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Yes, we all knew this was coming, it's a car that defined my childhood dreams and is still something I pine for today, the Rolls Royce Silver Shadow, a car that has been credited as the most revolutionary Rolls Royce ever made, but holds a reputation of mixed perceptions, either being considered the last of the great one's, or the first of the worst.
In 1965 it was apparent that the nearly 10 year old Silver Cloud was starting to look its age, and as time continued to crawl on the aristocratic look of the Rolls Royce was no longer its biggest selling point. Prior to the 1960's society was clearly defined, with what was known as the 'Glass Ceiling' through which none of the lower classes could rise up through the ranks. It was very easy for the Upper Class and Aristocracy to lose their titles and come down, but even if you were a Lower Class person who'd made it rich, you'd still be socially unacceptable due to your background. However, after World War I the emergence of the new Middle Class was starting to bend the rules, and as time went on the ways in which money could be obtained started to become easier thanks to stage and screen. After World War II the influence of the new generation distorted the lines of society even more with the appearance of the Beatles and Elvis Presley, people from low backgrounds who had managed to get a free ticket to the top due to their fame in the music industry. Of course when someone gets money, the first thing they want to do is spend it on luxury items, and nothing back then was more luxury than owning a Rolls Royce.
However, when the Cloud was designed society was still very much in the same Victorian ideal as before, and so its aristocratic look was about as hip and with-it as a China Cabinet in a Discotheque. In order to survive, Rolls Royce was going to have to adapt, so in 1965 they launched the Silver Shadow, a car that was designed for the new money, and the first Roller to be brought to the masses. What made it so appealing was a case of many things.
For starters, it was the first Rolls Royce to be a 'Driver's' car. Previous models had always been built with chauffeur driven passengers in mind, but the Shadow with upgraded suspension, an updated Rolls Royce V8 engine and the same general driving feel of a regular car (if not better with innovative power steering), made it ideal for the 'posers' of the upmarket realm. Secondly, the car was the first to be built with a monocoque, where the body and chassis are part of the same structure. Previously, Rolls Royce would provide the owner with a chassis, and then it was up to the owner what body would be put on it, with a variety of coachbuilders available to do the job including H.J Muliner Park Ward, Hoopers of London and James Young. The advent of the monocoque meant that potential buyers didn't have to go through the rigmarole of buying a chassis and then having a body constructed for it at extra cost.
As mentioned though, reception was something of a mixed bag, whilst motoring press and many people gave it critical acclaim for its revolutionary design, the usual Rolls Royce customer base saw it as something of a mongrel, appealing to the lowest common denominator rather than holding up the traditional standard that the Double R was famed for. But just because it was built for the masses didn't make it any less a car, each individual Shadow cost £7,000 new, weighed 2.2 tonnes and took 3 months to build. The interior was compiled of 12 square feet of wood, and three cows had to sacrifice themselves to create the leather hides that line the seats. Soft and springy Wilton Carpets made up the floor and power from Rolls Royce's astounding V8 engine could whisk the car to about 100mph, but why would you want a sporty Rolls Royce anyway? *Cough* Rolls Royce Wraith *Cough*
After launch the Silver Shadow was whipped up by pretty much anyone and everyone who wanted to show off their wealth, with a total of 25,000 examples being built during its 15 year production life, making it the most numerous Rolls Royce ever built. The Silver Shadow also formed the basis of several other designs, including the convertible Rolls Royce Silver Shadow 2-Door Saloon which later became the Corniche in 1971, the Bentley T-Series which was exactly the same only with Bentley badge and grille, and the controversial Rolls Royce Camargue of 1975 which was designed by Pininfarina.
For a time the Shadow was on top of the world, but things started to crumble fast in the 1970's. New American legislation meant that the car had to conform at the cost of its class, with the chrome bumpers being replaced by composite or rubber, and the ditch lights being slumped underneath on a rather unsightly chin-spoiler. In 1977 this revised car was launched as the Silver Shadow II, which I consider to be but a shadow of its former self due to the fact that this was when Rolls Royce started to become downplayed and underwhelming. Indeed the best intentions were in mind with safety, but without the chrome to adorn its lovely body, the Shadow was merely a husk.
This was added to by the fuel crisis of the mid-1970's, which made motoring a very expensive practice, especially if you ran a Shadow. Shadow's are incredible gas guzzlers at less than 20MPG, and refilling one will set you back in today's money about £80. At the same time it was considered socially unacceptable to be seen driving around in one of these after such a blow, almost as if you were driving a giant middle-finger down the street to everyone else who couldn't afford to drive. Because of this, owners turned to more subtle cars such as Mercedes so as not to fall victim to vindictive passers by. With sales starting to drop, Rolls Royce had to see off the Silver Shadow as soon as possible. After nearly 10 years of development, 1980 saw the launch of the much more angular and somewhat mundane Silver Spirit/Spur range, and with that now on the go the shadows grew long for the Silver Shadow, which was killed off the same year. Spiritually however, the design of the 60's lived on in the Corniche, which was to be built for another 15 years before that too was ended in 1995.
In some ways the Shadow became a failure of its own success, with Rolls Royce building far too many cars for the market that intended to buy them, with the result that the 2nd hand market became saturated with nearly new cars that fell into some disreputable company. Throughout the 1980's the Shadow was noted for being the ride of sleazy salesmen, gang lords and Members of Parliament (pure evil!). Additionally, many Shadows were bought cheap simply for the way they made the owner look.
If you were intending to use your cheapy Shadow to plunder yourself some girls and didn't have the attraction of money to back you up, you'd be out of luck and soon out of cash, because the bills required to run a hand-built luxury car would very quickly be walking through the door, both in terms of fuel and maintenance. Critical failures are rare and these cars are very reliable (although Jeremy Clarkson would have you think otherwise), but when they do happen, it would probably be cheaper to buy yourself another car. The worst problem you could face is a failure of the hydraulics that controlled the rear suspension, the steering and the brakes, which would render the car inoperable if something were to go awry.
Frequent maintenance of a Shadow however (every 4 to 6 months) will probably even out at about £100, which when you consider the £10,000 or more you'd be paying to replace the hydraulic system, is a small sacrifice. Rust is another problem, especially for early Shadows. The Chrome sills and guttering on the roof are especially prone, although the most critical problem is rust on the chassis, which if left can compromise the whole car and essentially write it off. A bit of a buying tip, if the car's body looks good, be sure to check underneath because you may see some costly rust gremlins down there that could ruin your investment.
Another place the Shadow has found itself is in the world of movies. Of course any film that has an upper-crust theme or feel to it would have to include a Rolls, but since 2nd hand Shadows could be picked up for a song you could easily put them in your movie. Sadly, most movies that feature Shadows are ones which feature them being destroyed.
So why do I love Shadows so much? Basically because it's a mixture of all things you'd want in a car. It has a spacious, luxury interior, it has a world beating design dripping with chrome and adorned with the finest hood ornament, and because it's dimensions aren't that far off a normal car, it can easily be used as an everyday machine unlike the Silver Cloud which is simply too big for everyday use. The Shadow is also a very personable sort of machine, if I was to own one I would treat it like a pet, and probably name it Sally (old girlfriend of mine).
Today, Shadows are by no means rare and the ones you'll find on the road are probably the best. Most of the poorer 2nd Hand ones rusted away and died back in the 1980's and 90's (or were blown up in movies, or put in swimming pools), which means that the survivors are largely under the ownership of avid enthusiasts who cherish their cars. You can find Shadows for next to nothing, with some examples going for as little as £4,000, but you'd have to be very desperate to get one of those as they'd probably be in very bad condition. Minters however can go for about £15,000 to £20,000, which when compared to some of the other cars of comparative size and quality such as the BMW's and Mercs of this world, is not a bad deal. :)
Harley-Davidson, Inc. (H-D), or Harley, is an American motorcycle manufacturer, founded in Milwaukee, Wisconsin in 1903.
As one of two major American motorcycle manufacturers to survive the Great Depression (along with Indian), the company has survived numerous ownership arrangements, subsidiary arrangements (e.g., Aermacchi 1974-1978 and Buell 1987-2009), periods of poor economic health and product quality, as well as intense global competition — to become one of the world's largest motorcycle manufacturers and an iconic brand widely known for its loyal following — with owner clubs and events worldwide as well as a company sponsored brand-focused museum.
Noted for a style of customization that gave rise to the chopper motorcycle style, Harley-Davidson traditionally marketed heavyweight, air-cooled cruiser motorcycles with engine displacements greater than 700 cm³ — and has broadened its offerings to include its more contemporary VRSC (2002) and middle-weight Street (2015) platforms.
Harley-Davidson manufactures its motorcycles at factories in York, Pennsylvania; Milwaukee, Wisconsin; Kansas City, Missouri; Manaus, Brazil; and Bawal, India — and markets its products worldwide.
Besides motorcycles, the company licenses and markets merchandise under the Harley-Davidson brand, among them being apparel, home decor and ornaments, accessories, toys, and scale figures of its motorcycles, and video games based on its motorcycle line and the community.
HISTORY
BEGINNING
In 1901, 20-year-old William S. Harley drew up plans for a small engine with a displacement of 7.07 cubic inches (116 cc³) and four-inch (102 mm) flywheels. The engine was designed for use in a regular pedal-bicycle frame. Over the next two years, Harley and his childhood friend Arthur Davidson worked on their motor-bicycle using the northside Milwaukee machine shop at the home of their friend, Henry Melk. It was finished in 1903 with the help of Arthur's brother, Walter Davidson. Upon testing their power-cycle, Harley and the Davidson brothers found it unable to climb the hills around Milwaukee without pedal assistance. They quickly wrote off their first motor-bicycle as a valuable learning experiment.
Work immediately began on a new and improved second-generation machine. This first "real" Harley-Davidson motorcycle had a bigger engine of 24.74 cubic inches (405 cc³) with 9.75 inches (25 cm) flywheels weighing 28 lb (13 kg). The machine's advanced loop-frame pattern was similar to the 1903 Milwaukee Merkel motorcycle (designed by Joseph Merkel, later of Flying Merkel fame). The bigger engine and loop-frame design took it out of the motorized bicycle category and marked the path to future motorcycle designs. The boys also received help with their bigger engine from outboard motor pioneer Ole Evinrude, who was then building gas engines of his own design for automotive use on Milwaukee's Lake Street.
The prototype of the new loop-frame Harley-Davidson was assembled in a 10 ft × 15 ft (3.0 m × 4.6 m) shed in the Davidson family backyard. Most of the major parts, however, were made elsewhere, including some probably fabricated at the West Milwaukee railshops where oldest brother William A. Davidson was then toolroom foreman. This prototype machine was functional by September 8, 1904, when it competed in a Milwaukee motorcycle race held at State Fair Park. It was ridden by Edward Hildebrand and placed fourth. This is the first documented appearance of a Harley-Davidson motorcycle in the historical record.
In January 1905, small advertisements were placed in the Automobile and Cycle Trade Journal offering bare Harley-Davidson engines to the do-it-yourself trade. By April, complete motorcycles were in production on a very limited basis. That year, the first Harley-Davidson dealer, Carl H. Lang of Chicago, sold three bikes from the five built in the Davidson backyard shed. Years later the original shed was taken to the Juneau Avenue factory where it would stand for many decades as a tribute to the Motor Company's humble origins until it was accidentally destroyed by contractors cleaning the factory yard in the early 1970s.
In 1906, Harley and the Davidson brothers built their first factory on Chestnut Street (later Juneau Avenue),[12] at the current location of Harley-Davidson's corporate headquarters. The first Juneau Avenue plant was a 40 ft × 60 ft (12 m × 18 m) single-story wooden structure. The company produced about 50 motorcycles that year.
In 1907, William S. Harley graduated from the University of Wisconsin–Madison with a degree in mechanical engineering. That year additional factory expansion came with a second floor and later with facings and additions of Milwaukee pale yellow ("cream") brick. With the new facilities production increased to 150 motorcycles in 1907. The company was officially incorporated that September. They also began selling their motorcycles to police departments around this time, a market that has been important to them ever since.
In 1907 William A. Davidson, brother to Arthur and Walter Davidson, quit his job as tool foreman for the Milwaukee Road railroad and joined the Motor Company.
Production in 1905 and 1906 were all single-cylinder models with 26.84 cubic inch (440 cm³) engines. In February 1907 a prototype model with a 45-degree V-Twin engine was displayed at the Chicago Automobile Show. Although shown and advertised, very few V-Twin models were built between 1907 and 1910. These first V-Twins displaced 53.68 cubic inches (880 cm³) and produced about 7 horsepower (5.2 kW). This gave about double the power of the first singles. Top speed was about 60 mph (100 km/h). Production jumped from 450 motorcycles in 1908 to 1,149 machines in 1909.
By 1911, some 150 makes of motorcycles had already been built in the United States – although just a handful would survive the 1910s.
In 1911, an improved V-Twin model was introduced. The new engine had mechanically operated intake valves, as opposed to the "automatic" intake valves used on earlier V-Twins that opened by engine vacuum. With a displacement of 49.48 cubic inches (811 cm³), the 1911 V-Twin was smaller than earlier twins, but gave better performance. After 1913 the majority of bikes produced by Harley-Davidson would be V-Twin models.
In 1912, Harley-Davidson introduced their patented "Ful-Floteing Seat", which was suspended by a coil spring inside the seat tube. The spring tension could be adjusted to suit the rider's weight. More than 3 inches (76 mm) of travel was available. Harley-Davidson would use seats of this type until 1958.
By 1913, the yellow brick factory had been demolished and on the site a new 5-story structure had been built. Begun in 1910, the factory with its many additions would take up two blocks along Juneau Avenue and around the corner on 38th Street. Despite the competition, Harley-Davidson was already pulling ahead of Indian and would dominate motorcycle racing after 1914. Production that year swelled to 16,284 machines.
WORLD WAR I
In 1917, the United States entered World War I and the military demanded motorcycles for the war effort. Harleys had already been used by the military in the Pancho Villa Expedition but World War I was the first time the motorcycle had been adopted for military issue, first with the British Model H, produced by British Triumph Motorcycles Ltd in 1915. After the U.S. entry into the war, the U.S. military purchased over 20,000 motorcycles from Harley-Davidson.
BICYCLES
Harley-Davidson launched a line of bicycles in 1917 in hopes of recruiting customers for its motorcycles. Besides the traditional diamond frame men's bicycle, models included a step-through frame 3-18 "Ladies Standard" and a 5-17 "Boy Scout" for youth. The effort was discontinued in 1923 because of disappointing sales.
The bicycles were built for Harley-Davidson in Dayton, Ohio, by the Davis Machine Company from 1917 to 1921, when Davis stopped manufacturing bicycles.
1920s
By 1920, Harley-Davidson was the largest motorcycle manufacturer in the world, with 28,189 machines produced, and dealers in 67 countries.
In 1921, a Harley-Davidson, ridden by Otto Walker, was the first motorcycle ever to win a race at an average speed greater than 100 mph (160 km/h).
During the 1920s, several improvements were put in place, such as a new 74 cubic inch (1,212.6 cm³) V-Twin, introduced in 1921, and the "teardrop" gas tank in 1925. A front brake was added in 1928 although notably only on the J/JD models.
In the late summer of 1929, Harley-Davidson introduced its 45 cubic inches (737 cm³) flathead V-Twin to compete with the Indian 101 Scout and the Excelsior Super X. This was the "D" model, produced from 1929 to 1931. Riders of Indian motorcycles derisively referred to this model as the "three cylinder Harley" because the generator was upright and parallel to the front cylinder. The 2.745 in (69.7 mm) bore and 3.8125 in (96.8 mm) stroke would continue in most versions of the 750 engine; exceptions include the XA and the XR-750.
GREAT DEPRESSION
The Great Depression began a few months after the introduction of their 45 cubic inch (737 cm³) model. Harley-Davidson's sales fell from 21,000 in 1929 to 3,703 in 1933. Despite this, Harley-Davidson unveiled a new lineup for 1934, which included a flathead engine and Art Deco styling.
In order to survive the remainder of the Depression, the company manufactured industrial powerplants based on their motorcycle engines. They also designed and built a three-wheeled delivery vehicle called the Servi-Car, which remained in production until 1973.
In the mid-1930s, Alfred Rich Child opened a production line in Japan with the 74-cubic-inch (1,210 cm³) VL. The Japanese license-holder, Sankyo Seiyaku Corporation, severed its business relations with Harley-Davidson in 1936 and continued manufacturing the VL under the Rikuo name.
An 80-cubic-inch (1,300 cm³) flathead engine was added to the line in 1935, by which time the single-cylinder motorcycles had been discontinued.
In 1936, the 61E and 61EL models with the "Knucklehead" OHV engines was introduced. Valvetrain problems in early Knucklehead engines required a redesign halfway through its first year of production and retrofitting of the new valvetrain on earlier engines.
By 1937, all Harley-Davidson's flathead engines were equipped with dry-sump oil recirculation systems similar to the one introduced in the "Knucklehead" OHV engine. The revised 74-cubic-inch (1,210 cm³) V and VL models were renamed U and UL, the 80-cubic-inch (1,300 cc³) VH and VLH to be renamed UH and ULH, and the 45-cubic-inch (740 cc³) R to be renamed W.
In 1941, the 74-cubic-inch (1,210 cm³) "Knucklehead" was introduced as the F and the FL. The 80-cubic-inch (1,300 cc³) flathead UH and ULH models were discontinued after 1941, while the 74 inch (1880 mm) U & UL flathead models were produced up to 1948.
WORLD WAR II
One of only two American cycle manufacturers to survive the Great Depression. Harley-Davidson again produced large numbers of motorcycles for the US Army in World War II and resumed civilian production afterwards, producing a range of large V-twin motorcycles that were successful both on racetracks and for private buyers.
Harley-Davidson, on the eve of World War II, was already supplying the Army with a military-specific version of its 45 cubic inches (740 cm³) WL line, called the WLA. The A in this case stood for "Army". Upon the outbreak of war, the company, along with most other manufacturing enterprises, shifted to war work. More than 90,000 military motorcycles, mostly WLAs and WLCs (the Canadian version) were produced, many to be provided to allies. Harley-Davidson received two Army-Navy ‘E’ Awards, one in 1943 and the other in 1945, which were awarded for Excellence in Production.
Shipments to the Soviet Union under the Lend-Lease program numbered at least 30,000. The WLAs produced during all four years of war production generally have 1942 serial numbers. Production of the WLA stopped at the end of World War II, but was resumed from 1950 to 1952 for use in the Korean War.
The U.S. Army also asked Harley-Davidson to produce a new motorcycle with many of the features of BMW's side-valve and shaft-driven R71. Harley largely copied the BMW engine and drive train and produced the shaft-driven 750 cc 1942 Harley-Davidson XA. This shared no dimensions, no parts and no design concepts (except side valves) with any prior Harley-Davidson engine. Due to the superior cooling of the flat-twin engine with the cylinders across the frame, Harley's XA cylinder heads ran 56 °C cooler than its V-twins. The XA never entered full production: the motorcycle by that time had been eclipsed by the Jeep as the Army's general purpose vehicle, and the WLA - already in production - was sufficient for its limited police, escort, and courier roles. Only 1,000 were made and the XA never went into full production. It remains the only shaft-driven Harley-Davidson ever made.
SMALL HARLEYS: HUMMERS AND AERMACCHIS
As part of war reparations, Harley-Davidson acquired the design of a small German motorcycle, the DKW RT 125, which they adapted, manufactured, and sold from 1948 to 1966. Various models were made, including the Hummer from 1955 to 1959, but they are all colloquially referred to as "Hummers" at present. BSA in the United Kingdom took the same design as the foundation of their BSA Bantam.
In 1960, Harley-Davidson consolidated the Model 165 and Hummer lines into the Super-10, introduced the Topper scooter, and bought fifty percent of Aermacchi's motorcycle division. Importation of Aermacchi's 250 cc horizontal single began the following year. The bike bore Harley-Davidson badges and was marketed as the Harley-Davidson Sprint. The engine of the Sprint was increased to 350 cc in 1969 and would remain that size until 1974, when the four-stroke Sprint was discontinued.
After the Pacer and Scat models were discontinued at the end of 1965, the Bobcat became the last of Harley-Davidson's American-made two-stroke motorcycles. The Bobcat was manufactured only in the 1966 model year.
Harley-Davidson replaced their American-made lightweight two-stroke motorcycles with the Aermacchi-built two-stroke powered M-65, M-65S, and Rapido. The M-65 had a semi-step-through frame and tank. The M-65S was a M-65 with a larger tank that eliminated the step-through feature. The Rapido was a larger bike with a 125 cc engine. The Aermacchi-built Harley-Davidsons became entirely two-stroke powered when the 250 cc two-stroke SS-250 replaced the four-stroke 350 cc Sprint in 1974.
Harley-Davidson purchased full control of Aermacchi's motorcycle production in 1974 and continued making two-stroke motorcycles there until 1978, when they sold the facility to Cagiva.
OVERSEAS
Established in 1918, the oldest continuously operating Harley-Davidson dealership outside of the United States is in Australia.[4] Sales in Japan started in 1912 then in 1929, Harley-Davidsons were produced in Japan under license to the company Rikuo (Rikuo Internal Combustion Company) under the name of Harley-Davidson and using the company's tooling, and later under the name Rikuo. Production continued until 1958.
TARNISHED REPUTATION
In 1952, following their application to the U.S. Tariff Commission for a 40 percent tax on imported motorcycles, Harley-Davidson was charged with restrictive practices.
In 1969, American Machine and Foundry (AMF) bought the company, streamlined production, and slashed the workforce. This tactic resulted in a labor strike and lower-quality bikes. The bikes were expensive and inferior in performance, handling, and quality to Japanese motorcycles. Sales and quality declined, and the company almost went bankrupt. The "Harley-Davidson" name was mocked as "Hardly Ableson", "Hardly Driveable," and "Hogly Ferguson", and the nickname "Hog" became pejorative.
In 1977, following the successful manufacture of the Liberty Edition to commemorate America's bicentennial in 1976, Harley-Davidson produced what has become one of its most controversial models, the Harley-Davidson Confederate Edition. The bike was essentially a stock Harley with Confederate-specific paint and details.
RESTRUCTING AND REVIVAL
In 1981, AMF sold the company to a group of 13 investors led by Vaughn Beals and Willie G. Davidson for $80 million. Inventory was strictly controlled using the just-in-time system.
In the early eighties, Harley-Davidson claimed that Japanese manufacturers were importing motorcycles into the US in such volume as to harm or threaten to harm domestic producers. After an investigation by the U.S. International Trade Commission, President Reagan imposed in 1983 a 45 percent tariff on imported bikes with engine capacities greater than 700 cc. Harley-Davidson subsequently rejected offers of assistance from Japanese motorcycle makers. However, the company did offer to drop the request for the tariff in exchange for loan guarantees from the Japanese.
Rather than trying to match the Japanese, the new management deliberately exploited the "retro" appeal of the machines, building motorcycles that deliberately adopted the look and feel of their earlier machines and the subsequent customizations of owners of that era. Many components such as brakes, forks, shocks, carburetors, electrics and wheels were outsourced from foreign manufacturers and quality increased, technical improvements were made, and buyers slowly returned.
Harley-Davidson bought the "Sub Shock" cantilever-swingarm rear suspension design from Missouri engineer Bill Davis and developed it into its Softail series of motorcycles, introduced in 1984 with the FXST Softail.
In response to possible motorcycle market loss due to the aging of baby-boomers, Harley-Davidson bought luxury motorhome manufacturer Holiday Rambler in 1986. In 1996, the company sold Holiday Rambler to the Monaco Coach Corporation.
The "Sturgis" model, boasting a dual belt-drive, was introduced initially in 1980 and was made for three years. This bike was then brought back as a commemorative model in 1991. By 1990, with the introduction of the "Fat Boy", Harley once again became the sales leader in the heavyweight (over 750 cm³) market. At the time of the Fat Boy model introduction, a story rapidly spread that its silver paint job and other features were inspired by the B-29; and Fat Boy was a combination of the names of the atomic bombs Fat Man and Little Boy. However, the Urban Legend Reference Pages lists this story as an urban legend.
1993 and 1994 saw the replacement of FXR models with the Dyna (FXD), which became the sole rubber mount FX Big Twin frame in 1994. The FXR was revived briefly from 1999 to 2000 for special limited editions (FXR2, FXR3 & FXR4).
Construction started on the $75 million, 130,000 square-foot (12,000 m2) Harley-Davidson Museum in the Menomonee Valley on June 1, 2006. It opened in 2008 and houses the company's vast collection of historic motorcycles and corporate archives, along with a restaurant, café and meeting space.
BUELL MOTORCYCLE COMPANY
Harley-Davidson's association with sportbike manufacturer Buell Motorcycle Company began in 1987 when they supplied Buell with fifty surplus XR1000 engines. Buell continued to buy engines from Harley-Davidson until 1993, when Harley-Davidson bought 49 percent of the Buell Motorcycle Company. Harley-Davidson increased its share in Buell to ninety-eight percent in 1998, and to complete ownership in 2003.
In an attempt to attract newcomers to motorcycling in general and to Harley-Davidson in particular, Buell developed a low-cost, low-maintenance motorcycle. The resulting single-cylinder Buell Blast was introduced in 2000, and was made through 2009, which, according to Buell, was to be the final year of production.
On October 15, 2009, Harley-Davidson Inc. issued an official statement that it would be discontinuing the Buell line and ceasing production immediately. The stated reason was to focus on the Harley-Davidson brand. The company refused to consider selling Buell. Founder Erik Buell subsequently established Erik Buell Racing and continued to manufacture and develop the company's 1125RR racing motorcycle.
FIRST OVERSEAS FACTORY IN BRAZIL
In 1998 the first Harley-Davidson factory outside the US opened in Manaus, Brazil, taking advantage of the free economic zone there. The location was positioned to sell motorcycles in the southern hemisphere market.
CLAIMS OF STOCK PRICE MANIPULATION
During its period of peak demand, during the late 1990s and early first decade of the 21st century, Harley-Davidson embarked on a program of expanding the number of dealerships throughout the country. At the same time, its current dealers typically had waiting lists that extended up to a year for some of the most popular models. Harley-Davidson, like the auto manufacturers, records a sale not when a consumer buys their product, but rather when it is delivered to a dealer. Therefore, it is possible for the manufacturer to inflate sales numbers by requiring dealers to accept more inventory than desired in a practice called channel stuffing. When demand softened following the unique 2003 model year, this news led to a dramatic decline in the stock price. In April 2004 alone, the price of HOG shares dropped from more than $60 to less than $40. Immediately prior to this decline, retiring CEO Jeffrey Bleustein profited $42 million on the exercise of employee stock options.[80] Harley-Davidson was named as a defendant in numerous class action suits filed by investors who claimed they were intentionally defrauded by Harley-Davidson's management and directors. By January 2007, the price of Harley-Davidson shares reached $70.
PROBLEMS WITH TOURING MODELS
Starting around 2000, several police departments started reporting problems with high speed instability on the Harley-Davidson Touring motorcycles. A Raleigh, North Carolina police officer, Charles Paul, was killed when his 2002 police touring motorcycle crashed after reportedly experiencing a high speed wobble. The California Highway Patrol conducted testing of the Police Touring motorcycles in 2006. The CHP test riders reported experiencing wobble or weave instability while operating the motorcycles on the test track.
