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Last I saw, she was for sale and reduced to £149k, if anyone is interested in taking up life on the big, blue wobbly stuff that mermaids live in. : )
"VITA
78ft x 18ft 7ins x 5ft Cruising Houseboat
Built in 1960 by Camper and Nicholson this ex ferry boat has been extensively converted by the present owners. Recently cruised from Grimsby to her present mooring at Watchet in Somerset. She has a Gardner 6LXB 120hp engine(rebuilt in 1994) which allows a cruising speed of 9 knots and maximum speed of 11 knots.She has a range of 3000 nautical miles. She has 100ml insulation throughout, therefore being nice and warm. and with large double doors leading to the aft deck would be perfect for entertaining in the summer.The large master cabin has the potential to turn into two cabins. There is also another two cabins, one sleeping three and the other single making this an ideal liveaboard for a family.There is a large galley with full size hob, oven, fridge/freezer, washing machine and has plenty of cupboards and work surfaces. Three toilets (one with holding tank) and two sea toilets. Two showers. Combi 90 Firebird Boiler. RCD Unit, Rear view CCTV to aft deck. Lots of Navigation equipment and also plenty of safety equipment. Generator, Invertor, Swimming ladder, deck wash. July 10 survey available. An ideal family cruising liveaboard. Laying Watchet"
The ONLY editing I did to the pictures was reducing them from the size I shoot in SL (4000×3500) down to a 1024 size manageable for the blog and Flickr. There’s been no cropping, no liquifying, no adjusting contrast or color balances or any of the other Photoshop tools I use on a regular basis.
slicesoflifesl.wordpress.com/2014/04/02/sooc-the-void-par...
a few bug shots from yesterday ,next lot will probably be better as I now know how to reduce the focus point size ,part of the learning curve
Awaiting disposal from the fleet is this armored Land Rover. To help reduce costs within the fleet, South Yorkshire opted to dispose of this to reduce the fleet size of these vehicles but remove un-needed assets. These vehicles have very limited use with the force.
Fleet No. - n/a
Reg. No. - L819 CFX
Chassis - Land Rover 110 Defennder Turbo Diesel
Bodywork - Land Rover
Type - Armed Response Vehicle
Please Note:
1 - All images are copyright and must not be used without full permission from myself. All images published on here are my own work and taken on public property unless full permission has been given to enter a premises.
2 - I always try to include some information about the bus or the route in picture to the descriptions, however sometimes information may be listed incorrectly, if so I would be grateful if you could let me know what amendments need to be made.
Oh the MGB, the last great British Sports car?
A motor that refused to die even though British Leyland simply couldn't stop messing around with it. The MGB is an example of a car that went from one of the most loved and lovable cars in British motoring, to what many describe as an empty husk broken and bent for legislation purposes. But the MGB would have its way in the end!
The story behind the MGB begins in 1962, when the car was designed to incorporate an innovative, modern style utilizing a monocoque structure instead of the traditional body-on-frame construction used on both the MGA and MG T-types and the MGB's rival, the Triumph TR series. However components such as brakes and suspension were developments of the earlier 1955 MGA with the B-Series engine having its origins in 1947. The lightweight design reduced manufacturing costs while adding to overall vehicle strength. Wind-up windows were standard, and a comfortable driver's compartment offered plenty of legroom. A parcel shelf was fitted behind the seats.
The car was powered by a BMC B-Series engine, producing 95hp and giving the car a 0-60 of 11 seconds, perhaps not the briskest acceleration, but of course this car was more a comfy little cruiser, ambling about the countryside in sedate fashion admiring the views. The MGB was also one of the first cars to feature controlled crumple zones designed to protect the driver and passenger in a 30 mph impact with an immovable barrier (200 ton).
The roadster was the first of the MGB range to be produced. The body was a pure two-seater but a small rear seat was a rare option at one point. By making better use of space the MGB was able to offer more passenger and luggage accommodation than the earlier MGA while 3 inches shorter overall. The suspension was also softer, giving a smoother ride, and the larger engine gave a slightly higher top speed. The four-speed gearbox was an uprated version of the one used in the MGA with an optional (electrically activated) overdrive transmission. Wheel diameter dropped from 15 to 14 inches.
Upon its launch the MGB was given almost unanimous acclaim, largely due to its advanced and innovative design combined with its beautifully and sleek styling. Previous sports cars of the same calibre had always been levied with a reputation for their ropey nature, with a majority of previous models being simply remodelled versions of the MG's and Triumphs that dated back to the end of and in some cases even before World War II. But the MG was different, and if I'm honest, a large part of its appeal is due to its small, low body, and it's poky round headlights that make it look rather cute. It's the kind of car you could give a name, preferably a girl's one. Either way, the MGB sold in hundreds, disappearing off to all corners of the globe, touring the South of France, storming across the deserts of Southern California on Route 66, or dodging its way through the bustling Indian traffic, these things were adored.
However, the only version available was a soft-top roadster, which didn't appeal to everyone, so in 1965 MG took the B to Italy, and the great styling firm known as Pininfarina, and asked them to pop a roof on their windy little sports car. What resulted was a roof fixture that blended its way perfectly into the rest of the body, a smooth greenhouse cabin that was spacious but still maintained the styling that enthusiasts had come to know so well, going on to be dubbed "The poor man's Aston Martin."
Although acceleration of the GT was slightly slower than that of the roadster, due to its increased weight, top speed improved by 5 mph to 105 mph due to better aerodynamics.
However, tweaks were starting to be made to the MGB formula to try and give it a wider ranging market. Intended to replace the Austin Healey Sprite, the MG MGC was launched in 1967 as a reworked version of the classic MGB, but featuring a 2.9L BMC C-Series engine to up the power.
The problem was that the revised design of the car to incorporate the engine was nothing short of lazy. Instead of redesigning the whole car, MG chose to simply create a huge bulbous lump in the bonnet. The heavier engine also required modifications to the suspension which spoiled the handling. As well as that, the engines were quite poorly built, and later tuning by enthusiasts has proven that the car has the ability to run with 30% more power by carrying out simple modifications to head, exhaust and cam release.
However, the MGC did find some love, in the Royal Family of all places, as in 1967, HRH Prince Charles took delivery of an MGC GT (SGY 766F), which he passed down to Prince William 30 years later. At least one car had a happy ending!
But soon problems came roaring over the horizon like the four horsemen of the apocalypse. A whirlwind of legislation, corporate incompetence and plain old lazy design came right out of nowhere and would soon engulf and attempt to destroy the MGB, but not before stripping the poor thing of its dignity and its good name.
The first disaster to befall this plucky little car, British Leyland, which was formed in 1968 by merging all of Britain's major automotive firms including Rover, BMC (Austin/Morris) and Triumph (which was part of the Leyland Group). To save on costs the lavish chrome grille of the earlier models and spoked wheels were the first to go, but the B could survive without them.
Next up, fitting the car with a Rover V8 that had been developed from a series of Buick Pickup Truck engines. Although this could have been a good thing, this wasn't British Leyland's idea, but in fact belong to professional engine tuner Ken Costello, who, although had been commissioned by British Leyland to create a prototype, had already created a series of MGB's with V8's placed under the hood. British Leyland half-inched this idea and started fitting their own V8's, but went about it all wrong. The powerful 180bhp engine used by Costello for his conversions was replaced for production by MG with a more modestly tuned version producing only 137bhp. Although the car's 193lb-ft of torque meant it could reach 0-60 in 7.7 seconds and go on to a reasonable 125mph top speed, it was a thirsty beast, with only 20mpg. A bit of a territorial hazard admittedly, but it's not a good idea to develop such a gas guzzling car when it was about to smack headlong into the Oil Crisis of 1973. Barely anyone went out and bought it, and the money simply disappeared down the nearest drain.
But so far, the car's lovable external dimensions had yet to be compromised, but we haven't got to the legislation yet, one of those many apocalyptic horsemen I was mentioning earlier. Throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders.
Indeed America can be owed with introducing many safety features and pieces of legislation we take for granted in modern motoring, but the British manufacturers almost seemed to go out of their way to redesign the cars completely and 100% wrong. In 1974 the glistening chrome was replaced by a gigantic bulbous rubber bumper that protruded from the front of the car like someone's bottom lip!
Other signs of their poor design included the removal of leather seats for something much more mundane, the use of dials and switches from other products such as Austin Allegros and Maxis, as well as door handles that came straight from the Morris Marina.
Internally, British Leyland had botched it with their laziness, choosing not to redesign the car like everyone else so that the headlights were at the required height, but instead placing solid blocks under the suspension to raise the lights to the desired level, but at the same time making the car look like it was going permanently downhill as well as making the handling so light it would slide constantly at speed. The engines were tuned down for emission regulations which made them woefully underpowered and thus they, to use a contemporary phrase, 'couldn't pull the skin off a Rice Pudding!'
Numbers dropped, but British Leyland went to that old trick in the book by using product placement to get by, putting one of their new MGB's in the New Avengers to be driven by Joanna Lumley's character Purdey. As far as I recall though, low slung sports cars aren't the best things to drive if you're in a miniskirt, because getting in and out of them can be quite revealing!
But this wasn't enough to save the MGB's deteriorating sales, in America cars would languish in stockyards and storage warehouses for months on end waiting to be sold, but to no avail. For this, the MG division was making losses of up to £400,000 per week, a clear sign that the ailing MGB had to go the way of all good cars, out of production. On October 21st, 1980, the last MGB rolled off the production line after 18 years, no pomp, no circumstance, just quietly slipping away into history.
After this, the MG brand was lost from its own original cars such as the Midget and the MGB that dated back to the 60's, instead being placed on tuned and slightly modified versions of British Leyland's family cars, including the MG Montego, the MG Maestro and, to the everlasting horror of MG purists although I personally don't think it's that bad, the MG Metro. The factory in Abingdon-on-Thames, where the MGB had been built, closed its gates immediately afterwards as part of the company's rationalisation, striking a blow to the economy of the region and the esteem of those who had been proud to build cars with those two simple letters, MG.
But all was not lost for the MGB, as soon afterwards the cars became fashionably retro, especially in the 1980's and 90's, when 60's examples were bought up largely by foreign markets due to their quintessentially British nature and their synonymous relationship with our country and way of life. Japan especially was a hotspot for old MG products, with Midgets and MGB's being shipped out there by the dozen. So popular were these that Rover Group, the descendants of British Leyland, went on to create a limited edition retelling of the MGB in the form of the MG RV8, constructed in 1993 with 2,000 examples built, the first original MG car to be built since the original MGB ended production in 1980.
Here in the UK, the MG craze kicked off with enthusiasts taking scrapyard shells and run down models and turning them into their own little put-together projects. The MGB has now become one of the most popular little retro sports cars of the modern era, and despite all its faults, even the rubber-bumper British Leyland models make some fantastic kit cars if you want good, wholesome sport fun on a budget!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Martin B-26 Marauder was a World War II twin-engine medium bomber built by the Glenn L. Martin Company. First used in the Pacific Theater in early 1942, it was also used in the Mediterranean Theater and in Western Europe.
After entering service with the U.S. Army, the aircraft received the reputation of a "Widowmaker" due to the early models' high accident rate during takeoffs and landings. The Marauder had to be flown at exact airspeeds, particularly on final runway approach and when one engine was out. The 150 mph (241 km/h) speed on short final runway approach was intimidating to pilots who were used to much slower speeds, and whenever they slowed down below what the manual stated, the aircraft would stall and crash.
The B-26 became a safer aircraft once crews were re-trained, and after aerodynamics modifications (an increase of wingspan and wing angle-of-incidence to give better takeoff performance, and a larger vertical stabilizer and rudder). After aerodynamic and design changes, the aircraft distinguished itself as "the chief bombardment weapon on the Western Front" according to a United States Army Air Forces dispatch from 1946. The Marauder ended World War II with the lowest loss rate of any USAAF bomber.
A total of 5.288 were produced between February 1941 and March 1945. By the time the United States Air Force was created as an independent service separate from the Army in 1947, all Martin B-26s had been retired from U.S. service. Furthermore, after the end of hostilities in the European theatre of operations, many airframes with low flying hour numbers were left in British airfield.
This was the situation when establishing Hunting Aircraft in 1944 by the purchase of Percival Aircraft: this business was absorbed into the British Aircraft Corporation in 1959.
At the end of 1945 the young British company Hunting Air Travel Ltd., a division of Hunting plc., based at Luton Airport, entered the scene - actually a commercial airline, not an aircraft manufacturer. The new airline began commercial operations from Bovingdon Airport at the start of 1946, and the lack of suitable passenger aircraft for domestic routes (or to continental neighbors) led to a private conversion program for leftover B-26 airframes.
This work was done by Percival Aircraft Ltd, which had become part of Hunting in 1936 and also had its headquarter at Luton. At first, only five B-26B bombers were planned to be converted into P.26 airliners. The airframes underwent considerably changes, primarily stripping them off of any military equipment, closing the bomb bays and adding a passenger cabin with appropriate seating and entry.
Furthermore, the bombers' original R-2800 engines were replaced by more powerful and efficient R-3350 radials with 2.000 hp/1.470 kW each. This was a simple task, since this engine had been an early design options and the mountings were compatible.
Other modifications included an enlarged wingspan, which was intended for a more economical flight as well as a reduced landing speed, especially when loaded.
The revamped aircraft entered service in 1951 when Hunting Air Travel changed its name to Hunting Air Transport. Flying primarily on the British Isles, the aircraft attained immediately some interest from other small airlines, also from continental Europe.
When Percival Aircraft Ltd changed its name to Hunting Percival Aircraft in 1954, a total of 21 B-26 bombers had been converted for Hunting-Clan Air Transport (6, Hunting Air Transport had changed its name in 1953), Aer Lingus (6), Derby Airlines (4), Sabena (3) and Manx Airlines (2).
All of these differed slightly, being tailored to their operators' needs, e. g. concerning seat capacity, engines or entry configurations. The last machines were re-built for Aer Lingus, with 27 passenger seats (nine rows in 2+1 configuration), a crew of four, and integral boarding ladder under the rear fuselage (instead of standard side doors). Furthermore, these final machines were driven by slightly more powerful (2.200 hp/1.640 kW) turbo-compound R-3350 engines, which offered a considerably improved fuel efficiency and an extended range (+20%).
By that time the civil aircraft industry had undergone a major recovery and new models like the turboprop-driven Fokker F.27 Friendship entered the scene - faster, with bigger passenger capacities and more efficient, and the P.26 could not keep up anymore. Another big weakness was the lack of a pressurized cabin, so that the P.26 could only operate at medium altitude. Until 1960 all remaining P.26 were withdrawn and scrapped, most of them had reached their service life, anyway, but operational costs had become prohibitive.
General characteristics:
Crew: 4 (pilot, navigator/radio operator, two service)
Capacity: 21–32 passengers
Length: 58 ft 3 in (17.8 m)
Wingspan: 79 ft 3 in (24.20 m)
Height: 21 ft 6 in (6.55 m)
Wing area: 734 ft² (66 m²)
Empty weight: 24.000 lb (11.000 kg)
Loaded weight: 37.000 lb (17.000 kg)
Powerplant:
2× Wright R-3350-745C18BA-1 radial, each rated at 2.200 hp (1.640 kW),
driving four-bladed propellers
Performance:
Maximum speed: 287 mph (250 knots, 460 km/h) at 5.000 feet (1.500 m)
Cruise speed: 225 mph (195 knots, 362 km/h)
Landing speed: 100 mph (79 knots, 161 km/h)
Range: 3.420 mi (2.975 nmi; 5.500 km)
Service ceiling: 21.000 ft (6.400 m)
Wing loading: 46,4 lb/ft² (228 kg/m²)
The kit and its assembly:
Another Group Build entry, this time for the 2015 "De-/Militarize it" GB at whatifmodelers.com that ran from June through August. I am not 100% certain how the idea of converting a B-26 bomber into a 50ies airliner came up - I have modified the aircraft before, and maybe handling with resin R-3350s for the Supermarine Stalwart flying boat had a subtle influence. However, it was a suitable idea, and I quickly got hands on a vintage Matchbox kit of the Marauder.
