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+++ DISCLAIMER +++Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Gudkov Gu-1 was a Soviet fighter aircraft produced shortly after World War II in small numbers at the start of the jet age, but work on the Gudkov Gu-1 already started in 1944. Towards the end of World War II the Soviet Union saw the need for a strategic bombing capability similar to that of the United States Army Air Forces. The Soviet VVS air arm had the locally designed Petlyakov Pe-8 four-engined heavy bomber in service at the start of the war, but only 93 had been built by the end of the war and the type had become obsolete. By that time the U.S. regularly conducted bombing raids on Japan from distant Pacific forward bases using B-29 Superfortresses, and the Soviet Air Force lacked this capability.
Joseph Stalin ordered the development of a comparable bomber, and the U.S. twice refused to supply the Soviet Union with B-29s under Lend Lease. However, on four occasions during 1944, individual B-29s made emergency landings in Soviet territory and one crashed after the crew bailed out. In accordance with the Soviet–Japanese Neutrality Pact, the Soviets were neutral in the Pacific War and the bombers were therefore interned and kept by the Soviets. Despite Soviet neutrality, America demanded the return of the bombers, but the Soviets refused. Three repairable B-29s were flown to Moscow and delivered to the Tupolev OKB. One B-29 was dismantled, the second was used for flight tests and training, and the third one was left as a standard for cross-reference.
Stalin told Tupolev to clone the Superfortress in as short a time as possible. The reverse-engineering effort involved 900 factories and research institutes, who finished the design work during the first year. 105,000 drawings were made, and the American technology had to be adapted to local material and manufacturing standards – and ended in a thorough re-design of the B-29 “under the hood”. By the end of the second year, the Soviet industry was to produce 20 copies of the aircraft ready for State acceptance trials.
While work on what would become the Tupolev Tu-4 was on the way, the need for a long range escort fighter arose, too. Soviet officials were keen on the P-51 Mustang, but, again, the USA denied deliveries, so that an indigenous solution had to be developed. With the rising tension of international relationships, this became eventually the preferred solution, too.
While the design bureau Lavochkin had already started with work on the La-9 fighter (which entered service after WWII) and the jet age was about to begin, the task of designing a long range escort fighter for the Tu-4 was relegated to Mikhail I. Gudkov who had been designing early WWII fighters like the LaGG-1 and -3 together with Lavochkin. Internally, the new fighter received the project handle "DIS" (Dalnij Istrebitel' Soprovozhdenya ="long-range escort fighter").
In order to offer an appropriate range and performance that could engage enemy interceptors in the bombers’ target area it was soon clear that neither a pure jet nor a pure piston-engine fighter was a viable solution – a dilemma the USAAF was trying to solve towards 1945, too. The jet engine alone did not offer sufficient power, and fuel consumption was high, so that the necessary range could never be achieved with an agile fighter. Late war radials had sufficient power and offered good range, but the Soviet designers were certain that the piston engine fighter had no future – especially when fast jet fighters had to be expected over enemy territory.
Another problem arose through the fact that the Soviet Union did not have an indigenous jet engine at hand at all in late 1945. War booty from Germany in the form of Junkers Jumo 004 axial jet engines and blueprints of the more powerful HeS 011 were still under evaluation, and these powerplants alone did neither promise enough range nor power for a long range fighter aircraft. Even for short range fighters their performance was rather limited – even though fighters like the Yak-15 and the MiG-9 were designed around them.
After many layout experiments and calculation, Gudkov eventually came up with a mixed powerplant solution for the DIS project. But unlike the contemporary, relatively light I-250 (also known as MiG-13) interceptor, which added a mechanical compressor with a primitive afterburner (called VRDK) to a Klimov VK-107R inline piston engine, the DIS fighter was equipped with a powerful radial engine and carried a jet booster – similar to the US Navy’s Ryan FR-1 “Fireball”. Unlike the FR-1, though, the DIS kept a conservative tail-sitter layout and was a much bigger aircraft.
The choice for the main powerplant fell on the Shvetsov ASh-82TKF engine, driving a large four blade propeller. This was a boosted version of the same 18 cylinder twin row radial that powered the Tu-4, the ASh-73. The ASh-82TKF for the escort fighter project had a rating of 2,720 hp (2,030 kW) while the Tu-4's ASh-73TK had "only" a temporary 2,400 hp (1,800 kW) output during take-off. The airframe was designed around this massive and powerful engine, and the aircraft’s sheer size was also a result of the large fuel capacity which was necessary to meet the range target of at least 3.000 km (1.860 mi, 1.612 nmi).
The ASh-82TKF alone offered enough power for a decent performance, but in order to take on enemy jet fighters and lighter, more agile propeller-driven fighters, a single RD-20 axial-flow turbojet with 7.8 kN (1,754 lbf) thrust was added in the rear-fuselage. It was to add power for take-off and in combat situations only. Its fixed air intakes were placed on the fuselage flanks, right behind the cockpit, and the jet pipe was placed under the fin and the stabilizers.
Outwardly, Gudkov’s DIS resembled the late American P-47D or the A-1 Skyraider a lot, and the beefy aircraft was comparable in size and weight, too. But the Soviet all-metal aircraft was a completely new construction and featured relatively small and slender laminar flow wings. The wide-track landing gear retracted inwards into the inner wings while the tail wheel retracted fully into a shallow compartment under the jet pipe.