2007 STRIKE
On February 2, 2007, upon the expiration of their union contract, about 2,700 employees at Harley-Davidson Inc.'s largest manufacturing plant in York, Pennsylvania went on strike after failing to agree on wages and health benefits. During the pendency of the strike, the company refused to pay for any portion of the striking employees' health care.
The day before the strike, after the union voted against the proposed contract and to authorize the strike, the company shut down all production at the plant. The York facility employs more than 3,200 workers, both union and non-union.
Harley-Davidson announced on February 16, 2007, that it had reached a labor agreement with union workers at its largest manufacturing plant, a breakthrough in the two-week-old strike. The strike disrupted Harley-Davidson's national production and was felt in Wisconsin, where 440 employees were laid off, and many Harley suppliers also laid off workers because of the strike.
MV AGUSTA GROUP
On July 11, 2008 Harley-Davidson announced they had signed a definitive agreement to acquire the MV Agusta Group for $109M USD (€70M). MV Agusta Group contains two lines of motorcycles: the high-performance MV Agusta brand and the lightweight Cagiva brand. The acquisition was completed on August 8.
On October 15, 2009, Harley-Davidson announced that it would divest its interest in MV Agusta. Harley-Davidson Inc. sold Italian motorcycle maker MV Agusta to Claudio Castiglioni, ending the transaction in the first week of August 2010. Castiglioni is the company's former owner and had been MV Agusta's chairman since Harley-Davidson bought it in 2008.
OPERATIONS IN INDIA
In August 2009, Harley-Davidson announced plans to enter the market in India, and started selling motorcycles there in 2010. The company established a subsidiary, Harley-Davidson India, in Gurgaon, near Delhi, in 2011, and created an Indian dealer network.
FINANCIAL CRISIS
According to Interbrand, the value of the Harley-Davidson brand fell by 43 percent to $4.34 billion in 2009. The fall in value is believed to be connected to the 66 percent drop in the company profits in two quarters of the previous year. On April 29, 2010, Harley-Davidson stated that they must cut $54 million in manufacturing costs from its production facilities in Wisconsin, and that they would explore alternative U.S. sites to accomplish this. The announcement came in the wake of a massive company-wide restructuring, which began in early 2009 and involved the closing of two factories, one distribution center, and the planned elimination of nearly 25 percent of its total workforce (around 3,500 employees). The company announced on September 14, 2010 that it would remain in Wisconsin.
MOTORCYCLE ENGINES
The classic Harley-Davidson engines are V-twin engines, with a 45° angle between the cylinders. The crankshaft has a single pin, and both pistons are connected to this pin through their connecting rods.
This 45° angle is covered under several United States patents and is an engineering tradeoff that allows a large, high-torque engine in a relatively small space. It causes the cylinders to fire at uneven intervals and produces the choppy "potato-potato" sound so strongly linked to the Harley-Davidson brand.
To simplify the engine and reduce costs, the V-twin ignition was designed to operate with a single set of points and no distributor. This is known as a dual fire ignition system, causing both spark plugs to fire regardless of which cylinder was on its compression stroke, with the other spark plug firing on its cylinder's exhaust stroke, effectively "wasting a spark". The exhaust note is basically a throaty growling sound with some popping. The 45° design of the engine thus creates a plug firing sequencing as such: The first cylinder fires, the second (rear) cylinder fires 315° later, then there is a 405° gap until the first cylinder fires again, giving the engine its unique sound.
Harley-Davidson has used various ignition systems throughout its history – be it the early points and condenser system, (Big Twin up to 1978 and Sportsters up to 1978), magneto ignition system used on some 1958 to 1969 Sportsters, early electronic with centrifugal mechanical advance weights, (all models 1978 and a half to 1979), or the late electronic with transistorized ignition control module, more familiarly known as the black box or the brain, (all models 1980 to present).
Starting in 1995, the company introduced Electronic Fuel Injection (EFI) as an option for the 30th anniversary edition Electra Glide. EFI became standard on all Harley-Davidson motorcycles, including Sportsters, upon the introduction of the 2007 product line.
In 1991, Harley-Davidson began to participate in the Sound Quality Working Group, founded by Orfield Labs, Bruel and Kjaer, TEAC, Yamaha, Sennheiser, SMS and Cortex. This was the nation's first group to share research on psychological acoustics. Later that year, Harley-Davidson participated in a series of sound quality studies at Orfield Labs, based on recordings taken at the Talladega Superspeedway, with the objective to lower the sound level for EU standards while analytically capturing the "Harley Sound". This research resulted in the bikes that were introduced in compliance with EU standards for 1998.
On February 1, 1994, the company filed a sound trademark application for the distinctive sound of the Harley-Davidson motorcycle engine: "The mark consists of the exhaust sound of applicant's motorcycles, produced by V-twin, common crankpin motorcycle engines when the goods are in use". Nine of Harley-Davidson's competitors filed comments opposing the application, arguing that cruiser-style motorcycles of various brands use a single-crankpin V-twin engine which produce a similar sound. These objections were followed by litigation. In June 2000, the company dropped efforts to federally register its trademark.
BIG V-TWINS
F-head, also known as JD, pocket valve and IOE (intake over exhaust), 1914–1929 (1,000 cm³), and 1922–1929 (1,200 cm³)
Flathead, 1930–1949 (1,200 cm³) and 1935–1941 (1,300 cm³).
Knucklehead, 1936–1947 61 cubic inch (1,000 cm³), and 1941–1947 74 cubic inch (1,200 cm³)
Panhead, 1948–1952 61 cubic inch (1,000 cm³), and 1948–1965, 74 cubic inch (1,200 cm³)
Shovelhead, 1966–1984, 74 cubic inch (1,200 cm³) and 80 cubic inch (1,338 cm³) since late 1978
Evolution (a.k.a. "Evo" and "Blockhead"), 1984–1999, 80 cubic inch (1,340 cm³)
Twin Cam (a.k.a. "Fathead" as named by American Iron Magazine) 1999–present, in the following versions:
Twin Cam 88, 1999–2006, 88 cubic inch (1,450 cm³)
Twin Cam 88B, counterbalanced version of the Twin Cam 88, 2000–2006, 88 cubic inch (1,450 cm³)
Twin Cam 95, since 2000, 95 cubic inch (1,550 cm³) (engines for early C.V.O. models)
Twin Cam 96, since 2007. As of 2012, only the Street Bob and Super Glide Custom Models still use the 96.96 cubic inch (1,584 cm³)
Twin Cam 103, 2003–2006, 2009, 103 cubic inch (1,690 cm³) (engines for C.V.O. models), Standard on 2011 Touring models: Ultra Limited, Road King Classic and Road Glide Ultra and optional on the Road Glide Custom and Street Glide. Standard on most 2012 models excluding Sportsters and 2 Dynas (Street Bob and Super Glide Custom). Standard on all 2014 dyna models.
Twin Cam 110, since 2007, 110 cubic inch (1,800 cm³) (engines for C.V.O. models, 2016 Soft Tail Slim S; FatBoy S, Low Rider S, and Pro-Street Breakout)
Milwaukee-Eight
Twin-cooled 107 ci (1,750 cm³): Standard on touring and trike model year 2017+.
Twin-cooled 114 ci (1,870 cm³): Optional on touring and trike model year 2017+, standard on CVO models.
REVOLUTION ENGINE
The Revolution engine is based on the VR-1000 Superbike race program, co-developed by Harley-Davidson's Powertrain Engineering team and Porsche Engineering in Stuttgart, Germany. It is a liquid cooled, dual overhead cam, internally counterbalanced 60 degree V-twin engine with a displacement of 69 cubic inch (1,130 cm³), producing 115 hp (86 kW) at 8,250 rpm at the crank, with a redline of 9,000 rpm. It was introduced for the new V-Rod line in 2001 for the 2002 model year, starting with the single VRSCA (V-Twin Racing Street Custom) model. The Revolution marks Harley's first collaboration with Porsche since the V4 Nova project, which, like the V-Rod, was a radical departure from Harley's traditional lineup until it was cancelled by AMF in 1981 in favor of the Evolution engine.
A 1,250 cc Screamin' Eagle version of the Revolution engine was made available for 2005 and 2006, and was present thereafter in a single production model from 2005 to 2007. In 2008, the 1,250 cc Revolution Engine became standard for the entire VRSC line. Harley-Davidson claims 123 hp (92 kW) at the crank for the 2008 VRSCAW model. The VRXSE Destroyer is equipped with a stroker (75 mm crank) Screamin' Eagle 1,300 cm³ Revolution Engine, producing more than 165 hp (123 kW).
750 cc and 500 cc versions of the Revolution engine are used in Harley-Davidson's Street line of light cruisers. These motors, named the Revolution X, use a single overhead cam, screw and locknut valve adjustment, a single internal counterbalancer, and vertically split crankcases; all of these changes making it different from the original Revolution design.
DÜSSELDORF-TEST
An extreme endurance test of the Revolution engine was performed in a dynometer installation, simulating the German Autobahn (highways without general speed limit) between the Porsche research and development center in Weissach, near Stuttgart to Düsseldorf. Uncounted samples of engines crashed, until an engine successfully passed the 500 hour nonstop run. This was the benchmark for the engineers to approve the start of production for the Revolution engine, which was documented in the Discovery channel special Harley-Davidson: Birth of the V-Rod, October 14, 2001.
SINGLE-CYLINER ENGINES
IOE singlesThe first Harley-Davidson motorcycles were powered by single-cylinder IOE engines with the inlet valve operated by engine vacuum. Singles of this type continued to be made until 1913, when a pushrod and rocker system was used to operate the overhead inlet valve on the single, a similar system having been used on their V-twins since 1911. Single-cylinder motorcycle engines were discontinued in 1918.Flathead and OHV singlesSingle-cylinder engines were reintroduced in 1925 as 1926 models. These singles were available either as flathead engines or as overhead valve engines until 1930, after which they were only available as flatheads. The flathead single-cylinder motorcycles were designated Model A for engines with magneto systems only and Model B for engines with battery and coil systems, while overhead valve versions were designated Model AA and Model BA respectively, and a magneto-only racing version was designated Model S. This line of single-cylinder motorcycles ended production in 1934.
MODEL FAMILIES
Modern Harley-branded motorcycles fall into one of six model families: Touring, Softail, Dyna, Sportster, Vrod and Street. These model families are distinguished by the frame, engine, suspension, and other characteristics.
TOURING
Touring models use Big-Twin engines and large-diameter telescopic forks. All Touring designations begin with the letters FL, e.g., FLHR (Road King) and FLTR (Road Glide).
The touring family, also known as "dressers" or "baggers", includes Road King, Road Glide, Street Glide and Electra Glide models offered in various trims. The Road Kings have a "retro cruiser" appearance and are equipped with a large clear windshield. Road Kings are reminiscent of big-twin models from the 1940s and 1950s. Electra Glides can be identified by their full front fairings. Most Electra Glides sport a fork-mounted fairing referred to as the "Batwing" due to its unmistakable shape. The Road Glide and Road Glide Ultra Classic have a frame-mounted fairing, referred to as the "Sharknose". The Sharknose includes a unique, dual front headlight.
Touring models are distinguishable by their large saddlebags, rear coil-over air suspension and are the only models to offer full fairings with radios and CBs. All touring models use the same frame, first introduced with a Shovelhead motor in 1980, and carried forward with only modest upgrades until 2009, when it was extensively redesigned. The frame is distinguished by the location of the steering head in front of the forks and was the first H-D frame to rubber mount the drivetrain to isolate the rider from the vibration of the big V-twin.
The frame was modified for the 1994 model year when the oil tank went under the transmission and the battery was moved inboard from under the right saddlebag to under the seat. In 1997, the frame was again modified to allow for a larger battery under the seat and to lower seat height. In 2007, Harley-Davidson introduced the 96 cubic inches (1,570 cubic centimetres) Twin Cam 96 engine, as well the six-speed transmission to give the rider better speeds on the highway.
In 2006, Harley introduced the FLHX Street Glide, a bike designed by Willie G. Davidson to be his personal ride, to its touring line.
In 2008, Harley added anti-lock braking systems and cruise control as a factory installed option on all touring models (standard on CVO and Anniversary models). Also new for 2008 is the 6-US-gallon (23 l; 5.0 imp gal) fuel tank for all touring models. 2008 also brought throttle-by-wire to all touring models.
For the 2009 model year, Harley-Davidson redesigned the entire touring range with several changes, including a new frame, new swingarm, a completely revised engine-mounting system, 17-inch (430 mm) front wheels for all but the FLHRC Road King Classic, and a 2–1–2 exhaust. The changes result in greater load carrying capacity, better handling, a smoother engine, longer range and less exhaust heat transmitted to the rider and passenger. Also released for the 2009 model year is the FLHTCUTG Tri-Glide Ultra Classic, the first three-wheeled Harley since the Servi-Car was discontinued in 1973. The model features a unique frame and a 1,690 cm³ engine exclusive to the trike.
In 2014, Harley-Davidson released a redesign for specific touring bikes and called it "Project Rushmore".[125] Changes include a new 103CI High Output engine, one handed easy open saddlebags and compartments, a new Boom! Box Infotainment system with either 10 cm or 16.5 cm screens featuring touchscreen functionality 16.5 cm models only], Bluetooth (media and phone with approved compatible devices), available GPS and SiriusXM, Text-to-Speech functionality (with approved compatible devices) and USB connectivity with charging. Other features include ABS with Reflex linked brakes, improved styling, Halogen or LED lighting and upgraded passenger comfort.
WIKIPEDIA
Paimpont forest, also known as Brocéliande, is in the French commune of Paimpont, near the city of Rennes in Brittany. As Brocéliande it had a reputation in the Medieval imagination as a place of magic and mystery. It is the setting of a number of adventures in Arthurian legend, notably Chrétien de Troyes's Yvain, the Knight of the Lion, and locals claim the tree in which the Lady of the Lake supposedly imprisoned Merlin can still be seen today. Other legendary places said to lie within the forest include the Val sans Retour, the tomb of Merlin, the Fountain of Youth, and Hotié de Vivianne (castle of the Lady of the Lake). The medieval chronicler Wace visited the forest but left disappointed:
"...I went there in search of marvels; I saw the forest and the land and looked for marvels, but found none. I came back as a fool and went as a fool. I went as a fool and came back as a fool. I sought foolishness and considered myself a fool."
For those living close to Paimpont, the Arthurian legend is very strong. Many names in the legend can be translated into Breton or French, for example the name Lancelot translates as "wanderer" or "vagabond" in Breton. There is also a strong influence from the Druids, and all around Brittany are standing stones or alignments, the most famous of which are nearby at Carnac; a group of the alignments at Kerlescan are nicknamed "the soldiers of Arthur."
Paimpont is a forest of broadleaf trees, oaks and beeches mainly, with areas of conifers either inside after clear-felling or on the periphery as transition with the moor, for example towards the west in the sector of Tréhorenteuc and the Val-sans-Retour (= Valley of no Return) which was devastated by several fires in particular in 1976, a year of great drought. It occupies mainly the territory of the commune of Paimpont, but extends to bordering communes, mainly Guer and Beignon in the south, Saint-Péran in the northeast, and Concoret in north. The forest of Paimpont is the largest remnant of an ancient forest occupying Argoat, the interior region of Brittany. It was more often called the forest of Brécélien, but its ancient character and other qualities underlined by many authors decided on its name of "forest of Brocéliande," tallying of the adventures of the legend of the Round Table. This flattering designation was reinforced by the birth of the Pays de Brocéliande at the end of the 20th century, an institution intended to facilitate the development of the communes of the west of the département.
The relative altitude of the forested massif contributes to give it a climate close to the oceanic climate of the coasts of Finistere. This mode, where west and south-west winds carry of clouds and regular rain supports the vegetation, dominates. The surplus of water feeds the many brooks occupying the bottoms of small valleys before flowing into the river Aff, then the Vilaine, to the area around Redon in the south of the department. The highest point is at 256 m in the western part called Haute forêt. Altitude decreases regularly while offering viewpoints towards the department of Morbihan; viewpoints which one finds the equivalents in the north on the commune of Mauron, port of the Côtes-d'Armor. It is not far from there that the Paimpont Biological Station of the University of Rennes 1, built in 1966 and 1967, dominates the lake of Chatenay. The varied forest and its surroundings constitute a framework favorable to many training courses in which the Rennes 1 biology students as well as foreign researchers take part. These buildings can accommodate approximately 70 people, and researchers work all the year on subjects generally very far away from the local biotope such as behavior of primates, represented by Cercopithecus, whose cries are familiar for the area but surprising to the walker little accustomed to this exotic fauna. The first researchers lengthily studied the ecology of the Armorican moors, the grounds, and the hydrology.
The forest belongs mainly to owners who maintain it and exploit it for timber and hunting; only in the north-eastern part, a small part (10%) is "domanial" and is managed by the National Forestry Commission. This situation prevents freedom of movement in the forest even with the access to the borough and its pond. The owners, however, signed a convention authorizing, from April 1 to the end of September, the use of some hiking trails in the forest. Among the responsibilities of the forest guards are watching for behaviors that threaten the forest, its flora, and its fauna. For example, behaviors that pose the risk of fire, and those that endanger the game, like dogs running loose. The gathering of mushrooms is not absolutely prohibited, but it is only tolerated near the approved trails. Because of its importance before the French Revolution, the forest was the responsibility of a royal jurisdiction called the National Forestry Commission, as the traditional jurisdictions of the seigneurs did not occupying itself with forest management. The wood was excessively exploited for the power supply of the charcoal blast furnaces for the nearby industry, at least in the 17th and 18th centuries; the assignment of the trees of first choice to the navy was a marginal role.
An extract of the files of the correctional court of Montfort:
"Having left the forging mills of Paimpont on Monday morning, he passed by the workshop of the carpenter who was far away from the forging mills but in the middle of the forest, he drank there with Julien Auffray his cousin and foreman of the carpenters." (Foreman of the carpenters and sawyers on contract to the naval yards elsewhere). Auffray interrogation, 1826.
The Matter of Britain is a name given collectively to the legends that concern the Celtic and legendary history of Great Britain, especially those focused on King Arthur and the knights of the Round Table. The 12th century French poet Jean Bodel created the name in the following lines of his epic Chanson de Saisnes:
Ne sont que III matières à nul homme atandant,
De France et de Bretaigne, et de Rome la grant.
The name distinguishes and relates the Matter of Britain from the mythological themes taken from classical antiquity, the "matter of Rome", and the tales of the paladins of Charlemagne and their wars with the Moors and Saracens, which constituted the "matter of France". While Arthur is the chief subject of the Matter of Britain, other lesser-known legendary history of Great Britain, including the stories of Brutus of Britain, Old King Cole, King Lear, and Gogmagog, is also included in the Matter of Britain: see Legendary Kings of the Britons.
Legendary history of Britain
It could be said that the legendary history of Britain was created in part to form a body of patriotic myth for the island. Several agendas thus can be seen in this body of literature.
The Historia Britonum, the earliest known source of the story of Brutus of Britain, may have been devised to create a distinguished genealogy for a number of Welsh princes in the 9th century. Traditionally attributed to Nennius, its actual compiler is unknown; it exists in several recensions. This tale went on to achieve greater currency because its inventor linked Brutus to the diaspora of heroes that followed the Trojan War, and thus provided raw material which later mythographers such as Geoffrey of Monmouth, Michael Drayton, and John Milton could draw upon, linking the settlement of Britain to the heroic age of Greek literature, for their several and diverse literary purposes. As such, this material could be used for patriotic mythmaking just as Virgil linked the mythical founding of Rome to the Trojan War in The Æneid. Geoffrey of Monmouth also introduced the fanciful claim that the Trinovantes, reported by Tacitus as dwelling in the area of London, had a name he interpreted as Troi-novant, "New Troy".
More speculative claims link Celtic mythology with several of the rulers and incidents compiled by Geoffrey of Monmouth in his Historia Regum Britanniæ. It has been suggested, for instance, that Leir of Britain, who later became Shakespeare's King Lear, was originally the Welsh sea-god Llŷr (see also the Irish sea-god Lir). Various Celtic deities have been identified with characters from Arthurian literature as well: Morgan le Fay was often thought to have originally been the Welsh goddess Modron (cf. the Irish goddess Mórrígan). Many of these identifications come from the speculative comparative religion of the late 19th century, and have been questioned in more recent years.
William Shakespeare seems to have been deeply interested in the legendary history of Britain, and to have been familiar with some of its more obscure byways. Shakespeare's plays contain several tales relating to these legendary kings, such as King Lear and Cymbeline. It has been suggested that Shakespeare's Welsh schoolmaster Thomas Jenkins introduced him to this material, and perhaps directed him to read Geoffrey of Monmouth[citation needed]. These tales also figure in Raphael Holinshed's The Chronicles of England, Scotland, and Ireland, which also appears in Shakespeare's sources for Macbeth. A Welsh schoolmaster appears as the character Sir Hugh Evans in The Merry Wives of Windsor.
Other early authors also drew from the early Arthurian and pseudo-historical sources of the Matter of Britain. The Scots, for instance, formulated a mythical history in the Picts and the Dál Riata royal lines. While they do eventually become factual lines, unlike those of Geoffrey, their origins are vague and often incorporate both aspects of mythical British history and mythical Irish history. The story of Gabhran especially incorporates elements of both those histories.
The Arthurian cycle
"Parsifal before the Castle of the Grail" - inspired by Richard Wagner's Opera Parsifal - painted in Weimar Germany 1928 by Hans Werner Schmidt (1859-1950)
The Arthurian literary cycle is the best known part of the Matter of Britain. It has succeeded largely because it tells two interlocking stories that have intrigued many later authors. One concerns Camelot, usually envisioned as a doomed utopia of chivalric virtue, undone by the fatal flaws of Arthur and Sir Lancelot. The other concerns the quests of the various knights to achieve the Holy Grail; some succeed (Galahad, Percival), and others fail (Lancelot).
The medieval tale of Arthur and his knights is full of Christian themes; those themes involve the destruction of human plans for virtue by the moral failures of their characters, and the quest for an important Christian relic. Finally, the relationships between the characters invited treatment in the tradition of courtly love, such as Lancelot and Guinevere, or Tristan and Iseult. In more recent years, the trend has been to attempt to link the tales of King Arthur and his knights with Celtic mythology, usually in highly romanticized, early twentieth century reconstructed versions.
Additionally, it is possible to read the Arthurian literature in general, and that concerned with the Grail tradition in particular, as an allegory of human development and spiritual growth (a theme explored by mythologist Joseph Campbell amongst others).
Sources wikipedia
This shot is from some slides I recently re-discovered of a Thin Lizzy concert at Portsmouth Guildhall in 1977 taken on their 'Bad Reputation' tour which I went to as a lad and have never previously displayed....Phil Lynott , god rest his soul, performed brilliantly as did another of my heros at the time Brian Robertson, lead guitarist, shown here on the right of the shot.....hope some Thin Lizzy fans enjoy this, my favourite shot from those I took all those years ago!
The Clipper became outdated as the new envelope bodies started appearing, led by Studebaker and Kaiser-Frazer. Although Packard was in good financial condition as the war ended, they had not sold enough cars to pay the cost of tooling for the 1941 design. While most automakers were able to introduce new vehicles for 1948 and 1949, Packard could not until 1951. The company updated cars by adding new sheet metal to the existing body (which added 200 lb (91 kg) of curb weight). Six-cylinder cars were discontinued for the U.S. market, and a convertible was added. These new designs hid their relationship with the Clipper. Even that name was dropped for a while.
The design chosen was a "bathtub" type. While this was considered futuristic during the war and the concept was taken further with the 1949 Nash, and survived for decades in the Saab 92–96 in Europe, the 1948–1950 Packard styling was polarizing. To some, it was sleek and blended classic with modern. Others nicknamed it the "pregnant elephant".
Packard sold 2,000 vehicles in 1948 and a total of 116,000 of the 1949 models. In the early post-WWII years, the demand for new cars was extremely high, and nearly any vehicle would sell. Attempting to maintain strong sales beyond this point would prove more problematic.
Cadillac's new 1948 cars had sleek, aircraft-inspired styling that immediately made Packard's "bathtub" styling seem old-fashioned. Cadillac also debuted a brand-new OHV V8 engine in 1949 whereas Packard's lack of a modern engine became an increasing liability.
Packard outsold Cadillac until circa 1950; most sales were the midrange volume models. During this time, Cadillac was among the earliest US makers to offer an automatic transmission (the Hydramatic in 1941). Packard caught up with the Ultramatic, offered on top models in 1949 and all models from 1950 onward, but its perceived market reputation now had it as a competitor to Buick.
One of the ironies about Packard is their carriage trade customer base, then and now. Packard went broke selling cars to wealthy people. Rich folks drove Packards and after the marque’s demise in the late 1950s, rich folks continued to collect Packards. In particular, the prewar Packards today are among the most valuable classic American cars there are, with restored models easily fetching six and seven figure prices.
"I did not sell my soul for the sake of popularity. "
~ George W. Bush
Not that anyone made you an offer . . . .
It isn't necessary to sell one's soul for popularity - or respect. Bush's deep denial prevents him from realizing how he could have achieved respect. It's probably too late, now - he'll just go on trying to justify his disasters.
He seems to think it's only "foreigners" or "the elite" or "opiners" who don't respect his record, methods and character . He's wrong once again - it's the majority of American citizens. And he has no right to disregard the people of the nation as he has, and is still doing.
www.pollingreport.com/BushJob.htm
pewresearch.org/pubs/1063/bush-and-public-opinion
www.timesonline.co.uk/tol/news/world/us_and_americas/arti...
President Bush today passionately defended his turbulent eight years in office and lashed out at the "elites" and "opiners" who claim he has damaged America's moral standing in the world.
At a final and often gripping White House press conference, in which he veered from nostalgia to outright aggression, Mr Bush was largely unrepentant. He defended his economic and foreign policy record, including Iraq, the current financial crisis and Guantanamo Bay.
"I think it is a good, strong record," Mr Bush declared, nine days before he leaves office.
He departs with an approval rating of 27 per cent, the lowest since Richard Nixon resigned from office in 1974.
. . . Mr Bush became most heated when confronting those who claim he has damaged America's reputation in the world. "I strongly disagree with the assessment that our moral standing has been damaged."
www.msnbc.msn.com/id/28617979/
www.foxnews.com/politics/2009/01/12/raw-data-transcript-b...
www.latimes.com/news/nationworld/washingtondc/la-na-bush1...
In a nostalgic final news conference, President George W. Bush defended his record vigorously and at times sentimentally today.
. . . Bush showed anger at times when presented with some of the main criticisms of his time in office. He particularly became indignant when asked about America's bruised image overseas.
"I disagree with this assessment that, you know, that people view America in a dim light," he said.
Bush said he realizes that some issues such as the prison for suspected terrorists at Guantanamo Bay, Cuba, have created controversy at home and around the world. But he defended his actions after the Sept. 11, 2001, terrorist attacks, including approving tough interrogation methods for suspected terrorists and information-gathering efforts at home in the name of protecting the country. With the Iraq war in its sixth year, he most aggressively defended his decisions on that issue, which will define his presidency like no other.