This one was chose because of the simplicity of the kit (e .g. without an open bomb bay) and its relatively clean surface. When I got it, though, I had to cope with missing parts: the complete cockpit was missing. The seller did not mention it, I did notice it too late, so I had to create the interior from scratch, as well as the civil pilot figures which were puzzled together, too.
Anyway, conversion was rather straightforward. All guns and turrets were closed/faired over. The dorsal turret received a plug, the nose is the OOB clear part hidden under a coat of putty and the new tail cone is actually a nose from a Frog Supermarine Attacker.
Additionally, some of the original windows were hidden (including the ventral entry hatch) while new round windows, esp. for the passenger cabin under the wing spar, were drilled. They were later filled with Clearfix, after all paint work was done.
The wing tips were enlarged with donations from a Hobby Boss La-7 pistion fighter, leftover from a former conversion project. Even though I did not expect much from this addition I think that the bigger wingspan (the total extension is less than 2", though) and the more pointed tips subtly change the look and the proportions of the B-26?
The OOB engines were replaced by resin R-3350 from Contrails: a perfect match, just the OOB nacelles had to be shortened because the R-3350s come with a complete exhaust section, they are pretty long compared to the R-2800s. Actually, this option was real: AFAIK the R-3350 was a high power alternative for the B-26, but I think that at the time of the aircraft's design it was not available yet, and when it came into production the B-29 received anything that rolled off of the production lines. But in this post WWII case it's a good and plausible modification, since airliners from that era (e .g. the Lockheed Constellation) were powered by this engine type, too.
Further mods include new wheels (just for a modernized look, instead of the WWII grass runway balloon tires) and the passengers received a retractable boarding staircase. This addition was originally intended as a display trick, because the B-26 kit is prone to tip over on its tail. But it turned out that the resin engines weigh so much that the kit even stands without extra weight inside now! Well, the scratched stair was fitted, anyway...
Painting and markings:
This was a bit complicated, because I wanted a 50ies livery, yet a colorful option. One early choice had been Belgian airline Sabena in dark blue and white, or the Netherland's KLM, but then I stumbled across a limited decal sheet from airliner specialist TwoSix Decals for a 1:72 Fokker F.27 in Aer Lingus service, upon the type's introduction in 1955. Perfect match, and since I like green and I could avoid white as far as possible, this was the winning design! :D
From that, things were again straightforward: the paint scheme remains close to the benchmark. The dark green on the upper fuselage is Humbrol 3 (Brunswick Green), the fin was sprayed in white and the metallic undersides were painted with different aluminum shades, including Revell Acrylics, Modelmaster 'Aluminum Plate' Metallizer and simple Aluminum paint, plus some Humbrol 56 for fake panel lines and the fabric-covered ailerons.
Panel lines on the upper fuselage and some dirt were painted with Humbrol 91 (Black Green). On top of that a very light black ink wash was applied in order to emphasize engravings, esp. on the wings and the white fin.
The decals came next (wonderfully printed, dead sharp, very thin carrier film), and they posed less problems than expected. The window openings on the white cheatline were simply covered and punched through, and after final cosmetic touch-ups incl. light soot stains behind the engine exhausts. I also added de-icing leading edges and some walking areas on the wings, cut from black and grey decals sheet (from TL Modellbau).
Finally the kit received a coat of glossy acrylic varnish from the rattle can (which did not turn out as evenly as expected, I guess to due to the age of the paint… The aircraft looks somewhat dirty now), et voilà, the Irish Marauder Commuter was ready for take-off!
I am really happy how this conversion turned out. I have seen pics of civilized B-26s (yes, this was actually done, but only in a few cases), and without all the lumps and bumps and with a decent paint job the aircraft looks really sleek and elegant. The classic, early Aer Lingus livery confirms this, a pretty and unusual bird!
Subject: NGC1499 -- California Nebula
Image Size: 2376 x 1584 (full; frame, 50% reduced)
Image FOV: 15 degrees by 10 degrees (full frame)
Image Scale: 22.8 arc-second/pixel (reduced 50%)
Date: 2012/11/16 (Processing backlog of old images)
Exposure: 24 x 5 minutes = 2 hours, ISO1600, f/2.8
Filter: Astronomik CLS
Camera: Hutech-modified Canon T1i/500D
Lens: Contax/Yashica 85mm f/2.8
Mount: Astro-Physics AP900
Guiding: ST-402 autoguider through TV-102iis guidescope, Maxim DL autoguiding software
Processing: Raw conversion and calibration with ImagesPlus; Aligning and combining with Registar. Final processing in Photoshop -- levels adjustment, cropping to 4752x3168 to remove ragged edges from alignment, reduce size 50% to 2376 by 1584, JPEG conversion, etc.
Remarks: Temperature at start/end = 30F/31F; Humidity at start/end = 60%/71%; SQM-L reading at start/end = 21.15/21.27 (crescent moon setting, no leaves on trees)
Note how the crescent moon washes out the faint details in this shot.
"Reduce dai cessi di Messina, dalle casbah di Catania,
così, trascino con me la morte nella vita".
P.P.Pasolini
Llyn Cynwch,
Dolgellau,
Gwynedd.
TAKEN Sun 14th Nov'21
Staying at Llofft Allan, Ystumgwern Luxury Barn Conversions, Dyffryn, Gwynedd.
Fuel sales ended under the Save brand in the early 2000's with all the fuel reduced to around 55p a litre.
Previously this had been a Burmah site (Brays garage) which had then been demolished and rebuilt nearer High St.
Since then the site has been used for car sales
Google street view from 2009
www.google.co.uk/maps/place/Greek+Orthodox+Church+of+St.+...
In 2012 this was EconomyDrive Cars
www.google.co.uk/maps/place/Greek+Orthodox+Church+of+St.+...
The Peugeot dealership (next door but one) closed permanently in July 2018 with this and the former petrol station awaiting demolition.
dec·i·mate
Verb:
1.Kill, destroy, or remove a large percentage of.
2.Drastically reduce the strength or effectiveness of (something): "plant viruses that can decimate yields".
An advance in the storage of concentrated solar thermal energy may reduce reduce its cost and make it more practical for wider use. (Graphic by Kelvin Randhir, courtesy of the University of Florida)
Kroenleinia grusonii, popularly known as the golden barrel cactus, golden ball or mother-in-law's cushion, is a species of barrel cactus which is endemic to east-central Mexico.
It is rare and endangered in the wild, where it is found near Mesa de León in the state of Querétaro, and in the state of Hidalgo. The population was critically reduced in the 1990s, by the creation of the Zimapán Dam and reservoir in Hidalgo. The cactus grows in volcanic rock on slopes, at altitudes around 1,400 metres (4,600 ft).
Taxonomy
Kroenleinia grusonii was originally placed in the small genus Echinocactus, which together with the related genus Ferocactus, are commonly referred to as barrel cacti. The species was first described by German plantsman Heinrich Hildmann in 1891 and named for German industrialist and cactus collector Hermann Gruson. While sometimes referred to as golden ball, this species is not to be confused with Notocactus leninghausii which have fuzzy, harmless spines and are native to Brazil and Paraguay.
Recent phylogenetic studies have found that Echinocactus grusonii is probably polyphyletic with respect to the rest of Echinocactus, and is probably derived from hybrids between Echinocactus and Ferocactus. To correct this, Echinocactus grusonii has been moved to its own genus, and under this scheme the correct name would be Kroenleinia grusonii Lodé. However, not all authorities have accepted this move so far.
Description
Growing as a large roughly spherical globular in shape, generally solitary, although basal shoots may sprout from adult specimens, Kroenleinia grusonii may eventually reach over 1 metre (3.3 ft) in height after many years with a diameter of 40 to 80 centimeters. The duration of a generation is estimated at 10 years. Younger Golden Barrel plants do not look similar to mature specimens. The generation lifetime is estimated to be 30 years.
There may be up to 21-35 pronounced ribs in mature plants, though they are not evident in young plants, which may have a knobbly appearance.The areoles are yellow woolly when the plant is young, then whitish and finally greyish. The sharp spines are long, straight or slightly curved, and various shades of yellow or, occasionally, white. They are large and are 1 or 2 cm apart from each other. The radial spines are arranged in numbers between 8 and 10, and measure more than 3 cm in length. The central ones, between 3 and 5, measure about 5 cm; They are strong, striated and straight, although the central ones may be slightly curved downwards.
Small yellow flowers appear in summer around the crown of the plant, but only after twenty years or so. They are 4 to 6 centimeters long and 3 to 5 centimeters in diameter. The flowers only appear on older specimens and last 3 days. The spherical, somewhat elongated, greenish fruits are covered with white wool. They are 1.2 to 2 centimeters long and contain smooth, shiny brown seeds.
Cultivation
Kroenleinia grusonii is widely cultivated by specialty plant nurseries as an ornamental plant, for planting in containers, desert habitat gardens, rock gardens, and in conservatories.[5] A white-spined form, and a short-spined form, are also in cultivation.
It is one of the most popular cacti in cultivation and has increasingly become popular as an architectural accent plant in contemporary garden designs.[citation needed]
The cactus is considered easy and relatively fast growing in warmer climates around the world. The plants do have some basic requirements; an average minimum winter temperature of 12 °C (53.6 °F); and good drainage with less watering in winter.[5] Excess water in cool periods may lead to rot. Golden Barrels are hardy to about −8 °C (15 °F) for brief periods.
Beyond Central Mexico, Kroenleinia grusonii specimens may also be seen in collections of desert plants in many botanical gardens. In the UK it has gained the Royal Horticultural Society’s Award of Garden Merit.
The Bottagra Brunch with Oscar G and friends took over Saturday “Daylife” at The Pool Harrah’s Atlantic City, NJ on Saturday July 29, 2017 Photo: Tom Briglia & Mike Manger
The Pool After Dark inside Harrah's Resort Atlantic City, NJ | Celebrating a birthday, bachelor, or bachelorette party? For FREE or Reduced Admission, VIP, or Bottle Service to Atlantic City's top nightlife destination, get on the nightclub guest list at www.gocoastalac.com.
This was meant to take on the world this was, but sadly it didn’t get very far! The Rover 800 had so many possibilities, so many variants could have been derived from it, but unfortunately the management was once again very quick to nip this beautiful car in the bud, and the Rover 800 would join that long line of ‘what-could-have-been’ motors that seem to pave British motoring history.
The origin of the Rover 800 goes back to the late 1970’s, when nationalised British car manufacturer and all around general failure British Leyland was absolutely desperate to fix its seemingly endless list of problems. The company had now garnered a reputation for creating some of the worst, most outdated cars of all time, the likes of the Morris Marina, the Austin Allegro and the Triumph TR7 being derided in both critical and customer reviews. A mixture of strike action by uncontrollable Trade Unions led by the infamous Red Robbo had meant that cars were only put together for a few hours per day on a three day week. As such, reliability was atrocious on a biblical scale, be it mechanical, cosmetic or electrical.
As such, in 1979, British Leyland began talks with Japanese car manufacturer Honda to try and help improve the reliability of their machines. The pioneer of this brave new deal was the Triumph Acclaim of 1980, BL’s first reliable car and not a bad little runabout. Basically a rebadged Honda Ballade, the Acclaim wasn’t meant to set the world ablaze, but it certainly helped get the company back onto people’s driveways, selling reasonably well thanks to its reliable mechanics (even if rust was something of an issue). As such, BL decided that from now on it would give its fleet a complete overhaul, basing their new models on Japanese equivalents. From 1984, the Rover 200 arrived on the scene, again, a rebadged Honda Ballade, while the Maestro and the Montego ranges also took on several tips from their Japanese counterparts, though they were primarily based on British underpinnings.
The Rover 800 however spawned quite early on, in 1981 to be exact. Following the catastrophic failure of the Rover SD1 in the American market, which only sold 774 cars before Rover removed itself from the USA altogether, the company was desperate to get another foothold across the pond. As such, the new project, dubbed project XX, would be the icing on the cake in terms of British Leyland’s fleet overhaul, a smooth and sophisticated executive saloon to conquer the world. However, plans were pushed back after the launch of the Montego and the Maestro, and thus project XX wouldn’t see the light of day again until about 1984.
Still in production and suffering from being long-in-the-tooth, the Rover SD1 was now coming up on 10 years old, and though a sublime car in terms of style and performance, it was now struggling in sales. Rover really needed to replace this golden oldie, and thus project XX was back on. In the usual fashion, Honda was consulted, and it was decided that the car would be based on that company’s own executive saloon, the Honda Legend. Jointly developed at Rover’s Cowley plant and Honda’s Tochigi development centre, both cars shared the same core structure and floorplan, but they each had their own unique exterior bodywork and interior. Under the agreement, Honda would supply the V6 petrol engine, both automatic and manual transmissions and the chassis design, whilst BL would provide the 4-cylinder petrol engine and much of the electrical systems. The agreement also included that UK-market Honda Legends would be built at the Cowley Plant, and the presence of the Legend in the UK would be smaller than that of the Rover 800, with profits from the 800 shared between the two companies.
Launched on July 10th, 1986, the Rover 800 was welcomed with warm reviews regarding its style, its performance and its reliability. Though driving performance was pretty much the same as the Honda Legend, what put the Rover above its Japanese counterpart was its sheer internal elegance and beauty, combined with a differing external design that borrowed cues from the outgoing SD1. The 800 also provided the company with some much-needed optimism, especially following the gradual breakup of British Leyland by the Thatcher Government between 1980 and 1986.
Following her election in 1979, Prime Minister Margaret Thatcher took a no nonsense attitude to the striking unions, and the best form of defence was attack. To shave millions from the deficit, she reduced government spending on nationalised companies such as British Airways, British Coal Board, British Steel and British Leyland by selling them to private ownership. For British Leyland, the slow breakup of the company started with the sale of Leyland Trucks and Buses to DAF of Holland and Volvo, respectively. 1984 saw Jaguar made independent and later bought by Ford, but when rumours circulated that the remains of British Leyland would be sold to foreign ownership, share prices crashed, and the company was privatised and put into the hands of British Aerospace on the strict understanding that the company could not be sold again for four years. With this move, British Leyland was renamed Rover Group, the Austin badge being dropped, and the only remaining brands left being the eponymous Rover and sporty MG.
In the light of this tumultuous period, many of Rover and MG’s projects had to be scrapped in light of turbulent share prices and income, these projects including the Austin AR16 family car range (based largely off the Rover 800) and the MG EX-E supercar. The Rover 800 however was the first model to be released by the company following privatisation, and doing well initially in terms of sales, hopes were high that the Rover 800 would herald the end of the company’s troubled spell under British Leyland. The Rover 800 was planned to spearhead multiple Rover ventures, including a return to the US-market in the form of the Sterling, and a coupe concept to beat the world, the sublime Rover CCV.
However, British Leyland may have been gone, but their management and its incompetence remained. Rather than taking the formation of Rover Group as a golden opportunity to clean up the company’s act, to the management it was business as usual, and the Rover 800 began to suffer as a consequence. A lack of proper quality control and a cost-cutting attitude meant that despite all the Japanese reliability that had been layered on these machines in the design stage, the cars were still highly unreliable when they left the factory.
Perhaps the biggest sentiment to the 800’s failure was the Sterling in America. The Sterling had been named as such due to Rover’s reputation being tarnished by the failure of the unreliable SD1. Initial sales were very promising with the Sterling, a simple design with oodles of luxury that was price competitive with family sedan’s such as the Ford LTD and the Chevy Caprice. However, once the problems with reliability and quality began to rear their heads, sales plummeted and the Sterling very quickly fell short of its sales quota, only selling 14,000 of the forecast 30,000 cars per annum. Sales dropped year by year until eventually the Sterling brand was axed in 1991.