The pilot sat in a spacious cockpit under a frameless bubble canopy with very good all-round visibility and enjoyed amenities for long flights such as increased padding in the seat, armrests, and even a urinal. In addition, a full radio navigation suite was installed for the expected long range duties over long stretches of featureless landscape like the open sea.
Armament consisted of four 23 mm Nudelman-Suranov NS-23 cannons with 100 RPG in the wings, outside of the propeller arc. The guns were good for a weight of fire of 6kg (13.2 lb)/sec, a very good value. Five wet hardpoints under the fuselage, the wings outside of the landing gear well and under the wing tips could primarily carry auxiliary drop tanks or an external ordnance of up to 1.500 kg (3.300 lb).
Alternatively, iron bombs of up to 500 kg (1.100 lb) caliber could be carried on the centerline pylon, and a pair of 250 kg (550 lb) bombs under the wings, but a fighter bomber role was never seriously considered for the highly specialized and complex aircraft.
The first DIS prototype, still without the jet booster, flew in May 1947. The second prototype, with both engines installed, had its fuel capacity increased by an additional 275 l (73 US gal) in an additional fuel tank behind the cockpit. The aircraft was also fitted with larger tires to accommodate the increased all-up weight, esp. with all five 300 l drop tanks fitted for maximum range and endurance.
Flight testing continued until 1948 and the DIS concept proved to be satisfactory, even though the complicated ASh-82TKF hampered the DIS’ reliability - to the point that fitting the ASh-73TK from the Tu-4 was considered for serial production, even if this would have meant a significant reduction in performance. The RD-20 caused lots of trouble, too. Engine reliability was generally poor, and re-starting the engine in flight did not work satisfactorily – a problem that, despite several changes to the starter and ignition system, could never be fully cured. The jet engine’s placement in the tail, together with the small tail wheel, also caused problems because the pilots had to take care that the tail would not aggressively hit the ground upon landings, because the RD-20 and its attachments were easily damaged.
Nevertheless, the DIS basically fulfilled the requested performance specifications and was, despite many shortcomings, eventually cleared for production in mid 1948. It received the official designation Gudkov Gu-1, honoring the engineer behind the aircraft, even though the aircraft was produced by Lavochkin.
The first machines were delivered to VVS units in early 1949 - just in time for the Tu-4's service introduction after the Russians had toiled endlessly on solving several technical problems. In the meantime, jet fighter development had quickly progressed, even though a purely jet-powered escort fighter for the Tu-4 was still out of question. Since the Gu-1 was capricious, complex and expensive to produce, only a limited number left the factories and emphasis was put on the much simpler and more economical Lavochkin La-11 escort fighter, a lightweight evolution of the proven La-9. Both types were regarded as an interim solution until a pure jet escort fighter would be ready for service.
Operationally the Gu-1s remained closely allocated to the VVS’ bomber squadrons and became an integral part of them. Anyway, since the Tu-4 bomber never faced a serious combat situation, so did the Gu-1, which was to guard it on its missions. For instance, both types were not directly involved in the Korean War, and the Gu-1 was primarily concentrated at the NATO borders to Western Europe, since bomber attacks in this theatre would certainly need the heavy fighter’s protection.
The advent of the MiG-15 - especially the improved MiG-15bis with additional fuel capacities and drop tanks, quickly sounded the death knell for the Gu-1 and any other post-WWII piston-engine fighter in Soviet Service. As Tu-4 production ended in the Soviet Union in 1952, so did the Gu-1’s production after only about 150 aircraft. The Tu-4s and their escort fighters were withdrawn in the 1960s, being replaced by more advanced aircraft including the Tupolev Tu-16 jet bomber (starting in 1954) and the Tupolev Tu-95 turboprop bomber (starting in 1956).
The Gudkov Gu-1, receiving the NATO ASCC code “Flout”, remained a pure fighter. Even though it was not a success, some proposals for updates were made - but never carried out. These included pods with unguided S-5 air-to-air-rockets, to be carried on the wing hardpoints, bigger, non-droppable wing tip tanks for even more range or, alternatively, the addition of two pulsejet boosters on the wing tips.
There even was a highly modified mixed powerplant version on the drawing boards in 1952, the Gu-1M. Its standard radial powerplant for cruise flight was enhanced with a new, non-afterburning Mikulin AM-5 axial flow jet engine with 2.270 kgf/5,000 lbf/23 kN additional thrust in the rear fuselage. With this temporary booster, a top speed of up to 850 km/h was expected. But to no avail - the pure jet fighter promised a far better performance and effectiveness, and the Gu-1 remained the only aircraft to exclusively carry the Gudkov name.
