@Ushigome, Tokyo

c1910 postcard view of Second Street in Mishawaka, Indiana. The photographer was standing in Second Street and looking east-northeast through the Main Street intersection. Another postcard showing this same scene was postmarked 1909 and the street lamps hadn’t been installed yet.

The building on the northeast corner of the intersection (102 East Second Street) housed the Mishawaka Post Office, but the sign at the top of the building advertised HARDWARE. The Sanborn™ maps from 1886, 1891 and 1896 show a hardware business on this corner. The 1896 and 1901 Sanborn™ fire insurance map sets for Mishawaka identified this as “Dodge’s Bldg 1873.” The 1901 map set shows the post office was already in the building. The stairway at the side of the building led to the basement and all map sets prior to 1907 showed a barbershop in the basement.

A plumbing business was in that basement when the 1907 map set was published. A 1902 Indiana business directory¹ listed John C. Distler doing business as a plumber at the corner of this intersection. An online copy of the March 26, 1914 South Bend News-Times included an ad for John C. Distler Plumbing & Heating and gave the business location as “Basement Post Office.” The sign on the side of the building above that stairway included the name DISTLER and TIN WORK, but the remainder of the sign is unclear. The advertising on the decorative lamp hanging on the corner of the building is barely readable and appears to advertise J. C. DISTLER PLUMBING AND TIN WORK.

The first floor of the narrow three-story building next door (104 East Second Street) was vacant when the 1907 map set was prepared, but housed a cigar store at the time the 1913 map set was being prepared. The 1907 map set notes that a cobbler was located in the basement and the 1902 business directory listed W. V. Long as a shoemaker doing business at this address. The business sign below the big window included the name LONG. A Masons sign hung above the stairway, but none of the map sets show a fraternal organization in the building.

A drugstore was in the next building (106 East Second Street), but the 1907 map set showed a saloon and the 1902 directory listed G. A. Schellinger as the saloon’s proprietor. The sign and the awning in this scene advertised SCHIFFER & CO. DRUGGISTS. The 1902 business directory listed that business across the street at 103 East Second Street and the 1907 map set showed a drugstore at that address. A 1908 directory of druggists² listed Herman R. C. Schiffer as a druggist in Mishawaka.

Next door (108 East Second Street), the displays in front of the store included the words OYSTERS and FISH. The 1907 Sanborn™ map set shows a meat and groceries business at this location while the 1913 map set shows an unidentified shop. The awning included the name H. L. KIRKWOOD. The awning on the next building east (110 East Second Street) advertised HOME MADE CANDIES and ICE CREAM SODA. The name printed on the awning fringe was BETZLER. The sign standing on the sidewalk advertised ICE CREAM SODA 5c.

The only readable sign east of the alley was the HERZOG SHOES sign. That sign hung above the striped awning at 118 East Second Street. The 1902 business directory listed the address of the J. A. Herzog “Shoes, Hats and Men’s Furnishings” business as 116 East Second Street, but that was probably a typographical error. The 1907 and 1913 map sets show a saloon at that address and the gents’ furnishings and shoes business at 118 East Second Street. A horse-drawn delivery wagon was parked at the curb in front of the store.

1. Johnson’s Business and Professional Directory (Washington, D. C.: Johnson Publishing Co., 1902). Available online at archive.org/details/johnsonsbusiness190203wash.

2. Indiana Board of Pharmacy, Ninth Annual Report (Indianapolis, IN: William B. Burford, 1908). Available online at books.google.com/books?id=afjqAAAAMAAJ&printsec=front....

This image was created by Thomas Keesling from a postcard courtesy of the Indiana Postal History Society.

The full postcard image can be seen here.

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Copyright 2006-2014 by Hoosier Recollections. All rights reserved. This image is part of a creative package that includes the associated text, geodata and/or other information. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.

c1910 postcard view of Union Street in Liberty, Indiana. This view was looking northeast across the northwest corner of the Union County Court House Square. The buggies were parked along Main Street in the foreground. The businesses were located along the north side of Union Street east of Main Street. Several of these buildings are still standing and in use today.

The building at the left edge of this scene is the second building east of Main Street. The 1909 Sanborn™ fire insurance map set for Liberty shows a grocery in the west half of this building and a furniture business in the east half. The awning and the display window at the left edge of this postcard both advertised GROCERIES. Next door, A. FOSDICK & CO. was printed on the awning fringe. An automobile was parked in front of the smaller two-story building. The faded sign above the awning advertised the UNION PHARMACY. A distinctive mortar and pestle pharmacy trade symbol was mounted at the top of the building and the name DR. PHARES was painted on the display window. This was O. P. Phares. He was one of four Liberty druggists listed in a 1905 directory of druggists.¹ He was also listed in a 1912 directory.² The map set shows a drug store at this location.

The next business east had RESTAURANT painted on the window, but the 1909 map set shows a pool room at that location. There was also a barber’s pole in front of the restaurant, but it’s unclear where the barbershop may have been. The map set doesn’t show a barbershop in this block. The name PALACE DRUG STORE was printed on the next awning to the east. At the curb, RICHARDSON DRUG STORE was painted on the utility pole. The aforementioned 1905 directory and a 1908 directory³ listed Harry G. Richardson as a Liberty pharmacist. The next awning east advertised a PAPER-BOOK STORE. The map set shows a bookstore at that location and a bakery next door. The next awning advertised the HESSLER BAKERY.

Two doors east of the bakery, the sign above the awning read J R[?] DRIGGS & SON. The 1909 map set shows at shoe store at that location. An online excerpt from the Union County sesquicentennial book includes a reference to shoe store owner Roy J. Driggs. Next door, the sign near the top of the building was blocked partially by the utility poles, but may have advertised the STOVER business. The 1909 map set shows a grocery at that location. The map set also shows a grocery and a notions business in the building on the northwest corner at Market Street with the I. O. O. F. (Independent Order of Odd Fellows) Hall upstairs. The hand-written advertising board leaning against the utility pole on that corner is unreadable.

The sign on the building at the northeast corner of the Market Street intersection is unclear, but the 1909 map set shows a dry goods store at that location. The sign above the awning at the right edge of the postcard is only partially visible and unclear. The map set shows a jewelry business at that location.

1. The Era Druggists Directory Eleventh Edition (New York, NY: D. O. Haynes & Co., 1905). Available online at books.google.com/books?id=bantAAAAMAAJ&printsec=front....

2. Ezra J. Kennedy, ed. The Era Druggists Directory Sixteenth Edition (New York, NY: D. O. Haynes & Co., 1912). Available online at books.google.com/books?id=_PbNAAAAMAAJ&printsec=front....

3. Indiana Board of Pharmacy. Ninth Annual Report (Indianapolis, IN: William B. Burford, 1908). Available online at books.google.com/books?id=afjqAAAAMAAJ&printsec=front....

From a private collection.

The full postcard image can be seen here.

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Copyright 2009-2014 by Hoosier Recollections. All rights reserved. This image is part of a creative package that includes the associated text, geodata and/or other information. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.

1909 postmarked postcard view of Plymouth Street in Bremen, Indiana. This aerial view showed two columns of students walking east on Plymouth Street. They appear to be turning south at Center Street. The sidewalks were wet in places and it must have been a chilly day. The photographer was probably on the second floor of the building on the northwest corner at Plymouth and Jackson streets. The wood frame building across the street was on the northeast corner of that intersection. That building was still there and looking very good as of 2013. The 1905 and 1910 Sanborn™ fire insurance map sets for Bremen showed a grocery in that building. (The town did not yet have a standardized street address system when these map sets were published.)

This view shows several business signs along the north side of Plymouth Street, but a different postcard presented a clearer view of those signs. For example, The SHORT ORDER LUNCH ROOM sign was advertising the second business east of Jackson Street. The 1905 map set shows a saloon at that location while the 1910 map set shows the lunchroom. The signs for GERBER TAILOR, DOCTOR T. D. SMITH and the FISHER BROTHERS DRUG STORE were all mounted on posts at the curb. Those businesses appear to have been occupying the next three buildings beyond the lunchroom, but the drug store was the only one of those businesses clearly identified in the Sanborn™ map sets. The Fisher brothers weren’t listed in a 1908 directory of druggists, but their business was listed in a 1910 directory.¹

Across the street, near the southwest corner of Center Street, a sign advertised THE NEWS [STAND?]. Both Sanborn™ map sets show a news stand in the building nearest that corner. Farther west, the white banner over the sidewalk advertised the COAT, SUIT and FUR DEPARTMENT of a store in that two-story brick building. Both map sets show three businesses in that building and the center business was a dry goods and clothing business.

The STAR RESTAURANT sign is barely readable, but advertised the restaurant in the two-story wood frame building. A restaurant/millinery shop was in that building when the 1905 map set was prepared. The 1910 map set shows the restaurant without the shop. The sign above the doorway on the next building west included the word UNDERTAKER. Both Sanborn™ map sets identified this as the location of a furniture business.

The German Lutheran Church in Bremen stood on the south side of South Street between Washington and East streets. The top of the church’s 100-foot spire is visible in the background of this scene. The spire is visible to the right of the utility pole in the foreground and above the large two-story brick building.

This postcard carries a Wheeling & Chicago Railway Post Office postmark. The Railway Mail Service ran mail sorting operations in rail cars while they were traveling between cities. This particular post office operated on the Baltimore & Ohio Railroad between Wheeling, West Virginia and Chicago, Illinois via Bremen and several other Indiana and Ohio communities.

The message on the back of this postcard was sent by his grandmother to Mr. Paul Kollar in Elkhart, Indiana. The message read, “Wednesday 10 A. M. July. We are at Bremen depot waiting for train. We found the folks all well. And had a good time. [Bendishie?] came over with us yesterday. She went back last evening. From Grandma.”

1. The Era Druggists Directory Fourteenth Edition (New York, NY: D. O. Haynes & Co., 1910). Available online at books.google.com/books?id=EKTtAAAAMAAJ&printsec=front....

From a private collection.

The full postcard image can be seen here.

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Copyright 2008-2017 Hoosier Recollections. All rights reserved. This creative JPG file package is an original compilation of materials and data. The package is unique, consisting of a wide variety of related and integrated components. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.

c1910 postmarked postcard view of Calhoun Street and the Allen County Courthouse in Fort Wayne, Indiana. The photographer was probably in (or on) a four-story building when he took this photograph. The most likely candidate was a building south of Jefferson Street at 1108-1112 South Calhoun Street. He was facing north and the nearest cross street in this scene was Washington Boulevard.

This postcard scene includes several identifiable business and advertising signs. In the shadows at the lower left was a SCHLITZ BEER sign. Two other signs in that same area advertised a TAILOR and TAILORS. A 1906 Polk business directory listed two tailors in that block, W. C. Cleary at 1026 South Calhoun Street (south of the alley) and Siebler Tailoring Co. at 1010-1012 South Calhoun (north of the alley). The remaining signs in this scene are on the east side of the street.

The courthouse is, of course, the most prominent landmark in this scene, standing between Berry Street on the south and Main Street on the north. Only three readable signs in this scene were located north of Main Street. The largest of the three advertised the H. G. SOMMERS pharmacy. The 1906 Polk directory listed a pharmacist by the name of Mrs. Mary Sommers at 627 South Calhoun Street; a 1911 directory of pharmacists listed Henry G. Sommers as the pharmacist at that address. The pharmacy was in the only four-story building in that block. (The taller five-story building seen in this view was actually north of Columbia Street.) Below the pharmacy sign was a CENTLIVRE advertisement. It may have been on top of the building on the corner. A large vertical CIGARS sign was displayed on that corner building. The 1906 and 1912 Polk directories listed a Riegel cigar shop at this location (631 South Calhoun Street).

The vertical CARPET sign was on the building at the southeast corner of Calhoun and Wayne Streets (901 Calhoun Street). Farther south, a sign advertised L. M. BECK JEWELER. The 1906 Polk directory listed that business address as 911 South Calhoun Street. Below the Beck sign was an ACME BOWLING ALLEYS sign. The 1906 directory listed the bowling address as 913 South Calhoun Street. The 1902 Sanborn™ fire insurance map set shows a bowling alley on the third floor of that building. A jeweler’s trade sign (a oversized pocket watch) was hanging on the front of the building south of the alley. The jeweler’s name, J. H. YOUNG, was on a separate sign. His business was listed in the 1906 directory at 921 South Calhoun Street. That directory also listed FOX, HITE, & CO. as furniture dealers at 923-927 South Calhoun Street (north of Washington Boulevard).

The first sign South of Washington Boulevard was BURSLEY’S HIGH GRADE COFFEE AND TEA. A Bursley's Coffee wagon was parked at the curb. The 1906 directory listed Bursley’s wholesale grocery business at 1011-1017 South Calhoun Street, but they had moved by the time the 1912 directory was published. South of the alley was an EDMUNDS sign. The 1906 directory listed an Edmunds Electric Construction Company with an address at 1019 South Calhoun Street. The remaining signs advertised SIGNS, PENNY ARCADE and SHOOTING gallery. These were all related to businesses north of Jefferson Street.

There were four bicyclists and five streetcars in the scene. The nearest streetcar was on the PONTIAC route. The time displayed on the courthouse tower clock was 1:45.

From a private collection.

The full postcard image can be seen here.

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Copyright 2006-2014 by Hoosier Recollections. All rights reserved. This image is part of a creative package that includes the associated text, geodata and/or other information. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.

________________

The following additional information is provided courtesy of David Enyart from his “Data Base of Indiana Court Houses.”

Allen County was organized in 1824 and Fort Wayne has been the only county seat. This is the fifth Allen County Court House.

Details: Castle style architecture; National Historic Place

270 x 134 feet

Cost: $817,553.19

Architect: Brentwood S. Tolan

Builder: James M. Stewart & Co.

Supt: Wm H. Goshorn

Cornerstone: 11/17/1897

Dedicated: 9/23/1902

The 1902 Courthouse was built between 1897 and 1902. The interior has been restored to its original magnificence and is one of the most beautiful in the country. It is one of thirty-seven Indiana Historic Landmarks (as of 2010) and is the only courthouse in Indiana so designated. The Courthouse Architect was Brentwood Tolan. The firm of Wing and Mahuran may have assisted with the project.

David has compiled additional information for this and the other 91 Indiana counties. Through David's generosity, all of that information can be found at the Allen County Public Library Genealogy Center. The web address is www.genealogycenter.info/search_incourthousehistories.php.

1923 postcard view of a busy North Columbia Street in Union City, Indiana. Several vehicles are parked along Columbia Street and a few pedestrians are posing on the sidewalk nearby. The 1923 license plate on the nearest automobile recorded the year in which the photograph was taken.

