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We saw no blue birds.
Yes, the White Cliffs of Dover, so revered they built a railway line down them to bring materials down when they built the eastern harbour arm, then abandoned the line.
That is the flat area to the left, what is left of an inclined plane from the top of Langdon Hole where a line went across the fields to join the main line at Martin Mill.
After the harbour was built, a tramway was to be built to serve a newtown to be built along the cliffs, but thankfully that plan never came to fruition, though I have seen the plans for terraced house all along our streets and the others up Station Road, and stretching halfway along to Ringwould.
I have no idea where those who would have lived in this new town would have worked.
Anyway, in the end money ran out and the war came.
We were here at seven in the morning looking for orchids before we went to Tesco.
Was bracing, but glorious, and well worth being out so early, and with no other people about too.
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In the 21st century, before anything is built, before a spade breaks the earth, a whole series of legal processes must take place to ensure that no one's point of view is not heard.
Our Victorian forebears had no such issues of course, if they saw that something needed to built, then whatever was in its way, it would be torn down so progress could be made.
Not always the best way to do things, but this attitude helped the track millage in Britain increase year on year in the 19th century. And then, with the dawning of the 20th century, no more main lines were built in Britain, until the CTRL.
But back to the matter in hand. Imagine, someone had an idea of defacing that great symbol of Britain, the White Cliffs of Dover, by building a ten metre wide shelf in them and running a railway up them, a railway which would only be open for a decade at most. Clearly there would be public uproar. Will it ever be built?
Well, it was built, the cliffs were scarred, the railway built, used and ripped up. The shelf, The Cliff Road, is still there, leading from under Jubilee Way up round the top of Langdon Hole. It is possible to look at Google Earth and see the trackbed crossing Reach Road, Deal Road before running alongside the Deal to Dover line, the line from the cliffs losing height until at Martin Mill, they had their junction.
Then, during WWII, rail mounted guns were needed to fire across the channel, the track was relaid, and new lines laid in arcs of fire, so the guns could recoil and make aiming easier.
After the way, the track was taken up again, bridges dismantled and mostly forgotten.
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At the cliff end of Athol Terrace, near Eastern Docks, Dover, a steep footpath leads up the cliff and then along Langdon Cliffs towards St Margaret’s. From the footpath, one can watch the daily activities of Dover’s Eastern Docks and Channel shipping beyond. On clear day, the coast France with the Strait of Dover, like a wide river, in between is quite a site. As one traverses the path, it becomes apparent that it was once a railway track.
The story begins in 1892 when Dover Harbour Board (DHB) accepted the tender of John Jackson (1851-1919) for the building of the Eastern Arm of the new Commercial Harbour - the Prince of Wales Pier. Four years later, in August 1896, the Undercliff Reclamation Act received Royal Assent. The Act was for laying out land on the South Foreland, near St Margaret’s, where a new ‘Dover’ was to be built.
The Parliamentary Bill had been sponsored by Sir William Crundall (1847-1934), thirteen times Mayor of Dover from 1886 to 1910. Crundall owned a construction company that had been founded by his late father, also called William. Both father and son were the prime movers in the development of Dover’s town planning:
- On the west side of the Dour cottages for the working class – Clarendon estate
- On the east side homes for the lower middle class i.e. Barton Road neighbourhood
- Below the Castle and nearer the sea, villas for the upper middle class i.e. the Castle Avenue estate.
The next part of their dream for Dover was to be a private estate on the South Foreland for the well-to-do upper classes.
Crundall had been appointed to DHB in 1886 and twenty years later, in 1906, he was elected Chairman of the Board. He was to hold the office until his death in 1934. Two other businessmen were involved in the proposed South Foreland scheme, Sir John Jackson, who had won the contract for building the Prince of Wales Pier. The third person involved in the South Foreland enterprise was the eminent construction engineer Weetman Dickinson Pearson, 1st Viscount Cowdray. His company had tendered to build the proposed Admiralty Harbour, which would enclose the whole of Dover bay.
The three men decided that access to the South Foreland site was to be by a road starting from the shore by Castle Jetty, at the east end of Dover’s seafront. It would then run along the base of the cliffs before gently rising to South Foreland at St Margaret’s. To reduce anticipated opposition while the Undercliff Reclamation Bill was going through Parliament, the main purpose given was the prevention of sea erosion at the base of the cliffs. This was substantiated by Sir John Jackson calling an expert witness who proclaimed the necessity. Dover Corporation echoed this and showed that over the previous 25 years the encroachment of the sea had given rise to numerous cliff falls.
It was agreed that in time an Undercliff marine road would be built on the inside of a seawall between Dover and St Margaret’s Bay but not in the foreseeable future. In the immediate future a road if built, they implied, would go over the cliffs. Thus the opposition centred their argument on this saying that if the over-cliff road were to go ahead, it would effectively put public land into private hands. This was dealt with by amendment to the Bill by giving the over-cliff road a lower priority than the Undercliff marine road … either way, the three men got exactly what they wanted!
Before the Bill had received parliamentary approval, excavations began. Initially, the men stated that 500 convicts from the then Langdon prison would be part of the workforce. However, Herbert Asquith, the Home Secretary, refused to comply! For the residents of Athol Terrace, permission for the compulsorily purchase of their front gardens was given and the road we see today was laid at their doorsteps.
The Admiralty Harbour, we see today, was given the go ahead by the government on 5 April 1898 when the contract was signed. Viscount Cowdray’s company (Pearsons) were the main contractors, Sir John Jackson was a subcontractor and Dover Harbour Board, under Sir William Crundall, was actively involved.
To build the Piers and the Breakwater of the new Admiralty Harbour, Pearsons used locally made concrete blocks and faced them with granite. The concrete blocks were made at two blockyards, one on Shakespeare beach in the west and the second on reclaimed land to the east of Castle Jetty, where the Undercliff marine road was proposed to start. To reclaim land the cliff face was blasted and the surplus chalk was removed by steam-navvies – locomotive driven excavators made by Ruston, Proctor & Co, Sheaf Ironworks, Lincoln. Soon a level platform, some 24½ acres (9.915 hectares), was created at the base of the eastern cliffs where the massive blocks were made and stored.
The blocks were made out of sand and shingle brought by ship from Stonar, near Sandwich and unloaded into trucks at the Castle Jetty. From there the trucks were manually pushed along a narrow-gauge track to the blockyard. However, the sea journey was subject to the vagaries of the weather and so it was decided to run a Standard gauge Light Railway line (engines could not go more than 25 miles an hour) from Martin Mill, the nearest station on the South East and Chatham Railway line between Dover and Deal.
