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Ritchey Comapact mountain crankset set up as a wide range road comapct, 50/30 chainrings. The rear is an IRD 6sp. works great, and only drop to the 30 on long steep climbs.
The only hitch has been the deraileur set up, very tight clearances, and need to switch to something with a flatter cage to stop the occasional rubbing. Other than that it is a dream.
this model came out August 1963 the original model was made up until 1966 by popular demand of its originality this example i have ..yes you guest it is from september 1966 the last of the originol edition the desighn was never used again after 1966 its exacly the same as the 1963 machine IT SAYS THE DATE OF MANUFACTURE INSIDE OF THE BATTERY COMPARTMENT the last edition of the original model from August 1963 it would have cost about £175-£200 in todays money the original has a unique desighn a white base and no peep hole window in the cassette door to view the tape and no AC adapter battery only you was maybe wondering why they always use to sell that table top compact cassette at Argos maybe a Sony its becouse that is how the original machine looked all them years ago in 1963 and it comes with microphone and leather case WICH THE LEATHER IS IMACULATE NOT EVEN A AGEING CRACK BETTER PUT SOME DUBBING ON IT HO HO the 2 hour cassettes came out in 1967 along with the mini compact cassette recorder used for dictation machines pictured with the large player wich also dates back to 1967 THIS MACHINE USES A CLASSIC ONE BUTTON DOES IT ALL APART FROM A SEPERATE RECORDER BUTTON fast farward,stiop and rewind and play is done with just that little white button the Sony Walkmans came out in 1968 they are named the walkman becouse they was took on the Apollo mission and becouse of man walking on the moon they was called walkmans they are pricey! £500 in todays money its a super little silver machine look out for them they are called the Sony TC-50 with super scope written on the side it is more mythology that stack systems came out in the 60s the closest you are going to get to a stack is a 8 track better known as the stereo YES THAT WAS 8 TRACK THE STEREO compact cassettes not a stereo untill maybe the mid 1970s 8 track is a stack system becouse of its desighn wich is a front loading machine compact cassette is a top loader and resembles nothing like the stack systems of later years you could maybe assemble a home made seperates system with a record deck and a seperate amp and speekers but it would more resemble a music centre hense to popular fad lasting into the early 80s of the top loader audio desighn- Yes you can get a stack hi fi seperates in the 60s easy but it will only be 8 track machine domesticaly 8 track was discontinued in 1988 the last title released on 8 track was Fleetwood Mac LP BUT radio stations continued to use 8 track machinery into the 1990s there was two versions of 8 track recording devices a reel too reel and catridge but are not linked like Betamax Beta is still on sale today its used by the BBC and ITV camcorders and video recorders Betamax tured 36 years old in April 2011 it first went on sale April 16th 1975 Check it out i have it listed in a photo entitled the worlds most expensive camcorder the Betacam DVW-970 HAY! lets take them all back to Argos anyway and ask for a refund else we play hell YUMMY SMELL THEM CHIPS SPENT ALL MY MONEY ON IT AND LEFT MYSELF WITH NOTHING TO EAT good old Argos understand that the custormer is always right god bless you lovely and a coke please PS if you are looking for one they are rare to find but you will find one it can take up to four weeks to find one
Captured at masaimara , Kenya when I had an upgraded version of 'aim and shoot' camera and knew nothing about photography!! One of the big five animals and my favorite.
Name
Nissan named the Qashqai after the Qashqai (pronounced [qaʃqaːʔiː]) Turkic people living in mountainous Southwestern Iran.
Nissan considered releasing the Chinese version as the CCUV (Compact Crossover Utility Vehicle). In Australia the Qashqai carries the name Dualis from the Japanese domestic market version because Nissan worried Qashqai could be pronounced "cash cow". The press has often used that pun to describe the sales success of the model.
Production and sales
The Nissan Qashqai Concept at the 2004 Geneva Motor Show.
The Qashqai has been built at Nissan's Nissan Motor Manufacturing UK (NMUK) Sunderland, Tyne and Wear plant since December 2006.
It is the first model to be styled by Nissan Design Europe in London, with engineering development led by Nissan Technical Centre Europe (NTCE) in Cranfield, Bedfordshire. First unveiled as a concept vehicle at the 2004 Geneva Motor Show, it was globally presented at the 2006 Paris Motor Show.
