Intensive photos on Flickr

1

Snapshots from our five week Summer Intensive at both White Lodge and Upper School.

Snapshots from our five week Summer Intensive at both White Lodge and Upper School.

2

Snapshots from our five week Summer Intensive at both White Lodge and Upper School.

USS Vesuvius (AE-15), Mount Hood Class Ammunition Ship, Bunks by photolibrarian

4 1

From Wikipedia, the free encyclopedia

History

United States

Name:USS Vesuvius (AE-15)

Namesake:Mount Vesuvius

Launched:26 May 1944

Commissioned:16 January 1945

Decommissioned:20 April 1946

Recommissioned:15 November 1951

Decommissioned:14 August 1973

Struck:14 August 1973

Honors and

awards:

2 battle stars (World War II)

2 battle stars (Korea)

10 battle stars (Vietnam)

Fate:scrapped, 1974

Badge:USS Vesuvius (AE-15) insignia, circa in the 1960s (NH 71935-KN).png

General characteristics

Length:459 ft 2 in (140 m)

Beam:63 ft (19.2 m)

Draft:28 ft 3 in (8.6 m)

Propulsion:

Geared turbine

1 × shaft

6,000 shp (4.5 MW)

Speed:16 knots (30 km/h)

Capacity:7,700 long tons (7,800 t) deadweight

Complement:267 officers and enlisted

Armament:4 × 3"/50 caliber guns

The fourth USS Vesuvius (AE-15) was laid down under a Maritime Commission contract (MC hull 1381) by the North Carolina Shipbuilding Company, Wilmington, N.C.; launched on 26 May 1944; acquired by the United States Navy on 4 July 1944; and commissioned on 16 January 1945, Comdr. Flavius J. George in command.

Service history

World War II, 1945–1946

The ship underwent builder's trials out of Brooklyn, New York, and then began shakedown out of Hampton Roads, Virginia, in Chesapeake Bay. On 17 February, she sailed to Earle, New Jersey, to load ammunition. She then headed for the island of Ulithi, via the Panama Canal, on 5 March. She reached her destination on 5 April and promptly unloaded and took on more cargo. Vesuvius departed for Okinawa on 10 April where she became part of Service Squadron 6. In this role, she replenished ammunition to the Fleet in the waters around Okinawa. In July 1945, Vesuvius joined a rearming group off Honshū, Japan, to support raids on Japan by the 3rd Fleet. She detached on 2 August and set sail for Leyte Gulf, Philippines. While there, word of the Japanese capitulation was received on 15 August 1945. The ship remained in the Philippines until 28 October, when she left for the United States.

After transiting the Panama Canal, Vesuvius joined the Service Force, Atlantic Fleet. The ship arrived at Yorktown, Virginia, on 14 December 1945. Vesuvius departed Yorktown on 10 January 1946, bound for Leonardo, N.J., to discharge her cargo and ship's ammunition to the Naval Ammunition Depot. On 7 February, she headed for Orange, Texas, arriving there on 13 February to commence her pre-inactivation overhaul. Vesuvius was placed out of commission, in reserve, at Orange on 20 August 1946.

Korean War, 1951–1952

In response to the needs imposed by the Korean War, Vesuvius was recommissioned on 15 November 1951. She remained at Orange and Beaumont, Texas, for outfitting and readying for sea until 7 January 1952, when she departed for San Diego. Having arrived on 14 February, the ship conducted exercises and loaded ammunition at Port Chicago, California, before sailing on 22 March for Sasebo, Japan. She arrived at Sasebo on 3 May 1952 and, after voyage repairs, began supplying ammunition to the ships of Task Force (TF) 77 on patrol off the east coast of Korea. On 1 December, Vesuvius headed for the United States, arriving at San Francisco on 18 December for overhaul.

Pacific Fleet, 1953–1967

Over the next decade, Vesuvius was to make 11 more extended deployments to the western Pacific where she serviced units of the 7th Fleet. These operations were interspersed with port visits to Japan, Okinawa, Taiwan, the Philippines, and Hong Kong. Periods on the west coast of the United States were spent in overhaul and in the conduct of underway training.