He said that "not finding weapons of mass destruction was a significant disappointment." The accusation that Saddam had and was pursuing weapons of mass destruction was Bush's main initial justification for going to war. Bush admitted another miscalculation: Eager to report quick progress after U.S. troops ousted Saddam's government, he claimed less than two months after the war started that "in the battle of Iraq, the United States and our allies have prevailed," a claim made under a "Mission Accomplished" banner that turned out to be wildly optimistic. "Clearly, putting 'Mission Accomplished' on an aircraft carrier was a mistake," he said today.
. . . He has been granting a flurry of legacy-focused interviews as he seeks to shape the view of his presidency on his way out the door.
voices.washingtonpost.com/comic-riffs/2009/01/the_politic...
The Bush Administration's Most Despicable Act
www.time.com/time/nation/article/0,8599,1870319,00.html
By JOE KLEIN Thursday, Jan. 08, 2009
This is not the America I know," President George W. Bush said after the first, horrifying pictures of U.S. troops torturing prisoners at the Abu Ghraib prison in Iraq surfaced in April 2004.
The President was not telling the truth. "This" was the America he had authorized on Feb. 7, 2002, when he signed a memorandum stating that the Third Geneva Convention — the one regarding the treatment of enemy prisoners taken in wartime — did not apply to members of al-Qaeda or the Taliban. That signature led directly to the abuses at Abu Ghraib and Guantánamo Bay. It was his single most callous and despicable act.
It stands at the heart of the national embarrassment that was his presidency.
The details of the torture that Bush authorized have been dribbling out over the years in books like Jane Mayer's excellent The Dark Side. But the most definitive official account was released by the Senate Armed Services Committee just before Christmas. Much of the committee's report remains secret, but a 19-page executive summary was published, and it is infuriating. The story begins with an obscure military training program called Survival Evasion Resistance and Escape (SERE), in which various forms of torture are simulated to prepare U.S. special-ops personnel for the sorts of treatment they might receive if they're taken prisoner. Incredibly, the Bush Administration decided to have SERE trainers instruct its interrogation teams on how to torture prisoners.
It should be noted that there was, and is, no evidence that these techniques actually work. Experienced military and FBI interrogators believe that torture leads, more often than not, to fabricated confessions. Patient, persistent questioning using subtle psychological carrots and sticks is the surest way to get actionable information.
But prisoners held by the U.S. were tortured — first at Guantánamo Bay and later in Afghanistan and Iraq. The Armed Services Committee report details the techniques used on one prisoner: "Military working dogs had been used against [Mohammed al-] Khatani. He had also been deprived of adequate sleep for weeks on end, stripped naked, subjected to loud music, and made to wear a leash and perform dog tricks."
Since we live in an advanced Western civilization, there needs to be legal justification when we torture people, and the Bush Administration proudly produced it.
Memos authorizing the use of "enhanced" techniques were written in the Justice Department's Office of Legal Council. Vice President Dick Cheney and his nefarious aide, David Addington, had a hand in the process. The memos were approved by Bush's legal counsel, Alberto Gonzales. A memo listing specific interrogation techniques that could be used to torture prisoners like Mohammed al-Khatani was passed to Secretary of Defense Donald Rumsfeld. He signed it on Dec. 2, 2002, although he seemed a bit disappointed by the lack of rigor when it came to stress positions: "I stand for 8-10 hours a day," he noted. "Why is standing limited to four hours?"
It would be interesting, just for the fun and justice of it, to subject Rumsfeld to four hours in a stress position — standing stock still with his arms extended, naked, in a cold room after maybe two hours' sleep.
But that's not going to happen. Indeed, it seems probable that nothing much is going to happen to the Bush Administration officials who perpetrated what many legal scholars consider to be war crimes. "I would say that there's some theoretical exposure here" to a war-crimes indictment in U.S. federal court, says Gene Fidell, who teaches military justice at Yale Law School. "But I don't think there's much public appetite for that sort of action." There is, I'm told, absolutely no interest on the part of the incoming Obama Administration to pursue indictments against its predecessors.
"We're focused on the future," said one of the President-elect's legal advisers. Fidell and others say it is possible, though highly unlikely, that Bush et al. could be arrested overseas — one imagines the Vice President pinched midstream on a fly-fishing trip to Norway — just as Augusto Pinochet, the Chilean dictator, was indicted in Spain and arrested in London for his crimes.
If Barack Obama really wanted to be cagey, he could pardon Bush, Cheney and Rumsfeld for the possible commission of war crimes. Then they'd have to live with official acknowledgment of their ignominy in perpetuity. More likely, Obama will simply make sure — through his excellent team of legal appointees — that no such behavior happens again. Still, there should be some official acknowledgment by the U.S. government that the Bush Administration's policies were reprehensible, and quite possibly illegal, and that the U.S. is no longer in the torture business.
If Obama doesn't want to make that statement, perhaps we could do it in the form of a Bush Memorial in Washington: a statue of the hooded Abu Ghraib prisoner in cruciform stress position — the real Bush legacy.
www.theatlantic.com/doc/200609/fallows_victory/5
Documents captured after 9/11 showed that bin Laden hoped to provoke the United States into an invasion and occupation that would entail all the complications that have arisen in Iraq. His only error was to think that the place where Americans would get stuck would be Afghanistan.
Bin Laden also hoped that such an entrapment would drain the United States financially. Many al-Qaeda documents refer to the importance of sapping American economic strength as a step toward reducing America’s ability to throw its weight around in the Middle East.
. . . Higher-priced oil has hurt America, but what has hurt more is the economic reaction bin Laden didn’t fully foresee. This is the systematic drag on public and private resources created by the undifferentiated need to be “secure.”
The effect is most obvious on the public level. “The economy as a whole took six months or so to recover from the effects of 9/11,” Richard Clarke told me. “The federal budget never recovered. The federal budget is in a permanent mess, to a large degree because of 9/11.” At the start of 2001, the federal budget was $125 billion in surplus. Now it is $300 billion in deficit.
. . . The final destructive response helping al-Qaeda has been America’s estrangement from its allies and diminution of its traditionally vast “soft power.” “America’s cause is doomed unless it regains the moral high ground,” Sir Richard Dearlove, the former director of Britain’s secret intelligence agency, MI-6, told me. He pointed out that by the end of the Cold War there was no dispute worldwide about which side held the moral high ground—and that this made his work as a spymaster far easier. “Potential recruits would come to us because they believed in the cause,” he said. A senior army officer from a country whose forces are fighting alongside America’s in Iraq similarly told me that America “simply has to recapture its moral authority.”
. . . America’s glory has been its openness and idealism, internally and externally. Each has been constrained from time to time, but not for as long or in as open-ended a way as now. . . .
Succeeding in Business
query.nytimes.com/gst/fullpage.html?res=9405E5DD1E31F934A...
As Joshua Green says in The Washington Monthly, in a must-read article written just before the administration suddenly became such an exponent of corporate ethics: ''The 'new tone' that George W. Bush brought to Washington isn't one of integrity, but of permissiveness. . . . In this administration, enriching oneself while one's business goes bust isn't necessarily frowned upon.''
Dunalastair Water is an entirely man made reservoir in Scotland which lies between Loch Rannoch and Loch Tummel in Strath Tummel in Perth and Kinross council area. The loch provides water power for the Tummel hydroelectricity power station and has the reputation as one of the best wild trout fishing locations in the United Kingdom.
Dunalastair Water lies at the approximate grid reference of NN697584 it has an area of 165 hectares, being 2.5 km long and 800 metres wide at its broadest point. It was formed by the damming of the River Tummel by the Grampian Electric Supply Company in 1933 as part of the Tummel hydro-electric power scheme. The reservoir is narrow at its head, taking the form of a slender wooded glen with the Dunalastair estate situated on the northern bank. The reservoir has roads running on both its northern and southern shores, the B846, which is the road between Pitlochry and Rannoch railway station runs on the northern shore while a minor road from Kinloch Rannoch runs on its southern side. The Water is hemmed in by high ground to the north and south, with Beinn a' Chuallaich to the north and Schiehallion to the south.
The dam itself is 65 metres wide and has two floodgates and several spillways due to the quantity of water which sometimes needs to be released Into the River Tummel. The main purpose of the dam is to act as an intake which supplies water to an open 15 metre wide concrete aqueduct that runs to the south of the River Tummel. The aqueduct flows for five km losing very little height, keeping to the 200 metre contour before feeding the Tummel hydroelectricity power station at the head of Loch Tummel through two large pipes.
Dunalastair Water is a shallow reservoir, having an average depth of only 1.5 metres and this provides unique biological conditions for birds with the site around the Water being declared a SSSI over an area of 241.6 hectares. Among the birds which can be seen on the site are Old World warbler, willow warbler, bittern, grey heron, egret, kinglet and goldcrest. Gives list of birds on loch. Dunalastair Water is a first-rate venue for fishing with the shallow waters warming quickly and generating good feeding for the fish and providing a huge variety of insect life. There are some very large brown trout which inhabit the water and feed mainly at night. Fishing is strictly from boats and outboard motors are banned. The dam incorporates a fish ladder this is of the pool and weir design and consists of 18 pools.
Perth and Kinross is one of the 32 council areas of Scotland, and a lieutenancy area. It is bordered by Highland and Aberdeenshire to the north, Angus, Dundee, and Fife to the east, Clackmannanshire to the south, and Stirling and Argyll and Bute to the west. Perth is the administrative centre.
The council area corresponds to the historic shire of Kinross-shire and the north-eastern part of Perthshire; the remainder of Perthshire is now part of Stirling. Perthshire and Kinross-shire shared a county council from 1929 until 1975, and from 1975 to 1996 Perth and Kinross was a local government district within the Tayside region. In 1996 the district was reconstituted as a unitary authority area, with a minor boundary adjustment.
Geographically the area is split by the Highland Boundary Fault into a more mountainous northern part and a flatter southern part. The northern area is a popular tourist spot, while agriculture makes an important contribution to the southern part of the area.
The area is run by Perth and Kinross Council, and is represented by members of the Scottish National Party within both the Scottish Parliament and the Parliament of the United Kingdom.
The historical counties of Perthshire and Kinross-shire were separate entities prior to 1975. Under the terms of the 1973 Local Government (Scotland) Act Kinross-shire became part of the Tayside region, while Perthshire was split between the Tayside and Central regions. Under the terms of the Local Government etc. (Scotland) Act 1994 these regions were dissolved in 1996 and the unitary authority of Perth and Kinross was created from the areas of Perthshire and Kinross-shire which were previously part of the Tayside region.
The Highland Boundary Fault runs across the region from the northeast to the southwest. This roughly divides the area between highland Perthshire, including part of the Grampian Mountains, to the north, and lowland Perthshire and Kinross to the south. The highland area is intersected with glacial valleys, often containing ribbon lakes, including Loch Tay and Loch Earn. The lowland area is a fertile region lying within the Central Lowlands.
In the southern part of Perth and Kinross agriculture plays an important part of the local economy. This includes the cultivation of fruits, fodder, wheat and seed potatoes.
The scenic nature of the northern part of Perth and Kinross makes tourism an important part of the economy. The Forestry Commission controls large parts of the area, which is also home to a number of hydroelectric dams.
The Highlands is a historical region of Scotland. Culturally, the Highlands and the Lowlands diverged from the Late Middle Ages into the modern period, when Lowland Scots language replaced Scottish Gaelic throughout most of the Lowlands. The term is also used for the area north and west of the Highland Boundary Fault, although the exact boundaries are not clearly defined, particularly to the east. The Great Glen divides the Grampian Mountains to the southeast from the Northwest Highlands. The Scottish Gaelic name of A' Ghàidhealtachd literally means "the place of the Gaels" and traditionally, from a Gaelic-speaking point of view, includes both the Western Isles and the Highlands.
The area is very sparsely populated, with many mountain ranges dominating the region, and includes the highest mountain in the British Isles, Ben Nevis. During the 18th and early 19th centuries the population of the Highlands rose to around 300,000, but from c. 1841 and for the next 160 years, the natural increase in population was exceeded by emigration (mostly to Canada, the United States, Australia and New Zealand, and migration to the industrial cities of Scotland and England.) and passim The area is now one of the most sparsely populated in Europe. At 9.1/km2 (24/sq mi) in 2012, the population density in the Highlands and Islands is less than one seventh of Scotland's as a whole.
The Highland Council is the administrative body for much of the Highlands, with its administrative centre at Inverness. However, the Highlands also includes parts of the council areas of Aberdeenshire, Angus, Argyll and Bute, Moray, North Ayrshire, Perth and Kinross, Stirling and West Dunbartonshire.
The Scottish Highlands is the only area in the British Isles to have the taiga biome as it features concentrated populations of Scots pine forest: see Caledonian Forest. It is the most mountainous part of the United Kingdom.
Between the 15th century and the mid-20th century, the area differed from most of the Lowlands in terms of language. In Scottish Gaelic, the region is known as the Gàidhealtachd, because it was traditionally the Gaelic-speaking part of Scotland, although the language is now largely confined to The Hebrides. The terms are sometimes used interchangeably but have different meanings in their respective languages. Scottish English (in its Highland form) is the predominant language of the area today, though Highland English has been influenced by Gaelic speech to a significant extent. Historically, the "Highland line" distinguished the two Scottish cultures. While the Highland line broadly followed the geography of the Grampians in the south, it continued in the north, cutting off the north-eastern areas, that is Eastern Caithness, Orkney and Shetland, from the more Gaelic Highlands and Hebrides.
Historically, the major social unit of the Highlands was the clan. Scottish kings, particularly James VI, saw clans as a challenge to their authority; the Highlands was seen by many as a lawless region. The Scots of the Lowlands viewed the Highlanders as backward and more "Irish". The Highlands were seen as the overspill of Gaelic Ireland. They made this distinction by separating Germanic "Scots" English and the Gaelic by renaming it "Erse" a play on Eire. Following the Union of the Crowns, James VI had the military strength to back up any attempts to impose some control. The result was, in 1609, the Statutes of Iona which started the process of integrating clan leaders into Scottish society. The gradual changes continued into the 19th century, as clan chiefs thought of themselves less as patriarchal leaders of their people and more as commercial landlords. The first effect on the clansmen who were their tenants was the change to rents being payable in money rather than in kind. Later, rents were increased as Highland landowners sought to increase their income. This was followed, mostly in the period 1760–1850, by agricultural improvement that often (particularly in the Western Highlands) involved clearance of the population to make way for large scale sheep farms. Displaced tenants were set up in crofting communities in the process. The crofts were intended not to provide all the needs of their occupiers; they were expected to work in other industries such as kelping and fishing. Crofters came to rely substantially on seasonal migrant work, particularly in the Lowlands. This gave impetus to the learning of English, which was seen by many rural Gaelic speakers to be the essential "language of work".
Older historiography attributes the collapse of the clan system to the aftermath of the Jacobite risings. This is now thought less influential by historians. Following the Jacobite rising of 1745 the British government enacted a series of laws to try to suppress the clan system, including bans on the bearing of arms and the wearing of tartan, and limitations on the activities of the Scottish Episcopal Church. Most of this legislation was repealed by the end of the 18th century as the Jacobite threat subsided. There was soon a rehabilitation of Highland culture. Tartan was adopted for Highland regiments in the British Army, which poor Highlanders joined in large numbers in the era of the Revolutionary and Napoleonic Wars (1790–1815). Tartan had largely been abandoned by the ordinary people of the region, but in the 1820s, tartan and the kilt were adopted by members of the social elite, not just in Scotland, but across Europe. The international craze for tartan, and for idealising a romanticised Highlands, was set off by the Ossian cycle, and further popularised by the works of Walter Scott. His "staging" of the visit of King George IV to Scotland in 1822 and the king's wearing of tartan resulted in a massive upsurge in demand for kilts and tartans that could not be met by the Scottish woollen industry. Individual clan tartans were largely designated in this period and they became a major symbol of Scottish identity. This "Highlandism", by which all of Scotland was identified with the culture of the Highlands, was cemented by Queen Victoria's interest in the country, her adoption of Balmoral as a major royal retreat, and her interest in "tartenry".
Recurrent famine affected the Highlands for much of its history, with significant instances as late as 1817 in the Eastern Highlands and the early 1850s in the West. Over the 18th century, the region had developed a trade of black cattle into Lowland markets, and this was balanced by imports of meal into the area. There was a critical reliance on this trade to provide sufficient food, and it is seen as an essential prerequisite for the population growth that started in the 18th century. Most of the Highlands, particularly in the North and West was short of the arable land that was essential for the mixed, run rig based, communal farming that existed before agricultural improvement was introduced into the region.[a] Between the 1760s and the 1830s there was a substantial trade in unlicensed whisky that had been distilled in the Highlands. Lowland distillers (who were not able to avoid the heavy taxation of this product) complained that Highland whisky made up more than half the market. The development of the cattle trade is taken as evidence that the pre-improvement Highlands was not an immutable system, but did exploit the economic opportunities that came its way. The illicit whisky trade demonstrates the entrepreneurial ability of the peasant classes.
Agricultural improvement reached the Highlands mostly over the period 1760 to 1850. Agricultural advisors, factors, land surveyors and others educated in the thinking of Adam Smith were keen to put into practice the new ideas taught in Scottish universities. Highland landowners, many of whom were burdened with chronic debts, were generally receptive to the advice they offered and keen to increase the income from their land. In the East and South the resulting change was similar to that in the Lowlands, with the creation of larger farms with single tenants, enclosure of the old run rig fields, introduction of new crops (such as turnips), land drainage and, as a consequence of all this, eviction, as part of the Highland clearances, of many tenants and cottars. Some of those cleared found employment on the new, larger farms, others moved to the accessible towns of the Lowlands.
In the West and North, evicted tenants were usually given tenancies in newly created crofting communities, while their former holdings were converted into large sheep farms. Sheep farmers could pay substantially higher rents than the run rig farmers and were much less prone to falling into arrears. Each croft was limited in size so that the tenants would have to find work elsewhere. The major alternatives were fishing and the kelp industry. Landlords took control of the kelp shores, deducting the wages earned by their tenants from the rent due and retaining the large profits that could be earned at the high prices paid for the processed product during the Napoleonic wars.
When the Napoleonic wars finished in 1815, the Highland industries were affected by the return to a peacetime economy. The price of black cattle fell, nearly halving between 1810 and the 1830s. Kelp prices had peaked in 1810, but reduced from £9 a ton in 1823 to £3 13s 4d a ton in 1828. Wool prices were also badly affected. This worsened the financial problems of debt-encumbered landlords. Then, in 1846, potato blight arrived in the Highlands, wiping out the essential subsistence crop for the overcrowded crofting communities. As the famine struck, the government made clear to landlords that it was their responsibility to provide famine relief for their tenants. The result of the economic downturn had been that a large proportion of Highland estates were sold in the first half of the 19th century. T M Devine points out that in the region most affected by the potato famine, by 1846, 70 per cent of the landowners were new purchasers who had not owned Highland property before 1800. More landlords were obliged to sell due to the cost of famine relief. Those who were protected from the worst of the crisis were those with extensive rental income from sheep farms. Government loans were made available for drainage works, road building and other improvements and many crofters became temporary migrants – taking work in the Lowlands. When the potato famine ceased in 1856, this established a pattern of more extensive working away from the Highlands.
The unequal concentration of land ownership remained an emotional and controversial subject, of enormous importance to the Highland economy, and eventually became a cornerstone of liberal radicalism. The poor crofters were politically powerless, and many of them turned to religion. They embraced the popularly oriented, fervently evangelical Presbyterian revival after 1800. Most joined the breakaway "Free Church" after 1843. This evangelical movement was led by lay preachers who themselves came from the lower strata, and whose preaching was implicitly critical of the established order. The religious change energised the crofters and separated them from the landlords; it helped prepare them for their successful and violent challenge to the landlords in the 1880s through the Highland Land League. Violence erupted, starting on the Isle of Skye, when Highland landlords cleared their lands for sheep and deer parks. It was quietened when the government stepped in, passing the Crofters' Holdings (Scotland) Act, 1886 to reduce rents, guarantee fixity of tenure, and break up large estates to provide crofts for the homeless. This contrasted with the Irish Land War underway at the same time, where the Irish were intensely politicised through roots in Irish nationalism, while political dimensions were limited. In 1885 three Independent Crofter candidates were elected to Parliament, which listened to their pleas. The results included explicit security for the Scottish smallholders in the "crofting counties"; the legal right to bequeath tenancies to descendants; and the creation of a Crofting Commission. The Crofters as a political movement faded away by 1892, and the Liberal Party gained their votes.
Today, the Highlands are the largest of Scotland's whisky producing regions; the relevant area runs from Orkney to the Isle of Arran in the south and includes the northern isles and much of Inner and Outer Hebrides, Argyll, Stirlingshire, Arran, as well as sections of Perthshire and Aberdeenshire. (Other sources treat The Islands, except Islay, as a separate whisky producing region.) This massive area has over 30 distilleries, or 47 when the Islands sub-region is included in the count. According to one source, the top five are The Macallan, Glenfiddich, Aberlour, Glenfarclas and Balvenie. While Speyside is geographically within the Highlands, that region is specified as distinct in terms of whisky productions. Speyside single malt whiskies are produced by about 50 distilleries.
According to Visit Scotland, Highlands whisky is "fruity, sweet, spicy, malty". Another review states that Northern Highlands single malt is "sweet and full-bodied", the Eastern Highlands and Southern Highlands whiskies tend to be "lighter in texture" while the distilleries in the Western Highlands produce single malts with a "much peatier influence".
The Scottish Reformation achieved partial success in the Highlands. Roman Catholicism remained strong in some areas, owing to remote locations and the efforts of Franciscan missionaries from Ireland, who regularly came to celebrate Mass. There remain significant Catholic strongholds within the Highlands and Islands such as Moidart and Morar on the mainland and South Uist and Barra in the southern Outer Hebrides. The remoteness of the region and the lack of a Gaelic-speaking clergy undermined the missionary efforts of the established church. The later 18th century saw somewhat greater success, owing to the efforts of the SSPCK missionaries and to the disruption of traditional society after the Battle of Culloden in 1746. In the 19th century, the evangelical Free Churches, which were more accepting of Gaelic language and culture, grew rapidly, appealing much more strongly than did the established church.
For the most part, however, the Highlands are considered predominantly Protestant, belonging to the Church of Scotland. In contrast to the Catholic southern islands, the northern Outer Hebrides islands (Lewis, Harris and North Uist) have an exceptionally high proportion of their population belonging to the Protestant Free Church of Scotland or the Free Presbyterian Church of Scotland. The Outer Hebrides have been described as the last bastion of Calvinism in Britain and the Sabbath remains widely observed. Inverness and the surrounding area has a majority Protestant population, with most locals belonging to either The Kirk or the Free Church of Scotland. The church maintains a noticeable presence within the area, with church attendance notably higher than in other parts of Scotland. Religion continues to play an important role in Highland culture, with Sabbath observance still widely practised, particularly in the Hebrides.
In traditional Scottish geography, the Highlands refers to that part of Scotland north-west of the Highland Boundary Fault, which crosses mainland Scotland in a near-straight line from Helensburgh to Stonehaven. However the flat coastal lands that occupy parts of the counties of Nairnshire, Morayshire, Banffshire and Aberdeenshire are often excluded as they do not share the distinctive geographical and cultural features of the rest of the Highlands. The north-east of Caithness, as well as Orkney and Shetland, are also often excluded from the Highlands, although the Hebrides are usually included. The Highland area, as so defined, differed from the Lowlands in language and tradition, having preserved Gaelic speech and customs centuries after the anglicisation of the latter; this led to a growing perception of a divide, with the cultural distinction between Highlander and Lowlander first noted towards the end of the 14th century. In Aberdeenshire, the boundary between the Highlands and the Lowlands is not well defined. There is a stone beside the A93 road near the village of Dinnet on Royal Deeside which states 'You are now in the Highlands', although there are areas of Highland character to the east of this point.
A much wider definition of the Highlands is that used by the Scotch whisky industry. Highland single malts are produced at distilleries north of an imaginary line between Dundee and Greenock, thus including all of Aberdeenshire and Angus.
Inverness is regarded as the Capital of the Highlands, although less so in the Highland parts of Aberdeenshire, Angus, Perthshire and Stirlingshire which look more to Aberdeen, Dundee, Perth, and Stirling as their commercial centres.
The Highland Council area, created as one of the local government regions of Scotland, has been a unitary council area since 1996. The council area excludes a large area of the southern and eastern Highlands, and the Western Isles, but includes Caithness. Highlands is sometimes used, however, as a name for the council area, as in the former Highlands and Islands Fire and Rescue Service. Northern is also used to refer to the area, as in the former Northern Constabulary. These former bodies both covered the Highland council area and the island council areas of Orkney, Shetland and the Western Isles.
Much of the Highlands area overlaps the Highlands and Islands area. An electoral region called Highlands and Islands is used in elections to the Scottish Parliament: this area includes Orkney and Shetland, as well as the Highland Council local government area, the Western Isles and most of the Argyll and Bute and Moray local government areas. Highlands and Islands has, however, different meanings in different contexts. It means Highland (the local government area), Orkney, Shetland, and the Western Isles in Highlands and Islands Fire and Rescue Service. Northern, as in Northern Constabulary, refers to the same area as that covered by the fire and rescue service.
There have been trackways from the Lowlands to the Highlands since prehistoric times. Many traverse the Mounth, a spur of mountainous land that extends from the higher inland range to the North Sea slightly north of Stonehaven. The most well-known and historically important trackways are the Causey Mounth, Elsick Mounth, Cryne Corse Mounth and Cairnamounth.
Although most of the Highlands is geographically on the British mainland, it is somewhat less accessible than the rest of Britain; thus most UK couriers categorise it separately, alongside Northern Ireland, the Isle of Man, and other offshore islands. They thus charge additional fees for delivery to the Highlands, or exclude the area entirely. While the physical remoteness from the largest population centres inevitably leads to higher transit cost, there is confusion and consternation over the scale of the fees charged and the effectiveness of their communication, and the use of the word Mainland in their justification. Since the charges are often based on postcode areas, many far less remote areas, including some which are traditionally considered part of the lowlands, are also subject to these charges. Royal Mail is the only delivery network bound by a Universal Service Obligation to charge a uniform tariff across the UK. This, however, applies only to mail items and not larger packages which are dealt with by its Parcelforce division.
The Highlands lie to the north and west of the Highland Boundary Fault, which runs from Arran to Stonehaven. This part of Scotland is largely composed of ancient rocks from the Cambrian and Precambrian periods which were uplifted during the later Caledonian Orogeny. Smaller formations of Lewisian gneiss in the northwest are up to 3 billion years old. The overlying rocks of the Torridon Sandstone form mountains in the Torridon Hills such as Liathach and Beinn Eighe in Wester Ross.
These foundations are interspersed with many igneous intrusions of a more recent age, the remnants of which have formed mountain massifs such as the Cairngorms and the Cuillin of Skye. A significant exception to the above are the fossil-bearing beds of Old Red Sandstone found principally along the Moray Firth coast and partially down the Highland Boundary Fault. The Jurassic beds found in isolated locations on Skye and Applecross reflect the complex underlying geology. They are the original source of much North Sea oil. The Great Glen is formed along a transform fault which divides the Grampian Mountains to the southeast from the Northwest Highlands.