By the end of 2007, Nissan had sold approximately 100,000 Nissan Qashqais in Europe, including 17,554 in UK, 15,376 in Russia, and 10,746 in Italy. Since its facelift in 2010, the Qashqai has sold over 200,000 annual units in Europe (excluding Russia) every year, and the first generation Qashqai has sold more than 1.24 million units in Europe during its 7.5 year production run.
The Qashqai is exported to the Middle East and additional overseas markets.
In order to increase production capacity in Nissan's UK plant in Sunderland, some models of the 2014 Qashqai will be produced in Nissan's Russian plant in Saint Petersburg.
Features:
Built on an all-new platform, the Qashqai went on sale in February 2007, and Nissan targeted more than 100,000 sales per year. Nissan said the car would cater to those buyers who want a more dynamic design, but are not attracted to the large, aggressive nature of a sport utility vehicle. The car slots below the X-Trail in the Nissan range and partially replaces the conventional Primera, even though it took the production place of the smaller Almera. In terms of size, its 4,310 millimetres (169.7 in) length and 1,610 millimetres (63.4 in) height make it fall between compact MPVs, such as the SEAT Altea and Peugeot 5008; and compact SUVs like the Hyundai Tucson, Kia Sportage and Mitsubishi Outlander.
The top half of Qashqai has a sleek, dynamic form with a distinctive shoulder line which rises at the rear — a design cue similar to that of the Nissan Murano. The lower portion resembles an SUV due to large, pronounced wheel arches and a slightly elevated ground clearance. The Qashqai uses the same platform as the X-Trail (the vehicle upon which the Qashqai is based). Nissan regards the Qashqai as a rival to such cars as the Toyota RAV4 and the Honda CR-V and in 2007 it received a five star Euro NCAP safety rating — the best ever adult occupant score.
[Text from Wikipedia]
en.wikipedia.org/wiki/Nissan_Qashqai
Why is it here in LUGNuts' 8th Birthday Challenge?
If I had made the car in black, I could have built it to LUGNuts' 82nd Challenge, - "LUGNuts in Real Life", - my sister-in-law Emma drives one. Also, my friend Ineka has a red one, just like this one - bought on a whim, even though she had spent a couple of months discussing what I would recommend to buy (not this - maybe something cooler like a DS5).
In the end, the vehicle has been built to LUGNuts' 35th build challenge, - "Big in Japan", - mainly to reflect the success that Nissan has had with the Dualis / Qashqai in markets outside of Japan, notably Europe. The Qashqai featuring prominently toward the top of sales charts in a number of European markets.
This Lego miniland scale Nissan Dualis / Qashqai (J10 2007 - 2013) has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 35th Build Challenge, - "Big in Japan" - a challenge to build a vehicle designed or built in Japan, or by a Japanese car company.
Any hallway in a train is usually quite narrow and small to begin with, but the corridor in Moonlight Dome added the height constraints imposed by the dome above, resulting in quite a tight space.
'HARLEY DAVIDSON WORLD CHESTERFIELD' - TAKEN ON A PANASONIC LUMIX DMC-FX12 COMPACT CCD SENSOR CAMERA. - AUGUST 2024
Probably one of my favourite shots from the foray to Nunney. Again the N-grads came into play. Best NOT viewed large. The distortion caused buy the 10-20mm lens spoiled the foreground a little with soft focus, but the overall composition and colour combine in a shot that I have been longing to take for a long while. Without the wide angle lens this one would be almost impossible as the castle is tightly contained and the unexpected but glorious sunshine was really well timed.
An excellent property just ripe for conversion into a fancy modern home one feels – if it weren’t for the whacking great Cromwellian cavity in the other side of the building!
Ломо Компакт-А (Lomo LC-A) by Lomo - compact soviet camera.
Minitar-1 (2.8/32)
Kodak Gold 200
Tetenal Colortec C41 - 30 °C about
Epson V600
This tiny compact was a gift for my wedding from a dear friend, it's engraved and precious to me, so glad I have it captured in photo.
Dawson City on Christmas Day 1976 (with texture) - 35mm Compact Film - Photographer Russell McNeil PhD (Physics) lives in Nanaimo, British Columbia where he works also as a writer and a personal trainer.
The only Jaguar XJ220 in the world that lived up to its name, being fitted with a stunning V12 engine and making it the world's fastest production car. However, costs, setbacks, a recession or two and a myriad of other problems resulted in the dream becoming a nightmare, and the match of styling and power made in heaven being turned quickly into a BDSM session in hell!
