the right hand of God, to make intercession for as many of you as penitently return to Him."
And the following was the admonition to condemned criminals, as they were passing by St. Sepulchre's Church wall to execution:—" All good people, pray heartily unto God for these poor sinners, who are now going to their death, for whom this great bell doth toll.
"You that are condemned to die, repent with lamentable tears; ask mercy of the Lord, for the salvation of your own souls, through the [merits, death, and passion of Jesus Christ, who now sits at the right hand of God, to make intercession for as many of you as penitently return unto Him.
"Lord have mercy upon you;
Christ have mercy upon you.
Lord have mercy upon you;
Christ have mercy upon you."
The charitable Mr. Dowe, who took such interest in the last moments of the occupants of the condemned cell, was buried in the church of St. Botolph, Aldgate.
Another curious custom observed at St. Sepulchre's was the presentation of a nosegay to every criminal on his way to execution at Tyburn. No doubt the practice had its origin in some kindly feeling for the poor unfortunates who were so soon to bid farewell to all the beauties of earth. One of the last who received a nosegay from the steps of St. Sepulchre's was "Sixteen-string Jack," alias John Rann, who was hanged, in 1774, for robbing the Rev. Dr. Bell of his watch and eighteen pence in money, in Gunnersbury Lane, on the road to Brentford. Sixteen-string Jack wore the flowers in his button-hole as he rode dolefully to the gallows. This was witnessed by John Thomas Smith, who thus describes the scene in his admirable anecdotebook, "Nollekens and his Times:"—" I remember well, when I was in my eighth year, Mr. Nollekens calling at my father's house, in Great Portland Street, and taking us to Oxford Street, to see the notorious Jack Rann, commonly called Sixteenstring Jack, go to Tyburn to be hanged. … The criminal was dressed in a pea-green coat, with an immense nosegay in the button-hole, which had been presented to him at St. Sepulchre's steps; and his nankeen small-clothes, we were told, were tied at each knee with sixteen strings. After he had passed, and Mr. Nollekens was leading me home by the hand, I recollect his stooping down to me and observing, in a low tone of voice, 'Tom, now, my little man, if my father-in-law, Mr. Justice Welch, had been high constable, we could have walked by the side of the cart all the way to Tyburn.'"
When criminals were conveyed from Newgate to Tyburn, the cart passed up Giltspur Street, and through Smithfield, to Cow Lane. Skinner Street had not then been built, and the Crooked Lane which turned down by St. Sepulchre's, as well as Ozier Lane, did not afford sufficient width to admit of the cavalcade passing by either of them, with convenience, to Holborn Hill, or "the Heavy Hill," as it used to be called. The procession seems at no time to have had much of the solemn element about it. "The heroes of the day were often," says a popular writer, "on good terms with the mob, and jokes were exchanged between the men who were going to be hanged and the men who deserved to be."
"On St. Paul's Day," says Mr. Timbs (1868), "service is performed in St. Sepulchre's, in accordance with the will of Mr. Paul Jervis, who, in 1717, devised certain land in trust that a sermon should be preached in the church upon every Paul's Day upon the excellence of the liturgy o the Church of England; the preacher to receive 40s. for such sermon. Various sums are also bequeathed to the curate, the clerk, the treasurer, and masters of the parochial schools. To the poor of the parish he bequeathed 20s. a-piece to ten of the poorest householders within that part of the parish of St. Sepulchre commonly called Smithfield quarter, £4 to the treasurer of St. Bartholomew's Hospital, and 6s. 8d. yearly to the clerk, who shall attend to receive the same. The residue of the yearly rents and profits is to be distributed unto and amongst such poor people of the parish of St. Sepulchre's, London, who shall attend the service and sermon. At the close of the service the vestry-clerk reads aloud an extract from the will, and then proceeds to the distribution of the money. In the evening the vicar, churchwardens, and common councilmen of the precinct dine together."
In 1749, a Mr. Drinkwater made a praiseworthy bequest. He left the parish of St. Sepulchre £500 to be lent in sums of £25 to industrious young tradesmen. No interest was to be charged, and the money was to be lent for four years.
