View allAll Photos Tagged contracting
Departure from Heysham on board the Isle of Man Steam Packet Company's MANXMAN on Thursday January 16, 2025 on the 13:45 sailing to Douglas. The buildings to the right are Heysham A and B power stations. If the original plans had been completed the area occupied by the power stations would also have been used for port activities.
Historic notes from Wikipedia:
In 1891, the Midland Railway, which already operated Morecambe Harbour four miles to the north east, gave notice of its intention to develop a new harbour at Heysham and appointed consulting engineers James Abernethy and his son to undertake a feasibility study of the project. The plan was for an enclosed dock accessed through a lock, this idea made no further progress.
In 1895, a much larger Heysham port plan was put forward by Messrs James Abernethy & Son, in conjunction with the Midland Railway's chief engineer. This formed the basis of the harbour which was built, although there were many changes as work progressed and the full scheme was never completed. In 1896, an enabling Act of Parliament was obtained for the construction of the harbour and the contract for construction was let in July 1897. The project cost about £3 million.
The first ship to dock at Heysham was the Antrim, one of the ships that the Midland Railway had ordered for Heysham services. She came into the harbour on delivery from builders, John Brown at Clydebank on the 31st of May 1904. The first passenger sailing was a day trip to Douglas, Isle of Man by the Londonderry on the 13th of August 1904.
The south jetty was built in 1909 to reduce silt build up in the harbour entrance, plans from 1907 show that two jetties where originally planned each side of the entrance, but a north jetty was never actually built.
In 1941 a deep-water berth (Ocean Jetty) was built to the north east of harbour entrance. This was to allow tankers which were too large for the port to berth at the new Trimpell refinery which produced aviation fuel. Much of the fuel produced would have been for fighter aircraft stationed in Britain during World War II. After the Tranmere pipeline construction the Ocean Jetty berth was rarely used until its demolition in 1976.
Following the privitisation of British Railways Seallink Heysham Port was acquired by Sea Containers Ltd. In 2001 the Mersey Docks and Harbour Company (MDHC) bought the port from Sea Containers.
Then in August 2005 the MDHC was bought by and merged with Peel Ports Limited who are the current proprietors.
Mayor Bill de Blasio announces that the City of New York has reached a tentative contract agreement with DC 37. The union represents almost 100,000 municipal employees – about one quarter of the City’s workforce. Blue Room, City Hall. Tuesday, June 26, 2018. Credit: Ed Reed/Mayoral Photography Office.
This photograph is provided by the New York City Mayoral Photography Office (MPO) for the benefit of the general public and for dissemination by members of the media. The photograph may not be manipulated in any way and may not be used in commercial materials, advertisements, emails, products or promotions that in any way suggests approval or endorsement of the City of New York, the Mayoral administration, or the de Blasio family without prior consent from the MPO (PhotoOffice@cityhall.nyc.gov). Any use or reprinting of official MPO photographs must use the following credit language and style: “Photographer/Mayoral Photography Office”, as listed at the end of each caption.
The driver's hi-vis is the only splash of colour in this bleak weather and very bland livery.
Both of these loks are now with ferrotract S.à.r.L., Saint Pierre des Corps and back in France. They were originally with Colas France before this regular contract around Oberhausen which ended March 2014.
15.02: 1276 044-5 "Tilly" & 1276 043-7 "Beci" (D-HAEG with Oak Capital logos) doing a runaround off it's 14.47 VTG coalhops East to Süd Yard and then onto the empties from the DISPO 189s for 15.40 departure to the West.
Sgt. 1st Class Jack Hahne is embraced by Staff Sgt. Amanda Galdo at Rapid City Regional Airport on Tuesday, September 17, 2013 after spending 9 months deployed to Afghanistan. Symonds is a part of the 1978th Contingency Contracting Team, which is responsible for assisting with the development and administration of contracting support plans, policy and appendices in support of operational, contingency and deliberate plans. He retunred with Maj. Matthew Symonds, which concludes the 1978th's deployment. Galdo, also a member of the 1978th returned from Afghanistan last month.
“What’s the happiest moment in your life?”
“Probably like recently 6 months ago to be honest bruv. Like before, I would have said like (laughs) when my military service was over. Coz it was only 6 months but it felt like years, you know what I mean. But now it’s a whole different story coz, now like, I’ve lived that moment where, you’re in a situation, where it’s one of them ones where you like you’re stuck, you can’t move forward. But there’s something there for you to grab, but you got a chain on your leg you can’t go forward like coz. I got married, I got like I got engaged init and basically, like my misses she was, everything like the engagement, the wedding and that was all ready, what date was planned, everything. And obviously I never had no job, I had no money, I never had no job, I never had nothing and everything was just planned out and what, this is why what I said to you earlier. Like it’s a blessing fam coz the second, like you get into that, you put yourself in that situation when you’re like, when you have to do something, you need to get your arse, just brake that chain, and just move forward. Like it just, you just, it just happens, and also Allah helps you coz you’re praying and that. You’re just praying, praying, praying and just being patient coz patience obviously is a virtue, you know what I mean. You need to, you need to just wait and that’s what I was doing. I was waiting, waiting, waiting and 2 months before my wedding. I got this full time job, and obviously, I got my first payment, and then went straight to turkey and that was it. It was like, that first month, my first pay, is usually like in our culture you got to give that first pay to your mumzi or dadzi just so like the baraket (blessings) of your money is like, it goes up like it’s more valued you know. And obviously instead of doing something, instead of doing that, it still went for something good which was for the wedding. Coz my mumzi and dadzi was going to pay for everything anyway and obviously, I was always like praying ah I wanna help them out, I don’t want them to spend any money and that, so basically that was it yeah. I just I’ve just, I gave all of my money there, put it down, put my head down, got married and now I’m happy and obviously if you ask me the same question, like 3 or 4 months later. I’d probably say the happiest time for me is, I got my job, I applied for a visa and the visa has got accepted so my wife would be here. That I could bring my wife here and just start my own life, you know what I mean, and yeah that’s it.”
-Umit Kan
30. 8th October 2010 Photography of LAPG Annual Conference 2010. Park Plaza Hotel, Leeds, LS1 5NS.
© Copyright:Robert Aberman - Photographer. All images are copyright of Robert Aberman. They are licensed to the client for uses specified only, and by named client only. Other use must be agreed in writing and may be subject to an additional fee. All reproductions of this photograph must be credited. Moral rights are asserted in accordance with the Copyright, Designs & Patents Act 1988.