The entire region was covered by ice sheets during the Pleistocene ice ages, save perhaps for a few nunataks. The complex geomorphology includes incised valleys and lochs carved by the action of mountain streams and ice, and a topography of irregularly distributed mountains whose summits have similar heights above sea-level, but whose bases depend upon the amount of denudation to which the plateau has been subjected in various places.
Climate
The region is much warmer than other areas at similar latitudes (such as Kamchatka in Russia, or Labrador in Canada) because of the Gulf Stream making it cool, damp and temperate. The Köppen climate classification is "Cfb" at low altitudes, then becoming "Cfc", "Dfc" and "ET" at higher altitudes.
Places of interest
An Teallach
Aonach Mòr (Nevis Range ski centre)
Arrochar Alps
Balmoral Castle
Balquhidder
Battlefield of Culloden
Beinn Alligin
Beinn Eighe
Ben Cruachan hydro-electric power station
Ben Lomond
Ben Macdui (second highest mountain in Scotland and UK)
Ben Nevis (highest mountain in Scotland and UK)
Cairngorms National Park
Cairngorm Ski centre near Aviemore
Cairngorm Mountains
Caledonian Canal
Cape Wrath
Carrick Castle
Castle Stalker
Castle Tioram
Chanonry Point
Conic Hill
Culloden Moor
Dunadd
Duart Castle
Durness
Eilean Donan
Fingal's Cave (Staffa)
Fort George
Glen Coe
Glen Etive
Glen Kinglas
Glen Lyon
Glen Orchy
Glenshee Ski Centre
Glen Shiel
Glen Spean
Glenfinnan (and its railway station and viaduct)
Grampian Mountains
Hebrides
Highland Folk Museum – The first open-air museum in the UK.
Highland Wildlife Park
Inveraray Castle
Inveraray Jail
Inverness Castle
Inverewe Garden
Iona Abbey
Isle of Staffa
Kilchurn Castle
Kilmartin Glen
Liathach
Lecht Ski Centre
Loch Alsh
Loch Ard
Loch Awe
Loch Assynt
Loch Earn
Loch Etive
Loch Fyne
Loch Goil
Loch Katrine
Loch Leven
Loch Linnhe
Loch Lochy
Loch Lomond
Loch Lomond and the Trossachs National Park
Loch Lubnaig
Loch Maree
Loch Morar
Loch Morlich
Loch Ness
Loch Nevis
Loch Rannoch
Loch Tay
Lochranza
Luss
Meall a' Bhuiridh (Glencoe Ski Centre)
Scottish Sea Life Sanctuary at Loch Creran
Rannoch Moor
Red Cuillin
Rest and Be Thankful stretch of A83
River Carron, Wester Ross
River Spey
River Tay
Ross and Cromarty
Smoo Cave
Stob Coire a' Chàirn
Stac Polly
Strathspey Railway
Sutherland
Tor Castle
Torridon Hills
Urquhart Castle
West Highland Line (scenic railway)
West Highland Way (Long-distance footpath)
Wester Ross
inspired by www.flickr.com/photos/scoobyfoo/sets/72057594083488682/ I tried to explane my image with lego
“Reputation is character minus what you've been caught doing.”
~ Michael Lapoce
The trick is in teaching them not to do it in the first place - a little thing called "impulse control"....
{he is not in any trouble or getting caught doing anything - just using him to make my point...}
John Barbour (c.1320 – 13 March 1395) was a Scottish poet and the first major named literary figure to write in Scots. His principal surviving work is the historical verse romance, The Brus (The Bruce), and his reputation from this poem is such that other long works in Scots which survive from the period are sometimes thought to be by him. He is known to have written a number of other works, but other titles definitely ascribed to his authorship, such as The Stewartis Oryginalle (Genealogy of the Stewarts) and The Brut (Brutus), are now lost.
Barbour was latterly Archdeacon of the Kirk of St Machar in Aberdeen. He also studied in Oxford and Paris. Although he was a man of the church, his surviving writing is strongly secular in both tone and themes. His principal patron was Robert II and evidence of his promotion and movements before Robert Stewart came to power as king tend to suggest that Barbour acted politically on the future king's behalf.
He died in 1395, probably in Aberdeen.
Life[edit]
Robert II of Scotland, Barbour's royal patron.
John Barbour may have been born around 1320 if the record of his age in 1375 as 55 is correct. His birthplace is not known, though Aberdeenshire and Galloway have made rival claims.
Barbour's first appearance in the historical record comes in 1356 with promotion to the archdeaconry of Aberdeen from a post he had held for less than a year in Dunkeld Cathedral. It is inferred from this that he was also present in Avignon in 1355.[1] In 1357, when David II returned to Scotland from exile and was restored to active kingship, Barbour received a letter of safe-conduct to travel through England to the University of Oxford. He subsequently appears to have left the country in other years coincidental with periods when David II was active king.
After the death of David II in 1371, Barbour served in the royal court of Robert II in a number of capacities. It was during this time that he composed, The Brus, receiving for this in 1377 the gift of ten pounds Scots, and in 1378 a life-pension of twenty shillings. He held various posts in the king's household. In 1372 he was one of the auditors of exchequer and in 1373 a clerk of audit.
The only biographical evidence for his closing years is his signature as a witness to sindry deeds in the "Register of Aberdeen" in 1392. According to the obit-book of St Machar's Cathedral, Aberdeen he died on 13 March 1395 and state records show that his life-pension was not paid after that date. Barbour made provision for a mass to be sung for himself and his parents, an instruction that was observed in the Kirk of St Machar until the Reformation.
Works[edit]
The Brus[edit]
Main article: The Brus
An 18thC edition of The Brus in the National Museum of Scotland
The sentiment underlying the poem.
The Brus, Barbour's major surviving work, is a long narrative poem written while he was a member of the king's household in the 1370s. Its subject is the ultimate success of the prosecution of the First War of Scottish Independence. Its principal focus is Robert the Bruce and Sir James Douglas, but the second half of the poem also features actions of Robert II's Stewart forebears in the conflict.
Barbour's purpose in the poem was partly historical and partly patriotic. He celebrates The Bruce (Robert I) and Douglas throughout as the flowers of Scottish chivalry. The poem opens with a description of the state of Scotland at the death of Alexander III (1286) and concludes (more or less) with the death of Douglas and the burial of the Bruce's heart (1332). Its central episode is the Battle of Bannockburn.
Patriotic as the sentiment is, this is expressed in more general terms than is found in later Scottish literature. In the poem, Robert I's character is a hero of the chivalric type common in contemporary romance, Freedom is a "noble thing" to be sought and won at all costs, and the opponents of such freedom are shown in the dark colours which history and poetic propriety require, but there is none of the complacency of the merely provincial habit of mind.
Barbour's style in the poem is vigorous, his line generally fluid and quick, and there are passages of high merit. The most quoted part is Book 1, lines 225-228:
A! fredome is a noble thing!
Fredome mayss man to haiff liking;
Fredome all solace to man giffis:
He levys at ess that frely levys!
Stewartis Oryginalle
One of Barbour's known lost works is The Stewartis Oryginalle which is described as having traced the genealogy of the Stewarts. The Stewart name replaced that of Bruce in the Scottish royal line when Robert II acceded to the throne after the death of David II, his uncle.
Robert II was Barbour's royal patron. It is not known how the work came to be lost.
Buik of Alexander
Attempts have been made to name Barbour as the author of the Buik of Alexander, a Scots translation of the Roman d'Alexandre and other associated pieces. This translation borrows much from The Brus. It survives and is known to us from the unique edition printed in Edinburgh, c. 1580, by Alexander Arbuthnot.
Legends of the Saints
Another possible work was added to Barbour's canon with the discovery in the library of the University of Cambridge, by Henry Bradshaw, of a long Scots poem of over 33,000 lines, dealing with Legends of the Saints, as told in the Legenda Aurea and other legendaries. The general likeness of this poem to Barbour's accepted work in verse-length, dialect and style, and the facts that the lives of English saints are excluded and those of St. Machar (the patron saint of Aberdeen) and St. Ninian are inserted, make this ascription plausible. Later criticism, though divided, has tended in the contrary direction, and has based its strongest negative judgment on the consideration of rhymes, assonance and vocabulary.
Legacy
As "father" of Scots poetry, Barbour holds a place in the Scotland's literary tradition similar to the position often given to Chaucer, his slightly later contemporary, vis a vis the vernacular tradition in England. If he truly was the author of the five or six long works in Scots which different witnesses ascribe to him, then he would have been one of the most voluminous writers of Early Scots, if not the most voluminous of all Scots poets. But his authorship of The Brus alone, both for its original employment of the chivalric genre, and as a tale of a struggle against tyranny, secures his place as an important and innovative literary voice who broke new linguistic ground.
therainbowfashionista.blogspot.com/2013/01/bad-reputation...
Skin: cStar Limited - TAO Goth 3 - Marble
Hair: .Deviant Kitties. - Neopunk
Ears: [][]Trap[][] & [ni.Ju] - Short Gelf Ears - Pierced
Eyes: cStar Limited - TAO - Black Goth Eyes
Lashes: cStar Limited - TAO - Goth Lashes
Piercings: :Zombie Suicide: - Jewlbie Piercing - No Shadows
Posture Collar: ezura - Twisted Hunt Lady - Black Collar (Twisted Hunt Fall 2012 prize I think)
Dress: =Razorblade Jacket= - Punk Prom Dress - Black
Hands: SiniStyle - Taped Fist & Black Nails - Loose Hand - Forearm
Boots: :Zombie Suicide: - Tsusime Boots - Black
Pose: Apple Spice - Party 005
Participants enjoy an intense arms/abs workout with instructor Holly at the Dowd YMCA's Taylor Swift: Reputation Party.
The Eurasian wolf (Canis lupus lupus), also known as the common wolf or Middle Russian forest wolf, is a subspecies of grey wolf native to Europe and the forest and steppe zones of the former Soviet Union. It was once widespread throughout Eurasia prior to the Middle Ages. Aside from an extensive paleontological and genetic record, Indo-European languages typically have several words for wolf, thus attesting to the animal's abundance and cultural significance. It was held in high regard in Baltic, Celtic, Slavic, Turkic, ancient Greek, Roman, and Thracian cultures, whilst having an ambivalent reputation in early Germanic cultures.
Hanging about on a street corner is not good for a young lady's reputation. But judging by the smile, this lady is past caring.
Fred. Olsen Cruise Lines has a reputation for offering very good value-for-money to its mostly 60-plus British clientele, which enjoys traditional cruises with a smart -- but not too "tiara and sequins" -- dress code. First impressions on a three-night Southampton roundtrip to northern France confirmed much of this, although there were far more 50-somethings and even younger couples on completely sold-out Braemar, which can accommodate 929 passengers. Braemar may not be the flashiest ship at sea, but it's definitely one of the friendliest. Wherever you sit -- out on deck, in the lounges or waiting for a drink at the bar -- you are guaranteed to be able to turn around and have someone to engage in a pleasant and warm conversation.
Braemar was originally built in 1993 as the 19,089-ton, 727-passenger vessel Crown Dynasty for the now-defunct Crown Cruise Lines. It joined the Fred. Olsen fleet in 2001.
In 2008, Braemar went into dry dock at Hamburg's Blohm Voss shipyard where it was given a massive overhaul and facelift. The ship emerged as a shiny, new, 23,000-ton, 929-passenger vessel with an extra 31.2 metres in length in the mid section. (Editor's note: When you are standing next to the ship in port, see if you can make out where the cut was. It's pretty easy to spot!) Along with this addition came 70 new cabins, a new lounge (The Observatory), a second restaurant (The Grampian) and an expanded sun deck with one new pool and plenty of room for bathers.
One of the biggest changes that past passengers will notice is the Braemar Room on Deck 5 -- it leads into the new Scottish-inspired Morning Light Pub (which debuted on sister ship Balmoral in early 2008). Prior to the refit, the area was more of a walkway, but now the extended Braemar Room has become more of a public room in its own right, with Aztec and nautical-themed decor. The area is also home to a library, card room and Internet room.
Braemar is clearly a ship that attracts repeat passengers, and much of this is due to the friendliness of the passengers and the camaraderie a small ship engenders. Many conversations on my cruise started with "Last time I was on Braemar..." or "We sailed on the ship before the extra space was added...." But, instead of acting cliquey, the repeat passengers were very welcoming, even offering cruising tips to Fred. Olsen newbies.
Braemar is a really lovely ship, light and airy with decor that's mostly cream and gold or shades of blue, with some truly elegant public rooms. Its 2012 refit has left it dazzlingly clean, although refurbishment takes place all the time: there are two upholsterers among the crew to deal with daily wear and tear.
It's the perfect ship for those who enjoy the simple things when it comes to cruises. There's a new gym with sea views, a small spa and salon, a new crafts room, two swimming pools, two whirlpools, golf nets and deck games. There is also a card room and Internet room near the library. In addition to the main Thistle Restaurant, there's the more intimate Grampian Restaurant and a self-serve buffet, plus a choice of bars and two evening entertainment venues.
The cabins are reasonably large and bright but a little old-fashioned, most without balconies or floor-to-ceiling windows, and the bathrooms are standard but underwhelming. Although better bathrooms should be a priority, we didn't think there were many other areas that needed serious improvements.
The upside of staying on this pleasingly classic cruise ship is that it doesn't feel like any other -- so there's no deja vu like you get on some modern vessels.
Braemar is a truly British ship -- with tea served in abundance, British guest speakers and a Daily Mail print-out paper available each day in reception. It's also quite traditional, with formal dining and plenty of enrichment classes. For this reason, the ship attracts the senior crowd, particularly in the winter. However, during the summer holidays you will find children onboard and the kids do have a daily programme. Because of this, die-hard Fred. Olsen fans should probably avoid the school holidays.
Braemar used to be based mostly in the Caribbean, but with Caribbean flights growing increasingly expensive, it will now spend winter in the Canaries and West Africa, early summer in the Baltic and Norway, and high summer in the Mediterranean.
Subsequently, many of the Dodge S56s had an illuminated panel attached above the windscreen. Presumably the glazing in these had the 'I'm your Little Gem' strapline present whan the thing was fitted, so prior to the launch of the brand name, the message was concealed by the generous application of quantities of gaffer tape. I'm sure this was important to management and the publicity people, but I really think the average service user would not even have noticed the strapline.
1844 heads in towards Rochdale along Edenfield Road. The grey roof to the right is St. Vincent's Church Hall. The local priest, Canon Stanley, had been an architect in a previous life, and I understand designed the building himself. He also had the reputation of being very successful in getting extremely good value from the builders for the time and materials they put in!
St Vitus' Cathedral, inside the Prague Castle (or President's Palace) walls. has some of the most beautiful and colourful stained glass windows I have ever seen, among other treasures there. This one was very deeply coloured, and more easily accessible for photographing, as some of them were extremely high up, though incredibly intricately patterned and coloured.
en.wikipedia.org/wiki/St._Vitus_Cathedral
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Trekking in Nepal is part of adventure trekking tourism and Adventure Trekking in Nepal and Trekking in Himalaya. Natures to renew one’s own self regard, to relive oneself, to realize Nepal beauty, to interact with its generous, friendly peoples are highlights of Trekking in Nepal. Trekking is one long term activity that draws repeat visitors. So, Nepal is final purpose for trekking. Offers numerous options walking excursion to meet snowy peaks, their foot hills, valleys but however there is amazing for each who hope Trek in Nepal hill, mountain area. Typical trekking and Hiking in Nepal as unique combination of natural glory, spectacular trekking trips to hard climbing and Everest Base Camp Trek is most rewarding way to skill Nepal natural beautification and cultural array is to walking, trekking, width and the height of country. Trekking is important of Travel Nepal for Trekking Tours in Himalaya on description Nepal Tour of large range of ecological features for Nepal Travel Holiday. The country nurtures a variety of flora and scenery. Addition to natural atmosphere is rich Himalayan culture. Many of visitor trek to different part of Nepal every year to experience its rustic charm, nature and culture. Most treks through areas between 1000 to 5185m, though some popular parts reach over 5648 meters. Trekking is not climbing, while the climb of Himalayan peaks and enjoy walking Holiday in Nepal and Trekking Tours Nepal might be an attraction for travelers. Every travelers knows for the Trekking in Nepal from all over the words an inspiring knowledge. Attraction for your Travel Holiday in Nepal of beauty and its excellent culture.
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Annapurna trekking region of Nepal enjoy with magnificent view close to highest and impressive mountain range in the world. Day exploration in Pokhara and morning morning flight to Jomsom or drive to Besishisahar from Kathmandu begin of trek. High destination, Muktinath 3800m and in generally highest point of whole Annapurna is 5416m. Thorangla la is situated in Buddhist Monastery, an eternal flame, and Hindus Vishnu Tempe of Juwala Mai making it a pilgrimage site for both Hindus and Buddhists and Muktinath is on the way down from popular trekking it call Thorang la pass which is incredible view in Annapurna region. Whenever possible we will arrive at lodging mid-afternoon, which should leave plenty time for explore the local villages, enjoy the hot springs at Tatopani, continue to Ghorepani where there is forever the possibility of sunrise hike to Poon Hill for spectacular views of Dhaulagiri, Fishtail, Nilgiri and the Annapurna Himalaya range. Continue on to Birethanti finally between with the Baglung road where we will catch cab to Pokhara, next day drive or fly to Kathmandu.
region, although fairly effortless compare to some of other trek, takes you high along trails to Tengboche monastery Everest Solu Khumbu is the district south and west of Mount Everest. It is inhabited by sherpa, cultural group that has achieve fame because of the develop of its men on climbing expeditions. Khumbu is the name of the northern half of this region above Namche, includes highest mountain (Mt. Everest 8848m.) in the world. Khumbu is in part of Sagarmatha National Park. This is a short trek but very scenic trek offers really superb view of the world's highest peaks, including Mt. Everest, Mt. Lhotse, Mt. Thamserku, Mt. Amadablam and other many snowy peaks. Fly from Kathmandu to Lukla it is in the Khumbu region and trek up to Namche Bazzar, Tyangboche and into the Khumjung village, a very nice settlement of Sherpas people. This trek introduction to Everest and Sherpa culture with great mountain views, a very popular destination for first time trekkers in Nepal. Justifiably well-known world uppermost mountain (8848m.) and also for its Sherpa villages and monasteries. Few days trek from Lukla on the highland, takes you to the entry to Sagarmatha National Park and town of Namche Bazaar is entrance of Everest Trek. Environment of the towering Himalayas is a very delicate eco-system that is effortlessly put out of balance.
Langtang trekking region mixture of three beautiful trek taking us straight into some of the wildest and most pretty areas of Nepal. Starting from the lovely hill town of Syabrubensi our trek winds during gorgeous rhododendron and conifer forests throughout the Langtang National Park on the way to the higher slopes. Leads up to the high alpine yak pastures, glaciers and moraines around Kyanging. Along this route you will have an chance to cross the Ganja La Pass if possible from Langtang Valley. Trail enters the rhododendron (National flower of Nepal) forest and climbs up to alpine yak pastures at Ngegang (4404m). From Ngegang we make a climb of Ganja La Pass (5122m). We start southwest, sliding past Gekye Gompa to reach Tarkeghyang otherwise we take a detour and another unique features of trekking past, the holy lakes of Gosainkund (4300 m.) cross into Helambu via Laurebina to Ghopte (3430 m) and further to Trakegyang. Northern parts of the area mostly fall within the boundaries of Langtang National park.
Peak Climbing in Nepal is great view of Himalayas and most various geological regions in asia. Climbing of peaks in Nepal is restricted under the rules of Nepal Mountaineering Association. Details information and application for climbing permits are available through Acute Trekking. First peak climbing in Nepal by Tenzing Norgey Sherpa and Sir Edmund Hilary on May 29, 1953 to Mt. Everest. Trekking Agency in Nepal necessary member from Nepal Mountaineering Association. Our agency will arrange equipment, guides, high altitude porters, food and all necessary gears for climbing in Nepal. Although for some peaks, you need to contribute additional time, exertion owing to improved elevation and complexity. Climbing peaks is next step beyond simply trekking and basic mountaineering course over snow line with ice axe, crampons, ropes etc under administration and coaching from climbing guide, who have substantial mountaineering knowledge and for your climbing in mountain.
Everest Base Camp Trek well noon its spectacular mountain peaks and the devotion and openness of its inhabitants, the Everest region is one of the most popular destination for tourists in Nepal. While numerous of the routes through the mountains are difficult, there are plenty places to rest and enjoy a meal along the way. Additionally, don't worry about receiving lost. Just ask a local the way to the next village on your route, and they will direct you. Most Sherpas under the age of fifty can at least understand basic English, and many speak it fluently.
Annapurna Base Camp Trek is the major peaks of the western portion of the great Annapurna Himalaya, Annapurna South, Fang, Annapurna, Ganagapurna, Annapurna 3 and Machhapuchhare and including Annapurna first 8091 meters are arranged almost exactly in a circle about 10 miles in diameter with a deep glacier enclosed field at the center. From this glacier basin, known as the Annapurna base camp trek (Annapurna sanctuary trek), the Modi Khola way south in a narrow ravine fully 12 thousand ft. deep. Further south, the ravine opens up into a wide and fruitful valley, the domain of the Gurungs. The center and upper portions of Modi Khola offer some of the best short routes for trekking in Nepal and the valley is situated so that these treks can be easily joint with treks into the Kali Gandaki (Kali Gandaki is name of the river in Nepal) region to the west.
Upper Mustang Trekking name Make an escapade beginning from world deepest gorge Kaligandaki valley into world's highest area of Lo-Mangthang valley that passes through an almost tree-less barren landscape, a steep stony trail up and down hill and panorama views of high Annapurna Himalaya including Nilgiri, Annapurna, Dhaulagiri and numerous other peaks. The trek passes through high peaks, passes, glaciers, and alpine valleys. The thousands years of seclusion has kept the society, lifestyle and heritage remain unaffected for centuries and to this date.
Helicopter Tour in Nepal having high mountains and wonderful landscape of countryside but is effortlessly reachable by land transport, is known as helicopter tours country. Helicopter services industry in Nepal is now well well-known with many types and categories of helicopters for the fly to different of Nepal. The pilots are very knowledgeable expert with 1000 of flying hours knowledge in Nepal. We have service for helicopter is outstanding reputations and established records for reliable emergency and rescue flight too. Here we would like to offer some of amazing helicopter tour in Himalaya country of Nepal. Further more details information about Nepal tour itinerary for helicopter tour in different part of Nepal contact us without hesitation.
Kathmandu Pokhra Tour is an exclusive tour package specially designed for all level travelers. Kathmandu Pokhara tour package is effortless tour alternative for Nepal visitors. This tour package vacation the historically significant and ethnically rich capital (Kathmandu ) of Nepal and the most stunning city of world by the nature, Pokhara. Mountain museum and world peace stupa are another charming of Pokhara tour. Pokhara is the center of escapade tourism in Nepal. Package tour to Kathmandu Pokhara is design to discover highlighted areas of Kathmandu and Pokhara valley. Nepal is the country which is socially and geographically different that’s why we powerfully recommend you discover Nepal to visit once in life time. It is hard to explore all Nepal in one Nepal tours trip in this way we design this trip to show you the highlights of Nepal especially in Kathmandu and Pokhara.
Adventure trekking in the southern part of the asia continent there lays a tiny rectangular kingdom squeezed between two hugely populated countries, China to the north and India to the south, this country is Nepal a world of its own. Adventure trekking is a type of tourism, involving exploration or travel to remote, exotic and possibly hostile areas. Adventure trekking in Nepal is rapidly growing in popularity, as tourists seek different kinds of vacations. The land of contrast is presumably the exact way to define the scenery of Nepal for you will find maximum world highest peaks high high up above the clouds determined for the gods above. Straight, active and attractive learning experience adventure trekking in Nepal that engross the whole person and have real adventure. Mt. Everest, Kanchenjunga, Daulagiri, and Annapurna and many more are there for the offering for mountain-lovers, adventurers and travelers.
Trekking in Nepal - Nepal Trekking - Tea House Trekking - Lodge Trekking - Kathmandu Pokhara Tour - High Pass Trekking - Luxury Trekking in Nepal - Luxury Tour in Nepal - Helicopter Tour in Nepal - Nepal Helicopter Tour - Annapurna Trekking - Annapurna Base Camp Trek - Annapurna Sanctuary Trek - Annapurna Panirama Trekking - Ghorepani Trekking - Jomsom Muktinath Trekking - Annapurna Circuit Trekking - Annapurna Round Trekking - Tilicho Mesokanto Trekking - Tilicho Lake Mesokanto Pass Trekking - Upper Mustang Trekking - Everest Trekking - Everest Base Camp Trek - Everest Panorama Trekking - Gokyo Trekking - Gokyo Everest Trekking - Renjola Pass Trekking - Kongmala Pass Trekking - Three Pass Trekking - Jiri Everest Trekking - Langtang Trekking - Langtang Valley Trekking - Gosaikunda Trekking - Helambu Trekking - Tamang Heritage Trekking - Chisapani Nagarkot Trekking - Kathmandu Valley Cultural Trekking - Langtang Gosaikunda Helambu Trekking - Ganjala Pass Trekking - Peak Climbing in Nepal - Nepal Peak Climbing - High Pass Trekking - Nepal For All Season - Package Tour in Nepal - Island Peak Climbing - Mera Peak Climbing - Pisang Peak Climbing - Adventure Trekking - Adventures Trekking - Mustang Trekking - Upper Mustang Trek - Lower Mustang Trekking - Seasonal Package Trekking Tours in Nepal - Annapurna Trekking Region - Annapurna Base Camp Trek - Everest Trekking Region - Gokyo Trekking - Langtang Trekking Region - Tea House Trek or Lodge Trek - Three Pass Trekking or Everest High Pass Trekking
Chassis n° Z10646
Les Grandes Marques du Monde au Grand Palais
Bonhams
Parijs - Paris
Frankrijk - France
Estimated : € 220.000 - 280.000
Sold for € 212.750
'Lagonda cars have always upheld a reputation for effortless fast touring and the pride of ownership which fine detail work and distinguished coachbuilding can give. The 4½-Litre model retains these characteristics, but scores considerably over its forebears by its high power-to-weight ratio. The chassis is no bigger than the three litre car, and there is no suggestion of clumsiness, heavy steering or the other drawbacks which often accompany the large engined car.' - Motor Sport, January 1934.
The Lagonda car company was founded in 1906 in Staines, Middlesex by the American Wilbur Gunn (1859-1920) who named it after a river near his home town of Springfield, Ohio. Gunn had started out building motorcycles in the garden of his house in Staines with some success, including winning the 1905 London to Edinburgh Trial. In 1907 he launched his first car and in 1910 won the Moscow to St Petersburg Trial driving a 16/18hp model. Having established its reputation, Lagonda concentrated mainly on the production of light cars before reverting to sporting and luxury models in the mid-1920s with the introduction of the 14/60. This four-cylinder, 2.0-litre model was joined in 1929 by the first of Lagonda's own sixes - the 3-Litre - but by the mid-1930s the Meadows-engined cars were seen as the way forward. Introduced at the 1933 Olympia Show and based on the preceding ZM 3-Litre model, the M45 deployed Meadows' 4½-litre, twin-plug six to good effect, saloons being capable of reaching 90mph and tourers 'the ton' under favourable conditions.