On 24 June 1963, Vesuvius commenced her 13th post-World War II deployment to the western Pacific, making stops at Pearl Harbor and at Guam for repairs and arriving at Yokosuka on 4 August. She serviced the 7th Fleet throughout August. In October, she visited Sasebo and Kagoshima, Japan; Subic Bay, Philippines; and Buckner Bay, Okinawa. In November, she visited Hong Kong and spent the entire month of December 1963 in and out of Yokosuka, Japan. She also visited Beppu, and Komatsushima, Japan. (1st American Navy ship to visit since end of World War II).

Vesuvius began 1964 in Yokosuka making final preparations for her homeward passage. On 7 January, she got underway for San Francisco via the great circle route. She arrived on 31 January and spent February and March moored to the pier at Port Chicago. A brief trip to San Diego and participation in an exercise with other units of the 1st Fleet occupied April, and Vesuvius spent May in an upkeep status at Concord, California. On 6 July, she was underway for coastal operations. August and September saw the ship in and out of port, training and providing services to the Fleet Training Group. In October, she participated in operations with members of the 1st Fleet. On 20 November 1964, Vesuvius returned to Concord for upkeep and a holiday leave period. She got underway on 18 December for the Mare Island Annex, where she spent the holiday season.

Vietnam, 1965–1972

The ship made a brief trip to San Diego beginning on 4 January 1965 before returning to Concord on 13 January. She began reloading cargo in preparation for deployment and got underway for the Far East on 1 February. Vesuvius reached Subic Bay, via Pearl Harbor and Guam, on 28 February. She then began operations in the South China Sea interrupted by brief returns for the onload of cargo in Subic Bay. In July 1965, she received a respite from her duties in Hong Kong. After a week there, she resumed operations. Having made 182 underway replenishments during the deployment, Vesuvius returned to Concord, California, on 28 November.

Vesuvius began the year 1966 by steaming on 3 January to the Puget Sound Naval Shipyard at Bremerton, Washington, to undergo repairs for six weeks. After leaving Bremerton, the ship headed south to Concord to onload ammunition. On 5 March, she sailed for San Diego for refresher training. Shortly after arrival, a 26-inch crack in one of her hull plates was discovered. She promptly began transferring her load of ammunition to other ships. By 26 March, the ammunition had been successfully offloaded; and, on 28 April 1966, Vesuvius proceeded to the Bethlehem Steel Shipyard in San Francisco. On 14 May, Vesuvius deployed for the western Pacific. From 13 June through 27 November 1966, Vesuvius conducted replenishment operations between the Philippines and the South China Sea. In December, she stopped at Pearl Harbor on her way home, where an unusual cargo was embarked — $9,700,000 was brought on board for a special currency lift back to the United States. Shortly before Christmas, Vesuvius reached Concord.

The year 1967 found the ship berthed at Mare Island preparing to undergo her first major overhaul since 1962. Following completion of overhaul at the Mare Island Naval Shipyard and underway training, Vesuvius departed for the western Pacific on 15 July 1967, bound for Subic Bay. Except for brief periods in Hong Kong, Vesuvius came off the line in the South China Sea only long enough to fill her hold with more ammunition.

Near the end of January 1968, Vesuvius sailed to Yokosuka on her return trip to the United States, only to be recalled to the seas off Vietnam following the Pueblo Incident to support Operation Formation Star. Vesuvius finally returned to the San Francisco Bay area on 17 March 1968, offloaded, proceeded to the Naval Shipyard at Mare Island and, on 4 April, entered the Triple A Shipyard in San Francisco for extensive repairs and upkeep. Repairs were completed on 10 May, and the ship began refresher training in June. Following inspections and loadout, Vesuvius deployed again on 31 July 1968. She reached Subic Bay on 20 August for receipt of ammunition, then began operations in the Vietnam area. She remained on line through 3 December, when she left for a period of rest and recreation in Hong Kong. She departed there on 10 December to return to Vietnam.

