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Soldiers assigned to the 3d U.S. Infantry Regiment (The Old Guard) graduate from the Basic Horsemanship Course for the United States Army Caisson Platoon at Joint Base Myer-Henderson Hall, Virginia, Nov. 30, 2018. (U.S. Army Photos by Spc. Jacob Plank)
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Indian Railways WDP4D 40364 thunders through Dhinda, where the facilities were best described as 'basic', providing just a small seating area beneath a canopy to either shade you from the sun or shelter you from the rain. A hand pump is provided for those who need liquid refreshment. The 16:50 Bhopal Junction to Jaipur Express was running about an hour late having completed about 750 of the 793 km. overnight journey.
All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved – Copyright Don Gatehouse
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i'm back guys!
i've been extremely busy trying to balance work / final months of high school / social life / flickr
when you think about it its kinda nuts lol
i have a brand new website with lots of new photos and stuff so i'd love it if you checked it out
this is an outtake from an editorial i shot on saturday
:)
HWW wherever you are!
Inspired by... The xx - Basic Space youtu.be/NGYlXpZwWeE
60024 on the 1017 Scunthorpe Trent T.C. to Eastleigh East Yard passes RMC with 66585 and the resident shunter both at rest.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The OV-10 Bronco was initially conceived in the early 1960s through an informal collaboration between W. H. Beckett and Colonel K. P. Rice, U.S. Marine Corps, who met at Naval Air Weapons Station China Lake, California, and who also happened to live near each other. The original concept was for a rugged, simple, close air support aircraft integrated with forward ground operations. At the time, the U.S. Army was still experimenting with armed helicopters, and the U.S. Air Force was not interested in close air support.
The concept aircraft was to operate from expedient forward air bases using roads as runways. Speed was to be from very slow to medium subsonic, with much longer loiter times than a pure jet. Efficient turboprop engines would give better performance than piston engines. Weapons were to be mounted on the centerline to get efficient aiming. The inventors favored strafing weapons such as self-loading recoilless rifles, which could deliver aimed explosive shells with less recoil than cannons, and a lower per-round weight than rockets. The airframe was to be designed to avoid the back blast.
Beckett and Rice developed a basic platform meeting these requirements, then attempted to build a fiberglass prototype in a garage. The effort produced enthusiastic supporters and an informal pamphlet describing the concept. W. H. Beckett, who had retired from the Marine Corps, went to work at North American Aviation to sell the aircraft.
The aircraft's design supported effective operations from forward bases. The OV-10 had a central nacelle containing a crew of two in tandem and space for cargo, and twin booms containing twin turboprop engines. The visually distinctive feature of the aircraft is the combination of the twin booms, with the horizontal stabilizer that connected them at the fin tips. The OV-10 could perform short takeoffs and landings, including on aircraft carriers and large-deck amphibious assault ships without using catapults or arresting wires. Further, the OV-10 was designed to take off and land on unimproved sites. Repairs could be made with ordinary tools. No ground equipment was required to start the engines. And, if necessary, the engines would operate on high-octane automobile fuel with only a slight loss of power.
The aircraft had responsive handling and could fly for up to 5½ hours with external fuel tanks. The cockpit had extremely good visibility for both pilot and co-pilot, provided by a wrap-around "greenhouse" that was wider than the fuselage. North American Rockwell custom ejection seats were standard, with many successful ejections during service. With the second seat removed, the OV-10 could carry 3,200 pounds (1,500 kg) of cargo, five paratroopers, or two litter patients and an attendant. Empty weight was 6,969 pounds (3,161 kg). Normal operating fueled weight with two crew was 9,908 pounds (4,494 kg). Maximum takeoff weight was 14,446 pounds (6,553 kg).
The bottom of the fuselage bore sponsons or "stub wings" that improved flight performance by decreasing aerodynamic drag underneath the fuselage. Normally, four 7.62 mm (.308 in) M60C machine guns were carried on the sponsons, accessed through large forward-opening hatches. The sponsons also had four racks to carry bombs, pods, or fuel. The wings outboard of the engines contained two additional hardpoints, one per side. Racked armament in the Vietnam War was usually seven-shot 2.75 in (70 mm) rocket pods with white phosphorus marker rounds or high-explosive rockets, or 5" (127 mm) four-shot Zuni rocket pods. Bombs, ADSIDS air-delivered/para-dropped unattended seismic sensors, Mk-6 battlefield illumination flares, and other stores were also carried.
Operational experience showed some weaknesses in the OV-10's design. It was significantly underpowered, which contributed to crashes in Vietnam in sloping terrain because the pilots could not climb fast enough. While specifications stated that the aircraft could reach 26,000 feet (7,900 m), in Vietnam the aircraft could reach only 18,000 feet (5,500 m). Also, no OV-10 pilot survived ditching the aircraft.
The OV-10 served in the U.S. Air Force, U.S. Marine Corps, and U.S. Navy, as well as in the service of a number of other countries. In U.S. military service, the Bronco was operated until the early Nineties, and obsoleted USAF OV-10s were passed on to the Bureau of Alcohol, Tobacco, and Firearms for anti-drug operations. A number of OV-10As furthermore ended up in the hands of the California Department of Forestry (CDF) and were used for spotting fires and directing fire bombers onto hot spots.
This was not the end of the OV-10 in American military service, though: In 2012, the type gained new attention because of its unique qualities. A $20 million budget was allocated to activate an experimental USAF unit of two airworthy OV-10Gs, acquired from NASA and the State Department. These machines were retrofitted with military equipment and were, starting in May 2015, deployed overseas to support Operation “Inherent Resolve”, flying more than 120 combat sorties over 82 days over Iraq and Syria. Their concrete missions remained unclear, and it is speculated they provided close air support for Special Forces missions, esp. in confined urban environments where the Broncos’ loitering time and high agility at low speed and altitude made them highly effective and less vulnerable than helicopters.
Furthermore, these Broncos reputedly performed strikes with the experimental AGR-20A “Advanced Precision Kill Weapons System (APKWS)”, a Hydra 70-millimeter rocket with a laser-seeking head as guidance - developed for precision strikes against small urban targets with little collateral damage. The experiment ended satisfactorily, but the machines were retired again, and the small unit was dissolved.
However, the machines had shown their worth in asymmetric warfare, and the U.S. Air Force decided to invest in reactivating the OV-10 on a regular basis, despite the overhead cost of operating an additional aircraft type in relatively small numbers – but development and production of a similar new type would have caused much higher costs, with an uncertain time until an operational aircraft would be ready for service. Re-activating a proven design and updating an existing airframe appeared more efficient.
The result became the MV-10H, suitably christened “Super Bronco” but also known as “Black Pony”, after the program's internal name. This aircraft was derived from the official OV-10X proposal by Boeing from 2009 for the USAF's Light Attack/Armed Reconnaissance requirement. Initially, Boeing proposed to re-start OV-10 manufacture, but this was deemed uneconomical, due to the expected small production number of new serial aircraft, so the “Black Pony” program became a modernization project. In consequence, all airframes for the "new" MV-10Hs were recovered OV-10s of various types from the "boneyard" at Davis-Monthan Air Force Base in Arizona.
While the revamped aircraft would maintain much of its 1960s-vintage rugged external design, modernizations included a completely new, armored central fuselage with a highly modified cockpit section, ejection seats and a computerized glass cockpit. The “Black Pony” OV-10 had full dual controls, so that either crewmen could steer the aircraft while the other operated sensors and/or weapons. This feature would also improve survivability in case of incapacitation of a crew member as the result from a hit.