'A short run on one of the first of the 4½-Litre Lagonda models, with an open four-seater body, left a vivid impression not only of brilliant acceleration and sheer performance, but of a car delightfully silent and easy running in a way that can be achieved to the fullest extent only by a big-engined machine working well inside its limits,' reported The Autocar in 1933. As the foregoing contemporary quote clearly demonstrates, these exceptionally handsome big-engined Lagondas created a considerable impression when new, and here we offer a fine example of this elegant and very British post-Vintage thoroughbred.
Chassis number 'Z10646' was sold new in April 1934 and registered in the UK as 'LJ 9777'. The first owner's name is recorded in various forms, but he is believed to have been naval officer Commander Hugh Stewart Shaw, DSC, RN. The car enters the Lagonda Club records for the first time in July 1961 when owned by Commander H S Shaw, who kept it until at least 1966.
By the end of 1979 the Lagonda was in Belgium having been bought by Willy Vernimmen at Paradise Garage in London. It was registered in the name of his wife, Mrs Gabrielle Maes, in November 1980. The current owner bought the car from Mr Vernimmen in 1997 and registered it with old Belgian number 'G112T'. Since then the Lagonda has been maintained with no expense spared and has participated in numerous events with the current owner, including the National Classic Tour where it won in Division 1.
Exceptionally comprehensive, the history file contains numerous photographs of the Lagonda in action and a vast quantity of invoices for work carried out to keep this beauty in excellent running condition, which included re-upholstering the worn front seats in correct Burgundy leather. Also contained therein are various publications featuring this Lagonda, including 'Oldtimer Plus' magazine (2006); the road book of the National Classic Tour (2017); cover for the Terre di Canossa – International Classic Cars Challenge program (2013); and the 'Gazetta di Reggio' for the Terre di Canossa.
Kazan, Russia.
With a population of about 1.3 million (2011 census), a rich history, deep culture and strong economic influence, Kazan holds the title of "The Third Capital of Russia" (after Moscow and Saint Petersburg), thus taking the title from Nizhny Novgorod. By many measures, Kazan has the one of the highest standards of living in Russia, following after Moscow and St. Petersburg.
Kazan has just recently earned the reputation of a sports city, due to its recent investments in this domain. Kazan organized the World Summer Universiade 2013, and will be a host city for FINA World Aquatics Sports Championship in 2015 and for FIFA World Cup in 2018 in Russia. It is said that one of the World Cup semi-finals may be held in Kazan! Both the World Cup and Universiade events are enhancing the city's booming construction. In the last couple of years, sport venues have popped up in Tatar capital, together with residential buildings and offices. Kazan has long been a focal point of higher education in Russia. It remains a university city, with some of Russia's top universities.
Participants enjoy some relaxing yoga with instructor Anna at the Dowd YMCA's Taylor Swift: Reputation Party.
When it opened in 1903, Packard's Detroit plant was the most advanced auto factory in the world. Designed by renowned architect Albert Kahn, the plant was located on a staggering 35 acres of land and boasted over 3.5 million square feet of space. It also was the first industrial site in Detroit to use reinforced concrete in its construction. The Packard Motor Car Company built an excellent reputation not only for innovation (introducing the modern steering wheel and 12 cylinder engine) but for luxury, attracting some of the wealthiest auto buyers across the world. During WWII, the Packard plant produced engines for P-51 Mustang fighter planes, but afterward their legacy as a status symbol was slowly diluted by their introduction of cars aimed more at the middle class. Losing their upper class market and not finding footing as a middle class manufacturer because of heavy competition from the Big Three, their last car model, simply titled the 'Packard', was produced in 1958 though the Detroit plant ceased manufacturing in 1957. Several attempts were made to resurrect the brand, but to no avail. The labyrinthine plant in Detroit still stands vacant, now a status symbol of a different sort.
They also built their reputation providing the best nuts, dried fruits, spices, beans, rices, grains, mushrooms, chilies, extracts and specialty products available in bulk form, mostly as a wholesale business.
As one would expect, bulk items are also an important part of their full line natural foods grocery, where you will also find organic produce, packaged foods, supplements, personal care items, and "Greens," including Pines' Gluten Free, Organic, non-GMO Project Verified, Green Superfoods.
Mount Hope and Pines were both established in the 1970s when the natural food marketplace consisted of small idealistic companies. Both Pines and Mount Hope are still owned by the original people. Mount Hope understands the need for nutrient-dense vegetable powders, tablets and capsules.
These #superfoods are important in the diet, but the #chlorophyll, #betacarotene and other sensitive nutrients in them loose value in the presence of oxygen. Pines removes the oxygen from each glass bottle and seals it with a special tight-fitting metal cap. That's why Mount Hope features Pines at the top of their GreenSuperfood section.
Pines is not only the first "Green Superfood", but we also feature the only wheatgrass and cereal-grass products grown in accordance with the standards established in 1937 by Charles Schnabel, widely known as the "father of wheatgrass." His standards not only regarded growing and harvesting, but also packaging as Pines still does today. Those standards are why Pines' products are vibrant green while products sold in plastic bottles and packets are often dull green or even grey.
When you travel between Phoenix and Flagstaff, take some time for the scenic ride to Cottonwood, enjoy the landscape, and stop in at this beautiful, clean and well-stocked natural food grocery.
Mount Hope's Facebook:
www.facebook.com/pages/Mount-Hope-Foods-Naturally/1245493...
Pines Website: www.wheatgrass.com/
Pines Instagram: instagram.com/wheatgrass_people
Pines Facebook Page on Organic Farming and Non-GMO
www.facebook.com/PinesWheatGrass
Pines Twitter: twitter.com/PinesWheatGrass
Pines Tumblr: pineswheatgrass.tumblr.com/
The WheatGrass Girl's Twitter: twitter.com/WheatGrass76
The WheatGrass Girl's Facebook:
Participants enjoy some relaxing yoga with instructor Anna at the Dowd YMCA's Taylor Swift: Reputation Party.
Continuing with Nifty-fifties. Sampling some fantastic plastic..a plastic bodied Auto Chinon 50mm f/1.9 with a reputation for sharpness.
The Château de Chenonceau is a French château spanning the river Cher, near the small village of Chenonceaux, Indre-et-Loire, Centre-Val de Loire. It is one of the best-known châteaux of the Loire Valley.
The estate of Chenonceau is first mentioned in writing in the 11th century. The current château was built in 1514–1522 on the foundations of an old mill and was later extended to span the river. The bridge over the river was built (1556-1559) to designs by the French Renaissance architect Philibert de l'Orme, and the gallery on the bridge, built from 1570 to 1576 to designs by Jean Bullant.
An architectural mixture of late Gothic and early Renaissance, Château de Chenonceau and its gardens are open to the public. Other than the Royal Palace of Versailles, it is the most visited château in France.
The château has been designated as a Monument historique since 1840 by the French Ministry of Culture. Today, Chenonceau is a major tourist attraction and in 2007 received around 800,000 visitors.
In the 13th century, the fief of Chenonceau belonged to the Marques family. The original château was torched in 1412 to punish the owner, Jean Marques, for an act of sedition. He rebuilt a château and fortified mill on the site in the 1430s. Jean Marques' indebted heir Pierre Marques found it necessary to sell.
Thomas Bohier, Chamberlain to King Charles VIII of France, purchased the castle from Pierre Marques in 1513 and demolished most of it (resulting in 2013 being considered the 500th anniversary of the castle: MDXIII–MMXIII), though its 15th-century keep was left standing. Bohier built an entirely new residence between 1515 and 1521. The work was overseen by his wife Katherine Briçonnet, who delighted in hosting French nobility, including King Francis I on two occasions.
In 1535 the château was seized from Bohier's son [fr] by King Francis I of France for unpaid debts to the Crown. After Francis' death in 1547, Henry II offered the château as a gift to his mistress, Diane de Poitiers, who became fervently attached to the château along the river.[8] In 1555 she commissioned Philibert de l'Orme to build the arched bridge joining the château to its opposite bank. Diane then oversaw the planting of extensive flower and vegetable gardens along with a variety of fruit trees. Set along the banks of the river, but buttressed from flooding by stone terraces, the exquisite gardens were laid out in four triangles.
Diane de Poitiers was the unquestioned mistress of the castle, but ownership remained with the crown until 1555 when years of delicate legal manoeuvres finally yielded possession to her.
After King Henry II died in 1559, his strong-willed widow and regent Catherine de' Medici forced Diane to exchange it for the Château Chaumont. Queen Catherine then made Chenonceau her own favourite residence, adding a new series of gardens.
As Regent of France, Catherine spent a fortune on the château and on spectacular nighttime parties. In 1560, the first-ever fireworks display seen in France took place during the celebrations marking the ascension to the throne of Catherine's son Francis II. The grand gallery, which extended along the existing bridge to cross the entire river, was dedicated in 1577. Catherine also added rooms between the chapel and the library on the east side of the corps de logis, as well as a service wing on the west side of the entry courtyard.
Catherine considered an even greater expansion of the château, shown in an engraving published by Jacques Androuet du Cerceau in the second (1579) volume of his book Les plus excellents bastiments de France. If this project had been executed, the current château would have been only a small portion of an enormous manor laid out "like pincers around the existing buildings."
On Catherine's death, in January 1589, the château went to her daughter-in-law, Louise of Lorraine, wife of King Henry III. Louise was at Chenonceau when she learned of her husband's assassination, in August 1589, and she fell into a state of depression. Louise spent the next 11 years, until her death in January 1601, wandering aimlessly along the château's corridors dressed in mourning clothes, amidst sombre black tapestries stitched with skulls and crossbones.
Henri IV obtained Chenonceau for his mistress Gabrielle d'Estrées by paying the debts of Catherine de' Medici, which had been inherited by Louise and were threatening to ruin her. In return, Louise left the château to her niece Françoise de Lorraine, at that time six years old and betrothed to the four-year-old César de Bourbon, duc de Vendôme, the natural son of Gabrielle d'Estrées and Henri IV. The château belonged to the Duc de Vendôme and his descendants for more than a hundred years. The Bourbons had little interest in the château, except for hunting. In 1650, Louis XIV was the last king of the ancien régime to visit.
The Château de Chenonceau was bought by the Duke of Bourbon in 1720. Little by little, he sold off all of the castle's contents. Many of the fine statues ended up at Versailles.
In 1733 the estate was sold for 130,000 livres to a wealthy squire named Claude Dupin. His wife, Louise Dupin, was the natural daughter of the financier Samuel Bernard and the actress Manon Dancourt, whose mother was also an actress who had joined the Comédie Française in 1684. Louise Dupin was "an intelligent, beautiful, and highly cultivated woman who had the theatre in her blood." Claude Dupin, a widower, had a son, Louis Claude, from his first wife Marie-Aurore de Saxe, who was the grandmother of George Sand (born Aurore Dupin).
Louise Dupin's literary salon at Chenonceau attracted such leaders of the Enlightenment as the writers Voltaire, Montesquieu, and Fontenelle, the naturalist Buffon, the playwright Marivaux, the philosopher Condillac, as well as the Marquise de Tencin and the Marquise du Deffand. Jean-Jacques Rousseau was Dupin's secretary and tutored her son. Rousseau, who worked on Émile at Chenonceau, wrote in his Confessions: "We played music there and staged comedies. I wrote a play in verse entitled Sylvie's Path, after the name of a path in the park along the Cher."
The widowed Louise Dupin saved the château from destruction during the French Revolution, preserving it from being destroyed by the Revolutionary Guard because "it was essential to travel and commerce, being the only bridge across the river for many miles."
In 1864 Marguerite Pelouze [fr ], a rich heiress, acquired the château. Around 1875 she commissioned the architect Félix Roguet to restore it. He almost completely renewed the interior and removed several of Catherine de' Medici's additions, including the rooms between the library and the chapel and her alterations to the north facade, among which were figures of Hercules, Pallas, Apollo, and Cybele that were moved to the park. With the money Marguerite spent on these projects and elaborate parties, her finances were depleted, and the château was seized and sold.
José-Emilio Terry, a Cuban millionaire, acquired Chenonceau from Madame Pelouze in 1891. Terry sold it in 1896 to a family member, Francisco Terry. In 1913, the château was acquired by Henri Menier, a member of the Menier family, famous for their chocolates, who still own it to this day.
During World War I Gaston Menier set up the gallery to be used as a hospital ward. During the Second World War, the château was bombed by the Germans in June 1940.[20] It was also a means of escaping from the Nazi-occupied zone on one side of the river Cher to the "free" zone on the opposite bank. Occupied by the Germans, the château was bombed by the Allies on 7 June 1944, when the chapel was hit and its windows destroyed.
In 1951, the Menier family entrusted the château's restoration to Bernard Voisin, who brought the dilapidated structure and the gardens (ravaged in the Cher flood in 1940) back to a reflection of its former glory.
Chenonceaux is a commune in the French department of Indre-et-Loire, and the region of Centre-Val de Loire, France.
It is situated in the valley of the river Cher, a tributary of the Loire, about 26 km (16 mi) east of Tours and on the right bank of the Cher.
The population of permanent residents hovers about 350, but there is a large influx of tourists during the summer months because the village adjoins the former royal Château de Chenonceau, one of the most popular tourist destinations in France. The château is distinctive in being built across the river. The village is also situated in Touraine-Chenonceaux wine-growing area, and bordered on its northern edge by the Forest of Amboise.
Name
The difference in spelling between the Château's name (Chenonceau) and the village (Chenonceaux) is attributed to Louise Dupin de Francueil, owner of the château during the French Revolution, who is said to have dropped the "x" at the end of its name to differentiate what was a symbol of royalty from the Republic. As a result of her good relations with the village, the Château was spared the iconoclastic damage suffered by many other monuments during the Revolution. Although no official sources have been found to support this claim, the Château has ever since been referred to and spelled as Chenonceau.
Mme Dupin hosted the philosopher Jean-Jacques Rousseau in Chenonceau as tutor to her children, and among her descendants was the writer George Sand, born Aurore Dupin.
Philibert de l'Orme (pronounced [filibɛːʁ də lɔʁm]) (3-9 June 1514 – 8 January 1570) was a French architect and writer, and one of the great masters of French Renaissance architecture. His surname is also written De l'Orme, de L'Orme, or Delorme.
Biography
Early career
Philbert de l'Orme was born between 3 and 9 June 1514 in Lyon. His father was Jehan de L'Orme, a master mason and entrepreneur, who, in the 1530s, employed three hundred workers and built prestigious buildings for the elite of the city.[3] When Philibert was nineteen he departed Lyon for Italy, where he remained for three years, working on building projects for Pope Paul III. In Rome he was introduced to Cardinal Jean du Bellay, the Ambassador of King François I to the Vatican, who became his protector and client. Du Bellay was also the patron of his friend Francois Rabelais. In about 1540 de l'Orme moved to Paris, and was soon occupied with royal projects.
Royal architect of Henry II (1548-1559)
On April 3, 1548 he was a named architect of the King by Henry II. For a period of eleven years, he supervised all of the King's architectural projects, with the exception of changes to the Louvre, which were planned by another royal architect, Pierre Lescot. His major projects included the Château de St Maur-des-Fossés, the Château d'Anet, the Château de Chenonceau in the Loire Valley; the royal Château de Madrid in the Bois de Boulogne; the Château de Vincennes, and major modifications to the Palace of Fontainebleau.
He also made a reputation as a writer and theorist, and as an innovator in building techniques. He invented a new system for making the essential wooden frameworks for constructing stone buildings, called charpente à petits bois, which was quicker and less expensive than previous methods and used much less wood. He demonstrated it before the King in 1555, and put it to work in construction at the new royal Château de Montceaux and at the royal hunting lodge La Muette [fr] in the Forest of Saint-Germain-en-Laye.
Out of favor - architectural theorist (1559-1563)
The death of Henry II of France on July 10, 1559 suddenly left him without a patron and at the mercy of rival architects who resented his success and his style. Two days later, on 10 July, he was dismissed from his official posts, and replaced by an Italian artist and architect, Francesco Primaticcio, whose work was much in fashion. He had joined a religious order, and decided to turn his attention to meditation, scholarship and writing. He made another trip to Rome to inspect the new works of Michelangelo. Beginning in 1565 wrote the first volume of a work on architectural theory, which was scientific and philosophical. It was published in 1567, and was followed by new editions after his death in 1576, 1626 and 1648.
Royal architect again (1563-1570)
Under Charles IX and Catherine de Medici, he returned to royal favor. He was employed on the enlargement of the Chateau of Saint Maur (1563) and, along with Jean Bullant, on additions to the Tuileries Palace (1564). He died in Paris in 1570, while this project was underway.
Reputation
In the 17th century, during the period of Louis XIV style that followed his death, his reputation suffered. The grand stairway that he built at the Tuileries Palace was demolished in 1664, as was his Château de Saint-Léger in 1668, to make way for classical structures. In 1683, he was denounced by François Blondel of the Royal Academy for his "villainous Gothic ornaments" and his "petty manner". Nonetheless, his two major theoretical works on construction and design continued to be important textbooks, and were regularly republished and read.
His reputation rose again in the 18th century, through the writings of Dezallier d'Argenville, who wrote in 1787 that he had "abandoned the Gothic covering in order to redress French architecture in the style Ancient Greece." D'Argenville wrote the first biography and catalog of works. Though few of his building survived to be studied carefully, later important academic works on de l'Orme were written in the 19th and 20th centuries by art historians including H. Clouzot and Anthony Blunt.
One of De l'Orme's primary accomplishments was to change the way architects trained and studied. He insisted that architects needed formal education in classical architecture, as well as in geometry and astronomy and the sciences, but also needed practical experience in construction. He himself was an accomplished scholar of ancient Greek and Roman architecture, as well as a humanist scholar. He argued that architects needed to be able to design and manage every aspect of the building, from the volumes to the lambris to adding up the cost, making detailed three-dimensional drawings of vaults, judging if wood was dry enough, and knowing to stop digging the foundation when the first sand was encountered. He had scorn for those architects who could design a facade but had no knowledge actual construction. His opponents scorned him for his background as the son of a masonry contractor. He was referred to by Bernard Palissy as "The god of the stone masons", which deeply offended him.
His other major accomplishment was to resist the tendency to simply copy Italian architectural styles; he traveled and studied in Italy, and borrowed much, but he always added a distinctly French look to each of his projects.
The first major building of de l'Orme was the Château of Saint Maur (1541), built for the Cardinal Jean du Bellay, whom de l'Orme had met during his time in Rome. Its plan showed the influence of the Italian villas; and, like the Italian buildings, it was decorated with frescoes.
Much of his work has disappeared, but his fame remains. He was an ardent humanist and student of the antique, he yet vindicated resolutely the French tradition in opposition to Italian tendencies; he was a man of independent mind and a vigorous originality. His masterpiece was the Château d'Anet (1552–1559), built for Diane de Poitiers, the plans of which are preserved in Jacques Androuet du Cerceau's Plus excellens bastimens de France, though only part of the building remains. His designs for the Tuileries (also given by Androuet du Cerceau), begun by Catherine de' Medici in 1565, were magnificent. His work is also seen at Chenonceau and other famous châteaux; and his tomb of Francis I at Saint Denis Basilica remains a perfect specimen of his art.
The most easily viewed work of de l'Orme in Paris is the court facade of the Chateau d'Anet, which was moved to Paris after a major portion of the chateau was demolished, to illustrate for students the major works of the French Renaissance. It is attached to the front wall of the chapel of the Ecole des Beaux-Arts, and is visible from Rue Bonaparte.
Partial list of works
Château de Saint-Maur (1541), demolished in 1796
Tomb of François Ie in the Basilica of Saint-Denis, Paris (1547)
Château d'Anet (1547-1555), built for Diane de Poitiers. Only one wing remains.
Plans of the Chapel of Saint-Éloi, Paris (1550-1566), (Long attributed, but not documented. Only a portion of the facade remains)
Attribution du château d'Acquigny
Facade of the residence of the Vicomte of the Duchy of Uzès (attributed)
Completion of Sainte-Chapelle at the Château de Vincennes (1552)
Château de Villers-Cotterêts, southern portion( 1547-1559)
Chapel of the Château of Villers-Cotterêts (1552-1553)
Royal Château of Saint-Léger-en-Yvelines (demolished)
Château de Meudon (attributed)
Château de Montceaux
Château de Thoiry (1560s)
The bridge upon which the Château de Chenonceau is constructed
Portions of the Louvre
Portions of the new Chateau of Saint-Germain-en-Laye
Portal of Château d'Écouen, now the National Museum of the French Renaissance (mid 16th century). The wing he designed was destroyed in 1787, but vestiges are displayed inside the Chateau.
Roofs of the towers of the Château de Bonnemare.
Fratercula arctica at Elliston, Newfoundland and Labrador. I love the innocent look of the bird in the background.
How safe is your online reputation? Anyone ever posted something nasty about you on the web? Finding work, romance and friends can become a disaster if you are smeared online. In this book, you'll see how easy it is for someone to destroy your good name and how hard it can be to get it back. With the Internet, untruths, lies, exaggerations are easy to spread. And in this brave new frontier the Internet has become a place where the attackers have gained the upper hand, and the people who are victims are disadvantaged -- but you don't need to feel powerless any longer. If you know how to type in a web address, you can learn how to claim, repair, and monitor your online reputation. There is no software to buy, or computer languages to learn. This book teaches you how to get bad stuff about you off Google -- and good stuff on. Anybody can repair an online reputation using the simple, step-by-step guides in this book - a guide that that requires absolutely no programming or web development experience. With this book you will learn: * How to have search engines show what you want them to display about you * How to suppress information on search engines * How to remove information from search engines Your future and your reputation are in your hands - and in this case, at your fingertips.
The exhibition, curated by Natalia Metelitsa e Maria Ida Biggi, explores the career of the renowned Russian artist and set and costume designer, who made a reputation thanks to his innovative creations for Sergei Diaghilev’s celebrated ballet company. The result of a joint project by the Cini Institute of Theatre and Opera and the St. Petersburg State Museum of Theatre and Music, which has the largest collection in the world of Bakst’s set and costume designs, the exhibition is being staged in collaboration with the Centre for Studies on the Arts of Russia (CSAR) at Ca’Foscari University, Venice and is part of the “Russian Season in Italy”, organised by the Russian Ministry of Culture. The exhibition itinerary documents a large part of Bakst’s artistic production: after some little-known early works for productions such as Marius Petipa’s Le Coeur de la Marquise (1902) and some Greek tragedies (Euripides’ Hippolyte and Sophocles’ Oedipus at Colonna and Antigone; 1902-1904), the heart of the exhibition features the celebrated creations for the Ballets Russes, including those for Cléopâtre (1909), L’oiseau de feu (1910), Carnaval (1910), Narcisse (1911), Le Dieu bleu (1912), and Daphnis et Chloé (1912). In addition to these materials, there is a selection of costume designs mainly created between 1910 and 1911 for ballets such as Thaïs, La Traviata, Faust, Martyre de St. Sébastien and Manon Lescaut. The exhibition is completed by a rich series of photographs and original costumes, a fundamental aid in reconstructing the much-acclaimed artist’s multifaceted activities. Léon Bakst (1866-1924) was educated in St.Petersburg and Paris. With Sergei Diaghilev and Alexandre Benois, he founded Mir iskusstva, the magazine in which he published his first graphic art works. In 1902, he began working as a set and costume designer for the St. Petersburg imperial theatres. Albeit with rifts and reconciliations, his collaboration with the Ballets Russes lasted from 1909 almost throughout his career.
‘Scene’ in Edinburgh, A Single Deck Volvo BZL/MCV
on Dennis Basford’s railsroadsrunways.blogspot.co.uk’
Edinburgh based friend Stuart Montgomery, one of ‘Lothian Buses’ volunteer photographers, has recently forwarded these images, which I am pleased to share with you.
Followers of the blog may remember that I featured a prototype Volvo BZL/MCV bus in one of the blogs I posted from EUROBUS EXPO 2022 held at the NEC.
The BZL is a full size battery electric bus chassis engineered so that it can accept both single and double deck bodywork.
Currently, it is only available with Egyptian built MCV bodywork.
MCV have a reputation for building stylish, elegant and durable bodies and this one appears to be well up to standard.
One body styling feature I don’t think I have seen before is the way the rear turn indicators are interlaced with the brake lights.
I like it!
As usual, I am grateful for the opportunity to showcase Stuarts images which are reproduced here with his permission and my thanks.
Dutch postcard, no. 550. Photo: Warner Bros.
American film star Bette Davis (1908-1989) was one of the greatest actors in world cinema history. She dared to play unsympathetic, sardonic characters and was reputed for her performances in a range of film genres, from contemporary crime melodramas to historical and period films and occasional comedies. Her greatest successes were her roles in romantic dramas.
After appearing in Broadway plays, Davis moved to Hollywood in 1930. Her early films for Universal were unsuccessful or she only had a small role, such as in James Whale's Waterloo Bridge (1931). Davis was preparing to return to New York when actor George Arliss chose Davis for the female lead in the Warner Brothers picture The Man Who Played God (John G. Adolfi, 1932), which would be her 'break' in Hollywood. Warner Bros. signed her a five-year contract. The role of the vicious and slatternly Mildred Rogers inOf Human Bondage (John Cromwell, 1934) earned Davis her first major critical acclaim. She established her career with several other critically acclaimed performances. For her role as a troubled actress in Dangerous (Alfred E. Green, 1935), she won her first Oscar. In 1937, she attempted to free herself from her contract and although she lost a well-publicized legal case, it marked the beginning of the most successful period of her career. In Marked Woman (Lloyd Bacon, 1937), she played a prostitute in a contemporary gangster drama inspired by the case of Lucky Luciano. For her role she was awarded the Volpi Cup at the 1937 Venice Film Festival. Her next picture was Jezebel (William Wyler, 1938), and during production Davis entered a relationship with director William Wyler. The film was a success, and Davis' performance as a spoiled Southern belle earned her a second Academy Award. Dark Victory (Edmund Goulding, 1939) became one of the highest grossing films of the year, and the role of Judith Traherne brought her an Academy Award nomination. The Private Lives of Elizabeth and Essex (Michael Curtiz, 1939) with Errol Flynn, was her first colour film. To play the elderly Elizabeth I of England, Davis shaved her hairline and eyebrows. Davis was now Warner Bros.' most profitable star, and she was given the most important of their female leading roles. Her image was considered with care; she was often filmed in close-ups that emphasized her distinctive eyes.
