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South African Class 19D 4-8-2
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South African Class 19D 4-8-2
Delivered1937–1953
First run1937
The South African Railways Class 19D 4-8-2 of 1937 was a steam locomotive.
Between 1937 and 1949, the South African Railways placed 235 Class 19D steam locomotives with a 4-8-2 Mountain type wheel arrangement in service. Between 1951 and 1955, 33 more were built for other operators like the Rhodesia and Angolan railways and the Nkana and Wankie mines, which makes the Class 19D the most numerous South African steam locomotive type ever built.[1][2][3][4]
Contents [hide]
* 1Manufacturers2Characteristics2.1Watson Standard boilers2.2Tenders3Service3.1South African Railways3.2Other operators3.2.1Benguela Railway3.2.2Rhodesia Railways3.2.3Nkana Mines3.2.4Wankie Colliery3.3Industrial4Red Devil predecessor5Works numbers and renumbering6Illustration7References8
External links
Manufacturers[edit]
The Class 19D 4-8-2 steam locomotive was the final development of the Class 19 family of locomotives. At the request of Colonel F.R. Collins, Chief Mechanical Engineer (CME) of the South African Railways (SAR) from 1922 to 1929, the original basic design of the Class 19 was done in the late 1920s by Test Engineer M.M. Loubser, who was himself later to serve as the CME from 1939 to 1949.[3][5][6]
W.A.J. Day
The final development of the Class was done in 1937 by W.A.J. Day, CME from 1936 to 1939. The Class 19D was a revised version of the Class 19C with piston valves and Walschaerts valve gear instead of rotary cam poppet valve gear.[2][3]
Between 1937 and 1955, 268 Class 19D locomotives were built in seven batches by six locomotive manufacturers in Czechoslovakia, Germany and the United Kingdom and delivered to the SAR and several other operators in Southern Africa.[2]
* The first forty were built in Germany in 1937, twenty with domeless boilers by Friedrich Krupp AG in Essen and numbered in the range from 2506 to 2525, and twenty by the Borsig Lokomotiv Werke in Hennigsdorf, Berlin and numbered in the range from 2526 to 2545.[2][7]
* In 1938, a further 95 locomotives were ordered, built by three manufacturers. Škoda Works in Czechoslovakia built fifteen numbered in the range from 2626 to 2640, Krupp built forty, this time with domed boilers and numbered in the range from 2641 to 2680, and Borsig built forty numbered in the range from 2681 to 2720.[2][7][8]
* Locomotive building was interrupted by the Second World War and post-war locomotive procurement saw European suppliers being replaced by British ones. In 1947, the first fifty post-war Class 19D locomotives were delivered by Robert Stephenson and Hawthorns (RSH) of Darlington, England and numbered in the range from 2721 to 2770. Of this order, engine no. 2734, RSH works no. 7247, was lost at sea off the east coast of England. Its replacement with RSH works number 7360 was paid for by insurance and it was given the number 2734 of the lost locomotive.[1]
* The final batch of fifty Class 19D locomotives for the SAR were delivered in 1949 by the North British Locomotive Company (NBL) of Glasgow, Scotland and numbered in the range from 3321 to 3370. These engines were delivered with Type MX Torpedo tenders.[9][10][11]
* In 1951, six were built by NBL for the Caminho de Ferro de Benguela (CFB) in Angola.[3][9]
* Between 1951 and 1953, Henschel and Son built 21 more for the Rhodesia Railways (RR) and the Nkana copper mine in Northern Rhodesia.[3][12]
* In 1955, four more were built by NBL for the Wankie coal mine in Southern Rhodesia.[3][9]
Characteristics[edit]
The Class 19D, nicknamed Dolly, was very similar to its predecessor Class 19C, but Day specified piston valves and Walschaerts valve gear instead of rotary cam poppet valve gear. The cylinders were redesigned with straighter steam ports while the valve gear itself was revamped with a longer steam lap and greater valve travel. In all other respects they were identical to the Class 19C. The last five locomotives of the first batch from Krupp, numbers 2521 to 2525, were fitted with exhaust steam injectors.[2][3][4]
The cylinders were of the combined type, being cast in two identical and interchangeable sections, each made up of one cylinder and half of the smokebox saddle. They were of cast iron and had liners fitted. The design of the steam passages provided for a large cross-sectional area for both live and exhaust steam.[2]
All coupled wheels were flanged. The axle boxes of the leading and trailing wheels were equipped with roller bearings while the solid bronze coupled wheel axle boxes were soft grease-lubricated. Soft grease lubrication was used throughout for the motion gear, except the piston rods, valve spindles and main crossheads which were oil-lubricated. Two four-feed sight lubricators, arranged in the cab, supplied oil to the steam chests and cylinders.[2]
Watson Standard boilers[edit]
The Class 19D was delivered with a Watson Standard no. 1A boiler, fitted with Ross Pop safety valves and set at 200 pounds per square inch (1,379 kilopascals) pressure. The regulator was of the multiple-valve type, with the valves arranged on the saturated steam side of the superheater header in accordance with SAR practice. The boiler was one of the range of standard type boilers which were designed by Day's predecessor as CME, A.G. Watson, as part of his standardisation policy. The locomotive was also equipped with a Watson cab with its distinctive inclined front.[1][2][4][10][11]