Vesuvius remained on line through January and February 1969. In late February, she sailed into Bangkok, Thailand. From Bangkok, the ship went to Subic Bay to commence her final loadout before heading home. After a brief stop in Hawaii, Vesuvius arrived in Concord on 1 April 1969. In late April, the ship underwent six weeks of restricted availability at a commercial yard in San Francisco. Late in June, she steamed for San Diego and refresher training and exercises. By 23 July, she had returned to San Francisco and began three weeks of loadout for yet another deployment. Vesuvius departed for the western Pacific on 17 September 1969. After stopovers in Pearl Harbor and Yokosuka, she touched at Subic Bay for a few days before starting her line period off Vietnam.

During this deployment, Vesuvius conducted seven line runs in the South China Sea and the Tonkin Gulf in support of 7th Fleet operations. On 25 April, she left for home with stops at Kobe, Japan, and Pearl Harbor. She arrived at Concord on 23 May 1970. The ship entered a three-month upkeep in San Francisco from July to October followed by a pre-deployment inspection. On 9 November, Vesuvius departed the San Francisco area for intensive training in San Diego and, on 6 December, steamed back to Port Chicago for a holiday leave period.

Vesuvius again departed for the western Pacific on 4 January 1971. She arrived at Subic Bay on 25 January, and, one week later, was underway for her first line run of the deployment. On 20 February, she pulled into Singapore and then proceeded shortly thereafter to the Philippines for a 15-day upkeep period. Vesuvius then resumed her assignment of providing ammunition logistics support to the 7th Fleet and Royal Australian Navy units off the coast of Vietnam. On 2 August 1971, Vesuvius left Subic Bay for San Francisco, arriving on 1 September. After offloading ammunition at Concord, the ship moved to the Mare Island Naval Shipyard for a month of stand-down. On 4 October, she entered a six-week upkeep. Upon completion, she returned to Concord on 19 November. Vesuvius departed Concord on 29 November for refresher training off San Diego, returning to Mare Island on 4 December.

Vesuvius got underway on 3 January 1972 and, on 5 January, commenced refresher training in San Diego. She returned to Concord on 29 January. Preparations for deployment began immediately, and the ship left California on 14 February. Upon arrival at Subic Bay, Vesuvius again supported combat operations for the 7th Fleet. On 29 June, she began upkeep and returned to action on 18 July. Her duties were interrupted for short trips to Hong Kong and Bangkok in August and October. In December, she entered drydock at Subic Bay to replace her propeller, but she promptly returned to Vietnam and ended the year in the combat zone.

Decommissioning, 1973

The ship returned to Concord on 3 March 1973. After offloading ammunition, the ship moved to Mare Island. The ship was scheduled for upkeep from April to July. However, a message was received from the Chief of Naval Operations in July to prepare the ship for decommissioning. On 14 August 1973, Vesuvius was decommissioned and transferred to the Inactive Ship Maintenance Facility at Mare Island for further disposition and was struck from the Navy List. Vesuvius was reported to have been used for target practice, shortly after decommissioning.

Awards

Vesuvius received two battle stars for World War II, two battle stars for the Korean War, and 10 battle stars for her service in Vietnam.

Summer Intensive by The Royal Ballet School

2

Snapshots from our five week Summer Intensive at both White Lodge and Upper School.

Snapshots from our five week Summer Intensive at both White Lodge and Upper School.

stop intensive farming by Nadia D'Agaro

8 1

Gli allevamenti intensivi sono responsabili di inquinamento ambientale, inquinamento delle falde acquifere, zoonosi, antibiotico-resistenza. Inoltre, causano un consumo eccessivo di risorse terrestri essenziali: acqua e suolo. Gli animali vi conducono una breve vita senza alcun riguardo per la loro etologia. Il benessere animale non è compatibile con il profitto: diventa vegan!

Intensive farming is responsible for environmental pollution, groundwater pollution, zoonoses and antibiotic resistance. Furthermore, they cause excessive consumption of essential terrestrial resources: water and soil. The animals lead a short life there without any regard for their ethology. Animal welfare is not compatible with profit: go vegan!

2

1

2

Snapshots from our five week Summer Intensive at both White Lodge and Upper School.

2

Snapshots from our five week Summer Intensive at both White Lodge and Upper School.