General characteristics:
Crew: 1
Length: 12 m (39 ft 4 in)
Wingspan: 14 m (45 ft 11 in)
Height: 4.65 m (15 ft 3 in)
Wing area: 28 m² (301.388 ft²)
Airfoil:
Empty weight: 4,637 kg (10,337 lb)
Loaded weight: 6.450 kg (14.220 lb)
Maximum take-off weight: 7,938 kg (17,500 lb)
Powerplant:
1× Shvetsov ASh-82TKF 18-cylinder air-cooled radial engine, rated at 2,720 hp (2,030 kW)
1x RD-20 axial-flow turbojet with 7.8 kN (1,754 lbf) thrust as temporary booster
Performance
Maximum speed: 676 km/h (420 mph) at 29,000 ft (8,839 m) with the radial only,
800 km/h (497 mph/432 kn,) with additional jet booster
Cruise speed: 440 km/h (237 kn, 273 mph)
Combat radius: 820 nmi (945 mi, 1,520 km)
Maximum range: 3.000 km (1.860 mi, 1.612 nmi) with drop tanks
Service ceiling: 14,680 m (48,170 ft)
Wing loading: 230.4 kg/m² (47.2 lb/ft²)
Power/mass: 0.28 kW/kg (0.17 hp/lb)
Climb to 5,000 m (16,400 ft): 5 min 9 sec;
Climb to 10,000 m (32,800 ft): 17 min 38 sec;
Climb to 13,000 m (42,640 ft): 21 min 03 sec
Armament
4× 23 mm Nudelman-Suranov NS-23 cannons with 100 RPG in the outer wings
Five hardpoints for an external ordnance of 1.500 kg (3.300 lb)
The kit and its assembly:
This whif is the incarnation of a very effective kitbashing combo that already spawned my fictional Japanese Ki-104 fighter, and it is another submission to the 2018 “Cold War” group build at whatifmodelers.com. This purely fictional Soviet escort fighter makes use of my experiences from the first build of this kind, yet with some differences.
The kit is a bashing of various parts and pieces:
· Fuselage, wing roots, landing gear and propeller from an Academy P-47D
· Wings from an Ark Model Supermarine Attacker (ex Novo)
· Tail fin comes from a Heller F-84G
· The stabilizers were taken from an Airfix Ki-46
· Cowling from a Matchbox F6F, mounted and blended onto the P-47 front
· Jet exhaust is the intake of a Matchbox Me 262 engine pod
My choice fell onto the Academy Thunderbolt because it has engraved panel lines, offers the bubble canopy as well as good fit, detail and solid material. The belly duct had simply been sliced off, and the opening later faired over with styrene sheet and putty, so that the P-47’s deep belly would not disappear.
The F6F cowling was chosen because it looks a lot like the ASh-73TK from the Tu-4. But this came at a price: the P-47 cowling is higher, tighter and has a totally different shape. It took serious body sculpting with putty to blend the parts into each other. Inside of the engine, a styrene tube was added for a metal axis that holds the uncuffed OOB P-47 four blade propeller. The P-47’s OOB cockpit tub was retained, too, just the seat received scratched armrests for a more luxurious look.
The Attacker wings were chosen because of their "modern" laminar profile. The Novo kit itself is horrible and primitive, but acceptable for donations. OOB, the Attacker wings had too little span for the big P-47, so I decided to mount the Thunderbolt's OOB wings and cut them at a suitable point: maybe 0.5", just outside of the large main wheel wells. The intersection with the Attacker wings is almost perfect in depth and width, relatively little putty work was necessary in order to blend the parts into each other. I just had to cut out new landing gear wells from the lower halves of the Attacker wings, and with new attachment points the P-47’s complete OOB landing gear could be used.
With the new wing shape, the tail surfaces had to be changed accordingly. The trapezoid stabilizers come from an Airfix Mitsubishi Ki-46, and their shape is a good match. The P-47 fin had to go, since I wanted something bigger and a different silhouette. The fuselage below was modified with a jet exhaust, too. I actually found a leftover F-84G (Heller) tail, complete with the jet pipe and the benefit that it has plausible attachment points for the stabilizers far above the jet engine in the Gu-1’s tail.
However, the F-84 jet pipe’s diameter turned out to be too large, so I went for a smaller but practical alternative, a Junkers Jumo 004 nacelle from a Me 262 (the ancestor of the Soviet RD-20!). Its intake section was cut off, flipped upside down, the fin was glued on top of it and then the new tail was glued to the P-47 fuselage. Some (more serious) body sculpting was necessary to create a more or less harmonious transition between the parts, but it worked.
The plausible placement of the air intakes and their shape was a bit of a challenge. I wanted them to be obvious, but still keep an aerodynamic look. An initial idea had been to keep the P-47’s deep belly and widen the central oil cooler intake under the nose, but I found the idea wacky and a bit pointless, since such a long air duct would not make much sense since it would waste internal space and the long duct’s additional weight would not offer any benefit?
Another idea were air intakes in the wing roots, but these were also turned down since the landing gear wells would be in the way, and placing the ducts above or below the wings would also make no sense. A single ventral scoop (looking like a P-51 radiator bath) or two smaller, dorsal intakes (XP-81 style) behind the cockpit were other serious candidates – but these were both rejected because I wanted to keep a clean side profile.
I eventually settled for very simple, fixed side intakes, level with the jet exhaust, somewhat inspired by the Lavochkin La-200B heavy fighter prototype. The air scoops are simply parts from an Italeri Saab 39 Gripen centerline drop tank (which has a flat, oval diameter), and their shape is IMHO a perfect match.
Painting and markings:
While the model itself is a wild mix of parts with lots of improvisation involved, I wanted to keep the livery rather simple. The most plausible choice would have been an NMF finish, but I rather wanted some paint – so I used Soviet La-9 and -11 as a benchmark and settled for a simple two-tone livery: uniform light grey upper and light blue lower surfaces.