The three and a half mile track was pegged out by June 1898. It ran from the Dover side of Martin Mill main line station parallel to the Dover – Deal line for about a mile. Crossing two roads on bridges made of brick abutments with supporting iron girders. Just before the main line Guston Tunnel the Pearson line veered south towards the coast and then along an embankment passing under the Dover-Deal road (A258) near the Swingate Inn. Past Bere Farm, West Cliffe, the line continued south-east crossing the Dover -St Margaret’s Upper Road by a gate. It then turned south-west, following the cliff contours, skirting Langdon Bay. Running west, it followed the edge of Langdon Cliff for about half a mile where metal frames were erected on the cliff edge to stop chalk falling on the works below.
Much of the land that the Pearson railway, as it was called, crossed, was owned by the Cliff Land Company the principal owner of which was Frederick George North, 8th Earl of Guilford (1876–1949) of Waldershare Park. Back in 1844, with the coming of the South Eastern Railway to Dover, the Guilford family had made an application to build 1,500 houses on land to the north of the Castle with an approach road from Castle Jetty. The family still had this dream and the 8th Earl made a deal with Pearsons to charge £25 per year ground rent with the option to buy the standard gauge line, once the lease had expired, for £3,000. It was planned that the Cliff Land Company would use the railway for a passenger service to the development. From Langdon Hole to East Cliff the land was owned by the War Office. They stipulated that the track was to be completed by December 1899. Further, that the Pearson railway was only to be used for carrying materials and the site had to be restored to its original condition.
At the end of the line was a chute down which the materials were fed to the block yard. This quickly proved a problem and was replaced by a funicular, down the cliff face, with side tipping skips to ease unloading. At the bottom, the skips were pushed by hand along a narrow-gauge track built on trestles to the blockyard and emptied into one of six lines of mixers where some 250 blocks were made at once. These were moved by blockyard goliaths – cranes with a span of 100-feet that could lift 50-tons.
The excavations were not without problems. In October 1898, fuses and explosives were taken and deliberately fired at the rear of the sea front East Cliff houses. In September 1899, Albert Knowler was killed during blasting and three months later, a fire in the East Cliff office burnt a man to death. Then, on 19 January 1900, as men were preparing to blast some more of the cliff face there was a massive explosion. Five men, George Jeffries, aged 24, – who later died – James Murton, Ernest Dutton, William Davies and Algenon Gibbs were all injured. In May 1900, labourer Bill Chadwick age-32, was killed by a lump of chalk during blasting at East Cliff.
Neither was the new railway line without controversy, much to the annoyance of the local tourist industry it caused the North Fall Tunnel, a pathway created by the Dover Chamber of Commerce in 1870 to provide a short cut from the beach to the Castle, to be destroyed. In its place, a new path with a steep gradient was excavated up to Broadlees, some distance east of the Castle. This path was expected to be extended in the direction of St Margaret’s Bay and eventually to become the over-cliff road, one of the two options that was envisaged to connected Dover with New Dover – the superlative estate that Crundall, Jackson and Cowdray planned to build at the South Foreland.
The actual building of the Eastern Arm was started in January 1901 and Crundall, Cowdray and Jackson applied for a Light Railway Order to extend the Pearson railway to the South Foreland. A Light Railway order would allow the trains to run on a standard track but at no more than 25 miles an hour, however, this the degree of regulation was less than that applied to main line services and therefore cheaper to set up, run and maintain. The proposal said that the line would run from Athol Terrace, up a 1-in-28 gradient along a 60-foot wide ‘road’ cut into the face of the cliff to Langdon Battery. It would then cross the fields to St Margaret’s to the proposed site of New Dover, before continuing to Martin Mill and joining the main line.
The application stated that it would be a tram/railway service powered by electricity - the local electricity company was then in private ownership and Crundall was the Chairman. There was also the stated intention of extending the line from the Eastern Dockyard, as it became to be called, along Dover’s seafront, Union Street, Strond Street and then to the Harbour station, on the western side of what became the Western Docks. There the proposed line would join the main South East and Chatham Railway line. Another line would go from the existing Deal line at Buckland and then via River to Bushy Ruff in the Alkham Valley.
In April 1902 a public inquiry, headed by the Earl of Jersey, was held into the application. It was agreed that the Company could lay down lines for a light railway in the Borough of Dover, but they could not exercise that power for two years. This was to give time to Dover Corporation, if desirable, to obtain the authority to extend their tramways. Further, on the proposed light railway to Bushy Ruff in the Alkham Valley, this was to terminate at River church and go no further. The application explicitly stated that the tram/railway would be a passenger service, which contravened the agreement with the Earl of Guilford. He immediately sought legal advice and eventually laid out his landholdings on the cliff top as a seaside residential resort.
Crundall, against considerable opposition, in 1907, gained permission to develop the area around the South Foreland. This would, claimed the local paper, Dover Express, turn the acres east of Dover into a ‘land flowing with milk and honey, with many noble marine residences.‘ In the meantime, the land from Bere Farm to Langdon Hole, owned by the Earl of Guilford and designated as a seaside residential resort, was taken over by the War Office.
, gained permission to develop the area around the South Foreland. This would, claimed the local paper, Dover Express, turn the acres east of Dover into a ‘land flowing with milk and honey, with many noble marine residences.‘ In the meantime, the land from Bere Farm to Langdon Hole, owned by the Earl of Guilford and designated as a seaside residential resort, was taken over by the War Office.
At the western end of the harbour, the Admiralty Pier extension was completed in 1908 and South Eastern Railway Company, with representatives on the Dover Harbour Board, proposed to erect a grand new terminal station at the landward end. Early the following year, Crundall, as Chairman of DHB, invited tenders to widen Admiralty Pier for the possibility of a new railway station. The Lords of the Admiralty visited and discussed the proposals and on 9 December, Pearsons were given the contract.
The Admiralty Harbour was officially opened on the 15 October 1909 by the Prince of Wales, later George V (1910-1936) who unveiled a stone commemorating the event on the Eastern Arm. Two months before, on 9 August, the Dover, St Margaret’s and Martin Mill Light Railway Company (Light Railway Company) was formed. Crundall, Cowdray and Jackson owned 25 shares each and four others owned one share each. One of these shareholders was Richard Tilden-Smith who later became the main shareholder of Tilmanstone Colliery.