With the death of the Sterling came the death of the CCV, a luxury motor that had already won over investors in both Europe and the USA. The fantastic design that had wooed the American market and was ready to go on sale across the States was axed unceremoniously in 1987, and with it any attempt to try and capture the American market ever again.
In 1991, Rover Group, seeing their sales were still tumbling, and with unreliable callbacks to British Leyland like the Maestro and Montego still on sale, the company decided to have yet another shakeup to try and refresh its image. The project, dubbed R17, went back to the company’s roots of grand old England, and the Rover 800 was the first to feel its touch. The R17 facelift saw the 800’s angular lines smoothed with revised light-clusters, a low-smooth body, and the addition of a grille, attempting to harp back to the likes of the luxurious Rover P5 of the 1960’s. Engines were also updated, with the previous M16 Honda engine being replaced by a crisp 2.0L T16, which gave the car some good performance. The car was also made available in a set of additional ranges, including a coupe and the sport Vitesse, complete with a higher performance engine.
Early reviews of the R17 800 were favourable, many critics lauding its design changes and luxurious interior, especially given its price competitiveness against comparable machines such as the Vauxhall Omega and the Ford Mondeo. Even Jeremy Clarkson, a man who fervently hated Rover and everything it stood for, couldn’t help but give it a good review on Top Gear. However, motoring critics were quick to point out the fact that by this time Honda was really starting to sell heavily in the UK and Europe, and people now asked themselves why they’d want to buy the Rover 800, a near carbon-copy of the Honda Legend, for twice the price but equal performance. Wood and leather furnishings are very nice, but not all motorists are interested in that, some are just interested in a reliable and practical machine to run around in.
As such, the Rover 800’s sales domestically were very good, it becoming the best-selling car in the UK for 1992, but in Europe not so much. Though Rover 800’s did make it across the Channel, the BMW 5-Series and other contemporary European models had the market sown up clean, and the Rover 800 never truly made an impact internationally. On average, the car sold well in the early 1990’s, but as time went on the car’s place in the market fell to just over 10,000 per year by 1995. Rover needed another shake-up, and the Rover 75 did just that.
In 1994, Rover Group was sold to BMW, and their brave new star to get the company back in the good books of the motoring public was the Rover 75, an executive saloon to beat the world. With this new face in the company’s showrooms, the Rover 800 and its 10 year old design was put out to grass following its launch in 1998. Selling only around 6,500 cars in its final full year of production, the Rover 800 finished sales in 1999 and disappeared, the last relic of the British Leyland/Honda tie up from the 1980’s.
Today the Rover 800 finds itself under a mixed reception. While some argue that it was the last true Rover before the BMW buyout, others will fervently deride it as a Honda with a Rover badge, a humiliation of a Rover, and truly the point where the company lost its identity. I personally believe it to be a magnificent car, a car with purpose, a car with promise, but none of those promises fulfilled. It could have truly been the face of a new Rover in the late 1980’s, and could have returned the company to the front line of the motoring world, at least in Britain. But sadly, management incompetence won again for the British motor industry, and the Rover 800 ended its days a lukewarm reminder that we really didn’t know a good thing until it was gone.
Hecha con la X-A1 + Sigma Mini-Wide II 28mm 2.8
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En la foto:
-Super-Takumar 55mm 1.8 + adaptador M42 to EOS
-Zuiko OM 24mm 2.8 + adaptador OM to EOS
-Sigma Super-Wide II 24mm 2.8 + adaptador PK to EOS
-Focal reducer EOS to FX
-Fuji X-E1
Leazes Park is an urban park in Newcastle upon Tyne, England. Grade II listed, it is the city's oldest park, opened in 1873, and lies to the west of the city centre. The park contains a lake above the course of the Lort Burn. It is next to St James' Park and the Royal Victoria Infirmary.
Leazes Park is separated from Spital Tongues by Castle Leazes, an area of common land similar to the Town Moor.
History
The creation of Leazes Park was a drawn out process. In September 1857 3,000 working men petitioned Newcastle Council for ‘ready access to some open ground for the purpose of health and recreation’ and a year later a special committee was set up to try to find a location for a park. Aldermen Harle and Hamond took up the challenge and campaigned for a park and eventually succeeded in having Leazes Park created on a part of the Leazes Town Moor.
On 23 December 1873, Leazes Park was officially opened by Alderman Sir Charles Hamond. It became the first public park created on Tyneside.
John Fulton, the Town Surveyor, laid out Leazes Park similar to other parks being built in Britain at that time. The layout centres on the lake. The Bandstand was added in 1875 and a balustrade stone terrace in 1879. Later, the whole park was surrounded with metal railings. A second lake was created in 1893 but this was filled in by 1949 and the area used for a bowling green and tennis courts.
The grand Jubilee Gates were added in 1896 to commemorate the Diamond Jubilee of Queen Victoria and a Palm House was built. In 1908 a bust of Alderman Sir Charles Hamond was erected (which is also grade II listed) as the centrepiece to the terrace and the park was then complete.
The park continued to develop with deer, aviaries, tennis, and croquet until the 1980s when it was in need of refurbishment. The refurbishment became possible when the park was awarded £3.7 million from the Heritage Lottery Fund in 2001. The restoration project was completed in 2004.
Newcastle upon Tyne, or simply Newcastle is a cathedral city and metropolitan borough in Tyne and Wear, England. It is located on the River Tyne's northern bank, opposite Gateshead to the south. It is the most populous settlement in the Tyneside conurbation and North East England.
Newcastle developed around a Roman settlement called Pons Aelius, the settlement became known as Monkchester before taking on the name of a castle built in 1080 by William the Conqueror's eldest son, Robert Curthose. It was one of the world's largest ship building and repair centres during the industrial revolution. Newcastle was part of the county of Northumberland until 1400, when it separated and formed a county of itself. In 1974, Newcastle became part of Tyne and Wear. Since 2018, the city council has been part of the North of Tyne Combined Authority.
The history of Newcastle upon Tyne dates back almost 2,000 years, during which it has been controlled by the Romans, the Angles and the Norsemen amongst others. Newcastle upon Tyne was originally known by its Roman name Pons Aelius. The name "Newcastle" has been used since the Norman conquest of England. Due to its prime location on the River Tyne, the town developed greatly during the Middle Ages and it was to play a major role in the Industrial Revolution, being granted city status in 1882. Today, the city is a major retail, commercial and cultural centre.
Roman settlement
The history of Newcastle dates from AD 122, when the Romans built the first bridge to cross the River Tyne at that point. The bridge was called Pons Aelius or 'Bridge of Aelius', Aelius being the family name of Roman Emperor Hadrian, who was responsible for the Roman wall built across northern England along the Tyne–Solway gap. Hadrian's Wall ran through present-day Newcastle, with stretches of wall and turrets visible along the West Road, and at a temple in Benwell. Traces of a milecastle were found on Westgate Road, midway between Clayton Street and Grainger Street, and it is likely that the course of the wall corresponded to present-day Westgate Road. The course of the wall can be traced eastwards to the Segedunum Roman fort at Wallsend, with the fort of Arbeia down-river at the mouth of the Tyne, on the south bank in what is now South Shields. The Tyne was then a wider, shallower river at this point and it is thought that the bridge was probably about 700 feet (210 m) long, made of wood and supported on stone piers. It is probable that it was sited near the current Swing Bridge, due to the fact that Roman artefacts were found there during the building of the latter bridge. Hadrian himself probably visited the site in 122. A shrine was set up on the completed bridge in 123 by the 6th Legion, with two altars to Neptune and Oceanus respectively. The two altars were subsequently found in the river and are on display in the Great North Museum in Newcastle.
The Romans built a stone-walled fort in 150 to protect the river crossing which was at the foot of the Tyne Gorge, and this took the name of the bridge so that the whole settlement was known as Pons Aelius. The fort was situated on a rocky outcrop overlooking the new bridge, on the site of the present Castle Keep. Pons Aelius is last mentioned in 400, in a Roman document listing all of the Roman military outposts. It is likely that nestling in the shadow of the fort would have been a small vicus, or village. Unfortunately, no buildings have been detected; only a few pieces of flagging. It is clear that there was a Roman cemetery near Clavering Place, behind the Central station, as a number of Roman coffins and sarcophagi have been unearthed there.
Despite the presence of the bridge, the settlement of Pons Aelius was not particularly important among the northern Roman settlements. The most important stations were those on the highway of Dere Street running from Eboracum (York) through Corstopitum (Corbridge) and to the lands north of the Wall. Corstopitum, being a major arsenal and supply centre, was much larger and more populous than Pons Aelius.
Anglo-Saxon development
The Angles arrived in the North-East of England in about 500 and may have landed on the Tyne. There is no evidence of an Anglo-Saxon settlement on or near the site of Pons Aelius during the Anglo-Saxon age. The bridge probably survived and there may well have been a small village at the northern end, but no evidence survives. At that time the region was dominated by two kingdoms, Bernicia, north of the Tees and ruled from Bamburgh, and Deira, south of the Tees and ruled from York. Bernicia and Deira combined to form the kingdom of Northanhymbra (Northumbria) early in the 7th century. There were three local kings who held the title of Bretwalda – 'Lord of Britain', Edwin of Deira (627–632), Oswald of Bernicia (633–641) and Oswy of Northumbria (641–658). The 7th century became known as the 'Golden Age of Northumbria', when the area was a beacon of culture and learning in Europe. The greatness of this period was based on its generally Christian culture and resulted in the Lindisfarne Gospels amongst other treasures. The Tyne valley was dotted with monasteries, with those at Monkwearmouth, Hexham and Jarrow being the most famous. Bede, who was based at Jarrow, wrote of a royal estate, known as Ad Murum, 'at the Wall', 12 miles (19 km) from the sea. It is thought that this estate may have been in what is now Newcastle. At some unknown time, the site of Newcastle came to be known as Monkchester. The reason for this title is unknown, as we are unaware of any specific monasteries at the site, and Bede made no reference to it. In 875 Halfdan Ragnarsson, the Danish Viking conqueror of York, led an army that attacked and pillaged various monasteries in the area, and it is thought that Monkchester was also pillaged at this time. Little more was heard of it until the coming of the Normans.
Norman period
After the arrival of William the Conqueror in England in 1066, the whole of England was quickly subjected to Norman rule. However, in Northumbria there was great resistance to the Normans, and in 1069 the newly appointed Norman Earl of Northumbria, Robert de Comines and 700 of his men were killed by the local population at Durham. The Northumbrians then marched on York, but William was able to suppress the uprising. That same year, a second uprising occurred when a Danish fleet landed in the Humber. The Northumbrians again attacked York and destroyed the garrison there. William was again able to suppress the uprising, but this time he took revenge. He laid waste to the whole of the Midlands and the land from York to the Tees. In 1080, William Walcher, the Norman bishop of Durham and his followers were brutally murdered at Gateshead. This time Odo, bishop of Bayeux, William's half brother, devastated the land between the Tees and the Tweed. This was known as the 'Harrying of the North'. This devastation is reflected in the Domesday Book. The destruction had such an effect that the North remained poor and backward at least until Tudor times and perhaps until the Industrial Revolution. Newcastle suffered in this respect with the rest of the North.
In 1080 William sent his eldest son, Robert Curthose, north to defend the kingdom against the Scots. After his campaign, he moved to Monkchester and began the building of a 'New Castle'. This was of the "motte-and-bailey" type of construction, a wooden tower on top of an earthen mound (motte), surrounded by a moat and wooden stockade (bailey). It was this castle that gave Newcastle its name. In 1095 the Earl of Northumbria, Robert de Mowbray, rose up against the king, William Rufus, and Rufus sent an army north to recapture the castle. From then on the castle became crown property and was an important base from which the king could control the northern barons. The Northumbrian earldom was abolished and a Sheriff of Northumberland was appointed to administer the region. In 1091 the parish church of St Nicholas was consecrated on the site of the present Anglican cathedral, close by the bailey of the new castle. The church is believed to have been a wooden building on stone footings.
Not a trace of the tower or mound of the motte and bailey castle remains now. Henry II replaced it with a rectangular stone keep, which was built between 1172 and 1177 at a cost of £1,444. A stone bailey, in the form of a triangle, replaced the previous wooden one. The great outer gateway to the castle, called 'the Black Gate', was built later, between 1247 and 1250, in the reign of Henry III. There were at that time no town walls and when attacked by the Scots, the townspeople had to crowd into the bailey for safety. It is probable that the new castle acted as a magnet for local merchants because of the safety it provided. This in turn would help to expand trade in the town. At this time wool, skins and lead were being exported, whilst alum, pepper and ginger were being imported from France and Flanders.
Middle Ages
Throughout the Middle Ages, Newcastle was England's northern fortress, the centre for assembled armies. The Border war against Scotland lasted intermittently for several centuries – possibly the longest border war ever waged. During the civil war between Stephen and Matilda, David 1st of Scotland and his son were granted Cumbria and Northumberland respectively, so that for a period from 1139 to 1157, Newcastle was effectively in Scottish hands. It is believed that during this period, King David may have built the church of St Andrew and the Benedictine nunnery in Newcastle. However, King Stephen's successor, Henry II was strong enough to take back the Earldom of Northumbria from Malcolm IV.
The Scots king William the Lion was imprisoned in Newcastle, in 1174, after being captured at the Battle of Alnwick. Edward I brought the Stone of Scone and William Wallace south through the town and Newcastle was successfully defended against the Scots three times during the 14th century.
Around 1200, stone-faced, clay-filled jetties were starting to project into the river, an indication that trade was increasing in Newcastle. As the Roman roads continued to deteriorate, sea travel was gaining in importance. By 1275 Newcastle was the sixth largest wool exporting port in England. The principal exports at this time were wool, timber, coal, millstones, dairy produce, fish, salt and hides. Much of the developing trade was with the Baltic countries and Germany. Most of the Newcastle merchants were situated near the river, below the Castle. The earliest known charter was dated 1175 in the reign of Henry II, giving the townspeople some control over their town. In 1216 King John granted Newcastle a mayor[8] and also allowed the formation of guilds (known as Mysteries). These were cartels formed within different trades, which restricted trade to guild members. There were initially twelve guilds. Coal was being exported from Newcastle by 1250, and by 1350 the burgesses received a royal licence to export coal. This licence to export coal was jealously guarded by the Newcastle burgesses, and they tried to prevent any one else on the Tyne from exporting coal except through Newcastle. The burgesses similarly tried to prevent fish from being sold anywhere else on the Tyne except Newcastle. This led to conflicts with Gateshead and South Shields.
In 1265, the town was granted permission to impose a 'Wall Tax' or Murage, to pay for the construction of a fortified wall to enclose the town and protect it from Scottish invaders. The town walls were not completed until early in the 14th century. They were two miles (3 km) long, 9 feet (2.7 m) thick and 25 feet (7.6 m) high. They had six main gates, as well as some smaller gates, and had 17 towers. The land within the walls was divided almost equally by the Lort Burn, which flowed southwards and joined the Tyne to the east of the Castle. The town began to expand north of the Castle and west of the Lort Burn with various markets being set up within the walls.
In 1400 Henry IV granted a new charter, creating a County corporate which separated the town, but not the Castle, from the county of Northumberland and recognised it as a "county of itself" with a right to have a sheriff of its own. The burgesses were now allowed to choose six aldermen who, with the mayor would be justices of the peace. The mayor and sheriff were allowed to hold borough courts in the Guildhall.
Religious houses
During the Middle Ages a number of religious houses were established within the walls: the first of these was the Benedictine nunnery of St Bartholomew founded in 1086 near the present-day Nun Street. Both David I of Scotland and Henry I of England were benefactors of the religious house. Nothing of the nunnery remains now.