The photographer was looking north through the Pearl Street intersection and several businesses are identifiable. For example, the sign painted on the building at the northwest corner of the intersection advertised KIRSHBAUM CO. DEPARTMENT STORE. The 1920 Sanborn™ fire insurance map set for Union City identified this building as the Kirshbaum Block (201 and 203 North Columbia Street). In fact, the map set for 1885 also shows this structure and identified it as the Kirshbaum Block with the K. of P. (Knights of Pythias) Hall on the third floor of the building. This building is still in use.

The 1920 map set identified the next building north as the Jackson Block. This building first appeared in the 1896 map set, but wasn’t identified as the Jackson Block until the 1901 map set was published. The first three map sets of the 20th century (1901, 1911 and 1920) all showed a jeweler (205 North Columbia Street) and a dry goods store (207 North Columbia Street) occupying the two business spaces on the first floor of the Jackson Block.

A 1909 trade publication notice¹ stated, “[T]he Reitenour Jewelry Co., which was recently incorporated at Union City, has succeeded to the business of Reitenour & Schmitt in that city.” The REITENOUR JEWELRY CO. truck was parked in front of Jackson Block. The oversize pocket watch on the post in front of the store is an example of a trade symbol often used by jewelers to advertise their businesses. The Reitenour business name was probably painted on the face of the post clock. The base of the post advertised DIAMONDS.

The 1920 map set shows a 5c & 10c store at 209 North Columbia Street. The business sign at this address appears to advertise ETTINGER’S VARIETY STORE. The CLEARANCE SALE sign belonged to that store and included the name JOEY. The next business north (211 North Columbia Street) was the FELTMAN DRUGS store. The bottom of that sign advertised CIGARETTES. An Ohio history mentions George R. Feltman, a graduate of Ansonia High School in Darke County, as a druggist in Union City, Indiana.

The 1920 map set identifies the building on the south side of the alley (217 North Columbia Street) as the Hook Bros. Block. The building had a distinctive turret on the corner at the alley. The turret first appeared in a Sanborn™ map set in 1911. Today, the building on the corner has a limestone plaque identifying it as the HOOK BROS. Block, but it no longer has the turret. The 1911 and 1920 map sets showed a bookstore in that building. NEWS STAND was painted on a nearby utility pole and was probably associated with the bookstore.

The only other readable business sign on the west side of the street advertised THE ATLAS STATE BANK . It was on the northwest corner at Columbia and Oak streets. That building first appeared in the 1896 Sanborn™ map set. The Atlas Bank was in that building at the street corner; a stoves and queensware business occupied the center of the building; and a clothing store was located in the west end of the building. The building wasn’t identified in that map set, but was identified as the Thokey Block in the 1901 map set with the Atlas Bank still located at the street corner. The 1911 map set split the building’s identity. The portion nearest North Columbia Street (302 and 306 West Oak Street) was labeled the Worthington Block while the western third (308 West Oak Street) was labeled the Thokey Block. The 1920 map sheet shows the structure as two separate buildings, the Worthington Block and the Thokey Block. Both map sets showed an unidentified bank at the street corner. In 1906, the Atlas Bank became the Atlas State Bank. Apparently, the bank consolidated with Commercial National Bank of Union City in 1930. Some aspects of the Worthington Block portion of the building have changed, but the Thokey Block (308 West Oak Street) is little changed and has a plaque identifying it as the THOKEY BLOCK.

A sign in the distance on the east side of the street advertised DRUGS. The only drugstore in that vicinity according to the 1920 Sanborn™ map set was in the Wallace Block. That building was about midway between Oak Street and the alley to the south. The drugstore (232 North Columbia Street) was in the south half of that building. The other readable sign in that block advertised the STRAND. The 1920 map set shows a motion pictures theatre as the second business (226 North Columbia Street) north of the alley between Pearl and Oak streets. It was labeled as a 5c theatre in the 1911 map set. A 1914-15 directory of theatres² did not include this theatre.

The awning on the northeast corner at the Pearl Street intersection advertised CIGARS and TOBACCO. The 1896 Sanborn™ map set included notes covering multiple wood frame buildings near this corner. They read, “destroyed by fire May 1896 and “being removed.” The 1901 map set shows a new two-story brick building along North Columbia Street housing, from south to north, the post office on the corner, a drugstore, an undertaker and then another drugstore. The 1911 and 1920 map sets identify the building as the Kerr Block. The 1911 map set shows a drugstore on the corner (202 North Columbia Street), a cigars business next door (204 North Columbia Street), then a barbershop (206 North Columbia Street) and a boots and shoes business at the north end of the building (208 North Columbia Street). The only change shown in the 1920 map set was the replacement of the cigar business by a meat market. The building is still in use today.

The TIBBETTS & FOUTS DRUGS sign announced the location of their store on the southeast corner of the Pearl Street intersection (239 Pearl Street). A small N. COLUMBIA ST. sign was attached to this building above the first floor architectural ornamentation. Every map set back through 1885 shows a drugstore on this corner. This building is still in use.

1. The Jewelers’ Circular Weekly, Vol. LIX, No. 15 (New York, NY: The Jewelers’ Circular Publishing Co., 1909) page 106a. Available online at archive.org/details/jewelerscircular00unse_59.

2. The American Motion Picture Directory (Chicago, IL: American Motion Picture Directory Co., 1914). Available online at archive.org/details/americanmotionpi00chic.

From a private collection.

The full postcard image can be seen here.

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Copyright 2005-2018 Hoosier Recollections. All rights reserved. This creative JPG file package is an original compilation of materials and data. The package is unique, consisting of a wide variety of related and integrated components. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.

Visit this location at recollection in Second Life

Fort Wayne, Indiana

1.1.2014-7.10.2014

(further pictures and information you can see by clicking on the link at the end of page!)

Tea room and billiard room

The history of the crimson-covered tea room and the adjacent, yellow held billiard-room is characterized by a specialty:

The equipment of both chambers in 1867 was replaced by Archduke Albrecht.

Tearoom

For this, the partition has been moved to a window bay and all decorative elements of the panelings and windows as well as the floors were replaced. (Speaking of "tea": Since 1895, the TE.E. butter was from the Te(Schener - Duchy of Teschen - Tesín) E(rzherzoglichen - arch-duke) Dairy to Vienna delivered, of which still today the term "tea butter" reminds.)

The billiard room served the evening amusements of the nobility, specifically Duke Albert and Archduke Carl preferring the billardgame the hasardeurhaften (reckless) card games.

www.albertina.at/das_palais/prunkraeume/teesalon_und_bill...

The Albertina

The architectural history of the Palais

(Pictures you can see by clicking on the link at the end of page!)

Image: The oldest photographic view of the newly designed Palais Archduke Albrecht, 1869

"It is my will that ​​the expansion of the inner city of Vienna with regard to a suitable connection of the same with the suburbs as soon as possible is tackled and at this on Regulirung (regulation) and beautifying of my Residence and Imperial Capital is taken into account. To this end I grant the withdrawal of the ramparts and fortifications of the inner city and the trenches around the same".

This decree of Emperor Franz Joseph I, published on 25 December 1857 in the Wiener Zeitung, formed the basis for the largest the surface concerning and architecturally most significant transformation of the Viennese cityscape. Involving several renowned domestic and foreign architects a "master plan" took form, which included the construction of a boulevard instead of the ramparts between the inner city and its radially upstream suburbs. In the 50-years during implementation phase, an impressive architectural ensemble developed, consisting of imperial and private representational buildings, public administration and cultural buildings, churches and barracks, marking the era under the term "ring-street style". Already in the first year tithe decided a senior member of the Austrian imperial family to decorate the facades of his palace according to the new design principles, and thus certified the aristocratic claim that this also "historicism" said style on the part of the imperial house was attributed.

Image: The Old Albertina after 1920

It was the palace of Archduke Albrecht (1817-1895), the Senior of the Habsburg Family Council, who as Field Marshal held the overall command over the Austro-Hungarian army. The building was incorporated into the imperial residence of the Hofburg complex, forming the south-west corner and extending eleven meters above street level on the so-called Augustinerbastei.

The close proximity of the palace to the imperial residence corresponded not only with Emperor Franz Joseph I and Archduke Albert with a close familial relationship between the owner of the palace and the monarch. Even the former inhabitants were always in close relationship to the imperial family, whether by birth or marriage. An exception here again proves the rule: Don Emanuel Teles da Silva Conde Tarouca (1696-1771), for which Maria Theresa in 1744 the palace had built, was just a close friend and advisor of the monarch. Silva Tarouca underpins the rule with a second exception, because he belonged to the administrative services as Generalhofbaudirektor (general court architect) and President of the Austrian-Dutch administration, while all other him subsequent owners were highest ranking military.

In the annals of Austrian history, especially those of military history, they either went into as commander of the Imperial Army, or the Austrian, later kk Army. In chronological order, this applies to Duke Carl Alexander of Lorraine, the brother-of-law of Maria Theresa, as Imperial Marshal, her son-in-law Duke Albert of Saxe-Teschen, also field marshal, whos adopted son, Archduke Charles of Austria, the last imperial field marshal and only Generalissimo of Austria, his son Archduke Albrecht of Austria as Feldmarschalil and army Supreme commander, and most recently his nephew Archduke Friedrich of Austria, who held as field marshal from 1914 to 1916 the command of the Austro-Hungarian troops. Despite their military profession, all five generals conceived themselves as patrons of the arts and promoted large sums of money to build large collections, the construction of magnificent buildings and cultural life. Charles Alexander of Lorraine promoted as governor of the Austrian Netherlands from 1741 to 1780 the Academy of Fine Arts, the Théâtre de Ja Monnaie and the companies Bourgeois Concert and Concert Noble, he founded the Academie royale et imperial des Sciences et des Lettres, opened the Bibliotheque Royal for the population and supported artistic talents with high scholarships. World fame got his porcelain collection, which however had to be sold by Emperor Joseph II to pay off his debts. Duke Albert began in 1776 according to the concept of conte Durazzo to set up an encyclopedic collection of prints, which forms the core of the world-famous "Albertina" today.

Image : Duke Albert and Archduchess Marie Christine show in family cercle the from Italy brought along art, 1776. Frederick Henry Füger.

1816 declared to Fideikommiss and thus in future indivisible, inalienable and inseparable, the collection 1822 passed into the possession of Archduke Carl, who, like his descendants, it broadened. Under him, the collection was introduced together with the sumptuously equipped palace on the Augustinerbastei in the so-called "Carl Ludwig'schen fideicommissum in 1826, by which the building and the in it kept collection fused into an indissoluble unity. At this time had from the Palais Tarouca by structural expansion or acquisition a veritable Residenz palace evolved. Duke Albert of Saxe-Teschen was first in 1800 the third floor of the adjacent Augustinian convent wing adapted to house his collection and he had after 1802 by his Belgian architect Louis de Montoyer at the suburban side built a magnificent extension, called the wing of staterooms, it was equipped in the style of Louis XVI. Only two decades later, Archduke Carl the entire palace newly set up. According to scetches of the architect Joseph Kornhäusel the 1822-1825 retreaded premises presented themselves in the Empire style. The interior of the palace testified from now in an impressive way the high rank and the prominent position of its owner. Under Archduke Albrecht the outer appearance also should meet the requirements. He had the facade of the palace in the style of historicism orchestrated and added to the Palais front against the suburbs an offshore covered access. Inside, he limited himself, apart from the redesign of the Rococo room in the manner of the second Blondel style, to the retention of the paternal stock. Archduke Friedrich's plans for an expansion of the palace were omitted, however, because of the outbreak of the First World War so that his contribution to the state rooms, especially, consists in the layout of the Spanish apartment, which he in 1895 for his sister, the Queen of Spain Maria Christina, had set up as a permanent residence.

Picture: The "audience room" after the restoration: Picture: The "balcony room" around 1990

The era of stately representation with handing down their cultural values ​​found its most obvious visualization inside the palace through the design and features of the staterooms. On one hand, by the use of the finest materials and the purchase of masterfully manufactured pieces of equipment, such as on the other hand by the permanent reuse of older equipment parts. This period lasted until 1919, when Archduke Friedrich was expropriated by the newly founded Republic of Austria. With the republicanization of the collection and the building first of all finished the tradition that the owner's name was synonymous with the building name:

After Palais Tarouca or tarokkisches house it was called Lorraine House, afterwards Duke Albert Palais and Palais Archduke Carl. Due to the new construction of an adjacently located administration building it received in 1865 the prefix "Upper" and was referred to as Upper Palais Archduke Albrecht and Upper Palais Archduke Frederick. For the state a special reference to the Habsburg past was certainly politically no longer opportune, which is why was decided to name the building according to the in it kept collection "Albertina".

Picture: The "Wedgwood Cabinet" after the restoration: Picture: the "Wedgwood Cabinet" in the Palais Archduke Friedrich, 1905

This name derives from the term "La Collection Albertina" which had been used by the gallery Inspector Maurice von Thausing in 1870 in the Gazette des Beaux-Arts for the former graphics collection of Duke Albert. For this reason, it was the first time since the foundation of the palace that the name of the collection had become synonymous with the room shell. Room shell, hence, because the Republic of Austria Archduke Friedrich had allowed to take along all the movable goods from the palace in his Hungarian exile: crystal chandeliers, curtains and carpets as well as sculptures, vases and clocks. Particularly stressed should be the exquisite furniture, which stems of three facilities phases: the Louis XVI furnitures of Duke Albert, which had been manufactured on the basis of fraternal relations between his wife Archduchess Marie Christine and the French Queen Marie Antoinette after 1780 in the French Hofmanufakturen, also the on behalf of Archduke Charles 1822-1825 in the Vienna Porcelain Manufactory by Joseph Danhauser produced Empire furnitures and thirdly additions of the same style of Archduke Friedrich, which this about 1900 at Portois & Ffix as well as at Friedrich Otto Schmidt had commissioned.

The "swept clean" building got due to the strained financial situation after the First World War initially only a makeshift facility. However, since until 1999 no revision of the emergency equipment took place, but differently designed, primarily the utilitarianism committed office furnitures complementarily had been added, the equipment of the former state rooms presented itself at the end of the 20th century as an inhomogeneous administrative mingle-mangle of insignificant parts, where, however, dwelt a certain quaint charm. From the magnificent state rooms had evolved depots, storage rooms, a library, a study hall and several officed.

Image: The Albertina Graphic Arts Collection and the Philipphof after the American bombing of 12 März 1945.