Later that month planning permission was given by Dover Corporation for the utilisation of the Light Railway Company line as a public tramway. The residents of East Cliff objected but their concerns were dismissed by the Corporation and John Bavington Jones, of the Dover Express.
Work started on 21 July 1910 to widen the shore end of the Admiralty Pier for the new railway station comprising of over 11 acres. Chalk for in-filling was taken from East Cliff excavated by the steam-navvy machines. The excavations also created a new road. However, because of the cliffs are so steep when the ‘road’ reached the top it had to be cut in a series of zigzags. This problem was expected to be dealt with later, when the rest of the road was nearing completion.
At the base of East Cliff, railway lines were used to transport the chalk to Castle Jetty where it was loaded onto barges and taken across to Admiralty Pier. In 1910, while the excavations were going on, Channel Collieries Trust was set up to purchase land near South Foreland. Their remit stated that they would build a residential estate, approached by a Cliff Road and the St Margaret’s Light Railway from Dover. The Trust syndicate was composed of … Crundall, Cowdray and Jackson! The road from the excavations was started on 21 July 1910.
The last coping stone on the Admiralty Pier extension was laid by Crundall on 2 April 1913. A month later work started on building the Marine Station, the foundations having been filled in by 1 million cubic yards of chalk from the eastern cliffs.
Two months before, in February 1913, DHB chaired by Crundall, filed a Parliamentary Bill to make changes to the Tidal Basin at the Western Docks. As a supplementary, the Channel Collieries Trust sort consent to replace the western half of the seafront and beach with a 5.75 acre dock and terminus for a Light Railway Company. This went down badly in Dover and a petition was raised followed by a poll that took place on 20 May 1913. Of those eligible to vote, 2,265 voted against the Bill’s Supplement and 1,508 for it. The Supplement was withdrawn.
On 13 April, a closed meeting of the Light Railway Company was held when it was announced that Cowdray and Crundall had sold their shares, by transfer, to the Channel Collieries Trust. The four holders of the single shares in Light Railway Company were not invited to the meeting – the first they heard about it was when they read the national newspapers. A bitter legal battle ensued with Richard Tilden-Smith unsuccessfully trying to seek redress. In the event, Sir John Jackson and two nominees owned the controlling shares in the Light Railway Company.
At the time, the East Kent coalmining industry was taking off. Arthur Burr, a mining entrepreneur and major shareholder of several companies with interests in the Kent coalfield, was the leading light. One of these companies was Kent Coal Concessions. Arthur Burr had formed it in 1896 with the purpose of buying potential underground coal fields but not surface land. The intention was lease the coalfields for a share of the royalties. By 1906, the company had secured coal mining rights in East Kent sufficient, it was said, for 20 collieries.
East Kent Colliery Company also was part of Burr’s portfolio and its holdings included, Shakespeare and Snowdown Collieries. Shakespeare Colliery was sunk in 1896, but had not proved viable and was finally abandoned in December 1915. However, Snowdown, north of Dover, saw the first commercial East Kent coal raised on 19 November 1912. About that time, Burr announced the intention of floating a new company, as a subsidiary of Kent Coal Concessions, to ‘exploit undeveloped areas of East Kent.’
A previous similar floatation had not been a commercial success and the Company Board were not happy. The situation came to a head at a meeting on 31 July 1913 when Burr, along with his son, Dr Malcolm Burr, were ‘retired’ from the Board. The remaining directors consolidated Kent Coal Concessions with allied companies including Kent Collieries Ltd that had extensive mineral rights and had been undertaking mineral exploration. Towards the end of 1913 the giant steel firm, Dorman Long, in which Cowdray was involved, reported that they held 30,000 shares in the Channel Collieries Trust Company, whose holdings included the East Kent Colliery Company, part of the Burr portfolio. Borings had confirmed the existence of iron stone. Dorman Long also had interests in Kent Collieries Ltd.
Just prior to World War I (1914-1918), in May 1914, Burr attempted to raise £77,000 in debentures and £800,000 in income bonds for his East Kent Colliery Company. However, little interest was shown and the holdings were handed over to Kent Coal Concessions, by the Official Receiver, with the remit to consolidate. Following consolidation the company held mineral rights under some 20,000 acres of East Kent. In December 1917, Burr was declared bankrupt with debts amounting to £53,176 but he died in September 1919 age 70.
At Dorman Long & Co.’s AGM held in August 1917, it was reported that their investments, through the Channel Collieries Trust Ltd, were a satisfactory £877,304, even though the War had stopped any further excavations. Albeit, with the consent of the Treasury, a fusion of the different East Kent coal interests was agreed with the two chief companies, Kent Collieries Ltd and the Channel Collieries Trust put into voluntary liquidation. Out of this, the Channel Steel Company was formed with a capital of £750,000. It was reported to the assembled shareholders that it was the existence of a large deposit of ironstone in East Kent that had provided the name of the new company.
Sir William Crundall – Chairman of Dover Harbour Board;
Weetman Dickinson Pearson, 1st Viscount Cowdray – whose company, Pearsons, had successfully tendered to build the Admiralty Harbour,
Sir John Jackson who had been involved in the building the Admiralty Harbour. The railway line was generally known as the Pearson Line.
The railway line was generally known as the Pearson Line.
The company had applied, in 1914, for the renewal of their powers to carry coal through the streets of Dover with a view to extending the line from the Western docks to the Eastern Dockyard. The Town Council opposed this, but due to outbreak of World War I (1914-1918), the case was deferred. In order to carry explosives to war-ships berthed in the Camber, at the eastern Dockyard, the War Office decided to build a Sea Front Railway, using the powers that were likely to have been awarded to the Light Railway Company.
Pearson’s successfully tendered and work on what was to become the Sea Front Railway was eventually started in 1918. Single-track and running the length of the promenade from the Prince of Wales Pier to the Eastern Dockyard, the lines that had been used for the Pearson Line and belonging to the Light Railway Company, were taken up and used. It had passing loops and catch points so that trains could run in both directions but soon after the line was laid an accident occurred so a low fence was erected on each side.
Following the death of Sir John Jackson, in December 1919, the Light Railway Company was taken over by the Channel Steel Company. They applied, in 1920, to run a line from the Sea Front Railway at New Bridge, along Camden Crescent, then Liverpool Street (now the rear of the Gateway flats), and following the base of the cliffs to Eastern Dockyard. It was expected that the cliff side residences of East Cliff and Athol Terrace would be demolished.