Echuca. Victoria. Dr Crossons residence and private hospital. Built 1875.Ornate. Cast iron balcony. Architect Wm Vahland. by denisbin

Snapshots from our five week Summer Intensive at both White Lodge and Upper School.

2

Introduction to Echuca and its history. Population Echuca-Moama 20,500. When captains Cadell of Goolwa and Randell of Gumeracha had a South Australian government sponsored race to reach the Darling River and prove the River Murray was navigable in 1853 they probably did not foresee the huge development of the river boat trade. The River Murray was to be a transportation conduit to the outback and inland areas like the Mississippi River in America. Paddle steamer river boats with shallow drafts were first used in the 1820s along the Ohio and Mississippi rivers. They were adapted from rear wheel vessels to side wheel vessels in Australia. A few centres grew into major river ports- Morgan, Milang, Wentworth and Echuca. But Echuca outstripped them all as it was developed shortly after the Victorian gold rushes and it was the closest point on the River Murray to booming Melbourne. Some say Echuca was built upon the entrepreneurship of one man Henry Hopwood who arrived in the area in 1849. He was an ex-convict with big ideas. He began a ferry service across the Murray and later built a pontoon bridge. A government surveyor laid out a town in 1854 which he named Echuca from a local Aboriginal word meaning “meeting of the waters” as Echuca is at the confluence of the Campaspe and Murray rivers and the mighty Goulburn River also enters the Murray just a short distance away. In 1824 the explorer Hamilton Hume named the Murray the Hume River after his father. But in 1830 Charles Sturt after leaving the Murrumbidgee thought he had discovered a new river and he named it the Murray River after his friend in the British Colonial Office, Sir George Murray, Secretary of the Colonies. The Goulburn River was named in 1835/36 by Major Thomas Mitchell on his explorations. He named it after the Frederick Goulburn who was then Colonial Secretary of NSW and he also named the Campaspe River which rises near Mt Macedon. He was obviously thinking of his classical education when he named the Campaspe. Alexander the Great (356 BC to 323BC) of Greece had a famous artist paint one of his concubines and when the artist fell in love with the beautiful Campaspe, Alexander the Great “gave” Campaspe to the artist. Campaspe in the nude or only partially clothed was a popular painting subject in the early 1800s in Britain. Mitchell named Mount Macedon after an ancient Greek King Phillip II of Macedon (359 BC to 336 BC). Because three major rivers meet in the locality of Echuca lakes large flood plains with billabongs abound. One water channel from this area flows north to the Murrumbidgee River and is known as the Edward River. These flood plains along the Murray are now mainly national parks and reserves called the Barmah Lakes and Forests with the first area being declared as such in 1908. Early pastoralists were attracted to this country and many of the River Red gums were felled by woodsmen for railway sleepers across Victoria and NSW. The cycle of flood and drought favoured the River Red gums. The major floods of the River Murray were in 1867, 1870 – the biggest highest flood of the white era – 1916, 1931, 1956 and 1975.

The town grew quickly and in 1858 Henry Hopwood built the Bridge Hotel which he claimed was the best outside of Melbourne. The locals referred to him as King Hopwood although he was transported to Van Diemans Land as a convict charged with theft in 1834. He reached this Victorian part of NSW in 1850. At that time he established the first River Murray ferry service followed by a pontoon bridge in 1857. The ferry fees he charged with his monopoly soon made him a rich man. Because of the commercially strategic location the railway reached Echuca from the gold mining centre of Bendigo in 1864 so that Victoria could capture the Riverina trade through Moama on the NSW side of the Murray. Everything favoured Echuca’s development. Until Federation in 1901 all the independent colonies levied port duties on goods coming into or out of their colonies and Echuca was an important customs town. By the 1870s when more than two hundred paddle steamers regularly traversed the rivers here Echuca expanded with a multi-tiered wooden wharf so that steamers could dock regardless of the river level. The first small wharf was built in 1865 with extensions in the 1870s and this wharf eventually reached over one kilometre long when extended in 1884! As business boomed the town grew with 60 licensed hotels by 1876. The river trade not only transported wool from the pastoralists and supplies but it required extensive supplies of wood for fuel for the steamers, labour, ropes and equipment etc. Echuca was the second port of Victoria after Port Melbourne for tonnage handled in the 1870s. It was the largest inland port in Australia and it vied with Morgan as the main port to handle wool bought down the Darling River by paddle steamer. There were also paddle steamer services from Echuca to Shepparton on the Goulburn River. But the town eventually declined as railways which began Echuca’s boom also ended the importance of the river boat trade in Victoria. The boom was over by 1890 but by then Echuca was an established town with substantial and impressive buildings. The river boat trade persisted into the 1930s but on a much reduced scale. The next boom for Echuca was after World War Two when surrounding land was irrigated for horticulture, viticulture and intensive agriculture.