Image: The palace after the demolition of the entrance facade, 1948-52

Worse it hit the outer appearance of the palace, because in times of continued anti-Habsburg sentiment after the Second World War and inspired by an intolerant destruction will, it came by pickaxe to a ministerial erasure of history. In contrast to the graphic collection possessed the richly decorated facades with the conspicuous insignia of the former owner an object-immanent reference to the Habsburg past and thus exhibited the monarchial traditions and values ​​of the era of Francis Joseph significantly. As part of the remedial measures after a bomb damage, in 1948 the aristocratic, by Archduke Albert initiated, historicist facade structuring along with all decorations was cut off, many facade figures demolished and the Hapsburg crest emblems plunged to the ground. Since in addition the old ramp also had been cancelled and the main entrance of the bastion level had been moved down to the second basement storey at street level, ended the presence of the old Archduke's palace after more than 200 years. At the reopening of the "Albertina Graphic Collection" in 1952, the former Hapsburg Palais of splendour presented itself as one of his identity robbed, formally trivial, soulless room shell, whose successful republicanization an oversized and also unproportional eagle above the new main entrance to the Augustinian road symbolized. The emocratic throw of monuments had wiped out the Hapsburg palace from the urban appeareance, whereby in the perception only existed a nondescript, nameless and ahistorical building that henceforth served the lodging and presentation of world-famous graphic collection of the Albertina. The condition was not changed by the decision to the refurbishment because there were only planned collection specific extensions, but no restoration of the palace.

Image: The palace after the Second World War with simplified facades, the rudiment of the Danubiusbrunnens (well) and the new staircase up to the Augustinerbastei

This paradigm shift corresponded to a blatant reversal of the historical circumstances, as the travel guides and travel books for kk Residence and imperial capital of Vienna dedicated itself primarily with the magnificent, aristocratic palace on the Augustinerbastei with the sumptuously fitted out reception rooms and mentioned the collection kept there - if at all - only in passing. Only with the repositioning of the Albertina in 2000 under the direction of Klaus Albrecht Schröder, the palace was within the meaning and in fulfillment of the Fideikommiss of Archduke Charles in 1826 again met with the high regard, from which could result a further inseparable bond between the magnificent mansions and the world-famous collection. In view of the knowing about politically motivated errors and omissions of the past, the facades should get back their noble, historicist designing, the staterooms regain their glamorous, prestigious appearance and culturally unique equippment be repurchased. From this presumption, eventually grew the full commitment to revise the history of redemption and the return of the stately palace in the public consciousness.

Image: The restored suburb facade of the Palais Albertina suburb

The smoothed palace facades were returned to their original condition and present themselves today - with the exception of the not anymore reconstructed Attica figures - again with the historicist decoration and layout elements that Archduke Albrecht had given after the razing of the Augustinerbastei in 1865 in order. The neoclassical interiors, today called after the former inhabitants "Habsburg Staterooms", receiving a meticulous and detailed restoration taking place at the premises of originality and authenticity, got back their venerable and sumptuous appearance. From the world wide scattered historical pieces of equipment have been bought back 70 properties or could be returned through permanent loan to its original location, by which to the visitors is made experiencable again that atmosphere in 1919 the state rooms of the last Habsburg owner Archduke Frederick had owned. The for the first time in 80 years public accessible "Habsburg State Rooms" at the Palais Albertina enable now again as eloquent testimony to our Habsburg past and as a unique cultural heritage fundamental and essential insights into the Austrian cultural history. With the relocation of the main entrance to the level of the Augustinerbastei the recollection to this so valuable Austrian Cultural Heritage formally and functionally came to completion. The vision of the restoration and recovery of the grand palace was a pillar on which the new Albertina should arise again, the other embody the four large newly built exhibition halls, which allow for the first time in the history of the Albertina, to exhibit the collection throughout its encyclopedic breadh under optimal conservation conditions.

Image: The new entrance area of the Albertina

64 meter long shed roof. Hans Hollein.

The palace presents itself now in its appearance in the historicist style of the Ringstrassenära, almost as if nothing had happened in the meantime. But will the wheel of time should not, cannot and must not be turned back, so that the double standards of the "Albertina Palace" said museum - on the one hand Habsburg grandeur palaces and other modern museum for the arts of graphics - should be symbolized by a modern character: The in 2003 by Hans Hollein designed far into the Albertina square cantilevering, elegant floating flying roof. 64 meters long, it symbolizes in the form of a dynamic wedge the accelerated urban spatial connectivity and public access to the palace. It advertises the major changes in the interior as well as the huge underground extensions of the repositioned "Albertina".

Christian Benedictine

Art historian with research interests History of Architecture, building industry of the Hapsburgs, Hofburg and Zeremonialwissenschaft (ceremonial sciences). Since 1990 he works in the architecture collection of the Albertina. Since 2000 he supervises as director of the newly founded department "Staterooms" the restoration and furnishing of the state rooms and the restoration of the facades and explores the history of the palace and its inhabitants.

www.wien-vienna.at/albertinabaugeschichte.php

Cover photo: H.E. Burke. 1946. My Recollections of the First Years in Forest Entomology. Berkeley, California. 37 p. www.fs.fed.us/sites/default/files/recollections-on-forest...

Photo by: Unknown

Date: 1946

Credit: USDA Forest Service, Region 6, State and Private Forestry, Forest Health Protection.

Source: H.E. Burke Collection digital files; Regional Office; Portland, Oregon.

For additional historical forest entomology photos, stories, and resources see the Western Forest Insect Work Conference site: wfiwc.org/content/history-and-resources

Image provided by USDA Forest Service, Pacific Northwest Region, State and Private Forestry, Forest Health Protection: www.fs.usda.gov/main/r6/forest-grasslandhealth

It was a beautiful day. It felt so surreal. The feeling is still fresh in my soul. If only I could draw that feeling...

1918 postmarked postcard view of the Apperson Cottage at Lake Wawasee, Indiana. The postcard was sent by “Elaine” to Mr. & Mrs. S. D. Tippett in Chicago, Illinois. The message reads as follows:

“Dear folks — Don’t we look cozy? Am having such a nice time. The time just flies. I can hardly realize I have been gone a week. See you soon. Hope father is well. Fondly, Elaine.”

The message suggests Elaine is in the photo, probably the young woman sitting at the writing desk. The couple in the background were not identified, but may have been the Appersons. The man in the rocking chair had been reading the newspaper and the woman on the daybed was reading a magazine. Most of the furniture was wicker.

From a private collection.

A close-up of the message can be seen here.

www.flickr.com/photos/hoosier_recollections/25831287220/i...

The other side of this postcard can be seen here.

www.flickr.com/photos/hoosier_recollections/25831287660/i...

Copyright 2007-2016 by Hoosier Recollections. All rights reserved. This image is part of a creative package that includes the associated text, geodata and/or other information. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.

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The small size of the above image doesn't do a very good job of presenting the print details. This link will take you to another Flickr page where a close-up section of this print gives a much clearer view of the detail.

www.flickr.com/photos/hoosier_recollections/4270275017/in...

An image of the postcard upon which this print is based can be seen here.

www.flickr.com/photos/hoosier_recollections/5285782611/

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Indiana History Prints

I created my first Indiana History Prints in 2002. The early prints were digital collages based on authentic original antique postcards, advertisements, and other paper items. I have continued to make a few collage prints, but also began creating prints from a few individual postcards and advertisements. All of the prints have been based on items from the late 19th and early 20th centuries. That was the era when railroads already crisscrossed the state and provided the primary means of transporting passengers, freight and the mail. However, around the turn of the century, the interurban system arose and expanded rapidly. The interurban lines and the railroads were competing in some respects and, together, these two rail systems provided excellent service throughout much of the state. Their importance has been memorialized in hundreds of postcard scenes of trains, trolleys, bridges, stations and passengers. Then, just as the interurban system was becoming an integral part of Hoosiers’ lives, the automobile arrived and changed everything. Initially, it displaced the horse-drawn vehicles that were the primary means of local transportation. As roads were improved between communities to accommodate the automobiles, the interurban system began a fairly rapid decline followed by passenger service on the railroads. These changes were well documented by the photographers and postcard manufacturers and by the advertising from that era. The best examples of the postcards and photographs offer some amazing views of that era.

Personal and business communications were changing as well. The telephone was not yet widely available. The Post Office Department began selling the first postal cards at post offices in 1873, but businesses were the primary users. Picture postcards first appeared in Europe and eventually in the U.S. after the turn of the century. Those postcards quickly became a convenient method for personal communication, especially after the postal regulations changed in 1906 to allow messages on half of the back side of the postcard. The postcards were also collectible.

In those days, mail delivery within the state often took no more than a day. Post Office Department clerks processed some of the mail on specially designed rail cars as the trains traveled from one destination to the next. Several postcard scenes from that era show postal clerks standing on the railroad station platforms with mail pouches. A few postcards show the mail cars, but there are very few views of the interiors of those cars.

I am entirely responsible for the creation and production of the prints. They have been produced with care and each element used in the prints looks at least as good as the original. Each print is produced in very small quantities on 100% cotton rag watercolor paper (Hahnemühle Photo Rag®). The paper has a slight warm tone rather than being bright white, making it particularly suitable for printing historical objects. The prints will look good for decades, but need to be matted, framed and displayed behind glass to protect them from physical and environmental damage.

Print Description

1914 postmarked postcard view of State Street in Pendleton, Indiana. There were a few pedestrians in this scene and a handful of horse-drawn buggies and wagons. One vehicle in the distance may be an automobile. The photographer was standing west of Main Street and facing east when he took the photograph. The Main Street intersection is in the foreground.

Although this postcard has a postmark from 1914, the photograph was taken prior to 1910. The K. of P. (Knights of Pythias) Building at 16-18 West State Street (using the old street address system) was built in 1910. That building did not yet exist when this photograph was taken.

The hand water pump on the northeast corner of the Main Street intersection is shown in the 1914 Sanborn™ fire insurance map set for Pendleton, but not in the 1908 map set. The sign above the awning on that corner advertised DRY GOODS, SELZ SHOES and GROCERIES. Both map sets show this type of business at that location (40 West State Street). The Redmen’s Hall was on the second floor of that building. The 1908 map set shows the small wood frame building with the barber’s pole, but the building had been replaced by a single-story brick structure by the time the 1914 map set was being prepared. The 1908 and the 1914 map sets both identify the next building east (single-story brick construction) as the Pendleton Post Office (36 West State Street). Beyond the post office, the single-story wood frame building was a 5c theatre according to the 1908 map set. However, that building had also been replaced by a single-story brick structure (34 West State Street) by 1914.

Farther east, very few business signs were visible. The name on the _______ OFFICE sign east of the 5c theatre isn’t quite readable. Both map sets show a millinery shop and a grocery store in that building (30 West State Street) with a stairway between the two businesses. The sign was probably hanging above the stairway entrance and advertising a professional office on the second floor. The only other visible sign on the north side of the street is the RESTAURANT sign. The 1908 map set shows a restaurant in a single-story wood frame building west of the IOOF (Independent Order of Odd Fellows) Building. The distinctive IOOF façade is easy to identify in this photograph. However, the four small wood frame buildings to the west of it are difficult to see in this scene. The K. of P. Building and a bank replaced those small buildings and businesses in 1910.

The railroad crossing arms in the background identify the location of the C. C. C. & St. L. (Cleveland, Cincinnati, Chicago & St. Louis) Railway crossing. The crossing is between Pendleton Avenue and Broadway Street. The location of the HARNESS sign on the south side of State Street matches a harness and implements business at 11 East State Street in the 1908 map set. The DENTIST sign may have been on the building at the southwest corner of Pendleton Avenue or possibly above the bank on the southeast corner. The 1908 map set shows two saloons in the building on the southwest corner (1 and 3 West State Street). A Third saloon was located at 11 West State Street, but none of the three was identifiable in this photograph. The CIGAR STORE sign advertised a store located at 5 West State Street when the 1908 map set was published. That building and several other wood frame buildings (5 West State to 15 West State) were gone by the time the 1914 map set was being prepared.

The large barber’s pole in this scene stood in front of the two-story brick building at 25 West State Street. A cigar store was located in that building when the 1908 map set was being prepared, but the 1914 map set shows a barbershop. It is unclear on which building the PENDLETON LAUNDRY sign is posted. Neither map set lists a laundry business in that vicinity. The name on the ______ OFFICE UP STAIRS sign is not quite readable. The three-story building (27-29 West State Street) housed a furniture store in 1908. The K. of P. Hall was on the second floor and the Masonic Hall was on the third floor. The small wood frame building next door (31 West State Street) was occupied by a confectionery business when both map sets were published. The word HAIR was painted on the next building west (35 West State Street). However, both map sets show a photo gallery in that building. The sign next door (37 West State Street) advertised a cobbler’s business that is shown in the 1908 map set, but was gone by the time the 1914 set was being prepared. The business sign used images of a boot and a shoe as part of the sign. A tailoring business occupied the building on the southeast corner at Main Street. The building also served as a dwelling.

Copyright 2010-2015 by Hoosier Recollections. All rights reserved. This image is part of a creative package that includes the associated text, geodata and/or other information. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.

From recollection, 90048 was the premiere class 90 for body work repairs and re-liveried freightliner Genesee & Wyoming livery at Wolverton works. This was the first loco to be put through the facility which would be assessed prior to the agreement of the recently acquired Anglia Railway class 90s 90003 - 90015 to be sent to the Buckinghamshire site for similar work. Personally i think they look top notch, well done to all concerned. Rumors continue that once Freightliner are happy with the fleet that have been completed (i.e. the class 90s) there is discussions as too whether other classes in the groups catalogue may also undertake cosmetic and lick of paint also.....as of July 2022 this has yet too materialize

REMEMBER THE DAYS

Sweet recollections of back in the day

When children ran free in the streets as they played

Front doors left open to neighbours who cared

So few possessions to steal by who dared

Bicycle rides to the park with my mate

Stern words from father if I rolled up home late

Jumpers for goalposts and leather to boot

Life seemed so endless, one riotous hoot

Bandstand and deckchairs free to all souls

Bright coloured canvas and wood varnished, old

Chasing the squirrels and feeding the birds

Violence and vandals were words we'd not heard

No peadophile monsters to worry us so

No fast food obesity, limbs on the go

Three channel TV and eight track cassettes

No knife crime nor gangland, no drunken ladettes

Back in the day when kids could be kids

Joyful we laughed in the characters we hid

Board games and pistols, imagination rife

Out in the open and sampling life

Life was a game as we roll played with friends

Politically correct, non existent back then

Toy cigarettes, cowboy pistols such fun

Not one of us went wayward and killed with real guns

We ran like the wind with energy boundless

Exercised limbs and our minds although groundless

Were delusions of grandeur that children posses

Later we'd grow and discover life's mess

We were gleeful, contented, engrossed and so free

Not troubled by germs or the odd bloodied knee

Our parents could scold us without facing jail

No Play station needed, no Ipads, junk mail

Our garden my kingdom where I gaily played

Cowboys and Indians in the tents that I made

Cars were so few and the streets safe to roam

Night time was safe as you journeyed back home

Remember my childhood with such fondness, I do

And memories flood back with the deckchairs in view

In the days when the family bond was so strong

And childhood so precious in the summertime long

Back in the park as my bum takes the seat

Attendants want money to sit in the heat

Cutbacks and costs mean the band won't be showing

Guess life has changed some, so I'd better be going

.