Despite the specifications, the first batch of Class 19D locomotives, built by Krupp and Borsig and delivered in 1937 and 1938, came in two variations. The Krupp-built locomotives were delivered with domeless boilers, while the Borsig-built locomotives conformed to the specifications with domed boilers.[1][2][4]
While the domeless boilers did not conform to the specified Watson Standard no. 1A boiler as far as the dome was concerned, they were accepted nevertheless, probably since all their other dimensions were identical to that of the Watson Standard boiler. It appears that Krupp had decided on their own accord that a dome was not necessary since there was no regulator in the dome, but merely a standpipe. Krupp substituted the dome with a manhole cover on which the two Pop safety valves were mounted, while the steam was collected through a battery of collecting pipes, situated high up in the boiler in a similar manner to that which was used in the Class 16E.[1][2]
All the subsequent Class 19D orders were delivered with domed Watson Standard no. 1A boilers with the usual standpipe steam collector high up in the dome, from where steam was led to the multi-valve regulator in the smokebox. Technically, whenever the loading gauge permitted the use of domes, their use was preferable to the domeless system which resulted in crowding multiple pipes into the boiler and other complications better left out of boilers. Operationally, according to drivers, there was no apparent difference in locomotive performance between the two boiler types.[1][2][13]
The Watson Standard boilers are interchangeable between locomotives. In the process of locomotives undergoing major overhauls, these twenty Krupp-built domeless boilers migrated between engines during subsequent years. As a result, locomotives from the other builders and even some Classes 19A and 19C locomotives eventually ended up with some of these domeless boilers.[4]
Tenders[edit]
As a result of having been built over such a long time span by so many different manufacturers, the six main groups of the Class 19D all had different all-up weights and axle loadings, as shown in the table and the specifications in the infobox. Over the eleven years during which the Class 19D was being produced for the SAR, some alterations occurred.[1][10][11]
* As built, the Class 19D was delivered with Type MT tenders with a 12 long tons (12.2 tonnes) coal and a 6,000 imperial gallons (27,300 litres) water capacity, even though the axle load of 16 long tons 11 hundredweight (16,820 kilograms) of these tenders exceeded the permissible limits on the branch lines for which the Class 19D was intended. Upon delivery, their new Type MT tenders were exchanged for the smaller modified Type MP1 tenders from some of the reboilered mainline locomotives. The Type MP1, many of which were later rebuilt to Type MR tenders, had a lighter axle load of 13 long tons 15 hundredweight (13,970 kilograms) and was therefore more suitable for branch line work. This policy was followed with all the Classes 19B, 19C and 19D, except the last batch of Class 19D for the SAR, numbers 3321 to 3370.[1][2]
* During 1944 Dr. M.M. Loubser, then CME, who had been involved with the design of the Class 19 family from the very beginning in the late 1920s, made further improvements to the Class 19D. All the post-war locomotives came equipped with vacuum brake systems in addition to the steam brakes. The two 21 inches (533 millimetres) vacuum cylinders were fitted under the running boards on either side at a point about midway between the leading and driving coupled wheels, while the vacuum chamber was arranged in line with the intermediate coupled wheels.[1][2]
Buckeye bogie
* The final batch from NBL, numbers 3321 to 3370, had Type MX tank wagon type tenders with cylindrical water tanks, similar in appearance to the American Vanderbilt type tenders. They were built to the design of Dr. M.M. Loubser, ran on three-axle Buckeye bogies and became commonly known as Torpedo tenders.[1][4]
Service[edit]
South African Railways[edit]
During the service life of the Class 19D, several tender exchanges occurred to best equip a locomotive for the region it was allocated to and the type of service it was to be employed in. In line service, type MX Torpedo tenders were usually preferred for their larger coal and water capacities. The result was that by the time the Class 19D was withdrawn from service in the late 1980s, many had exchanged their Type MP1 or Type MR tenders for Type MX Torpedo tenders and vice versa. Type MX Torpedo tenders also ended up attached to Class 19B and Class 19C locomotives.[1][14]
The Class 19D was the most numerous South African branch line locomotive and, at 235 built for the SAR, was only twenty less in number than the Class 15F mainline locomotive, the most numerous South African steam class. The Class 19D was very versatile and saw main- and branch line service all over South Africa with the exception of the Western Cape, where the Class 19C was used.[3]
Tasks varied from mainline local and international passenger trains on the section between Warrenton and Mafeking en route between South Africa and Northern Rhodesia via Bechuanaland and Southern Rhodesia, to secondary and branch line duties and in later years as shunting engines. On occasion, South African Class 19D locomotives worked through from Mafikeng in South Africa via Botswana all the way to Bulawayo in Zimbabwe. SAR Class 19D locomotives were also hired out for shunting work to the Rhodesia Railways for use at Beit Bridge and to Mozambique for use at Lourenco Marques.[3]