Next to St. Sepulchre's, on Snow Hill, used to stand the famous old inn of the "Saracen's Head." It was only swept away within the last few years by the ruthless army of City improvers: a view of it in course of demolition was given on page 439. It was one of the oldest of the London inns which bore the "Saracen's Head" for a sign. One of Dick Tarlton's jests makes mention of the "Saracen's Head" without Newgate, and Stow, describing this neighbourhood, speaks particularly of "a fair large inn for receipt of travellers" that "hath to sign the 'Saracen's Head.'" The courtyard had, to the last, many of the characteristics of an old English inn; there were galleries all round leading to the bedrooms, and a spacious gateway through which the dusty mail-coaches used to rumble, the tired passengers creeping forth "thanking their stars in having escaped the highwaymen and the holes and sloughs of the road." Into that courtyard how many have come on their first arrival in London with hearts beating high with hope, some of whom have risen to be aldermen and sit in state as lord mayor, whilst others have gone the way of the idle apprentice and come to a sad end at Tyburn! It was at this inn that Nicholas Nickleby and his uncle waited upon the Yorkshire schoolmaster Squeers, of Dotheboys Hall. Mr. Dickens describes the tavern as it existed in the last days of mail-coaching, when it was a most important place for arrivals and departures in London:—
"Next to the jail, and by consequence near to Smithfield also, and the Compter and the bustle and noise of the City, and just on that particular part of Snow Hill where omnibus horses going eastwards seriously think of falling down on purpose, and where horses in hackney cabriolets going westwards not unfrequently fall by accident, is the coach-yard of the 'Saracen's Head' inn, its portals guarded by two Saracen's heads and shoulders, which it was once the pride and glory of the choice spirits of this metropolis to pull down at night, but which have for some time remained in undisturbed tranquillity, possibly because this species of humour is now confined to St. James's parish, where doorknockers are preferred as being more portable, and bell-wires esteemed as convenient tooth-picks. Whether this be the reason or not, there they are, frowning upon you from each side of the gateway; and the inn itself, garnished with another Saracen's head, frowns upon you from the top of the yard; while from the door of the hind-boot of all the red coaches that are standing therein, there glares a small Saracen's head with a twin expression to the large Saracen's head below, so that the general appearance of the pile is of the Saracenic order."
To explain the use of the Saracen's head as an inn sign various reasons have been given. "When our countrymen," says Selden, "came home from fighting with the Saracens and were beaten by them, they pictured them with huge, big, terrible faces (as you still see the 'Saracen's Head' is), when in truth they were like other men. But this they did to save their own credit." Or the sign may have been adopted by those who had visited the Holy Land either as pilgrims or to fight the Saracens. Others, again, hold that it was first set up in compliment to the mother of Thomas à Becket, who was the daughter of a Saracen. However this may be, it is certain that the use of the sign in former days was very general.
Running past the east end of St. Sepulchre's, from Newgate into West Smithfield, is Giltspur Street, anciently called Knightriders Street. This interesting thoroughfare derives its name from the knights with their gilt spurs having been accustomed to ride this way to the jousts and tournaments which in days of old were held in Smithfield.
In this street was Giltspur Street Compter, a debtors' prison and house of correction appertaining to the sheriffs of London and Middlesex. It stood over against St. Sepulchre's Church, and was removed hither from the east side of Wood Street, Cheapside, in 1791. At the time of its removal it was used as a place of imprisonment for debtors, but the yearly increasing demands upon the contracted space caused that department to be given up, and City debtors were sent to Whitecross Street. The architect was Dance, to whom we are also indebted for the grim pile of Newgate. The Compter was a dirty and appropriately convictlooking edifice. It was pulled down in 1855. Mr. Hepworth Dixon gave an interesting account of this City House of Correction, not long before its demolition, in his "London Prisons" (1850). "Entering," he says, "at the door facing St. Sepulchre's, the visitor suddenly finds himself in a low dark passage, leading into the offices of the gaol, and branching off into other passages, darker, closer, more replete with noxious smells, than even those of Newgate. This is the fitting prelude to what follows. The prison, it must be noticed, is divided into two principal divisions, the House of Correction and the Compter. The front in Giltspur Street, and the side nearest to Newgate Street, is called the Compter. In its wards are placed detenues of various kinds—remands, committals from the police-courts, and generally persons waiting for trial, and consequently still unconvicted. The other department, the House of Correction, occupies the back portion of the premises, abutting on Christ's Hospital. Curious it is to consider how thin a wall divides these widely-separate worlds! And sorrowful it is to think what a difference of destiny awaits the children—destiny inexorable, though often unearned in either case—who, on the one side of it or the other, receive an eleemosynary education! The collegian and the criminal! Who shall say how much mere accident— circumstances over which the child has little power —determines to a life of usefulness or mischief? From the yards of Giltspur Street prison almost the only objects visible, outside of the gaol itself, are the towers of Christ's Hospital; the only sounds audible, the shouts of the scholars at their play. The balls of the hospital boys often fall within the yards of the prison. Whether these sights and sounds ever cause the criminal to pause and reflect upon the courses of his life, we will not say, but the stranger visiting the place will be very apt to think for him. …
"In the department of the prison called the House of Correction, minor offenders within the City of London are imprisoned. No transports are sent hither, nor is any person whose sentence is above three years in length." This able writer then goes on to tell of the many crying evils connected with the institution—the want of air, the over-crowded state of the rooms, the absence of proper cellular accommodation, and the vicious intercourse carried on amongst the prisoners. The entire gaol, when he wrote, only contained thirty-six separate sleeping-rooms. Now by the highest prison calculation—and this, be it noted, proceeds on the assumption that three persons can sleep in small, miserable, unventilated cells, which are built for only one, and are too confined for that, being only about one-half the size of the model cell for one at Pentonville—it was only capable of accommodating 203 prisoners, yet by the returns issued at Michaelmas, 1850, it contained 246!