I used RAF Medium Sea Grey (Humbrol 165) and Soviet Underside Blue (Humbrol 114) as basic tones, and, after a black ink wash, these were lightened up through dry-brushed post-shading. The yellow spinner and fin tip are based on typical (subtle) squadron markings of the late 40ies era.
The cockpit as well the engine and landing gear interior became blue-grey (Revell 57), similar to the typical La-9/11’s colors. The green wheel discs and the deep blue propeller blades are not 100% in the aircraft's time frame, but I added these details in order to enhance the Soviet touch and some color accents.
Tactical markings were kept simple, too. The "38" and the Red Stars come form a Mastercraft MiG-15, the Guards badge from a Begemoth MiG-25 sheet and most of the stencils were taken from a Yak-38 sheet, also from Begemoth.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and it received some mild soot stains and chipped paint around the cockpit and on the leading edges. Some oil stains were added around the engine (with Tamiya Smoke), too.
A massive aircraft, and this new use of the P-47/Attacker combo results again in a plausible solution. The added jet engine might appear a bit exotic, but the mixed powerplant concept was en vogue after WWII, but only a few aircraft made it beyond the prototype stage.
While painting the model I also wondered if an all dark blue livery and some USN markings could also have made this creation the Grumman JetCat? With the tall fin, the Gu-1 could also be an F8F Bearcat on steroids? Hmmm...
April 09, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings. World Bank Group CEO Kristalina Georgieva, IFC VP for Latin America & the Caribbean and Europe and Central Asia Georgina Baker, and the Sexual Violence Research Initiative founder Claudia Garcia-Moreno, 11 winners from around the world were awarded prize money to design, implement, and capture results of new solutions, including the first-ever private sector winner. Photo: World Bank / Grant Ellis
April 09, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings. World Bank Group CEO Kristalina Georgieva, IFC VP for Latin America & the Caribbean and Europe and Central Asia Georgina Baker, and the Sexual Violence Research Initiative founder Claudia Garcia-Moreno, 11 winners from around the world were awarded prize money to design, implement, and capture results of new solutions, including the first-ever private sector winner. Photo: World Bank / Grant Ellis
April 09, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings. World Bank Group CEO Kristalina Georgieva, IFC VP for Latin America & the Caribbean and Europe and Central Asia Georgina Baker, and the Sexual Violence Research Initiative founder Claudia Garcia-Moreno, 11 winners from around the world were awarded prize money to design, implement, and capture results of new solutions, including the first-ever private sector winner. Photo: World Bank / Grant Ellis
April 12, 2014 - WASHINGTON DC. 2014 IMF / World Bank Group Spring Meetings. Development Committee Meeting. Development Committee Chair Marek Belka; World Bank Group President Jim Yong Kim; IMF Managing Director Christine Lagarde. Photo: Eugenio Salazar / World Bank
Nestlé sponsored training of agricultural extension workers in Renala, Pakistan. Passing on vital skills in water management encourages sustainable practices on dairy farms in Pakistan.
April 13, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings.Development Committee Meeting. Photo: World Bank / Franz Mahr
Photo ID: 041319_Development Committee_FM_116
April 09, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings. World Bank Group CEO Kristalina Georgieva, IFC VP for Latin America & the Caribbean and Europe and Central Asia Georgina Baker, and the Sexual Violence Research Initiative founder Claudia Garcia-Moreno, 11 winners from around the world were awarded prize money to design, implement, and capture results of new solutions, including the first-ever private sector winner. Photo: World Bank / Grant Ellis
A Level Textiles Flower project. Design and print development. Range of dresses based on the process of decay in flowers, and the process of creating textile print
I am undecided about the developments here on this shore. It was a bit scruffy, untidy, noisy from the nearby road. But it was well used, had more shade. You can't drive to it anymore and where that's safer for cyclists and pedestrians there is a conspicuous absence of the people who once would be here enjoying this place.
You see, it's been gentrified. I have few reasons to suppose this isn't the first blow towards apartment building north of here on the redefined lake edge, once a sloping shore, then further lockouts of general access. It has happened before! In the process the edge of the lake has been filled in, mature shade and landscape trees felled, the flat banks expanded, more paving added and the untidy masses of humanity dispersed. Pretty, it seems, is better for the few while the many now seem lost for a place of their own.
This doesn't seem right. The unfairness drives my indecision. What I do know is that I quite like this new installation of public art.
Left to right:
Chris Skinner, Writer and FinTech Commentator
Matthew Blake, Head, Future of Financial and Monetary Systems, World Economic Forum
Elliot Harris, UN Chief Economist
Gillian Tett, Editor-at-large, Financial Times
Scaling Reuse: From Pilots to Metrics
Beth Bovis, Partner; Leader, Global Social Impact and Sustainability, Kearney, USA; Inger Andersen, Executive Director, United Nations Environment Programme (UNEP), Nairobi; Jim Andrew, Chief Sustainability Officer, PepsiCo, USA; Heather Crawford, Senior Vice-President, Creative, TerraCycle, USA; Anastasia Smolina, Director, Sustainability, Circular Economy Strategy, Walmart, USA; Zara Ingilizian, Head of Shaping the Future of Consumption; Member of the Executive Committee, World Economic Forum
Copyright: World Economic Forum/Jeffery Jones
Sustainable Development Impact Meetings, New York, USA 19 - 23 September
Mr. Brahima Sanou, Director, Telecommunications development bureau, ITU and Dr. Douglas Bettcher, Director, PND, WHO
There is growing recognition that non-communicable diseases (NCDs) dominate both health care needs and expenditure in all developed and most low and middle-income countries. NCDs cause an estimated 36 million deaths every year, including 9 million people dying prematurely before the age of 60.