Until the late 1940s, Bette Davis was one of American cinema's most celebrated leading ladies, known for her forceful and intense style. Davis gained a reputation as a perfectionist who could be highly combative, and confrontations with studio executives, film directors and co-stars were often reported. After The Letter (William Wyler, 1940), William Wyler directed Davis for the third time in Lillian Hellman's The Little Foxes (1941), but they clashed over the character of Regina Giddens. Taking a role originally played on stage by Tallulah Bankhead, Davis felt Bankhead's original interpretation was appropriate and followed Hellman's intent, but Wyler wanted her to soften the character. Davis refused to compromise. Her forthright manner, clipped vocal style and ubiquitous cigarette contributed to a public persona which has often been imitated and satirized. In 1941, she became the first female president of the Academy of Motion Picture Arts and Sciences and a year later, she was the co-founder of the Hollywood Canteen. Her best films include the women's picture Now Voyager (Irving Rapper, 1942) and Watch on the Rhine (Herman Shumlin, 1943). In 1947, at the age of 39, Davis gave birth to a daughter, Barbara Davis Sherry (known as B.D.) At the end of the 1940s, her box office appeal had noticeably dropped and she was labelled 'Box Office Poison'. Then producer Darryl F. Zanuck offered her the role of the aging theatrical actress Margo Channing in All About Eve (Joseph L. Mankiewicz, 1950). During production, she had a romantic relationship with her leading man, Gary Merrill, which led to marriage. Her career went through several of such periods of eclipse, and she admitted that her success had often been at the expense of her personal relationships. Married four times, she was once widowed and thrice divorced, and raised her children as a single parent. Later successes include the Grand Guignol horror film What Ever Happened to Baby Jane? (Robert Aldrich, 1962) with Joan Crawford, and the follow-up Hush… Hush, Sweet Charlotte (Robert Aldrich, 1964) with Olivia de Havilland. Her final years were marred by a long period of ill health, but she continued acting until shortly before her death from breast cancer, with more than 100 films, television and theatre roles to her credit. She was the first person to accrue 10 Academy Award nominations for acting, and in 1977, she was the first woman to receive a Lifetime Achievement Award from the American Film Institute. One of her last films was Lindsay Anderson's film The Whales of August (1987), in which she played the blind sister of Lillian Gish.
Source: Wikipedia.
The Harley Dome Cologne event was a friendly, professionally organized gathering of around 3,000 Harley-Davidson bikers. It took place at the scenic "Tanzbrunnen" open-air event area and boasted many bands of national and international reputation. Excellent custom bikes were there to be admired - in the exhibition area as well as among the ones brought along by the participants. A must-see for all of you next year. The plan is to organize this event for the next consecutive five years.
Participants enjoy an intense arms/abs workout with instructor Holly at the Dowd YMCA's Taylor Swift: Reputation Party.
[There are 5 images in this set on “The Feast of Esther”] This is a creative commons image, which you may freely use by linking to this page. Please respect the photographer and his work. This art masterpiece is located at the North Carolina Museum of Art in Raleigh.
Dutch painter Jan Lievens (1607-1674) during his lifetime had achieved an international (continental) reputation for his art work. Today, he is not well known at all. Versatile in technique and genre, many of his works have been attributed to other painters. More is now known of the man, and credit is now being given where it should have been. The painting, “The Feast of Esther” at the North Carolina Museum of Art once was thought to be a work by Rembrandt; Lievens and Rembrandt knew each other in their home city of Leiden and may have shared a studio in common. Even in the 1630’s their styles were similar as were their subject matter, and contemporaries had difficulty in distinguishing one from the other. Lievens was well-known for portraits as well as religious scenes and landscapes.
“The Feast of Esther” dates from circa 1625; it is oil on canvas (51 1/2 x 64 1/2 inches [130.8 x 163.8 cm]), depicts a scene from the Book of Esther in the Old Testament. It is the confrontation of Ahasuerus (Xerxes) with his minister, Haman, who wished to see the extermination of the Jews. Esther has both her husband, Ahasuerus) and Haman to a banquet and exposes Haman’s plot. Lievens has conveyed much drama by Esther’s pointing finger, her husband’s anger in his clenched hands, the expression of surprise and shock on the face of Haman. The museum placard mentions aspects of Leivens’ craft—“scale, bold colors, dramatic energy”.
For additional works of art by Lievens:
Athenaeum (see under Art tab) with 68 art works
www.the-athenaeum.org/people/detail.php?ID=4733
Web Gallery of Art with 15 art works
www.wga.hu/frames-e.html?/html/l/lievens/
For more complete information:
www.smithsonianmag.com/arts-culture/Out-of-Rembrandts-Sha...
artnc.org/works-of-art/feast-esther
www.kunstpedia.com/articles/a-dutch-master-rediscovered.html
This work is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 Unported License.
+++ DISCLAIMER +++
BEWARE: nothing you see here is real, even though many conversions and their respective background stories were built upon historical facts.
The Messerschmitt Me 510 was a further development of the Me 410 Hornisse ("Hornet"), a German heavy fighter and Schnellbomber used by the Luftwaffe during World War II. The 410 itself had a troubled start, because it essentially had only been a straightforward modification of the Me 210, which had suffered from serious stability flaws and had a bad reputation among its crews.
The 410 handled bettr but did not show much improvement in performance, though. Me 410 deliveries began in January 1943, two years later than the original plan had called for, and continued until September 1944, by which point a total of 1.160 of all versions had been produced by Messerschmitt Augsburg and Dornier München. When it arrived, it was liked by its crews, even though its performance was not enough to protect it from the swarms of high performance allied fighters they faced.
Still not giving up on the original construction (and with the jigs and tools still available), Messerschmitt started in early 1944 with research into further means of improving the Me 410's performance. One direction was the addition of one or two jets under the fuselage as boosters for combat situations.
Another design path, which eventually led to the Me 510, was the development of turboprop and compound engines as propulsion options, which were based on the respective pure jet engines but offered much better performance and fuel economy than the pure jets. It would also be the more efficient solution compared to added turbojets for pure piston planes, since no dead weight had to be carried, and the overall system was less complex than a mixed powerplant system.
This turboprop concept, as best compromise between performance and short-term readiness for service, was chosen and the modified aircraft, called Messerschmitt Me 510, came to be. The design target was to outperform the Me 410 with as little change to the overall construction as possible, so that old tooling could be used for new aircraft cells. Alternatively, old aircraft should potentially be converted to the improved standard.
Core of the new development was the compact HeS 021 turboprop, a PTL development of the HeS 011 jet engine which was also planned for Focke Wulfs FW P.0310226-127 fighter (a turboprop version of the light 'Flitzer' day fighter). This engine was theoretically to deliver up to 3.300hp (2.426 kw) shaft output, plus 1.100kg (2.424 lb) additional thrust, even though serial types would produce less power under the aspect of reliability.
In order to incorporate this engine into the modified Me 410 a new main wing with laminar profile and new engine nacelles had to be designed. The HeS 021sat in the front part of the engine nacelles above the wings, driving four-bladed propellers. The landing gear retracted into the nacelle's lower section, rotating 90°, much like the Me 410, with the exhaust running above the landing gear wells.
In order to improve directional stability further, the tail surfaces were slightly enlarged, receiving characteristic, square tips. The fuselage was more or less taken from the original Me 410, since it offered a very good field of view and appropriate aerodynamics. With this package, the idea of retrofitting former Me 410 cells was kept, even though later flight tests showed that some more detail modifications had to be made. Most of these concerned the internal structures, the most obvious external change was the nose section, where the original glazing had to be reinforced and finally replaced by solid material – an experience similar to the modification from Douglas’ piston-driven XB-42 to the faster, jet-driven XB-43 of the same era.
Maiden flight of the first prototype took place in Augsburg on 6th of May 1945, with little problems. As benchmark, the Me 410's maximum speed was 625 km/h (388 mph), a cruise speed of 579 km/h (360 mph) and a combat range of 2.300 km (1,400 mi) with up to 1.000 kg (2,204 lbs) of disposable stores carried in- and externally.
The overall flying characteristics of the Me 410 did not change much, but rate of climb and top speed were considerably improved. In level flight, the third prototype Me 510 V3 reached a top speed of 812 km/h (504 mph), and even the serial version with added armament and equipment easily reached 750 km/h (465 mph) top speed and a cruising speed with no external stores of 650 km/h (405 mph). At its time, the Me 510, which quickly received the rather inofficial nickname "Bremse" (Horsefly), was superior to its pure piston engine and turbojet rivals, even though it was clear that the turboprop was only a preliminary solution.
Due to its high speed and under the pressure of Allied bomber raids, the Me 510 was primarily used as a Zerstörer against daylight bombers. Many aircraft received additional weapons, both directly incorporated at the factory but also as field accessories. Popular modifications included two extra 30mm guns (MK 108 or 103) in the bomb bay, or provisions for guided and unguided air to air missiles. A camera equipment package (Rüstsatz 'U3') allowed the fast aircraft to be used for daylight reconnaissance.
Many equipment packages from the earlier Me 410 could be fitted, too, including the massive 50mm BK 5 auto cannon against allied bomber groups. Initially, this package (‘U4’ Rüstsatz) comprised the original autocannon which fired at 45 RPM, with 21 shells in a drum magazine.
This weapon soon was replaced by the even more effective MK 214 B gun of 55mm caliber (Rüstsatz 'U5'). The BK 214 B fired at 180 RPM and proved to be a highly effective weapon at long ranges, outside of the bombers’ defensive armament range. As a drawback the heavy system (the gun plus the ammunition belt with 96 shells weighed 1.124 kg/2.475 lb) filled the whole internal bomb bay and precluded heavy external stores. Therefore, the 13mm machine guns in the nose were frequently removed in order to save weight, sometimes the weapons in the side barbettes, too. But: a single hit with one of the 1.54kg (3.4 lb) shells was enough to bring down a four-engined bomber, so that the fast Me 510 with this weapon became a serious threat in the course of late 1946.
510 general characteristics:
Crew: 2
Length: 42 ft (12,60 m)
Wingspan: 49 ft (14.69 m)
Height: 13 ft 1½ in (4.0 m)
Wing area: 480.11 ft² (44.78m²)
Empty weight: 10.665 lb (4.842 kg)
Loaded weight: 14.405 lb (6.540 kg)
Max. take-off weight: 18.678 lb (8.480 kg)
Maximum speed: 790 km/h (490 mph) at 7.200m (23.500 ft)
Range: 1.400 mi (2.300 km ) with full combat TOW
Service ceiling: 40.900 ft (12.500 m)
Rate of climb: 4.635 ft/min (23,6 m/s)
Wing loading: 29.8 lb/ft² (121.9 kg/m²)
Power/mass: 0.24 hp/lb (0.39 kW/kg)
Engine:
2× Heinkel-Hirth HeS 021 turboprop engines, 1.438 kW (2.500 hp) plus 980 kp (2.158 lb) residual thrust each
Armament: Varied, but typical basic equipment was:
2× 20 mm MG 151/20 cannons with 350 rpg, fixed in the nose
2× 13 mm (.51 in) MG 131 machine guns with 500 rpg in the nose flanks
2× 13 mm (.51 in) MG 131 machine guns with 500 rpg, each firing rearward from FDSL 131/1B remote-operated turret, one per side;
Up to 1.200 kg (2.643 lb) of disposable stores in- and externally
In the field, many modifications were made and several additional weapon packages with guns, guided and unguided missiles or special weapons were available (so-called ‘Rüstsätze’).
The kit and its assembly:
I am not certain when inspiration struck me for this fantasy aircraft - I guess it was when I tinkered together the Hü 324 whif, which was itself based on a 1:72 scale Il-28 bomber. When I browsed for a respective donation kit I also came across the 1:100 scale kit of the Soviet light bomber from Tamiya, and that stirred something: The Il-28's vintage contours would perfectly suit a Luft '46 aircraft, and with some calculations it was clear that the 1:100 wings would be suitable for something in the class of a 1:72 DH Mosquito or Bf 110. Then, the ill-fated Me 410 came to the scene as a potential late war basis aircraft, and from this starting point the idea of an evolutionary next step of the type, the Messerschmitt Me 510, was born.
Basically this model is a kitbashing of a Tamiya Il-28 in 1:100 (wings & engine nacelles) and the fuselage of a Matchbox Me 410. The IL-28's wings were turned upside down, so that the nacelles would now ride on the wings' top.
This not only looks cool and 'different', it's also plausible because the landing gear could retract into the wings under the nacelles (with the main landing gear doors closed, just like the original Me 410), it would also reduce the angle of the aircraft on the ground to a sensible degree - with the engines under the wings plus the landing gear would have been much to steep!
Fitting the wings to the fuselage was pretty easy, even though the original Me 410 wing profile was much thicker than the slender Il-28 wings. Cleaning and blending the wing root areas was a bit tricky, but the parts get together well.
As a design twist and for a uniform look I also replaced the whole tail section, matching the angular look of the thin new main wings. The horizontal stabilizers are wing tips from a Matchbox Me 262, the vertical fin is a modified outer wing part from a Matchbox Grumman Panther.
The engine nacelles were taken OOB. I just filled the Il-28's landing gear wells and their covers with putty, since they'd end on top of the new engines.
The propellers come from Matchbox P-51 Mustangs, outfitted with pointed spinners and held by a metal pin in a polystyrene tube which runs through the original intake splitter. Looks pretty martial, even though the nacelles ended up a bit close to the fuselage. The overall look reminds of the Short Sturgeon, but is not inplausible. A compact aircraft!
The cockpit received some side panels, news seats and some equipment, since the original Matchbox kit features almost nothing beyond a floor plate, two broad benches as seats and pilot figures. I also opened the cockpit hatches, since the aircraft would be built for ground display, with the landing gear extended.
From the original kit the BK 5 cannon installation was taken over, but I added a scratch-built, bigger muzzle brake. Since the aircraft was to become a high speed interceptor/Zerstörer for daylight operations, I did not add any further external ordnance.
Painting and markings:
I pondered about a potential livery for a long time. Almost any Me 410 was delivered in RLM 74/75/76 livery, and some at the Western front in France were operated in RLM 70/71/65, with a low waterline. But I found this pretty... boring. So I made up a fantasy livery which I found suitable for high altitude operations and based on my knowledge of late Luftwaffe paint scheme - pretty complex:
The aircraft was to be light in color, primarily camouflaged for aerial combat. I ended up with something that was planned as something that could have almost been called 'low-viz': all lower surfaces received a basic tone of RLM 76 (from Testors), with a raised waterline on all flanks. This light blue-grey would blend into a slightly darker FS 36320 on the higher flanks, almost up to the upper surfaces.
But in the end, the flanks received more spots than intended, and I ended up with a rather conservative livery - but it ain't bad at all. But so it goes...
The upper wing surfaces received a wavy scheme in RLM 71 (Drak Green) and 75 (Middel Grey). These are not typical late war colors, I rather used them due to the lighter shades. On the fuselage, just the fuselage crest was painted with more or less dense blotches of these tones, blending into more patches of RLM 02 on the flanks.
To add some more unconventional detail, the fuselage sides and undersides also received large, cloudy patches of RLM 77 - a very light grey. This detail was featured on some late-war He 177 bombers, but you can hardly tell these extra blotches because they have only little contrast to the RLM 76.
The tail fin was painted all white - a formation sign for a squadron leader, typical for German late WWII fighters. The black and white fuselage stripe is the ID of Jagdgeschwader 26 (which operated Fw 190D-9 from airfields in northern Germany, Flensburg was one of them), the red number abd the "+" code identify the machine as being part of the eighth Staffel.
In the end, a very subtle whif. The new engines are most obvious, and they change the look of the Me 410 dramatically. But only on second glance you recognize the other changes. The new wings/stabilizers with their square-shaped tips create a very slender and elegant look, the aircraft just looks fast and agile like a true heavy fighter should. Mission accomplished!
This is the final Kent church of the year, and with these uploads I will have caught up on all my picture taking, I believe.
We only visited St Mildred last year, but I forgot, so we went again in November, on another wonderful late autumn morning.
After visiting, we sat in the churchyard eating sausage rolls, much to the disgust of a couple of other visitors to the church.
Oh well.
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A superb church, which despite a heavy-handed restoration by G.M. Hills (see also Newenden) in 1864 still has much of interest. The nave ceiling is exceptional fifteenth-century work, rather more domestic in feel than is normal in an ecclesiastical building. There are two blocked thirteenth-century windows above the chancel arch - an unusual position to find windows in Kent. The five bay aisles are extremely narrow. The glass in the south aisle windows by Hughes of 1865 are rather fun. In the north chapel is a fine alabaster standing monument to Herbert Whitfield (d. 1622) and his wife. This monument cuts off the base of the north-east window and displays many colourful coats of arms. The chancel screen and pulpit are late nineteenth century and fit in with the medieval architecture better than most works of that period.
www.kentchurches.info/church.asp?p=Tenterden
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The history of Tenterden itself is lost in time, as is the origin of St. Mildred’s church. Perhaps all that can be said with any confidence is that the story of the town and the story of St. Mildred’s are bound together with each other, with the story of pre-conquest Kent, with the story of Christianity in Kent, and with the story of the ancient Kentish royal house.
Tenet-wara-den (the den of the Thanet folk) was the Wealden area used by the abbey of Minster-in-Thanet for Autumn pig-forage (acorns and beech mast to fatten the pigs for Winter). That abbey was founded by Domne Aefa (“the lady Aebba”?) of the Kentish royal family, and either she herself or her daughter, St. Mildred, was the first abbess. This is within the first century after the arrival in Canterbury of St. Augustine’s mission from Rome. Mildred’s holy reputation was an international one, and there can be no doubt that a church in her name was here from some point in the eighth to tenth centuries. The reign of Canute is the latest possible period and it was almost certainly much earlier. However, we have no record of any incumbent before 1180, and the oldest perceptible fabric of the church is of about that time too.
When you stand in the middle of St. Mildred’s, you see a large building reflecting the prosperity of the town in the later middle ages. The north arcade of the chancel is probably around 1200, but most of the chancel, nave, and aisles is work of the 13th to 15th centuries. The fine wagon-vault ceiling of the nave has been variously stated to be 14th or 15th century (with some Victorian additions). The tower of the church, a prominent Kentish landmark, was probably built by architect Thomas Stanley. This major building work was undertaken in the middle of the 15th century, at the height of Tenterden’s prosperity, it being no coincidence that the town gained a charter and Cinque Port status in support of Rye, at about the same time.
The town’s prosperity was reflected also in the presence of important shipbuilding yards at both Reading Street and Smallhythe, both on the tidal River Rother at that time. The settlement at Smallhythe was sufficiently large to gain its own chapel sometime in the middle ages, but we know nothing of that building, though it was probably dedicated to St. John the Baptist. Smallhythe itself was burnt in a huge fire in 1514, and we know that rebuilding of the chapel began virtually straight away. The current church of St. John the Baptist is a beautiful example of a brick-built Tudor church, box-like (so with an excellent acoustic). It has, during its history, had varying levels of dependence or independence from the town church of St. Mildred.
By the middle of the 19th century, the population was growing fast, and attitudes to worship were changing too. St. Mildred’s lost its box pews, and had the organ moved to its present position. A new church was planned for the hamlet of Boresisle at the northern end of Tenterden, the neat and small Gothic revival church being dedicated to St. Michael and All Angels. Two consequences were, firstly, the acquisition by Kent of another prominent landmark – the graceful spire, and secondly, the name Boresisle fell out of usage and the hamlet itself has ever since been known as “St. Michael’s”.
I do feel it important to append to this account of the Anglican church buildings a brief comment on the other churches of the town. There was always a Roman Catholic presence here, but after the Reformation, there was no church building until the Catholic priest in Tenterden, Canon Currie began, in the 1930s, a determined attempt to put that right, culminating in the building of St. Andrew’s Roman Catholic church in Ashford Road.
The history of “non-conformity” in Tenterden is a major and extensive one. Within a few decades of the development around the 1370s, by John Wyclife at Oxford, of the doctrines later known as “Lollardy”, there were significant numbers of people in Tenterden who ascribed to doctrines regarded as unorthodox. Moreover, following the Reformation of the 1540s to 1560s, there were many who rejected not only Roman ways, but were unhappy with the English church. We know that Tenterden families joined the 17th century exodus to the New World (notably to Massachusetts), and Tenterden acquired its first “non-conformist” chapel around 1700, that building now being the Unitarian church in Ashford Road, and one of Tenterden’s most interesting ancient relics. The nineteenth century saw the building of the Methodist church at West Cross, and two of the three Baptist churches – Zion in the High Street, and the Strict Baptist Jireh Chapel at St. Michael’s. Trinity Baptist in Ashford Road was built in 1928.
Those interested to pursue their enquiries further will find a guide in St. Mildred’s, and there is much information in standard texts of Kent history and architecture.
www.tenterdencofe.org/?page_ref=265
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THIS hundred contains within its bounds THE TOWN AND PARISH OF Tenterden, and part of the parish of Ebeney, containing the borough of Reading, the church of which is in another hundred.
This hundred was antiently accounted one of the Seven Hundreds, and was within the jurisdiction of the justices of the country, from which it was separated by Henry VI. who, on account of the impoverishment of the port and town of Rye, in Sussex, by his letters patent, in his 27th year, incorporated the town and hundred of Tenterden, by the name of the bailiff and commonaltie of the town and hundred of Tenterden, and granted that the same should be a member annexed and united to that town and port, and separated from the county of Kent, and that the bailiff and commonalty of this town and hundred should have for ever, on their contributing to the burthens and exigencies of that port and town from time to time, (fn. 1) many franchises, privileges, and freedoms, and all other liberties, freedoms, and free customs which the barons of the five ports had before that time enjoyed. In which state this town and hundred remained till the 42d year of queen Elizabeth's reign, when the name of their incorporation was changed to that of the mayor, jurats, and commonalty of the town and hundred of Tenterden, by which it continues to be governed at this time.
THE CORPORATION consists of a mayor, twelve jurats, and as many common-councilmen, a chamberlain, and town clerk; the jurisdiction of it being exclusive from the justices of the county. The mayor is chosen yearly on August 29. The election used to be in the town-hall; but that being burnt down by some prisoners in the prison-room over it, it was afterwards made under one of the great old oaks, which are not far from the place, on the other side of the street, where it stood. A neat and elegant hall was finished in 1792, adjoining the Woolpack Inn, in which the mayor has been elected as heretofore, and it is occasionally used as an assembly room by the inhabitants. The mayor is coroner of both the town and hundred; there is no sheriff; the commoners must be resciants, and are chosen by the mayor and two of the jurats; the jurats are all justices of the peace. They hold sessions of oyer and terminer, but cannot try treason. At the sessions holden at Tenterden, August 10, 1785, two men were convicted of burglary, and executed near Gallows-green the 27th following. Both the charters of this corporation being destroyed by the fire of the court-hall in 1660, an exemplification of them was procured anno 12 George III.
The liberty of the court of the bailiwic of the Seven Hundreds, claimed a paramount jurisdiction over this hundred, till the incorporation of the town of Tenterden, and the annexing this hundred to it in the reign of Henry VI. since which the mayor and jurats have been lords of the royalty of it, and continue so at this time.
The parish is divided into six boroughs, each having a borsholder chosen yearly, these are Town Borough, Castweasle, Boresile, Shrubcote, Dumborne, which includes all Smallhyth, and Reading, which is wholly in the parish of Ebene.
THE PARISH of Tenterden lies too near the marshes to be either healthy or pleasant, excepting that part where the town is situated near the northern boundaries of it, on what may be called for this country, high ground; it is about five miles across each way. The soil of it is various, the northern part being sand, towards the east it is a wet stiff clay, and towards the south and west towards the marshes a deep rich mould. The generality of the lands in it are pasture, but there are about one hundred acres of hop-ground dispersed in different parts of it; there is very little wood, and that mostly between the town and Smallhyth, a hamlet formerly of much more consequence, as will be further mentioned hereafter, situated at the southern boundary of it, on the road into the Isle of Oxney, close to the river Rother, which separates that part of this parish from the island. About a mile and a half eastward is the hamlet of Reading-street, built adjoining the high road to Apledore, close to the marshes below it, on the passage over the Rother into Ebeney, and the Isle of Oxney.
On Saturday, Nov. 1, 1755, between ten and eleven o'clock in the forenoon (being at the same time that the great bason at Portsmouth was disturbed) several ponds in this parish and neighbourhood, without any sensible motion of the earth, were greatly agitated, the water of them being forced up the banks with great violence, fretting and foaming with a noise similar to the coming in of the tide, so as to terrify many who were near them; some of these waters flowed up three times in this manner, others circled round into eddies, absorbing leaves, sticks, &c. and it was observed that only those ponds were affected, that had springs to supply the waters of them.
THE TOWN OF TENTERDEN is situated nearly in the centre of the parish and hundred. It stands on high ground, neither unpleasant nor unhealthy; the greatest part of it is built on each side of the high road leading from the western parts of Kent and Cranbrooke through this parish south-east to Apledore. A small part of it is paved, where there is a small antient market-place, built of timber; but the market, which is still held on a Friday, is but little frequented, only two millers, and seldom any butchers attending it. It is a well-built town, having many genteel houses, or rather seats, interspersed throughout it, among which are those of the Curteis's, a numerous and opulent family here, who bear for their arms, Argent, a chevron between three bulls heads, caboshed; (fn. 2) the Haffendens, who have been long resident here, and in Smarden and Halden, in this neighbourhood. Bugglesden, in the north part of Boresile borough, in this parish, was very antiently, and till within these few years, their property and residence. Richard Haffenden now resides in a new house, built by his father, called Homewood, at the west end of this town, and in the south part of Boresile borough. They bear for their arms, Chequy, sable and argent, on a bend, sable, three mullets, or; the Staces, who have been resident here from the beginning of the last century, as appears by their wills in the Prerogative-office, Canterbury, in several of which they are stiled gentlemen; the Blackmores, possessed of Westwell house, a handsome seat at the south east end of the town, built by James Blackmore, esq. in 1711, one of whose descendants afterwards becoming possessed by gift of the seat of Briggins, in Hertfordshire, removed thither, where they have continued ever since, and this of Westwell-house is now occupied by Mr. James Blackmore, the uncle of Thomas Blackmore, esq. of Briggins, who died possessed of it in 1789, having been thrice married. He left by his two first wives three sons and two daughters; his third. wife Anne, daughter of Mr. Tatnall, of Theobalds, now survives him. They bear for their arms, Argent, a fess between three balckmoors heads sideways, couped at the neck, sable; and several others, most of whose wealth, as well as that of the inhabitants of this town in general, has arisen from its near neighbourhood to Romneymarsh, where most of them have some occupation in the grazing business.
The church stands on the north side of the town, which, with the rest of the parish, consists of about three hundred houses, and two thousand inhabitants, of which about five hundred are diffenters, who have two meeting-houses here, one of Presbyterians, the other of Methodistical Baptists.
At the east end of the town is Craythorne-house, which formerly belonged to the Bargraves, and then to the Marshalls, who sold it to the late Mr. John Sawyer, who built a new house here, in which he afterwards resided, and his assigns now possess it. A branch of the family of Whitfield had once their residence in a large house at the east end likewise of this town. John Whitfield resided here, as did his son Herbert, who died in 1622; they were descended from an antient family in Northumberland, and bore for their arms, Argent, on a bend, plain, between two cotizes, ingrailed sable, a mullet, or. At length the heirs of Sir Herbert Whitfield, sold this seat to Wil liam Austen, esq. of Hernden, in this parish. Sir Robert Austen, bart. the last of that name, resided in it, and it now belongs to his heirs, and is made use of as a boarding school for young ladies.