From c. 1972, the new Union Carriage & Wagon-built Blue Train was stabled at Pretoria. After Capital Park’s blue-liveried Class S2 no. 3793 was withdrawn along with the rest of its class in 1979-1980, the Pretoria station carriage-shunt duties were taken over by a blue-painted Class 19D no. 2749, the only member of the class to serve in a different SAR livery from the usual black. Apart from shunting work, the blue Dolly was often specially requested to work the Cullinan train during the Jacaranda season.[15]
The Class 19D served until right at the end of the South African steam era and were amongst the last steam locomotives to be replaced by electric and diesel-electric traction.[3]
Other operators[edit]
Other Southern African railways and some industries also purchased locomotives built to the Class 19D design. When these foreign versions are included, a total of 268 locomotives were built to the Class 19D design making them even more numerous than the Class 15F.[3]
Benguela Railway[edit]
Six were built for the Caminho de Ferro de Benguela (CFB or Benguela railway) in Angola by NBL in 1951, as their 11th Class and numbered in the range from 401 to 406.[9] These locomotives were wood- or coal-fired, depending on where they were operating, and had tenders with slatted frames installed on top of the bunker to increase their fuel capacity when wood was used. In August 1972, for example, numbers 401, 402 and 406 were based at Lobito and were observed to be coal-fired. At the same time, numbers 403 and 405 were observed at Luso and no. 404 at Nova Lisboa, all wood-fired.
Rhodesia Railways[edit]
Between 1951 and 1953, Henschel and Son built twenty for Rhodesia Railways, their 19th class, numbered in the range from 316 to 335. They had tenders similar to the SAR Torpedo type, but with plate frame bogies instead of cast frame Buckeye bogies.[3][12][16]
A single RR 19C class, no. 336, was built by Henschel in 1953 as a condensing locomotive. After a collision in 1956, it was rebuilt into a non-condensing 19th Class and re-entered service in 1958. The condensing tender was rebuilt to a Torpedo tender by mounting a tank and coal bunker, supplied locally in Bulawayo, on the frame.[16][17] This rebuilt tender is the one paired with no. 330 which is preserved in the Bulawayo Railway Museum.[18]
By June 1975, only three were left in service, all allocated to the Bulawayo shed, but with two out-stationed at Mafeking in South Africa.[19]
Nkana Mines[edit]
Two were built by Henschel for the Nkana copper mines in Northern Rhodesia in 1952, numbered 107 and 108.[17] In 1967, they were sold to a Rhodesian scrap merchant who, in turn, sold them to Rhodesia Railways where they were overhauled and placed back in service in 1968 as RR 19B Class no. 337 and 338.[12][16]
Wankie Colliery[edit]
In 1955 four more without superheating and numbered in the range from 1 to 4 were built to the design of the Class 19D by NBL for the Wankie Colliery in Southern Rhodesia.[16]
Industrial[edit]
As they were being retired, several Class 19D locomotives were sold into industrial service. By the late 1980s, some of them were already at work at Dunn's, Saiccor, Loraine Gold Mine and Bamangwato Concessions Ltd. (BCL) in Botswana, and more were to follow.[3]
As late as 2011, two Class 19Ds which had been used on the Vaal Reefs Gold Mine in the 1980s until they were retired and dumped at Jan Kempdorp where they stood unprotected for about twenty years, were bought by BCL Selebi-Phikwe. The locomotives, possibly numbers 2678 and 2689, were to be overhauled for use by the mine there, which was still operating ex-SAR Class 19D and ex-RR 19th class locomotives. By June 2012, the first of these two was put into service and it was expected that the second was to follow during the course of the year.[20][21]
Red Devil predecessor[edit]
As a trial run before SAR mechanical engineer David Wardale was granted permission to proceed to rebuild a Class 25NC 4-8-4 locomotive to the Class 26 Red Devil in 1979, he was allowed to carry out modifications to a Class 19D locomotive. The locomotive selected for the experiment was Krupp-built no. 2644, a particularly poor-steaming member of the Class at the time.[3]
No. 2644 at SANRASM's South Site, 3 February 2011, before being vandalised to the extent that it was scrapped in 2014
A gas producer combustion system (GPCS) and dual Lempor exhaust were installed, along with some other small improvements. The Lempor had a four-jet blastpipe with extended petticoats to provide truer ejector proportions. To accommodate the arrangement, the smokebox was extended by 300 millimetres (11.8 inches). Steam flow in the cylinders was improved by streamlining the edges of the piston valves which were each equipped with an additional valve ring to reduce leakage. The firebox was modified to the GPCS system wherein principal combustion is effected using secondary air introduced above the firebed through ducts in the firebox sides, while primary air was restricted through dampers and a redesigned grate.[3]