At the Eastern Dockyard it was envisaged that a railway station would be built and the previously cut road would become a railway track that through a newly constructed tunnel, would join the track of the old Pearsons line. This would then be extended Sea Street, St Margaret’s where another station would be built. The line would then cross the countryside to join the Dover-Deal railway line at Martin Mill.
The new proposal was given outline approval by Dover Corporation with the preference for the construction to be a road not a railway track. This was due to the continuing rise in unemployment in the town – a situation that was prevalent throughout the country at the time – more men could be employed to build a road then a railway. If, however, the company were mindful to create a railway then, the Corporation said, their preference was for the facility to be a tramway, similar to that, which already existed in Dover at the time. Finally, whatever the company decided, colliery trucks could only be used on land purchased by the company and the track could not go through the town.
The Company chose the road option following the route given in the outline proposal. It was to be 50feet (16 metres) wide with a 15-feet (5 metres) wide pavement on each side. The estimated cost was £43,000 and it was expected to provide employment for up to 300 men. The council suggested that Pearsons paid one third, the Corporation a third and it would be expected that the government’s Unemployment Grants Committee would pay the remainder.
In the autumn of 1922, Pearsons joined forces with steel makers Dorman Long, to form Pearson & Dorman Long Company and take over most of the rights from the Kent Coal Concessions. The latter company had been set up by Arthur Burr, the East Kent mining entrepreneur, in 1896 with the purpose of buying potential underground coal fields but not surface land. By 1906, the company had secured coal mining rights in East Kent sufficient, it was said, for 20 collieries. Burr’s large portfolio of mining associated companies in East Kent were consolidated in 1913 under the name of Kent Coal Concessions. The giant steel makers, Dorman Long held 30,000 shares in the consolidated company as borings had confirmed the existence of iron stone. In 1917, a partial consolidation had created the Channel Steel Company and included Snowdown Colliery. Although Kent Coal Concessions did retain some mineral rights, due to the economic depression no one was interested in leasing them and in 1925, the company folded.
Having amalgamated the newly styled Pearson Dorman Long company immediately started the preliminary work on what resulted in Betteshanger Colliery. However, as they did not own the surface land they were unable to sink the pit. Albeit, through the subsidiary, Channel Steel Company, they proposed building a steel works between Dover and St Margaret’s adjacent to the proposed new road and Dover Corporation gave their approval.
The council applied to the Unemployment Grants Committee stating that the cost for the new road was £56,000. The Committee asked for the plans to be modified and suggested that the Ministry of Transport and Kent County Council (KCC) should contribute towards the costs. While these applications were being made the road was put on hold. During the winter of 1923-24, the revised estimate had increased to £129,000 but government financing was not forthcoming.
On 29 September 1923, the Admiralty formerly handed the port over to the Dover Harbour Board (DHB), still headed by Sir William Crundall. This included the Sea Front Railway line but the Eastern Dockyard was retained by the Admiralty and let on lease to Stanlee Ship-breaking Company. The Camber was retained for Admiralty purposes.
During spring and summer of 1924, Dover’s Mayor, Richard Barwick, and the Town Clerk, Reginald Knocker, visited various government departments laying before them the urgent need for unemployment relief. The Ministry of Transport relented and sanctioned the borrowing of £45,000. In the autumn of 1924 sites near Kingsdown were put on the market through Protheroe and Morris of Cheapside, London. Channel Collieries Trust held the mineral rights under the property and the sites were bought by Pearson Dorman Long – at last, they could sink Betteshanger Colliery.
Unemployment continued to rise and in 1925 DHB applied to Parliament to close Dover harbour’s Western entrance. They wanted to run a railway line along the Southern Breakwater to load Kent coal onto ships for export from there. However, the disparity in exchange rates between the UK and the Continent meant that the country was importing coal and the application came under a lot of criticism.
On the subject of Exchange Rate parity and the negative effect it was having on British industry, Sir Arthur Dorman made a powerful and well reported speech (Economist 19.12.1925). He begged the government for equal parity in the exchange rates but the response was: ‘a strong £ was the sign of a strong country.‘ Pearson Dorman Long wrote to the council saying that they could no longer afford to contribute to the cost of the road.
Cheap imports of coal continued to affect the domestic industry but in February 1926, the government did give a grant of £2m to the Kent coalfields. However, at midnight on 3 May saw the beginning of the General Strike. In October, that year, the council finally heard from the Unemployment Grants Committee through a letter sent to the town’s Member of Parliament (1922 -1945), Major the Hon. John Jacob Astor. The Committee had declined to provide a grant for the East Cliff Road, the reason given was that ‘unemployment in Dover was not sufficiently exceptional to warrant relief.’ It was generally felt that the refusal was retaliatory because East Kent miners had joined the national strike.
Richard Tilden Smith, who had been involved in a bitter legal action against the Dover, St Margaret’s and Martin Mill Light Railway Company in 1913, bought Tilmanstone Colliery from the Official Receiver in November 1926. At the same time an application was made by Tilmanstone (Kent) Collieries Ltd for the right to carry an aerial ropeway for a distance of 6½ miles (this was stated in the original application) from their colliery. This was to include a tunnel being cut through the cliffs to the Eastern Dockyard. The proposed course extended over land owned by 18 different personages one of which was Southern Railway. Although permission was granted, Southern Railway, and the Pearson, Dorman Long’s Channel Steel Company appealed but this was overturned and works started.
In 1927 Weetman Dickinson Pearson, 1st Viscount Cowdray, died. Under the 1896 terms of agreement between the War Department and Pearsons, the line from East Cliff to Langdon Hole had to be restored to its original condition. In May 1929, the War Department took legal action forcing Channel Steel Company to pay £1,300 compensation for the breach of covenant. The next month, the same Department sold the land to … the Channel Steel Company!
At the same time, Tilden Smith leased 24 acres of land at Langdon Hole from the War Department for cement works that would utilise chalk from Dover’s white cliffs. He also planned steel and brick works nearby – that was to be part of his plan for East Kent to become the New Industrial Eden. While on 17 March 1927, Southern Railway sought permission to carry coal on the Sea Front Railway and along the Eastern Arm of the Eastern Dockyard to specially built giant bunkers.
Tilden Smith’s, now 7½ mile, aerial ropeway from Tilmanstone colliery to the Eastern Arm was formerly opened on 14 February 1930. The ceremony was simple as Tilden Smith had died suddenly in the House of Commons on 18 December 1929. The tunnels, through which the ropeway ran to the Eastern Arm, can still be seen.