The cockpit armor protected the crew and many vital systems from 23mm shells and shrapnel (e. g. from MANPADS). The crew still sat in tandem under a common, generously glazed canopy with flat, bulletproof panels for reduced sun reflections, with the pilot in the front seat and an observer/WSO behind. The Bronco’s original cargo capacity and the rear door were retained, even though the extra armor and defensive measures like chaff/flare dispensers as well as an additional fuel cell in the central fuselage limited the capacity. However, it was still possible to carry and deploy personnel, e. g. small special ops teams of up to four when the aircraft flew in clean configuration.
Additional updates for the MV-10H included structural reinforcements for a higher AUW and higher g load maneuvers, similar to OV-10D+ standards. The landing gear was also reinforced, and the aircraft kept its ability to operate from short, improvised airstrips. A fixed refueling probe was added to improve range and loiter time.
Intelligence sensors and smart weapon capabilities included a FLIR sensor and a laser range finder/target designator, both mounted in a small turret on the aircraft’s nose. The MV-10H was also outfitted with a data link and the ability to carry an integrated targeting pod such as the Northrop Grumman LITENING or the Lockheed Martin Sniper Advanced Targeting Pod (ATP). Also included was the Remotely Operated Video Enhanced Receiver (ROVER) to provide live sensor data and video recordings to personnel on the ground.
To improve overall performance and to better cope with the higher empty weight of the modified aircraft as well as with operations under hot-and-high conditions, the engines were beefed up. The new General Electric CT7-9D turboprop engines improved the Bronco's performance considerably: top speed increased by 100 mph (160 km/h), the climb rate was tripled (a weak point of early OV-10s despite the type’s good STOL capability) and both take-off as well as landing run were almost halved. The new engines called for longer nacelles, and their circular diameter markedly differed from the former Garrett T76-G-420/421 turboprop engines. To better exploit the additional power and reduce the aircraft’s audio signature, reversible contraprops, each with eight fiberglass blades, were fitted. These allowed a reduced number of revolutions per minute, resulting in less noise from the blades and their tips, while the engine responsiveness was greatly improved. The CT7-9Ds’ exhausts were fitted with muzzlers/air mixers to further reduce the aircraft's noise and heat signature.
Another novel and striking feature was the addition of so-called “tip sails” to the wings: each wingtip was elongated with a small, cigar-shaped fairing, each carrying three staggered, small “feather blade” winglets. Reputedly, this installation contributed ~10% to the higher climb rate and improved lift/drag ratio by ~6%, improving range and loiter time, too.
Drawing from the Iraq experience as well as from the USMC’s NOGS test program with a converted OV-10D as a night/all-weather gunship/reconnaissance platform, the MV-10H received a heavier gun armament: the original four light machine guns that were only good for strafing unarmored targets were deleted and their space in the sponsons replaced by avionics. Instead, the aircraft was outfitted with a lightweight M197 three-barrel 20mm gatling gun in a chin turret. This could be fixed in a forward position at high speed or when carrying forward-firing ordnance under the stub wings, or it could be deployed to cover a wide field of fire under the aircraft when it was flying slower, being either slaved to the FLIR or to a helmet sighting auto targeting system.
The original seven hardpoints were retained (1x ventral, 2x under each sponson, and another pair under the outer wings), but the total ordnance load was slightly increased and an additional pair of launch rails for AIM-9 Sidewinders or other light AAMs under the wing tips were added – not only as a defensive measure, but also with an anti-helicopter role in mind; four more Sidewinders could be carried on twin launchers under the outer wings against aerial targets. Other guided weapons cleared for the MV-10H were the light laser-guided AGR-20A and AGM-119 Hellfire missiles, the Advanced Precision Kill Weapon System upgrade to the light Hydra 70 rockets, the new Laser Guided Zuni Rocket which had been cleared for service in 2010, TV-/IR-/laser-guided AGM-65 Maverick AGMs and AGM-122 Sidearm anti-radar missiles, plus a wide range of gun and missile pods, iron and cluster bombs, as well as ECM and flare/chaff pods, which were not only carried defensively, but also in order to disrupt enemy ground communication.
In this configuration, a contract for the conversion of twelve mothballed American Broncos to the new MV-10H standard was signed with Boeing in 2016, and the first MV-10H was handed over to the USAF in early 2018, with further deliveries lasting into early 2020. All machines were allocated to the newly founded 919th Special Operations Support Squadron at Duke Field (Florida). This unit was part of the 919th Special Operations Wing, an Air Reserve Component (ARC) of the United States Air Force. It was assigned to the Tenth Air Force of Air Force Reserve Command and an associate unit of the 1st Special Operations Wing, Air Force Special Operations Command (AFSOC). If mobilized the wing was gained by AFSOC (Air Force Special Operations Command) to support Special Tactics, the U.S. Air Force's special operations ground force. Similar in ability and employment to Marine Special Operations Command (MARSOC), U.S. Army Special Forces and U.S. Navy SEALs, Air Force Special Tactics personnel were typically the first to enter combat and often found themselves deep behind enemy lines in demanding, austere conditions, usually with little or no support.
The MV-10Hs are expected to provide support for these ground units in the form of all-weather reconnaissance and observation, close air support and also forward air control duties for supporting ground units. Precision ground strikes and protection from enemy helicopters and low-flying aircraft were other, secondary missions for the modernized Broncos, which are expected to serve well into the 2040s. Exports or conversions of foreign OV-10s to the Black Pony standard are not planned, though.
General characteristics:
Crew: 2
Length: 42 ft 2½ in (12,88 m) incl. pitot
Wingspan: 45 ft 10½ in(14 m) incl. tip sails
Height: 15 ft 2 in (4.62 m)
Wing area: 290.95 sq ft (27.03 m²)
Airfoil: NACA 64A315
Empty weight: 9,090 lb (4,127 kg)
Gross weight: 13,068 lb (5,931 kg)
Max. takeoff weight: 17,318 lb (7,862 kg)
Powerplant:
2× General Electric CT7-9D turboprop engines, 1,305 kW (1,750 hp) each,
driving 8-bladed Hamilton Standard 8 ft 6 in (2.59 m) diameter constant-speed,
fully feathering, reversible contra-rotating propellers with metal hub and composite blades
Performance:
Maximum speed: 390 mph (340 kn, 625 km/h)
Combat range: 198 nmi (228 mi, 367 km)
Ferry range: 1,200 nmi (1,400 mi, 2,200 km) with auxiliary fuel
Maximum loiter time: 5.5 h with auxiliary fuel
Service ceiling: 32.750 ft (10,000 m)
13,500 ft (4.210 m) on one engine
Rate of climb: 17.400 ft/min (48 m/s) at sea level
Take-off run: 480 ft (150 m)
740 ft (227 m) to 50 ft (15 m)
1,870 ft (570 m) to 50 ft (15 m) at MTOW
Landing run: 490 ft (150 m)
785 ft (240 m) at MTOW
1,015 ft (310 m) from 50 ft (15 m)
Armament:
1x M197 3-barreled 20 mm Gatling cannon in a chin turret with 750 rounds ammo capacity
7x hardpoints for a total load of 5.000 lb (2,270 kg)
2x wingtip launch rails for AIM-9 Sidewinder AAMs
The kit and its assembly:
This fictional Bronco update/conversion was simply spawned by the idea: could it be possible to replace the original cockpit section with one from an AH-1 Cobra, for a kind of gunship version?