A large section of the prison used to be devoted to female delinquents, but lately it was almost entirely given up to male offenders.
"The House of Correction, and the Compter portion of the establishment," says Mr. Dixon, "are kept quite distinct, but it would be difficult to award the palm of empire in their respective facilities for demoralisation. We think the Compter rather the worse of the two. You are shown into a room, about the size of an apartment in an ordinary dwelling-house, which will be found crowded with from thirty to forty persons, young and old, and in their ordinary costume; the low thief in his filth and rags, and the member of the swell-mob with his bright buttons, flash finery, and false jewels. Here you notice the boy who has just been guilty of his first offence, and committed for trial, learning with a greedy mind a thousand criminal arts, and listening with the precocious instinct of guilty passions to stories and conversations the most depraved and disgusting. You regard him with a mixture of pity and loathing, for he knows that the eyes of his peers are upon him, and he stares at you with a familiar impudence, and exhibits a devil-may-care countenance, such as is only to be met with in the juvenile offender. Here, too, may be seen the young clerk, taken up on suspicion—perhaps innocent—who avoids you with a shy look of pain and uneasiness: what a hell must this prison be to him! How frightful it is to think of a person really untainted with crime, compelled to herd for ten or twenty days with these abandoned wretches!
"On the other, the House of Correction side of the gaol, similar rooms will be found, full of prisoners communicating with each other, laughing and shouting without hindrance. All this is so little in accordance with existing notions of prison discipline, that one is continually fancying these disgraceful scenes cannot be in the capital of England, and in the year of grace 1850. Very few of the prisoners attend school or receive any instruction; neither is any kind of employment afforded them, except oakum-picking, and the still more disgusting labour of the treadmill. When at work, an officer is in attendance to prevent disorderly conduct; but his presence is of no avail as a protection to the less depraved. Conversation still goes on; and every facility is afforded for making acquaintances, and for mutual contamination."
After having long been branded by intelligent inspectors as a disgrace to the metropolis, Giltspur Street Compter was condemned, closed in 1854, and subsequently taken down.
Nearly opposite what used to be the site of the Compter, and adjoining Cock Lane, is the spot called Pie Corner, near which terminated the Great Fire of 1666. The fire commenced at Pudding Lane, it will be remembered, so it was singularly appropriate that it should terminate at Pie Corner. Under the date of 4th September, 1666, Pepys, in his "Diary," records that "W. Hewer this day went to see how his mother did, and comes home late, telling us how he hath been forced to remove her to Islington, her house in Pye Corner being burned; so that the fire is got so far that way." The figure of a fat naked boy stands over a public house at the corner of the lane; it used to have the following warning inscription attached:— "This boy is in memory put up of the late fire of London, occasioned by the sin of gluttony, 1666." According to Stow, Pie Corner derived its name from the sign of a well-frequented hostelry, which anciently stood on the spot. Strype makes honourable mention of Pie Corner, as "noted chiefly for cooks' shops and pigs dressed there during Bartholomew Fair." Our old writers have many references—and not all, by the way, in the best taste—to its cookstalls and dressed pork. Shadwell, for instance, in the Woman Captain (1680) speaks of "meat dressed at Pie Corner by greasy scullions;" and Ben Jonson writes in the Alchemist (1612)—
"I shall put you in mind, sir, at Pie Corner,
Taking your meal of steam in from cooks' stalls."
And in "The Great Boobee" ("Roxburgh Ballads"):
"Next day I through Pie Corner passed;
The roast meat on the stall
Invited me to take a taste;
My money was but small."
But Pie Corner seems to have been noted for more than eatables. A ballad from Tom D'Urfey's "Pills to Purge Melancholy," describing Bartholomew Fair, eleven years before the Fire of London, says:—
"At Pie-Corner end, mark well my good friend,
'Tis a very fine dirty place;
Where there's more arrows and bows. …
Than was handled at Chivy Chase."
We have already given a view of Pie Corner in our chapter on Smithfield, page 361.