Firebox turbulence was created by steam jets and clinkering was inhibited by introducing exhaust steam under the grate. Sanding was improved and de-sanding jets were installed to clean the rails after the locomotive had passed.[3]
The modifications improved the locomotive's steaming rate and enabled it to achieve significantly higher power and significantly lower fuel consumption than other unmodified Class 19D locomotives, the coal savings and increased output being in the order of 20% to 25%. The success of this experiment convinced the SAR management at the time of the viability of the project which culminated in the Class 26 Red Devil.[3][4][22]
Cadets from 6th Regiment Advanced Camp head into the field to find their assigned coordinate points during Day Land Navigation. After plotting their points, Cadets are tasked with finding three out of four points during Cadet Summer Training in Fort Knox, Ky on July 1, 2021. | Photo by Olivia Van Den Heuvel, CST Public Affairs Office
Cadet Benjamin Douglas, Ohio State University, punches his scorecard with a clacker, confirming that he has found the correct coordinate point he was assigned during Day Land Navigation for Cadet Summer Training in Fort Knox, Ky on July 1, 2021. | Photo by Olivia Van Den Heuvel, CST Public Affairs Office
Maj. Christopher Wright, left, 1st Lt. Bradley Dewees, center, and Capt. Tyler Harman check their location on their maps during a mission combat readiness evaluation at Fort Bragg, N.C. The Airmen are air liaison officers assigned to the 14th Air Support Operations Squadron. (U.S. Air Force photo by Val Gempis)
GRAFENWOEHR, Germany - Staff Sgt. Lorenzo Graham, a communications technician from the U.S. Army NATO Brigade, looks for his next map point during gthe land navigation portion of U.S. Army Europe’s 2013 Best Warrior Competition here, Aug. 21. The compeition is a weeklong event that tests Soldiers’ physical stamina, leadership, technical knowledge and skill. Winners in the Soldier and Noncommissioned Officer categories of the USAREUR competition will go on to compete at the Department of the Army level. (U.S. Army photo by Sgt. Daniel Cole)
7th Regiment, Advanced Camp, performs Land Navigation written test, July 10, during CST. Photo by: Madison Thompson
Cadets from 1st Regiment, Advanced Camp, participated in Land Navigation training on June 12 at Fort Knox, Ky. (Photo by Emily Peacock)
Cadet Madison Beasenburg, from Clemson University, waiting to start her night land navigation at Fort Knox, May 28, 2019. | Photo by Jodi Moffett, CST Public Affairs Office
About once a year or so , this waterways maintenance boat appears at the North end of the River Stort Navigation .
Bishop’s Stortford , Hertfordshire .
Sunday afternoon 22nd-March-2020 .
My friend Josh has a thing for pictures of people pointing. This is my tribute to him.
Taken by me with my remote control.
Fordwich claims to be the smallest town in England, and depending on what criteria you use, it might be. Or not.
Fordwich lies alongside a narrow lane that winds down the Stour valley side and jumps over the river via a pack bridge. THe road is very narrow in places, wide enough for just one car and turns in 90 degrees in two places too, meaning that it is totally unsuitable for the 20th century, let alone the 21st.
Fordwich was the main prt for Canterbury and is the limit of navigation now on the Stour. It was also once presided over by Sandwich and so is one of the Cinque Ports despite being a few miles from the sea now. This is because of the silting of the Wantsum Channel I talked about at Stourmouth.
Fordwich has two fine pubs, as well as a well known town hall, on stilts, shots of which I have posted before.
St Mary is now under the care of the CCT, and is home to what may be the lid of St Thomas of Canterbury's tomb and a very fine William of Orange coat of arms on the Chancel Arch.
St Mary is also available for Champing; camping in historical buildings, and several of the box pews have camp beds set up.
On this day the writer found the church to be as cold a fridge, and more than a sleeping bag needed to be kept warm at night.
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Familiar as one of the locations in the cult film `A Canterbury Tale` it stands in the heart of the smallest town in England. A Norman church with later additions it contains much of interest. Most notable is the carved stone which reputedly formed part of St Augustine's tomb in nearby Canterbury. Probably of tenth century date it was brought here by the Victorians. There is a fine assemblage of glass - much of it medieval, although the east window is a fine example of the work of Martin Travers. At the west end is a series of shelves for doling out bread to the poor. The box pews are eighteenth century and the floor pleasantly uneven. Keyholder nearby.
www.kentchurches.info/church.asp?p=Fordwich
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THE TOWN AND PARISH OF FORDWICH lIES at no great distance from St. Stephen's, a small part of the parish of Sturry only intervening, and about two miles north-eastward from Canterbury. It takes its name from the ford or pass, at the crooked winding of the river Stour, close to which it is situated. The liberty of the cinque ports claims over the whole of this parish, the town of which is a subordinate member to the principal cinque port of Sandwich, and in the survey of Domesday is said to lie within a hundred of its own name, (fn. 1) being called in the records of that time, Burgum de Fordwyc.