Henry Hopwood’s Bridge Hotel still stands as does the original Town Hall built in 1868 and designed by architect W.C Vahland from Bendigo. Along the waterfront you can still see the Steam Packet Hotel, the Customs House, the Bond Store (where goods were stored by the government until the duties were paid) and a small part of the great wharf. The fine brick Customs House was built in 1884 with a thin strip of sandstone around the windows and across the brickwork. The Bond Store was also built in red brick with pilasters across the front and a pediment to hide the roof line. The “King of Echuca” Hopwood also built a fine house which he named Apsley House facing Connelly Street. Part of it still remains at the Catholic College. When he died in 1869 the “King of Echuca” was buried in the town cemetery and he was remembered by a memorial pew in the Anglican Church. He became a wealthy man because he negotiated a monopoly of the ferry service across the river with the Victorian government. His contract included his heirs also retaining the monopoly. They eventually sold out to the Victorian government but the days of ferry services ended anyway with the construction of the mighty iron bridge across the Murray. A bridge between two colonies required both to agree and the conflict that the bridge engendered was really a part of the Australian federation story. Both colonies agree in 1864 to pay part of the bridge cost but disagreement emerged over tariffs and import/export duties. The agreement was reactivated after the great Murray floods of 1867 and 1870. Work finally started on the iron bridge in 1875. Heavy iron posts from England were carted by rail from Port Melbourne as there were no NSW railways near the river at that time. In April 1877 a disaster occurred when a crane crashed and collapsed iron and stone pillars. Six men were killed. The bridge opened in December 1878 but it only caused mayhem. NSW had not inspected and signed off on the bridge and travellers were charged a fee for using the “free” bridge. Angry mobs assembled near the bridge and protested several times and the Victorian government considered prosecuting rioters. Finally the bridge opened in April 1879 with no official opening ceremony by either government! Once the bridge was open competition between Moama in NSW and Victorian Echuca intensified. The railway from Deniliquin reached Moama in 1876 adding to the inter-colonial trade rivalry. Echuca reached a population of 5,000 by 1878.

Support for Australian federation came especially from the Riverina/Murray districts like Echuca as they were the most effected by trade tariffs between Victoria and NSW. The Riverina was settled as the main NSW grain producing region in the late 19th century but it was much closer to Melbourne than Sydney. Grain was carted across the border at Echuca. NSW was a free trade colony but Victoria was a protectionist colony. Thus towns developed each side of the river at crossing points – Wodonga and Albury; Wahgunyah and Corowa; Echuca and Moama. The railways were pushed up much sooner from Melbourne than from Sydney and grain was transported by rail from Echuca by the mid-1870s. NSW railway lines only reached Riverina towns in the 1890s and even later. So the Echuca district was directly interested in the benefits of federation especially the abolition of tariffs and customs but the other great issue was the control of the Murray River and its waters. In NSW Sir Henry Parkes pushed for federation and the other colonies waited to see if NSW would push ahead with the idea as their approval was always going to be crucial. Parkes began the push for federation in speeches in 1881 and again more seriously in 1889. The first national constitution convention was held in 1891 in Sydney. In the next couple of years the localised Australian Natives Association formed many more branches and became a national movement. Along the River Murray the Border Federation League was formed in Corowa and soon spread to Echuca/Moama and other regional towns. It was at a meeting of the Border Federation League in 1893 that Dr John Quick of Bendigo moved a motion to provide a process to achieve federation. This was something the arguing statesmen and politicians could not achieve. He moved that colonial parliaments should pass enabling legislation to send delegates to a national convention to adopt a constitution. From this point on the federation movement gained great impetus especially with support from the Riverina and river towns like Echuca. The movement culminated in the inauguration of the Commonwealth on January 1st 1901.