Bunkers were built but in August 1928 a huge coal staithe to be installed at the end of Eastern Arm, was commissioned by Southern Railway. It was built of ferro-concrete by the Yorkshire Hennebique Construction Company and held 5000-tons of coal. The Staithe was fitted with electronic discharging mechanism that enabled a vessel to be loaded with 500 tons of coal an hour and cost £22,000.
DHB withdrew its proposal to close the Western entrance and focused on increasing the number of coal sidings at the Eastern Dockyard. It was clear that this was to enable the export of coal from Pearson Dorman Long’s Snowdown and Betteshanger collieries. The electronic coal staithe officially started operating on 19 April 1932. The first ship was Dover’s steamer Kenneth Hawksfield, which was loaded with 2,450 tons coal from Snowdown Colliery.
Although it was suggested that a rail link would be built through a tunnel from the Eastern Arm to join the Deal railway line at Kearsney, until such time the Sea Front railway was to be used. It was anticipated that the railway would be in use 14-hours a day and would carry 800,000tons of coal a year together with scrap iron and oil for refuelling ships. The coal was transported on the Sea Front Railway.
The first train from Snowdown Colliery at 09.00 and in the next 23-hours, 18 trainloads of coal was carried on the Sea Front Railway line choking its whole course with dust. 17,000 Dovorians signed a petition that was sent to the House of Lords. Parliament restricted the use of the Railway to carrying a maximum of 500,000 tons of coal a year and only during day light. In 1933, Parliament approved a DHB Bill for a 1.75-mile railway line from the Kearsney junction, on the Deal line, through a tunnel to the Eastern dockyard. Although this would have obviated the need of the Sea Front Railway to carry coal, with the death of Sir William Crundall, the Chairman of DHB, in 1934, the scheme was abandoned as too expensive.
On 1 April 1934, Dover Borough municipal boundaries were extended bringing in to the Borough, Eastern Dockyard and Arm but the cliffs overlooking the area remained part of the Rural District. That same year, the council resurrected the idea of finishing the Cliff Road to St Margaret’s utilising the earlier Light Railway Company’s permit. This had been renewed every year and was given added impetus in 1937 when, due to war preparations and the shortage of scrap iron, the remaining track of what had once been the Pearsons line was lifted.
Following the outbreak of World War II (1939-1945), the War Office instigated the building of the Martin Mill Military Railway, operated and manned by the Royal Engineers and using diesel locomotives. The line followed the original Pearsons route from Martin Mill to a point called RDF Junction, about 900 feet ( 275 metres) past the then Dover-Deal road bridge. Here it divided, with the ‘main line’ turning north-east to service the guns, Winnie and Pooh. Passing beneath Winnie’s gun barrel it crossed the St Margaret’s – Martin Mill Road to Pooh’s position.
A second line, from the RDF Junction, went straight ahead for about half a mile, then in a north-east direction for another half a mile. This served the Wanstone and South Foreland Batteries. The battery close to the Dover Patrol Memorial, Point at Leathercote Point, was served by a branch line from Decoy Junction – this was named after a dummy Winnie, on the ‘main line’.
Winnie and Pooh were two 14-inch ex-naval guns manned by the Royal Marines and were capable of firing their missiles across the 21-mile wide Dover Strait to France. Winnie was installed during the Battle of Britain, in 1940 on St Margaret’s golf links and was soon after joined by Pooh, located along the Kingsdown Road.
In August 1942 Jane and Clem, two 15-inch guns, came into operation overlooking Fan Bay Battery, an emergency battery with three six-inch guns. Jane was originally designed for HMS Repulse and named after a Daily Mirror cartoon character. Clem was said to be named after the Labour leader Clement Attlee (1883-1967) or Winston Churchill’s (1874-1965) wife Clementine (1885-1977)! These were wire wound guns made of a composite of steel and steel wire. The construction was introduced in the 1890’s to deal with the increased pressures in the barrel caused by the use of the then new propellant – cordite. Radar was installed and linked with the guns that proved successful.
There were also three 13.5-inch calibre railway guns manned by Royal Marines and called Gladiator, Piecemaker and Sceneshifter. During periods of inaction, these guns were normally hidden in the Guston tunnel but sometimes in tunnels at Shepherdswell and Martin Mill.
The Battery at South Foreland was equipped with four 9.2-inch guns, while near the Dover Patrol Memorial was the Bruce gun. An experimental, hypervelocity gun built by Vickers and weighing 86-tons. The barrel was 60 feet long and could fire a shell weighing 256lbs over a distance of 100,000 yards – 57-miles. However, it was never fired in anger due to the enormous pressure affecting the shell fuses causing some to explode prematurely in mid-flight. All the real guns were hidden under camouflage netting, while dummy ones were partially concealed on the cliff top site, which accounts for the reason why the cliff top is pitted with craters.
By late 1944, the operational use of the Martin Mill Military Railway was declining, only being used to move stores and equipment. Following the end of hostilities, the Light Railway Company resumed management and some of the track was sold for export to Tanganyika as part of the ill-fated Groundnut Scheme (1947-1951). However, beyond that and seeking repeated extensions, nothing else happened and in 1952, the company officially ceased trading.
By that time, the route across the cliffs had become a favourite walk but in the spring of 1954, due to the Cold War, the military began erecting a 5-foot chestnut fence on either side of what had been the 6-foot wide track. Vigorous protests were made and the military agreed to remove the fence from the seaward side except where it enclosed military installations. Three years later the Big Guns – Jane, Clem, Winnie and Pooh were dismantled and uprooted from their reinforced concrete emplacements. The smaller guns were also removed.
About 200 acres of land, which had been commandeered by the military between Dover and St Margaret’s, was de-requisitioned following the stand-down of Coastal Artillery in 1956. Much of the remaining railway track was lifted although the rails and bridges at the Martin Mill end were still in situ in 1960. At that time, the Ministry of Transport was considering using the track for a motorway approach to Eastern Docks.
Finally, during the post-war period, Marine Parade was widened and the Sea Front Railway safety fence was removed. In order to tell tourists to remove their parked cars off the track, a man with a red flag walked in front of the trains! Robert Eade, Dover’s Mayor in 1961, was one. By that time freight traffic, using the service was declining and the last train – a diesel locomotive pulling three wagons, ran on the 31 December 1964. The lines were eventually covered with tarmac.
doverhistorian.com/2013/11/07/dover-st-margarets-and-mart...