The basis is the Academy OV-10D kit, mated with the cockpit section from a Fujimi AH-1S TOW Cobra (Revell re-boxing, though), chosen because of its “boxy” cockpit section with flat glass panels – I think that it conveys the idea of an armored cockpit section best. Combining these parts was not easy, though, even though the plan sound simple. Initially, the Bronco’s twin booms, wings and stabilizer were built separately, because this made PSR on these sections easier than trying the same on a completed airframe. One of the initial challenges: the different engines. I wanted something uprated, and a different look, and I had a pair of (excellent!) 1:144 resin engines from the Russian company Kompakt Zip for a Tu-95 bomber at hand, which come together with movable(!) eight-blade contraprops that were an almost perfect size match for the original three-blade props. Biggest problem: the Tu-95 nacelles have a perfectly circular diameter, while the OV-10’s booms are square and rectangular. Combining these parts and shapes was already a messy PST affair, but it worked out quite well – even though the result rather reminds of some Chinese upgrade measure (anyone know the Tu-4 copies with turboprops? This here looks similar!). But while not pretty, I think that the beafier look works well and adds to the idea of a “revived” aircraft. And you can hardly beat the menacing look of contraprops on anything...
The exotic, so-called “tip sails” on the wings, mounted on short booms, are a detail borrowed from the Shijiazhuang Y-5B-100, an updated Chinese variant/copy of the Antonov An-2 biplane transporter. The booms are simple pieces of sprue from the Bronco kit, the winglets were cut from 0.5mm styrene sheet.
For the cockpit donor, the AH-1’s front section was roughly built, including the engine section (which is a separate module, so that the basic kit can be sold with different engine sections), and then the helicopter hull was cut and trimmed down to match the original Bronco pod and to fit under the wing. This became more complicated than expected, because a) the AH-1 cockpit and the nose are considerably shorter than the OV-10s, b) the AH-1 fuselage is markedly taller than the Bronco’s and c) the engine section, which would end up in the area of the wing, features major recesses, making the surface very uneven – calling for massive PSR to even this out. PSR was also necessary to hide the openings for the Fujimi AH-1’s stub wings. Other issues: the front landing gear (and its well) had to be added, as well as the OV-10 wing stubs. Furthermore, the new cockpit pod’s rear section needed an aerodynamical end/fairing, but I found a leftover Academy OV-10 section from a build/kitbashing many moons ago. Perfect match!
All these challenges could be tackled, even though the AH-1 cockpit looks surprisingly stout and massive on the Bronco’s airframe - the result looks stockier than expected, but it works well for the "Gunship" theme. Lots of PSR went into the new central fuselage section, though, even before it was mated with the OV-10 wing and the rest of the model.
Once cockpit and wing were finally mated, the seams had to disappear under even more PSR and a spinal extension of the canopy had to be sculpted across the upper wing surface, which would meld with the pod’s tail in a (more or less) harmonious shape. Not an easy task, and the fairing was eventually sculpted with 2C putty, plus even more PSR… Looks quite homogenous, though.
After this massive body work, other hardware challenges appeared like small distractions. The landing gear was another major issue because the deeper AH-1 section lowered the ground clearance, also because of the chin turret. To counter this, I raised the OV-10’s main landing gear by ~2mm – not much, but it was enough to create a credible stance, together with the front landing gear transplant under the cockpit, which received an internal console to match the main landing gear’s length. Due to the chin turret and the shorter nose, the front wheel retracts backwards now. But this looks quite plausible, thanks to the additional space under the cockpit tub, which also made a belt feed for the gun’s ammunition supply believable.
To enhance the menacing look I gave the model a fixed refueling boom, made from 1mm steel wire and a receptor adapter sculpted with white glue. The latter stuff was also used add some antenna fairings around the hull. Some antennae, chaff dispensers and an IR decoy were taken from the Academy kit.
The ordnance came from various sources. The Sidewinders under the wing tips were taken from an Italeri F-16C/D kit, they look better than the missiles from the Academy Bronco kit. Their launch rails came from an Italeri Bae Hawk 200. The quadruple Hellfire launchers on the underwing hardpoints were left over from an Italeri AH-1W, and they are a perfect load for this aircraft and its role. The LAU-10 and -19 missile pods on the stub wings were taken from the OV-10 kit.
Painting and markings:
Finding a suitable and somewhat interesting – but still plausible – paint scheme was not easy. Taking the A-10 as benchmark, an overall light grey livery (with focus on low contrast against the sky as protection against ground fire) would have been a likely choice – and in fact the last operational American OV-10s were painted in this fashion. But in order to provide a different look I used the contemporary USAF V-22Bs and Special Operations MC-130s as benchmark, which typically carry a darker paint scheme consisting of FS 36118 (suitably “Gunship Gray” :D) from above, FS 36375 underneath, with a low, wavy waterline, plus low-viz markings. Not spectacular, but plausible – and very similar to the late r/w Colombian OV-10s.
The cockpit tub became Dark Gull Grey (FS 36231, Humbrol 140) and the landing gear white (Revell 301).
The model received an overall black ink washing and some post-panel-shading, to liven up the dull all-grey livery. The decals were gathered from various sources, and I settled for black USAF low-viz markings. The “stars and bars” come from a late USAF F-4, the “IP” tail code was tailored from F-16 markings and the shark mouth was taken from an Academy AH-64. Most stencils came from another Academy OV-10 sheet and some other sources.
Decals were also used to create the trim on the propeller blades and markings on the ordnance.
Finally, the model was sealed with a coat of matt acrylic varnish (Italeri) and some exhaust soot stains were added with graphite along the tail boom flanks.
A successful transplantation – but is this still a modified Bronco or already a kitbashing? The result looks quite plausible and menacing, even though the TOW Cobra front section appears relatively massive. But thanks to the bigger engines and extended wing tips the proportions still work. The large low-pressure tires look a bit goofy under the aircraft, but they are original. The grey livery works IMHO well, too – a more colorful or garish scheme would certainly have distracted from the modified technical basis.
I would like to present you first "Basic" collection of shoes for Deva doll. Collection is available on ETSY:
www.etsy.com/listing/209106630/ursi-sarna-fashion-black-w...
Ex Dublin AV197 is seen with Leonards Coaches of Rush County Dublin, with a crudely applied livery with its previous owner identity not to hard to spot!
The full video is available on YouTube via link.
studio.youtube.com/video/fRXAQvsD5d4/edit/basic
Text revised and up-dated on 27 Dec 2022.
McKinney’s Old (GNRI) Railway Bridge
The Great Northern Railway (Ireland) (GNR(I) or GNRI) was an Irish gauge (1,600mm - 5'- 3") railway company in Ireland. It was formed in 1876 by a merger of the Irish North Western Railway (INW|), Northern Railway of Ireland, and Ulster Railway. The governments of Ireland and Northern Ireland jointly nationalised the company in 1953, however the company was liquidated in 1958.
The Great Northern Railway (GNR) which ran from Omagh to L/Derry crossed the island of Island More (Corkan) via two metal railway bridges. The 'Red Bridge' which is located
to the North of the island at Glenfad near Porthall and is still accessible but predominately used by the farming community and the river bed aggregate extraction company while the bridge onto Island More to the South was demolished by the British Army during the Northern Ireland 'Troubles' as where many small cross-border unapproved) roads.