Hosier Lane, running from Cow Lane to Smithfield, and almost parallel to Cock Lane, is described by "R. B.," in Strype, as a place not over-well built or inhabited. The houses were all old timber erections. Some of these—those standing at the south corner of the lane—were in the beginning of this century depicted by Mr. J. T. Smith, in his "Ancient Topography of London." He describes them as probably of the reign of James I. The rooms were small, with low, unornamented ceilings; the timber, oak, profusely used; the gables were plain, and the walls lath and plaster. They were taken down in 1809.
In the corner house, in Mr. Smith's time, there was a barber whose name was Catchpole; at least, so it was written over the door. He was rather an odd fellow, and possessed, according to his own account, a famous relic of antiquity. He would gravely show his customers a short-bladed instrument, as the identical dagger with which Walworth killed Wat Tyler.
Hosier Lane, like Pie Corner, used to be a great resort during the time of Bartholomew Fair, "all the houses," it is said in Strype, "generally being made public for tippling."
We return now from our excursion to the north of St. Sepulchre's, and continue our rambles to the west, and before speaking of what is, let us refer to what has been.
Turnagain Lane is not far from this. "Near unto this Seacoal Lane," remarks Stow, "in the turning towards Holborn Conduit, is Turnagain Lane, or rather, as in a record of the 5th of Edward III., Windagain Lane, for that it goeth down west to Fleet Dyke, from whence men must turn again the same way they came, but there it stopped." There used to be a proverb, "He must take him a house in Turnagain Lane."
A conduit formerly stood on Snow Hill, a little below the church. It is described as a building with four equal sides, ornamented with four columns and pediment, surmounted by a pyramid, on which stood a lamb—a rebus on the name of Lamb, from whose conduit in Red Lion Street the water came. There had been a conduit there, however, before Lamb's day, which was towards the close of the sixteenth century.
At No. 37, King Street, Snow Hill, there used to be a ladies' charity school, which was established in 1702, and remained in the parish 145 years. Dr. Johnson and Mrs. Thrale were subscribers to this school, and Johnson drew from it his story of Betty Broom, in "The Idler." The world of domestic service, in Betty's days, seems to have been pretty much as now. Betty was a poor girl, bred in the country at a charity-school, maintained by the contributions of wealthy neighbours. The patronesses visited the school from time to time, to see how the pupils got on, and everything went well, till "at last, the chief of the subscribers having passed a winter in London, came down full of an opinion new and strange to the whole country. She held it little less than criminal to teach poor girls to read and write. They who are born to poverty, she said, are born to ignorance, and will work the harder the less they know. She told her friends that London was in confusion by the insolence of servants; that scarcely a girl could be got for all-work, since education had made such numbers of fine ladies, that nobody would now accept a lower title than that of a waiting-maid, or something that might qualify her to wear laced shoes and long ruffles, and to sit at work in the parlour window. But she was resolved, for her part, to spoil no more girls. Those who were to live by their hands should neither read nor write out of her pocket. The world was bad enough already, and she would have no part in making it worse.
"She was for a long time warmly opposed; but she persevered in her notions, and withdrew her subscription. Few listen, without a desire of conviction, to those who advise them to spare their money. Her example and her arguments gained ground daily; and in less than a year the whole parish was convinced that the nation would be ruined if the children of the poor were taught to read and write." So the school was dissolved, and Betty with the rest was turned adrift into the wide and cold world; and her adventures there any one may read in "The Idler" for himself.
There is an entry in the school minutes of 1763, to the effect that the ladies of the committee censured the schoolmistress for listening to the story of the Cock Lane ghost, and "desired her to keep her belief in the article to herself."