The friary of Blackfriars, Newcastle (Dominican) was established in 1239. These were also known as the Preaching Friars or Shod Friars, because they wore sandals, as opposed to other orders. The friary was situated in the present-day Friars Street. In 1280 the order was granted royal permission to make a postern in the town walls to communicate with their gardens outside the walls. On 19 June 1334, Edward Balliol, claimant to be King of Scotland, did homage to King Edward III, on behalf of the kingdom of Scotland, in the church of the friary. Much of the original buildings of the friary still exist, mainly because, after the Dissolution of the Monasteries the friary of Blackfriars was rented out by the corporation to nine of the local trade guilds.
The friary of Whitefriars (Carmelite) was established in 1262. The order was originally housed on the Wall Knoll in Pandon, but in 1307 it took over the buildings of another order, which went out of existence, the Friars of the Sac. The land, which had originally been given by Robert the Bruce, was situated in the present-day Hanover Square, behind the Central station. Nothing of the friary remains now.
The friary of Austinfriars (Augustinian) was established in 1290. The friary was on the site where the Holy Jesus Hospital was built in 1682. The friary was traditionally the lodging place of English kings whenever they visited or passed through Newcastle. In 1503 Princess Margaret, eldest daughter of Henry VII of England, stayed two days at the friary on her way to join her new husband James IV of Scotland.
The friary of Greyfriars (Franciscans) was established in 1274. The friary was in the present-day area between Pilgrim Street, Grey Street, Market Street and High Chare. Nothing of the original buildings remains.
The friary of the Order of the Holy Trinity, also known as the Trinitarians, was established in 1360. The order devoted a third of its income to buying back captives of the Saracens, during the Crusades. Their house was on the Wall Knoll, in Pandon, to the east of the city, but within the walls. Wall Knoll had previously been occupied by the White Friars until they moved to new premises in 1307.
All of the above religious houses were closed in about 1540, when Henry VIII dissolved the monasteries.
An important street running through Newcastle at the time was Pilgrim Street, running northwards inside the walls and leading to the Pilgrim Gate on the north wall. The street still exists today as arguably Newcastle's main shopping street.
Tudor period
The Scottish border wars continued for much of the 16th century, so that during that time, Newcastle was often threatened with invasion by the Scots, but also remained important as a border stronghold against them.
During the Reformation begun by Henry VIII in 1536, the five Newcastle friaries and the single nunnery were dissolved and the land was sold to the Corporation and to rich merchants. At this time there were fewer than 60 inmates of the religious houses in Newcastle. The convent of Blackfriars was leased to nine craft guilds to be used as their headquarters. This probably explains why it is the only one of the religious houses whose building survives to the present day. The priories at Tynemouth and Durham were also dissolved, thus ending the long-running rivalry between Newcastle and the church for control of trade on the Tyne. A little later, the property of the nunnery of St Bartholomew and of Grey Friars were bought by Robert Anderson, who had the buildings demolished to build his grand Newe House (also known as Anderson Place).
With the gradual decline of the Scottish border wars the town walls were allowed to decline as well as the castle. By 1547, about 10,000 people were living in Newcastle. At the beginning of the 16th century exports of wool from Newcastle were more than twice the value of exports of coal, but during the century coal exports continued to increase.
Under Edward VI, John Dudley, Duke of Northumberland, sponsored an act allowing Newcastle to annexe Gateshead as its suburb. The main reason for this was to allow the Newcastle Hostmen, who controlled the export of Tyne coal, to get their hands on the Gateshead coal mines, previously controlled by the Bishop of Durham. However, when Mary I came to power, Dudley met his downfall and the decision was reversed. The Reformation allowed private access to coal mines previously owned by Tynemouth and Durham priories and as a result coal exports increase dramatically, from 15,000 tons in 1500 to 35,000 tons in 1565, and to 400,000 tons in 1625.
The plague visited Newcastle four times during the 16th century, in 1579 when 2,000 people died, in 1589 when 1700 died, in 1595 and finally in 1597.
In 1600 Elizabeth I granted Newcastle a charter for an exclusive body of electors, the right to elect the mayor and burgesses. The charter also gave the Hostmen exclusive rights to load coal at any point on the Tyne. The Hostmen developed as an exclusive group within the Merchant Adventurers who had been incorporated by a charter in 1547.
Stuart period
In 1636 there was a serious outbreak of bubonic plague in Newcastle. There had been several previous outbreaks of the disease over the years, but this was the most serious. It is thought to have arrived from the Netherlands via ships that were trading between the Tyne and that country. It first appeared in the lower part of the town near the docks but gradually spread to all parts of the town. As the disease gained hold the authorities took measures to control it by boarding up any properties that contained infected persons, meaning that whole families were locked up together with the infected family members. Other infected persons were put in huts outside the town walls and left to die. Plague pits were dug next to the town's four churches and outside the town walls to receive the bodies in mass burials. Over the course of the outbreak 5,631 deaths were recorded out of an estimated population of 12,000, a death rate of 47%.
In 1637 Charles I tried to raise money by doubling the 'voluntary' tax on coal in return for allowing the Newcastle Hostmen to regulate production and fix prices. This caused outrage amongst the London importers and the East Anglian shippers. Both groups decided to boycott Tyne coal and as a result forced Charles to reverse his decision in 1638.
In 1640 during the Second Bishops' War, the Scots successfully invaded Newcastle. The occupying army demanded £850 per day from the Corporation to billet the Scottish troops. Trade from the Tyne ground to a halt during the occupation. The Scots left in 1641 after receiving a Parliamentary pardon and a £4,000,000 loan from the town.
In 1642 the English Civil War began. King Charles realised the value of the Tyne coal trade and therefore garrisoned Newcastle. A Royalist was appointed as governor. At that time, Newcastle and King's Lynn were the only important seaports to support the crown. In 1644 Parliament blockaded the Tyne to prevent the king from receiving revenue from the Tyne coal trade. Coal exports fell from 450,000 to 3,000 tons and London suffered a hard winter without fuel. Parliament encouraged the coal trade from the Wear to try to replace that lost from Newcastle but that was not enough to make up for the lost Tyneside tonnage.
In 1644 the Scots crossed the border. Newcastle strengthened its defences in preparation. The Scottish army, with 40,000 troops, besieged Newcastle for three months until the garrison of 1,500 surrendered. During the siege, the Scots bombarded the walls with their artillery, situated in Gateshead and Castle Leazes. The Scottish commander threatened to destroy the steeple of St Nicholas's Church by gunfire if the mayor, Sir John Marley, did not surrender the town. The mayor responded by placing Scottish prisoners that they had captured in the steeple, so saving it from destruction. The town walls were finally breached by a combination of artillery and sapping. In gratitude for this defence, Charles gave Newcastle the motto 'Fortiter Defendit Triumphans' to be added to its coat of arms. The Scottish army occupied Northumberland and Durham for two years. The coal taxes had to pay for the Scottish occupation. In 1645 Charles surrendered to the Scots and was imprisoned in Newcastle for nine months. After the Civil War the coal trade on the Tyne soon picked up and exceeded its pre-war levels.
A new Guildhall was completed on the Sandhill next to the river in 1655, replacing an earlier facility damaged by fire in 1639, and became the meeting place of Newcastle Town Council. In 1681 the Hospital of the Holy Jesus was built partly on the site of the Austin Friars. The Guildhall and Holy Jesus Hospital still exist.
Charles II tried to impose a charter on Newcastle to give the king the right to appoint the mayor, sheriff, recorder and town clerk. Charles died before the charter came into effect. In 1685, James II tried to replace Corporation members with named Catholics. However, James' mandate was suspended in 1689 after the Glorious Revolution welcoming William of Orange. In 1689, after the fall of James II, the people of Newcastle tore down his bronze equestrian statue in Sandhill and tossed it into the Tyne. The bronze was later used to make bells for All Saints Church.
In 1689 the Lort Burn was covered over. At this time it was an open sewer. The channel followed by the Lort Burn became the present day Dean Street. At that time, the centre of Newcastle was still the Sandhill area, with many merchants living along the Close or on the Side. The path of the main road through Newcastle ran from the single Tyne bridge, through Sandhill to the Side, a narrow street which climbed steeply on the north-east side of the castle hill until it reached the higher ground alongside St Nicholas' Church. As Newcastle developed, the Side became lined with buildings with projecting upper stories, so that the main street through Newcastle was a narrow, congested, steep thoroughfare.
In 1701 the Keelmen's Hospital was built in the Sandgate area of the city, using funds provided by the keelmen. The building still stands today.
Eighteenth century
In the 18th century, Newcastle was the country's largest print centre after London, Oxford and Cambridge, and the Literary and Philosophical Society of 1793, with its erudite debates and large stock of books in several languages predated the London Library by half a century.
In 1715, during the Jacobite rising in favour of the Old Pretender, an army of Jacobite supporters marched on Newcastle. Many of the Northumbrian gentry joined the rebels. The citizens prepared for its arrival by arresting Jacobite supporters and accepting 700 extra recruits into the local militia. The gates of the city were closed against the rebels. This proved enough to delay an attack until reinforcements arrived forcing the rebel army to move across to the west coast. The rebels finally surrendered at Preston.
In 1745, during a second Jacobite rising in favour of the Young Pretender, a Scottish army crossed the border led by Bonnie Prince Charlie. Once again Newcastle prepared by arresting Jacobite supporters and inducting 800 volunteers into the local militia. The town walls were strengthened, most of the gates were blocked up and some 200 cannon were deployed. 20,000 regulars were billeted on the Town Moor. These preparations were enough to force the rebel army to travel south via the west coast. They were eventually defeated at Culloden in 1746.
Newcastle's actions during the 1715 rising in resisting the rebels and declaring for George I, in contrast to the rest of the region, is the most likely source of the nickname 'Geordie', applied to people from Tyneside, or more accurately Newcastle. Another theory, however, is that the name 'Geordie' came from the inventor of the Geordie lamp, George Stephenson. It was a type of safety lamp used in mining, but was not invented until 1815. Apparently the term 'German Geordie' was in common use during the 18th century.
The city's first hospital, Newcastle Infirmary opened in 1753; it was funded by public subscription. A lying-in hospital was established in Newcastle in 1760. The city's first public hospital for mentally ill patients, Wardens Close Lunatic Hospital was opened in October 1767.
In 1771 a flood swept away much of the bridge at Newcastle. The bridge had been built in 1250 and repaired after a flood in 1339. The bridge supported various houses and three towers and an old chapel. A blue stone was placed in the middle of the bridge to mark the boundary between Newcastle and the Palatinate of Durham. A temporary wooden bridge had to be built, and this remained in use until 1781, when a new stone bridge was completed. The new bridge consisted of nine arches. In 1801, because of the pressure of traffic, the bridge had to be widened.
A permanent military presence was established in the city with the completion of Fenham Barracks in 1806. The facilities at the Castle for holding assizes, which had been condemned for their inconvenience and unhealthiness, were replaced when the Moot Hall opened in August 1812.
Victorian period
Present-day Newcastle owes much of its architecture to the work of the builder Richard Grainger, aided by architects John Dobson, Thomas Oliver, John and Benjamin Green and others. In 1834 Grainger won a competition to produce a new plan for central Newcastle. He put this plan into effect using the above architects as well as architects employed in his own office. Grainger and Oliver had already built Leazes Terrace, Leazes Crescent and Leazes Place between 1829 and 1834. Grainger and Dobson had also built the Royal Arcade at the foot of Pilgrim Street between 1830 and 1832. The most ambitious project covered 12 acres 12 acres (49,000 m2) in central Newcastle, on the site of Newe House (also called Anderson Place). Grainger built three new thoroughfares, Grey Street, Grainger Street and Clayton Street with many connecting streets, as well as the Central Exchange and the Grainger Market. John Wardle and George Walker, working in Grainger's office, designed Clayton Street, Grainger Street and most of Grey Street. Dobson designed the Grainger Market and much of the east side of Grey Street. John and Benjamin Green designed the Theatre Royal at the top of Grey Street, where Grainger placed the column of Grey's Monument as a focus for the whole scheme. Grey Street is considered to be one of the finest streets in the country, with its elegant curve. Unfortunately most of old Eldon Square was demolished in the 1960s in the name of progress. The Royal Arcade met a similar fate.
In 1849 a new bridge was built across the river at Newcastle. This was the High Level Bridge, designed by Robert Stephenson, and slightly up river from the existing bridge. The bridge was designed to carry road and rail traffic across the Tyne Gorge on two decks with rail traffic on the upper deck and road traffic on the lower. The new bridge meant that traffic could pass through Newcastle without having to negotiate the steep, narrow Side, as had been necessary for centuries. The bridge was opened by Queen Victoria, who one year later opened the new Central Station, designed by John Dobson. Trains were now able to cross the river, directly into the centre of Newcastle and carry on up to Scotland. The Army Riding School was also completed in 1849.
In 1854 a large fire started on the Gateshead quayside and an explosion caused it to spread across the river to the Newcastle quayside. A huge conflagration amongst the narrow alleys, or 'chares', destroyed the homes of 800 families as well as many business premises. The narrow alleys that had been destroyed were replaced by streets containing blocks of modern offices.
In 1863 the Town Hall in St Nicholas Square replaced the Guildhall as the meeting place of Newcastle Town Council.
In 1876 the low level bridge was replaced by a new bridge known as the Swing Bridge, so called because the bridge was able to swing horizontally on a central axis and allow ships to pass on either side. This meant that for the first time sizeable ships could pass up-river beyond Newcastle. The bridge was built and paid for by William Armstrong, a local arms manufacturer, who needed to have warships access his Elswick arms factory to fit armaments to them. The Swing Bridge's rotating mechanism is adapted from the cannon mounts developed in Armstrong's arms works. In 1882 the Elswick works began to build ships as well as to arm them. The Barrack Road drill hall was completed in 1890.
Industrialisation
In the 19th century, shipbuilding and heavy engineering were central to the city's prosperity; and the city was a powerhouse of the Industrial Revolution. Newcastle's development as a major city owed most to its central role in the production and export of coal. The phrase "taking coals to Newcastle" was first recorded in 1538; it proverbially denotes bringing a particular commodity to a place that has more than enough of it already.
Innovation in Newcastle and surrounding areas included the following:
George Stephenson developed a miner's safety lamp at the same time that Humphry Davy developed a rival design. The lamp made possible the opening up of ever deeper mines to provide the coal that powered the industrial revolution.
George and his son Robert Stephenson were hugely influential figures in the development of the early railways. George developed Blücher, a locomotive working at Killingworth colliery in 1814, whilst Robert was instrumental in the design of Rocket, a revolutionary design that was the forerunner of modern locomotives. Both men were involved in planning and building railway lines, all over this country and abroad.
Joseph Swan demonstrated a working electric light bulb about a year before Thomas Edison did the same in the USA. This led to a dispute as to who had actually invented the light bulb. Eventually the two rivals agreed to form a mutual company between them, the Edison and Swan Electric Light Company, known as Ediswan.
Charles Algernon Parsons invented the steam turbine, for marine use and for power generation. He used Turbinia, a small, turbine-powered ship, to demonstrate the speed that a steam turbine could generate. Turbinia literally ran rings around the British Fleet at a review at Spithead in 1897.
William Armstrong invented a hydraulic crane that was installed in dockyards up and down the country. He then began to design light, accurate field guns for the British army. These were a vast improvement on the existing guns that were then in use.