Known locally as 'McKinney's Bridge' it crosses the River Foyle which forms the border between Northern Ireland and the Republic of Ireland, hence the reason why the bridge was demolished and is now unusable as a crossing point.
Anthony Freire Marreco (b.26th Aug 1915 d.4th June 2006, aged 90)
When growing up, I knew Islandmore or Corkan Island as 'Marreco's Island', named after Anthony Freire Marreco who was a British barrister and who had maintained a georgian
house at Porthall, near Lifford, Co. Donegal, on the banks of the River Foyle overlooking the island.
Anthony Blechynden Freire Marreco was born in Leiston, Suffolk, England on 26th Aug 1915 where his father's regiment was stationed at the time. The only son of Geoffrey Algernon Freire Marreco (b.25 Feb 1882 d.15 Sept 1969) of The Old Court House, St Mawes, Cornwall and his wife, nee Hilda, Gwendoline Beaufoy Francis (b.1 Dec 1887 d.9th June 1967) from Hampshire. Both parents are buried at St. Lucadius Church of Ireland, Clonleigh Parish, Lifford, Co. Donegal, Ireland.
The Freire Marreco’s were of Portuguese origin; Antonio Joaquim Freire Marreco (b.1787 d.1850), Anthony's great-grandfather was an interesting fellow. Born in Penafiel in
Northern Portugal he left for Brazil in 1808, together with King João VI and the Portuguese Court, who fled the invading Napoleonic troops and settled in Rio de Janeiro.
In 1820, the King returned to Portugal and Marreco returned with him. Antonio established himself in business in England in the early 1820s as a wine importer and in July 1834 married Anna “Annie” Laura Harrison (born in 1806) of Newcastle, the daughter of his English business partner, William Harrison, at St. Botulph's Church, Aldgate in London. He became a naturalised British subject. Freire was the original Portuguese surname, Marreco was added by the grandfather after a trip to Brazil were at that time it was popular to add the names of flowers and bird, Marreco being a type of duck.
Geoffrey, Anthony’s father worked for Richard Garrett & Sons a manufacturer of agricultural machinery, steam engines and trolleybuses, the factory was located in Leiston, Suffolk, England being founded by Richard Garrett in 1778.
Education
Anthony initially attended a private school, Allen House in Woking (founded in 1871), before attending the Royal College of St Peter's, Westminster from 1929 to 1934 where his lifelong interest in human rights began. His headmaster, Dr. Crossley-White had invited leading personalities of the day to dinner. At the age of 17, Marreco met his childhood hero, T.E. Lawrence (b.1888 d.1935) and also Mahātmā Ghandi (b.1869 d.1948).
Stage Career
In 1934 he joined the Royal Academy of Dramatic Art (RADA), but was expelled after being spotted by the principal's wife at the Epsom Downs Derby, when he should have been attending classes. From 1935 to 1937, he began a career on the stage, playing in Shakespeare and forming friendships with figures such as Noel Coward (b.1899 d.1973) and
Johnny Weismuller (b.1904 d.1984). He joined Northampton Repertory and was stage manager at Crewe Repertory and later the London shows at His Majesty's Theatre, Daly's
Theatre, the Arts Theatre and the Theatre Royal.
Military Career
In 1940 he joined Royal Navy as a rating, Commission, Sub-Lieutenant (A) Royal Naval Volunteer Reserve R.N.V.R. and when the Admiralty learned that he had a pilot's licence,
Certificate No:14851 issued on 24 April 1937 by the Great Britain, Royal Aero Club Aviators at Airwork School of Flying, Heston Airport, Hounslow, Middlesex, which was taken
using an Avro Club Cadet Gipsy Major 130. He was later commissioned to fly a Fairey Swordfish (a biplane torpedo bomber). He received his wings on 6th October 1940 and was
appointed to train observers at R.N.A.S. Arbroath in Scotland.
In 1941 he was temporarily released from Naval duties on appointment, as Assistant Counsel to the legal department of the Industrial Export Council and was later promoted to
Lieutenant. In the same year he was appointed to the Royal Naval Air Service (R.N.A.S.) at Yeovilton in Somerset as Instructor, Fighter Direction School.
In January 1942 Marreco was appointed Fleet Fighter Direction Officer, Staff Commander-in-Chief, H.M.S. King George V (41) the flagship of both the British Home Fleet and
Pacific Fleets. In May 1941, along with HMS Rodney, King George V was involved in the hunt and pursuit of the German battleship Bismarck, eventually inflicting severe battle
damage which led to her being scuttled in the North Atlantic on 27 May 1941.
In April, Marreco was lent to US Carrier Wasp as Flight Deck Officer (FDO) to fly Spitfires off to Malta and in June 1942 was appointed to the Naval Night Fighter Development Unit.
In June 1943 he was appointed Flight Deck Officer (FDO) on an American built 'Attacker class' Escort Aircraft Carrier, which took part in “Operation Avalanche”, the codename for the Allied landings near the port of Salerno which was executed on 9 September 1943, part of the Allied invasion of Italy.
In December 1943 he was appointed Flight Deck Officer (FDO) of the American built Aircraft Carrier, USS Pybus (CVE-34) which was renamed Emperor (D98) by the Royal Navy.
In January 1944 he was promoted to Lieutenant Commander and appointed Flight Deck Officer (FDO) Aircraft Carrier Formidable (67), which was involved in Operation Mascot, an
unsuccessful air raid against the German battleship Tirpitz at her anchorage in Kaafjord, Norway, on 17 July 1944. The attack was one of a series of strikes against the battleship, launched from british aircraft carriers between April and August 1944. Tirpitz, was eventually sank during Operation Catechism on 12 November 1944 off Håkøy Island near Tromsø, Norway.
Formidable was subsequently assigned to the British Pacific Fleet (BPF) in 1945 where she played a supporting role during the Battle of Okinawa, codenamed Operation Iceberg
where the Allies assembled the most powerful naval force in history. Formidable. later attacked targets in the Japanese Home Islands. She was hit twice by kamikaze aircraft
on the 4th and 9th of May. In both instances, she was saved by her armoured deck and was able return to flight operations rapidly. The ship was used to repatriate liberated Allied prisoners of war and soldiers after the Japanese surrender and then ferried British personnel across the globe through 1946.
Later in June 1945 Marreco was discharged for passage to the UK to take up an appointment at the Admiralty as advisor on Kamikaze suicide fighters during the pending final assault on Japan. He left his ship and flew to Sydney, Australia and as Senior Naval Officer, he boarded an old P&O liner call the 'Randi' which requisitioned by the Admiralty on 27 August 1939 and converted on 23 October 1939 to an armed merchant cruiser to carrying Japanese prisoners of war back to Southampton. Marreco, as part of his job aboard,
describes the trip, "I had to get up at 5.00am and bury my brother's and sister's who had not survived the night”.
In 1946, Marreco was demobilised and return to civvy street, he soon accepted an offer to attend the Nuremburg War Crimes Tribunal as part of the British delegation where he
spent a number of months. During October 1946 he was appointed Chief Assistant to Deputy Chairman, Government Sub-Committee (Control Commission) for Berlin and later in April 1947 was appointed Director of the same.
In October 1947 was appointed British member, Directorate of Internal Affairs and Communications; Chief Staff Officer to Political Adviser to Military Governor. During December 1948 he resigned from the Control Commission.