Written May 20th 2011

Photograph taken at 10:28am on May 12th 2011 in St James Park, Central London, England.

Nikon D700 24mm 1/800s f/4.0 iso200

Nikkor AF-S 24-70mm f/2.8G ED IF. UV filter. MetaGPS geotag.

Latitude: N 51d 30m 12.95s

Longitude: W 0d 8m 0.70s

Altitude: 9.0m

1911 postmarked postcard view of East Main Street at Centerville, Indiana. This view is looking east through the Main Cross Street intersection. It had been snowing and passengers were ready to board a trolley car. The trolley belonged to the THI & E (Terre Haute, Indianapolis & Eastern) Traction Co.

Few business signs are readable and Centerville didn’t have a standard street address system until sometime after 1913. The 1913 Sanborn™ fire insurance map set for Centerville shows a furniture store in the brick building at the left edge of this view. Next door, that map set shows a hardware business at street level and a lodge room upstairs. The map set includes a note saying the building was "boarded up." The 1896 Sanborn™ map set shows the IORM on the second floor of that building. A sign in one of the display windows appears to have been advertising a LORAIN _____ RANGE. Except for a grocery two doors east of the hardware store, the other structures in that block were houses.

On the northeast corner at First Street, the building had a bell tower. The 1913 map set shows that the council room and fire department occupied the first floor of that building while an opera house occupied the second floor. The fire department consisted of 25 volunteers, one Silsby steam engine, and one hook and ladder cart. The bell tower was 24 feet high.

On the south side of the street, a LIVERY and FEED SALES sign advertised a large livery business located on the west side of the alley between Main Cross and First Streets. A jewelers' trade sign (pocket watch) was hanging above the sidewalk in that vicinity, but neither Sanborn™ map set shows a jeweler in that area. The 1913 map set shows the traction station location just two doors west of the livery business, near where the passengers were boarding the trolley. Just above the gentleman standing on the nearby corner was a LUNCH ____ sign. The 1913 Sanborn™ map set shows a restaurant/pool room at that location. One of the signs posted on the nearest utility pole advertised HONEST SCRAP chewing tobacco. The sign above that one also advertised a tobacco product.

From the collection of Thomas Keesling.

The full postcard image can be seen here.

www.flickr.com/photos/hoosier_recollections/6875421589/in...

Copyright 2008-2013 by Hoosier Recollections. All rights reserved. This image is part of a creative package that includes the associated text, geodata and/or other information. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.

The atmosphere was hot. It was on the front. I had a hat. I bought an ice cream. I ate it. It tasted good and cool and creamy. I felt better. I felt happy. In Southend.

This book is based on the memoirs of Mrs Augusta Mary Tawke, who was born around 1819 at Priors, near Brentwood, Essex, and lived, for the most of her life, by condition of marriage, at The Lawn, Rochford. She was married to Arthur Tawke of Chigwell, Essex, Magistrate of Rochford, and they had one child, Augusta Saumarez Tawke, who was born c1856. Arthur Tawke died on 11 May 1884.

The household members at The Lawn were Mary A. Stock of Hockley (Ladies Maid), Alice Stock of Hockley (Housemaid), Margaret Keeling of Danbury (Parlour Maid), Mary A. Smith of Rochford (Cook) and Adelaide Blowers of Rochford (Kitchen Maid). Details obtained from the 1881 Census of Rochford.

Augusta Mary Tawke’s memoirs had been been recorded by her daughter by 1911 as her mother, then in her 93rd year, was quite blind. She later died on 14 January 1916 at Belgrave, The Cliffs, Southend-on-Sea. Probate on 9 March 1916 settled Augusta Saumarez Tawke (who was a spinster) with effects to the value of £7,049 9s. 6d.

In her memoirs, the reader being taken on a gentle tour around Southend-on-Sea, and will meet some of the tradesmen of Prittlewell, and then stroll towards the sea via Whitegate Corner to meet some of the most interesting and, even taking into consideration today’s generations, most quirky townsfolk.

The reader is then taken to the Terrace by the Royal Hotel and the library opposite, which was frequented and favoured by royalty, and meet some of the residents, including Mrs Pilton, who ran her little shop in the depths of the Shrubbery, and then back around past the fields to where Alexandra Street would be built (this road being taken from a portion of the beautiful garden of Mr John Page). There is a front row seat too, for the visit by special train of HRH Princess Louise to Southend on 9 December 1912, who declared an extension of the Victoria Hospital in Warrior Square open. Invited guests were crowded into the reception room in the Winter Garden at the Palace Hotel for a special afternoon.

A treat is in store, too, as the reader is taken on the first steam train out of Southend -well, as far as Wickford, anyway. The return journey was delayed because of a derailment further up the line, but it is worth noting the differences in the level of interest and enthusiasm towards this new transport system as it has just reached our town! The book also takes the reader to Southchurch, Prittlewell, Rochford, Hawkwell, Hockley, Rayleigh, and Thundersley.

The final chapter includes an extraordinary List of Executions in Essex in the 100 years leading up to 1871: crimes include many highway robberies.

Kindle Edition

www.amazon.co.uk/dp/B07QQ3F325

Group of three ATC: vintage stamps and heart charms layered with muslin and quilted under vinyl .

Titus, Lisa, and Michael Hall. Recollections of a Twentieth-Century Odalisque. New York, N.Y.: L. Titus, 1997.

See MCAD Library's catalog record for this book.

intranet.mcad.edu/library

Taken in 1981-82 with Zorki-4 on Fortepan 400 film, developed in 2009.

Listen some noise from those ancient times

@Ushigome, Tokyo

Nilima Lambah, wife of Satinder Lambah, an Indian Foreign Service officer, gets candid and presents a cavalcade of interesting episodes, anecdotes and fascinating experiences culled from a life she lived in a host of countries for thirty years. From leading a life under the microscope of intelligence agencies in Pakistan, to hosting a dinner just a few hours after an earthquake shook their home in San Francisco - her accounts are not only witty, but also present a picture of the culture and society of the various places she visited. A Life Across Three Continents offers a glimpse into different aspects of a diplomat's life from the point of view of his wife - its glitter and glamour; its protocol and surprises; and coming to terms with foreign soil and diverse cultures. Written simply, these recollections of Nilima Lambah have something for people of all ages and from all walks of life. An amalgam of wit and humour, this is both informative and entertaining.

Ok I used 13 brands most from my scraps

Basic Grey

Crate Paper

Studio Calico

ColorBok

My minds eye

Lawn Fawn

Recollections

We r Memory Keepers

Teresa Collins

Amy Tangerine

Scenic Route

Authentique

Beck Higgins Project life

Recollection of the Indian Freedom Struggle and formation of the Indian National Army by Netaji Subhash Chandra Bose

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This link will take you to the Flickr page showing the full print.

www.flickr.com/photos/hoosier_recollections/2686443509/in...

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Postcard Description

1908 postmarked postcard showing a huge crowd gathered in the public square at Shelbyville, Indiana. They were there to watch the circus parade. The date was September 6, 1907. This Forepaugh-Sells Circus had been in Fort Wayne on the 2nd. The circus wagon numbers were 91, 56, 52 and 43. Besides all the people and the circus wagons, there were numerous personal buggies and wagons as well. One of the wagons near the lower left-hand corner was a delivery wagon advertising FIVE POINTS GROCER. Most of the owner’s name, __ __LARK, can’t be seen. The 1909 Chadwick history² mentions a “Lester Clark, grocer,” but provides no further information.

This view is looking southwest. The two-story frame building at the left housed four businesses according to the 1905 and 1910 Sanborn™ fire insurance map sets for Shelbyville. Those businesses in 1905 were, from east to west, confectionery, barbershop, harness shop and saloon with pool and billiards in the back. By 1910, the confectionery business had been replaced by a moving pictures business and the saloon replaced by a drugstore. In this scene, the business sign on the left advertised CONFECTIONS, but the name at the top of that sign isn’t quite readable. A 1902 business directory¹ listed a confectioner by the name of A. L. Sparks at this location (43 Public Square). The next sign to the west advertised J. W. WORDEN’S HARNESS SHOP (39 Public Square). The LAW OFFICE sign upstairs includes a single name, but it’s not readable. The 1902 business directory included a listing for a saloon owned by Cheney and Doran next to the harness shop (37 Public Square).

Both map sets identified the store in the southwest corner (35 Public Square) as simply a general store and showed the K. of P. Lodge on the third floor. In this scene, the sign on the utility pole back in that corner advertised MONDAY SEP 2. The remainder is unreadable. The store with the HEADQUARTERS FOR SCHOOL BOOKS AND SUPPLIES banner was identified in both map sets as a clothing store (33 Public Square). Next door, (31 Public Square), the sign advertised JOHN HORST BOOTS & SHOES. Both map sets show a boots and shoes business at this location and the 1902 directory also listed the Horst business at this location. Both map sets show a bank on the corner at West Washington Street (27-29 Public Square). The sign on that building identified it as FIRST NATIONAL BANK. It wasn’t listed in the 1902 directory. Upstairs from the bank was a sign advertising OFFICE OF HOME ADDITION LOTS 2 DOWN ___ WEEK NO TAXES NO INTEREST NO MORTGAGE NO EXTRAS PAYMENTS MADE AT SHELBY NATIONAL BANK T. E. GOODRICH AGT.

At the back of the bank building on West Washington Street, a small sign just above the circus wagon advertised a LAW OFFICE. The name is unreadable, but that sign was at the entrance that probably led to the stairway to the upper floors of the bank building. The address of the two-story brick building west of the bank was 21 West Washington Street. The 1902 directory listed the “Downey & Major” law firm at that address. Two small frame buildings stood next door (23 and 25 West Washington Street). The 1905 map set showed an office and a wallpaper business at those locations, respectively. The 1910 map set showed a wallpaper and a fruit business at those respective locations. The PICTURE FRAMES and WALL PAPER & MOULDINGS signs were at the 25 W. Washington Street address in this scene. Another sign identified the proprietor as CHARLES B. CAGE. The 1902 business directory listed “Lange & Cage” in the wall paper business at that address.

1. Johnson’s Business and Professional Directory (Washington, D. C.: Johnson Publishing Co., 1902). Available online at archive.org/details/johnsonsbusiness190203wash.

2. Edward H. Chadwick, Chadwick’s History of Shelby County, Indiana (Indianapolis, IN: B. F. Bownen & Co., 1909). Available online at ia802704.us.archive.org/0/items/chadwickshistory01chad/ch....

From a private collection.

Copyright 2006-2016 by Hoosier Recollections. All rights reserved. This image is part of a creative package that includes the associated text, geodata and/or other information. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.

@Kagurazaka, Tokyo

1915 postmarked postcard view of the Lake County Court House in Crown Point, Indiana. The courthouse square was bounded by Clark Street on the north, Main Street on the east, Joliet Street on the south and Court Street on the west. This view was looking northwest from the southeast corner of the intersection at Main and Joliet Streets.

The two-story frame building behind the buggy near the left edge of this view was the location of a saloon when the 1905 and the 1910 Sanborn™ fire insurance map sets for Crown Point were being prepared. The building was on the northwest corner of Court and Joliet Streets (115 South Court Street). The two-story brick building north of the saloon housed a grocery in the south half of the building. The awning on that building is partially blocked by a tree, but has GR___RIES AND _____ printed on the awning. The printing on the front edge of the awning may include the owner’s name, but is unclear. Both map sets show a grocery at that location.

On the north side of the square, the visible businesses include the Paul E. Raasch seed and feed store. Part of the RAASCH name is visible along with the words FEED and CEMENT immediately to the right of the courthouse. The 1910 Sanborn™ map set shows the Raasch business in three frame buildings at 112-114-116 West Clark Street, selling seed, feed, cement, plaster and lime. The business sign in this postcard view is on the single-story building just west of the alley at 116 West Clark Street. The printing on the awning east of the alley appears to be G____RIES. The 1910 map set shows this two-story building (110 West Clark Street) with a grocery on the first floor. That building replaced the single-story frame building (and harness business) that is shown in the 1905 map set. The 1910 map set also shows a barbershop east of the grocery in a single-story frame building. A large CADWELL BARBER SHOP sign is visible above the awning at that location (108 West Clark Street). That building housed an unidentified office when the 1905 map set was being prepared. The brick building east of the barbershop is shown on the 1910 map set as a three-story structure with an address of 101 North Main Street.

A working water fountain stood on the southeast corner of the courthouse square. The time on the courthouse tower clock was 12:10.

From a private collection.

The full postcard image can be seen here.

www.flickr.com/photos/hoosier_recollections/8137005280/in...

Copyright 2006-2014 by Hoosier Recollections. All rights reserved. This image is part of a creative package that includes the associated text, geodata and/or other information. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.

________________

The following additional information is provided courtesy of David Enyart from his “Data Base of Indiana Court Houses.”

This was the fourth Lake County Court House. It was in use from 1880 through 1971.

Details: Castle style architecture; National Historic Place

Cost: $52,000

Architect: J.C. Cochrane

Builder: Thomas & Hugh Colwell

Cornerstone: 9/10/1878

Dedicated: 1880

Expansions completed in 1909 ($160,000) & 1928 ($80,000)

In addition to the Circuit Courthouses in Crown Point, there have been several Superior Courthouses in Hammond, Gary, and perhaps East Chicago. The first Hammond Courthouse was a Romanesque structure completed in 1903. This courthouse was constructed for at a cost of $77,000 and had an $118,000 addition in 1910. J.T. Hutton designed this courthouse or the Hammond Federal Courthouse, although he may have designed both.

J.C. Cochrane designed the 1879 courthouse as well as the Porter County Courthouse completed in 1885. The 1879 courthouse remains as a community project with a museum, meeting rooms, shops, and restaurants.

David has compiled additional information for this and the other 91 Indiana counties. Through David's generosity, all of that information can be found at the Allen County Public Library Genealogy Center. The web address is www.genealogycenter.info/search_incourthousehistories.php.

Past recollections of a former railway are only, at best, as good as the time of the visit, or visits.

My early recollections date from the 1960s with trips to Sutton Oak Locomotive Shed, parts of the

railway to Widnes, St Helens Glassworks and the Ravenhead Colliery included. Any indication of

stationary engine worked incline on the railway between St Helens and Widnes were not then

apparent.