The following major industries developed in Newcastle or its surrounding area:
Glassmaking
A small glass industry existed in Newcastle from the mid-15th century. In 1615 restrictions were put on the use of wood for manufacturing glass. It was found that glass could be manufactured using the local coal, and so a glassmaking industry grew up on Tyneside. Huguenot glassmakers came over from France as refugees from persecution and set up glasshouses in the Skinnerburn area of Newcastle. Eventually, glass production moved to the Ouseburn area of Newcastle. In 1684 the Dagnia family, Sephardic Jewish emigrants from Altare, arrived in Newcastle from Stourbridge and established glasshouses along the Close, to manufacture high quality flint glass. The glass manufacturers used sand ballast from the boats arriving in the river as the main raw material. The glassware was then exported in collier brigs. The period from 1730 to 1785 was the highpoint of Newcastle glass manufacture, when the local glassmakers produced the 'Newcastle Light Baluster'. The glassmaking industry still exists in the west end of the city with local Artist and Glassmaker Jane Charles carrying on over four hundred years of hot glass blowing in Newcastle upon Tyne.
Locomotive manufacture
In 1823 George Stephenson and his son Robert established the world's first locomotive factory near Forth Street in Newcastle. Here they built locomotives for the Stockton and Darlington Railway and the Liverpool and Manchester Railway, as well as many others. It was here that the famous locomotive Rocket was designed and manufactured in preparation for the Rainhill Trials. Apart from building locomotives for the British market, the Newcastle works also produced locomotives for Europe and America. The Forth Street works continued to build locomotives until 1960.
Shipbuilding
In 1296 a wooden, 135 ft (41 m) long galley was constructed at the mouth of the Lort Burn in Newcastle, as part of a twenty-ship order from the king. The ship cost £205, and is the earliest record of shipbuilding in Newcastle. However the rise of the Tyne as a shipbuilding area was due to the need for collier brigs for the coal export trade. These wooden sailing ships were usually built locally, establishing local expertise in building ships. As ships changed from wood to steel, and from sail to steam, the local shipbuilding industry changed to build the new ships. Although shipbuilding was carried out up and down both sides of the river, the two main areas for building ships in Newcastle were Elswick, to the west, and Walker, to the east. By 1800 Tyneside was the third largest producer of ships in Britain. Unfortunately, after the Second World War, lack of modernisation and competition from abroad gradually caused the local industry to decline and die.
Armaments
In 1847 William Armstrong established a huge factory in Elswick, west of Newcastle. This was initially used to produce hydraulic cranes but subsequently began also to produce guns for both the army and the navy. After the Swing Bridge was built in 1876 allowing ships to pass up river, warships could have their armaments fitted alongside the Elswick works. Armstrong's company took over its industrial rival, Joseph Whitworth of Manchester in 1897.
Steam turbines
Charles Algernon Parsons invented the steam turbine and, in 1889, founded his own company C. A. Parsons and Company in Heaton, Newcastle to make steam turbines. Shortly after this, he realised that steam turbines could be used to propel ships and, in 1897, he founded a second company, Parsons Marine Steam Turbine Company in Wallsend. It is there that he designed and manufactured Turbinia. Parsons turbines were initially used in warships but soon came to be used in merchant and passenger vessels, including the liner Mauretania which held the blue riband for the Atlantic crossing until 1929. Parsons' company in Heaton began to make turbo-generators for power stations and supplied power stations all over the world. The Heaton works, reduced in size, remains as part of the Siemens AG industrial giant.
Pottery
In 1762 the Maling pottery was founded in Sunderland by French Huguenots, but transferred to Newcastle in 1817. A factory was built in the Ouseburn area of the city. The factory was rebuilt twice, finally occupying a 14-acre (57,000 m2) site that was claimed to be the biggest pottery in the world and which had its own railway station. The pottery pioneered use of machines in making potteries as opposed to hand production. In the 1890s the company went up-market and employed in-house designers. The period up to the Second World War was the most profitable with a constant stream of new designs being introduced. However, after the war, production gradually declined and the company closed in 1963.
Expansion of the city
Newcastle was one of the boroughs reformed by the Municipal Corporations Act 1835: the reformed municipal borough included the parishes of Byker, Elswick, Heaton, Jesmond, Newcastle All Saints, Newcastle St Andrew, Newcastle St John, Newcastle St Nicholas, and Westgate. The urban districts of Benwell and Fenham and Walker were added in 1904. In 1935, Newcastle gained Kenton and parts of the parishes of West Brunton, East Denton, Fawdon, Longbenton. The most recent expansion in Newcastle's boundaries took place under the Local Government Act 1972 on 1 April 1974, when Newcastle became a metropolitan borough, also including the urban districts of Gosforth and Newburn, and the parishes of Brunswick, Dinnington, Hazlerigg, North Gosforth and Woolsington from the Castle Ward Rural District, and the village of Westerhope.
Meanwhile Northumberland County Council was formed under the Local Government Act 1888 and benefited from a dedicated meeting place when County Hall was completed in the Castle Garth area of Newcastle in 1910. Following the Local Government Act 1972 County Hall relocated to Morpeth in April 1981.
Twentieth century
In 1925 work began on a new high-level road bridge to span the Tyne Gorge between Newcastle and Gateshead. The capacity of the existing High-Level Bridge and Swing Bridge were being strained to the limit, and an additional bridge had been discussed for a long time. The contract was awarded to the Dorman Long Company and the bridge was finally opened by King George V in 1928. The road deck was 84 feet (26 m) above the river and was supported by a 531 feet (162 m) steel arch. The new Tyne Bridge quickly became a symbol for Newcastle and Tyneside, and remains so today.
During the Second World War, Newcastle was largely spared the horrors inflicted upon other British cities bombed during the Blitz. Although the armaments factories and shipyards along the River Tyne were targeted by the Luftwaffe, they largely escaped unscathed. Manors goods yard and railway terminal, to the east of the city centre, and the suburbs of Jesmond and Heaton suffered bombing during 1941. There were 141 deaths and 587 injuries, a relatively small figure compared to the casualties in other industrial centres of Britain.
In 1963 the city gained its own university, the University of Newcastle upon Tyne, by act of parliament. A School of Medicine and Surgery had been established in Newcastle in 1834. This eventually developed into a college of medicine attached to Durham University. A college of physical science was also founded and became Armstrong College in 1904. In 1934 the two colleges merged to become King's College, Durham. This remained as part of Durham University until the new university was created in 1963. In 1992 the city gained its second university when Newcastle Polytechnic was granted university status as Northumbria University.
Newcastle City Council moved to the new Newcastle Civic Centre in 1968.
As heavy industries declined in the second half of the 20th century, large sections of the city centre were demolished along with many areas of slum housing. The leading political figure in the city during the 1960s was T. Dan Smith who oversaw a massive building programme of highrise housing estates and authorised the demolition of a quarter of the Georgian Grainger Town to make way for Eldon Square Shopping Centre. Smith's control in Newcastle collapsed when it was exposed that he had used public contracts to advantage himself and his business associates and for a time Newcastle became a byword for civic corruption as depicted in the films Get Carter and Stormy Monday and in the television series Our Friends in the North. However, much of the historic Grainger Town area survived and was, for the most part, fully restored in the late 1990s. Northumberland Street, initially the A1, was gradually closed to traffic from the 1970s and completely pedestrianised by 1998.
In 1978 a new rapid transport system, the Metro, was built, linking the Tyneside area. The system opened in August 1980. A new bridge was built to carry the Metro across the river between Gateshead and Newcastle. This was the Queen Elizabeth II Bridge, commonly known as the Metro Bridge. Eventually the Metro system was extended to reach Newcastle Airport in 1991, and in 2002 the Metro system was extended to the nearby city of Sunderland.
As the 20th century progressed, trade on the Newcastle and Gateshead quaysides gradually declined, until by the 1980s both sides of the river were looking rather derelict. Shipping company offices had closed along with offices of firms related to shipping. There were also derelict warehouses lining the riverbank. Local government produced a master plan to re-develop the Newcastle quayside and this was begun in the 1990s. New offices, restaurants, bars and residential accommodation were built and the area has changed in the space of a few years into a vibrant area, partially returning the focus of Newcastle to the riverside, where it was in medieval times.
The Gateshead Millennium Bridge, a foot and cycle bridge, 26 feet (7.9 m) wide and 413 feet (126 m) long, was completed in 2001. The road deck is in the form of a curve and is supported by a steel arch. To allow ships to pass, the whole structure, both arch and road-deck, rotates on huge bearings at either end so that the road deck is lifted. The bridge can be said to open and shut like a human eye. It is an important addition to the re-developed quayside area, providing a vital link between the Newcastle and Gateshead quaysides.
Recent developments
Today the city is a vibrant centre for office and retail employment, but just a short distance away there are impoverished inner-city housing estates, in areas originally built to provide affordable housing for employees of the shipyards and other heavy industries that lined the River Tyne. In the 2010s Newcastle City Council began implementing plans to regenerate these depressed areas, such as those along the Ouseburn Valley.
This sign tickled my funny bone as it warns pedestrians to slow down as they approach the men at work.
I asked the traffic ontroller on duty how many steps I was allowed to take each minute. He smiled and gave me the thumbs up.
South Asian sweets are the confectionery and desserts of South Asia. Thousands of dedicated shops in Bangladesh, India, Nepal, Pakistan and Sri Lanka sell nothing but sweets; however, outside of South Asia, South Asian sweet shops are uncommon.
Sugarcane has been grown in India for thousands of years, and the art of refining sugar was invented there. The English word sugar comes from a Sanskrit word sakhar, while the word candy comes from Sanskrit word khand (jaggery) - one of the simplest raw forms of sweet. Over its long history, cuisines of the Indian Subcontinent developed a diversified array of sweets. Some claim there is no other region of the world where sweets are so varied, so numerous, or so invested with meaning as the Indian Subcontinent.
In India's diverse languages, sweets are called by numerous names, one common name being Mithai (मिठाई). They include sugar, and a vast array of ingredients such as different flours, milk, milk solids, fermented foods, root vegetables, raw and roasted seeds, seasonal fruits, fruit pastes and dry fruits. Some sweets such as kheer are cooked, some like burfi are baked, varieties like Mysore pak are roasted, some like jalebi are fried, others like kulfi are frozen, while still others involve a creative combination of preparation techniques. The composition and recipes of the sweets and other ingredients vary by region. Mithai are sometimes served with a meal, and often included as a form of greeting, celebration, religious offering, gift giving, parties, and hospitality in India. On Indian festivals - such as Holi, Diwali, Eid, or Raksha Bhandan - sweets are homemade or purchased, then shared. Many social gatherings, wedding ceremonies and religious festivals often include a social celebration of food, and the flavors of sweets are an essential element of such a celebration.
HISTORY
Ancient Sanskrit literature from India mention feasts and offerings of mithas (sweet). One of the more complete surviving document, with extensive description of sweets and how to prepare them is the Sanskrit document, Mānasollāsa (Sanskrit: मानसोल्लास; literally, the delight of an idea,[or delight of mind and senses); this ancient encyclopedia on food, music and other Indian arts is also known as the Abhilaṣitārtha Cintāmaṇi (the magical stone that fulfils desires). Mānasollāsa was composed about 1130 AD, by the Hindu King Somesvara III. In this document, meals are described to include a rice pudding it calls payasam (Sanskrit: पायसं), which is another word for kheer. The document mentions seven kinds of rice.
Mānasollāsa also describes recipes for golamu as a donut from wheat flour and scented with cardamom, gharikas as a fried cake from black gram flour and sugar syrup, chhana as a fresh cheese and rice flour fritter soaked in sugar syrup that the document suggests should be prepared from strained curdled milk mixed with buttermilk, and many others. Mānasollāsa mentions numerous milk-derived sweets, along with describing the 11th century art of producing milk solids, condensed milk and methods for souring milk to produce sweets.
The origin of sweets in Indian subcontinent has been traced to at least 500 BC, where records suggest both raw sugar (gur, vellam, jaggery) as well as refined sugar (sarkara) were being produced. By 300 BC, kingdom officials in India were including five kinds of sugar in official documents. By the Gupta dynasty era (300–500 AD), sugar was being made not only from sugar cane, but other plant sources such as palm; sugar-based foods were also included in temple offerings, as bhoga for the deities, which after the prayers became Prasād for devotees, the poor or visitors to the temple.
VARIETIES
BARFI
Barfi is a sweet, made of milk solids (khoya) or condensed milk and various other ingredients like ground cashews or pistachios. Some barfi use various flours such as besan (gram flour). Barfi may be flavored with pastes or pieces of fruits such as mango, banana, berries, coconut. They may include aromatic spices such as cardamom and rose water to enhance the sensual impact while they are consumed.
Sometimes a thin inert silver or gold layer of edible foil is placed on top face of burfi for an attractive presentation. Gold and silver are approved food foils in the European Union, as E175 and E174 additives respectively. The independent European food-safety certification agency, TÜV Rheinland, has deemed gold leaf safe for consumption. Gold and silver leaf are certified kosher. These inert metal foils are neither considered as toxic to human beings nor broader ecosystem.
CHAM-CHAM
Cham Chams are prepared from flattened paneer (a form of curdled milk solids, cheese) sweetened in syrup.
CHENA MURKI
Chhena murki, or chenna murki, is a sweet made from an Indian version of cottage cheese, milk and sugar in many states such as Odisha. Milk and sugar are boiled to a thick consistency. Round, cubes, cuboid or other shapes of cottage cheese are soaked in the milky condensate. Other flavors and aromatic spices are typically added. It is also known by Bangladeshi and Guyanese people as pera.
CHIKKI
Chikki is a ready-to-eat solid, brittle sweet generally made from casting a mix of dry nuts and hot jaggery syrup. Peanuts and jaggery mix are most common. Other than almonds, cashews, walnuts, sesame and other seeds, varieties of chikki are also prepared from puffed or roasted Bengal gram, puffed rice, beaten rice, puffed seasonal grains, and regional produce such as Khobara (desiccated coconut). Like many Indian sweets, Chikki is typically a high protein delicacy.
GAJRELA
Gajrela, also called Gajar halwa, is a seasonal pudding-like sweet made from the root vegetable carrot. It is popular in Punjab regions of India and Pakistan, agricultural belt of North India, now common in many parts of South Asia. It is made by slowly cooking carrot with ghee, concentrated and caramelized milk, mawa (khoya) and sugar; often served with a garnish of aromatic spices, almonds, cashews or pistachios. The recipes vary by region, and Gajrela may be cooked without ghee, then include cheese or other milk solids for sophisticated mix of flavors. It is common in Indian restaurants, and also a seasonal street and cafe food during post-monsoon through spring festive celebrations.
GULAB JAMUN
Gulab jamun is a common sweet found in Bangladesh, India, Nepal and Pakistan. It is made out of fried chenna (milk solids and cheese) balls soaked in sweet rose-water flavoured syrup.
JALEBI OR IMARTI
Jalebi is made by deep-frying a fermented batter of wheat flour with yoghurt, in a circular (coil-like) shape and then soaking it in sugar syrup. Imarti is a variant of Jalebi, with a different flour mixture and has tighter coils. Typically Jalebi is brown or yellow, while Imarti is reddish in colour. Often taken with milk, tea, yogurt or Lassi. In classical Sanskrit literature, jalebis have been referred to as kundalika or jalavallika.
KHAJA
Khaja is a sweet of India. Refined wheat flour, sugar and oils are the chief ingredients of khaja.
It is believed that, even 2000 years ago, Khajas were prepared in the southern side of the Gangetic Plains of Bihar. These areas which are home to khaja, once comprised the central part of Maurya and Gupta empires. Presently, Khajas are prepared and sold in the city of Patna, Gaya and several other places across the state of Bihar. Khajas of the Silao and Rajgir are known for their puffiness.
Khajas have travelled to some other parts of India, including Andhra Pradesh and Odisha. Khaja of Kakinada is a coastal town of Andhra Pradesh. Where as khaja of Puri is too famous. At first, the batter is of wheat flour, mawa and oil. It is then deep fried until crisp. Then a sugar syrup is made which is known as "pak". The crisp croissants are then soaked in the sugar syrup until they absorb the sugar syrup. In Kakinada, Khaja is dry from outside and full of sugar syrup from inside and is juicy.