Legal Career
Having passed his first Bar Examination in 1938, he was called to the Bar (Inner Temple) in 1941 during his absence on war service. He continued his law studies and took his Bar Finals at Twatt on a remote island in the Orkneys, invigilated by a chief petty officer. He was later a pupil of the distinguished Irish lawyer Brian McKenna in Walter Monckton's chambers in the Temple located at 2, Paper Buildings, London. Marreco never returned to the Bar, and instead went on to become a human-rights advocate, helping co-found Amnesty International.
Publishing & Banking
In the 1950s he was a director of Weidenfeld & Nicolson, established 1949, a British publisher of fiction and reference books. He also worked as an investment banker for SG
Warburg & Co founded in 1946 by Siegmund Warburg (b.1902 d.1982) and Henry Grunfeld (b.1904 d.1999).
Olympic Games – Germany 1936
Anthony received an invitation from Otto Christian von Bismarck (b.1987 d.1976) who was counsellor at the German Embassy in London (1929 to 1937) to attend the 1936 Summer
Olympic games in Germany as part of an official party. On attendance with some others were, John Beverley Nichols (b.1898 d.1983) English author, playwright, journalist,
composer, and public speaker and Mangal Heppeelipol (New Zealander) there was a mix up with their seats and it looked like they would not get in, however a German SS officer
frantically beckoned them upstairs to some fine seats. Minutes later Adolf Hitler, Hermann Göring and Joseph Goebbels along with their respective wives arrived and took up their seats directly in front. The party was in the charge of Ernst Hanfstaengl (b.1887 d.1975), nicknamed "Putzi", who was a German-American businessman and became an
intimate friend and confidant of Adolf Hitler who enjoyed listening to "Putzi" play the piano. Hitler was the godfather of Hanfstaengl's son Egon (b.1921 d.2007).
Marreco witnessed the display of fury that Hitler showed when Jessie Owens (b.1913 d.1980) won the 100 meters (Owens won four gold medals, the long jump, 100 meters, 200 meters and 4 × 100m relay). Marreco also remarked how Helene Bertha Amalie “Leni” Riefenstahl (b.902 d.2003) who was a German film director, actress and Nazi sympathizer
jumped up with her camera and filmed Hitler from every conceivable angle every time he spoke. She was commissioned by the German Olympic Committee for $7 million to film the Games and directed the Nazi propaganda films “Triumph des Willens” (Triumph of the Will) and “Olympia” (video documentary of the games). Both movies are widely considered to be the most effective, and technically innovative, propaganda films ever made. Adolf Hitler was in close collaboration with Riefenstahl during the production of at least three important Nazi films during which they formed a friendly relationship. Some have suggested that Riefenstahl's visions were essential in the carrying out of the Holocaust?
Nuremberg War Crimes Tribunal (1945 to 1949)
Marreco takes up the story. "I had returned from the Navy and I was back in my London chambers when one day in March 1946 after coming out of the dining hall of the Inner
Temple, about three months into the trial, Hartley Shawcross (b.1902 d.2003), the Attorney-General, (he was a sailing acquaintance of my father), fell into step beside me and
he said, "Good to see you Marreco, how are getting on? I’m fine”, and then he asked, "Would you like to go to Nuremberg?" Marreco replied, “Give me 24 hours”, I went back to my chambers and discussed the proposition with my colleagues who advised me to go. He arrived in Germany, just as U.S. Chief of Counsel, Robert Houghwout Jason
(b.1892 d.1954) was cross-examining Hermann Göring (18 March 1946). Marreco was briefed by the head of the British team, Sir David Maxwell Fyfe (b.1900 d.1967), 1st Earl of
Kilmuir.
Members of the British Prosecuting Counsel at Nuremberg included: Chief Prosecutor: Attorney General Sir Hartley Shawcross, Deputy Chief Prosecutor: Rt. Hon. Sir David Maxwell Fyfe, Leading Council: Mr. Geoffrey ('Khaki') Dorling Roberts (b.1886 d.1967), Junior Council: Major J. Harcourt Barrington (b.1907 d.1973), Major Frederick Elwyn Jones
(b.1909 d.1989), Mr Edward George G Robey (b.1900 d.1983), Lieut Col. John Mervyn Griffith-Jones (b.1909 d.1979), Colonel Henry Josceline Phillimore (b.1910 d.1974), Mr. Airey
Middleton Sheffield Neave (b.1916 d.1979), Sir Clement Raphael Freud (b.1924 d.2009) & Peter John Ambrose Calvocoressi (b.1912 d.2010).
In all, six organisations, including the SS, the Gestapo and the high command of the German army were also accused. 199 defendants were tried, 161 were convicted and 37 were
sentenced to death, including 12 of those tried by the International Military Tribunal (IMT).
From March to Sept 1946 Marreco was Junior Counsel of the British Delegation, his first task was to join a subsidiary tribunal to sort out the witnesses, convened under Airey
Neave who was the first British officer to escape from Colditz Castle on 12 May 1942. The defence called more than 400 witnesses. Marreco was present when they made their
depositions and cross-examined them on behalf of the prosecution. He also describes how he helped draft the trials' forensic closing speech delivered by the head of the
British team, Sir Hartley Shawcross.
Marreco recalls, "In the six months I was in Nuremberg, I got to know each of the Nazi defendants, and with one notable exception, I never liked any of them. Particularly, Joachim von Ribbentrop, the former ambassador to Britain who sat ashen-faced and was the most unpalatable character. Wilhelm Frick (Reich Minister of the Interior) was a horrible little man, Walther Funk (Reich Minister for Economic Affairs) was another dirty little shit”. He loathed Rudolf Höss, the commandant of Auschwitz whom he vividly remembered being "brought into the courtroom clanking in chains" and who paced up and down, giving the impression of a madman. But with Hermann Göring, Hitler's number two, there was something about his attitude and the way he took charge of all the defendants that was, for me, totally compelling."Göring, who sangfroid throughout the judicial process and on one occasion when a particularly attractive military wren was standing next to the dock, Göring reached out and pinched her bottom. "She was so incensed and complained to the judge, but Göring knew he was going to die and he didn't care".
Britain’s legal team was tiny compared with the 300-plus American one, but Maxwell Fyfe told Marreco that the American's had got bogged down because the German defence counsel had surprisingly called more than 400 witnesses, many of them SS guards who had previously been at the extermination camps of Auschwitz and Belsen.
The International Military Tribunal (IMT) announces it's verdicts on November 1946. It imposed the death sentence on 12 defendants, Hermann Göring, Joachim von Ribbentrop,
Wilhelm Keitel, Ernst Kaltenbrunner, Alfred Rosenberg, Hans Frank, Wilhelm Frick, Julius Streicher, Fritz Sauckel, Alfred Jodl, Arthur Seyss-Inquart, and Martin Bormann.
3 are sentenced to life imprisonment, Rudolf Hess, Walther Funk and Erich Raeder. The only one of them to serve their entire life in prison was Rudolf Hess who died on 17 Aug 1987, he was found strangled to death in a cabin in the exercise yard at Spandau Prison, Berlin. Apparently, he choked himself to death with an electrical cord. Some suspected foul play.
4 receive prison terms ranging from 10 to 20 years, Karl Dönitz, Baldur von Schirach, Albert Speer, and Konstantin von Neurath. The court acquits 3 defendants: Hjalmar Schacht (Economics Minister), Franz von Papen (German politician who played an important role in Hitler's appointment as chancellor), and Hans Fritzsche (head of Press and Radio).