Mobiles are the most rapidly adopted technology in the world. Mobile phones are already being successfully used in different fields such as banking, governance, agriculture, education as well as health, improving access to health services, training health workers, and assist individuals to manage their diseases. We may soon be living in a world where the medical profession is prescribing more apps than drugs!
There is an incredible opportunity to use mobile as a platform for non-communicable disease prevention and control. The initiative we are here to discuss today focuses on the use of mobile technology to take on non-communicable diseases – in the areas of prevention, enforcement and treatment - and how to integrate these in health systems. This initiative is relevant to all countries - high, middle and low income. Costa Rica, represented here today by its Minister for Health, H.E. Minister Daisy Coralez, is the first country planning to implement the mHealth for NCDs program and we look forward to hearing from other countries experences and expectations - both from the panel and the room.
Our distinguished panel will discuss how these recent technological innovations are changing the healthcare and health-management context for NCDs, and providing the global community with new opportunities for prevention and control. The panel will discuss this unique opportunity and the challenges in using mHealth for prevention, treatment and policy enforcement for NCDs.
ITU/Rowan Farrell
David Souter, Managing Director, ICT Development Associates moderating the WTIS 2014, International Coordination of ICT Measurement, 10th Anniversary of the Partnership on Measuring ICT for Development, Tbilisi, Georgia.
©ITU/ R.Farrell
The Pitt Community College Workforce Development Program offers focused short-term training for specific needs in local industries, specifically targeted at the unemployed, underemployed, and anyone interested in upgrading or learning new skills to move their careers forward. The programs include HR development, automotive, construction trades, EMS and Fire/Rescue training, advanced manufacturing, and much more.
Learn more at pittcc.edu/community/continuing-education/
April 12, 2014 - WASHINGTON DC. 2014 IMF / World Bank Group Spring Meetings. Development Committee Meeting. Development Committee Chair Marek Belka; World Bank Group President Jim Yong Kim; IMF Managing Director Christine Lagarde. Photo: Eugenio Salazar / World Bank
The mills are an important feature of Maynard's development. The earliest saw and grist mills were built in the early 18th century. Two of the earliest mills were the Puffer Mill and the Asa Smith's Mill, which were located on Taylor Brook and Mill Street, respectively. These were the first mills to use the Assabet River for power; therefore, they were very slow and sluggish. The grist and saw mill were then followed by paper mills, which were built starting in 1820.
The Mill is easily Maynard's most prominent feature. The complex takes up 11 acres in the middleof what we call downtown. The Mill complex began in 1847 as set of wooden buildings used to manufacture carpets and carpet yarn. Amory Maynard helped construct this mill. His partner, William H. Knight, helped him build a dam across the Assabet and dug a canal channeling a portion of the river into what is called Mill Pond. The Mill changed hands a few times but it would eventually become the largest woolen factory in the world till the 1930s.
The 1950's ushered in a change from textiles to businesses like computer manufacturing. With the start of the final decade of the century the Mill is on the cusp of being transformed again.
It is said that "as the Mill goes, so goes Maynard". While the town isn't as dependent on the Mill as it was in 19th century it continues to play an important role in shaping the character of the town.
We hope you enjoy this historical perspective of the Mill. It has been pieced together from a variety of sources and continues to be enriched as we discover new materials to include, increase the number of hyperlinks and add pictures, diagrams, and sound..
The Mill from 1847 to 1977
The site of the mill was once part of the town of Sudbury, while the opposite bank of the Assabet River belonged to Stow. The present town, formed in 1871, was named for the man most responsible for its development, Amory Maynard.
Born in 1804, Maynard was running his own sawmill business at the age of sixteen. In the 1840's, he went into partnership with a carpet manufacturer for whom he'd done contracting. They dammed up the Assabet and diverted water into a millpond to provide power for a new mill, which opened in 1847, producing carpet yarn and carpets. Only one of the original mill buildings survives: it was moved across Main Street and now is an apartment house.
Amory Maynard's carpet firm failed in the business panic of 1857. But the Civil War allowed the Assabet Manufacturing Company, organized in 1862 with Maynard as the managing "agent", to prosper by producing woolens, flannels and blankets for the army. This work was carried on in new brick mill buildings.
Expansion of the mill over many years is evidenced by the variations in the architecture of the structures still standing.
The oldest portion of Building 3 dates from 1859, making it the oldest part of the mill in existence today, but several additions were made afterwards. Buildings constructed in the late 1800's frequently featured brick arches over the windows, and at times new additions were made to match neighboring structures.
The best-known feature is the clock donated in memory of Amory Maynard by his son Lorenzo in 1892. Its four faces, each nine feet in diameter, are mechanically controlled by a small timer inside the tower. Neither the timer nor the bell mechanism has ever been electrified; custodians still climb 120 steps to wind the clock every week- 90 turns for the timer and 330 turns for the striker.