The proposal for the Jaguar XJ220 seemed to come right out of nowhere. In 1986 the company was sold to Ford after ownership under British Leyland, and was producing a selection of strange luxury motors including the XJS and the XJ, which, although were very good and highly luxury machines, weren't exactly setting the world on fire.
But racing had been put forward to the company before, and racing team owner Tom Walkinshaw encouraged Jaguar to put one of their XJS's into the 1981 European Touring Car Championship, in which they succeeded in winning the competition in 1984. Jaguar had started to provide factory support to racing team Group 44 Racing, who were using the Jaguar-engined XJR-5 in the IMSA GT Championship, supplying V12 engines from 1983 onwards and supporting a Le Mans entry in 1984. Tom Walkinshaw and Jaguar agreed to entering the FIA Group C World Sportscar Championship and developed the XJR-6, which was powered by the Jaguar V12 engine; the car was launched during the 1985 season.
TWR took over the IMSA GT Championship operation in 1988 and one model – Jaguar XJR-9 – was launched to compete in both series. The XJR-9, which retained the Jaguar V12 engine, went on to win the 1988 24 Hours of Le Mans and World Sportscar Championship in the same year. The poor fuel consumption of the Jaguar V12 combined with new rules restricting refuelling during races forced the replacement of the V12 engine in the XJR-9s successors, the XJR-10 and XJR-11. The normally-aspirated Austin Rover V64V engine, designed for the MG Metro 6R4 had recently been made redundant thanks to the Group B rally ban in 1987, and the design rights were for sale. The compact, lightweight and fuel efficient nature of the small-displacement, turbocharged engine was investigated by TWR, who considered it an ideal basis for a new engine to power the XJR-10 and purchased the design rights from Austin Rover Group.
Jaguar and their Director of Engineering, Jim Randle, felt these racing cars were too far removed from the product available to the general public, especially with the rule changes that mandated the replacement of the Jaguar V12 engine in the forthcoming XJR-10 and XJR-11 racing cars. Therefore a project was initiated to design and build a car capable of winning Le Mans "in house", just as the Jaguar C-Type and D-Type had done. The groundwork for the project was undertaken by Randle over Christmas 1987, when he produced a 1:4 scale cardboard model of a potential Group B racing car.
The cardboard model was taken into the Jaguar styling studio and two mock-ups were produced. One was said to be reminiscent of the Porsche 956, the other took elements of the then current Jaguar XJ41 project and Malcolm Sayer's work on the stillborn Jaguar XJ13 racing car.
The project still had no official support, leaving Randle no option but to put together a team of volunteers to work evenings and weekends in their own time. The team came to be known as "The Saturday Club", and consisted of twelve volunteers. To justify the resources consumed by the project, the XJ220 needed to provide meaningful data to the engineers on handling, aerodynamics, particularly at high speeds, and aluminium structures. These requirements, together with FIA racing regulations and various government regulations governing car design and safety influenced the overall design and engineering direction of the car.
The FIA Group B regulations steered the concept towards a mid-engine, four-wheel drive layout, with a Jaguar V12 engine as the power source. The concept car was designed and built at very little cost to Jaguar, as Randle called in favours from component suppliers and engineering companies he and Jaguar had worked with in the past. In return he offered public recognition for their assistance and dangled the possibility of future contracts from Jaguar.
The name XJ220 was chosen as a continuation of the naming of the Jaguar XK120, which referred to the top speed of the model in miles per hour. The concept car had a targeted top speed of 220 mph so became the XJ220. The XK120, like the XJ220, was an aluminium-bodied sports car, and when launched was the fastest production car in the world.
Jaguar and engine designer Walter Hassan had previously created a 48-valve variant of their V12 engine specifically for motorsport use. It featured a double overhead camshaft layout with four valves per cylinder, compared with the single overhead camshaft and two valves per cylinder of the production engine, which was used in the Jaguar XJ and Jaguar XJS models at the time.
TWR and Cosworth had manufactured a number of these racing V12 engines during the 1980s and they had been raced competitively, with a 7-litre version of this engine featuring in the Le Mans winning Silk Cut Jaguar XJR-9. Five of these engines still existed, all of which were fitted with dry sump lubrication. These engines were chosen and considered to be especially useful as the dry sump would lower the vehicle's centre of gravity. The displacement of the V12 was set at 6.2L for the XJ220.