The death sentences were carried out on 16 October 1946, with two exceptions: Hermann Göring committed suicide shortly before his scheduled execution, and Martin Bormann,
who was sentensed but was absent during the trial. The other 10 defendants were hanged, their bodies cremated at Ostfriedhof, Munich, and their ashes deposited in the Iser
River.
Video - Nuremberg Executions 1946 - What Happened to the Bodies? (Mark Felton Productions)
www.youtube.com/watch?v=At7IA19fXHc&ab_channel=MarkFe...
Video - Joachim von Ribbentrop (Mark Felton Productions)
www.youtube.com/watch?v=m-q6pdTyE0Q&ab_channel=MarkFe...
Video - Hermann Göring's Mysterious Death (Mark Felton Productions)
www.youtube.com/watch?v=2IMhFW7539s&ab_channel=MarkFe...
Hermann Göring's Special Train - Exclusive New Footage (Mark Felton Productions)
www.youtube.com/watch?v=nMc3Kw9aNEs&ab_channel=MarkFe...
Video - Rudolf Hess: The Last Prisoner of Spandau (Mark Felton Productions)
www.youtube.com/watch?v=t9lM-aaCHJU&ab_channel=MarkFe...
Video - The hanging of Rudolf Höss at Auschwitz (Alan Heath)
www.youtube.com/watch?v=O3C4njP5J2o&ab_channel
Post in Germany
As Chief Staff Officer to the Political Adviser to the British Military Government of Germany, and as British Member of the Directorate of International Affairs and Communications, Allied Control Authority, Berlin, from 1946 to 1949, Marreco assisted in the creation of new democratic and legal institutions in Germany.
Political Career
Marreco contested Wells in Somerset as a Liberal candidate in the 23 February 1950 general election obtaining 9,771 votes however, he was unsuccessful being beaten by the
Conservative representative Dennis Boles (b.1885 d.1958) with 20,613 votes. Again, in Goole in the West Riding of Yorkshire in the 25 October 1951 general election he obtained 17,073 votes being beaten by the Labour representative George Jeger (b.1903 d.1971) with 26,088 votes.
Amnesty International
In 1960 Flora Solomon (b.1895 d.1984), his neighbour in Shepherd Street, told Marreco that her son, Peter Benenson (b.1921 d.2005) was founding an organisation which was
later to become Amnesty International. Marreco, who had twice stood as a Liberal candidate for Parliament, supported him vigorously.
In 1968 he became Honorary Treasurer and had set up an Amnesty International Development Inc. (AID Inc.) in 1970 in the United States, which was totally separate from Amnesty
International and which could send funds to families of Greek prisoners. This was strongly opposed by Amnesty International USA. Outspoken in all his opinions, Marreco
conducted several investigations for Amnesty, notably during the regime of the Greek Colonels, when he went to Athens to interview Stylianos Pattakos (b.1912 d.2016), one of the Junta leaders of 1967 to 1974, about allegations of torture and the curtailing of civil liberties.
In 1971, Marreco investigated allegations of torture by British troops in Northern Ireland and subsequently resigned. Amnesty, he said, "refused to go to Belfast and even see these people", he added that "it was also a bizarre circumstance" that Amnesty's chairman, Sean MacBride (b.1904 d.1988), was the leader of Clann na Poblachta (Irish
republican political party) from 1946 to 1965 and was a former Chief of Staff of the IRA from 1936 to 1939. He also implied that he had received treats from the IRA when living at Porthall, County Donegal.
Mayfair Residents Association
For 13 years he was chairman of the Residents Association of Mayfair (RAM), steering it through turbulent times when it was opposed by the Association of Residents of Mayfair (ARM). When the two merged in 2004 he was appointed Honorary Present of the Residents’ Society of Mayfair and St James’s. He resigned on 13 January 2004. He was also a member
of the Royal Institute of International Affairs and of the Garrick Theatre, the Royal Thames Yacht Club and the Beefsteak Club. He was also a Director of Aldbourne Craft Trust
from 4 August 2000 until he resigned on 4 June 2006.
Institute of International Criminal Law
In 1983 he proposed setting up an Institute of International Criminal Law, to be established in association with the Irish Universities. He offered Port Hall to the Irish government as a study centre, where "the hideous violations of human rights, which had disfigured the 20th century" could be researched. His ambition was to set up a television archive of the Nuremberg Trials to be used by lawyers and peace researchers from all over the world. The Institute never came to fruition, possibly because Marreco also remained energetically committed to sorting out the legal and domestic problems of the Mayfair intelligentsia.
In his last years Marreco retired to Greenhill Bank Cottage, Aldbourne, in Wiltshire, with his wife, Gina, who was a brilliant hostess and an unforgettable cook.
Relationships
Anthony Marreco was married four times, but to only three women and had numerous affairs with other women but he had no children.
Lady Ursula Isabel Manners (b.1916 d.2017)
Lady Ursula Isabel Manners was born 8th November 1916, being the elder daughter of five children of John Manners, (b.1886 d.1940) 9th Duke of Rutland, by his wife the former
Kathleen Tennant (b.1894 d.1989, aged 95). As a 20-year-old she acted as one of Queen Elizabeth's trainbearers in Westminster Abbey and received international media attention after a photograph of her from the coronation on 12 May 1937, standing alongside the British royal family on the balcony of Buckingham Palace which was circulated in the news.
The reports, focused on her beauty and distinctive widow's peak, leading to her being nicknamed "the cygnet" by Winston Churchill while she accompanied the king and queen on a 5-day royal tour to France in 1938.
On 25 July 1943, Lady Ursula married Anthony Marreco in the chapel at Belvoir Castle, Grantham, Leicestershire, a man she barely knew and who threatened to commit suicide if
she refused to do so. The swiftness in which a wedding was organised prompted the minister to place a chair for her to sit on at the altar as he assumed, she was pregnant, this, she admitted, had infuriated her. Marreco left her to serve in the British Armed Forces in Asia and lost communication with her until 1946. During this time she had entered into a brief relationship with Man Singh II (b.1912 d.1970), the Maharaja of Jaipur, whom she met through her friend Jawaharlal Nehru (b.1889 d.1964). Lady Ursula and Marreco divorced in 1948.
Lady Ursula resumed her maiden name, and married secondly on 22 Nov 1951, Robert Erland Nicolai d'Abo (b.1911 d.1970), the elder son of Gerard Louis d'Abo (b.1884 d.1962), by whom
she had two sons and a daughter. In 2014 she published her memoir titled “The Girl with the Widow's Peak: The Memoirs”.
Lady Ursula died on 2 November 2017, aged 100, she was one of the last surviving aristocrats to have participated at the Coronation of King George VI & Queen Elizabeth on 12 May 1937.
Louise de Vilmorin (b.1902 d.1969)
Marreco also became involved with Louise de Vilmorin through the late 1940s until 1951 who was a French novelist, poet and journalist. Born in the family château at Verrières-le-Buisson, Essonne, a suburb southwest of Paris, she was heir to the fortune of the great French seed company, that of 'Vilmorin'. (The 4th largest seed company in the world).
Louise was the younger daughter of Philippe de Vilmorin (b.1872 d.1917) by his wife Berthe Marie Mélanie de Gaufridy de Dortan (b.1876 d.1937)
From a child, she was afflicted with a slight limp, the result of Tuberculosis of the hip, however she compensated for her frailty with a flamboyant personality. She was a spellbinding talker who craved the limelight that she once flung a butterball to the ceiling when another guest at a dinner party wouldn’t allow her to tell a story.