Skinner Street—now one of the names of the past—which ran by the south side of St. Sepulchre's, and formed the connecting link between Newgate Street and Holborn, received its name from Alderman Skinner, through whose exertions, about 1802, it was principally built. The following account of Skinner Street is from the picturesque pen of Mr. William Harvey ("Aleph"), whose long familiarity with the places he describes renders doubly valuable his many contributions to the history of London scenes and people:—"As a building speculation," he says, writing in 1863, "it was a failure. When the buildings were ready for occupation, tall and substantial as they really were, the high rents frightened intending shopkeepers. Tenants were not to be had; and in order to get over the money difficulty, a lottery, sanctioned by Parliament, was commenced. Lotteries were then common tricks of finance, and nobody wondered at the new venture; but even the most desperate fortune-hunters were slow to invest their capital, and the tickets hung sadly on hand. The day for the drawing was postponed several times, and when it came, there was little or no excitement on the subject, and whoever rejoiced in becoming a house-owner on such easy terms, the original projectors and builders were understood to have suffered considerably. The winners found the property in a very unfinished condition. Few of the dwellings were habitable, and as funds were often wanting, a majority of the houses remained empty, and the shops unopened. After two or three years things began to improve; the vast many-storeyed house which then covered the site of Commercial Place was converted into a warehousing depôt; a capital house opposite the 'Saracen's Head' was taken by a hosier of the name of Theobald, who, opening his shop with the determination of selling the best hosiery, and nothing else, was able to convince the citizens that his hose was first-rate, and, desiring only a living profit, succeeded, after thirty years of unwearied industry, in accumulating a large fortune. Theobald was possessed of literary tastes, and at the sale of Sir Walter Scott's manuscripts was a liberal purchaser. He also collected a library of exceedingly choice books, and when aristocratic customers purchased stockings of him, was soon able to interest them in matters of far higher interest…
"The most remarkable shop—but it was on the left-hand side, at a corner house—was that established for the sale of children's books. It boasted an immense extent of window-front, extending from the entrance into Snow Hill, and towards Fleet Market. Many a time have I lingered with loving eyes over those fascinating story-books, so rich in gaily-coloured prints; such careful editions of the marvellous old histories, 'Puss in Boots,' 'Cock Robin,' 'Cinderella,' and the like. Fortunately the front was kept low, so as exactly to suit the capacity of a childish admirer. . . . . But Skinner Street did not prosper much, and never could compete with even the dullest portions of Holborn. I have spoken of some reputable shops; but you know the proverb, 'One swallow will not make a summer,' and it was a declining neighbourhood almost before it could be called new. In 1810 the commercial depôt, which had been erected at a cost of £25,000, and was the chief prize in the lottery, was destroyed by fire, never to be rebuilt—a heavy blow and discouragement to Skinner Street, from which it never rallied. Perhaps the periodical hanging-days exercised an unfavourable influence, collecting, as they frequently did, all the thieves and vagabonds of London. I never sympathised with Pepys or Charles Fox in their passion for public executions, and made it a point to avoid those ghastly sights; but early of a Monday morning, when I had just reached the end of Giltspur Street, a miserable wretch had just been turned off from the platform of the debtors' door, and I was made the unwilling witness of his last struggles. That scene haunted me for months, and I often used to ask myself, 'Who that could help it would live in Skinner Street?' The next unpropitious event in these parts was the unexpected closing of the child's library. What could it mean? Such a well-to-do establishment shut up? Yes, the whole army of shutters looked blankly on the inquirer, and forbade even a single glance at 'Sinbad' or 'Robinson Crusoe.' It would soon be re-opened, we naturally thought; but the shutters never came down again. The whole house was deserted; not even a messenger in bankruptcy, or an ancient Charley, was found to regard the playful double knocks of the neighbouring juveniles. Gradually the glass of all the windows got broken in, a heavy cloud of black dust, solidifying into inches thick, gathered on sills and doors and brickwork, till the whole frontage grew as gloomy as Giant Despair's Castle. Not long after, the adjoining houses shared the same fate, and they remained from year to year without the slightest sign of life—absolute scarecrows, darkening with their uncomfortable shadows the busy streets. Within half a mile, in Stamford Street, Blackfriars, there are (1863) seven houses in a similar predicament— window-glass demolished, doors cracked from top to bottom, spiders' webs hanging from every projecting sill or parapet. What can it mean? The loss in the article of rents alone must be over £1,000 annually. If the real owners are at feud with imaginary owners, surely the property might be rendered valuable, and the proceeds invested. Even the lawyers can derive no profit from such hopeless abandonment. I am told the whole mischief arose out of a Chancery suit. Can it be the famous 'Jarndyce v. Jarndyce' case? And have all the heirs starved each other out? If so, what hinders our lady the Queen from taking possession? Any change would be an improvement, for these dead houses make the streets they cumber as dispiriting and comfortless as graveyards. Busy fancy will sometimes people them, and fill the dreary rooms with strange guests. Do the victims of guilt congregate in these dark dens? Do wretches 'unfriended by the world or the world's law,' seek refuge in these deserted nooks, mourning in the silence of despair over their former lives, and anticipating the future in unappeasable agony? Such things have been—the silence and desolation of these doomed dwellings make them the more suitable for such tenants."
A street is nothing without a mystery, so a mystery let these old tumble-down houses remain, whilst we go on to tell that, in front of No. 58, the sailor Cashman was hung in 1817, as we have already mentioned, for plundering a gunsmith's shop there. William Godwin, the author of "Caleb Williams," kept a bookseller's shop for several years in Skinner Street, at No. 41, and published school-books in the name of Edward Baldwin. On the wall there was a stone carving of Æsop reciting one of his fables to children.