Subsequent research since that time has revealed a railway with a complex history that stretches

back to 1829 when proposals for a railway linking the Mersey at Runcorn Gap directly with the

coal mines at St Helens were made. These collieries were already served by the Sankey Navigation,

but the new proposal promised a shorter route and a new wet dock at Widnes.

By November 1829 Charles Blacker Vignoles was preparing plans for the railway and the

application to parliament.1 Vignoles was engineer for both the Wigan Branch Railway and the St

Helens & Runcorn Gap Railway (appointed at salary of £650 per annum for each railway in June

1830)2 and proceeded with both these schemes at the same time arranging construction after

their respective acts were granted in 1830.

Shares were set at £100 each of £120,0003 needed for the railway to be made and a subscription

was arranged. The bill passed through parliament and received royal assent on May 29th, 1830.

The wording was:

1 Manchester Mercury, November 10th

, 1829

2 Life of Charles Blacker Vignoles by Olynthus Vignoles p 142

3 Capital of £170,000 was reported in Edwards Baines Directory of Lancashire 1836

2

An act for making a colliery from Cowley Hill Colliery in the parish of Prescott and county

palatine of Lancaster to Runcorn Gap in same parish (with several branches) and for

constructing a wet dock at termination of said railway at Runcorm Gap.4

There were various clauses to note:

19 lands or works of Liverpool and Manchester railway not to be interfered with without

consent

122 ships of war and vessels etc employed in his majesty’s service in the conveyance of

officers, soldiers, or horses, arms, ammunition or baggage not to be interfered with, or of

and ordnance, barracks or commissariat stores not to be interfered with or vessels in the

service of ordnance, customs or excise, or postmaster general exempted from toll

176 saving the rights of the Duchy of Lancaster

177 saving the rights of the Liverpool and Manchester Railway co, Mersey and Irwell and

Sankey canal companies

178 saving the rights of Liverpool

Corporation and the Dock Trustees

Peter Greenall was appointed chairman of the company with John Witley, as clerk and solicitor,

and many advertisements for the company had the name of Harmood Banner, Treasurer,

Commerce Court, Lord Street, Liverpool. C B Vignoles, provided estimates at his Liverpool office.

An early advert was for rails and pedestals which appeared in several newspapers for June 1830.

Contract for railway iron

Persons desirous of contracting for wrought iron rails and cast iron pedestals which may be

required for the St Helens & Runcorn Gap Railway, may obtain specifications on application

(if by letter post paid) to Mr C Vignoles, engineer at his office No 100 Bold Street, Liverpool,

Sealed tenders must be sent into the treasurer on or before July 6th next

HARMOOD BANNER, Treasurer

17th June 18305

The appointment of directors and determining a line for work to start was arranged and

mentioned at a general meeting of the Company held in July 1830. Work was set to start at Broad

Oak where the junction with the Liverpool and Manchester Railway was planned to be made and

at the Widnes end of the line.6 The task of construction of building the railway was let in 3

contracts, at first. But, the precise progress of construction is one that remains unclear, at present.

This was a railway that began at Cowley Hill Colliery, which was placed at Windle, St Helens and

proceeded south east through to Sutton Oak and the branch railway that ran south west from

Broad Oak Colliery Parr, St Helens. Near Sutton Oak was the junction with the link to the Liverpool

& Manchester Railway, the railway then ascended an incline to a summit level, which was worked

by a stationary engine. The railway then proceeded due south towards the top of the Widnes

incline where there was another stationary engine and then the railway descended again towards

Widnes and crossed the Sankey Navigation by a swing bridge to terminate in a wet dock beside

the Mersey where flats and other vessels were loaded with coal, the principal cargo for the line.

4 11th Geo IV Cap LXI May 29th, 1830

5 Aris’s Gazette June 28th, 1830

6 Manchester Courier, July 30th

, 1830

3

Contract No 1 seems to be the work started north of the Liverpool and Manchester Railway

towards Cowley Hill and Broad Oak Collieries. Lot 2 was advertised in September 1830 for the

railway from the Liverpool & Manchester line to the brook below the Horns Public House at

Widnes.7 The third contract was from the Horns Public House to Widnes Docks.8

Widnes Dock construction began with the request for building stone to Vignoles specification,

which was followed by offers to tender to build the docks at ‘Widnes Worth’ and the supply of a

24 HP steam engine to pump water from a depth of 25 feet as specified by Vignoles.9

The firm of Lee, Watson & Co, St Helens supplied a stationary engine for working the two incline

planes on the railway. Robert Dalgleish Junior, who then worked for Lee, Watson & Co was

involved in this contract .10 These inclines were called Sutton and Widnes with the Sutton incline

being of an inclination of 1 in 70.11

Priestley’s account of Navigable Canals and Railway, 1831 provided a detailed description of the

railway:

SAINT HELEN'S AND RUNCORN GAP RAILWAY.

11 George IV. Cap. 61

Royal Assent 29th May, 1830

The main line of railway commences from Cowley Hill Colliery, about two miles north of

the town of St. Helen's, from whence its course is southwardly by Gerrard's Bridge Colliery,

crossing the Sankey Brook Navigation near St. Helen's; thence by Peaseley Cross, Barton

Bank Colliery to Toad Leach, where it crosses the Liverpool and Manchester Railway. Its

course hence is by Tibbs Cross, Plumpton Mill, to the River Mersey at Widnes Wharf,

directly opposite the Old Quay Docks of the Mersey and Irwell Canal; crossing in its course

the line of the Sankey Brook Extension near its western termination. Adjoining and

communicating with the Mersey, a capacious wet dock, two hundred yards in length with

two openings with tide locks, is to be constructed, where ships and other vessels may

securely lie while waiting for cargoes. The length of this railway, embracing the amended

line from Runcott Lane towards Cowley Hill Colliery, is eight miles and seven furlongs ; and

there are thirteen branches which are together in length six miles, five furlongs and eight

chains, viz. the branch from near Tibbs Cross, in a northwest-wardly direction to the

Liverpool and Manchester Railway, at Elton Head Colliery, is one mile, five furlongs and

four chains in length ; another in a northwest-wardly direction, to join and communicate

with the Liverpool and Manchester Railway with greater facility, one furlong and five

chains in length ; and another branch from the same point, communicating with the above

railway to the east ward, two furlongs and five chains in length ; one from the north side of

the Liverpool and Manchester Railway, to communicate with it in a south west-wardly

direction, two furlongs and three chains in length , and another branch to the eastward,

with the same object, one furlong and five chains in length ; from near Barton Bank

Colliery, there is a branch to Broad Oak Colliery, in length seven furlongs and two chains ;

7 Liverpool Albion, September 13th 1830

8 Liverpool Albion, November 1st 1830

9 Liverpool Albion, November 15th, 1830

10 Life of Charles Blacker Vignoles, p144

11 Obituary Robert Dalgleish, Proceedings of the Institution of Civil Engineers, 1883 Vol LXXIV p 531

4

and from the last-mentioned branch there proceeds two collateral branches, one

proceeding northwards to the Sankey Brook Colliery, one furlong and five chains in length,

and another from the same point, in an eastwardly direction, to Ashton's Green Colliery,

being in length two furlongs and six chains. The branch to Ravenhead Plate Glass Works

quits the main line a short distance north of Peaseley Cross, and proceeds in a straight line

westwards, across a branch of the Sankey Brook Navigation to the works above-

mentioned, and is in length one mile and six chains; from this last -mentioned branch there

proceeds three collateral branches, viz. one by Sutton and Burton Head Collieries to

Dobson's Wood, which is in length six furlongs; another to the St. Helen's Plate Glass

Works, in length one furlong; and another to Messrs. Clare and Haddock's Colliery, in

length one furlong and one chain. From near the termination of the main line near Cowley

Hill, a branch proceeds in a north -eastwardly direction to Rushy Park Colliery, in length

four furlongs and six chains. The main line, as we have already stated , is eight miles and

seven furlongs in length, viz. from the Wet Dock to the Elton Head Colliery Branch, three

miles, five furlongs and five chains; thence to the two branches, communicating north -

eastwardly and north west-wardly with the Liverpool and Manchester Railway, one mile,

five furlongs and four chains; thence to where it crosses the Liverpool and Manchester

Railway, one furlong and four chains ; from the Liverpool and Manchester Railway to the

two branches which communicate with it south west-wardly and south eastwardly , one

furlong and one chain ; thence to the Ravenhead Plate Glass Works Branch , one mile and

six furlongs ; from the last-mentioned branch to where the Rushy Park Colliery Branch

leaves the main line, one mile, one furlong and three chains; thence to its termination at

Cowley Hill Colliery, two furlongs and three chains, making the total length eight miles and

seven furlongs. From the wet dock the railway is designed to rise gradually 142 feet in

nearly one equal plane of four miles in length; and the next four furlongs and a half,

terminating at the place called the Clock Face, is level; from this place there is a descent of

70 feet in one mile and five furlongs by a gradual inclination; and from thence to its

termination there is a rise of 18 feet. The Elton Head Branch rises 44 feet in one inclined

plane to the Liverpool and Manchester Railway. The branch to Dobson's Wood has three

different inclinations, but altogether the rise from the Ravenhead Branch is 34 feet, and

the last-mentioned branch rises 50 feet. The Broad Oak Colliery Branch is nearly level; and

the other remaining branches are of so little moment as scarcely to call for further

description. This work was designed by C. B. Vignoles, Esq. civil engineer, who estimated

the cost at £119,980, which includes the sum of £ 31,620 for the wet dock, and £ 10,900

for contingencies. The act authorizing the execution of the above works received the King's

assent on the 29th May, 1830, and is entitled, ' An Act for making a Railway from the

Cowley Hill Colliery, in the parish of Prescot, to Runcorn Gap, in the same parish, with

several Branches therefrom , all in the county palatine of Lancaster, and ' for constructing a

Wet Dock at the termination of the said Railway at Runcorn Gap aforesaid .' The

subscribers, at the time the bill was in parliament, consisted of forty -one persons, who

were incorporated as ‘The Saint Helen's and Runcorn Gap Railway Company’, with power

to raise amongst themselves, the sum of £ 120,000 , (of which, £ 100,200 was subscribed

before the act was obtained ) in twelve hundred shares of £ 100 each ; and the whole is

directed to be subscribed before the work is commenced . If the above be insufficient, they

may raise by mortgage of the undertaking the further sum of £ 30,000. The act further

directs that the inside edges of the rails shall be 4 feet 8 inches apart, and the outside

edges 5 feet 1 inch ; and that the railway shall not cross the Liverpool and Manchester Rail

way on the same level, but either by a tunnel or by a bridge to be constructed under the

5

superintendence of the engineer of the Liverpool and Manchester Railway, and that there

shall be not less than three passing places in every mile.

During 1832 work on building the railway was proceeding with expectation of completion during

1832. The despatch of the ‘Rushey Park’ coal and what was considered a valuable coal for sale.

Through using sailing vessels the traffic could clear the customs house at Runcorn and pass

directly to Ireland. The coal was intended to be loaded directly from railway waggons into boats

which arrived on the morning tide and left by the evening tide.12

Plans for locomotive power were laid out by Charles Vignoles. He requested specifications which

included that the wheels were to be 54 inches in diameter, axles 5 inch diameter, cylinders 13 in x

20 inch stroke, weight with boiler not to exceed 8 tons, the engine to work with coal and the four

wheels to be moved. Boiler to be guaranteed to generate a power of not less than 2500lbs and

velocity of 10 mph, drawing 150 tons including its own weight and that of a tender at a rate of 5

mph up an inclination of 1 in 400. The Horseley Iron Company of Tipton agreed to supply three

locomotives to these specifications at a cheap price of just under £500 each. Their previous history

in engineering had included steam powered boats. It was a new business for them and they

employed Matthew Loam to design them. These 0-4-0 Tender Engines were called Greenall, St

Helens and third may have been called Runcorn.13

This was also a railway where horses were employed for haulage. Bertram Baxter mentions the

several stone block tramways and railways that linked with the Sankey Navigation, but does not

record any details of the St Helens Railway. Wishaw also fails to mention any details of the railway,

but as Vignoles was engineer his particular design of fastening to sleepers was probably adopted

at first and the sleepers were originally stone blocks.

14

A major structure was the crossing of the Liverpool & Manchester Railway by a stone bridge with

iron railings, which constructed had after an agreement was made between Vignoles and George

Stephenson, engineer for the Liverpool & Manchester Railway. This bridge was later replaced by

an iron girder bridge. An early sandstone stone bridge of 5 arches did remain which used to

convey the turnpike from Liverpool to Warrington over the St Helens railway.

12 Gores Liverpool General Advertiser April 12th, 1832

13 A History of Horseley, Tipton two centuries of engineering progress - J S Allen. Landmark Publication 1993

14 Life of Charles Blacker Vignoles, p 145

6

The Bridge over the Liverpool & Manchester Railway near Sutton Oak

Vignole’s Stone Bridge was apparently made to a high standard even if the rest of the railway was not.

Heartland Press Collection 523911

Opening of the railway was gradually accomplished and for the strict chronologist there must be a

question of when and how many times did occur, the published date of February 21st 1833 was

only one of them. The line between St Helens and St Helen Junction was completed by March

1832 and horse drawn passenger service is stated to have commenced from the First Station at St

Helens to St Helens Junction Railway on the Liverpool & Manchester Railway in September 1832.

The first coal traffic to Widnes Dock was made before December 1832 following a wager:

St Helens and Runcorn Gap Railway

On Wednesday last a train of coal waggons started from Broad Oak Collieries on the

Northern Extremities of St Helen’s and Runcorn Gap Railway and passed along the line to

the docks constructing at Runcorn Gap and were discharged into a vessel, which left the

docks on the following tide. Although the waggons travelled along the extreme length of

the line, it is not considered as a general opening, (which however will very shortly take

place), but resulted in a wager between a colliery proprietor and the engineer of the

Sankey Canal- the former gentleman persisting, that it would be possible to convey a vessel

load of coals to the Mersey by this railway before the 1st of December. It is needless to say

that this was accomplished. The train was accompanied by Peter Greenall, esq, the

chairman of the company, Thomas Kidd of Widnes and several other directors of the line

under the direction of George Thornton, the resident engineer of the railway and docks.

These gentlemen were accompanied by the highly respected contractors for the line messr

Nowell, Thornton & Seed together with an number of workmen and the inhabitants in the

neighbourhood of the railway.15

This useful notice names George Thornton as resident engineer for the railway and docks and also

gives the names of the contractors for the railway as Nowell, Thornton & Seed.