KULFI
Kulfis are traditional South Asian ice-cream, where flavored milk is first condensed and caramelized by slow cooking in presence of a small quantity of rice or seasonal grain flour; once condensed, dry nut pastes and aromatic spices are added, the mix frozen in small earthen or metal cans. This creates one of the densest known form of frozen sweets; it is typically served between -10 to -15 C when they are easier to spoon and eat. It comes in a variety of flavours such as mango, kesar, pistachios, badam (almond), coconut and plain. It is also a street side urban as well as rural India summer time snack and festive sweet, where food hawkers carry around frozen mounds of kulfi in a big earthen pot and play a particular horn music to attract customers. These vendors are known as "kulfiwalla" (one who sells kulfi).
KHEER OR PAYAS
Kheer is a pudding, usually made from milk, sugar and one of these ingredients - vermicelli, rice, Bulgar wheat, semolina, tapioca, dried dates, and shredded white gourd. It is also known as "Payas".
As sweet rice pudding, payas has been a cultural dish throughout the history of India, being usually found at ceremonies, feasts and celebrations. In many parts of India, ancient traditions maintain that a wedding is not fully blessed if payas (or payasam as known in South India) is not served at the feast during traditional ceremonies like marriage, child birth, annaprasan (first solid feed to child), and other occasions. Other than sweet yoghurt, some families include kheer in the last meal, as hospitality and auspicious food, before a family member or guest departs on a long journey away from the home.
LADDU
Kulfis are traditional South Asian ice-cream, where flavored milk is first condensed and caramelized by slow cooking in presence of a small quantity of rice or seasonal grain flour; once condensed, dry nut pastes and aromatic spices are added, the mix frozen in small earthen or metal cans. This creates one of the densest known form of frozen sweets; it is typically served between -10 to -15 C when they are easier to spoon and eat. It comes in a variety of flavours such as mango, kesar, pistachios, badam (almond), coconut and plain. It is also a street side urban as well as rural India summer time snack and festive sweet, where food hawkers carry around frozen mounds of kulfi in a big earthen pot and play a particular horn music to attract customers. These vendors are known as "kulfiwalla" (one who sells kulfi).
Kheer or payas
Kheer is a pudding, usually made from milk, sugar and one of these ingredients - vermicelli, rice, Bulgar wheat, semolina, tapioca, dried dates, and shredded white gourd. It is also known as "Payas".
As sweet rice pudding, payas has been a cultural dish throughout the history of India, being usually found at ceremonies, feasts and celebrations. In many parts of India, ancient traditions maintain that a wedding is not fully blessed if payas (or payasam as known in South India) is not served at the feast during traditional ceremonies like marriage, child birth, annaprasan (first solid feed to child), and other occasions. Other than sweet yoghurt, some families include kheer in the last meal, as hospitality and auspicious food, before a family member or guest departs on a long journey away from the home.
MALPOA
Malpoa is the most ancient homemade sweets of India. It is a form of pancake (made of wheat or rice flour) deep fried and sugar syrup.
NARKEL NARU
Narkel Naru is a dessert from Bengal. They are ball-shaped and made from khoa/condensed milk and coconut, a traditional food during Pujas such as the Lakshmi Puja
PARWAL KI MITHAI
Parwal Ki Mithai is a dry sweet made of the vegetable parwal, a kind of gourd. The shell of parwal is filled with milk solids, then cooked. It is rather popular in Bihar, but also found in Uttar Pradesh and West Bengal.
PATHISHAPA
Pathishapta is a Bengali dessert. The final dish is a rolled pancake that is stuffed with a filling often made of coconut, milk, cream, and jaggery from the date palm. These desserts are consumed in Thailand as well.
RASGULLA
Rasgulla is a popular sweet in South Asia. They come in many forms, such as Kamalabhog (Orange Rasgulla), Rajbhog (Giant Rasgulla), Kadamba often served with kheer, Rasamundi, Raskadamba, and others. Some are white, others cream, brown, gold or orange colored. They are called Rasbari in Nepal. This dish is made by boiling small dumplings of chhenna and semolina mixture in sugar syrup. Once cooked, these are stored in the syrup making them spongy. Increasing the semolina content reduces the sponginess and hardens them, creating variety of textures. Some Rasgulla are stuffed inside with treats, such as dry fruits, raisins, candied peel and other delicacies to create a series of flavors experienced as they are consumed. Some versions, called danedhar, are removed from syrup and sugar coated into shapes of fruits and other creative designs. These are festive foods found year round, in many parts of India.
SANDESH
Sandesh is a sweet made from fine cheese made from cow's milk kneaded with fine ground sugar or molasses. This is a sweet from West Bengal and Odisha. Revered for its delicate making, and appreciated by the connoiseur, this represents sweet making at its finest. Sandesh comes in two varieties, "Norom Pak" (the softer version) and "Koda Pak" (the harder version). The softer version although more gentle and considered better, is fragile. The harder version is robust and often easier for storage. Molasses made from dates can be used to make a special variation of Sandesh called "Noleen Gurher Sandesh" (a Sandesh made from "Noleen Gurh" or molases from dates) or simply "Noleen Sandesh".
SEL ROTI
Sel roti is a Nepali home-made circular-shaped bread or rice donut, prepared during Tihar, a widely celebrated Hindu festival in Nepal. It is made of rice flour with adding customized flavors. A semi liquid rice flour dough is usually prepared by adding milk, water, sugar, butter, cardamom, cloves and other flavors of personal choice.
SHRIKHAND
Shrikhand is a creamy dessert made out of strained yogurt, from which water is drained off completely. Dry fruits, mango puree, saffron or cardamom and sugar are added to the thick yoghurt to get the desired flavour and taste. It is served chilled. It is a West Indian traditional dish.
OTHER INDIAN & PAKISTANI SWEETS
Other traditional Indian sweets and desserts famous throughout the history of Indian food include:
- Mysore pak (a dessert made out of ghee, sugar and chick pea flour),
- Halwa (or Halva in modern English spelling); made out of flour, butter and sugar
- Jangiri
- Jhajariya
WIKIPEDIA
Weatherspoons in Bishops Stortford , had their "mixed grill" on special offer today .
Seemed churlish not to partake !
The Port Jackson , Bishops Stortford , Hertfordshire
Bank Holiday Monday 28th-August-2017 .
In 1982 Mercedes-Benz released the production version of more than a decade's research into developing a compact format, efficient and safe luxury car. The name '190' referred back to the 1950 and 60s versions of 'reduced power output' models of their mainstream saloon car range. The 190E specified a fuel-injected 2.0 litre, four cylinder engine, whilst a 190 model, without the 'E' (for einspritz' appellation, referred to the same engine, but using a carburetor.
This is the version most commonly seen in taxis, along with a 2.0 litre 4-cylinder diesel, with even less power......
Then something strange happened within the halls of Mercedes-Benz....
190E 2.3-16 & 2.5-16 "Cosworth":
In the late 1970s, Mercedes competed in rallying with the big V8-powered Coupés of the R107 Series, mainly the light-weight Mercedes 450 SLC 5.0. Mercedes wished to take the 190 E rallying, and asked British engineering company Cosworth to develop an engine with 320 bhp (239 kW) for the rally car. This project was known as project "WAA' by Cosworth". During this time, the Audi Quattro with its all-wheel drive and turbocharger was launched, making the 2.3-16v appear outclassed. With a continued desire to compete in high-profile motor sport with the 190, and also now an engine to do it with, Mercedes turned to the Deutsche Tourenwagen Meisterschaft (DTM) (German Touring Car Championship) motor sport series instead. Cars racing in this championship, however, had to be based on a roadgoing model. Mercedes therefore had to put into series production a 190 fitted with a detuned version of the Cosworth engine. This high-performance model was known as the 190 E 2.3-16, and debuted at the Frankfurt Auto Show in September 1983, after its reputation had already been established. Three cars, only slightly cosmetically altered, had set three world records in August at the Nardo testing facility in Italy, recording a combined average speed of 154.06 mph (247.94 km/h) over the 50,000 km endurance test, and establishing twelve international endurance records. The Mercedes 190-E Cosworth was also featured on the second episode in series fifteen of the popular car show Top Gear.
Engin:
2.5-16 Cosworth
The Cosworth engine was based on the M102 four cylinder 2.3-litre 8-valve 136 hp (101 kW) unit already fitted to the 190- and E-Class series. Cosworth developed the cylinder head, "applying knowledge we've learnt from the DFV and BDA." It was made from light alloy using Coscast's unique casting process and brought with it dual overhead camshafts and four valves per cylinder, meaning 16 valves total which were developed to be the "largest that could practically be fitted into the combustion chamber".
In roadgoing trim,the 2.3 L 16-valve engine made "185 hp (138 kW) at 6,200 rpm and 174 lb·ft (236 N·m) at 4,500 rpm. The oversquare 95.50 x 80.25 mm bore and stroke dimensions ensuring that it revs easily up to the 7000 rpm redline". Acceleration from 0–100 km/h (62 mph) was less than eight seconds, and the top speed was 230 km/h (143 mph).
US-Specification cars had a slightly reduced compression ratio (9.7:1 instead of 10.5:1), and were rated at 167 hp (125 kW) @ 5800 rpm and 162 lb·ft (220 N·m) @ 4750.
The roadgoing version of the engine was reconfigured with reduced inlet and exhaust port sizes, different camshaft profiles, no dry sump configuration and Bosch K-jetronic replacing the specialised Kugelfischer fuel injection. These changes helped bring power down to the required 185 bhp (138 kW) specification, but still resulted in a "remarkably flexible engine, with a very flat torque curve and a wide power band". The heads for the engines were cast at Cosworth's Coscast foundry in Worcester and sent to Germany to be fitted to the rest of the engine, parts of which were different from the standard 2.3 including light pressed alloy pistons, and rings designed to withstand higher engine speeds, whilst con-rods, bearings and bearing caps were found to be strong enough as standard and left unaltered.
16v differences:
Due to their performance, the 16-valve cars were different from the other 190 models. The body kit on the 2.3-16 and 2.5-16 reduced the drag coefficient to 0.32, one of the lowest CD values on a four-door saloon of the time, whilst also reducing lift at speed. The steering ratio was quicker and the steering wheel smaller than that on other 190s, whilst the fuel tank was enlarged from 55 to 70 L. The Getrag 5-speed manual gearbox was unique to the 16-valve and featured a 'racing' gear pattern with 'dog-leg' first gear, left and down from neutral. This meant that the remaining 2nd, 3rd, 4th and 5th gears were in a simple H pattern allowing fast and easy selection. The gearchange quality was, however, noted as "notchy, baulky", criticisms which weren't levelled at the BMW M3 (E30) which shared the same gearbox. The pattern is also unusual in that the driver engages reverse by shifting left and up from neutral, as for first gear in a conventional pattern. This was demonstrated in a Top Gear episode (S15E02) where James May took a 190E 2.3-16 Cosworth and repeatedly confused reverse and first gear. An oil cooler was fitted to ensure sufficient oil cooling for the inevitable track use many of these cars were destined for.
The strictly four-seater interior had Recaro sports seats with strong side bolsters for front and rear passengers. 3 extra dials - an oil temperature gauge, stopwatch and voltmeter - were included in the centre console. The 190 E 2.3-16 was available in only two colours, Blue-Black metallic (Pearl Black in the US), and Smoke Silver. The 2.5-16 added Almandine Red and Astral Silver.
All 2.3-16-valve 190 models are fitted with a Limited Slip Differential (LSD) as standard. They were also available with Mercedes' ASD system which was standard equipment on the 2.5-16v. The ASD is an electronically controlled, hydraulically locking differential which activates automatically when required. The electronic control allows varied amounts of differential lock from the standard 15% right up to 100%. It is not a traction control system however, and can only maximize traction rather than prevent wheel spin. Activation of the ASD system is indicated by an illuminating amber triangle in the speedometer.
The suspension on 16-valve models is very different from the standard 190 (W201). As well as being lower and stiffer, it has quicker dampers, larger anti-roll bars, harder bushings and hydraulic Self-levelling suspension (SLS) on the rear. This allows the rear ride height to remain constant even when the car is fully loaded.
At the inauguration of the new, shorter Nürburgring in 1984, a race with identical cars was held, with former and current F1 pilots at the wheel. A then unknown Ayrton Senna took first place.
Private Teams such as AMG later entered the 2.3-16 in touring cars races, especially the DTM. In the late 1980s, the 2.5-16 (never released in the United States) raced many times, against the similar BMW M3 and even the turbocharged Ford Sierra RS Cosworth.
Evolution models:
2.5-16 Evolution II
With the debut of the BMW M3 Sport Evolution, Mercedes' direct competitor, it became obvious that the 2.5-16 needed a boost for the circuit. In March 1989, the 190 E 2.5-16 Evolution debuted at the Geneva Auto Show. The Evo I, as it came to be called, had a new spoiler and wider wheel arches. Many changes were made to under-the-skin components such as brakes and suspension. There was a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. All were intended to allow the Evolution cars to be even more effective round a track.
The Evo I's output is similar to the 202 bhp (151 kW) of the "regular" 2.5-16. However this car had a redesigned engine of similar capacity but, most importantly, a shorter stroke and bigger bore which would allow for a higher rev limit and improved top-end power capabilities. Additional changes stretch to "rotating masses lightened, lubrication improved and cam timing altered". Cosworth also list a project code "WAC" for the development of the short-stroke Evolution engine.
Only 502 units of the Evolution model were produced for homologation in compliance with DTM rules. For those customers desiring even more performance, a PowerPack option engineered by AMG was available for DM 18,000. The PowerPack option included hotter camshafts, a larger diameter throttle body, more aggressive ignition and fuel management as well as optimization of the intake and exhaust systems. The net result was an additional 30 bhp (22 kW).
In March 1990, at the Geneva Auto Show, the 190 E 2.5-16 Evolution II was shown. With the success of the first Evolution model, this model's 502-unit production was already sold before it was unveiled.
The "Evo II" included the AMG PowerPack fitted to the same short-stroke 2.5 engine as the Evolution, as well as a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. An obvious modification to the Evolution II is a radical body kit (designed by Prof. Richard Eppler from the University of Stuttgart) with a large adjustable rear wing, rear window spoiler, and Evolution II 17-inch wheels. The kit served an aerodynamic purpose — it was wind tunnel tested to reduce drag to 0.29, while at the same time increasing downforce. Period anecdotes tell of a BMW executive who was quoted as saying "if that rear wing works, we'll have to redesign our wind tunnel." The anecdote claims that BMW did.
As mentioned 500 were made in "blauschwarz" blue/black metallic. But the last two, numbers 501 and 502 were made in astral silver.
[Test taken from Wikipedia]
This Lego miniland-scale 190E 2.5-16 Evolution II sedan has been created for Flickr LUGNuts' 84th Build Challenge, our 7th birthday, - "LUGNuts Turns 7…or 49 in Dog Years", - where all the previous challenges are available to build to. In this case Challenge 57, - "From Mild to Wild", for vehicles that have been turned into something special out of the ordinary. And also challenge 33, - "Size Matters", - as a buddy challenge with Sirmanperson, who has produced the same 190E 2.5-16 Evolution II in 1:17 scale.
SMITH, GOLDWIN, writer, journalist, and controversialist; b. 13 Aug. 1823 in Reading, England, son of Richard Pritchard Smith, an Oxford-educated physician and railway promoter and director, and Elizabeth Breton, and the only one of their seven children to survive to adulthood; d. 7 June 1910 in Toronto.