De Vilmorin was never wholly sure of Marreco's devotion, as in Venice, in July 1950 her doubts were realised when Marreco went in successful pursuit of the somewhat unstable
Queen Alexandra of Yugoslavia (b.1921 d.1993), who had fellen madly in love with him and who then took an overdose of sleeping pills and slipped into a coma, but recovered
after two days, allegedly after de Vilmorin removed him to Sélestat in France at the end of the holiday.
De Vilmorin's diaries are peppered with references to him. She was much taken by his style of dress, on one occasion a shirt with narrow blue and white stripes, a black silk tie with white spots, a black jacket and waistcoat, spongebag trousers, and black leather ankle boots. When he went out, he perched his bowler hat at a rakish angle, and carried a furled umbrella. Above all, she was impressed by Marreco's adonis-like looks, impressed that he could return from a fashionable ball at six in the morning, neither drunk nor tired, but invigorated with life, talking of beautiful women, fortune, society and success. "Beauty likes to shine, to dazzle," wrote de Vilmorin, "and above all to be recognised!" She was deeply saddened when he left her in New Year in 1951, conscious that she was 13 years his senior and that his career might place demands on him that would take him away from her. These concerns were replicated as Marreco at this time had political aspirations.
Again, De Vilmorin's fears were realised while she was staying with Paul-Louis Weiller (b.1893 d.1993), at his villa, La Reine Jeanne, with Marreco in tow. She awoke one morning and found him gone. He had set off to Brazil in pursuit of Lali Horstmann, whose book had recently been published to great acclaim.
Vilmorin's first husband was an American real-estate heir, Henry Leigh Hunt (b.1886 d.1972), the only son of Leigh S. J. Hunt (b.1855 d.1933), a businessman who once owned
much of Las Vegas, Nevada and his wife, Jessie Nobel (b.c.1862 d.1960). They married in c.1925, moved to Las Vegas, and divorced in the 1930s. They had three daughters,
Jessie, Alexandra, and Helena.
Her second husband was Count Paul Pálffy ab Erdöd (b.1890 d.1968), a much-married Austrian-born Hungarian playboy, who had been second husband to the Hungarian countess better known as Etti Plesch (b.1914 d.2003), owner of two Epsom Derby winners. Palffy married Louise as his 5th wife in 1938, but the couple soon divorced.
Vilmorin was the mistress of another of Etti Plesch's husbands, Count [Maria Thomas] Paul Esterházy de Galántha (b.1901 d.1964), who left his wife in 1942 for Vilmorin. They
never married. For a number of years, she was the mistress of Duff Cooper (b.1890 d.1954), British ambassador to France.
Louise spent the last years of her life as the companion of the French Cultural Affairs Minister and author André Malraux (b.1901 d.1976), calling herself "Marilyn Malraux". She died on 26 Dec 1969 aged 67 and is buried in Verrières-le-Buisson (Essonne) cemetery also the initial resting place of André Malraux.
Léonie (Lally or Lali) Horstmann (b.1898 d.1954)
While serving in Germany, Marreco, then aged 36, became the lover of Lali Horstmann, who came from a distinguished German banking family, the von Schwabachs, her father was
the banker and historian Paul von Schwabach (b.1867 d.1938) and her mother Eleonor (Elli) Schröder (b.1869 d1942). Lali was the widow of Alfred (Freddy) Horstmann (b.1979 d.1947) who was a retired diplomat, art collector and later the head of the English department at the German Foreign Office. Freddy resigned his diplomatic duties in 1933, the year Hitler came to power, rather than work for the Nazis.
As Germany collapsed in the face of the allied invasion, the Horstmann’s decided, against the trend of fleeing from the Russian advance, by staying at their Kerzendorf estate,
East of Berlin, an elegant eighteenth-century house which contained numberous antiquities, had a small park, avenues, statues and a garden. The house was destroyed one night
by allied bombers and the Horstmann's moved into the agent's little house in the park.
At first, the Horstmann's were able to anaesthetise themselves from the worst excesses through their wealth and possessions, but soon the valuable objets sought by Russian
soldiers ran out as they lived in constant fear of rape and pilliage. One day in March 1946, Freddy was taken away by the Russian Secret Police for questioning about his
diplomat duties, stating, "It is now Saturday, six o'clock, you will probably be back tomorrow at the same time, Tuesday at the latest."
Almost, two and a half years later, August 1948 at Berlin station, Lali was told that Freddy had died of starvation in a Russian concentration camp, (No.7 Sachsenhausen,
Oranienburg, Germany, which was only a few miles from their home) a year after his arrest and that he was buried at the edge of the camp with many of his companions. Others
had survived, a few had been released for no apparent reason, many of them were still, and are now, in captivity. My husband, like all the others, had never been questioned
or tried. He had never been given any opportunity to defend himself.
Lali later wrote a moving account of her search for him, 'Nothing for Tears' (1953), which has been described as "one of the most remarkable personal documents to come out of
Germany at the end of 2nd World War". Marreco's relationship ended in Berlin, but they remained friends, both in Berlin and later when Lali moved to London.
They met again in 1954 in Brazil only when Lali made her first trip to Brazil to meet friends who had settled in Paraná in the south of the country. Lali asked Anthony to drive her from Rio to Paraná. They stopped overnight in São Paulo, where Lali was found the following morning, unconscious in her hotel room, having suffered a massive heart attack. She was rushed to hospital where she died the next day, aged 56. Lali Horstmann was buried in São Paulo. Marreco inherited part of her substantial fortune, derived from her ownership of real estate in Berlin and her late husband's family publishing buisness, the newspaper the 'Frankfurter General-Anzeiger', which was published in Frankfurt from 1876 to 1943 under various names. As a result of this Marreco bought Port Hall in Lifford, Co Donegal in 1956 where he lived and farmed until 1983 when he sold the house as his money was running out.
Loelia, Duchess of Westminster (b.1902 d.1993)
Marrero was subsequently the lover of Lady Loelia Mary Lindsay of Dowhill, Duchess of Westminster who was a British peeress, needlewoman and magazine editor. Loelia was the
only daughter of the courtier Sir Frederick Ponsonby (b.1867 d.1935), later 1st Baron Sysonby, and Lady Victoria Lily (Kennard) Sysonby (b.1874 d.1955), the well-known cook
book author. Loelia spent her early years at St James's Palace in London, Park House at Sandringham and Birkhall in Aberdeenshire, Scotland. As one of the "Bright Young
People", she met the twice divorced Hugh Grosvenor (b.1879 d.1953), 2nd Duke of Westminster. They were married on 20 February 1930 in a blaze of publicity, with Winston Churchill as the best man, but were unable to have children. Her marriage to the enormously wealthy peer failed and was dissolved in 1947 after years of separation.
Loelia's private diaries were likewise filled with anxious questions as to Marrero's love and loyalty. She encouraged Marrero to invest in Weidenfeld & Nicolson, and for some
years in the 1950s he was a financial supporter of George Weidenfeld (b.1919 d.2016).
Lindsay's 2nd marriage, to the divorced explorer Sir Martin Lindsay (b.1905 d.1981), 1st Baronet. The couple were married on 1st August 1969. Sir Martin, a devoted husband, died in 1981, and Lady Lindsay chose to spend her last years in nursing homes. Her memoirs, written in 1961 and titled 'Grace and Favour: The Memoirs of Loelia, Duchess of Westminster', a significant record of aristocratic life between the First and Second World Wars.