There is a large fair held in this town on the first Monday in May yearly, for cattle, wool, merchandize, and shop goods of all sorts, to which there is a great resort from all the neighbouring country. Most of the road, leading from the town to Smallhyth, particularly the upper part of it, known by the name of Broad Tenterden, is said to have been lined with buildings on each side, and to have been the most populous part of the parish.
THERE ARE several places in this parish worthy notice, the first of them is HALES-PLACE, at the northwest end of this town, which was for many generations the residence of a branch of the family of Hales, who removed hither from their original seat, of the same name, in the adjoining parish of Halden. Henry Hales, who lived in the reign of Henry VI. was born here, and married Juhan, daughter and heir of Richard Capel, of Tenterden, by which he greatly increased his estate in this parish. He had by her two sons, of whom John Hales, the eldest, was of the Dungeon, in Canterbury, esq. and was one of the barons of the exchequer. He had four sons, Sir James Hales, one of the justices of the common pleas, who was of the Dungeon, where his descendants continued many generations afterwards; Thomas, who was seated at Thanington, whose descendant Robert was created a baronet in 1666, and was ancestor of the present Su Philip Hales, bart. Edward, the third son, inherited this seat and his father's possessions in this parish; and William, the fourth son, was of Recolver and Nackington, in this county. Edward Hales, esq. the third son, who inherited this seat and estate at Tenterden, resided at it, and left a son Sir Edward Hales, who was created a baronet on the 29th of June, 1611. He removed his residence from hence to the neighbouring parish of Woodchurch, in which parish he possessed the antient seat of the Herlackendens, in right of his wife Deborah, only daughter and heir of Martin Herlackenden, esq. of that place. His son Sir John Hales, having married Christian, one of the daughters and coheirs of Sir James Cromer, of Tunstal, became possessed of the antient seat of the Cromers in that parish, where he resided, and died in his father's life-time, in 1639, whose son Edward Hales succeeded to the title of baronet on his grandfather's death, in 1654 whose heir he was, and resided at Tunstal. His son Sir Edward Hales, bart. having purchased the mansion of St. Stephen's, near Canterbury, resided there, as his descendants have ever since; and from him this seat and estate at Tenterden at length descended down to his great-grandson Sir Edward Hales, bart. now of St. Stephen's, who about forty-eight years ago pulled down the greatest part of this antient seat, and fitted up a smaller dwelling or farm-house on the scite of it, which, together with the antient offices or out-buildings of the mansion still remaining, continues part of his possessions.
HERNDEN, formerly spelt Heronden, was once an estate of considerable size in this parish, though it has been long since split into different parcels. The whole of it once belonged to a family of the name of Heronden, whose arms, as appears by the antient ordinaries in the Heralds-office, were, Argent, a heron volant, azure. At length one part of this estate was alienated by one of this family to Sir John Baker, of Sissinghurst, whose descendant Sir John Baker, knight and baronet, died possessed of it in 1661; but the capital mansion and other principal parts of it remained some time longer in the name of Heronden, one of whom, in the reign of Charles I. alienated some part of it, now called Little Hernden, to Short, a family whose ancestors had resided at Tenterden for some time. In the Heraldic Visitation of this county, anno 1619, is a pedigree of this family, beginning with Peter Short, of Tenterden, who lived in the reign of Henry VIII. They bore for their arms, Azure, a griffin passant, between three estoiles, or. At length one of them sold this part of it to Curteis, whose grandson Mr. Samuel Curteis is now in the possession of it. But the remainder of Hernden, in which was included the principal mansion, situated about a quarter of a mile southward of the town, was at the same time conveyed by sale to Mr. John Austen, the second son of William Austen, esq. of this parish, and elder brother of Robert, created a baronet anno 1660. He afterwards resided here, and dying in 1655, s. p. gave it by will to his nephew Robert Austen, esq. the second son of Sir Robert above-mentioned, by his second wife. He afterwards resided here, and had two sons, Robert and Ralph; the eldest of whom, Robert Austen, esq. resided here, and left three sons, William, of whom hereafter, and Edward and Robert, both of whom afterwards succeeded to the title of baronet. William Austen, esq. the eldest son, inherited Hernden, and in 1729, suffered a recovery of this, as well as all other the Kentish estates comprised in his grandfather's settlement of them, to the use of him and his heirs. He died in 1742, and by will devised it to Mr. Richard Righton, who afterwards resided here, and died possessed of it in 1772, and was buried, as was his wife afterwards, under a tomb on the south side of the church-yard; upon which it came into the hands of his son Benjamin Righton, esq. of Knightsbridge, who in 1782 conveyed Hernden, a farm called Pixhill, and other lands in this parish and Rolvenden, to Mr. Jeremiah Curteis, gent. of Rye, in Sussex, who finding this antient mansion, which seems, by a date remaining on it, to have been built in the year 1585, being the 28th of queen Elizabeth's reign, in a ruinous condition, pulled it down; but the scite of it, together with the lands belonging to it, still remain in his possession.
PITLESDEN, or Pittelesden, as it was antiently spelt, is situated near the west end of this town. It was once a seat of some note, being the residence of a family of that name, who bore for their arms, Sable, a fess, between three pelicans, or, in whose possession it continued till Stephen Pitlesden, (fn. 3) about the reign of Henry VI. leaving an only daughter and heir Julian, she carried it in marriage to Edward Guldeford, esq. of Halden, whose descendant Sir Edward Guldeford, warden of the five ports, leaving an only daughter and heir Jane, she entitled her husband Sir John Dudley, afterwards created Duke of Northumberland, to the possession of this manor, and they, in the 30th year of Henry VIII. joined in the conveyance of it to Sir Thomas Cromwell, lord Cromwell, afterwards created Earl of Essex, who passed it away by sale to that king, and it remained in the hands of the crown till king Edward VI. in his 7th year, granted it, with the pend of water, wear and fishery, with the dove-house belonging to it, and all its appurtenances, to Sir John Baker, one of the privy council, to hold in capite by knight's service, in whose family it continued till Sir John Baker, bart. of Sissinghurst, in the reign of king Charles I. conveyed it by sale to Mr. Jasper Clayton, mercer, of London. At length, after some intermediate owners, it came into the possession of Mr. William Blackmore, gent. of this place, who at his death devised it to his daughter Sarah, who entitled her husband Mr. John Crumpe, of Frittenden, to the possession of it for her life, but the remainder, on her death, is vested in her brother Mr. Thomas Blackmore, gent. now of Tenterden.
LIGHTS, formerly called Lights Notinden, is a small manor here, which together with another called East Asherinden, the name of which is now almost forgotten, though there was a family of this name of Asherinden, or Ashenden, as it was afterwards spelt, who were resident in this parish, and were, as appears by their wills, possessed of lands here called Ashenden, so late as the year 1595. These manors belonged partly to a chantry founded in this parish, and partly to the manor of Brooke, near Wye, which was part of the possessions of the priory of Christ-church, in Canterbury; in which state they continued till the reign of Henry VIII. when, on the suppression both of that priory and of the chantry likewise, they were granted by that king to Sir John Baker, his attorneygeneral, whose descendant Sir John Baker, of Sissinghurst, knight and baronet, died possessed of them in 1661. How long they continued in his descendants, I do not find; but the former is now-become the property of Mr. William Mantell, and the latter belongs to Mr. William Children, who has lately built a house on it, in which he resides.
FINCHDEN is a seat here, situated on the denne of Leigh, at Leigh-green, which was formerly in the possession of a family, who were ancestors of the Finch's, whose posterity still continued till very lately in the possession of it. They were antiently called Finchden, from their seat here; one of them, William de Fyncheden, was chief justice of the king's bench in the 45th year of the reign of Edward III. (fn. 4) though his name in some old law books, which appear to be of that time, is written contractedly Finch, which probably was the original name, though I do not find any connection between this family and the descendants of Vincent Herbert, alias Finch, seated at Eastwell and elsewhere in this county; excepting that they hear the same coat of arms. In later times I find William Finch, gent. of this place, died possessed of it in 1637, and in his direct descendants this seat continued down to Mr. William Finch, gent. who resided in it, and died possessed of it in 1794, s. p. leaving his brother Mr. Richard Finch, of Tenterden, his next heir.
ELARDINDEN is an estate, which was formerly of some account here, and is parcel of the manor of Frid, or Frith, in Bethersden. It was antiently part of the possessions of the noble family of Mayney. Sir John de Mayney, of Biddenden, died possessed of it in the 50th year of Edward III. and in his descendants it continued till the reign of Henry VI. when it was alienated by one of them to William Darell, esq. whose descendant George Darell, esq. conveyed it by sale in the 17th year of king Henry VIII. to Sir John Hales, of the Dungeon, in Canterbury, one of the barons of the exchequer, who gave it to his third son Edward Hales, esq. of Tenterden, in whose descendants it has continued down to Sir Edward Hales of St. Stephens, near Canterbury, the present possessor of it.
THE MANORS OF GODDEN AND MORGIEU are situated in the south-west part of this parish. The former of them was once in the possession of a family of that name, one of whom, Roger de Godden, paid aid for it in the 20th year of king Edward III. as one knight's fee, which he held here of Stephen de la Hey. Soon after which it seems to have passed into the possession of the family of Aucher. How long it continued in this name I have not seen; but in the 36th year of Henry VI. the executors of Walter Shiryngton, clerk, chancellor of the duchy of Lancaster, having founded a chantry in the chapel near the north door of St. Paul's cathedral, London, which, from the founder, bore the name of Shiryngton's chantry, they purchased both these manors towards the endow ment of it. (fn. 5) These manors remained part of this foundation till the suppression of it, in the 1st year of Edward VI.when coming into the hands of the crown, they were granted by the king, the year afterwards, to Sir Miles Partridge, to hold in capite by knight's service, and he sold them, in the 6th year of that reign, to Thomas Argal; and from his descendant they passed into the possession of Sir John Colepeper, afterwards created lord Colepeper, who died possessed of them in 1660; upon which they came to his second son John, who on his elder brother's death without male issue, succeeded to the title of Lord Colepeper, and dying in 1719 without issue, bequeathed these manors to his wife Frances, daughter of Sir Thomas Colepeper, of Hollingborne, who by will devised them to her nephew John Spencer Colepeper, esq. of the Charter-house, being the last of the vast possessions of the different branches of this family dispersed over this whole county. He, in 1781, alienated them to Mr. Richard Curteis, of Tenterden, the present possessor of them.
KENCHILL is a seat in this parish, which was formerly the property of the family of Guldeford, one of whom, Sir Richard Guldeford, knight-banneret, and of the garter, possessed it in the reign of Henry VIII. His son Sir Edward Guldeford, warden of the five ports, leaving an only daughter Jane, she carried it in marriage to Sir John Dudley, afterwards duke of Northumberland, and he, about the 30th year of king Henry VIII.'s reign, conveyed it to that king, who, in his 36th year, granted it to Thomas Argal, to hold in capite by knight's service, on whole decease his son Thomas Argal had possession granted of it, in the 6th year of queen Elizabeth. At length, after some intermediate owners, it came into the possession of Robert Clarkson, esq. of London, who sold it in 1687 to Mr. John Mantell, grazier, of Tenterden, who was one of the instances of the quick accumlation of riches from Romney-marsh; for in fourteen year she had acquired sufficient to become the purchaser of this and other estates, which rented at 800l. per annum. He devised Kenchill by will, together with the manor of East Asherinden, already mentioned before, Dumborne, and other lands in this parish, to his son Reginald, who died possessed of them in 1743, and lies buried in this church-yard. They bear for their arms, Argent, a cross between four martlets, sable, as borne by the family of Horton Monks, excepting, that the latter bore the cross engrailed; and leaving no issue, he gave them to his nephew Mr. Edward Mantell, of Mersham, who left several sons and daughters, who afterwards joined in the sale of their respective interests in them to Mr. William Mantell, the then elder brother; by which means he became entitled to the entire see of Kenchill, with the manor of East Asherinden, and resided at the former of them. He married Anne Marshall, of Mersham, and died in 1789, leaving issue several children. The Rev. Mr. Thomas Mantell, the younger brother, re-purchased Dumborne, of which he is now possessed, having married in 1788 Miss S. Horne, by whom he has one daughter.
THE HAMLET OF SMALLHYTH, commonly called Smallit, is situated somewhat more than three miles from the town of Tenterden, at the southern boundary of this parish, close to the old channel of the river Rother, over which there is a passage from it into the Isle of Oxney. The inhabitants were formerly, by report, very numerous, and this place of much more consequence than at present, from the expressions frequently made use of in old writings of those infra oppidum and intra oppidum de Smallhyth; the prevalent opinion being, that the buildings once extended towards Bullen westward; no proof of which, however, can be brought from the present state of it, as there remain only three or four straggling farm-houses on either side, and a few cottages in the street near the chapel. The sea came up to this place so lately as the year 1509, as is evident by the power then given of burying in this chapel-yard the bodies of those who were cast by shipwreck on the shore of the sea infra predictum oppidum de Smalhyth; which are the very words of the faculty granted for that purpose.
At this place A CHAPEL was built, and was soon afterwards licensed by faculty from archbishop Warham, anno 1509, on the petition of the inhabitants, on account of the distance from their parish church of Tenterden, the badness of the roads, and the dangers they underwent from the waters being out in their way thither; and was dedicated to St. John Baptist. The words of it are very remarkable: And we William, archbishop aforesaid, of the infinite mercy of Almighty God, and by the authority of St. Peter and St. Paul the apostles, and also of our patrons St. Alphage and St. Thomas, remit, &c.
Divine service still continues to be performed in this chapel, which is repaired and maintained, and the salary of the chaplain paid out of the rents of lands in this parish and Wittersham, which are vested in trustees; who pay him the annual produce of them, the rents of them being at this time 52l. 10s. per annum, though it is set down in Bacon's Liber Regis, as only of the clear yearly certified value of forty five pounds. The present curate is Thomas Morphett, appointed in 1773.
Charities.
JOHN WOOD, by will in 1560, gave an annuity of 40s. per annum, out of certain lands in Tenterden, now belonging to Sir Edward Hales, bart. payable to the churchwardens, towards the repair of the church; which gift is confirmed by a decree of the court of chancery; the lands being in the occupation of Richard Farby.
LADY JANE MAYNARD GAVE by will in 1660, thirty acres of land in Snave and Rucking, let at 24l. per annum, for putting out poor children apprentices, whose fathers are dead or otherwise disabled by sickness; the overplus to be given to poor, honest and aged widows of this parish, that have not been nor are likely to become chargeable to it.
MR. ANNE SHELTON, widow, by will in 1674, gave nine acres of land in Brookland and Brenset, now let at twelve guineas per annum, to the vicar and churchwardens to put out one or more children, born in Tenterden, apprentices to some honest handicrast trade.
DAME FRANCES NORTON, widow, sister of Judith, wife of Robert Austen the elder, of Heronden, esq. gave by deed in 1719, an estate, of 35l. per annum, in Hollingborne, for the joint benefit in equal moieties of this parish and Hollingborne. Since which, by a commission of charitable uses, in 1748 a farm of 15l. per annum, in Hucking, has been purchased and added to it; the division of the profits of which between them, and the application of them, has been already fully related under the description of the parish of Hollingborne, in the fifth volume of this history, p. 473.
AN ANCESTOR of the family of Heyman, of Somerfield, many years since founded the free school in this town, for teaching the Latin tongue gratis, to so many poor children of this parish as the mayor and jurats should think proper, who are trustees of it, and appoint the master; but at present there are no children on this foundation.
WILLAIM MARSHALL, clerk, about the year 1521, gave 10l. per ann. to be paid the master of this school, out of a messuage and twelve acres of land, in this parish, now belonging to Sir Edward Hales, bart. which was confirmed by a decree in the Exchequer, anno 4 queen Anne, and then in the occupation of Thomas Scoone.
JOHN MANTELL,gent in 1702, gave 200l. which was laid out in the purchasing of a piece of fresh marsh land, containing ten acres, in St. Maries, let at 10l. per annum, to be paid to the master of this school.
The south chancel of the church is appropriated to the use of this school.
TENTERDEN is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Charing.
The church, which is dedicated to St. Mildred, is a large handsome building, consisting of two isles and three chancels, having a lofty well-built tower at the west end, which standing on high ground is seen from the country for many miles around it. There are eight bells in it, and a set of musical chimes. The two isles and chancels are all ceiled; the north isle is curiously ceiled with oak and ornamented. There are three galleries in the church. On the front of the steeple are the arms of St. Augustine's monastery, and likewise on a beam over the altar. In the north window a coat, Two chevrons, gules, on a canton, gules, a lion passant, or. In the south window, at the bottom, Or, a saltier, between four mullets, sable; and another, Gules, a bend sinister azure, fretted argent. The monuments and gravestones in this church, as well as the tomb-stones in the church-yard, are so numerous as to be far beyond the limits of this volume. Among them are those belonging to the families of the Austens, Curteis's, Blackmores, Haffendens, and other families mentioned before, as the modern possessors of estates and manors in this parish.
Thomas Petlesden, esq. by will in 1462, appears to have been buried in the chancel of St. Catherine, and gave one hundred marcs to the steeple here, to be paid out of his land, &c. as long as it was a werking. (fn. 6)
Till within these few years there hung a beacon, (a very singular instance remaining of one) over on the top of this steeple. It was a sort of iren kettle, holding about a gallon, with a ring or hoop of the same metal round the upper part of it, to hold still more coals, rosin, &c. It was hung at the end of a piece of timber, about eight feet long. The vanes on the four pinnacles were placed there in 1682. There was formerly a noted dropping stone, in the arch of the door-way going into the bell-lost, which has ceased to drop for many years. By the dropping of it, part of a stone, or two stones rather, were carried off, leaving a considerable rist or hollow where the stones were joined. Upon the water drying in 1720, where it fell underneath, the stone hardened and grew slippery, being probably of the nature of the stelastical water in the Peak of Derbyshire, at Poolshole.
There is a noted saying, that Tenterden steeple was the cause of the Goodwin Sands—which is thus accounted for: Goodwin, earl of Kent, in the time of king Edward the Confessor, was owner of much flat land in the eastern part of it, near the isle of Thanet, which was desended from the sea by a great wall, which lands afterwards became part of the possessions of the abbot of St. Augustine's, near Canterbury still retaining the name of Goodwin, their former owner; and the abbot being at the same time owner of the rectory of Tenterden, the steeple of which church he had then began building, had employed during the course of it so much of his care and attention to the finishing of that work, that he neglected the care and preservation of that wall, insomuch, that on Nov. 3, 1099, the sea broke over and ruined it, drowning the lands within it, and overwhelming it with a light sand, still remaining on them, the place retaining to this time the name of the Goodwin Sands, and becoming dreadful and dangerous to navigators. Thus this steeple is said to be the cause of the Goodwin Sands. This is the common tradition; how far consistent with truth, so far as relates to these sands, will be taken notice of in its proper place. (fn. 7)
THE CHURCH of Tenterden was part of the antient possessions of the monastery of St. Augustine, to which it was appropriated in 1259, on condition of a proper portion being assigned for the maintenance of a perpetual vicar of it; and the official of the archbishop, on an inquisition concerning this vicarage, made his return that it then consisted in all tithes, obventions, and oblations belonging to the church; except the tithes of sheaves, corn, and hay, of which latter the vicar should receive yearly four loads from the abbot and convent, and that it was then valued at eighteen marcs and more per annum.
The abbot of St. Augustine took upon himself, about the year 1295, to constitute several new deanries, and apportioned the several churches belonging to his monastery to each of them, according to their vicinity; one of these was the deanry of Lenham, in which this church of Tenterden was included, but this raising great contests between the archbishops and them, it ended in stripping the abbot of these exemptions, and he was by the pope declared to be subject to the archbishop's jurisdiction in all matters whatsoever, which entirely dissolved these new deanries. (fn. 8)
This church had a manor antiently appendant to it, and on a quo warranto in the iter of H. de Stanton, and his sociates, justices itinerant, anno 7 Edward II. the abbot was allowed year and waste, and cattle called weif, in his manor of Tentwardenne among others; and those liberties, with all others belonging to the abbot and convent, were confirmed by letters of inspeximus by Edward III. in his 36th year, and likewise the additional privilege of the chattels of their own tenants condemned and sugitive, within their manor here.
¶In which state this church continued till the general suppression of religious houses, when it came with the rest of the possessions of the abbey of St. Augustine, anno 30 Henry VIII. into the hands of the crown, after which the king, by his dotation charter in his 33d year, settled both the church appropriate of Tenterden, with the manor appendant and all its rights and appurtenances, and the advowson of the vicarage, among other premises, on his new-founded dean and chapter of Canterbury, with whom the inheritance of the parsonage remains. After the death of Charles I. on the dissolution of deans and chapters, this parsonage was surveyed in order for sale; when it appears to have consisted of one great barn, newly erected, on a close of pasture of five acres; together with all the tithes of corn within the parish; and several rents, out of lands and tenements in Tenterden, amounting to 26s. 8d. taken in right of the parsonage, which had been let in 1640 to Sir Edward Hales, at the yearly rent of 20l. 6s. 8d. but that they were worth over and above that rent seventy-eight pounds. That the lessee was bound to repair the premises, and the chancel of the church, and provide for the dean and officers, or pay the sum of 33s. 4d. The present lessee of it is Sir Edward Hales, bart. of St. Stephens, but the advowson of the vicarage the dean and chapter retain in their own hands.
In 1259 this vicarage was valued at thirty marcs, and in 1342 at forty-five marcs. It is valued in the king's books at 33l. 12s. 11d.and the yearly tenths at 3l. 7s. 3½d. In 1588 there were communicants five hundred and eighty-six. In 1640 it was valued at 120l. per annum. Communicants six hundred. It is now double that value.
There is a modus claimed throughout the parish, in the room of small tithes.
www.magd.ox.ac.uk/discover-magdalen/
To celebrate its 550th anniversary Magdalen College, Oxford has commissioned the Turner Prize-winning artist Mark Wallinger to create his first-ever dedicated permanent artwork.
Two years in development, the sculpture Y was unveiled on St Mary Magdalen Day 2008. William Waynflete, Bishop of Winchester founded Magdalen College in 1458. It is one of the best-known colleges in the University of Oxford and is known internationally for its high academic standing.
The College has many fine buildings. The Cloisters, Chapel, Founder’s Tower and Hall were built in the Gothic style in the later part of the 15th century. The Great Tower, a pictorial symbol of Oxford, is famous for the May Day event when the College choir sings an ancient hymn at dawn. The Georgian New Buildings, which blend into the College Gardens and grounds, were completed in 1733. The buildings sit amid a hundred acres of lawns, woodlands and riverside walks, which are publicly accessible, and there is a deer herd that has been in existence for over 300 years.
Addison’s Walk, named after the great essayist of the 18th century and father of English journalism, is about a mile in length and goes by the River Cherwell around a great water meadow. Beyond the end of Addison’s Walk is a tranquil field known as Bat Willow Meadow, which is where the new commission is sited. Maps of the grounds of Magdalen College are available from the Porters’ Lodge or they can be downloaded from the Magdalen website.
Over the past twenty years Mark Wallinger has established an international reputation with major solo exhibitions in London, Birmingham, Liverpool, Val-de-Marne, Frankfurt, Aarau, Basel, Milan, New York and Chicago.
His work encompasses a wide range of media, including painting, photography, sculpture, video and installation, and it takes art history, mythology, religion, politics, national identity and popular culture as its subject matter. Wallinger studied at Chelsea School of Art in 2001, and in Goldsmiths' College. He exhibited in Young British Artists II at the Saatchi Collection in 1993 and at the Royal Academy of Art's Sensation exhibition in 1997.
His Time and relative dimensions in space derived from a residency and was shown at Oxford University Museum of Natural History in 2001 and in the same year he represented Britain in the 49th Venice Biennale. The artist is best known for Ecce Homo, a life-size sculpture of Jesus Christ which inaugurated the Fourth Plinth in Trafalgar Square in 1999, and State Britain, his 2007 re-creation at Tate Britain of Brian Haw's protest display outside parliament. He was a Turner Prize nominee in 1995 and won the award in 2007, and he is one of five internationally acclaimed artists who have been commissioned to produce proposals for the Ebbsfleet Landmark Project, which will be one of the biggest artworks in the United Kingdom.
Grade I listed historic building.
"Christ's College is a constituent college of the University of Cambridge. The college includes the Master, the Fellows of the College, and about 450 undergraduate and 170 graduate students. The college was founded by William Byngham in 1437 as God's House. In 1505, the college was granted a new royal charter, was given a substantial endowment by Lady Margaret Beaufort, and changed its name to Christ's College, becoming the twelfth of the Cambridge colleges to be founded in its current form. The college is renowned for educating some of Cambridge's most famous alumni, including Charles Darwin and John Milton.
Within Cambridge, Christ's has a reputation for highest academic standards and strong tutorial support. It has averaged 1st place on the Tompkins Table from 1980–2006 and third place from 2006 to 2013, returning to first place in 2018 and 2019.
Cambridge is a university city and the county town of Cambridgeshire, England, on the River Cam approximately 50 miles (80 km) north of London. At the United Kingdom Census 2011, its population was 123,867 including 24,506 students. Cambridge became an important trading centre during the Roman and Viking ages, and there is archaeological evidence of settlement in the area as early as the Bronze Age. The first town charters were granted in the 12th century, although modern city status was not officially conferred until 1951.
The University of Cambridge was founded in 1209. The buildings of the university include King's College Chapel, Cavendish Laboratory, and the Cambridge University Library, one of the largest legal deposit libraries in the world. The city's skyline is dominated by several college buildings, along with the spire of the Our Lady and the English Martyrs Church, and the chimney of Addenbrooke's Hospital. Anglia Ruskin University, which evolved from the Cambridge School of Art and the Cambridgeshire College of Arts and Technology, also has its main campus in the city.
Cambridge is at the heart of the high-technology Silicon Fen with industries such as software and bioscience and many start-up companies born out of the university. Over 40 per cent of the workforce have a higher education qualification, more than twice the national average. The Cambridge Biomedical Campus, one of the largest biomedical research clusters in the world, is soon to house premises of AstraZeneca, a hotel, and the relocated Papworth Hospital.
The first game of association football took place at Parker's Piece. The Strawberry Fair music and arts festival and Midsummer Fair are held on Midsummer Common, and the annual Cambridge Beer Festival takes place on Jesus Green. The city is adjacent to the M11 and A14 roads. Cambridge station is less than an hour from London King's Cross railway station." - info from Wikipedia.
Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.
Now on Instagram.
Yes, we all knew this was coming, it's a car that defined my childhood dreams and is still something I pine for today, the Rolls Royce Silver Shadow, a car that has been credited as the most revolutionary Rolls Royce ever made, but holds a reputation of mixed perceptions, either being considered the last of the great one's, or the first of the worst.