After attending a private school and Eton College, Goldwin Smith in 1841 went to Christ Church and then in 1842 to Magdalen College, both at Oxford. He was awarded a first class in literae humaniores and obtained a ba in 1845 and an ma in 1848. He also carried off a series of prizes in classical studies, including one for a Latin essay on the position of women in ancient Greece. He both translated and wrote Latin verse, interests he would retain throughout his life. His education was intended as a preparation for the law and in 1842 his name had been entered at Lincoln’s Inn. He was called to the bar in 1850 but he never pursued a legal career.
When Smith was at Oxford the university was racked with religious controversy which focused on John Henry Newman and the Oxford Movement. Smith apparently admired Newman’s style but he was repelled by the movement’s ritualistic tendencies and its affinities with Roman Catholicism. Although he was a member of the Church of England, as was required of all Oxford students at the time, his mother’s Huguenot background may have contributed to his developing religious liberalism and dislike of clericalism. He would remain interested in religious issues until the end of his life, but his knowledge of theology was superficial. In addition, his understanding of the scientific controversies that were beginning to arise in pre-Darwinian Oxford was modest and was probably gained at the geological lectures of William Buckland, who upheld William Paley’s view that God’s existence was demonstrated by design in nature. Although Smith would come to accept a version of evolution and to realize, as he wrote in 1883, that it had “wrought a great revolution,” he never fully understood Charles Darwin’s hypothesis.
Smith spent the late 1840s in London and in travels on the Continent with Oxford friends. His growing interest in liberal reforms, especially in reducing the privileged status of the Church of England, was stimulated by events and personalities at home and abroad, though he quickly joined the side of authority during the Chartist disturbances in 1848. His first reformist thrusts were directed at Oxford. A fellow in civil law at University College from 1846, he joined in a demand for a reduction in clerical control over the university. Partly as a result of the agitation, which included letters from Smith to the Times of London in 1850, a royal commission, with Smith as assistant secretary, was struck in that year to investigate the university. The commission reported in 1852 and the Oxford University Act two years later relaxed but did not abolish religious tests.
During his years with the royal commission Smith widened his contacts in the political and intellectual world and turned to journalism, which was to be his permanent vocation. In 1850 he began contributing to the Morning Chronicle and in 1855 to the Saturday Review of Politics, Literature, Science and Art, both published in London, reviewing poetry and advocating university reform. In 1858 he was made a member of a new royal commission, chaired by the Duke of Newcastle, to examine Britain’s educational system, and he wrote part of the report which appeared in 1862. Meanwhile, also in 1858, the Conservative government of Lord Derby appointed Smith regius professor of modern history at Oxford. This post carried such prestige that Smith, who was only 35, might have been expected to settle into it for the rest of his life. In 1861 he indicated his intention to withdraw from active journalism and devote himself to his new profession as an historian. He apparently planned to write some serious scholarly works, but this goal proved incompatible with his intense interest in contemporary affairs. Lack of detachment was the most prominent characteristic of Smith’s historical writing. He always knew which side was right. For him history was not an arid, scientific search for objective accuracy. “History,” he argued, “without moral philosophy, is a mere string of facts; and moral philosophy, without history, is apt to become a dream.”
Smith used his chair largely to engage in controversies over political and religious questions. Although he was undoubtedly a stimulating and devoted lecturer and tutor, he showed no interest in original research and published nothing of scholarly merit. His later historical publications and literary biographies, including histories of the United States and the United Kingdom and studies on William Cowper and Jane Austen, were little more than a reworking of secondary sources usually spiced up with a dose of his principles and prejudices. He was a man of letters, not a research scholar, and he also published travel books and Latin and Greek authors in translation. His first book was typical. Of his five Lectures on modern history (1861), three dealt with religious controversies related to rationalism and agnosticism, another with the idea of progress, and only one with a historical topic, the founding of the American colonies. Though denying that history was a science, Smith was quite prepared to draw moral laws from his reading of the past. In the first place, he considered “the laws of the production and distribution of wealth . . . the most beautiful and wonderful of the natural laws of God. . . . To buy in the cheapest and sell in the dearest market, the supposed concentration of economical selfishness, is simply to fulfil the commands of the Creator.” These laws, discovered by Adam Smith, whom he viewed as a prophet, expressed a tenet of political economy from which he would never deviate: a market economy guided by the “hidden hand” was divinely sanctioned and if faithfully observed would lead to a just social order. Secondly, Smith’s reading of history convinced him that religion provided the cement holding the social order in place. “Religion,” he warned those who contended that progress had made Christianity obsolete, “is the very core, centre, and vital support of our social and political organization; so that without a religion the civil tie would be loosened, personal would completely prevail over public motives, selfish ambition and cupidity would break loose in all directions, and society and the body politic would be in danger of dissolution.”
To these lessons of history Smith added a third which would serve as a permanent guide to his judgements on the way of the world, a conviction that “colonial emancipation” should take place as rapidly as possible because it was – except for India and Ireland – inevitable. This conclusion appeared in a series of articles published in the London Daily News in 1862–63 and then in pamphlet form as The empire in 1863. There he presented a distillation of the opinions of his friends John Bright, Richard Cobden, and others of the so-called Manchester school who believed that Britain’s economic power, under free trade, was so great that the formal, political empire could be disbanded without economic loss. The lesson of the American revolution, for Smith a disaster which had divided the Anglo-Saxon people, was simply that colonies should be allowed to grow naturally into nations. Once they were freed of the yoke of dependency, “something in the nature of a great Anglo-Saxon federation may, in substance if not form, spontaneously arise out of affinity and mutual affection.” Though condemned by the Times and attacked by Benjamin Disraeli as one of the “prigs and pedants” who should make way for statesmen, Smith clung tenaciously to his anti-imperial faith.
A drastic alteration in Smith’s personal circumstances led to his departure from England in 1868. He had resigned his chair at Oxford in 1866 in order to attend to his father, who had suffered permanent injury in a railway accident. In the autumn of 1867, when Smith was briefly absent, his father took his own life. Doubtless blaming himself for the tragedy – and now without an Oxford appointment – he decided to travel to North America, which he had previously visited in 1864, when Andrew Dickson White, president of Cornell University at Ithaca, N.Y., invited him to take up a teaching post at the newly founded institution. Smith was attracted by the determination of its founder, Ezra Cornell, to organize a university that was non-sectarian and open to all classes of society, though he had no sympathy for its commitment to coeducation. He remained at Cornell on a full-time basis for only two years but his connection with the university, which in 1906 named a building after him, continued for life. Whether it was the climate or the presence of women, admitted in 1869, that caused Smith to leave, he decided in 1871 to move to Toronto and to be near some relatives. Four years later that move became permanent as a consequence of his marriage in Toronto on 3 Sept. 1875 to William Henry Boulton*’s widow, Harriet Elizabeth Mann, née Dixon, who was two years his junior, an American by birth, and possessor of a significant fortune which included the estate named the Grange. Smith settled into a late-blooming marital bliss and the Grange’s affluent surroundings with ease: “a union for the afternoon and evening of life,” he told his American friend Charles Eliot Norton. He was, as he remarked after Harriet died in 1909, “finally bound to Canada by the happiest event of my life.”
The marriage, a personal healing of the unfortunate breach of 1776, was an extremely successful one. After years of transiency and a life seemingly limited to male friendships, Smith had found a perfect mate. His new wife was socially sophisticated and apparently utterly devoted to her austere husband who, in contrast to her first, spent his waking hours in reading, writing, and good talk. His circle of friends and visitors, the intellectual élite of the English-speaking world, joined local celebrities and politicians in the drawing-room of the Grange. “Here one is suddenly set down in an old English house,” Albert Venn Dicey wrote, “surrounded by grounds, with old four-post beds, old servants, all English, and English hosts . . . an English mansion in some English county.” For the remaining 35 years of his life, Smith lived in Canada, but he was never quite of it. From his “English mansion,” this talented and acerbic political and literary critic would hurl his jeremiads at a world that irritatingly deviated from the Manchester liberal faith in which he was steeped.
The move to Canada and marriage and domestic tranquillity did nothing to diminish Smith’s intellectual energy or his eagerness to improve public morality. Indeed, what he viewed as the underdeveloped, overly partisan state of Canadian public discussion spurred him on to greater effort. No sooner had he arrived in Toronto than he began reviewing for the Globe, but he quickly fell out with George Brown*, the paper’s proprietor, whose dogmatic righteousness brooked no competition. Smith soon turned to a series of attempts to establish independent organs, though independence usually meant agreement with Smith. First, he assisted Graeme Mercer Adam* in the founding of the Canadian Monthly and National Review (Toronto), where in February 1872 he adopted the nom de plume that would become his most characteristic signature, A Bystander. It was intended to imply that he was an outsider and therefore detached and analytical. In fact, it was soon obvious enough to readers that the author was a committed, often fierce, partisan, even if somewhat of an outsider. When the supporters of the Canada First movement launched the Nation in Toronto in 1874, Smith signed on as one of the principal contributors, both financially and as a writer. Then, in April 1876, he participated in a more ambitious project, the establishment, with John Ross Robertson* as publisher, of the Evening Telegram, a daily to compete with Brown’s Globe. It soon developed Conservative sympathies and Smith departed.
In June 1878 Smith returned to Toronto following an 18-month sojourn with Harriet in England more convinced than ever that the country needed the benefit of his intellectual guidance. Within a year he opened his own one-man show, the Bystander, subtitled “A monthly review of current events, Canadian and general.” The performance was a breathtaking one. For three years Smith’s outpourings filled its pages with brilliant, opinionated comment on virtually every political, cultural, and intellectual development in Europe and North America. He was determined to broaden the mental horizons of Canadians and by 1880 was pleased to admit that “the great questions of religious philosophy are beginning to engage a good many Canadian minds.” He expounded Adam Smith’s political economy, denounced women’s suffrage as a threat to the family, warned of the dangers of Herbert Spencer’s social Darwinism, castigated Bismarck, expatiated on the Eastern Question, and sniped at Disraeli. He even found space, when Sarah Bernhardt visited Canada in 1881, to agree with Bishop Édouard-Charles Fabre* and the Presbyterian (Montreal) in condemning her for her unsanctified liaisons. The Bystander’s suspicious eye frequently detected clerical power in Quebec and Ireland, and Jewish control over the European press. When Smith decided to give his active pen a rest in June 1881, he had established himself as a vigorous intellectual voice in Canada. A second series of the Bystander, this time published quarterly from January to October 1883, began after his return from another lengthy stay in England. The third and final series appeared between October 1889 and September 1890. In the interim he lent his support to another new journal, the Week, edited by Charles George Douglas Roberts*, which began publication in December 1883. Smith’s final venture in Canadian journalism came in 1896 when he acquired a controlling interest in the faltering Canada Farmers’ Sun (Toronto), a paper which, under George Weston Wrigley, had actively supported such radical causes as the political insurgency of the Patrons of Industry. The Bystander promptly put the paper back on orthodox rails by calling for free trade, retrenchment, and opposition to Canadian participation in the South African War. All of this activity still left time for a flood of articles in the international press: the Fortnightly Review, the Contemporary Review, and the Nineteenth Century, a Monthly Review in London, the Atlantic Monthly in Boston, and the Sun, the Nation, and the Forum in New York. Indeed, he published in any daily or monthly that would print his articles, reviews, and letters. His output was prodigious, the writing crisp and often epigrammatic.
Smith’s activities were not confined to intellectual labour. A public-spirited person, he devoted both money and energy to a variety of causes. Civic affairs especially concerned him for he believed that local governments should take greater responsibility for the welfare of citizens than was the case in Toronto. He chaired a citizens’ reform committee, advocated the commission system for city government, fought for the preservation and extension of parks for public recreation, campaigned for Sunday streetcars, and opposed free public lending libraries. (“A novel library,” he told Andrew Carnegie, “is to women mentally pretty much what the saloon is physically to men.”) He was distressed by problems of urban unemployment and poverty, and contributed generously to such charities and benevolent societies as the Associated City Charities of Toronto, which he founded, and the St Vincent de Paul Society. He also supported the building of a synagogue. For two decades he urged the appointment of a city welfare officer to supervise grants to social agencies, a cause that succeeded in 1893 only after Smith agreed to pay the officer’s salary for the first two years. Underlying these and other humanitarian endeavours was a philosophy of noblesse oblige, the Christian duty of the fortunate towards their weaker brethren. He feared that the failure of Christian voluntary charity would increase the popularity of those who advocated radical social programs. “Care for their own safety, then, as well as higher considerations, counsels the natural leaders of society to be at the post of duty,” Smith told a conference of the combined charities of Toronto in May 1889.
Education was another concern which Smith brought with him to Canada. In 1874 he was elected by Ontario teachers to represent them on the Council of Public Instruction and he was subsequently chosen president of the Ontario Teachers’ Association. But once again, university reform captured his deepest interest, and as in so many things, he advocated reforms that revealed his Oxford connections. Almost from the time of his arrival he proposed the federation of Ontario’s scattered universities on an Oxford model. He followed progress towards that federation in the 1880s and 1890s, regularly participating in University of Toronto functions and advocating university autonomy. In 1905 he accepted membership on, but not the chair of, a royal commission on the University of Toronto. One outcome was a new act in 1906 establishing a board of governors for the university, to which Smith was appointed. Among the many honorary degrees which Smith received from the great universities of the English-speaking world he must have particularly savoured the one conferred on him in 1902 by the University of Toronto; seven years earlier he had withdrawn his name from nomination for a degree in the face of the furious opposition of George Taylor Denison* and other imperial federationists who protested against the granting of the degree to a “traitor.”
For all of his breadth of knowledge and interest, Smith’s overriding concern was the contemporary world. His reputation rests on that collection of ideas which he regularly, and with remarkable consistency, applied to the issues of his time. Though he has most often been categorized as a “Victorian liberal,” it is not his liberal principles but rather his faith in the superiority of Anglo-Saxon civilization that is his most striking trait. That faith not only frequently contradicted his liberalism, but also, in its application to Canada, limited his ability to understand and sympathize with the aspirations of the people among whom he had chosen to take up residence.
Smith’s liberalism expressed itself most fulsomely in his commitment to free market economics, the secularization of public life, and opposition to empire. Though a firm believer in individualism and parliamentary government, Smith showed no special interest in civil liberties, except in his criticism of clericalism, and he favoured neither universal manhood nor women’s suffrage. He distrusted democracy and pronounced the French revolution (an event admired by most liberals) “of all the events in history, the most calamitous.” Inequality, he believed, was mankind’s permanent condition. While he repeatedly professed sympathy for labour and supported trade unions, he abhorred strikes and denounced as “chimeras” those reforms – single tax, currency inflation, public ownership, the regulation of hours of work – which labour radicals began to advocate in the late 19th century; progress he thought possible, but “there is no leaping into the millennium.” Although limited government intervention in the economy might sometimes be justified (he reluctantly supported Sir John A. Macdonald*’s arguments for a National Policy), collectivism and socialism were anathema He opposed income tax, old-age pensions, and even publicly financed education. In his introduction to Essays on questions of the day (1893), he summed up his social philosophy by confessing that “the opinions of the present writer are those of a Liberal of the old school as yet unconverted to State Socialism, who looks for further improvement not to an increase of the authority of government, but to the same agencies, moral, intellectual, and economical, which have brought us thus far, and one of which, science, is now operating with immensely increased power.” Clearly, it was not just “state socialism” that had failed to convert the master of the Grange; the new social liberalism of Thomas Hill Green and Leonard Trelawney Hobhouse was equally heretical to him. Indeed, by the late Victorian era one of Smith’s own adages could reasonably be applied to its author: “There is no reactionary,” the Bystander informed the readers of the Week in 1884, “like the exhausted Reformer.”