Southern Vectis schools fleet ADL Enviro400 double-decker 1510 (HW62 CVO) seen operating the School Contract route 308, until recently, its regular school run, back to St Helens from Sandown Bay Academy via Bembridge.
This bus, seen here driven by regular driver (on and off), Tony, was later nicknamed Smurf Bus by the kids after Tony had 26 toy Smurfs hanging up in one of the lower deck windows.
It is seen arriving in St Helens shortly after delivery. Close behind is one of Southern Vectis' green bus fleet Scania OmniCity double-deckers, operating the long route 8 from Newport to Sandown, Bembridge, St Helens, Seaview and Ryde, with a total running time of 1 hour 40 mins.
Seen in January 2013.
Members of United Food & Commercial Workers (UFCW) Local 400 today voted overwhelmingly to ratify a new, three-year collective bargaining agreement with Giant and Safeway that preserves their health and retirement security and increases their wages.
Before graduating on Saturday, December 15th with their MA in Culturally Responsive Leadership and Instruction from Drake University, the second cohort of DMPS BLUE contract teachers showcased their classroom-based research projects at the Drake University Collier Scripps building on December 14th.
Haulage for free!
They say there’s nothing new in marketing, but just take a look at how MAC Contracting approaches its business…
In the past eight months, Marcus Clay, the Managing Director of Tamworth based MAC Contracting, has added two new Scania 340hp eight-wheelers plus two Scania Approved Used Trucks - both R-cabbed 360hp tippers - to his rapidly growing fleet.
“And we won’t be stopping there”, he adds. “We’ve taken a 400hp 6x4 T truck from Keltruck and I’m looking to significantly build up the fleet in the coming months and years”.
Since its formation in 1997, MAC Contracting - which is involved in servicing the road-building industry - has been carving itself something of a reputation: In an extremely short space of time, the company has succeeded in winning business with all the major road-planing companies in the West Midlands and now works in close partnership with them. So how have they done it?
“It’s actually very simple”, explains Mr Clay. “We just give the haulage away!” And he’s serious, as in fact MAC Contracting does just that. For collecting and hauling away the spoil from planed roads, the company charges no fee. It’s income comes at the other end of the line - re-selling the material on for re use in road building.
“I suppose its something of a unique proposition”, says Mr Clay, “but one that is, of course, very well received. Also, it means that we are operating environmentally consciously as well, re-cycling whatever we can for use a second time around”.
Pictured: Jarod Jebousek, USFWS biologist.
CORVALLIS, Ore. – Monarch butterfly populations have declined over recent decades due to degraded habitat, but Oregon landowners are making great strides to improve monarch habitat on private lands, with technical and financial assistance from the Natural Resources Conservation Service (NRCS) and the U.S. Fish and Wildlife Service (USFWS). Milkweed is a critical component of monarch habitat because it’s the only plant on which they will lay their eggs, and it’s a vital food source for monarch caterpillars. Just one example of this partnership at work is the recent establishment of milkweed clusters on the E4 Ranch easement in Benton County, Oregon. Under this project, NRCS enrolled 192-acres of private land into a 30-year wetland easement in 2005. As part of the easement contract, NRCS and the USFWS provided financial and technical assistance to restore the site to its native wetland prairie condition. Before the restoration, the land was a flat pasture, filled with a single-species of grass for cattle grazing. Now, the site is a diverse landscape filled with native trees, plants, and shrubs—including pollinator habitat such as gumweed and milkweed. NRCS photo by Tracy Robillard.
Smart Contract Analytics (SCA) Platform is based on AI / ML and specifically uses NLP and pattern recognition to process the contracts and extract the metadata. The platform is hosted on the AWS cloud that takes advantage of all security features that AWS provides along with the high availability and scalability features with GDPR compliances.
Artificial Intelligence / Machine Learning capabilities:
The SCA Platform uses Deep learning Neural Network models like Bi-LSTM, CNN, and other models that leverage state-of-the-art Natural Language Processing (NLP) based modeling techniques such as Word2Vec and Bi-directional Encoder Representations with Transformers to develop a semantic understanding of the document contents and further extract relevant entities and clauses.
Product features:
1) NLP and deep learning techniques for extracting metadata
2) Export the extracted data to Excel or client desired format and push the extracted data into any CLM or downstream system
3) Support of foreign languages (currently supported languages include Spanish and German)
and rest of the languages are in the planned roadmap
4) Generate dynamic ML models based on the contract type
5) The Platform has adaptors to various data sources to obtain legacy documents (FTP, Google Drive, SharePoint, dropbox, box, S3, and others, etc.)
6) The Platform can segregate the contracts based on the type of the contract (i.e. MSA, NDA, and SOW, etc.)
7) Ability to rename the contracts – standardize naming conventions if needed.
8) Document OCR capability with the ability to convert images, unsearchable pdf and scanned documents into text.
9) Metadata configurable
10) Integrated Quality Control tools for verification and validation of extracted clauses/metadata.
11) Compare two executed contracts of the same type to show the differences
12) Compare executed contracts with the standard template at a section/clause level
13) Notifications / Alerts engine that sends out notifications to email/text messages ( for example contracts expiring in 30/60/90 days, contracts that have an “Auto Renew” clause or Contracts that are not countersigned, and several others based on the configured attributes.
14) Show all the contracts executed with a specific Vendor ( or by account) in a hierarchical manner
15) Hierarchical mapping of the contracts assuming enough linkage attributes are available within the executed contracts or tracked in a CLM system
16) Open API that can be integrated with any 3rd party systems
Analytics capabilities:
The Smart Contract Analytics Platform comes with the following out of the box analytics capabilities based on the metadata extracted from the documents:
• number of contracts that are coming up for renewal by period (30 /60/90 days)
• Number of Contracts with Net payment terms as 30 days, 45 days, and 90 days, etc.
• Number of SOW’s / MSAs / Other Types of Contracts by the supplier
• Show contracts by the specified metadata (ex: “tell me how many contracts have clause ‘Indemnity’.”)
• number of contracts that have the “Auto Renew” option
• number of contracts that have an Insurance Liability clause with a specified $ amount
• Several others based on metadata and meta fields.