King Edward the Confessor, in the year 1055, gave all his lands in Fordwych to the abbot and convent of St. Augustine, who were possessed of some property here before; but soon after the conquest, Egelsin, then abbot, to gain the favour of the powerful Normans, granted away several of the estates of his monastery to them, and among others this of Fordwych to Hamo de Crevequer, surnamed Vicecomes. But the king afterwards, at the instance of abbot Scotland, put him again in possession of this borough, which Hamo the sheriff then held, as well as the other estates which had been given away. And at the same time Odo, bishop of Baieux, the king's half-brother, gave to the abbot all the houses he had here. Soon after this, anno 1080, the survey of Domesday was taken, in which, under the general title of the lands of that abbey, it is thus entered:
In Forewic hundred, the abbot himself holds one small borough, which is called Forewic. Two parts of this borough king Edward the Confessor gave to St. Augustine, but the third part, which was earl Goduin's the bishop of Baieux granted to the same saint, with the consent of king William. It was taxed at one yoke. There were one hundred plats of land, all but four, paying thirteen shillings, now there are seventy-three plats, paying as much. In the time of king Edward the Confessor, and afterwards, it was worth one hundred shillings, now eleven pounds and two shillings. There are twenty four acres of land, which St. Augustine had separate where there were, and there are six burgesses, paying twentytwo shillings.
In this borough archbishop Lanfranc has seven plats of land, which in the time of king Edward the Confessor performed their service to St. Augustine, now the archbishop takes away the service to himself.
Night to the city of Canterbury, St. Augustine has half a suling, which was separately acquitted; and there is one carucate in demesne, with fifteen borderers, and seven acres of meadow; and there are four acres of arable land, which four nuns hold in alms of the abbot, and pay two shillings, and one seam of meal flour. The whole of this, in the time of king Edward the Confessor, and afterwards, and now, was and is worth four pounds.
This manor was confirmed to the abbot and convent by inspeximus, by king Edward III. in his 36th year, at which time it appears that the abbot had a prison here, and held land then called a park in his demesne in this parish. After which it remained part of the possessions of the monastery till its dissolution, anno 30 Henry VIII. when it was surrendered into the king's hands, where the manor of Fordwich remained till king Edward VI. in his 7th year, granted it, with the advowson of the church, to Sir Thomas Cheney, to hold in capite, who in the Ist year of queen Mary alienated both manor and advowson to Mr. John Johnson, gent. of St. Laurence, whose grandson Timothy Johnson, gent. of Fordwich, about the latter end of that reign alienated them to Thomas Paramour, gent. descended from those of Paramourstreet, in Ash, who resided here, (fn. 2) and in James I.'s reign sold them to the lady Elizabeth Finch, widow of Sir Moile Finch, of Eastwell, afterwards created viscountess Maidstone and countess of Winchelsea, whose surviving son and heir Sir Thomas Finch, earl of Winchelsea, in the beginning of king Charles I.'s reign, passed them away to his relation Sir J. Finch, afterwards a justice of the common pleas, keeper of the great seal, and in 1630 created lord Finch, baron of Fordwich, who at his death in 1660 devised this manor and advowson by his will to his kinsman Heneage, earl of Winchelsea, whose grandson Charles, earl of Winchelsea, alienated them to William, lord Cowper, afterwards created earl Cowper and viscount Fordwich, whose great-grandson the right hon. Peter-Lewis-Francis, earl Cowper, is the present owner of the manor and advowson of the church of Fordwich. (fn. 3) A court baron is held for this manor.
THERE is an estate in this parish, called TANCREY ISLAND, which, in king Edward I.'s reign, was the property of the family of Marins, called in old deeds de Marinis, one of whom, John de Maryns, had a grant of free-warren for his lands here in the 1st year of king Edward III. but in the next reign of king Richard II. it was the property of a family who took their name from it, when Bertram de Tancrey stiled himself lord of it, in whose descendants it continued down to king Henry IV.'s reign, when it passed to the Beverleys, of Beverley, in Harbledowne, who afterwards quitted that seat and resided here, in whom it continued till William Beverley leaving an only daughter and heir Beatrix, she carried it in marriage, about king Henry VIII.'s reign, to William Norton, of Faversham, second son of Reginald Norton, esq. of Sheldwich; and it appears by the arms on a gravestone in this church, that this branch of the family of Norton bore for their arms, Three swords, jointed at the pomels in triangle, on a chief, three maunches; and that the Beverleys bore, Barry, on a chief, two pales, over all, an escutcheon, a crescent for difference; by which correct the arms of Beverley, in Harbledowne. He afterwards removed hither, and in his descendants it continued till at length it became the property of Mr. George Upton, gent. of Canterbury. After which it passed by his will to his relations, the Jennings's, with whom it continued down to Anthony Jennings, who resided here, and died possessed of it in 1771, leaving his widow Mrs. Martha Jennings surviving, who is now possessed of it, and resides here.