Apart from the River Murray providing a smooth navigable surface for transportation the river flats near Echuca led to the development of the major industry of the town- timber milling. River red gum timer was railed from Echuca all over Victoria for its railways. River red gum railway sleepers were transported down the Murray from Echuca to Morgan to build the Kapunda to Morgan railway in 1878. By 1869 one of several the timber mills in Echuca covered six acres. Logs were taken from the Barham forests and the Goulburn River valley and transported downstream to Echuca. But the Murray provided more for the town. The supply of timber made Echuca one of the major paddle steamer building sites along the Murray. Red gums provided wood for the boats and wood for their boilers. A slipway was soon erected in Echuca and the first steamer rolled into the river in 1864 but one earlier boat, without the assistance of a slipway, was constructed in 1858. Echuca had constructed 48 paddle steamers and 54 barges by 1895. Eighteen of the 48 paddle steamers were built between 1874 and 1878. The boat building stopped in the 1920s. Several foundries in the town produced ship bells and other equipment. The river trade led to wool scouring or fellmongering, boiling down works and tanneries. All these hard manual workers required alcohol and Echuca had several major breweries in the 19th century. The growth of the town surrounded by farmers or selectors led to conflict between the big squatter ad sheep shearers and other labourers. This resulted in the famous burning of the paddle steamer PS Rodney in 1894. Australia suffered a major depression in 1890, banks collapsed as did the price for wool. When pastoralist’s tried to reduce shearer wages conflict and strikes emerged. Shearers unison were first formed in 1891. In Queensland this resulted in violent conflict between unionists and pastoralists and Banjo Paterson’s song Waltzing Mathilda covers this issue. The original lyrics were written in 1895 by Banjo Paterson and it was first published as sheet music in 1903. Paterson wrote the poem in 1894 while staying at the Dagworth Homestead (near Winton), where in September of that year some shearers went on strike before violence erupted.

Up came the jumbuck( sheep) to drink at the waterhole,Up came the squatter a-riding his thoroughbred;

Up jumped the swagman and grabbed him in glee; And he sang as he put him away in his tucker-bag,

'You'll come a-waltzing Matilda with me.' CHORUS'You'll come a-waltzing Matilda with me.' CHORUS

Up came policemen - one, two and three. Up sprang the swagman and jumped in the waterhole,

'Whose is the jumbuck you've got in the tucker bag? Drowning himself by the Coolibah tree;

You'll come a-waltzing Matilda with me.' CHORUSAnd his voice can be heard as it sings in the billabongs,'Who'll come a-waltzing Matilda with me?'

Near Echuca shearers went on strike in 1894 and camped along the river. One camp had 220 men in it by July 1894. They tried to block use of the bridge to Moama and the unloading of trains in Echuca with non-union shearers. In August 1894 trouble flared up. But it was near Pooncarie on the Darling River that a crew of boatmen from Echuca were moored on the banks of the Darling in the PS Rodney with non –union labour for an upstream station. The Rodney was built in Echuca in 1875. The non-unionists on board were thrown overboard and the crew allowed to leave and then the Rodney was set on fire. The news was not appreciated in the workers home town of Echuca. Only half a dozen of the arsonists were arrested, but then acquitted when tried by the Court in Broken Hill. Eventually one was convicted in a second trial in Sydney. By then the trouble had calmed down.

Some Echuca buildings to take note of starting at the entrance to the port of Echuca at Hopwood Place.

•The Bridge Hotel built by Henry Hopwood in 1858. Slate roof, round columns supporting the veranda and French doors which were so popular in the mid 1850s. Upper floor added circa 1875. Closed 1916 and became a residence then owned by the City of Echuca since 1970. Now a café.