Wayne Hardy, Superintendent for Civil Works Contracting, (CWC) signals the okay to proceed for a high rail rotary dump truck used to repair washouts on railway leading into the Military Ocean Terminal Sunny Point, N.C., Oct. 3, 2018. The installation is a critical logistics hub used to store and ship Defense Department ammunition, dangerous cargo and explosives throughout the world. This work is part of the U.S. Army Corps of Engineers first contract aimed at the recovery of the installation after damages caused by Hurricane Florence Sept. 14 and 15. The contract was executed in record time; less than two weeks from assessment to construction. - U.S. Army photo by Russell Wicke
contracts on calculator. Please feel free to use this image that I've created on your website or blog. If you do, I'd greatly appreciate a link back to my blog as the source: CreditDebitPro.com
Example: Photo by Credit Debit PRO
Thanks!
Warren Cohen
We saw no blue birds.
Yes, the White Cliffs of Dover, so revered they built a railway line down them to bring materials down when they built the eastern harbour arm, then abandoned the line.
That is the flat area to the left, what is left of an inclined plane from the top of Langdon Hole where a line went across the fields to join the main line at Martin Mill.
After the harbour was built, a tramway was to be built to serve a newtown to be built along the cliffs, but thankfully that plan never came to fruition, though I have seen the plans for terraced house all along our streets and the others up Station Road, and stretching halfway along to Ringwould.
I have no idea where those who would have lived in this new town would have worked.
Anyway, in the end money ran out and the war came.
We were here at seven in the morning looking for orchids before we went to Tesco.
Was bracing, but glorious, and well worth being out so early, and with no other people about too.
-------------------------------------------------------------------------------------------
In the 21st century, before anything is built, before a spade breaks the earth, a whole series of legal processes must take place to ensure that no one's point of view is not heard.
Our Victorian forebears had no such issues of course, if they saw that something needed to built, then whatever was in its way, it would be torn down so progress could be made.
Not always the best way to do things, but this attitude helped the track millage in Britain increase year on year in the 19th century. And then, with the dawning of the 20th century, no more main lines were built in Britain, until the CTRL.
But back to the matter in hand. Imagine, someone had an idea of defacing that great symbol of Britain, the White Cliffs of Dover, by building a ten metre wide shelf in them and running a railway up them, a railway which would only be open for a decade at most. Clearly there would be public uproar. Will it ever be built?
Well, it was built, the cliffs were scarred, the railway built, used and ripped up. The shelf, The Cliff Road, is still there, leading from under Jubilee Way up round the top of Langdon Hole. It is possible to look at Google Earth and see the trackbed crossing Reach Road, Deal Road before running alongside the Deal to Dover line, the line from the cliffs losing height until at Martin Mill, they had their junction.
Then, during WWII, rail mounted guns were needed to fire across the channel, the track was relaid, and new lines laid in arcs of fire, so the guns could recoil and make aiming easier.
After the way, the track was taken up again, bridges dismantled and mostly forgotten.
-----------------------------------------------------------
At the cliff end of Athol Terrace, near Eastern Docks, Dover, a steep footpath leads up the cliff and then along Langdon Cliffs towards St Margaret’s. From the footpath, one can watch the daily activities of Dover’s Eastern Docks and Channel shipping beyond. On clear day, the coast France with the Strait of Dover, like a wide river, in between is quite a site. As one traverses the path, it becomes apparent that it was once a railway track.
The story begins in 1892 when Dover Harbour Board (DHB) accepted the tender of John Jackson (1851-1919) for the building of the Eastern Arm of the new Commercial Harbour - the Prince of Wales Pier. Four years later, in August 1896, the Undercliff Reclamation Act received Royal Assent. The Act was for laying out land on the South Foreland, near St Margaret’s, where a new ‘Dover’ was to be built.
The Parliamentary Bill had been sponsored by Sir William Crundall (1847-1934), thirteen times Mayor of Dover from 1886 to 1910. Crundall owned a construction company that had been founded by his late father, also called William. Both father and son were the prime movers in the development of Dover’s town planning:
- On the west side of the Dour cottages for the working class – Clarendon estate
- On the east side homes for the lower middle class i.e. Barton Road neighbourhood
- Below the Castle and nearer the sea, villas for the upper middle class i.e. the Castle Avenue estate.
The next part of their dream for Dover was to be a private estate on the South Foreland for the well-to-do upper classes.
Crundall had been appointed to DHB in 1886 and twenty years later, in 1906, he was elected Chairman of the Board. He was to hold the office until his death in 1934. Two other businessmen were involved in the proposed South Foreland scheme, Sir John Jackson, who had won the contract for building the Prince of Wales Pier. The third person involved in the South Foreland enterprise was the eminent construction engineer Weetman Dickinson Pearson, 1st Viscount Cowdray. His company had tendered to build the proposed Admiralty Harbour, which would enclose the whole of Dover bay.
The three men decided that access to the South Foreland site was to be by a road starting from the shore by Castle Jetty, at the east end of Dover’s seafront. It would then run along the base of the cliffs before gently rising to South Foreland at St Margaret’s. To reduce anticipated opposition while the Undercliff Reclamation Bill was going through Parliament, the main purpose given was the prevention of sea erosion at the base of the cliffs. This was substantiated by Sir John Jackson calling an expert witness who proclaimed the necessity. Dover Corporation echoed this and showed that over the previous 25 years the encroachment of the sea had given rise to numerous cliff falls.
It was agreed that in time an Undercliff marine road would be built on the inside of a seawall between Dover and St Margaret’s Bay but not in the foreseeable future. In the immediate future a road if built, they implied, would go over the cliffs. Thus the opposition centred their argument on this saying that if the over-cliff road were to go ahead, it would effectively put public land into private hands. This was dealt with by amendment to the Bill by giving the over-cliff road a lower priority than the Undercliff marine road … either way, the three men got exactly what they wanted!
Before the Bill had received parliamentary approval, excavations began. Initially, the men stated that 500 convicts from the then Langdon prison would be part of the workforce. However, Herbert Asquith, the Home Secretary, refused to comply! For the residents of Athol Terrace, permission for the compulsorily purchase of their front gardens was given and the road we see today was laid at their doorsteps.
The Admiralty Harbour, we see today, was given the go ahead by the government on 5 April 1898 when the contract was signed. Viscount Cowdray’s company (Pearsons) were the main contractors, Sir John Jackson was a subcontractor and Dover Harbour Board, under Sir William Crundall, was actively involved.
To build the Piers and the Breakwater of the new Admiralty Harbour, Pearsons used locally made concrete blocks and faced them with granite. The concrete blocks were made at two blockyards, one on Shakespeare beach in the west and the second on reclaimed land to the east of Castle Jetty, where the Undercliff marine road was proposed to start. To reclaim land the cliff face was blasted and the surplus chalk was removed by steam-navvies – locomotive driven excavators made by Ruston, Proctor & Co, Sheaf Ironworks, Lincoln. Soon a level platform, some 24½ acres (9.915 hectares), was created at the base of the eastern cliffs where the massive blocks were made and stored.