Amory Maynard died in 1890, but his son and grandson still held high positions in the mill's management. The family's local popularity plummeted, however, when the Assabet Manufacturing Company failed late in 1898. Workers lost nearly half of their savings which they had deposited with the company, since there were no banks in town. Their disillusionment nearly resulted in changing the town's name from Maynard to Assabet.
Prosperity returned in 1899 when the American Woolen Company, an industrial giant, bought the Assabet Mills and began to expand them, adding most of the structures now standing. The biggest new unit was Building 5, 610 feet long which contained more looms than any other woolen mill in the world. Building 1, completed in 1918, is the newest; the mill pond had been drained to permit construction of its foundation. These buildings have little decoration, but their massiveness is emphasized by the buttress-like brick columns between their windows.
The turn of the century saw a changeover from gas to electric lights at the mill. Until the 1930's the mill generated not only its own power but also electricity for Maynard and several other towns. For years the mill used 40-cycle current. Into the late 1960's power produced by a water wheel was used for outdoor lighting, including the Christmas tree near Main Street. The complex system of shafts and belts once used to distribute power from a central source was rendered obsolete by more efficient small electric motors, just as inexpensive minicomputers have often replaced terminals tied to one large processor.
As the mill grew, so did the town. Even in 1871, the nearly 2,000 people who became Maynard's first citizens outnumbered the people left in either Sudbury or Stow. Maynard's first population almost doubled in the decade between 1895 and 1905, when reached nearly 7,000 people. Most of the workers lived in houses owned by the company, many of which have been refurbished and are used today. The trains that served th town and the mill, however, are long gone - the depot site is now occupied by a gas station.
Most of the original mill workers had been local Yankees and Irish immigrants. But by the early 1900's, the Assabet Mills were employing large numbers of newcomers from Finland, Poland, Russia and Italy. The latest arrivals were often escorted to their relatives or friends by obliging post office workers. The immigrants made Maynard a bustling, multi-ethnic community while Stow, Sudbury and Acton remained small, rural villages. Farmers and their families rode the trolley to Maynard to shop and to visit urban attractions then unknown in their own towns, including barrooms and movie houses.
Wages were low and the hours were long. Early payrolls show wages of four cents an hour for a sixty hour week. Ralph Sheridan of the Maynard Historical Society confirmed that in 1889 his eldest brother was making 5 1/2 cents an hour in the mill's rag shop at the age of fourteen, while their father was earning 16 1/2 cents per hour in the boiler room. (As of 1891 one-eighth of the workers were less than 16 years old, and one-quarter were women.)
Sheridan's own first job at the mill, in the summer of 1915, paid $6.35 for a work week limited to 48 hours by child labor laws. The indestructible "bullseye" safe still remains in the old Office Building.
Sheridan remembers the bell that was perched on top of Building 3:
"...the whistle on the engine room gave one blast at quarter of the hour, and then at about five minutes of the hour the gave one blast again. And everyone was supposed to be inside the gate when that second whistle blew. And then at one minute of the hour this bell rang just once, a quick ring- and we referred to it as "The Tick" because of that..... everybody was supposed to start work at that time, at that moment."
A worker was sent home if he'd forgotten to wear his employee's button, marked "A.W.Co.,Assabet".
The millhands really had to work, too. Sheridan recalls one winter evening when there was such a rush to get out an order of cloth for Henry Ford that the men were ordered to invoice it from the warehouse, now Building 21, instead of from the usual shipping room:
"There was no heat in the building, never had been. And it was so cold that I remember that I had to cut the forefinger and the thumb from the glove that I was wearing in order to handle the pencil to do the invoicing....the yard superintendant at the time brought in some kerosene lanterns and put 'em under our chairs to keep our feet warm."
Building 21, built out over the pond, remained unheated until DIGITAL took it over.
As in most Northern mill towns, labor relations were often troubled. In 1911 the company used Poles to break the strike of Finnish workers. When no longer able to play off one nationality against another, management for years took advantage of rivalries between different unions. The Great Depression hit the company hard, however. In 1934 it sold all the houses it owned, mostly to the employees who lived in them; and New Deal labor laws encouraged the workers to form a single industrial union, which joined the C.I.O.
World War II brought a final few years of good times to the woolens industry. The mill in Maynard operated around the clock with over two thousand employees producing such items as blankets and cloth for overcoats for the armed forces. But when peace returned, the long-term trends resumed their downward drift, and in 1950 the American Woolen Company shut down its Assabet Mills entirely. Like many New England mills, Maynard's had succumbed to a combination of Southern and foreign competition, relatively high costs and low productivity, and the growing use of synthetic fibers.
'Til then a one-industry town, Maynard was in trouble. In 1953, however, ten Worcester businessmen bought the mill and began leasing space to tenants, some of which were established firms, while others were just getting started. One of the new companies which found the low cost of Maynard Industries' space appealing was Digital Equipment Corporation, which started operations in 8,680 square feet in the mill in 1957.
A Mill Chronology
1846 Amory Maynard and William Knight form Assabet Mills.
1847 Maynard and Knight install a water wheel and build a new factory on the banks of the Assabet River.
1848 The Assabet Mills business is valued at $150,000.
The Lowell and Framingham Railroad carries passengers over branch road.