•Across Hopwood Park is the Shire Hall/ Courthouse. Facade on Dickson St. Red brick and cement rendered quoins. Open ‘lacework” style balustrade along roof line. Triangular pediment above the door. It has simple Doric columns and porticos. Built in 1870. Architect W Vahland.

•The Star Hotel. Four sets of French windows in the upper floor. Built 1866-70 as offices for Permewan Wright who were carting agents. Sub leased to shipping agents etc. Now a hotel.

•William McCulloch and Co. Classical symmetry and arched doorway and windows and magnificent fan light above door. McCullochs early saw millers and later boat builders. Built in 1859 as a bond store for alcohol and tobacco. Kept by agents until bond tax paid. Used by McCullochs from 1889.

•589 High St. The Shamrock Hotel. One of the 86 colonial hotels in Echuca! Licensed 1870, as single storey hotel. Upper floor added around 1895 with classical small pediment and spire behind it. Note shamrocks in the wooden Edwardian veranda posts.

•The Echuca Hotel. Opened in 1858. The current building erected 1873. Symmetry, pilasters, classical rounded windows. Not a typical Australian pub building.

•In side street on left Leslie St. Former Customs House. Built in 1884 but earlier customs houses. Good brick work and slate roof. Part for the wharf river front buildings.

•Opposite the Customs House is the Steampacket Hotel. Claimed they were dedicated to the eradication of thirst! Built in 1864 as a single storey hotel. Rebuilt in the 1870s. Closed in 1900 and became a boarding house. Architect William Vahland. Return to High Street.

•645 High St. Bank of New South Wales. Erected 1877. Architects Reed & Barnes. Two level loggia with projecting ends and arcaded on lower level. A Greek classical revival style of bank.

•Colonial Bank of Australasia. Built in the classical style in the 1870s. Greek keystones above widows and ground floor doors. Lower windows rounded, upper window rectangular.

•Millewa Chambers. Built as a bond store in 1878. Beautifully restored and painted. Highly decorative with three classical urns on the central roof pediment. Arched symmetry and pilasters beside doors.

•On left is the combined Echuca Town Hall and Petty Sessions Courthouse. Built in 1869. Architects William Vahland and Robert Getzschmann of Bendigo. High St façade dominated by triangular pediment. Central section flanked by side wings. Used as a Courthouse until 1924. In 1954 became the town library only. Turn left here into Heygarth St before returning to High Street. The first section contains the Palace Hotel and the American Hotel. The first building opposite the old Courthouse is the former London Chartered Bank. Perfect symmetry with triangular pediment above central entrance. Architect Vahland. Built in 1882. Later an English Scottish & Australian Bank. Beside it is Dr Crosson’s Private Hospital and residence. Architect was William Vahland. Built 1875 with a cast iron balcony. Return to High St.

•Next is the modern Christ Church Anglican Church entrance but behind it is the original church built in 1865. It has a stained glass memorial window to Henry Hopwood. Architect William Vahland.

•Next left is Anstruther St. Turn left here. On the next corners another hotel built in 1895.On the opposite corner is a classical 19th century bank now the ANZ.

•In front is the Post Office with a three storey clock tower built in 1877. Government architects led by William Wardell designed this Italianate style Post office. An asymmetrical façade with a colonnaded loggia. Similar to Post Offices in Maryborough, Castlemaine, Warrnambool, Hamilton etc. Painted rendered brick. Turn right into Hare St.

•To the right on next corner is the former Presbyterian Church. St Andrews was built in 1901. Architect a local man E Castles. An impressive church with some unusual features – rose window, spire and black and white tiled sections in the gable and turreted tower. Worth the walk. Beyond the church is the Echuca state school no 208. Gothic in style with large windows for lighting. Gables facing street and arched entrance and tower. Built 1874. Some section rebuilt 1890 after a fire. Now return to the Post Office and continue along Hare St.

•Next is St Mary’s Catholic Church. Built in 1875 in red brick with freestone dressings. The tower is unusual with a spire which is almost too narrow, a brick balcony and turrets. Added in 1890.

• The five storey red brick flourmill is located at 2 Nish Street. Built in 1881 for Lawrence Kickham.