Jaguar had little experience with four-wheel drive systems at the time, having previously only produced rear-wheel drive cars. Randle approached Tony Rolt's company, FF Developments to design the transmission and four-wheel drive system for the XJ220, with Rolt's son Stuart running the project. Tony Rolt was the Technical Director of Ferguson Research, where he was heavily involved in the design of the four-wheel drive system used in the Jensen FF, the first sports car to be fitted with such a transmission. Tony Rolt also had a long involvement with Jaguar, winning the 1953 24 Hours of Le Mans with the factory works team driving the Jaguar C-Type.
The mid-engine complicated the design of the four-wheel drive system, and an innovative solution was needed to get drive from the rear of the engine to the front wheels. The chosen design took the front-wheel drive from the central differential on the rear transaxle and sent it through the V in the centre of the engine using a quill drive, before joining an inverted differential. The clutch was a twin-plate unit designed by AP Racing.
The design brief for the exterior restricted the use of aerodynamic aids, and aimed for a stylish yet functional body similar to the Jaguar D-Type. Drag and lift were limited at the envisioned ground clearance for road use, but the design allowed for additional downforce when the car was set up for racing; the body produced around 3,000 lb of downforce at 200 mph. The design was also intended to have a variable rear wing that folded into the bodywork at lower speeds. Aerodynamic work was undertaken at the Motor Industry Research Association wind tunnel using a 1:4 scale model, as the project was unable to budget for a full-scale mock-up.
The bodywork for the concept car displayed in 1988 was hand built from aluminium by Park Sheet Metal, a specialist automotive engineering company that manufactures concept cars and low-volume, niche models for various manufacturers, including Bentley. QCR Coatings undertook final painting of the bodyshell in silver. The concept also featured electrically operated scissor doors and a transparent engine cover to show off the V12 engine.
The concept car had a Connolly Leather-trimmed interior produced by Callow & Maddox, and was fitted with front and rear heated windscreens, electric windows, air conditioning, heated electrically adjustable seats with an Alpine Electronics CD player. The dashboard was supplied by Veglia.
The concept car was completed in the early hours of 18 October 1988, the day it was due to be unveiled at the British International Motor Show, being held at the National Exhibition Centre, Birmingham.
Jaguar's marketing department had allocated space on their stand at the motor show for the XJ220, but had not seen the vehicle until its arrival. Jaguar chairman John Egan and Roger Putnam, who was in charge of Jaguar's racing activities, were shown the vehicle the week before the motor show and signed off on the concept, allowing its unveiling. The car received an overwhelmingly positive reception by public and press, and a number of wealthy Jaguar enthusiasts handed over blank cheques to secure a purchase option should the XJ220 concept go into production. Ferrari displayed their F40 model at the same event; an estimated 90,000 additional visitors came to see the Jaguar and Ferrari cars.
The XJ220 was not initially intended to be a production car, but, following the reception of the concept and financial interest from serious buyers, a feasibility study was carried out by teams from TWR and Jaguar. Its conclusion was that such a car would be technically feasible, and that it would be financially viable. The announcement of a limited production run of 220 to 350 cars came on 20 December 1989. The list price on 1 January 1990 was £290,000 exclusive of value added tax, options and delivery charges, but by 1992 that had increased considerably owing to indexation of contracts. The offer was four times oversubscribed, and deposits of £50,000 exclusive of Value Added Tax (VAT) were taken from around 1400 customers; first deliveries were planned for mid-1992.
What Jaguar didn't reckon on was that the 1990's were going to get off to a very bad start, with a good old fashioned recession to usher in the new decade. This, combined with the various downgrades that would have to follow to make the car road legal, would result in the Jaguar XJ220 giving the company and the customers headaches in more ways than one.
In 1991, the company constructed a new £4 million factory at Wykham Mill, Bloxham, for the single purpose of building the XJ220, the plant being opened by the late Princess Diana. But, in order to comply with a variety of road legislation, engineering requirements resulted in significant changes to the specification of the XJ220, most notably replacement of the Jaguar V12 engine by a turbocharged V6 engine.This downgraded engine made that desirable rocket car more run-of-the-mill, and many pulled back their deposits.
At the same time the economy collapsed and when the first production cars left the factory in 1992, many of the original potential buyers who had put down their hefty deposits found that they couldn't afford it, and wanted their money back. Many of them cited the fact that the four wheel drive, V12 had been downgraded to a two wheel drive, V6, and thus they weren't getting what they paid for. The result was that Jaguar went so far as to take their customers to court, and forced them to buy a car they no longer wanted, the problem being exacerbated by the fact that in 1993, the McLaren F1 took the title of world's fastest production car, was available with the V12 and all things it promised, and was much smaller and more manageable than the bulky XJ220.