Had Smith’s social philosophy become threadbare merely as a result of the passage of time, then he might none the less rank as a significant liberal, if only of the “old school.” But the limits of his liberalism are even more evident when placed in the context of his nationalism – his belief in Anglo-Saxon superiority. In common with most 19th-century political thinkers, especially liberals, Smith believed that “nations” were “an ordinance of nature, and a natural bond.” Like John Stuart Mill, and in contrast to Lord Acton, he defined a nation in terms of the concept of cultural homogeneity. And although he opposed imperialism, he was nevertheless utterly at one with those imperialists who believed that the Anglo-Saxon cultural community, centred in Great Britain with branches around the world, was a superior civilization. Its political institutions, economic system, morality, and culture were all signs of its primacy in a world of diverse nations. In his first, and most famous, critique of the empire, he gave voice to his own form of nationalism, one which verged on cultural imperialism. “I am no more against Colonies than I am against the solar system,” he wrote in The empire. “I am against dependencies, when nations are fit to be independent. If Canada were made an independent nation she would still be a Colony of England, and England would still be her Mother Country in the full sense in which those names have been given to the most famous examples of Colonization in history. Our race and language, our laws and liberties, will be hers.”
For Smith the great failure, even tragedy, of Anglo-Saxon history was the American revolution. “Before their unhappy schism they were one people,” and the healing of that schism through the “moral, diplomatic and commercial union of the whole English-speaking race throughout the world” became the goal to which all else was secondary. He shared that goal with those Canadians who advocated imperial federation – Denison, George Monro Grant, George Robert Parkin* – but because his chosen route began with the annexation of Canada to the United States he found himself in permanent head-to-head combat with those same men.
Smith’s convictions about the superiority of Anglo-Saxon values are most strikingly illustrated in his attitude towards “lesser breeds without the Law.” His advocacy of colonial freedom was limited to those colonies which had English majorities. India, a conquered territory, was exempt; for Britain to relinquish what he called this “splendid curse” would be to abdicate its responsibility and leave the subcontinent to certain anarchy. If India troubled Smith, Ireland infuriated him. He mistrusted Roman Catholicism everywhere; in Ireland he despised it. As an ethnic group the Irish were an “amiable but thriftless, uncommercial, saint-worshipping, priest-ridden race.” He fought Home Rule as though his very life depended upon its defeat. “Statesmen might as well provide the Irish people with Canadian snowshoes,” he declaimed sarcastically, “as extend to them the Canadian Constitution.” His one-time associate William Ewart Gladstone was denounced as “an unspeakable old man” when he took up the Irish cause.
Other non-Anglo-Saxon groups fared little better. Though Smith occasionally expressed sympathy for “the wild-stocks of humanity” – the people of Africa, for example – he saw no reason to lament the oppressed state of the native North American. The doomed state of the native people was not the fault of the British who “had always treated [them] with humanity and justice”; with their disappearance, “little will be lost by humanity,” he concluded callously.
For the Jewish people, Smith reserved a special place in his catalogue of “undesirables.” The critical problem with the Jews was what Smith saw as their stubborn unwillingness to assimilate, to give up their religious beliefs and cultural practices, to become “civilized.” He regularly stereotyped them as “tribal,” “usurious,” “plutopolitans,” incapable of loyalty to their country of residence. The Talmud, the Bystander affirmed, “is a code of casuistical legalism . . . of all reactionary productions the most debased, arid, and wretched.” If the Jews would not assimilate they should be returned to their homeland. In a sentence that reeked with racist arrogance he declared that “two greater calamities perhaps have never befallen mankind than the transportation of the negro and the dispersion of the Jews.” Smith’s extreme ethnocentricity in the case of the Jewish people, as Gerald Tulchinsky has shown, can only be described as anti-Semitism.
Smith’s belief in Anglo-Saxon superiority and the importance that he attached to the reunification of the “race” provided him with both his questions and his answers when he analysed “Canada and the Canadian question.” On his arrival in Toronto Smith had discovered a nascent nationalist movement. He threw his support behind this amorphous group of young men whose platform was set out in William Alexander Foster*’s pamphlet Canada First; or, our new nationality: an address (Toronto, 1871), which called for the promotion of a national sentiment and the clarification of Canada’s status in the empire as well as for a number of political reforms. While Smith believed that the movement would promote Canadian independence, others favoured some form of equal partnership with the other members of the empire. For a time the movement attracted the sympathy of the prominent Liberal party intellectual Edward Blake*, but by the mid 1870s it had disintegrated, and its organ, the Nation, disappeared in 1876. This brief experience apparently convinced Smith that Canada could never become a genuine nation and that its destiny lay in union with the United States. In 1877 he set out these conclusions in an article for the Fortnightly Review and then in the Canadian Monthly, conclusions which he would repeat over the remainder of his life and which found their most famous expression in his Canada and the Canadian question in 1891. At the heart of his case was the claim that Canada could not be a nation because it lacked cultural homogeneity. The principal obstacle to nationhood was Quebec, composed as it was of an “unprogressive, religious, submissive, courteous, and, though poor, not unhappy people. . . . They are governed by the priest, with the occasional assistance of the notary. . . . The French-Canadians . . . retain their exclusive national character.” Confederation had failed to meld the competing “races” and regions into a single community and only political corruption, bribes to the regions, and the vested interests which benefited from the protective tariff kept this artificial country from collapsing. “Sectionalism,” he had written in 1878, “still reigns in everything, from the composition of a Cabinet down to that of a Wimbledon Rifle team.” In Smith’s mind the natural geographical and economic forces of North America worked against the unnatural political and sentimental opinions of Canadians. Like the United States, Canada was a North American nation and once this fact was recognized the two communities would achieve their destiny in unity. “The more one sees of society in the New World, the more convinced one is that its structure essentially differs from that of society in the Old World, and that the feudal element has been eliminated completely and forever.” Everything pointed towards “an equal and honorable alliance like that of Scotland and England” between Canada and her southern neighbour, “Canadian nationality being a lost cause.”
Over the years Smith’s conviction about Canada’s destiny intensified, his observation of French Canada hardening his hostility to that community. By 1891 he was willing to state emphatically that one of the principal benefits of union with the United States would be the final solution of the French Canadian problem. “Either the conquest of Quebec was utterly fatuous or it is to be desired that the American Continent should belong to the English tongue and to Anglo-Saxon civilisation.” Though the opposition of French Canadians to the South African War moderated these sentiments somewhat – Smith even considered joining forces with Henri Bourassa* in an anti-imperialist movement – he continued to fear, as he told Bourassa in 1905, “the connexion of your national aspirations with those of an ambitious and aggressive priesthood.” His ideal of cultural homogeneity left no room for a political nationality based on cultural diversity, the cornerstone of confederation. For him the call of race was irresistible: “In blood and character, language, religion, institutions, laws and interests, the two portions of the Anglo-Saxon race on this continent are one people.”
In all of his pronouncements on politics, economics, and Canada’s destiny, Smith seemed a self-confident, even dogmatic, pundit. But underneath that confidence was a profoundly uneasy man. The unease arose not only from Smith’s personal religious uncertainty but even more from his anxiety about the future of society in an age of religious scepticism. Though Smith does not seem to have experienced that typical Victorian “crisis of faith,” Darwinism and the higher criticism of the Bible certainly left him with little more than a thin deism and a vague humanism founded on Christian ethics. Throughout his life he struggled with religious questions, and his inconclusive answers were recorded in his Guesses at the riddle of existence (1897). But it was always to the social implications of the decline of faith that he returned. In an essay entitled “The prospect of a moral interregnum,” published in 1879, he observed: “That which prevails as Agnosticism among philosophers and the highly educated prevails as secularism among mechanics, and in that form is likely soon to breed mutinous questionings about the present social order among those who get the poorer share, and who can no longer be appeased by promises of compensation in another world.” For 30 years he repeated this gloomy theme, revealing his forebodings about the decline and fall of practically everything he accepted as eternal verities. Everywhere “prophets of unrest” loomed – Karl Marx, Henry George, Edward Bellamy, assorted socialists and anarchists, and the leaders of “the revolt of women” – questioning the established order, no longer satisfied by the opiate of religion. His increasingly shrill polemics signified his alienation from a world that had passed him by. He was simply too set in his ways to admit, as he was urged to do by Alphonse Desjardins*, the leader of the Quebec cooperative movement, “that improvements can be got by recognizing that the old liberal school of Political Economy has not discovered everything.”
Harriet Smith died at the Grange on 9 Sept. 1909. The following March the old man slipped and broke his thigh. He died on 7 June 1910 and was buried in St James cemetery. The Grange, which remained his wife’s property, was willed by her to the city of Toronto to serve as a public art gallery. The £20,000 Smith had inherited from his father had grown to more than $830,000 by the time of his death. He left his excellent library to the University of Toronto. Most of his fortune and his private papers went to Cornell University as a mark, Smith’s will revealingly declared, of his “attachment as an Englishman to the union of the two branches of our race on this continent with each other, and with their common mother.”
One of a set of photos taken of a Balinese dance event.
Photographed in Bali in 1998, this was not an organised tourist display. Such was their pride, I was literally dragged in off the street to see this event (for free). It was evident that the dance had been prepared and presented with a great deal of energy and enthusiasm. (It was not uncommon to see Balinese children practicing dance moves at their homes.)
Just look at the serious expressions on the faces of the performers.
Bali has a very distinctive Hindu derived culture - Agama Hindu Dharma - (unlike the rest of Indonesia which is predominantly Muslim).
The image is a scan of a slide / transparency taken using a CanoScan 8800F. The image was resurrected from a very badly underexposed (almost black) slide image. (The camera had a slow film, and the main, distant, illumination was the weak built-in flash.) The scan was made at 16 bits per colour channel. In Adobe Photoshop the levels and gamma were adjusted in two or three iterations - each time being careful to ensure that the shadows stayed black, and that the highlights were not bleached out. The resulting very grainy and noisy image was then smoothed using the Adobe Photoshop "Reduce Noise" Noise filter.
DB Schenker Rail (UK) Ltd's class 66 (JT42CWR) number 66065 in maroon with zigzag gold band rebranded into DB livery at minimal cost by removing the large letter EWS from the side of the locomotive and applying a DB sticker to the cabside works 4M38 from Dollands Moor to Daventry International Rail Freight Terminal (DIRFT) on 25 February 2015.
At Jaguar Land Rover's Whitley plant, Coventry (15 miles from Crick, Daventry International Rail Freight Terminal (DIRFT)) car bodies are constructed using recycled aluminium sheet stamped panels. They claim that this enables them to increase crash safety and reduce weight of their new Range Rover, Range Rover Sport, Jaguar F-TYPE sportscar and Jaguar XJ saloon by approximately 40% (so improving fuel efficiency and lowering emissions). Jaguar Land Rover operate a closed loop vehicle recycling policy at the end of their vehicles life and in future aim to construct up to 75% of their entire vehicle from aluminium when feasible.
The Novelis company, spun off from Alcan in 2005, makes aluminium rolled products such as light-metal products for the automotive industry (automotive coil), as well as drinks cans, products for the construction sector and products for manufacturers of consumer electronic goods. Alunorf, the Novelis Deutschland GmbH aluminium rolling and casting facility at Neuss (near Düsseldorf), is the largest aluminium rolling and casting facility in the world, and is operated jointly by Novelis and Norsk Hydro supplied with recycled aluminium delivered from Ditton Foundry in the UK by train (6O16, returning as 6M14). The Ditton Foundry trains share the same International train ID number as 4M38 in France and so are assumed to work the same route. Previously 46455 was photographed by Mattias Catry at Merris on 23 March 2014). Dollands Moor to Nievenheim aluminium trains have also been photographed passing through Houplines (east of Armenières) working from Nievenheim to Dollands Moor on 12 March 2014. Dennis Vansummeren also photographed 46455 between between Wespelaar and the village of Tildonk Belgium, working from Dollands Moor to Nievenheim on 26 April 2014.
The automotive coil produced by AluNorf at Neuss, Germany is thought to be taken to Umschlag Container Terminal GmbH by lorry and loaded into Stobart Rail branded containers mounted on French FIA and IFA twin intermodal flat wagons numbered 33 87 4908s. The route to Daventry International Rail Freight Terminal (DIRFT) then involvs 5 different rail companies (International train ID 46455 and 46452) (RheinCargo GmbH & Co KG railway company, DB Schenker Rail (formerly Railion), Corridor Operations Belgium Rail (COBRA), B-Cargo and finally to DB Schenker Rail UK through the Channel Tunnel to Daventry) where Eddie Stobart lorries are thought to take it the last 15 miles to Jaguar Land Rover's Whitley plant. For a map of the route to and from Germany click here.
66065 (works number 968702-065) was built by General Motors Electro-Motive Division, London, Ontario, Canada in 1998 and unloaded from the Heavy Lift Ship MV "Fairlift" at Newport Docks on 4 February 1999.
According to Realtime Trains the route and timings were;
Dollands Moor Sidings .............1447.........1508...........21L
Ashford International DML........1459 1/2..1523 1/4...23L
Maidstone East [MDE] 1.............1524.........1547 1/2....23L
Otford Junction[XOT].................1547 1/2...1611 1/4.....23L
Swanley [SAY] 1...........................1558 1/2..1625 1/4...26L
St Mary Cray Junction................1606 1/2..1630 1/4...23L
Bickley Junction[XLY]................1607 1/2..1631...........23L
Bromley South [BMS].................1609........1633 3/4...24L
Shortlands [SRT]..........................1610.........1634 3/4...24L
Shortlands Junction....................1610 1/2...1636..........25L
Bellingham [BGM].......................1613..........1638 3/4...25L
Nunhead [NHD] 1.........................1620 1/2..1646 1/2...26L
Peckham Rye [PMR] 3................1624.........1648 3/4...25L
Crofton Road Junction...............1625 1/2..1650 3/4..25L
Denmark Hill [DMK] 1..................1627.........1652..........25L
Voltaire Road Junction..............1631..........1656..........25L
Latchmere Junction....................1636 1/2..1705..........28L
Imperial Wharf [IMW] 2...............1639 1/2..1708..........28L
West Brompton [WBP] 4............1642.........1710 3/4....29L
Kensington Olympia ..................1645.........1715 1/4.....30L
Shepherds Bush [SPB] 2...........1647.........1718 1/2......31L
North Pole Signal Vc813............1650 1/2..1720 3/4...30L
North Pole Junction....................1651..........1720 1/2...29L
Mitre Bridge Junction.................1652 1/2..1723 3/4....31L
Willesden West Londn Jn..........1654.........1725 1/2....31L
Wembley Central [WMB] 5........1725.........1853..........88L
Harrow & Wealdstone 5............1731 1/2....1859..........87L
Watford Junction [WFJ] 8..........1738.........1907..........89L
Apsley [APS] 3..............................1745 1/2...1915 3/4...90L
Hemel Hempstead [HML] 3......1747.........1919............91L
Bourne End Junction(Herts) .....1748 1/2...1920 1/2...92L
Berkhamsted [BKM] 3................1751 1/2...1925 1/4...94L
Tring [TRI] 3...................................1756.........1930 3/4..94L
Cheddington [CED] 3.................1759 1/2..1934 3/4...95L
Ledburn Junction[XOD].............1801 1/2...1935 3/4...94L
Leighton Buzzard [LBZ] 3..........1803 1/2..1938..........94L
Bletchley [BLY] 3.........................1811...........1943 1/4....92L
Denbigh Hall South Junction...1812 1/2...1943 3/4....91L
Denbigh Hall North Junction...1814..........1944 1/2...90L
Milton Keynes Central 3............1816..........1945 3/4..89L
Wolverton [WOL] 3......................1818 1/2...1947..........88L
Hanslope Junction[XHN]...........1822.........1951 1/4....89L
Northampton [NMP] 2................1833.........2007 1/2..94L
Long Buckby [LBK]......................1857.........2022 1/2..85L
Daventry South Junction...........1903.........2032 1/2..89L
This glass reduces rather than magnifies. Cartographers often produced a final map at 50-75 percent of its draft size, and this tool allowed them to visualize how their draft line work would appear at the final size.