Another ‘opening’ was quoted in early January 1833 when a coal train passed onto the Liverpool &

Manchester Railway. Yet the docks remained uncompleted, and during the month of August 1833

15 Liverpool Albion December 3rd 1832

7

seems to be a date for the practical completion of the railway and docks. It was in August that the

railway was announced as completed along with the branch roads to the collieries. It was reported

that the St Helens and Runcorn Gap Railway has been silently pursuing its operations for the last

two or a little more years and may be said to be now completed and fairly open for business.

During the last month the transit of coals from the collieries in the neighbourhood of St Helens to

the dock at Widnes Marsh has increased and it is uncommon to send down the line and ship

between 400 to 600 tons per day and it is calculated to ship up to 1200 and 1500 tons per day and

the dock can admit vessels of up to 300 tons burden. The locomotives were powerful are capable

of hauling 150 to 200 tons of coal at a time at a speed of from 8 to 10 mph.

16

The original locomotive stock was confined to only certain parts of the line through the central

inclines enforcing rope haulage which limited their use. However Vignoles had a clear concern

over the working of the original three Horseley locomotives. He thought that they were complete

failures in the mechanical arrangement, but noted they were cheap engines. In the first week or

two of their working on the railway the railway company seldom had more than one out of the

three at work together, the others being laid up for continual repairs. He did not state this as a

reproach against the Horseley Company, but had concerns that cheap engines do no credit either

to makers or to companies!17

Matthew Loam had by that time left the Horseley Company to work for the Vulcan Foundry at

Newton Le Willows and was replaced at Horseley by Isaac Dodds. It was Dodds that superintended

the construction of another locomotive called either Monarch or Mersey. This locomotive was also

a four coupled tender locomotive but had inside cylinders. Dodds also then was responsible for

building the Star, a 2-2-0 tender locomotive for the Liverpool & Manchester Railway, but that

engine did not enter service with them. A collision with another locomotive Caledonia had fatal

consequences for the Horseley Company engine man Ralph Thompson and return of the damaged

locomotive to the makers.

The St Helens & Runcorn Gap Railway also chose to purchase three engines made by the London

firm of Braithwaite & Erickson. These were all of the vertical boiler type. The first was the

unsuccessful candidate for the Rainhill Trials, the Novelty, which had been rebuilt by Robert

Dagliesh senior before passing onto the St Helens Railway. The other two were the William IV and

Queen Adelaide who had been also built for the Liverpool & Manchester Railway but were not

taken into stock. The less onerous demands of the St Helens Railway probably ensured their

continued existence and purchase at a cheaper cost assisted the St Helens Railway finances.

Freight traffic continued to increase and remained principally coal, although there was some

return merchandise traffic such as copper ore. In addition to freight traffic also included passenger

coaches attached to freight trains. The passenger traffic was handicapped through the inclines,

however.

16 Liverpool Standard and General Commercial Advertiser August 16th, 1833

17 A History of Horseley, Tipton two centuries of engineering progress - J S Allen. Report of letter from Vignoles

November 26th 1833

8

Finance was a clear factor that led to St Helens Railway looking for additional sources of money. In

1834 an act was granted to enable the St Helens Railway to raise additional money (£40,000)

through mortgage.18

Several accidents occurred on both the Widnes and Sutton planes. In 1835 there was a fatal

accident caused through a rope breaking on the Widnes Plane.19

Passengers travelling along the railway, in 1835, was described by Sir George Head in a book

entitled ‘Home Tour Through the Manufacturing Districts of England’ His journey on the line began

with taking the horse drawn carriage from St Helens Junction to the original passenger station at

St Helens where he visited a copper works and a plate glass works:

Being on my way to St. Helens, I was discharged, together with seven or eight other

passengers, from within one of the carriages of the train from Liverpool to Manchester, at

the foot of the Sutton inclined plane, on the railroad, and as the train from Manchester

had not yet made its appearance, we waited here about half an hour. So soon as both

squads of passengers had arrived from either end of the line, we all got into one large

covered vehicle, and were dragged at a foot pace, by a single horse, along the branch

railroad, about a mile in length, that leads to the town. Nothing can afford a more striking

contrast, in point of celerity and convenience to passengers, than these newly - formed

branch railroads with those on a well-established line; neither is this difference a

disparagement to the undertaking but frequently inseparable from an early stage of

proceedings. At all events, the present mode of conveyance was as disagreeable and as

slow as can well be imagined. Large quantities of coal are sent from St. Helens to the banks

of the Mersey by the Sankey Canal, from whose basin, which is of considerable extent, the

vessels enter the river at Runcorn. By the new railroad also numerous coal waggons are

continually despatched in a parallel direction, the proprietors having extensive premises

and a commodious dock- basin adjoining the other, for the convenience of the Liverpool

small craft attending to receive cargoes. A great deal of this coal goes to Ireland.

Sir George Head then gave a graphic description of what it was like to travel as a passenger to

Runcorn on the railway:

BRANCH RAILROAD FROM ST. HELENS TO RUNCORN.

It behoves not those people to whom time is of value, to travel by the railroad from St.

Helens to Runcorn; for it by no means follows, that because arrangements have been made

to convey trains of coal-waggons from one end of a line to the other, accidental passengers

are to be equally favoured in their transit. In fact, the transport of passengers on these

branch railroads seems almost altogether a matter of accommodation, which people are

willing to receive, under any restrictions, rather than be left behind; at the same time, it is

worth considering why any undertaking, be it what it may, if not intended to be done well,

is attempted to be done at all. I started from St. Helens on my way to Runcorn by the

railroad, (fortunately one fine afternoon, as the time expended in travelling the eight miles

was very nearly three hours,) in the same vehicle, drawn by one horse, in which I had

18 4 & 5 William IV Cap iii, Act to enlarge the powers and provisions of the St Helens & Runcorn Gap Railway

Company, March 26th 1834

19 Evening Chronicle February 15th, 1835

9

arrived. Having crossed the Liverpool and Manchester line, we had not proceeded more

than a mile and a half, when the driver suddenly pulled up and demanded six pence, the

expense of my conveyance for the part of the distance already performed; I therefore

ventured to ask by what means I was likely to accomplish the remainder. The man replied

that I must wait on the road, where we then were, while he went back to the Liverpool and

Manchester line to wait for the trains and bring more passengers; adding, in a consolatory

tone, he would not be absent more than an hour. I actually waited an hour, plus one

quarter, at the bottom of an inclined plane, which, being surmounted, the carriages

descend the declivity, on the other side, by their own gravity. At the top is a stationary

engine, which draws them up, by help of an endless rope. As the laden carriages are thus

raised, an iron skid is attached to the last, to prevent accident, in case the rope should

chance to break; and a low small carriage follows the laden ones, in which a man sits,

whose sole business is to attend this skid. Arrived at the top of the inclined plane, the man

removes the skid into his own vehicle, and taking charge, at the same time, of a set of

empty carriages, down they go altogether back again à la montagnes Russes. Therefore,

having nothing to do, I amused myself, while waiting for my conveyance, by accompanying

this man a few trips up and down, though a few experiments were quite sufficient, till I

perceived the carriage, on its return from its expedition, crawling slowly along towards the

bottom of the inclined plane, where it was taken in charge by the dragsman, and being

detached from the horse, was fixed behind a train of laden coal waggons, and drawn to the

top. Not a single passenger had arrived from the Liverpool and Manchester trains, so that

the delay (of some importance at least as far as regarded numerous coal waggons some

time since ready to proceed to Runcorn) was to no purpose. A heavy-looking old man now

took charge, and commenced business by demanding nine pence, the remainder of my

fare to Runcorn. Under this person's guardianship, it was necessary to descend the inclined

plane, which was not altogether agreeable, as some consequence is to be attached to the

management of the brake, the only countervailing power, on the occasion, to the impulse

of gravity; and somehow or other, I had an apprehension that this old man would run us

down too fast. However, as it happened in the result, though fault there was, it was on the

opposite side, for he went down too slow. The engine- man, instead of taking the vehicle,

as is usual, in tow to follow in the rear, proposed instead to place it in front, and so, as it

were , dragging after him a heavy train of laden coal waggons, push it, or rather kick it

along ; and matters being thus disposed, we began to descend the declivity. The carriage

was a sort of hermaphrodite vehicle, one part open and the other closed. I took my station

in the open part, which was behind, so that, as I sat with my back to the direction of our

motion, I had a full view of everything that followed on the line, particularly of our engine

and its train of coal waggons, which had halted at the top, in order to allow the old

gentleman in charge sufficient time to get down. In short, as we descended the declivity,

my face was in the same direction as that of an outside passenger who sits behind with his

back to the stage- coach. The engine-man having given the other what he imagined all

necessary law, and underrating the celerity of his own movement, in the meantime came

trundling along down the hill after us at a winning pace. I immediately saw that collision

was inevitable, and a tremendous thump we got from the huge body, weighing at least

forty tons, that followed in our wake, and impinged upon us with such force that, no

matter what became of the old man, I having miscalculated in a hurry the direction of the

impulse, though not in the least hurt, was thrown violently out of my seat. We were now

taken in tow, for a short distance, by a second engine, after which it became necessary to

walk a mile and a half from the railway station to the Mersey, and, finally, with

10

considerable delay, to cross that river at the established ferry, previously to our arrival at

the town of Runcorn.

At this time the St Helens & Runcorn Gap Railway concentrated on the freight traffic and those

who chose to use the limited passenger accommodation did so with considerable inconvenience.

For this company the next important step was to find a suitable manager for the railway, during

1837 they advertised for a person, or persons, to work the traffic.

To engineers, contractors and others

The directors of the St Helens and Runcorn gap railway are willing to contract for the

proper and efficient working of the road for one two or three years from January 1st 1838

The road is seven miles in extent with several branches to several collieries. It requires six

strong locomotives to be kept in good working condition

Tenders to be sent on or before Saturday October 14th

Harmood Banner, treasurer

Harrington Chambers, New John Street, Liverpool

27th September 1837

20

That position was taken by Robert Dagliesh Junior and John Smith who had this role through to

1848. They also had an engine factory and locomotive establishment at Sutton near the junction

with the branch to the Liverpool and Manchester Railway. The inherited stock of 6 locomotives, in

1838, were maintained and reconstructed by Dagliesh and probably even after 1848 at the original

Sutton Works. Nine locomotives were reported on the railway at the time of the Gauge

Commissioners reports of 1846.

Engine Manufactory at Sutton

The factory was placed between the main line and branch to St Helens Junction Station

Reproduced from the 6 in Ordnance survey map 108 surveyed in 1846 & 1847

Coal traffic continued to increase, but a strike by colliers did affect trade in 1844. There was also a

determination to improve passenger traffic. In 1844 the directors chose to purchase the Sankey

Brook Navigation. Following the act of 184521 that sanctioned the purchase and merger of

interests. Serious competition for traffic had affected both the prosperity of the railway and the

20 Liverpool Standard and General Commercial Advertiser September 29th 1837

21 8

th and 9 Vict, 21st May 1845

11

navigation and the purchase of the navigation proved to be one of mutual benefit and enabled the

railway to gather finance to progress.

The name of the company was changed to the St Helens Railway & Canal Company. Further

railway extensions were planned which were also authorised by parliament. At the same time

authority to reduce the inclines was given. Work began with the Sutton Incline and then the

Widnes Incline was reduced and those changes made through locomotive working between St

Helens and Widnes possible. Passenger traffic increased in consequence.

John Meadow Rendel, engineer, was consulted on improving Widnes docks and the inclines, and

the company then decided to purchase land at Garston to make new docks, build a sea wall and

reclaim part of the river bed.22

There also followed a considerable period of railway expansion. In 1846 preparations were made

for a railway from Runcorn Gap (Widnes) to Garston Docks, 73⁄4 miles long. The application of 1847

was for a railway to Blackrock and Warrington and included the reduction of the inclines led to an

act in July that year:

Act for the St Helens Railway and Canal Company to make branch railways to Warrington

and Blackbrook and to make certain alterations in the railway and also to take lease of

Rainford Branch from the London & North Western Railway.23

Sutton incline reduction was completed at a cost of £12,000.24 By the Annual Meeting of 1849,

Gilbert Greenall had replaced Peter Greenall as Chairman and with profits increasing the

accumulated fund had reached £9513 and an additional calls on shares was made. The contract

for the Blackbrook Branch was let and was expected to be completed by October 1849. The

contract had been let to reduce the Widnes Incline, make a branch railway to Royal Colliery and

for a short extension at St Helens.25

December 1849 marked the completion, and opening, of the ‘Short Extension’ at St Helens which

was in fact the completion of the railway from the original passenger station to a new passenger

terminus. The initial inspection by the Board of Trade found an incomplete railway.

ST HELENS EXTENSION

Railway Commissioners' Office, October 27, 1849

To Capt. Harness, R.E

Sir, I have the honour to report to you, for the information of the Commissioners, that on

Thursday, the 25th instant, I inspected the extension of the St. Helen's Railway into the

town of St. Helen's. The length of this extension is 214 chains. It has been constructed

without any authority from Parliament, on land belonging to the Company. The line crosses

no public road, but there is one private road and a colliery tramway, which it crosses by

22 A Regional History of the Railways of Great Britain, volume 10, the North West. Geoffrey Holt, David and

Charles 1978 p 62

23 Cap CCLXXI 1847

24 Liverpool Albion March 19th 1849

25 Sun, London ,August 3rd 1849

12

level-crossings, with the consent, as I am informed, of the parties concerned. The whole

extension is on an embankment, formed of ashes and cinders from neighbouring factorie;

the material appears to stand very well. The line crosses the Sutton Brook by a stone arch

of a semi-circular form, 14 feet in span. It also crosses the Sankey Canal, which belongs to

the Railway Company, by a swivel bridge. I believe both these bridges to be sufficiently

strong ; and I do not anticipate any difficulty in the working of the swivel- bridge, for both

railway and canal are under the same direction ; and the Company's regulations are, that

the bridge shall always be set for the trains, and only opened for boats at times when no

trains are expected, and after signals shall have been made to stop any unexpected train

that might arrive. The station arrangements at the new terminus are not yet complete;

neither platform nor signals being ready. At the swivel- bridge, also, the signal is not yet in

place. The permanent way is not properly adjusted. At the junction with the old line, the

plans sent to this department show a curve of 74 chains radius; but on going over the line

it appeared to me that a much sharper curve had in some places been used; and, on taking

measurements to ascertain the true radius, I found that at one place it was under 3 chains.