In 1965 it was apparent that the nearly 10 year old Silver Cloud was starting to look its age, and as time continued to crawl on the aristocratic look of the Rolls Royce was no longer its biggest selling point. Prior to the 1960's society was clearly defined, with what was known as the 'Glass Ceiling' through which none of the lower classes could rise up through the ranks. It was very easy for the Upper Class and Aristocracy to lose their titles and come down, but even if you were a Lower Class person who'd made it rich, you'd still be socially unacceptable due to your background. However, after World War I the emergence of the new Middle Class was starting to bend the rules, and as time went on the ways in which money could be obtained started to become easier thanks to stage and screen. After World War II the influence of the new generation distorted the lines of society even more with the appearance of the Beatles and Elvis Presley, people from low backgrounds who had managed to get a free ticket to the top due to their fame in the music industry. Of course when someone gets money, the first thing they want to do is spend it on luxury items, and nothing back then was more luxury than owning a Rolls Royce.
However, when the Cloud was designed society was still very much in the same Victorian ideal as before, and so its aristocratic look was about as hip and with-it as a China Cabinet in a Discotheque. In order to survive, Rolls Royce was going to have to adapt, so in 1965 they launched the Silver Shadow, a car that was designed for the new money, and the first Roller to be brought to the masses. What made it so appealing was a case of many things.
For starters, it was the first Rolls Royce to be a 'Driver's' car. Previous models had always been built with chauffeur driven passengers in mind, but the Shadow with upgraded suspension, an updated Rolls Royce V8 engine and the same general driving feel of a regular car (if not better with innovative power steering), made it ideal for the 'posers' of the upmarket realm. Secondly, the car was the first to be built with a monocoque, where the body and chassis are part of the same structure. Previously, Rolls Royce would provide the owner with a chassis, and then it was up to the owner what body would be put on it, with a variety of coachbuilders available to do the job including H.J Muliner Park Ward, Hoopers of London and James Young. The advent of the monocoque meant that potential buyers didn't have to go through the rigmarole of buying a chassis and then having a body constructed for it at extra cost.
As mentioned though, reception was something of a mixed bag, whilst motoring press and many people gave it critical acclaim for its revolutionary design, the usual Rolls Royce customer base saw it as something of a mongrel, appealing to the lowest common denominator rather than holding up the traditional standard that the Double R was famed for. But just because it was built for the masses didn't make it any less a car, each individual Shadow cost £7,000 new, weighed 2.2 tonnes and took 3 months to build. The interior was compiled of 12 square feet of wood, and three cows had to sacrifice themselves to create the leather hides that line the seats. Soft and springy Wilton Carpets made up the floor and power from Rolls Royce's astounding V8 engine could whisk the car to about 100mph, but why would you want a sporty Rolls Royce anyway? *Cough* Rolls Royce Wraith *Cough*
After launch the Silver Shadow was whipped up by pretty much anyone and everyone who wanted to show off their wealth, with a total of 25,000 examples being built during its 15 year production life, making it the most numerous Rolls Royce ever built. The Silver Shadow also formed the basis of several other designs, including the convertible Rolls Royce Silver Shadow 2-Door Saloon which later became the Corniche in 1971, the Bentley T-Series which was exactly the same only with Bentley badge and grille, and the controversial Rolls Royce Camargue of 1975 which was designed by Pininfarina.
For a time the Shadow was on top of the world, but things started to crumble fast in the 1970's. New American legislation meant that the car had to conform at the cost of its class, with the chrome bumpers being replaced by composite or rubber, and the ditch lights being slumped underneath on a rather unsightly chin-spoiler. In 1977 this revised car was launched as the Silver Shadow II, which I consider to be but a shadow of its former self due to the fact that this was when Rolls Royce started to become downplayed and underwhelming. Indeed the best intentions were in mind with safety, but without the chrome to adorn its lovely body, the Shadow was merely a husk.
This was added to by the fuel crisis of the mid-1970's, which made motoring a very expensive practice, especially if you ran a Shadow. Shadow's are incredible gas guzzlers at less than 20MPG, and refilling one will set you back in today's money about £80. At the same time it was considered socially unacceptable to be seen driving around in one of these after such a blow, almost as if you were driving a giant middle-finger down the street to everyone else who couldn't afford to drive. Because of this, owners turned to more subtle cars such as Mercedes so as not to fall victim to vindictive passers by. With sales starting to drop, Rolls Royce had to see off the Silver Shadow as soon as possible. After nearly 10 years of development, 1980 saw the launch of the much more angular and somewhat mundane Silver Spirit/Spur range, and with that now on the go the shadows grew long for the Silver Shadow, which was killed off the same year. Spiritually however, the design of the 60's lived on in the Corniche, which was to be built for another 15 years before that too was ended in 1995.
In some ways the Shadow became a failure of its own success, with Rolls Royce building far too many cars for the market that intended to buy them, with the result that the 2nd hand market became saturated with nearly new cars that fell into some disreputable company. Throughout the 1980's the Shadow was noted for being the ride of sleazy salesmen, gang lords and Members of Parliament (pure evil!). Additionally, many Shadows were bought cheap simply for the way they made the owner look.
If you were intending to use your cheapy Shadow to plunder yourself some girls and didn't have the attraction of money to back you up, you'd be out of luck and soon out of cash, because the bills required to run a hand-built luxury car would very quickly be walking through the door, both in terms of fuel and maintenance. Critical failures are rare and these cars are very reliable (although Jeremy Clarkson would have you think otherwise), but when they do happen, it would probably be cheaper to buy yourself another car. The worst problem you could face is a failure of the hydraulics that controlled the rear suspension, the steering and the brakes, which would render the car inoperable if something were to go awry.
Frequent maintenance of a Shadow however (every 4 to 6 months) will probably even out at about £100, which when you consider the £10,000 or more you'd be paying to replace the hydraulic system, is a small sacrifice. Rust is another problem, especially for early Shadows. The Chrome sills and guttering on the roof are especially prone, although the most critical problem is rust on the chassis, which if left can compromise the whole car and essentially write it off. A bit of a buying tip, if the car's body looks good, be sure to check underneath because you may see some costly rust gremlins down there that could ruin your investment.
Another place the Shadow has found itself is in the world of movies. Of course any film that has an upper-crust theme or feel to it would have to include a Rolls, but since 2nd hand Shadows could be picked up for a song you could easily put them in your movie. Sadly, most movies that feature Shadows are ones which feature them being destroyed.
So why do I love Shadows so much? Basically because it's a mixture of all things you'd want in a car. It has a spacious, luxury interior, it has a world beating design dripping with chrome and adorned with the finest hood ornament, and because it's dimensions aren't that far off a normal car, it can easily be used as an everyday machine unlike the Silver Cloud which is simply too big for everyday use. The Shadow is also a very personable sort of machine, if I was to own one I would treat it like a pet, and probably name it Sally (old girlfriend of mine).
Today, Shadows are by no means rare and the ones you'll find on the road are probably the best. Most of the poorer 2nd Hand ones rusted away and died back in the 1980's and 90's (or were blown up in movies, or put in swimming pools), which means that the survivors are largely under the ownership of avid enthusiasts who cherish their cars. You can find Shadows for next to nothing, with some examples going for as little as £4,000, but you'd have to be very desperate to get one of those as they'd probably be in very bad condition. Minters however can go for about £15,000 to £20,000, which when compared to some of the other cars of comparative size and quality such as the BMW's and Mercs of this world, is not a bad deal. :)
Sorry if I've bored you with my life story, on a bit of a buzz today! :D
The Hiker is a bronze statue created by Theo Alice Ruggles Kitson. It commemorates the American soldiers who fought in the Spanish–American War, the Boxer Rebellion and the Philippine–American War. The first version of it was made for the University of Minnesota in 1906, but at least 50 copies were made, and were erected widely across the United States.
"The Hiker depicts a hero stripped of his parade uniform and shown as a soldier reacting to the challenges of the battlefield."
When she created The Hiker, Kitson already had a reputation for sculpting war memorial statues. For the title of her work, Kitson used the term that American soldiers in both the Spanish–American War and the Philippine–American War gave themselves: "hikers". Leonard Sefing, Jr., a Spanish–American War veteran from Allentown, Pennsylvania, was selected as the model for the statue after a photograph of him was entered into a national contest.
The original statue was unveiled at the University of Minnesota on Memorial Day, 1906. The statue stands in front of the armory at 15 Church Street. Also known as the Student Soldier Memorial, it is a monument to the 218 University of Minnesota students who served in the Spanish–American War. The statue is 9 feet (2.7 m) tall and stands on a 6-foot (1.8 m) granite base, depicting a soldier clad in a period uniform with a campaign hat and a Krag–Jørgensen rifle. Today this statue, now missing the muzzle of the rifle, is popularly known as Iron Mike.
William McKinley Monument
Inscriptions on the monument are as follows:
(panel 1)
William McKinley
Born at Niles – Trumbull County, Ohio
January Twenty-Ninth – Eighteen Hundred and Forty-Three
Volunteer Soldier of the Rebellion
Representative in Congress
Twice Governor of Ohio
Twice President of the United States
Died at Buffalo, New York, September Fourteenth
Nineteen Hundred and One
(panel 2)
The President fully realized that his hour
had come – and his mind turned to his maker
he whispered feebly “Nearer my God to Thee”
The words of the hymn
always dear to his heart
then as the final summons came
he faintly murmured: “Goodbye all, Goodbye
it is God’s way – his will be done
not ours.”
(panel 3)
On the afternoon of October Fifth
Nineteen Hundred and One – Anno Domini
twenty six thousand people
of Toledo and Lucas County
whose names are preserved within this monument
voluntarily contributed
to the fund for its construction
(panel 4)
He made the country better and greater
career shows the possibilities
of American citizenship
For all time and for all peoples
his name will stand for the sanctity
of the individual – the home -
the nation
William McKinley - 25th President of the United States. McKinley led the nation to victory in the Spanish–American War, raised protective tariffs to promote American industry, and maintained the nation on the gold standard in a rejection of free silver. McKinley was the last president to have served in the American Civil War, and the only one to have started the war as an enlisted soldier, beginning as a private in the Union Army and ending as a brevet major. Historians regard McKinley's 1896 victory as a realigning election, in which the political stalemate of the post–Civil War era gave way to the Republican-dominated Fourth Party System, which began with the Progressive Era. McKinley defeated Bryan again in the 1900 presidential election, in a campaign focused on imperialism, protectionism, and free silver. His legacy was suddenly cut short when he was shot on September 6, 1901 by Leon Czolgosz, a second-generation Polish-American with anarchist leanings; McKinley died eight days later, and was succeeded by his Vice President Theodore Roosevelt.
The Lucas County Courthouse is an architecturally-significant courthouse in downtown Toledo, Ohio, located at 700 Adams Street. The courthouse first opened in 1897. It was designed by David L. Stine, and the contractors were Dun, Perley & Co.
The courthouse was added to the National Register of Historic Places in 1973.
Offices
Lucas County Common Pleas Court (10 judges)[6]
County Prosecutor's office[6]
Clerk of Courts
Toledo is a city in and the county seat of Lucas County, Ohio, United States. At the 2020 census, it had a population of 270,871, making Toledo the fourth-most populous city in Ohio, after Columbus, Cleveland, and Cincinnati. Toledo is the 84th-most populous city in the United States. It is the principal city of the Toledo metropolitan area, which had 606,240 residents in 2020. Toledo also serves as a major trade center for the Midwest; its port is the fifth-busiest on the Great Lakes.
The city was founded in 1833 on the west bank of the Maumee River and originally incorporated as part of the Michigan Territory. It was re-founded in 1837 after the conclusion of the Toledo War, when it was incorporated in Ohio. After the 1845 completion of the Miami and Erie Canal, Toledo grew quickly; it also benefited from its position on the railway line between New York City and Chicago. The first of many glass manufacturers arrived in the 1880s, eventually earning Toledo its nickname as "The Glass City". Downtown Toledo has been subject to major revitalization efforts, including a growing entertainment district. Toledo is home to the University of Toledo.
The region was part of a larger area controlled by the historic tribes of the Wyandot and the people of the Council of Three Fires (Ojibwe, Potawatomi, and Odawa). The French established trading posts in the area by 1680 to take advantage of the lucrative fur trade. The Odawa moved from Manitoulin Island and the Bruce Peninsula at the invitation of the French, who established a trading post at Fort Detroit, about 60 miles to the north. They settled an area extending into northwest Ohio. By the early 18th century, the Odawa-occupied areas along most of the Maumee River to its mouth. They served as middlemen between the French and tribes further to the west and north. The Wyandot occupied central Ohio, and the Shawnee and Lenape occupied the southern areas.
When the city of Toledo was preparing to pave its streets, it surveyed "two prehistoric semicircular earthworks, presumably for stockades." One was at the intersection of Clayton and Oliver Streets on the south bank of Swan Creek; the other was at the intersection of Fassett and Fort Streets on the right bank of the Maumee River. Such earthworks were typical of mound-building peoples.
According to Charles E. Slocum, the American military built Fort Industry at the mouth of Swan Creek about 1805, as a temporary stockade. No official reports support the 19th-century tradition of its earlier history there.
The United States continued to work to transition the area's population from Native Americans to Whites. In the Treaty of Detroit (1807), the above four tribes ceded a large land area to the United States of what became southeastern Michigan and northwestern Ohio, to the mouth of the Maumee River (where Toledo later developed). Reserves for the Odawa were set aside in northwestern Ohio for a limited time. The Indian signed the treaty at Detroit, Michigan, on November 17, 1807, with William Hull, governor of the Michigan Territory and superintendent of Indian affairs, as the sole representative of the U.S.
More American settlers entered the area over the next few years, but many fled during the War of 1812, when British forces raided the area with their Indian allies. Resettlement began around 1818 after a Cincinnati syndicate purchased a 974-acre (3.9 km2) tract at the mouth of Swan Creek and named it Port Lawrence, developing it as the modern downtown area of Toledo. Immediately to the north of that, another syndicate founded the town of Vistula, the historic north end.[13] These two towns bordered each other across Cherry Street. This is why present-day streets on the street's northeast side run at a slightly different angle from those southwest of it.
In 1824, the Ohio state legislature authorized the construction of the Miami and Erie Canal, and in 1833, its Wabash and Erie Canal extension. The canal's purpose was to connect the city of Cincinnati to Lake Erie for water transportation to eastern markets, including to New York City via the Erie Canal and Hudson River. At that time, no highways had been built in the state, and goods produced locally had great difficulty reaching the larger markets east of the Appalachian Mountains. During the canal's planning phase, many small towns along the northern shores of the Maumee River heavily competed to be the ending terminus of the canal, knowing it would give them a profitable status. The towns of Port Lawrence and Vistula merged in 1833 to better compete against the upriver towns of Waterville and Maumee.
The inhabitants of this joined settlement chose the name Toledo:
"but the reason for this choice is buried in a welter of legends. One recounts that Washington Irving, who was traveling in Spain at the time, suggested the name to his brother, a local resident; this explanation ignores the fact that Irving returned to the United States in 1832. Others award the honor to Two Stickney, son of the major who quaintly numbered his sons and named his daughters after States. The most popular version attributes the naming to Willard J. Daniels, a merchant, who reportedly suggested Toledo because it 'is easy to pronounce, is pleasant in sound, and there is no other city of that name on the American continent.'"
Despite Toledo's efforts, the canal built the final terminus in Manhattan, one-half mile (800 m) to the north of Toledo, because it was closer to Lake Erie. As a compromise, the state placed two sidecuts before the terminus, one in Toledo at Swan Creek and another in Maumee, about 10 miles to the southwest.
Among the numerous treaties made between the Ottawa and the United States were two signed in this area: at Miami (Maumee) Bay in 1831 and Maumee, Ohio, upriver of Toledo, in 1833. These actions were among US purchases or exchanges of land to accomplish Indian Removal of the Ottawa from areas wanted for European-American settlement. The last of the Odawa did not leave this area until 1839, when Ottokee, grandson of Pontiac, led his band from their village at the mouth of the Maumee River to Indian Territory in Kansas.
An almost bloodless conflict between Ohio and the Michigan Territory, called the Toledo War (1835–1836), was "fought" over a narrow strip of land from the Indiana border to Lake Erie, now containing the city and the suburbs of Sylvania and Oregon, Ohio. The strip, which varied between five and eight miles (13 km) in width, was claimed by both the state of Ohio and the Michigan Territory due to conflicting legislation concerning the location of the Ohio-Michigan state line. Militias from both states were sent to the border, but never engaged. The only casualty of the conflict was a Michigan deputy sheriff—stabbed in the leg with a penknife by Two Stickney during the arrest of his elder brother, One Stickney—and the loss of two horses, two pigs, and a few chickens stolen from an Ohio farm by lost members of the Michigan militia. Major Benjamin Franklin Stickney, father of One and Two Stickney, had been instrumental in pushing Congress to rule in favor of Ohio gaining Toledo. In the end, the state of Ohio was awarded the land after the state of Michigan was given a larger portion of the Upper Peninsula in exchange. Stickney Avenue in Toledo is named for Major Stickney.
Toledo was very slow to expand during its first two decades of settlement. The first lot was sold in the Port Lawrence section of the city in 1833. It held 1,205 persons in 1835, and five years later, it had gained just seven more persons. Settlers came and went quickly through Toledo and between 1833 and 1836, ownership of land had changed so many times that none of the original parties remained in the town. The canal and its Toledo sidecut entrance were completed in 1843. Soon after the canal was functional, the new canal boats had become too large to use the shallow waters at the terminus in Manhattan. More boats began using the Swan Creek sidecut than its official terminus, quickly putting the Manhattan warehouses out of business and triggering a rush to move business to Toledo. Most of Manhattan's residents moved out by 1844.
The 1850 census recorded Toledo as having 3,829 residents and Manhattan 541. The 1860 census shows Toledo with a population of 13,768 and Manhattan with 788. While the towns were only a mile apart, Toledo grew by 359% in 10 years. Manhattan's growth was on a small base and never competed, given the drawbacks of its lesser canal outlet. By the 1880s, Toledo expanded over the vacant streets of Manhattan and Tremainsville, a small town to the west.
In the last half of the 19th century, railroads slowly began to replace canals as the major form of transportation. They were faster and had greater capacity. Toledo soon became a hub for several railroad companies and a hotspot for industries such as furniture producers, carriage makers, breweries, and glass manufacturers. Large immigrant populations came to the area.
Toledo continued to expand in population and industry, but because of its dependence on manufacturing, the city was hit hard by the Great Depression. Many large-scale Works Progress Administration projects were constructed to re-employ citizens in the 1930s. Some of these include the amphitheater and aquarium at the Toledo Zoo and a major expansion to the Toledo Museum of Art.
The postwar job boom and Great Migration brought thousands of African Americans to Toledo to work in industrial jobs, where they had previously been denied. Due to redlining, many of them settled along Dorr Street, which, during the 1950s and 1960s was lined with flourishing black-owned businesses and homes. Desegregation, a failed urban renewal project, and the construction of I-75 displaced those residents and left behind a struggling community with minimal resources, even as it also drew more established, middle-class people, white and black, out of center cities for newer housing. The city rebounded, but the slump of American manufacturing in the second half of the 20th century during industrial restructuring cost many jobs.
By the 1980s, Toledo had a depressed economy. The destruction of many buildings downtown, along with several failed business ventures in housing in the core, led to a reverse city-suburb wealth problem common in small cities with land to spare.
Several initiatives have been taken by Toledo's citizens to improve the cityscape by urban gardening and revitalizing their communities. Local artists, supported by organizations like the Arts Commission of Greater Toledo and the Ohio Arts Council, have contributed an array of murals and beautification works to replace long standing blight. Many downtown historical buildings such as the Oliver House and Standart Lofts have been renovated into restaurants, condominiums, offices and art galleries.
On the evening of August 1, 2014, the city of Toledo issued a warning to citizens advising against the use of city water, leaving more than half a million people suddenly without water. A bloom of toxic blue-green algae had formed directly over Toledo's water intake pipe, which was situated a few miles off shore in Lake Erie. Because of the algae bloom forming just above the pipe, the water being pumped into Toledo showed levels of harmful bacteria that made the water unsafe to interact with. On August 3, the Ohio National Guard was brought in to deliver over 10,000 gallons of water to citizens due to a rapid depletion of bottled water locally. The warning against using water lasted nearly three days, finally ending late on August 4.
In 2018, Cleveland-Cliffs, Inc. invested $700 million into an East Toledo location as the site of a new hot-briquetted iron plant, designed to modernize the steel industry. The plant was slated to create over 1,200 jobs. Construction was completed in 2020, as planned.
Toledo is located at 41°39′56″N 83°34′31″W (41.665682, −83.575337). The city has a total area of 84.12 square miles (217.87 km2), of which 3.43 square miles (8.88 km2) is covered by water.
The city straddles the Maumee River at its mouth at the southern end of Maumee Bay, the westernmost inlet of Lake Erie. The city is located north of what had been the Great Black Swamp, giving rise to another nickname, Frog Town. Toledo sits within the borders of a sandy oak savanna called the Oak Openings Region, an important ecological site that once comprised more than 300 square miles (780 km2).
Toledo is within 250 miles (400 km) by road from seven metropolitan areas that have a population of more than two million people: Detroit, Cleveland, Columbus, Cincinnati, Pittsburgh, Indianapolis, and Chicago. In addition, it is within 300 miles of Toronto, Ontario.
Lucas County is a county located in the northwestern part of the U.S. state of Ohio. It is bordered to the east by Lake Erie, and to the southeast by the Maumee River, which runs to the lake. As of the 2020 census, the population was 431,279. Its county seat and largest city is Toledo, located at the mouth of the Maumee River on the lake. The county was named for Robert Lucas, 12th governor of Ohio, in 1835 during his second term. Its establishment provoked the Toledo War conflict with the Michigan Territory, which claimed some of its area. Lucas County is the central county of the Toledo Metropolitan Statistical Area.
On August 20, 1794, near the site of the present-day town of Maumee, American forces led by General Anthony Wayne won a decisive victory over allied Indian forces at the Battle of Fallen Timbers after years of conflict in what was known as the Northwest Indian War. The defeat of the Native forces resulted in the opening of the entire Northwest Territory for white settlement. Northwest Ohio was occupied chiefly by villages and bands of the Odawa people, who had trading relations with the French at Fort Detroit since 1701. Other Odawa were located in southeast Michigan and further north on the peninsula. They ceded much of that territory in the Treaty of Greenville but retained control of lands along the Maumee River until after the War of 1812. The last Odawa band, that of Ottokee, grandson of Chief Pontiac, left the Maumee River area for Kansas in 1839.
Lucas County was established in 1835. At that time, both Ohio and Michigan Territory claimed sovereignty over a 468-square-mile (1,210 km2) region along their border (see Toledo War). When Michigan petitioned Congress for statehood in 1835, it sought to include the disputed territory within its bounds. In response, the Ohio General Assembly formally organized part of the area as Lucas County, naming it after the incumbent governor of Ohio, Robert Lucas.
Ohio is a state in the Midwestern region of the United States. Ohio borders Lake Erie to the north, Pennsylvania to the east, West Virginia to the southeast, Kentucky to the southwest, Indiana to the west, and Michigan to the northwest. Of the 50 U.S. states, it is the 34th-largest by area. With a population of nearly 11.8 million, Ohio is the seventh-most populous and tenth-most densely populated state. Its capital and largest city is Columbus, with other large population centers including Cleveland, Cincinnati, Dayton, Akron, and Toledo. Ohio is nicknamed the "Buckeye State" after its Ohio buckeye trees, and Ohioans are also known as "Buckeyes". Its flag is the only non-rectangular flag of all U.S. states.
Ohio derives its name from the Ohio River that forms its southern border, which, in turn, originated from the Seneca word ohiːyo', meaning "good river", "great river", or "large creek". The state was home to several ancient indigenous civilizations, with humans present as early as 10,000 BCE. It arose from the lands west of the Appalachian Mountains that were contested by various native tribes and European colonists from the 17th century through the Northwest Indian Wars of the late 18th century. Ohio was partitioned from the Northwest Territory, the first frontier of the new United States, becoming the 17th state admitted to the Union on March 1, 1803, and the first under the Northwest Ordinance. It was the first post-colonial free state admitted to the union and became one of the earliest and most influential industrial powerhouses during the 20th century. Although it has transitioned to a more information- and service-based economy in the 21st century, it remains an industrial state, ranking seventh in GDP as of 2019, with the third-largest manufacturing sector and second-largest automobile production.
Modeled on its federal counterpart, Ohio's government is composed of the executive branch, led by the governor; the legislative branch, consisting of the bicameral Ohio General Assembly; and the judicial branch, led by the state Supreme Court. Ohio occupies 15 seats in the United States House of Representatives, the seventh-largest delegation. Its politics has been described as moderate; the state is known for its status as both a swing state and a bellwether in national elections.[21] Seven presidents of the United States have come from Ohio, earning it the moniker "the Mother of Presidents".
The history of Ohio as a state began when the Northwest Territory was divided in 1800, and the remainder reorganized for admission to the union on March 1, 1803, as the 17th state of the United States. The recorded history of Ohio began in the late 17th century when French explorers from Canada reached the Ohio River, from which the "Ohio Country" took its name, a river the Iroquois called O-y-o, "great river". Before that, Native Americans speaking Algonquin languages had inhabited Ohio and the central midwestern United States for hundreds of years, until displaced by the Iroquois in the latter part of the 17th century. Other cultures not generally identified as "Indians", including the Hopewell "mound builders", preceded them. Human history in Ohio began a few millennia after formation of the Bering land bridge about 14,500 BCE – see Prehistory of Ohio.
By the mid-18th century, a few American and French fur traders engaged historic Native American tribes in present-day Ohio in the fur trade. The Native Americans had their own extensive trading networks across the continent before the Europeans arrived. American settlement in the Ohio Country came after the American Revolutionary War and the formation of the United States, with its takeover of former British Canadian territory. Congress prohibited slavery in the Northwest Territory which presaged Ohio and the five states of the Territory entering the Union as free states. Ohio's population increased rapidly after United States victory in the Northwest Indian Wars brought peace to the Ohio frontier. On March 1, 1803, Ohio was admitted to the union as the 17th state.
Settlement of Ohio was chiefly by migrants from New England, New York and Pennsylvania. Southerners settled along the southern part of the territory, arriving by travel along the Ohio River from the Upper South. Yankees, especially in the "Western reserve" (near Cleveland), supported modernization, public education, and anti-slavery policies. The state supported the Union in the American Civil War, although antiwar Copperhead sentiment was strong in southern settlement areas.
After the Civil War, Ohio developed as a major industrial state. Ships traveled the Great Lakes to deliver iron ore and other products from western areas. This was also a route for exports, as were the railroads. In the late 19th and early 20th centuries, the fast-growing industries created jobs that employed hundreds of thousands of immigrants from Europe. During World War I, Europe was closed off to passenger traffic. In the first half of the 20th century, a new wave of migrants came from the South, with rural whites from Appalachia, and African Americans in the Great Migration from the Deep South, to escape Jim Crow laws, violence, and hopes for better opportunities.
The cultures of Ohio's major cities became much more diverse with the blend of traditions, cultures, foods, and music from new arrivals. Ohio's industries were integral to American industrial power in the 20th century. In the late 20th century, economic restructuring in steel, railroads, and other heavy manufacturing, cost the state many jobs as heavy industry declined. The economy in the 21st century has gradually shifted to depend on service industries such as medicine and education.