The most noteworthy event of the life of Godwin was his marriage with the celebrated Mary Wollstonecraft, authoress of a "Vindication of the Rights of Women," whose congenial mind, in politics and morals, he ardently admired. Godwin's account of the way in which they got on together is worth reading:—"Ours," he writes, "was not an idle happiness, a paradise of selfish and transitory pleasures. It is, perhaps, scarcely necessary to mention, that influenced by ideas I had long entertained, I engaged an apartment about twenty doors from our house, in the Polygon, Somers Town, which I designed for the purpose of my study and literary occupations. Trifles, however, will be interesting to some readers, when they relate to the last period of the life of such a person as Mary. I will add, therefore, that we were both of us of opinion, that it was possible for two persons to be too uniformly in each other's society. Influenced by that opinion, it was my practice to repair to the apartment I have mentioned as soon as I rose, and frequently not to make my appearance in the Polygon till the hour of dinner. We agreed in condemning the notion, prevalent in many situations in life, that a man and his wife cannot visit in mixed society but in company with each other, and we rather sought occasions of deviating from than of complying with this rule. By this means, though, for the most part, we spent the latter half of each day in one another's society, yet we were in no danger of satiety. We seemed to combine, in a considerable degree, the novelty and lively sensation of a visit with the more delicious and heartfelt pleasure of a domestic life."
This philosophic union, to Godwin's inexpressible affliction, did not last more than eighteen months, at the end of which time Mrs. Godwin died, leaving an only daughter, who in the course of time became the second wife of the poet Shelley, and was the author of the wild and extraordinary tale of "Frankenstein."
My daily digits
There is nothing in the shadows,
Yet they run to them and hide.
Nothing there subsisting with substance...
A suspicion fits in this existence...
And no one in this exposed enclosure confides.
A faith professed has certainly gone...
And no one takes the time to reverse these minds,
That are wrong!
As they spin delighted on this carousel,
Caring less they have spun around too long!
Heated by a living hell...
They've become accustomed to live too well!
by Lawrence S. Pertillar
I took a bunch of pictures already today, and it's only 9:30. I'll save some for a rainy day though, and only post this and the other one for now.
This one is definitely my favorite. I love it:)
Now I'm sitting in here with my favorite green tea with pomegranate, and editing pictures and watching Tangled (for the 100th time, love this movie) and I'm really happy. I love this picture so much!
Also: I just ordered the last two books of the Hunger Games. I'm soo excited for them to get here oh my gosh. But then I should finish Jane Eyre first. I have a week till they come. I can finish it in that amount of time. I'm also really excited for the movie.
Vieeew large
please read! I need a new pro account! If anyone is willing to buy one for me, I'll send you 5 prints of your choice. Send me a message if you're interested!
Some of you may have noticed that, unfortunately, owing to the fact that a certain person who sells truck photos on eBay commercially has been lifting my images from this album and selling them I have had to remove 2300 photos that didn't have a watermark. I have now run around 1700 through Lightroom and added a watermark with the intention of bulk uploading them again. Rather than watermark the existing (hidden) files in Flickr one at a time it will be easier to do it this way. I definitely won’t be adding individual tags with the make and model of each vehicle I will just add generic transport tags. Each photo is named after the vehicle and reg in any case. For anyone new to these images there is a chapter and verse explanation below. It is staggering how many times I get asked questions that a quick scan would answer or just as likely I can’t possibly answer – I didn’t take them, but, just to clarify-I do own the copyright- and I do pursue copyright theft.
This is a collection of scanned prints from a collection of photographs taken by the late Jim Taylor A number of years ago I was offered a large number of photographs taken by Jim Taylor, a transport photographer based in Huddersfield. The collection, 30,000 prints, 20,000 negatives – and copyright! – had been offered to me and one of the national transport magazines previously by a friend of Jim's, on behalf of Jim's wife. I initially turned them down, already having over 30,000 of my own prints filed away and taking space up. Several months later the prints were still for sale – at what was, apparently, the going rate. It was a lot of money and I deliberated for quite a while before deciding to buy them. I did however buy them directly from Jim’s wife and she delivered them personally – just to quash the occasional rumour from people who can’t mind their own business. Although some prints were sold elsewhere, particularly the popular big fleet stuff, I should have the negatives, unfortunately they came to me in a random mix, 1200 to a box, without any sort of indexing and as such it would be impossible to match negatives to prints, or, to even find a print of any particular vehicle. I have only ever looked at a handful myself unless I am scanning them. The prints are generally in excellent condition and I initially stored them in a bedroom without ever looking at any of them. In 2006 I built an extension and they had to be well protected from dust and moved a few times. Ultimately my former 6x7 box room office has become their (and my own work’s) permanent home.