The blocks were made out of sand and shingle brought by ship from Stonar, near Sandwich and unloaded into trucks at the Castle Jetty. From there the trucks were manually pushed along a narrow-gauge track to the blockyard. However, the sea journey was subject to the vagaries of the weather and so it was decided to run a Standard gauge Light Railway line (engines could not go more than 25 miles an hour) from Martin Mill, the nearest station on the South East and Chatham Railway line between Dover and Deal.
The three and a half mile track was pegged out by June 1898. It ran from the Dover side of Martin Mill main line station parallel to the Dover – Deal line for about a mile. Crossing two roads on bridges made of brick abutments with supporting iron girders. Just before the main line Guston Tunnel the Pearson line veered south towards the coast and then along an embankment passing under the Dover-Deal road (A258) near the Swingate Inn. Past Bere Farm, West Cliffe, the line continued south-east crossing the Dover -St Margaret’s Upper Road by a gate. It then turned south-west, following the cliff contours, skirting Langdon Bay. Running west, it followed the edge of Langdon Cliff for about half a mile where metal frames were erected on the cliff edge to stop chalk falling on the works below.
Much of the land that the Pearson railway, as it was called, crossed, was owned by the Cliff Land Company the principal owner of which was Frederick George North, 8th Earl of Guilford (1876–1949) of Waldershare Park. Back in 1844, with the coming of the South Eastern Railway to Dover, the Guilford family had made an application to build 1,500 houses on land to the north of the Castle with an approach road from Castle Jetty. The family still had this dream and the 8th Earl made a deal with Pearsons to charge £25 per year ground rent with the option to buy the standard gauge line, once the lease had expired, for £3,000. It was planned that the Cliff Land Company would use the railway for a passenger service to the development. From Langdon Hole to East Cliff the land was owned by the War Office. They stipulated that the track was to be completed by December 1899. Further, that the Pearson railway was only to be used for carrying materials and the site had to be restored to its original condition.
At the end of the line was a chute down which the materials were fed to the block yard. This quickly proved a problem and was replaced by a funicular, down the cliff face, with side tipping skips to ease unloading. At the bottom, the skips were pushed by hand along a narrow-gauge track built on trestles to the blockyard and emptied into one of six lines of mixers where some 250 blocks were made at once. These were moved by blockyard goliaths – cranes with a span of 100-feet that could lift 50-tons.
The excavations were not without problems. In October 1898, fuses and explosives were taken and deliberately fired at the rear of the sea front East Cliff houses. In September 1899, Albert Knowler was killed during blasting and three months later, a fire in the East Cliff office burnt a man to death. Then, on 19 January 1900, as men were preparing to blast some more of the cliff face there was a massive explosion. Five men, George Jeffries, aged 24, – who later died – James Murton, Ernest Dutton, William Davies and Algenon Gibbs were all injured. In May 1900, labourer Bill Chadwick age-32, was killed by a lump of chalk during blasting at East Cliff.
Neither was the new railway line without controversy, much to the annoyance of the local tourist industry it caused the North Fall Tunnel, a pathway created by the Dover Chamber of Commerce in 1870 to provide a short cut from the beach to the Castle, to be destroyed. In its place, a new path with a steep gradient was excavated up to Broadlees, some distance east of the Castle. This path was expected to be extended in the direction of St Margaret’s Bay and eventually to become the over-cliff road, one of the two options that was envisaged to connected Dover with New Dover – the superlative estate that Crundall, Jackson and Cowdray planned to build at the South Foreland.
The actual building of the Eastern Arm was started in January 1901 and Crundall, Cowdray and Jackson applied for a Light Railway Order to extend the Pearson railway to the South Foreland. A Light Railway order would allow the trains to run on a standard track but at no more than 25 miles an hour, however, this the degree of regulation was less than that applied to main line services and therefore cheaper to set up, run and maintain. The proposal said that the line would run from Athol Terrace, up a 1-in-28 gradient along a 60-foot wide ‘road’ cut into the face of the cliff to Langdon Battery. It would then cross the fields to St Margaret’s to the proposed site of New Dover, before continuing to Martin Mill and joining the main line.
The application stated that it would be a tram/railway service powered by electricity - the local electricity company was then in private ownership and Crundall was the Chairman. There was also the stated intention of extending the line from the Eastern Dockyard, as it became to be called, along Dover’s seafront, Union Street, Strond Street and then to the Harbour station, on the western side of what became the Western Docks. There the proposed line would join the main South East and Chatham Railway line. Another line would go from the existing Deal line at Buckland and then via River to Bushy Ruff in the Alkham Valley.
In April 1902 a public inquiry, headed by the Earl of Jersey, was held into the application. It was agreed that the Company could lay down lines for a light railway in the Borough of Dover, but they could not exercise that power for two years. This was to give time to Dover Corporation, if desirable, to obtain the authority to extend their tramways. Further, on the proposed light railway to Bushy Ruff in the Alkham Valley, this was to terminate at River church and go no further. The application explicitly stated that the tram/railway would be a passenger service, which contravened the agreement with the Earl of Guilford. He immediately sought legal advice and eventually laid out his landholdings on the cliff top as a seaside residential resort.
Crundall, against considerable opposition, in 1907, gained permission to develop the area around the South Foreland. This would, claimed the local paper, Dover Express, turn the acres east of Dover into a ‘land flowing with milk and honey, with many noble marine residences.‘ In the meantime, the land from Bere Farm to Langdon Hole, owned by the Earl of Guilford and designated as a seaside residential resort, was taken over by the War Office.
, gained permission to develop the area around the South Foreland. This would, claimed the local paper, Dover Express, turn the acres east of Dover into a ‘land flowing with milk and honey, with many noble marine residences.‘ In the meantime, the land from Bere Farm to Langdon Hole, owned by the Earl of Guilford and designated as a seaside residential resort, was taken over by the War Office.
At the western end of the harbour, the Admiralty Pier extension was completed in 1908 and South Eastern Railway Company, with representatives on the Dover Harbour Board, proposed to erect a grand new terminal station at the landward end. Early the following year, Crundall, as Chairman of DHB, invited tenders to widen Admiralty Pier for the possibility of a new railway station. The Lords of the Admiralty visited and discussed the proposals and on 9 December, Pearsons were given the contract.