I attribute this, however, not to any intention of laying out such a sharp curve, but to haste,

or a want of proper attention to preserve the uniformity of the one intended. The rail used

weighs 65 lb. to the yard. This is a light rail, but the traffic will not be heavy, and the speed

will necessarily be slow. It is laid in 16 feet lengths, with cross-sleepers 4 feet apart - a wide

bearing for such a light rail. The fencing of the line is incomplete, one side being wholly

uncovered. The road level crossing only provided with gate one side only

I am of the opinion that before this extension can be opened for safety for public traffic it

will be necessary,

1. To re- adjust the permanent way.

2. To complete the station arrangements at the new terminus.

3. To place signals at the terminus, and at the swivel- bridge.

4. To complete the fencing

5. To put a second gate to the private level -crossing.

I would therefore recommend that the opening of this extension be postponed ; as, in my

opinion, it would at present be attended with danger to the public, by reason of the

incompleteness of the works, and of the permanent way. In conclusion, I beg to inform you

that, in going over the old portion of the St. Helen's Railway, from the junction with the

North Western Railway to the old terminus at St. Helen's, I remarked that the permanent

way was in very bad order, and that some of the junctions with the coal- lines were

effected in a very rough way, by means of shifting rails. I am of opinion that a line for

passenger traffic should not be allowed to remain in such a state, I have, &c,

R. M. LAFFAN , &c . & c. Capt. Royal Engineers.

Such a report led to general improvements and the opening on December 18th 1849, but is a

reflection of how much that was required to be done to the railway on a general basis.

The line to Garston was opened for traffic on July 1st 1852 as far as Garston passenger station and

from there coach transfer was made available to Liverpool. In August 1852 the Board of Trade

authorised the remaining section to be opened to Garston Docks, but the Docks were not finished

until June 1853, when freight traffic commenced. The railway was opened from Runcorn Gap to

13

Warrington (White Cross) 53⁄4 miles on February 1st 1853 and was completed to Warrington Arpley,

2 miles, in 1854. Rendell is stated to be the engineer26 and a Mr Court the resident engineer.

27

Such work was considered important to the Board of Trade as is explained in the following report:

To Captain Galton RE

Manchester, August 30, 1852.

I HAVE the honour to report to you, for the information of the Lords of the Committee of

Privy Council for Trade, that I this day inspected the Garston branch of the St. Helen's

Railway. This branch commences at its junction with the Warrington branch of the same

railway (which is now in the course of construction), a few chains to the eastward of the St.

Helen's and Runcorn Gap Railway; it then crosses the latter railway on the level, and also

forms a junction with it, and runs westward to a new dock the St. Helen's Company are

constructing at Garston, about four miles higher up the river than the Liverpool docks. The

length of the branch is 7 miles and 35 chains, of which 20 chains lie to the eastward of the

junction with the St. Helen's and Runcorn Gap line. Captain Wynne, in his report dated

28th June last, stated, that the portion of the branch included between the junction with

the St. Helens and Runcorn Gap Railway and a point eighteen chains eastward of the

Garston terminus was in a fit state to be opened with safety for the conveyance of

passengers , but that the portion to the eastward of the point of junction with the St.

Helen's and Runcorn Gap Railway, as also the other portion extending eighteen chains to

the eastward of the Garston terminus, could not, from the incompleteness of the

permanent way, be opened with safety to the public. I have the honour to inform you that

the portion extending eighteen chains to the eastward of the Garston terminus is now

complete in every respect affecting the safety of the public, and can therefore be opened

at once. With reference to that portion which lies to the eastward of the point of junction

with the St. Helen's and Runcorn Gap Railway, I have the honour to report to you that it

would be useless to the Company to open it till the Warrington branch, with which it forms

a connecting link, is completed; and I forward herewith a letter from the secretary of the

company withdrawing all notice as to the opening of that portion of the Garston branch.

The secretary informs me that it is the intention of the Company to send fresh notices in

the place of those now withdrawn, at the same time that notices are sent of the intention

to open the Warrington branch. The Garston branch and the Warrington branch of the St.

Helen's Railway are far more important lines of communication than might be supposed

from their designations. Another company, in close alliance with the St. Helen's, are about

to construct that portion of the Lancashire and Cheshire Junction line which lies between

Warrington and Altrincham, and which had been abandoned by the latter company ; and

then the Manchester and Altrincham Railway, the Altrincham and Warrington, and the

Warrington and Garston branches of the St. Helen's Railway will afford an excellent line of

communication between Manchester and the St. Helen's Company's new dock on the

Mersey . The dock covers at present six acres of ground, with a depth of water at the

entrance of from sixteen to twenty feet at high tides; and from the facilities the Company

will have it in their power to afford, in consequence of the unity of management between

26 A Regional History of the Railways of Great Britain, volume 10, the North West. Geoffrey Holt, David and

Charles 1978 p86

27 Liverpool Standard and General Commercial Advertiser August 3rd, 1852

14

the docks and the line, as also from the absence of dock dues, it is probable that this may

become a favourite line of communication between the manufacturing districts and the

shipping of the Mersey. In inspecting the Warrington branch it might be advisable to bear

this in mind, and consider it, not as a mere branch of a secondary line, but as a link in what

will most probably become an important line of communication.

I have, & c..

R. M. LAFFAN Capt. Royal Engineer

Permission to open the line to the joint station at Warrington was given in April 1854

SAINT HELEN'S CANAL AND RAILWAY

Railway Department, Board of Trade,

April 24, 1854.

SIR, I HAVE the honour to acquaint you, for the information of the Lords of the Committee

of Privy Council for Trade, that I have inspected a portion of the St. Helen's Railway

extending from a point near the temporary station at Warrington to the permanent station

at the same place, which is a joint station with the Warrington and Stockport Railway. The

length of the new portion is 45-75 chains. I am of opinion that the double line of rails

above described may be opened without danger to the public using the same.

I am , &c. GEORGE WYNNE, Railway Department, Board of Trade. Captain Royal Engineers.

This was perhaps most successful period of independent operation. Arthur Sinclair was secretary

and superintendent of the St Helens railway and from 1854 James Cross was appointed engineer

and had responsibility for maintaining both canal and railway. He is noted for his role in the

locomotive department. Cross chose to move engine making and repair to a new location at

Sutton with new works there constructed between 1857 and 1858.28 Cross was responsible for the

construction of some innovative and powerful locomotives built the work the railway.

The last extension was through to Rainford, which although powers had been obtained to make

the extension these were allowed to lapse. During 1853 the East Lancashire Railway was

considering making a line from their Ormskirk branch to Rainford and St Helens. The St Helens

Canal & Railway Company chose to apply for branch to Rainford to meet the East Lancashire

Railway. Such work was authorised and proceeded during 1857 with parts from Gerards Bridge to

the East Lancashire Railway ready to receive the permanent way and work on the line from

Gerards Bridge to St Helens proceeding.

29

An application for an act to make a railway from Garston to Liverpool had been planned for the

1858 session of parliament but that bill did not proceed to royal assent instead a gradual working

agreement between the LNWR and St Helens Canal & Railway was contemplated. The act

authorised for a railway between Edge Hill and Garston was for the LNWR to complete and in 1860

there followed the London and North-western and Saint Helen's Railway Companies

(Arrangements) Act, 1860. The Saint Helen's Company were required to grant to the London and

North Western Railway Company a Lease for 21 Years of that portion of their undertaking which

consisted of the Railway between Warrington and Garston, such Lease being renewable and

28 A Merseyside town in the industrial revolution; St Helens, Theodore Caldwell Barker and John Raymond Harris

1993

29 Herepath Journal August 29th, 1857

15

renewed on the same Terms and Conditions as between the Two Companies themselves

indefinitely, subject however to the Sanction of Parliament.

The independent existence of the St Helens Railway & Canal Company finally came to an end from

July 1st 186430 when the St Helens Railway and Canal Co was taken over by the London & North

Western Railway. No complete list of locomotives has been produced for the railway, but the

acquisition of engines second hand with rebuilding and reconstruction an important part of the

operation. Apart from engines made at either Sutton works other locomotives were made by

Fairbarn, and Sharp, Stewart & Co.

For the St Helens company it was a remarkable transformation from being an early public railway

principally used for coal traffic and shares of little value to a profitable and expanding concern that

served the industries around St Helens, Warrington and Widnes. Some historians even have

dismissed the role of the company in early railway development as the line was handicapped

through finance and poor track and locomotive standards, but their dogged determination to

improve and progress is an important fact in their favour. Their decision to purchase and work a

rival navigation was one that proved profitable for both canal and railway operations. It must also

rank as one of the earliest purchases of a canal by a railway company

From an engineering view point the line was made at a cost effective price by Charles Blacker

Vignoles, Robert Dalgliesh Junior had a role in railway and locomotive stock improvement and J M

Rendell apparently used his considerable engineering experience to improve the railway. Then

there was James Cross who also contributed to the railway in the final years of its independent

existence and then went onto to build innovative locomotive engines such as early Fairlie

locomotives at the Sutton Oak Works (1864-1869).

The text is copyright and courtesy of Ray Shill and the RC&HS dated 29 July 2022

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An image of the postcard upon which this print is based can be seen here.

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Indiana History Prints

I created my first Indiana History Prints in 2002. The early prints were digital collages based on authentic original antique postcards, advertisements, and other paper items. I have continued to make a few collage prints, but also began creating prints from a few individual postcards and advertisements. All of the prints have been based on items from the late 19th and early 20th centuries. That was the era when railroads already crisscrossed the state and provided the primary means of transporting passengers, freight and the mail. However, around the turn of the century, the interurban system arose and expanded rapidly. The interurban lines and the railroads were competing in some respects and, together, these two rail systems provided excellent service throughout much of the state. Their importance has been memorialized in hundreds of postcard scenes of trains, trolleys, bridges, stations and passengers. Then, just as the interurban system was becoming an integral part of Hoosiers’ lives, the automobile arrived and changed everything. Initially, it displaced the horse-drawn vehicles that were the primary means of local transportation. As roads were improved between communities to accommodate the automobiles, the interurban system began a fairly rapid decline followed by passenger service on the railroads. These changes were well documented by the photographers and postcard manufacturers and by the advertising from that era. The best examples of the postcards and photographs offer some amazing views of that era.

Personal and business communications were changing as well. The telephone was not yet widely available. The Post Office Department began selling the first postal cards at post offices in 1873, but businesses were the primary users. Picture postcards first appeared in Europe and eventually in the U.S. after the turn of the century. Those postcards quickly became a convenient method for personal communication, especially after the postal regulations changed in 1906 to allow messages on half of the back side of the postcard. The postcards were also collectible.

In those days, mail delivery within the state often took no more than a day. Post Office Department clerks processed some of the mail on specially designed rail cars as the trains traveled from one destination to the next. Several postcard scenes from that era show postal clerks standing on the railroad station platforms with mail pouches. A few postcards show the mail cars, but there are very few views of the interiors of those cars.

I am entirely responsible for the creation and production of the prints. They have been produced with care and each element used in the prints looks at least as good as the original. Each print is produced in very small quantities on 100% cotton rag watercolor paper (Hahnemühle Photo Rag®). The paper has a slight warm tone rather than being bright white, making it particularly suitable for printing historical objects. The prints will look good for decades, but need to be matted, framed and displayed behind glass to protect them from physical and environmental damage.

Print Description

c1910 postcard view of an arriving train and waiting passengers at Union Depot in Muncie, Indiana. The depot was located west of Walnut Street on the south side of the L. E. & W. (Lake Erie & Western) Railroad and north of the C. C. C. & St. L. (Cleveland, Cincinnati, Chicago & St. Louis) Railroad. High Street ended on the north side of the L. E. & W. track behind the depot. The depot is now gone and the land is vacant. The L. E. & W. track is barely discernable in this scene, but the horse-drawn wagon approaching the depot from near the left edge of the postcard was on High Street north of that track. This view was looking northeast, probably from the two-story portion of the C. C. C. & St. L. Railroad freight house on the south side of the tracks. This freight house is shown in the 1902 and 1911 Sanborn™ fire insurance map sets for Muncie.

Baggage carts sat on the depot platform and a large group of waiting passengers watched the train approaching from the east. A pair of horse-drawn wagons waited on the back side of the depot.

The three-story building behind the depot on the east side of High Street is shown in both Sanborn™ map sets as the office for High Street Mills. The company’s elevator and warehouse were next door and hidden in this view by the depot. The business sign on the small building north of High Street Mills advertised F. H. JEROME. The remainder of the sign is unclear, but the 1905-1906 Emerson directory¹ listed Frank H. Jerome as a drayman with a storage business at 827 South Walnut Street.

A sign near the right edge of the print appears to advertise FRED MILLER BREWING CO. Since the company’s Muncie office was at 501 Ebright Street per the 1905 directory, the sign was probably an advertisement. It appears to be on the side of the building shown in the 1911 Sanborn™ map set at 628 South Walnut Street. That building is still in use today on the north side of the railroad crossing.

1. Emerson Directory Company, Emerson’s Muncie Directory 1905-1906 (Cincinnati, OH: Williams Directory Co., 1905). Available online at libx.bsu.edu/cdm/compoundobject/collection/MunCityDirs/id....

Copyright 2008-2015 by Hoosier Recollections. All rights reserved. This image is part of a creative package that includes the associated text, geodata and/or other information. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.

@Kagurazaka, Tokyo

ENGLISH:

I've chosen my best photos of Maranhão trip and published them in Maranhão, images of a Brazilian paradise, a visual recollection of the state of Maranhão, from the crumbling buildings of its capital, São Luís to the mesmerizing and unique landscapes of the Lençóis Maranhenses, through the fascinating celebration of the bumba-meu-boi festival .

------------------

ESPAÑOL:

He seleccionado mis mejores fotos del Maranhão y las he publicado en Maranhão, imágenes de un paraíso brasileño un recuerdo visual del estado de Maranhão, desde los decrépitos edificios de su capital, São Luís a los fascinantes y únicos paisajes de los Lençóis Maranhenses, pasando por la increíble celebración del festival del bumba-meu-boi.

The Fourth

Janet Isolde was the daughter of Esther May and George William Reid and older sister to Roger; she had a roaming childhood, one that followed her father’s profession as a bronze-founder, manufacturing propellers with Cammell Laird during the Second World War. In later years he was involved in founding the statue of Robert the Bruce which stands on the site of the Battle of Bannockburn and managed the casting of one of Henry Moore’s famous sculptures. Janet had a strong artistic streak, which she inherited from George. However she followed a nursing career, a more reliable choice than the art school of which she had always dreamed. Her artistic talents were later channelled into painting, pottery, needlework and an amazing cookery expertise. She also ensured her offspring became proficient musicians, actors and of course, bell ringers.

Eventually, Janet’s parents settled in the beautiful village of Prestbury in Gloucestershire (ignoring the fact that it is allegedly the most haunted village in England). Janet loved the area, as did we as children – much happy laughter, many country walks and bruised knees were enjoyed with the Grandparents and Janet’s younger brother, Roger.