I hope to avoid posting images that Jim had not taken his self, however should I inadvertently infringe another photographers copyright, please inform me by email and I will resolve the issue immediately. There are copyright issues with some of the photographs that were sold to me. A Flickr member from Scotland drew my attention to some of his own work amongst the first uploads of Jim’s work. I had a quick look through some of the 30 boxes of prints and decided that for the time being the safest thing for me to do was withdraw the majority of the earlier uploaded scans and deal with the problem – which I did. whilst the vast majority of the prints are Jims, there is a problem defining copyright of some of them, this is something that the seller did not make clear at the time. I am reasonably confident that I have since been successful in identifying Jims own work. His early work consists of many thousands of lustre 6x4 prints which are difficult to scan well, later work is almost entirely 7x5 glossy, much easier to scan. Not all of the prints are pin sharp but I can generally print successfully to A4 from a scan.
You may notice photographs being duplicated in this Album, unfortunately there are multiple copies of many prints (for swapping) and as I have to have a system of archiving and backing up I can only guess - using memory - if I have scanned a print before. The bigger fleets have so many similar vehicles and registration numbers that it is impossible to get it right all of the time. It is easier to scan and process a print than check my files - on three different PC’s - for duplicates. There has not been, nor will there ever be, any intention to knowingly breach anyone else's copyright. I have presented the Jim Taylor collection as exactly that-The Jim Taylor Collection- his work not mine, my own work is quite obviously mine.
Unfortunately, many truck spotters have swapped and traded their work without copyright marking it as theirs. These people never anticipated the ease with which images would be shared online in the future. I would guess that having swapped and traded photos for many years that it is almost impossible to control their future use. Anyone wanting to control the future use of their work would have been well advised to copyright mark their work (as many did) and would be well advised not to post them on photo sharing sites without a watermark as the whole point of these sites is to share the image, it is very easy for those that wish, to lift any image, despite security settings, indeed, Flickr itself, warns you that this is the case. It was this abuse and theft of my material that led me to watermark all of my later uploads. I may yet withdraw non-watermarked photos, I haven’t decided yet. (I did in the end)
To anyone reading the above it will be quite obvious that I can’t provide information regarding specific photos or potential future uploads – I didn’t take them! There are many vehicles that were well known to me as Jim only lived down the road from me (although I didn’t know him), however scanning, titling, tagging and uploading is laborious and time consuming enough, I do however provide a fair amount of information with my own transport (and other) photos. I am aware that there are requests from other Flickr users that are unanswered, I stumble across them months or years after they were posted, this isn’t deliberate. Some weekends one or two “enthusiasts” can add many hundreds of photos as favourites, this pushes requests that are in the comments section ten or twenty pages out of sight and I miss them. I also have notifications switched off, I receive around 50 emails a day through work and I don’t want even more from Flickr. Other requests, like many other things, I just plain forget – no excuses! Uploads of Jim’s photos will be infrequent as it is a boring pastime and I would much rather work on my own output.
Some of you may have noticed that, unfortunately, owing to the fact that a certain person who sells truck photos on eBay commercially has been lifting my images from this album and selling them I have had to remove 2300 photos that didn't have a watermark. I have now run around 1700 through Lightroom and added a watermark with the intention of bulk uploading them again. Rather than watermark the existing (hidden) files in Flickr one at a time it will be easier to do it this way. I definitely won’t be adding individual tags with the make and model of each vehicle I will just add generic transport tags. Each photo is named after the vehicle and reg in any case. For anyone new to these images there is a chapter and verse explanation below. It is staggering how many times I get asked questions that a quick scan would answer or just as likely I can’t possibly answer – I didn’t take them, but, just to clarify-I do own the copyright- and I do pursue copyright theft.
This is a collection of scanned prints from a collection of photographs taken by the late Jim Taylor A number of years ago I was offered a large number of photographs taken by Jim Taylor, a transport photographer based in Huddersfield. The collection, 30,000 prints, 20,000 negatives – and copyright! – had been offered to me and one of the national transport magazines previously by a friend of Jim's, on behalf of Jim's wife. I initially turned them down, already having over 30,000 of my own prints filed away and taking space up. Several months later the prints were still for sale – at what was, apparently, the going rate. It was a lot of money and I deliberated for quite a while before deciding to buy them. I did however buy them directly from Jim’s wife and she delivered them personally – just to quash the occasional rumour from people who can’t mind their own business. Although some prints were sold elsewhere, particularly the popular big fleet stuff, I should have the negatives, unfortunately they came to me in a random mix, 1200 to a box, without any sort of indexing and as such it would be impossible to match negatives to prints, or, to even find a print of any particular vehicle. I have only ever looked at a handful myself unless I am scanning them. The prints are generally in excellent condition and I initially stored them in a bedroom without ever looking at any of them. In 2006 I built an extension and they had to be well protected from dust and moved a few times. Ultimately my former 6x7 box room office has become their (and my own work’s) permanent home.