The Admiralty Harbour was officially opened on the 15 October 1909 by the Prince of Wales, later George V (1910-1936) who unveiled a stone commemorating the event on the Eastern Arm. Two months before, on 9 August, the Dover, St Margaret’s and Martin Mill Light Railway Company (Light Railway Company) was formed. Crundall, Cowdray and Jackson owned 25 shares each and four others owned one share each. One of these shareholders was Richard Tilden-Smith who later became the main shareholder of Tilmanstone Colliery.
Later that month planning permission was given by Dover Corporation for the utilisation of the Light Railway Company line as a public tramway. The residents of East Cliff objected but their concerns were dismissed by the Corporation and John Bavington Jones, of the Dover Express.
Work started on 21 July 1910 to widen the shore end of the Admiralty Pier for the new railway station comprising of over 11 acres. Chalk for in-filling was taken from East Cliff excavated by the steam-navvy machines. The excavations also created a new road. However, because of the cliffs are so steep when the ‘road’ reached the top it had to be cut in a series of zigzags. This problem was expected to be dealt with later, when the rest of the road was nearing completion.
At the base of East Cliff, railway lines were used to transport the chalk to Castle Jetty where it was loaded onto barges and taken across to Admiralty Pier. In 1910, while the excavations were going on, Channel Collieries Trust was set up to purchase land near South Foreland. Their remit stated that they would build a residential estate, approached by a Cliff Road and the St Margaret’s Light Railway from Dover. The Trust syndicate was composed of … Crundall, Cowdray and Jackson! The road from the excavations was started on 21 July 1910.
The last coping stone on the Admiralty Pier extension was laid by Crundall on 2 April 1913. A month later work started on building the Marine Station, the foundations having been filled in by 1 million cubic yards of chalk from the eastern cliffs.
Two months before, in February 1913, DHB chaired by Crundall, filed a Parliamentary Bill to make changes to the Tidal Basin at the Western Docks. As a supplementary, the Channel Collieries Trust sort consent to replace the western half of the seafront and beach with a 5.75 acre dock and terminus for a Light Railway Company. This went down badly in Dover and a petition was raised followed by a poll that took place on 20 May 1913. Of those eligible to vote, 2,265 voted against the Bill’s Supplement and 1,508 for it. The Supplement was withdrawn.
On 13 April, a closed meeting of the Light Railway Company was held when it was announced that Cowdray and Crundall had sold their shares, by transfer, to the Channel Collieries Trust. The four holders of the single shares in Light Railway Company were not invited to the meeting – the first they heard about it was when they read the national newspapers. A bitter legal battle ensued with Richard Tilden-Smith unsuccessfully trying to seek redress. In the event, Sir John Jackson and two nominees owned the controlling shares in the Light Railway Company.
At the time, the East Kent coalmining industry was taking off. Arthur Burr, a mining entrepreneur and major shareholder of several companies with interests in the Kent coalfield, was the leading light. One of these companies was Kent Coal Concessions. Arthur Burr had formed it in 1896 with the purpose of buying potential underground coal fields but not surface land. The intention was lease the coalfields for a share of the royalties. By 1906, the company had secured coal mining rights in East Kent sufficient, it was said, for 20 collieries.
East Kent Colliery Company also was part of Burr’s portfolio and its holdings included, Shakespeare and Snowdown Collieries. Shakespeare Colliery was sunk in 1896, but had not proved viable and was finally abandoned in December 1915. However, Snowdown, north of Dover, saw the first commercial East Kent coal raised on 19 November 1912. About that time, Burr announced the intention of floating a new company, as a subsidiary of Kent Coal Concessions, to ‘exploit undeveloped areas of East Kent.’
A previous similar floatation had not been a commercial success and the Company Board were not happy. The situation came to a head at a meeting on 31 July 1913 when Burr, along with his son, Dr Malcolm Burr, were ‘retired’ from the Board. The remaining directors consolidated Kent Coal Concessions with allied companies including Kent Collieries Ltd that had extensive mineral rights and had been undertaking mineral exploration. Towards the end of 1913 the giant steel firm, Dorman Long, in which Cowdray was involved, reported that they held 30,000 shares in the Channel Collieries Trust Company, whose holdings included the East Kent Colliery Company, part of the Burr portfolio. Borings had confirmed the existence of iron stone. Dorman Long also had interests in Kent Collieries Ltd.
Just prior to World War I (1914-1918), in May 1914, Burr attempted to raise £77,000 in debentures and £800,000 in income bonds for his East Kent Colliery Company. However, little interest was shown and the holdings were handed over to Kent Coal Concessions, by the Official Receiver, with the remit to consolidate. Following consolidation the company held mineral rights under some 20,000 acres of East Kent. In December 1917, Burr was declared bankrupt with debts amounting to £53,176 but he died in September 1919 age 70.
At Dorman Long & Co.’s AGM held in August 1917, it was reported that their investments, through the Channel Collieries Trust Ltd, were a satisfactory £877,304, even though the War had stopped any further excavations. Albeit, with the consent of the Treasury, a fusion of the different East Kent coal interests was agreed with the two chief companies, Kent Collieries Ltd and the Channel Collieries Trust put into voluntary liquidation. Out of this, the Channel Steel Company was formed with a capital of £750,000. It was reported to the assembled shareholders that it was the existence of a large deposit of ironstone in East Kent that had provided the name of the new company.
Sir William Crundall – Chairman of Dover Harbour Board;
Weetman Dickinson Pearson, 1st Viscount Cowdray – whose company, Pearsons, had successfully tendered to build the Admiralty Harbour,
Sir John Jackson who had been involved in the building the Admiralty Harbour. The railway line was generally known as the Pearson Line.
The railway line was generally known as the Pearson Line.
The company had applied, in 1914, for the renewal of their powers to carry coal through the streets of Dover with a view to extending the line from the Western docks to the Eastern Dockyard. The Town Council opposed this, but due to outbreak of World War I (1914-1918), the case was deferred. In order to carry explosives to war-ships berthed in the Camber, at the eastern Dockyard, the War Office decided to build a Sea Front Railway, using the powers that were likely to have been awarded to the Light Railway Company.
Pearson’s successfully tendered and work on what was to become the Sea Front Railway was eventually started in 1918. Single-track and running the length of the promenade from the Prince of Wales Pier to the Eastern Dockyard, the lines that had been used for the Pearson Line and belonging to the Light Railway Company, were taken up and used. It had passing loops and catch points so that trains could run in both directions but soon after the line was laid an accident occurred so a low fence was erected on each side.