The one and only
Victory Liner 7018
Company/Owner: Victory Liner, Inc.
Route: Kamuning-Tuguegarao City
Area of Service: Cagayan, Cagayan Valley (R2)
Type of Service: PUB Provincial Operation Bus
Classification: Regular Aircondtioned Bus
Coachbuilder: Almazora Motors, Corp.
Model: MAN 18.350 Tourist Star Regio II
Chassis: PBMR39
Engine: D2066LOH
Transmission: M/T
Speed: 6 Forward, 1 Reverse
Suspension Type: Electronically-Controlled Airsuspension
Seat Configuration: 2x2
Maximum Capacity: 49+2
Shot Location: Denver St. cor. Detroit St., Brgy. Immaculate Concepcion, Cubao, Quezon City
Date Taken: October 28, 2023
The Inca Trail is a magnificent, well preserved Inca Trail route which connects Machu Picchu with what once were other regions of the Inca Empire, and today it is one of the world’s most popular treks. This four-day walk goes from the highlands of 4,200mts and down through the cloud forests to finally arrive at Machu Picchu - 2,380mts.
DAY 01. - Between 06:00 and 06:30 we pick you up at your hotel in our private bus. Ensure you have your original passport and ISIC student card (if applicable – for a discount on entree fee to Machu Picchu).
The journey by bus to km 82 (the starting point for the Inca Trail) takes approximately 3 hours. Once we get there and are all ready to go, this first day will have us walking mostly through the valley. It starts at 2380m with a small climb to a plateau overlooking the Incan site of Llactapata and rewards you with superb views of Mount Veronica. Walking times are always approximate depending on weather conditions, group ability and other factors, but generally you will walk about 2-3 hours before lunch. Then after lunch we walk on just past the village of Wayllabamba to reach our first campsite at 3000m.
Approx 14km, 6 hours walking this day at Inca Trail.
DAY 02. - Day 2 is the most difficult day as you Inca Trail walk from about 3000m to 4200m — the highest pass of the trek (known as Dead Woman’s Pass – but don’t be discouraged!). You can walk at your own pace and stop to get your breath whenever you like. You’ll find your energy returns once you continue down to the valley of Pacaymayo, where we camp at 3600m.
You can hire a porter from the village of Wayllabamba to carry your pack to the top of this pass for approximately 70 soles. If you wish to do so you must organize and pay this money directly to the person who carries your items, and please check your belongings upon receiving them at the end of this service as these people are not Sap Adventures staff.
This is the coldest night at Inca Trail; between +2/+4 degrees Celsius (in December) and -3/-5 degrees Celsius (in June). Approx 12km, 7 hours walking this day at Inca Trail.
DAY 03.- Day 3 is exceptionally beautiful because of the ruins you will witness and the incredible stone Inca Trail you walk one, and also because there is a lot more downhill than uphill! However, there are about 2000 stairs descending from the ruins of Phuyupatamarca to those of Wiñaywayna, so take care with your knees. If you have had knee or ankle injuries an extra porter is recommended so that you are not carrying extra weight and overstressing your joints. There is a guided tour of all the ruins on the way. Camping is usually at Wiñaywayna 2700 mtrs.
Take extra care of your personal belongings at this campsite as all the tours campsites are nearby. As usual, always keep your daypack containing your valuables with you. The only hot shower on the Inca Trail is on this third night at Wiñaywayna. There is a hostel near the campsite with an 8min hot shower for 5 soles, and a bar and restaurant where you can purchase bottled water.
Approx 16km, 6 hours walking this day on Inca Trail.
DAY 04.- We get up extremely early to arrive at the magical Intipunku "The Gate of the Sun" as the first rays begin illuminating the lost city of Machu Picchu down bellow. A further 20 min walk down from here takes us to the famous view from the terraces at the end of the trail. It is a good time to take pictures before the 10:30 crowds arrive. Your tour of Machu Picchu should last about 2 hours and finish between 10:30 and 11:00am. Then you have free time to climb Huayna Picchu if you wish (This is the famous peak in the background of most images of Machu Picchu. The trek is about 90 minutes). A maximum of 400 hikers can climb this mountain per day so if you are determined then start immediately after your tour! Or, of course, you may simply just collapse under a tree and quietly reflect in amazement at the mystery, the architectural achievement and beauty of Machu Picchu.
From Machu Picchu, it is a pleasant walk through sub-tropical jungle down to Aguas Calientes (about 45 mins), but if you are weary you may also take a bus – the $7 bus ticket is included and your guide will give you the ticket.
Once in Aguas Calientes you can have a hot shower, and then store your backpack while you go to have lunch, visit the hot springs or shop around the village.
If you are not extending your stay for one night in Aguas Calientes*, you will leave around 6pm to return to Cusco by train or by a combination of train & bus. Please note that during the high season there are a number of different departure times for the trains that run only to Ollantaytambo, from where buses run onwards till Cusco. The type of return journey depends simply on availability. You will arrive back in Cusco around 9 - 9.30pm.
Approx 7km, 2 hours walking this day on Inca Trail.
HMS WESTMINSTER REPLENISHES AT THE START OF THE NEW YEAR
Only days into the start of 2014, there was a requirement for HMS Westminster to fill up not only her own fuel tanks, but also the Lynx Mk 8 helicopter's tanks as well. Since Leaving the Seychelles after the Christmas period, HMS Westminster has conducted a number of assurance visits on various fishing vessels, which through flying sorties and sailing around her patrol areas, this in turn took a knock on effect on her fuel supplies. During the 2 and a half hour replenishment with the United States Naval Supply Ship Arctic, HMS Westminster replenished her thirsty tanks to maximum capacity in order to continue her patrols of the Indian Ocean.
HMS Westminster is conducting counter narcotics and counter piracy patrols in and around the Indian Ocean and is due to return to the Uk at the end of February.
Pictured: Able Seaman Specialist Leigh Monk watches on as a line is brought across from the USNS Arctic.
Picture: LA(Phot) Dan Rosenbaum
HMS Westminster
Consent forms signed and held at FRPU(E), HMS Excellent, Portsmouth
My steed for Saturday, 'Douglas' with a genuine Victorian Fireman in Bill Tyndall on the 10.30 & 2pm trains.
With the queue out the door at 10.20 and a booked coach party returning from Aber with us, we added two opens to make it up to maximum load and made for a fun trip. Thankfully, the weather had eased before their seats were needed for the down journey.