•The magnificent railway station one of the best in Victoria is at 104 Sturt St but there is a pedestrian overpass to give access from just beyond the flourmill in Nish Street. The huge locomotive shed was built when the railway opened in 1864. The station was built in 1865 in red brick with granite window sills and cornerstones. Welsh slate imported for the roof slates. The locomotive shed was partly used by the private railway company the Moama and Deniliquin railway which covered the 80 kms to Deniliquin.

•Corner Dickson and Connelly streets. Apsley House built around 1860 as the residence of Henry Hopwood. He died there in 1869. Sold to nuns of St Brigid in 1886 for a convent school.

Snapshots from our five week Summer Intensive at both White Lodge and Upper School.

1

2

200519-N-BC190-1015 by U.S. Pacific Fleet

4

PACIFIC OCEAN (May 19, 2020) Sailors signal the fleet replenishment oiler USNS Henry J. Kaiser (T-AO 187) as it goes alongside the aircraft carrier USS Nimitz (CVN 68). The Nimitz Carrier Strike Group (CSG) is underway conducting a composite training unit exercise (COMPTUEX). COMPTUEX is an intensive exercise designed to fully integrate units of the CSG, while testing a strike group's ability as a whole to carry out sustained combat operations from the sea. (U.S. Navy photo by Mass Communication Specialist 3rd Class Sarah Christoph/Released)

Snapshots from our five week Summer Intensive at both White Lodge and Upper School.

Summer Intensive by The Royal Ballet School

Covent Garden Summer Intensive 2019 by The Royal Ballet School

2

Photographs of students at the Covent Garden Summer Intensive 2019

British Rail Class 127 at Butterley by Ruairidh MacVeigh

6

Arriving into Butterley after a quick jaunt down to Hammersmith is this preserved British Rail Class 127, wearing the attractive BR Green with yellow 'Cat Whiskers'.

The Class 127's were a fleet of first generation DMU's built by British Rail's Derby Works in 1959, used to replace many steam locomotives on local passenger services. 30 units were built in formations of 4-carriages, although they would sometimes run as two-car sets based on demand.

The units were primarily run out of London St Pancras on the Midland Mainline to Bedford, which resulted in them being the first bearer of the "Bed-Pan" nickname. Trains were maintained at Cricklewood depot in north London.

Class 127's were powered by 476hp Rolls Royce C8NFLH engines which were placed underneath the driving cars. These contained a hydraulic transmission (as opposed to the more commonly used mechanical transmission), which meant that the driver of the train had to select gears using a lever in the cab.Top speed of these units was 70mph, which wasn't exactly much better than the steam engines they replaced, but was sufficient for their commuter tasks.

By the end of the 1970's, it was apparent that the design was starting to get very long in the tooth, and the 127's were looking very tired. As part of the London commuter service, these units saw some of the most intensive operation of DMU's in the country, as other DMU's were usually operated away from the London area. Eventually, electrification came to the Midland Mainline between London St Pancras and Bedford in 1982, and 127's were meant to be disposed of that year. However, an industrial dispute between drivers and management regarding Driver Only operation (a particularly troublesome chestnut that still haunts us today), meant that the new Class 317 EMU's were stored at Cricklewood for over a year, and 127's had no choice but to remain in operation. Eventually, the 317's entered operation in 1983, and 127's were disposed of.

It wasn't the end for the 127's however, as some were put to work on the Barking to Gospel Oak line, one of the few unelectrified railways in the London area. These units worked this route until 1984 in two-car formations, being replaced by Class 150's. These units eventually ended up in Birmingham, based at Tyseley depot for work on the Chiltern Mainline out of Moor Street, eventually being replaced, once again, by Class 150's in October 1993.

22 redundant units, however, were converted in 1985 to carry parcels, having their internal seats removed and being fitted with roller-shut doors. Units were formed in two-car sets and were based at Chester depot, being used to work parcels services in the Manchester and Liverpool area. Eventually, these units met their end in 1989, being replaced by locomotive hauled stock.

Today, three units have been preserved in varying degrees of preservation, including one trailer.