Janet adored her younger brother; we just thought he was a really cool Uncle in his yellow Cortina GT. Roger became another father figure as Janet enthusiastically ensured he missed no family party or occasion. Thanks to Janet, Roger remains an essential part of the family glue left when Janet died and he is now another much adored “grandparent” to the next generation. Roger is even referred to as “Uncle Roger” by many outside our family.

Janet met and nursed our father Ian when he was suffering from influenza during the pandemic of 1957. Janet was a nurse and Ian a doctor at Dudley Road Hospital, Birmingham.

After marrying in Prestbury Church on 9 September 1961 Janet and Ian moved to Sheffield. A year later they were celebrating the arrival of Richard Ian Marcus. I note, with interest, that the most common recollection of Sheffield from the family and particularly Janet was that ‘Sheffield was jolly cold’ – enough said.

In 1963 the family moved to the ‘relatively’ warmer climes of Coventry. Jane Amanda followed very soon after and I, Fiona Louise, arrived some time later. I consider myself extraordinarily lucky to have had the benefit and protection of two older siblings (leaving aside, that is, the Dreyfusian miscarriage of justice surrounding the theft of the last Toffo – I know and you know who you are).

Janet’s love of Prestbury and the English countryside lead to many wonderful cottage holidays in idyllic locations taking every family member she could, a tradition Roger has enthusiastically continued. Every year the family (Roger, Ian, the children, their spouses and grandchildren) gather for an “Octoberfest” or “Summerfest” or “Some-other-fest”. During these occasions we all think of Janet and quietly toast and thank her for her profound influence on our daily lives.

Janet supported all the family in their many exploits. So when her daughter Jane followed her own footsteps by receiving the Queen’s Guide award and later when we waved Jane into Buckingham Palace to receive her Duke of Edinburgh Gold Award she beamed with great pride. In fact, as a Girl Guide, Janet was one of a chosen few who in the mid-1950s went to the Scout and Guide World Jamboree in Sweden, which was a superb recognition of her commitment to Guiding.

Janet gave me tremendous support in many of my musical exploits. That was no mean feat, including, as it did, traipsing up to London every week for music lessons. Her commitment played a huge part in my gaining entry into Oxford to read music. Equally, her willingness to act as guinea pig for my compositions probably saved the world from untold aural pain.

I have (rather ‘green-eyed monster’) memories of Janet’s loving baking and careful ‘stuffing’ of Richard’s ‘tuck box’ as he bounded off to boarding school for another year of canoeing, local beer pursuits and ‘techy-stuff’ that are still a mystery to me

Ian has been an avid bell ringer since 1948 and Janet took up the hobby by his side, allowing her musicality to show. Ian joined the Allesley bell ringers in 1963 and became Tower Captain in 1988. From Janet’s perspective this meant a lot of “no help with Sunday lunch”. That said, the legendary lunches were perhaps better for one less interruption.

As the youngest of three I am the hopelessly bad bell-ringer in a family of experts, including Emily, Janet’s first grandchild. Thus I spent much of my childhood sitting in the belfry at Allesley pursuing the alternative hobby of people watching and reading. An abiding memory of Janet was her ‘bell favouritism’. Many a time I witnessed a ‘sprint for the fourth’. On questioning, Janet would explain that “the fourth is just so much nicer than the treble” and that “it struck well”. In fact, I cannot remember Janet ringing any other bell in the tower!

Janet died in 1995 after a long illness, which was a time of deep struggle for us all. Looking back, however, it is not the illness or the sadness that is our lasting memory of Janet; it is Janet’s love, vitality, patience, caring and laughter that lingers. Janet’s legacy lives on through her husband, Ian, her brother Roger, son Richard, daughters Jane and Fiona, daughter-in-law Bronagh, sons-in-law Nigel and Andrew and grandchildren Emily, Kate, Pierce, Tristan and Rory – just enough to squeeze into one house for a good old party.

There is no doubt that Ian’s dedication of the fourth bell to Janet’s memory is the most touching demonstration not only of just how wonderful Janet was but also of the long lasting love that remains in Ian’s and her family’s hearts.

Janet’s ashes are interred in her mother’s grave in Prestbury. Ian and Janet were married on 9 September 1961. The new 4th bell dedicated to Janet Isolde Thompson was first struck in the Allesley parish church tower on 11 August 2011, 50 golden years later. Fiona Macnab (née Thompson)

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Print Description

This is a circa 1910 postmarked postcard view of Calhoun Street and the Allen County Courthouse in Fort Wayne, Indiana. The photographer was probably in (or on) a four-story building when he took this photograph. The most likely candidate was a building south of Jefferson Street at 1108-1112 South Calhoun Street. He was facing north and the nearest cross street in this scene was Washington Boulevard.

This postcard scene includes several identifiable business and advertising signs. In the shadows at the lower left was a SCHLITZ BEER sign. Two other signs in that same area advertised a TAILOR and TAILORS. A 1906 Polk business directory listed two tailors in that block, W. C. Cleary at 1026 South Calhoun Street (south of the alley) and Siebler Tailoring Co. at 1010-1012 South Calhoun (north of the alley). The remaining signs in this scene are on the east side of the street.

The courthouse is, of course, the most prominent landmark in this scene, standing between Berry Street on the south and Main Street on the north. Only three readable signs in this scene were located north of Main Street. The largest of the three advertised the H. G. SOMMERS pharmacy. The 1906 Polk directory listed a pharmacist by the name of Mrs. Mary Sommers at 627 South Calhoun Street; a 1911 directory of pharmacists listed Henry G. Sommers as the pharmacist at that address. The pharmacy was in the only four-story building in that block. (The taller five-story building seen in this view was actually north of Columbia Street.) Below the pharmacy sign was a CENTLIVRE advertisement. It may have been on top of the building on the corner. A large vertical CIGARS sign was displayed on that corner building. The 1906 and 1912 Polk directories listed a Riegel cigar shop at this location (631 South Calhoun Street).

The vertical CARPET sign was on the building at the southeast corner of Calhoun and Wayne Streets (901 Calhoun Street). Farther south, a sign advertised L. M. BECK JEWELER. The 1906 Polk directory listed that business address as 911 South Calhoun Street. Below the Beck sign was an ACME BOWLING ALLEYS sign. The 1906 directory listed the bowling address as 913 South Calhoun Street. The 1902 Sanborn™ fire insurance map set shows a bowling alley on the third floor of that building. A jeweler’s trade sign (a oversized pocket watch) was hanging on the front of the building south of the alley. The jeweler’s name, J. H. YOUNG, was on a separate sign. His business was listed in the 1906 directory at 921 South Calhoun Street. That directory also listed FOX, HITE, & CO. as furniture dealers at 923-927 South Calhoun Street (north of Washington Boulevard).

The first sign South of Washington Boulevard was BURSLEY’S HIGH GRADE COFFEE AND TEA. A Bursley's Coffee wagon was parked at the curb. The 1906 directory listed Bursley’s wholesale grocery business at 1011-1017 South Calhoun Street, but they had moved by the time the 1912 directory was published. South of the alley was an EDMUNDS sign. The 1906 directory listed an Edmunds Electric Construction Company with an address at 1019 South Calhoun Street. The remaining signs advertised SIGNS, PENNY ARCADE and SHOOTING gallery. These were all related to businesses north of Jefferson Street.

There were four bicyclists and five streetcars in the scene. The nearest streetcar was on the PONTIAC route. The time displayed on the courthouse tower clock was 1:45.

Copyright 2006-2015 by Hoosier Recollections. All rights reserved. This image is part of a creative package that includes the associated text, geodata and/or other information. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.

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The following additional information is provided courtesy of David Enyart from his “Data Base of Indiana Court Houses.”

Allen County was organized in 1824 and Fort Wayne has been the only county seat. This is the fifth Allen County Court House.

Details: Castle style architecture; National Historic Place

270 x 134 feet

Cost: $817,553.19

Architect: Brentwood S. Tolan

Builder: James M. Stewart & Co.

Supt: Wm H. Goshorn

Cornerstone: 11/17/1897

Dedicated: 9/23/1902

The 1902 Courthouse was built between 1897 and 1902. The interior has been restored to its original magnificence and is one of the most beautiful in the country. It is one of thirty-seven Indiana Historic Landmarks (as of 2010) and is the only courthouse in Indiana so designated. The Courthouse Architect was Brentwood Tolan. The firm of Wing and Mahuran may have assisted with the project.

David has compiled additional information for this and the other 91 Indiana counties. Through David's generosity, all of that information can be found at the Allen County Public Library Genealogy Center. The web address is www.genealogycenter.info/search_incourthousehistories.php.

Feminine Garden series

Rolleicord art deco, Rollei retro 80s, rollei filter

Titus, Lisa, and Michael Hall. Recollections of a Twentieth-Century Odalisque. New York, N.Y.: L. Titus, 1997.

See MCAD Library's catalog record for this book.

intranet.mcad.edu/library

Recollections of the Bombing Range

© Mal Bell

During World War II an RAAF training school was based in Nhill and part of the training included aerial bombing practice on a range established on a Scrub Block south of Winiam. Bombs weighing 8 1/4 lbs (3.75 kg) were used on two ranges and a third range was used for a much larger bomb. The large bombs would rattle the windows of our home when they exploded.

The remains of two concrete shelters still exist on site. These shelters were fitted with observation decks on top of the heavy concrete base structure. Several other buildings were further to the south but everything that could be dismantled was auctioned shortly after the end of the war.

I have a recollection that someone, I think from Mildura, tendered for the scrap metal salvage rights and upon inspection of the sites denounced the locals as "A mob of thieving b—". I know that many locals managed to souvenir a few spent bombs and as they contained about four and a half pounds of lead they were very handy for making into fishing sinkers.

After the salvage man had declared there was nothing worth salvaging, my dad decided we should try our hand at finding some bombs. We had one of the early Land Rover four-wheel-drive utilities and would drive through the scrub behind Winiam East to the bombing range, fully equipped with some sandwiches, a water bag and a shovel each. We would dig up the bombs and load them on the ute until we had 100. This was twice the normal load limit and we reckoned it was enough for the old Land Rover. Dad would very carefully drive the ute home to be unloaded.

With this method we managed to locate a few thousand bombs and we were not the only ones collecting them at that time. The area has now been cleared for farming but I believe that a few bombs are still occasionally turned up as the paddocks are cultivated. Most of the bombs collected were smashed on an anvil with a sledge hammer, the lead, brass, cast iron and steel separated, bagged and sent to a scrap merchant. Several local people made good pocket money from this pastime.

During our fossicking expeditions we unearthed several 'live' bombs encrusted with rust and dirt. These bombs were treated with a certain amount of caution. After disassembling, cleaning and reassembling, a lengthy piece of binder twine thrown over a branch of a tall tree was used to haul the bombs skywards. We took refuge behind a near-by barn, released the twine and the bomb hurtled to the ground, erupting in a large cloud of yellow smoke and providing us with great amusement.

Several aircraft wrecks were dumped in various locations in the scrub and I believe used for navigational training. They also proved to be a bonanza for locals who stripped the aluminium sheeting, tubing and various other parts. Gas canisters still containing gas, live .303 ammunition and various other buried treasures were also found by locals.

I recall planes flying over the south scrub towing targets behind them on a long cable and a number of other planes firing at these targets. One of the targets became detached from the towing aircraft and a search in the scrub by the RAAF failed to find it. Some time later my father located it and the prized silken material went to make household goods.

Numerous other stories could be told about the history of the bombing range and its contribution to the war effort but for me the most important recollections are about those days when we went 'bomb' prospecting.

Extract from Westprint Friday Five May 6th 2011

www.westprint.com.au/

1908 postmarked postcard view of a train approaching the railroad station at Dillsboro, Indiana. This was the B. & O. S. W. (Baltimore & Ohio Southwestern) Railroad and it followed South Hogan Creek across this part of Indiana, passing approximately a mile northeast of the town. The station was located on the south side of the tracks according to the 1958 USGS topographic map and this view was looking southeast from the station platform. The road running through Station Hollow connected the town to the station.

From a private collection.

A close-up section of this postcard image can be seen here.

www.flickr.com/photos/hoosier_recollections/7286440716/in...

Copyright 2006-2014 by Hoosier Recollections. All rights reserved. This image is part of a creative package that includes the associated text, geodata and/or other information. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.

1910 postmarked postcard view of Delaware Street near downtown Indianapolis, Indiana. This view was looking northwest with the Virginia Avenue intersection at the right edge of the view. The photograph was probably taken in 1905 or 1906. The statue at the top of the Soldiers’ and Sailors’ Monument is visible near the top of the postcard.

The three businesses in the foreground were JOHN W. NEUMANN & CO. (114-116 South Delaware), J. L. KEACH (112 South Delaware), and ARTHUR JORDAN COMPANY (102 South Delaware). Neumann advertised PRODUCE & FRUITS. Keach advertised FRUITS and VEGETABLES. Both were listed as commission merchants in the 1905 and 1909 R. L. Polk directory. The Jordan business was listed in the produce category in 1905, but wasn’t listed at all in the 1909 directory.

The INDIANA TRUST CO. advertisement was on the side of the Indiana Trust Co. building. That building was located on the southeast corner at the intersection of Washington Street and Virginia Avenue. The unusual structure below the Indiana Trust sign was part of the Pembroke Arcade that extended from 131-139 East Washington Street to 26-38 Virginia Avenue. It was an unusual building with a glass and iron dome. The only single-story building in that block stood next to the arcade building. The address was 40 Virginia Avenue. The sign read _____ FISH CO. The 1909 Polk directory listed a Frank G. Kamps, Jr. with a fish, oysters and game business at that address (among others).

The name CORYDON was carved into the top of the triangular brick building at the right. This was Corydon Hall on the northwest corner at South Delaware Street and Virginia Avenue. A BAR sign on that corner advertised a saloon. The corner address is shown as 54 Virginia Avenue and 38 South Delaware Street in the 1914 Sanborn™ fire insurance map set, and it shows a saloon at that location. The 1909 and 1912 R. L. Polk directories don’t list a saloon at either of those addresses. However, both list a saloon at 56 Virginia Avenue, an address that isn’t in the map set. That saloon owner was Marion M. Scott.

From a private collection.

Selected close-up sections of this postcard can be seen here, from left to right in the image.

www.flickr.com/photos/hoosier_recollections/8419132696/in...

www.flickr.com/photos/hoosier_recollections/8418038675/in...

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www.flickr.com/photos/hoosier_recollections/8419132074/in...

www.flickr.com/photos/hoosier_recollections/8419131874/in...

Copyright 2005-2014 by Hoosier Recollections. All rights reserved. This image is part of a creative package that includes the associated text, geodata and/or other information. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.

@Ushigome, Tokyo

@Kagurazaka, Tokyo