2nd May 2015.
You can see the train moving up the first hill on the Expedition Everest ride. Expedition Everest is a roller coaster with an 80 foot (24 meter) maximum drop, with a 50mph maximum speed. It is one of the coolest rides at Disney. The train goes up a hill into a mountain, which is Yeti territory, and the large Yeti does lots of stuff on the ride, including break up a track right in front of you, and the train stops just before the broken up track, goes backward onto a new route (the track inside the cave flipped/switched directions) and up into a deep cave, where it stops after going up a hill backward in the cave, where the track right in front of you flips over to form a new path, where you continue your journey, and at the climax, there is the 80 foot drop where a giant animatronic Yeti grabs at the train! It was an awesome ride! This is in Disney's Animal Kingdom, which is a neat park which is sort of like a zoo, and it has different sections for each type of ecosystem. It is more than just a zoo, though, because it has some cool rides as well. I loved seeing the animals. There are also some fun rides there, including the Kali River Rapids, Expedition Everest (roller coaster), Dinosaur (a Jurassic Park style ride), and the Primeval Whirl (spinning roller coaster).
For more info on this trip, check out my Florida Band Trip album.
Insotel Fenicia Prestige Thalasso
En un ambiente distinguido y confortable, el hotel Insotel Fenicia Prestige Thalasso Spa 5 * situado frente al mar, junto al río de Santa Eulalia y a sólo unos pasos de su playa está acreditado con la “Q” de calidad del Instituto para la Calidad Turística Española y certificado por la Normas ISO 9001, ISO 14001 de Gestión Ambiental e incluido en el Catálogo de Empresas Excelentes de las Islas Baleares basado en el modelo EFQM (European Foundation for Quality Management),
Los servicios más selectos
Ofrece el marco ideal para disfrutar de unas vacaciones inolvidables, degustar una magnífica oferta gastronómica o celebrar cualquier tipo de evento. Ofrece, entre otros 4 magníficos restaurantes,bares exclusivos, salones, piscina exterior con zona dinámica, amplias terrazas, elegantes jardines, centro de conferencias y un fabuloso Thalasso SPA de 1200 m². Disponen de embarcaciones propias su disfrute
Destacan por ofrecer un trato personalizado, el mimo hacia los detalles y la pasión por lo exquisito.
Lujosas suites con maravillosas vistas
Cada una de sus 172 espaciosas suites que combinan la elegancia del diseño contemporáneo con el mejor de los equipamientos y servicios, dotándolas de un estilo propio que le transportará a un mundo de armonía y confort.
luxurious experiences by the sea
Located on the seafront next to the Santa Eulalia River and just a few steps from Santa Eulalia Beach, the luxury hotel in Ibiza Insotel Fenicia Prestige Thalasso Spa enjoys a privileged spot in Ibiza’s most prestigious tourism area. The hotel is a short distance from the Mediterranean’s most beautiful and natural beaches and coves and has nearby road connections to anywhere on the island.
The most select services
Combining a distinguished and comfortable setting with the Spanish Tourism Quality Institute’s "Q" for quality and the ISO 9001, ISO 14001 international environmental management standard, the Insotel Fenicia Prestige Thalasso Spa is the ideal place to enjoy an unforgettable holiday, delight in our magnificent cuisine and celebrate any sort of event. Exclusive bars, lounges, an outdoor pool with a dynamic area, spacious terraces, lush gardens, a conference hall, and the fabulous 1200-m² Thalasso Spa, among other facilities.
Luxury accomodation
Meticulously decorated luxury suites with magnificent views and maximum comfort, combined with an exclusive personalised service that looks after every little detail.
La palma al fondo Attalea butyracea "palma real"
Las Plantas Vasculares de la Península de Osa de Costa Rica
sweetgum.nybg.org/osa/index_sp.php
Los Charcos de Osa
In the pouring rain, 3830 + 4490 + 3526 (under light steam) storm through Meadowbank, ready to attack Eastwood bank, on the way to the Maitland Steamfest for 2008.... while bemused travellers watch on.
In addition to numerous innovations, the CFT is distinguished in particular by its innovative vehicle architecture, which could only be realised through the use of e-drives. This offers outstanding ergonomics, maximum functionality and safety, higher loading volume with compact dimensions as well as unique driving performance and agility.
Credit: tom mesic
The 18.31 service to Paris Lyon leaves Annecy station, summer 2013.
The Paris - Lyon line is the most popular of the TGV services in France. The Duplex (twin level) trains increased the capacity by 45% and were introduced in 1995. The power cars can produce up to 12,440 horse power and have a maximum speed of 200mph.
Obtain your license (certification card) for scuba diving in a tropical country- dyv.us
sb_c_006_a_org_A 1st Critter 2006 - ornate / harlequin ghost pipefish
Seasonally seen in Basura
The ornate ghost pipefish, Solenostomus paradoxus, is a pipefish of the family Solenostomidae found in the Western Pacific and the Indian ocean along reef edges prone to strong currents. They reach a maximum length of 12 cm. They vary in color from red, yellow to black and are almost transparent. They feed mostly on mysids and benthic shrimp. Females carry the eggs in their pelvic fins that are modified to form a brood pouch.
Best Viewed Large/Original Size
This engine is used by American Airlines on the B767-300ER,
A300-600ER and MD-11. It weighs 9,500 pounds. The maximum take-off
thrust for this engine is 61,500 pounds. Most of the engine's thrust
is produced by the large fan at its front.
Built: 1973, Vancouver
Overall Length:33.93 m (111'4")
Maximum Displacement:371 tonnes
Car Capacity: 16
Passenger & Crew Capacity: 125
Maximum Speed:11 knots
Horsepower:680
Amenities: None
Route: Various inter-island and northern routes.
The Nimpkish is a special vessel in the BC Ferries fleet. She is the shortest ferry, at just under 34 meters. She has the lowest car capacity (16 - tied with the Mill Bay) and passenger capacity (133). She also is one of the most well-travelled ferries in the fleet, despite being only used for a relief vessel in recent years. The Nimpkish has served on routes ranging from places like Nanaimo, Bella Coola, and Cortes Island. She has three sister ships that still operate on the coast, but not as part of the BC Ferry fleet: the Nicola, Albert J. Savoie, and the Garibaldi II. The latter vessel could be returning to BC Ferries in early 2006.