THE TOWN of Fordwich was in antient time of much greater account than it has been for a long time past, for Leland, who lived in Henry the VIIIth.'s reign, mentions it as then having in it a poor mayor. During the time that Reculver continued one of the mouths of the Portus Rhutupinus, and the sea flowed up from thence as far as Fordwich, it continued the great resort for the shipping, which then frequented in abundance the river Stour, the navigation of which extended as high as the key of this town, where the ships were moored, and where all goods were laded and unladed; and in the time of the Saxons there was here a public collector of the customs and droits arising from thence, appointed by the king; which duties, after the gift of the manor of Fordwich by king Edward the Confessor, belonged to the abbot of St. Augustine, and continued so till the dissolution of that monastery in king Henry VIII.'s reign. But the prior and convent of the Holy Trinity, afterwards Christ-church, in Canterbury, claimed the privilege of a key here likewise, for the use of which they built a house in a meadow close to the town, which the abbot of St. Augustine's repeatedly threw down; but this produced continual controversies between them, which at last, in 1285, was settled by a composition made between them, by the justices itinerant, appointed by the king for that purpose. (fn. 4)
The town of Fordwich lies very low and unhealthy, close to the marshes, on the southern bank of the river Stour, a lonely place, of little or no thoroughfare. It is but small and mean, consisting of about thirty houses and cottages. The only remains of antiquity, of its having belonged to the abbey of St. Augustine for a great length of time past, was a losty arched gateway, built of brick, at the entrance to their wharf here, lately pulled down, and a small length of flint wall close to the river. Near which is a large handsome house, belonging to the Blaxlands, and now made use of as a soap manufactory. This house is known by the name of Hemphall, and was formerly part of the possessions of St. Augustine's monastery, parcel of their manor here, probably their manorhouse, and the same in which the Johnsons and Paramours, who afterwards had the grant of the manor, resided. Not long after which it seems to have been separated from the manor, and come into the possession of the Crispes, in which it continued, till at length Mrs. Eleanor-Anne, daughter of Henry Crispe, esq. of Quekes, carried it in marriage to Robert Darell, esq. who resided here, whose first wife she was; and afterwards, in like manner, to the Shorts, several of whom, as well as the Darells, lie buried in the chancel of this church, the last of whom, Samuel Short, esq. of this town, died in 1716. After which it was alienated to the Turners, and thence to the Blaxlands. Close to the above-mentioned house is the court-hall, or sessions-house, and the prison underneath it. In the southern part of it is an antient brick house, formerly of some note, and much larger, seemingly of the time of queen Elizabeth, and no doubt once a gentleman's habitation, now belonging to the Graydons; a little above which is a seat, called Hermesland, once belonging to the family of Harlestone, descended out of Suffolk, and bore for their arms, Paly, or, and sable, (fn. 5) one of whom, Simon Harlestone, resided here in queen Elizabeth's reign. After which it was purchased by the Osbornes, and was afterwards alienated by William Osbornes, A. M. rector of Fordwich, to John Graydon, esq. afterwards vice-admiral of the royal navy, who rebuilt it, and resided here at his death in 1727. He married Mary, grand daughter of Sir Edward Gregory, commissioner of Chatham dock, and dying in his eighth mayoralty of this town, was buried in Westbere church. John, his eldest son, succeeded him in this seat, and died s.p. Benjamin, his second son, was of Rochester, and left a son Benjamin, now of Fordwich, and owner of this seat; and Gregory, his third son, was of Canterbury, gent. and married a daughter of William Hougham, esq. of that city. They bore for their arms, Azure, three otters, each holding in its mouth a fish, argent. Mr. Ben jamin Graydon, of Fordwich, a descendant of him before-mentioned, is owner of this seat, which is at present untenanted. The church stands close to the east end of the town, and the parsonage-house at some distance southward of it, in the road leading to Stodmarsh, The river Stour, and the small spot of Tancrey island, over which the high road leads from Sturry to Fordwich, bound the north part of this parish, which extends about a mile southward up the hill, as far as the road next to the wall of the Moat park.