1855 The Mill now has three buildings on the site. Massachusetts is producing one-third of the textiles in the United States.
1857 Assabet Mills collapses after a business panic. The Mill complex is sold at an auction.
1862 The Mills are reorganized as Assabet Manufacturing Company. This involve replacing wooden buildings with brick, and the installation of new machinery. To fulfill contracts to the government during the Civil War production is switched from carpets to woolen cloth, blankets, and flannel.
The first tenement for employees are also constructed.
1869 Millhands peition President Ulysses S. Grant for a shorter work week ... 55 hours.
1871 The Town of Maynard incorporates. The population stands at 2,000
1888 A reservoir is installed for $70,000 to supply a growing population.
1890 The Assabet Manufacturing Company is valued at $1,500,000.
1892 Lorenzo Maynard donates clock in his father's name.
The Mill Complex contains seven buildings.
1898 Assabet Manufacturing Company declares bankruptcy. Many people in town lose much of their savings as banks have not yet been established.
1899 American Woolen Company purchases the Mill complex for $400,000. This company would eventually control 20% of the woolen textile market in the U.S. Wool was shipped all over the country to keep up with demand.
1901 160 additional tenements are constructed with their own sewage system. The streets are named after U.S. presidents.
The first electric trolley in Maynard begins service.
Building Number 5, the Mill complex's largest, is built in nine months. Electric power is introduced with the addition of dynamos on site.
1906 The Mill complex now has 13 buildings.
1910 The Mill complex grows to 25 buildings. Floor space is at 421,711 square feet. The property takes up 75 acres.
1918 With the addition of three new buildings the American Wollen Company and the Mill are in their heyday. The fortunes of the industry begin to decline over the next 30 years.
1947 After a brief spell of prosperity during World War II, the Mill phases out production as demand for woolen goods declines.
1950 Mill closes. 1,200 employees lose their jobs.
1953 Maynard Industries, Inc. purchases the Mill for $200,000. Space is rented to business and industrial tenants.
1957 Three engineers set up shop on the second floor of Building 12. With $70,000 and 8,600 square feet of rented space Digital Equipment Corporation is formed.
1960 Over thirty firms are located within the Mill complex.
1974 Digital Equipment Corporation purchases the entire Mill complex for $2.2 million. The Mill has over 1 million square feet in 19 buildings residing on 11 acres.
1992 The 100th anniversary of the Mill Clock is celebrated.
1993 Digital Equipment Corporation announces that it plans to leave the Mill complex. A search for a new tenant is started.
1995 Franklin Life Care purchases the Mill. Digital continues to rent space in Building 5.
1998 Mill purchased by Clock Tower Place.
Sources
* "Digital's Mill 1847-1977", a brochure published by Digital Equipment Corporation in 1977.
* "A Walk Through the Mill...", published by Digital Equipment Corporation for the Mill Clock Centennial.
I like the simplicity of these cranes, located in Tredigr docks in Cardiff Bay. Not sure what they were being used to build as access was blocked, but there does seem to be alot of development work going on there.
April 12, 2014 - WASHINGTON DC. 2014 IMF / World Bank Group Spring Meetings. Development Committee Meeting. Development Committee Chair Marek Belka; World Bank Group President Jim Yong Kim; IMF Managing Director Christine Lagarde. Photo: Eugenio Salazar / World Bank
Gerardo Lopez, Director, Statistics on Science and Technology, Instituto Nacional de Estadística y Geografía, Mexico, speaking at the WTIS 2014, International Coordination of ICT Measurement, 10th Anniversary of the Partnership on Measuring ICT for Development, Tbilisi, Georgia.
©ITU/ R.Farrell
Happy Easter every one
(Back shot from 2016)
On a walk around the city to catch up on the rebuild. May 24 Christchurch New Zealand.
Here is some info on the rebuild and some photos: www.otakaroltd.co.nz/?gclid=CJ3A_eyyp9MCFYSYvAodaZ8JSg
Precise numbers are not known but various craftsmen have probably built more Grunau Babies and Baby derivatives than any other sailplane. Thousands were constructed in Western Europe between 1931 and 1945. During World War II, factory records show that 4,104 rolled from workshops in Germany and the occupied countries. After the war, thousands more were built in Czechoslovakia, Spain, Sweden, Great Britain, and Australia. The Grunau Baby also influenced the development of other sailplanes such as the Slingsby Kirby Kite, Slingsby Cambridge 1 and 2, and the Slingsby Type 21 two-seat trainer.
Edmund Schneider designed the Grunau Baby and built the first examples at his factory near the village of Grunau, in the Silesia region of eastern Germany. Today, this area is part of western Poland and Grunau is called Jesow. Schneider built the first Baby in 1931. It was a smaller version of the ESG 31 Stanavo, a sailplane designed during the same year for American pilot Jack O'Meara. Schneider used an innovative wing design patterned after the elliptical wings used on the high-performance sailplanes designed by the Academic Flying Group of the Darmstadt Technical University, the Akaflieg Darmstadt. Schneider's wing held a constant chord from the root to the aileron, and then the leading and trailing edges tapered to a rounded wingtip. To maintain control during a stall, Schneider designed the outboard wing and aileron with washout, or twist. On a wing with positive washout, the trailing edge of the wing curves up near the tips when viewed from the rear.