Today
Your best chance of seeing the Nimpkish would be to take the ferry from Powell River to Blubber Bay, Texada Island. The Nimpkish is tied up at Blubber Bay for much of the year, alongside the Tachek. However, the Nimpkish is often used as a relief vessel on minor routes, especially in the winter time when ferries are most likely to go in for maintenance and refits. She is the main relief vessel on the Heriot Bay (Quadra Island) - Whaletown (Cortes Island) route, replacing the Tenaka when needed. She can also be sometimes found as a replacement vessel on the Denman Island - Hornby Island route and the Port McNeill - Sointula - Alert Bay route. On busier routes, the Nimpkish will sometimes run alongside another relief vessel during busy times when the larger regular vessel is out of service. nimpkish At other times, the Nimpkish will be called up to the north coast when the Queen of Prince Rupert is out of service. The Nimpkish connects some of the remote coastal communities with the Queen of the North on the regular Inside Passage run.
Surrey, British Columbia, Canada
Monster Jam, Raymond James Stadium, Tampa FL
Canon 40D
"Canon EF 75-300mm f/4-5.6 III"
Shot from the Skybox (I know watching a monster trucks show from a Skybox is odd)
This gun assembly consists of four recoil-operated, heavy machine guns, designed primarily for anti-aircraft fire. Each gun had a firing rate of 120 rounds per minute and fired a two lb. projectile. It had a maximum horizontal range of about 33,000 feet and maximum ceiling range of 22,800 feet. This type of gun was used on destroyer escorts and on all classes of larger ships. Single 40 mm guns were used on submarines for defense against air and surface targets.
The USS Bowfin Submarine Museum and Park opened in 1981 next to the USS Arizona Memorial Visitor Center in Pearl Harbor. The centerpiece of the museum is the World War II submarine USS Bowfin (SS-287), which is open for public tours. Adjacent to the Bowfin is a 10,000 square foot museum which exhibits an impressive collection of submarine-related artifacts such as submarine weapon systems, photographs, paintings, battleflags, original recruiting posters, and detailed submarine models, all illustrating the history of the U.S. Submarine Service. Numerous submarine-related artifacts litter the grounds around the park, which also features the Waterfront Memorial, a public memorial honoring the 52 American submarines and the more than 3,500 submariners lost during World War II.
Queso elaborado de modo artesanal con leche cruda de ovejas, de coagulación enzimática, mediante el empleo de coagulante vegetal.
En su aspecto externo presenta una forma rectangular con la corteza un poco rugosa, delgada y lavada con baños de aceite de oliva virgen, totalmente comestible.
En el interior presenta una pasta con una cremosidad media, pequeños ojos y color marfil.
Su olor es ligero, con pequeños recuerdos a oveja, pero nunca desagradable.
En boca es fundente, con sabor pronunciado y con personalidad, con toques lácticos equilibrados entre sal y acidez, con pequeños toques amargos y grasos en el retrogusto muy agradable.
El queso se presenta en formato rectangular con un peso aproximado de 3,400 Kg.
Este queso lo elaboran los hermanos Cesáreo y José María Sánchez López propietarios de la quesería Castrum-Erat, ubicada en el municipio español de Castuera, perteneciente a la provincia de Badajoz (comunidad autónoma de Extremadura).
In 2008, Hard Rock Park opened in Myrtle Beach, South Carolina as the world's first rock n' roll theme park. Inside guests could explore the six different music themed areas. Highlights included Led Zeppelin - The Ride, a giant multi-inversion coaster, Eagles: Life in the Fast Lane, a mine train themed to the popular country group, Maximum RPM, a one of a kind coaster with a ferris wheel lift, and much more. Unfortunately, due to low attendance numbers and even lower profit, the park was forced into bankruptcy at the end of the 2008 season. In 2009, the park reopened as Freestyle Music Park until it once again closed later that year. As of February 2011, the park remains abandoned with the park's fate lying in court.
Maximum RPM was a first of it's kind coaster. Each of Mini Cooper shaped car would slowly load into place on a piece of track attached to a ferris wheel. The entire 'ferris wheel' mechanism would then rotate bringing the cars to the top of the coaster. While the ride did initially did have some trouble with a delayed opening, the coaster was a fantastic family addition to the park.
Identification
Name: SYD HOOK
IMO: 9056703.
MMSI: 235082806
Call Sign: MQFQ6
Flag: United Kingdom [GB]
AIS Vessel Type: Pilot tender
AIS transponder class:Class B
General vessel type:Pilot Vessel
Licence: Certification MCA Cat 3 (20 miles from safe haven)2025
Specifications
Vessel name: Syd Hook
Vessel type: Pilot Boat
Designer: Camarc Ltd, Dunoon, U.K.
Builder: CROFT MARINE STEEL WORK - ATHERSTONE ON STOUR, U.K. (87-96)
Constructed: 1992
Engine
No. of engines: 1
Engine model: Cummins NT855
Engine power: 280
Fuel type: Diesel
Drive type: Shaft drive
TWIN DISC MG-507-1 - Marine gearbox
Hydraulic bow thruster
Cruising Speed: 6 Knots
Maximum Speed: 8 Knots
Dimensions
Nominal length: 11.74m
Length over all: 11.99m
Length at waterline: 11.00m
Beam: 4.00m
Maximum draft: 1.265m
Hull material: steel
Hull type: Displacement
Hull colour: Black
Displacement: 17.85 Tonnes
Fuel capacity: 1400 Litres
Water capacity: 100 Litres
Navigation Equipment
Furuno Radar 1835
Lawrence GPS / Plotter / Sounder
AIS Transponder CBS200-Class B
Garmin Echomap UHD 65cv
Icom IC-M411 VHF (DSC)
Loud Hailer System
JRC Depth Finder FF66
Rudder Indicator
------SOLD------
SPRING CLEANING SALE:
Laced Turquoise-Purple tie-dye skirt
size: Large
Elastic waist measures: 24" when not being stretched
Elastic waist measures: 36" when stretched to its maximum
100% cotton excluding the lace
and the plight of commentators.
{last coulpe of balls remaining, KKR 134/9)
"Now this is getting exciting a boundary.. err.. a boost and a couple of durex will see them through.. and of course one baygons ratkill can finish things up right there"
Dedicated to Lalit Modi, who's cause for life is to sell Cricket. No offense meant, I love the rest of IPL :)
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Here's a Tinker paired up with some java from Public Domain. Let's see if we can go for a hashtag three-fer today. We've got #slipjointsaturday, #knivesandcoffee, and #tadjunkies all in the same shot. Boom!