Following the death of Sir John Jackson, in December 1919, the Light Railway Company was taken over by the Channel Steel Company. They applied, in 1920, to run a line from the Sea Front Railway at New Bridge, along Camden Crescent, then Liverpool Street (now the rear of the Gateway flats), and following the base of the cliffs to Eastern Dockyard. It was expected that the cliff side residences of East Cliff and Athol Terrace would be demolished.
At the Eastern Dockyard it was envisaged that a railway station would be built and the previously cut road would become a railway track that through a newly constructed tunnel, would join the track of the old Pearsons line. This would then be extended Sea Street, St Margaret’s where another station would be built. The line would then cross the countryside to join the Dover-Deal railway line at Martin Mill.
The new proposal was given outline approval by Dover Corporation with the preference for the construction to be a road not a railway track. This was due to the continuing rise in unemployment in the town – a situation that was prevalent throughout the country at the time – more men could be employed to build a road then a railway. If, however, the company were mindful to create a railway then, the Corporation said, their preference was for the facility to be a tramway, similar to that, which already existed in Dover at the time. Finally, whatever the company decided, colliery trucks could only be used on land purchased by the company and the track could not go through the town.
The Company chose the road option following the route given in the outline proposal. It was to be 50feet (16 metres) wide with a 15-feet (5 metres) wide pavement on each side. The estimated cost was £43,000 and it was expected to provide employment for up to 300 men. The council suggested that Pearsons paid one third, the Corporation a third and it would be expected that the government’s Unemployment Grants Committee would pay the remainder.
In the autumn of 1922, Pearsons joined forces with steel makers Dorman Long, to form Pearson & Dorman Long Company and take over most of the rights from the Kent Coal Concessions. The latter company had been set up by Arthur Burr, the East Kent mining entrepreneur, in 1896 with the purpose of buying potential underground coal fields but not surface land. By 1906, the company had secured coal mining rights in East Kent sufficient, it was said, for 20 collieries. Burr’s large portfolio of mining associated companies in East Kent were consolidated in 1913 under the name of Kent Coal Concessions. The giant steel makers, Dorman Long held 30,000 shares in the consolidated company as borings had confirmed the existence of iron stone. In 1917, a partial consolidation had created the Channel Steel Company and included Snowdown Colliery. Although Kent Coal Concessions did retain some mineral rights, due to the economic depression no one was interested in leasing them and in 1925, the company folded.
Having amalgamated the newly styled Pearson Dorman Long company immediately started the preliminary work on what resulted in Betteshanger Colliery. However, as they did not own the surface land they were unable to sink the pit. Albeit, through the subsidiary, Channel Steel Company, they proposed building a steel works between Dover and St Margaret’s adjacent to the proposed new road and Dover Corporation gave their approval.
The council applied to the Unemployment Grants Committee stating that the cost for the new road was £56,000. The Committee asked for the plans to be modified and suggested that the Ministry of Transport and Kent County Council (KCC) should contribute towards the costs. While these applications were being made the road was put on hold. During the winter of 1923-24, the revised estimate had increased to £129,000 but government financing was not forthcoming.
On 29 September 1923, the Admiralty formerly handed the port over to the Dover Harbour Board (DHB), still headed by Sir William Crundall. This included the Sea Front Railway line but the Eastern Dockyard was retained by the Admiralty and let on lease to Stanlee Ship-breaking Company. The Camber was retained for Admiralty purposes.
During spring and summer of 1924, Dover’s Mayor, Richard Barwick, and the Town Clerk, Reginald Knocker, visited various government departments laying before them the urgent need for unemployment relief. The Ministry of Transport relented and sanctioned the borrowing of £45,000. In the autumn of 1924 sites near Kingsdown were put on the market through Protheroe and Morris of Cheapside, London. Channel Collieries Trust held the mineral rights under the property and the sites were bought by Pearson Dorman Long – at last, they could sink Betteshanger Colliery.
Unemployment continued to rise and in 1925 DHB applied to Parliament to close Dover harbour’s Western entrance. They wanted to run a railway line along the Southern Breakwater to load Kent coal onto ships for export from there. However, the disparity in exchange rates between the UK and the Continent meant that the country was importing coal and the application came under a lot of criticism.
On the subject of Exchange Rate parity and the negative effect it was having on British industry, Sir Arthur Dorman made a powerful and well reported speech (Economist 19.12.1925). He begged the government for equal parity in the exchange rates but the response was: ‘a strong £ was the sign of a strong country.‘ Pearson Dorman Long wrote to the council saying that they could no longer afford to contribute to the cost of the road.
Cheap imports of coal continued to affect the domestic industry but in February 1926, the government did give a grant of £2m to the Kent coalfields. However, at midnight on 3 May saw the beginning of the General Strike. In October, that year, the council finally heard from the Unemployment Grants Committee through a letter sent to the town’s Member of Parliament (1922 -1945), Major the Hon. John Jacob Astor. The Committee had declined to provide a grant for the East Cliff Road, the reason given was that ‘unemployment in Dover was not sufficiently exceptional to warrant relief.’ It was generally felt that the refusal was retaliatory because East Kent miners had joined the national strike.
Richard Tilden Smith, who had been involved in a bitter legal action against the Dover, St Margaret’s and Martin Mill Light Railway Company in 1913, bought Tilmanstone Colliery from the Official Receiver in November 1926. At the same time an application was made by Tilmanstone (Kent) Collieries Ltd for the right to carry an aerial ropeway for a distance of 6½ miles (this was stated in the original application) from their colliery. This was to include a tunnel being cut through the cliffs to the Eastern Dockyard. The proposed course extended over land owned by 18 different personages one of which was Southern Railway. Although permission was granted, Southern Railway, and the Pearson, Dorman Long’s Channel Steel Company appealed but this was overturned and works started.
In 1927 Weetman Dickinson Pearson, 1st Viscount Cowdray, died. Under the 1896 terms of agreement between the War Department and Pearsons, the line from East Cliff to Langdon Hole had to be restored to its original condition. In May 1929, the War Department took legal action forcing Channel Steel Company to pay £1,300 compensation for the breach of covenant. The next month, the same Department sold the land to … the Channel Steel Company!
At the same time, Tilden Smith leased 24 acres of land at Langdon Hole from the War Department for cement works that would utilise chalk from Dover’s white cliffs. He also planned steel and brick works nearby – that was to be part of his plan for East Kent to become the New Industrial Eden. While on 17 March 1927, Southern Railway sought permission to carry coal on the Sea Front Railway and along the Eastern Arm of the Eastern Dockyard to specially built giant bunkers.