THE CORPORATION of the town of Fordwich and its liberties, extend over the town and the whole of this parish, and over part of the parishes of Westbere, Sturry, Northgate, and St. Martin's, in Canterbury, and likewise down the river Stour to Grove ferry, and thence as far as Plucks gutter, just below the Wingham water, opposite to the Isle of Thanet. It is a corporation by prescription, the members of which were at first stiled barons; but it is now governed by a mayor, jurats, and commonalty, of freemen, to which is added a high steward, treasurer, and town-clerk. The mayor, who is coroner by virtue of his office, is chosen yearly on the first Monday after the feast of St. Andrew, and with the jurats, who are justices within these liberties exclusive of all others, hold a general sessions of the peace and gaol delivery, (fn. 6) together with a court of record, the same as at Sandwich, and it has other privileges, mostly the same as the other corporations within the liberties of the cinque ports; and there was a gallows erected just below the key, for the execution of criminals, which has been down but a few years. It has a mace belonging to it, which is very handsome, of silver gilt, and given to the corporation by admiral Graydon; and the mayor, the same as at Sandwich, bears in his hand, when exercising his office, a black wand. The river Stour is still navigable for lighters and barges as far as the bridge just above the town, for the passage of carriages, over which the corporation exact a toll. The droits and duties arising from the coals and other ladings brought up the river and landed at the town-key, belong to the corporation, who likewise receive twenty shillings yearly from the dean and chapter of Canterbury, for the use of the crane and wharf here. There is a particular species of trout, which frequents the river Stour, and being for the most part caught within these liberties, is from thence known by the name of Fordwich trout; being esteemed of a superior flavour to most others, and there being but few of them taken in a year, they bear a high price, and are much sought after as a delicacy throughout the neighbourhood. They are of a silver colour, speckled with black spots, and the flesh of them is of a yellowish colour; they weigh from four to ten or twelve pounds. They are a very shy fish, insomuch that they are not often taken with a drag net, and seldom or never with a hook. It is supposed they never breed in the river, no small ones being ever found in it, nor large ones with any spawn in them, but that they come from the sea, many of them being taken without the mouth of the river, particularly in the set-nets in Pegwell bay, at the entrance of Sandwich harbour. There are not more than thirty caught here yearly on an average, though they were more caught formerly than for several years past.
SIR JOHN FINCH, (son and heir of Sir Henry Finch, younger brother of Sir Moile Finch, of Eastwell, ancestor of the earls of Winchelsea and Nottingham) who was speaker of the house of commons, and afterwards made chief justice of the common pleas, was in 1639, anno 15 Charles I. made lord keeper of the great seal, and created lord Finch, baron of Ford wich. He died in 1661, without male issue, and the title became extinct. (fn. 7)
WILLIAM COWPER, ESQ. son of Sir Wm. Cowper, bart. of Ratling-court, in Nonington, having been made lord keeper of the great seal in 1705, was on December 14, 1706, anno 5 queen Anne, created lord Cowper, baron Cowper, of Wingham, in Kent, and in 1707 made lord chancellor; and on March 18, 1718, anno 4 George I. he was further advanced to the dignity of earl Cowper, and viscount Fordwich. He died in 1723, and was buried at Hertingfordbury, being succeeded by his eldest son William, second earl Cowper, and viscount Fordwich, who died in 1764, having some time before prefixed the surname and arms of Clavering to his own, according to the will of his mother's brother. He was succeeded by his only son George Clavering, the third earl Cowper, and viscount Fordwich, who residing at Florence, was created a count of the sacred Roman empire, which title was confirmed by king George III. He died in 1789, having married Anne, daughter of Francis Gore, esq. of Southampton, and was succeeded by his eldest son George-Augustus, earl Cowper, and viscount Fordwich, who dying unmarried in February, 1799, was succeeded by the right hon. Peter-LewisFrancis, the fifth and present earl Cowper, and viscount Fordwich, who is at present unmarried. He bears for his arms, quarterly, Clavering, or, and gules, surmounted with a bend, sable; and Cowper, argent, three martlets, a chief engrailed, gules, on the latter as many annulets, or; supporters, Two bay horses, with tails docked, proper. Crest, On a wreath, a lion's gamb, erected and erased, or, holding a branch vert, sructed, gules.
Charities.
WALTER BIGG, jurat, by his will in 1631, gave three pieces of land, containing nine acres, for the relief of poor aged people, to be distributed by the mayor and jurats yearly on Good-Friday, and on the Friday before Christmas-day.
STEPHEN BIGG, of Fordwich, by will in 1646, gave the rent of 20 acres of land in Romney Marsh, to be distributed yearly to six poor housekeepers, and the like number of Sturry, 20s. to each; the remainder to put out poor boys and girls of each parish apprentices, and to remain in stock in for that use for ever.
THOMAS BIGG, by will in 1669, gave 50s. per annum, to be paid weekly to the overseers, to be distributed to the poor at their discretion. Which money is given away weekly in bread.
THERE ARE nine acres of meadow in this parish, late in the possession of Anthony Jennings, into which the resident freemen of this corporation have the liberty of turning any kind of cattle, except hogs, between the months of September and May.
FORDWICH is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of the same.