A total of just 275 cars were produced by the time production ended, 22 of their LHD models never being sold, each with a retail price of £470,000 in 1992, probably one of the biggest automotive flops in motoring history, right up there with the DeLorean and the Edsel. But this would later be advantageous for many, as this pedigree 'worlds-fastest-car' machine would go in later years for a much lower price. £150,000 mind you, but it's a lot better buying the one's that weren't sold at this reduced price, than at the initial asking price back in 1992. Therefore buyers were able to procure themselves a first-hand XJ220, for half the price, a representative saving of nearly £250,000.
Today the XJ220's are rare beasts indeed, rarely coming out to play due largely to their expensive upkeep, heavy fuel consumption and sheer size. But keep your eyes open in some of the more affluent neighbourhoods, be they Dubai, Beverley Hills, or the South of France, and chances are you'll be able to find one.
ALMA antenas packed all close to each othe in the Compact Array configuration after a snowfall during December 2019
Taking the lily pictures reminded me of a few took a little while ago using the LX2.
I like lots of the flower work that Mirthe Duindam does:
www.flickr.com/photos/mirthe-1/
These mimic that work a little.
1978 CLAAS Compact 25 combine harvester.
Cheffins vintage and classic auction, Sutton -
"1978 CLAAS Compact 25 8ft cut COMBINE HARVESTER Reg. No. ADX 974S Serial No. 73002886 Fitted with Mercedes engine and is reported to run and drive."
Sold for £1800.
So, armed with a compact camera, an empty memory card, a new set of batteries and a window seat on the Airbus A320, here is my day yesterday, fro the wait at the check-in desk to the gate, to the view out of the window of Sweden and then the Home Counties and then a trip on what, mile for mile, must be the most expensive railway line in Britain, The Heathrow Express: £34 for two 15 minute trips.
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Windsor /ˈwɪnzər/ is a town and unparished area in the Royal Borough of Windsor and Maidenhead in Berkshire, England. It is widely known as the site of Windsor Castle, one of the official residences of the British Royal Family.
The town is situated 21 miles (34 km) west of Charing Cross, London. It is immediately south of the River Thames, which forms its boundary with Eton. The village of Old Windsor, just over 2 miles (3 km) to the south, predates what is now called Windsor by around 300 years; in the past Windsor was formally referred to as New Windsor to distinguish the two.
The early history of the site is unknown, although the site may have been settled many years before the medieval castle was built as there is ample evidence of Anglo Saxon settlement in the area.[2]
Windsor is first mentioned in the Anglo-Saxon Chronicle. The name originates from old English Windles-ore, or 'winch by the riverside',[3][4] a royal settlement, now called Old Windsor, located about 3 miles (5 km) from the modern town. Windsor Castle was originally built by William the Conqueror in the decade after the Norman conquest of 1066,[5] a timber motte and bailey structure in the manor of Clewer. It was noted in the Domesday Book as 'Windsor Castle'. Some time after 1086, probably in the reign of King Henry I, the royal household moved upstream to the recently built castle. By 1110, important crown wearings (Great Council of state) were noted as taking place at the castle and King Henry married his second wife there in 1121, after the 'White Ship' disaster. The settlement at Old Windsor largely transferred to this 'New' Windsor during the 12th century, although substantial planning and setting out of the new town (including the parish church, marketplace, bridge and leper hospital) did not take place until c. 1170, following the civil war of Stephen's reign. At about the same time, the present upper ward of the castle was rebuilt in stone. Windsor Bridge is the earliest bridge on the Thames between Staines and Reading, having been built when bridge building was not common. It played an important part in the national road system, linking London with Reading and Winchester, but also, by diverting traffic into the new town, underpinned its success.
The town of New Windsor, as an ancient demesne of the Crown, was a privileged settlement from the start, apparently having the rights of a 'free borough' for which other towns had to pay substantial fees to the king. It had a merchant guild (known by the 14th century as the Fraternity or brotherhood of the Trinity) from the early 13th century and, under royal patronage, was made the chief town of the county later in the same century. Windsor was granted royal borough status by Edward I's charter in 1277. This gave no new rights or privileges to Windsor but, as one historian puts it, "recognised [Windsor's] existence and gave it a legal status as a borough".[2] Importantly, as a self-governing town, it maintained a 'common cheest' paying for improvements to the town from its own resources. The town accounts of the 16th century survive, although most of the once substantial borough archive was destroyed, probably in the late 17th century.