I hope to avoid posting images that Jim had not taken his self, however should I inadvertently infringe another photographers copyright, please inform me by email and I will resolve the issue immediately. There are copyright issues with some of the photographs that were sold to me. A Flickr member from Scotland drew my attention to some of his own work amongst the first uploads of Jim’s work. I had a quick look through some of the 30 boxes of prints and decided that for the time being the safest thing for me to do was withdraw the majority of the earlier uploaded scans and deal with the problem – which I did. whilst the vast majority of the prints are Jims, there is a problem defining copyright of some of them, this is something that the seller did not make clear at the time. I am reasonably confident that I have since been successful in identifying Jims own work. His early work consists of many thousands of lustre 6x4 prints which are difficult to scan well, later work is almost entirely 7x5 glossy, much easier to scan. Not all of the prints are pin sharp but I can generally print successfully to A4 from a scan.
You may notice photographs being duplicated in this Album, unfortunately there are multiple copies of many prints (for swapping) and as I have to have a system of archiving and backing up I can only guess - using memory - if I have scanned a print before. The bigger fleets have so many similar vehicles and registration numbers that it is impossible to get it right all of the time. It is easier to scan and process a print than check my files - on three different PC’s - for duplicates. There has not been, nor will there ever be, any intention to knowingly breach anyone else's copyright. I have presented the Jim Taylor collection as exactly that-The Jim Taylor Collection- his work not mine, my own work is quite obviously mine.
Unfortunately, many truck spotters have swapped and traded their work without copyright marking it as theirs. These people never anticipated the ease with which images would be shared online in the future. I would guess that having swapped and traded photos for many years that it is almost impossible to control their future use. Anyone wanting to control the future use of their work would have been well advised to copyright mark their work (as many did) and would be well advised not to post them on photo sharing sites without a watermark as the whole point of these sites is to share the image, it is very easy for those that wish, to lift any image, despite security settings, indeed, Flickr itself, warns you that this is the case. It was this abuse and theft of my material that led me to watermark all of my later uploads. I may yet withdraw non-watermarked photos, I haven’t decided yet. (I did in the end)
To anyone reading the above it will be quite obvious that I can’t provide information regarding specific photos or potential future uploads – I didn’t take them! There are many vehicles that were well known to me as Jim only lived down the road from me (although I didn’t know him), however scanning, titling, tagging and uploading is laborious and time consuming enough, I do however provide a fair amount of information with my own transport (and other) photos. I am aware that there are requests from other Flickr users that are unanswered, I stumble across them months or years after they were posted, this isn’t deliberate. Some weekends one or two “enthusiasts” can add many hundreds of photos as favourites, this pushes requests that are in the comments section ten or twenty pages out of sight and I miss them. I also have notifications switched off, I receive around 50 emails a day through work and I don’t want even more from Flickr. Other requests, like many other things, I just plain forget – no excuses! Uploads of Jim’s photos will be infrequent as it is a boring pastime and I would much rather work on my own output.
Estimated : CHF 80.000 - 100.000
Sold for CHF 112.125 - € 101.756
The Bonmont Sale
Collectors' Motor Cars - Bonhams
Golf & Country Club de Bonmont
Chéserex
Switzerland - Suisse - Schweiz
September 2019
Bentley Motors' owners since 1998, Volkswagen kept the existing Continental R-based Azure convertible in production until 2003 but delayed introducing its successor for a further three years. Production of the new Azure thus began for the 2006 model year. This time the Azure was based on the more modern Arnage platform. The latter had been built in two forms: Green Label (with BMW power) and Red Label with the long-running Rolls-Royce/Bentley 6,75-litre pushrod V8. A legacy of the Rolls-Royce/Bentley takeover battle with BMW, Volkswagen's use of a rival manufacturer's engines could only be a temporary measure, and so future models would use the 'old' Bentley V8, suitably up-rated with twin turbochargers for the new Azure convertible. As well as the twin turbochargers, replacing the single unit used previously, this venerable engine was extensively reworked, Bentley claiming that more than half the parts were new. In this form it produced 450 bhp and 645 lb/ft of torque, while a new ZF six-speed automatic transmission fed power to the rear wheels. Bentley claimed a 0-60 mph (0-97 km/h) acceleration time of 5.6 seconds and a top speed of 168 mph (270 km/h), slightly faster than the previous model and still excellent for a vehicle of its size and weight. "In a word, wonderful," was how Autocar magazine greeted the new Azure, which was also reckoned "notably better for the new gearbox. Overall, it's amazing how much difference a decent auto 'box can make."
Built for the United States market, this beautiful Bentley Azure was built to special order as evidenced by the legend "Specially commissioned for T.N.O." on the door sill plate. Finished in white with white/blue interior and blue soft-top, it boasts chrome wheels and has covered only 843 miles from new. The car is offered with Equatorial Guinea registration papers and customs document.