Tilden Smith’s, now 7½ mile, aerial ropeway from Tilmanstone colliery to the Eastern Arm was formerly opened on 14 February 1930. The ceremony was simple as Tilden Smith had died suddenly in the House of Commons on 18 December 1929. The tunnels, through which the ropeway ran to the Eastern Arm, can still be seen.
Bunkers were built but in August 1928 a huge coal staithe to be installed at the end of Eastern Arm, was commissioned by Southern Railway. It was built of ferro-concrete by the Yorkshire Hennebique Construction Company and held 5000-tons of coal. The Staithe was fitted with electronic discharging mechanism that enabled a vessel to be loaded with 500 tons of coal an hour and cost £22,000.
DHB withdrew its proposal to close the Western entrance and focused on increasing the number of coal sidings at the Eastern Dockyard. It was clear that this was to enable the export of coal from Pearson Dorman Long’s Snowdown and Betteshanger collieries. The electronic coal staithe officially started operating on 19 April 1932. The first ship was Dover’s steamer Kenneth Hawksfield, which was loaded with 2,450 tons coal from Snowdown Colliery.
Although it was suggested that a rail link would be built through a tunnel from the Eastern Arm to join the Deal railway line at Kearsney, until such time the Sea Front railway was to be used. It was anticipated that the railway would be in use 14-hours a day and would carry 800,000tons of coal a year together with scrap iron and oil for refuelling ships. The coal was transported on the Sea Front Railway.
The first train from Snowdown Colliery at 09.00 and in the next 23-hours, 18 trainloads of coal was carried on the Sea Front Railway line choking its whole course with dust. 17,000 Dovorians signed a petition that was sent to the House of Lords. Parliament restricted the use of the Railway to carrying a maximum of 500,000 tons of coal a year and only during day light. In 1933, Parliament approved a DHB Bill for a 1.75-mile railway line from the Kearsney junction, on the Deal line, through a tunnel to the Eastern dockyard. Although this would have obviated the need of the Sea Front Railway to carry coal, with the death of Sir William Crundall, the Chairman of DHB, in 1934, the scheme was abandoned as too expensive.
On 1 April 1934, Dover Borough municipal boundaries were extended bringing in to the Borough, Eastern Dockyard and Arm but the cliffs overlooking the area remained part of the Rural District. That same year, the council resurrected the idea of finishing the Cliff Road to St Margaret’s utilising the earlier Light Railway Company’s permit. This had been renewed every year and was given added impetus in 1937 when, due to war preparations and the shortage of scrap iron, the remaining track of what had once been the Pearsons line was lifted.
Following the outbreak of World War II (1939-1945), the War Office instigated the building of the Martin Mill Military Railway, operated and manned by the Royal Engineers and using diesel locomotives. The line followed the original Pearsons route from Martin Mill to a point called RDF Junction, about 900 feet ( 275 metres) past the then Dover-Deal road bridge. Here it divided, with the ‘main line’ turning north-east to service the guns, Winnie and Pooh. Passing beneath Winnie’s gun barrel it crossed the St Margaret’s – Martin Mill Road to Pooh’s position.
A second line, from the RDF Junction, went straight ahead for about half a mile, then in a north-east direction for another half a mile. This served the Wanstone and South Foreland Batteries. The battery close to the Dover Patrol Memorial, Point at Leathercote Point, was served by a branch line from Decoy Junction – this was named after a dummy Winnie, on the ‘main line’.
Winnie and Pooh were two 14-inch ex-naval guns manned by the Royal Marines and were capable of firing their missiles across the 21-mile wide Dover Strait to France. Winnie was installed during the Battle of Britain, in 1940 on St Margaret’s golf links and was soon after joined by Pooh, located along the Kingsdown Road.
In August 1942 Jane and Clem, two 15-inch guns, came into operation overlooking Fan Bay Battery, an emergency battery with three six-inch guns. Jane was originally designed for HMS Repulse and named after a Daily Mirror cartoon character. Clem was said to be named after the Labour leader Clement Attlee (1883-1967) or Winston Churchill’s (1874-1965) wife Clementine (1885-1977)! These were wire wound guns made of a composite of steel and steel wire. The construction was introduced in the 1890’s to deal with the increased pressures in the barrel caused by the use of the then new propellant – cordite. Radar was installed and linked with the guns that proved successful.
There were also three 13.5-inch calibre railway guns manned by Royal Marines and called Gladiator, Piecemaker and Sceneshifter. During periods of inaction, these guns were normally hidden in the Guston tunnel but sometimes in tunnels at Shepherdswell and Martin Mill.
The Battery at South Foreland was equipped with four 9.2-inch guns, while near the Dover Patrol Memorial was the Bruce gun. An experimental, hypervelocity gun built by Vickers and weighing 86-tons. The barrel was 60 feet long and could fire a shell weighing 256lbs over a distance of 100,000 yards – 57-miles. However, it was never fired in anger due to the enormous pressure affecting the shell fuses causing some to explode prematurely in mid-flight. All the real guns were hidden under camouflage netting, while dummy ones were partially concealed on the cliff top site, which accounts for the reason why the cliff top is pitted with craters.
By late 1944, the operational use of the Martin Mill Military Railway was declining, only being used to move stores and equipment. Following the end of hostilities, the Light Railway Company resumed management and some of the track was sold for export to Tanganyika as part of the ill-fated Groundnut Scheme (1947-1951). However, beyond that and seeking repeated extensions, nothing else happened and in 1952, the company officially ceased trading.
By that time, the route across the cliffs had become a favourite walk but in the spring of 1954, due to the Cold War, the military began erecting a 5-foot chestnut fence on either side of what had been the 6-foot wide track. Vigorous protests were made and the military agreed to remove the fence from the seaward side except where it enclosed military installations. Three years later the Big Guns – Jane, Clem, Winnie and Pooh were dismantled and uprooted from their reinforced concrete emplacements. The smaller guns were also removed.
About 200 acres of land, which had been commandeered by the military between Dover and St Margaret’s, was de-requisitioned following the stand-down of Coastal Artillery in 1956. Much of the remaining railway track was lifted although the rails and bridges at the Martin Mill end were still in situ in 1960. At that time, the Ministry of Transport was considering using the track for a motorway approach to Eastern Docks.