New Windsor was a nationally significant town in the Middle Ages, certainly one of the fifty wealthiest towns in the country by 1332. Its prosperity came from its close association with the royal household. The repeated investment in the castle brought London merchants (goldsmiths, vintners, spicers and mercers) to the town and provided much employment for townsmen. The development of the castle under Edward III (1350–68), for example, was the largest secular building project in England of the Middle Ages, and many Windsor people worked in the castle on this building project. Henry III, a hundred years earlier, had spent more on Windsor Castle than on any other royal building project, save the rebuilding of Westminster Abbey. The Black Death in 1348, although reducing some towns' populations by up to 50%, seems to have had less of an impact in Windsor. Possibly 30% of the town's population died, but the building projects of Edward III brought many building workers to the town, possibly doubling the population: the Black Death, and the plagues that followed in 1361–72, were a 'boom' time for the local economy. New people came to the town from every part of the country, and from continental Europe, to benefit from royal expenditure at the castle. The poet Geoffrey Chaucer worked at Windsor Castle as 'Clerk of the Works' in 1391.
The development of the castle continued in the 15th century. Windsor became a major pilgrimage destination, particularly for Londoners. Pilgrims came to touch the royal shrine of the murdered Henry VI and the fragment of the True Cross in the new St George's Chapel (1480) and to visit the same king's college at Eton (Eton College), which was dedicated in 1440 to the Blessed Virgin Mary. Pilgrims came with substantial sums to spend. There were over 29 inns in Windsor to provide accommodation, some very large. The town became very prosperous. For London pilgrims, Windsor was probably second in importance only to Canterbury and the shrine of Saint Thomas Becket. Henry VIII was buried in St George's Chapel in 1547, next to the body of Jane Seymour, the mother of his only legitimate son, Edward (Edward VI). Henry, the founder of the Church of England, may have wanted to benefit from the stream of Catholic pilgrims coming to the town. His will gives that impression.
The town began to stagnate about ten years after the Reformation. The castle was considered old fashioned and shrines to the dead were thought to be 'superstitious'. The early modern period formed a stark contrast to the medieval history of the town. Most accounts of Windsor in the 16th and 17th centuries talk of its poverty, badly made streets and poor housing. Shakespeare's play The Merry Wives of Windsor is set in Windsor and contains many references to parts of the town and the surrounding countryside. Shakespeare must have walked the town's streets, near the castle and river, much as people still do. The play may have been written in the Garter Inn, although this was certainly not part of the modern Harte and Garter Hotel opposite the castle. Nell Gwyn's house, Burford House, is located on Church Street and was built in 1640. A tunnel, long since gone, is reported to have been built from this house to the inside of the castle.
Windsor was the home of the New Model Army and the castle was garrisoned by Colonel Venn during the English Civil War. Despite its royal dependence, like many commercial centres, Windsor was a Parliamentarian town. Charles I was buried without ceremony in St George's after his execution at Whitehall in 1649. The present Guildhall, built in 1680, replaced an earlier market hall that had been built on the same site around 1580, as well as the old guildhall, which faced the castle and had been built around 1370. The contraction in the number of public buildings speaks of a town in decline. In 1652 the largest house in Windsor Great Park was builit on land which Oliver Cromwell had appropriated from the Crown. Now known as Cumberland Lodge after the Duke of Cumberland's residence there in the mid 18th century, the house was variously known as Byfield House, New Lodge, Ranger's Lodge, Windsor Lodge and Great Lodge.
In 1778, there was a resumption of the royal presence, with George III at the Queen's Lodge and, from 1804, at the castle. This started a period of new development in Windsor, with the building of two army barracks. However the associated large numbers of soldiers led to a major prostitution problem by 1830 in a town where the number of streets had little changed since 1530. The substantial redevelopment of the castle in the subsequent decade and Queen Victoria's residence from 1840, as well as the coming of two railways in 1849, signalled the most dramatic changes in the town's history. It catapulted the town from a sleepy medieval has-been to the centre of empire – many European crowned heads of state came to Windsor to visit the Queen throughout the rest of the 19th century. Unfortunately, excessive redevelopment and 'refurbishment' of Windsor's medieval fabric at this time resulted in widespread destruction of the old town, including the demolition of the old parish church of St John the Baptist in 1820. The original had been built in 1180.