¶The church, which is dedicated to St. Mary, consists of two isles and a chancel, having a tall spire steeple at the west end, in which are four bells. It is situated so close to the river, and so much on a level with it, that it is sometimes overflowed, and always exceedingly wet and damp. There seems to have been some good painted glass in the windows, of which there are but few remains. In the south isle is a stone, with the figure of a woman, and inscription in brass, for Afra, wife of Henry Hawkins, gent. daughter of Thomas Norton, esq. obt. 1655; arms, Hawkins, of Nash, impaling Norton; with the quarterings of Martyn, Beverley, and Hide. Several memorials for the Jennings's, of Tancrey island, and the Nortons. In the chancel are several memorials and hatchments of the Darells and Shortes, of this parish; the latter bore, Azure, a griffin passant, between three stars of six points, or. In the church-yard is a memorial for John Graydon, esq. obt. 1774. In the west part of the body of this church, was placed a very antient stone shrine against the wall, which having been removed some years since, was cast out in the church-yard, where being soon likely to perish, by being exposed to the weather, it was purchased by the editor of this history, and brought to the precincts of the cathedral of Canterbury, where it now lies. It is one solid stone, Sculptured only on one side; the back part having two hollows, as if made to fasten it to the wall. There is no conjecture to be formed on whose account it was made and placed there. (fn. 8)
The church of Fordwich is a rectory, and was always an appendage to the manor, and as such is now of the patronage of the right hon. earl Cowper, the present lord of the manor of Fordwich. It is valued in the king's books at 5l. 15s. 2d. and is now of the clear yearly certified value of forty-two pounds. In 1588. it was valued at thirty pounds, communicants one hundred and forty. In 1640 it was valued at forty pounds, communicants one hundred. It is now of about the yearly value of one hundred and twenty pounds. There are three acres of glebe land.
The rector for some length of time received of the corporation, in lieu of tithes of the merchandize of the key here, by composition, five pounds, by the name of crane duties, which has not been paid since the year 1733.
Alright, students, if our speed is 235 kt, our altitude is 7680', our distance to Rwy 24 is 32.8 nm, and our arrival is in 8 min/22sec, what is our descent rate in fpm? Ha.
The Houma Navigational Canal in Terrebonne Parish, Louisiana is an outlet for boats to service the oilfield. All kinds of boats pass here, such as tugboats, crewboats, as well as fishing vessels.
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2048 x 2048 pixel image for the iPad’s 2048 x 1536 pixel retina display.
Designed to complement the iPad iOS 7 lock screen, also works on an iPhone, simply centre the image horizontally after selecting it.
Image via skitterphoto.com/?portfolio=highway-at-night
Typeface: Columbus
Looking E from near upper gates of Lock No. 2
This lock is 145 feet long and 38 feet wide, with about a 14 foot lift.
The two shrouded electric motors have cogs which engage notches on the beams attached to the lock gates, enabling them to be opened and closed.
The lock gates apparently have hydraulically-controlled openings below the waterline to let water in and out of the locks.
At right is a capstan which could be used to haul a vessel out of the lock.
Across the river below the dam is Thomas Beach, in Owen County.
From Kentucky River Authority:
Lock and Dam 2 were built from 1836-1842 and support an eleven mile long pool of water. The original dam was a timber crib structure, consisting of an outside frame of timbers filled with dirt and rock, and the original lock was stone masonry. The structures are located thirty one miles above the mouth of the Ohio River. The lock was shut down in 2007 because of structural and mechanical problems.
History:
1836-1842 Original construction of lock and dam
1882 Dam is rebuilt by the Corps of Engineers
Early 1890’s Concrete cap is added to the top of the timber crib dam
1950 Wood lock gates are replaced with steel gates
1977 Repairs are made to the upper guide wall and guide wall ( the walls leading into the approach to the lock)
1980 New concrete is added to the crest of the dam, Surface repairs are made to cracks in the existing concrete cap on the dam, sheet pilling is added in front of the dam
1980’s Repairs are made to the lower guide wall
See also
Kentucky River navigation charts (2011 version, 5 MB PDF)
and
Kentucky River navigation charts (1972 version, 19 MB PDF)
and
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Kentucky River mile 31
Lockport, Kentucky (in Henry County)
Mar. 1988
file # 88c003
35 mm Kodachrome
Plustek OpticFilm 7600i
Siverfast 8
Picture Window 6
some sharpening (unsharp mask)
JPEG quality 95
Cadets from 3rd Regiment Advanced Camp, take the land navigation written exam, at Fort Knox, Ky., June 7, 2019. All Cadets are required to pass the written exam before taking the practical exam outside during the day and night. | Photo by Kyle Crawford, CST Public Affairs Office
Cadets from 4th Regiment, Advanced Camp, test their land navigation skills for Cadet Summer Training, Fort Knox, Ky., June 26, 2023. Cadets have four hours to find at least three out of four points to pass the day portion of their land navigation test. | Erinn Finley, Murray State University, CST Public Affairs Office.