Finally, during the post-war period, Marine Parade was widened and the Sea Front Railway safety fence was removed. In order to tell tourists to remove their parked cars off the track, a man with a red flag walked in front of the trains! Robert Eade, Dover’s Mayor in 1961, was one. By that time freight traffic, using the service was declining and the last train – a diesel locomotive pulling three wagons, ran on the 31 December 1964. The lines were eventually covered with tarmac.
doverhistorian.com/2013/11/07/dover-st-margarets-and-mart...
Family members, friends, fellow Soldiers and Virginia Guard senior leaders bid a formal farewell to the Soldiers of the Virginia Beach-based 1945th Contingency Contracting Team, 529th Combat Sustainment Support Battalion, 329th Regional Support Group Feb. 8, 2014, at Camp Pendleton in Virginia Beach. Virginia Sen. Jeffrey L. McWaters of the 8th District, Maj. Gen. Daniel E. Long Jr., the Adjutant General of Virginia, Command Sgt. Maj. Dennis A. Green, the Virginia National Guard Senior Enlisted Leader, Col. Michelle Rose, commander of the 329th RSG, Lt. Col. Michael Waterman, commander of the 529th CSSB, Lt. Col. Brent Carey, team leader of the 1944th CCT, and Capt. Bert Hankins, commander of the 1945th CCT, were among the speakers at the ceremony. The four-Soldier team will now head to Camp Shelby, Miss., for premobilization training before they head to Afghanistan in support of Operation Enduring Freedom. (Photo by Master Sgt. A.J. Coyne, Virginia Guard Public Affairs)
This image is excerpted from a U.S. GAO report:
www.gao.gov/products/GAO-12-290
OPERATIONAL CONTRACT SUPPORT: Management and Oversight Improvements Needed in Afghanistan
DSC_0941 - T93 - 593 CLT - Alexander Dennis Trident/Alexander Dennis Enviro400 - Arriva London South (Ex-LJ59 LZO) - City of London, Threadneedle Street 17/12/14
PALAIS HARRACH
In 1435 Jörg Puchheim acquired three small houses on the Freyung and had them put together into a residence. By 1600, the baron and later Empire Count Karl von Harrach acquired this property and received here prominent guests, such as the commander Wallenstein, who took Mary Isabella, daughter of Karl Count von Harrach to his second wife. After a fire in 1683 the present magnificent building was under the direction of Domenico Martinelli, who decisively participated in the construction of the Palais Liechtenstein, built. It is suspected that the Palais Harrach was the first major construction contract for the well-traveled Italian Baroque architect. In 1844 there were major modifications under Franz Ernst Haarach that should make room especially for the gallery. At that occasion the façade to the Freyung has been completely redesigned. The construction follows today the Viennese tradition of the city palaces. It has three storeys and by the dreizehnachsig (13-axis) säulenflankierte (flanked by pillars) portal that clearly stands out from the dull yellow facade, you get into the transverse oval driveway. In addition, particularly should be mentioned the magnificent staircases in the palace.
Until the 30s was the valuable Harrachsche collection of paintings here preserved, but this was yet taken away before the start of the Second World War from Vienna and were kept until 1954 in various salt mines in the Salzkammergut, as well as on Castle Clam, Upper Austria. That was good thing, because in a bomber attack in 1944, the Palais Harrach was heavily damaged by several bombs. In the Mary's Immaculate Conception Chapel of the Palais Harrach is as high altarpiece the copy of a painting by Ribera, the original is located in the Harrachschen collection of paintings in Castle Rohrau/Lower Austria. By reconstruction of the existing Baroque building stock, the Palace was restored in the years 1948-52 and was till 1980 in possession of the family Harrach, who sold it to the city of Vienna. Due to the moving in 1994 of the Kunsthistorisches Museum (Art History Museum Vienna) in Palais Harrach currently exhibitions, recitals, lectures and concerts are taking place and are moving it so back into the center of Vienna's cultural life.
Palais Harrach
On the pavement in front of the Palais Harrach a part of the original medieval road surface was uncovered and preserved for the public.
Since 01 December 1994 is the Kunsthistorisches-Museum-Vienna tenant of the Palais Harrch. The rooms on the first floor are available for receptions, dinners, press conferences, chamber concerts, wedding cocktails, lectures, readings, etc. In the context of an event there is the opportunity to visit the State Rooms and the respective exhibitions.
Facilities and Capacity:
Entrée: 70m2 or 60 people
Dining room: 90m2 or 80-120 people
Parade Room: 90m2 or 80-120 people
Large living room: 99m2 or 80-120 people
Admission:
Full price ... 7,00 EUR
reduced ... 5,00 EUR
Vienna Card ... 6,50 EUR
Address: 1010 Vienna, Freyung 3
Opening times: daily 10-18 clock
Phone: +43 ( 0) 1 532 12 30 / Fax: +43 ( 0) 1 535 84 27/homepage/email
addition:
In lieu of today's school center Ungargasse 67-69 1030 Vienna, Aloys Thomas Raimund Count Harrach, Viceroy of Naples (1669-1742) in the years 1727 to 1735 had by Lukas von Hildebrandt in two phases built a splendid palace with two courtyards and one in honor to the holy Januarius consecrated chapel. This was the Garden Palais Harrach, to which a huge garden in baroque style with many pavillions of pleasure connected. The grandson of the owner sold the Garden Palace 1791 to Leopold II. Under Francis II the garden was planted with fruit trees, so this was referred to as Emperor Garden (Kaisergartengasse). Then on it stood the hospital Rudolf-Foundation and the Landwehr cadet school. The building at the end of Second World War fell victim to an air raid and was removed, only the Januariuskapelle partially remained preserved.
Link to the district pages where historical views are available from the garden . direct Link
P12 HST : Scania G450 rigid 8x4 tipper truck operated by H & S Thomas Transport from Warmley, Gloucestershire, under contract to TARMAC.
A36 - Warminster Bypass.
04-11-2024
The AGM-109 Air Launched Cruise Missile lost to the Boeing AGM-86 in competition for the Air Force contract. This competition included a flyoff in 1979. However General Dynamics and McDonnell Douglas did go on to build a naval version known as the Tomahawk Land Attack Missile (TLAM) which went on to great success.
Cadets who meet the qualifications and agree to commission as a 2nd Lieutenant in the United States Army are recognized in an annual ceremony, honoring their commitment and dedication. Comprised of freshman, sophomores and juniors, the ceremony signifies the beginning of each cadets responsibility to prepare themselves to be officers in the Unites States Army.
Photo by c/MAJ Paul Hew