Regina de Souza Coelho (b.1927 - ?)
In 1954 Marreco went to Brazil for S G Warburg and while in Brazil he met Regina (Gina) de Souza Coelho, only daughter of Dr. Roberto and Roberto de Souza Coelho of Rio de
Janeiro. Marreco, consummated his second marriage with Gina on 19th November 1955, but the marriage was dissolved in 1961.
Anthony and Gina resumed their relationship in 1990, buying a cottage in Aldbourne, Wiltshire in 1997 and re-marrying in 2004. Very little is known about Regina.
Anne Wignall (née Acland-Troyte) b.1912 d.1982
Daughter of Major Herbert Acland-Troyte (b.1882 d.1943) and Marjorie Florence Pym (b.1891 d.1977). Anne was born in Kensington, London and had previously been married to the
5th Lord Ebury, Rennie Hoare (b.1901, d.1981), and also Lt-Col Frederick Wignall (b.1906 d.1956)
Anne first married, Robert Egerton Grosvenor (b.1914 d.1957), 5th Baron Ebury, son of Francis Egerton Grosvenor (b.1883 d.1932), 4th Baron Ebury and Mary Adela Glasson
(b.1883 d.1960), on 1 July 1933. She and Robert were divorced in 1941. Anne & Robert had two sons:
1. Francis Egerton Grosvenor, 8th Earl of Wilton (b.8th Feb 1934)
2. Hon. Robert Victor Grosvenor (b.1936 d.1993)
A keen racing driver, Lord Ebury died in an accident at Prescott, Gloucestershire on 5 May 1957, aged 43, while driving a Jaguar C-type - XKC 046 (Registration MVC630). He
was cremated at Oxford Crematorium, where there is a plaque to him and his 3rd wife Sheila, who died in 2010.
Anne's 2nd marriage on 23 December 1941 was to, Henry Peregrine Rennie Hoare (b.1901 d.1981) son of Henry Hoare (b.1866 d.1956) and Lady Geraldine Mariana Hervey
(b.1869 d.1955). Anne and Henry were divorced in 1947.
Anne's 3rd marriage on 13 November 1947 was to Lt.Col. Frederick Edwin Barton Wignall (b.1906 d.1956). He gained the rank of Lieutenant-Colonel in The Life Guards and died
9 November 1956 and was buried in the churchyard of St Michael and All Angels, Poulton, Gloucestershire.
Anne's 4th marriage on 25 September 1961 was to Anthony Freire Marreco (his 3rd marriage) and as Anne Marreco she was the biographer of “Constance Markievicz - The Rebel
Countess” (1967). She changed her name back to Wignall by deed poll in 1969 and died on 23 June 1982 in Tiverton, Devon and was buried in the churchyard at All Saints Church,
Huntsham, close to her father's ancestral seat, Huntsham Court.
Port Hall House
At Port Hall Marreco bred a fine herd of Charolais cattle and was immediately accepted by that flamboyant section of Irish society known as "The Donegal Group". Anthony was a
convivial host, a considerable raconteur, his hospitality was legendary being a generous host at Port Hall, with it's spacious library and hand-painted wallpaper and at his summer house parties in Greece and in his book-lined flat in Shepherd Market in Mayfair in London.
His many guests ranged from Henry MacIlhenny (b.1910 d.1986), millionaire owner of Glenveagh Castle, Co. Donegal to historian R.B McDowell (b.1913 d.2011), who for 13 years
(1956 to 1969) was dean of discipline at Trinity College, Dublin and once castigated future President Mary Robinson.
Port Hall house was owned by Anthony Marreco from 1956 until 1983. He had a strong interest in building conservation and carefully repaired and conserved Port Hall during the
1960s. This important building is one of the most significant elements of the built heritage of Donegal, and forms the centrepiece of a group of related structures along with
the warehouses to the rear, the walled garden to the south, and the other surviving elements of the site.
Port Hall House was built in 1746 on the banks of the River Foyle, for Judge John Vaughan (b.1603 d.1674) also of Buncrana Castle, who served as a Grand Juror for County
Donegal which was based at Lifford a short distance to the south-south-west of Port Hall. The house design is attributed to Michael Priestley (d.23 September 1777), an architect who was also responsible for the designs of the county court house and gaol (Old Courthouse) in Lifford’s Diamond (were John Half-Hung MacNaghten was held), Strabane Canal, Prehen House on the outskirts of Derry City and possibly First Presbyterian Church in Magazine Street, Derry City.
Marreco strenuously opposed salmon poaching, then running at a value of £1 million of fish a year. He became chairman of the Foyle Fisheries Commission (now known as the ‘Loughs Agency’) and immersed himself in every aspect of Ireland's cultural and political life. In the last year of his life, he had wished to make his own documentary, The Rule of Law, tracing the development of international law from the time of Grotius, the 17th century philosopher, to the present day.
Anthony Freire Marreco died on 4th June 2006 aged 90 years and was buried in the graveyard of St. Michael's Church, Aldbourne, Wiltshire, England. Donations were requested for
the RSPCA.
A video interview with Anthony Marreco recalling moments from his life at aged 82 is available on YouTube via link.
New items that I am working on, basically like my printed civil war great coats but just plain fabric.
Colors so far are black, dark blue, light blay, dark blay, tan, dark tan and sand blue. Of course being fabric the colors are not a complete match but look good.
I'll have bricklink photo's up in the next couple of days and have them listed.
For my printed fabric wraps, I had to come up with a new process for treating and printing, I pretty much have it worked out and will be restocking and listing new items.
Por favor, no use esta imagen en sitios web, blogs u otros medios, sin mi explicito permiso © Todos los derechos estan reservados.
Basic black.....not only should a girl have a basic black dress in their wardrobe, but a basic black bikini is a lovely item to have, too.
Date Taken: June 18, 2014
Basic Details:
Operator: PANGASINAN FIVE STAR BUS COMPANY, INC.
Fleet Number: 826
Classification: Air-Conditioned Provincial Operation Bus
Seating Configuration: 2x2 Seats
Seating Capacity: 53 Passengers
Body:
Coachbuilder: Five Star Bus Body
Body Model: Five Star Bus Body Santa Rosa Exfoh (replica)
Air-Conditioning Unit: Dependent Overhead Unit
Chassis:
Chassis Manufacturer: MAN Nutzfahrzeuge AG
Chassis Model: MAN A55 18.310 HOCL
Layout: Rear-Longitudinally-Mounted Engine Rear-Wheel Drive (4x2 RR layout)
Suspension: Air-Suspension
Engine:
Engine Manufacturer: MAN Nutzfahrzeuge AG
Engine Model: MAN D2866LOH27
Cylinder Displacement: 730.107 cu. inches (11,967 cc / 12.0 Liters)
Cylinder Configuration: Straight-6
Engine Aspiration: Turbocharged and Intercooled
Max. Power Output: 306 bhp (310 PS - metric hp / 228 kW) @ 1,900 rpm
Peak Torque Output: 1,012 ft.lbs (1,372 N.m / 140 kg.m) @ 900 - 1,400 rpm
Transmission:
Type: Automatic Transmission
Gears: 6-Speed Forward, 1-Speed Reverse
* Some parts of the specifications may be subjected for verification and may be changed without prior notice...
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