The German glider champion, Wolf Hirth, had nothing to do with designing the Grunau Baby. However, he lent his name to the Baby sales campaign and for some time, many thought he was the designer. This was easier to believe because the glider handled well in the air and exhibited good performance. The factory at Grunau began to hum steadily to fill a stream of new orders. The fatal crash of another Schneider sailplane at the 1932 German national soaring contest in Bavaria compelled Schneider to hire a professional aeronautical engineer, Emile Rolle who redesigned the Baby from nose to tail. This new version was called the Grunau Baby II. Among its many improvements, the Baby II had a longer wing, reshaped rear fuselage, and a shorter rudder. On April 3, 1933, Kurt Schmidt soared a Baby II all day, all night, and into the next day without landing. He had remained aloft for 36 hours and 36 minutes, a new world endurance record for motorless airplanes. The news electrified the world and for the next ten years, Grunau Baby II production continued without pause.
Schneider continued to refine the airplane and introduced the Baby II A and the definitive II B. The II A introduced a wing of slightly greater span to accommodate spoilers for glidepath control, ailerons with a narrower chord, and for the first time, a canopy and windscreen for the cockpit. When the Baby first appeared, it was accepted wisdom that the pilot should feel as much unimpeded airflow as possible, the better to sense rising and falling currents of air, temperature changes and the like. On the II B, Schneider changed the spoilers to the more powerful Schempp-Hirth, 'parallelogram' configuration and added a wheeled launch dolly that the pilot jettisoned immediately after takeoff. Other versions followed but more Grunau Baby II B gliders were built than all other variants combined.
The Baby II B was nearly a perfect club sailplane. It was relatively easy to build from plans, it flew well, and the aircraft was strong enough to handle mild aerobatics and the occasional hard landing. Novice pilots could attempt their first real soaring, flying high and far, using updrafts generated by slopes and mountain ridges, and spiraling columns of warm air called thermals. Many Grunau Baby II B pilots achieved the coveted Silver-C soaring badge introduced in 1930. This required a pilot to remain aloft at least five hours, gain a minimum of 1,000 m (3,280 ft) after takeoff, and cover a horizontal distance of 50 km (31 miles).
Fleets of Grunau Baby II B sailplanes served as primary flight trainers operated by the Deutsche Luftsport Verband (German Sport Flying Organization, the DLV) created in 1933. The DLV became the Nationalsozialistiche Fliegerkorps (NSFK) in 1937. The Nazi political machine operated both organizations to train military pilots without appearing to violate the post-World War I Versailles Treaty that outlawed such remilitarization. Many of the Luftwaffe (German Air Force) pilots that flew during World War II first trained in Grunau Babies.
May 1, 1949, marks the date when the U. S. Air Force officially transferred the Grunau Baby IIb to the custody of the National Air Museum. Very little is known of the glider's operational history. According to the data plates secured to the bulkhead behind the pilot's seat, technicians built this glider in 1944 at the Petera Hohenelbe l/Rsgb. workshop factory. The airframe serial number is 031.016 and the Stammkenzeichen, or registration code, LZ-NC is painted on both sides of the fuselage. Details about how the U. S. Army Air Forces (AAF) recovered the glider are also unknown. For tracking purposes, the AAF assigned the inventory control number T2-2600. T2 signified the Technical Intelligence branch of the AAF and 2600 refers to the number of this particular item. Beginning in the final months of the war, teams of Technical Intelligence personnel scoured Germany and recovered aircraft and pieces of equipment for study and evaluation.
Wingspan: 13.6 m (45 ft)
Length: 5.9 m (20 ft)
Height: 1.5 m (4 ft 11 in)
Weight: Empty, 160 kg (353 lb)
Gross, 250 kg (553 lb)
References and Further Reading:
Simons, Martin. "The World's Vintage Sailplanes, 1908-45." Melbourne, Australia: Kookaburra Technical Publications Pty., Ltd.: 1986.
----. "Sling's Sailplanes," "Aeroplane Monthly," December 1992, 25.
Grunau Baby II B-2 curatorial file, Aeronautics Division, NASM.
Russell Lee, 9-3-04
April 13, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings.Development Committee Meeting. Photo: World Bank
Photo ID: 041319-Dev-Com-065-F
October 12, 2013 - Washington Dc., 2013 World Bank / IMF Annual Meetings. Development Committee Meeting. Photo: Simone D. McCourtie / World Bank
Bribie Island development
July 1964
ID: 436411 photographic album
Negative number: C2-5035
"Bribie Island is the smallest and most northerly of three major sand islands forming the coastline sheltering the northern part of Moreton Bay, Queensland, Australia. The others are Moreton Island and North Stradbroke Island. Bribie Island is 34 kilometres (21 miles) long, and 8 kilometres (5.0 miles) at its widest. Archibald Meston believed that the name of the island came from a corruption of a mainland word for it, Boorabee. meaning 'koala bear'.
Bribie Island hugs the coastline and tapers to a long spit at its most northern point near Caloundra, and is separated from the mainland by Pumicestone Passage. The ocean side of the island is somewhat sheltered from prevailing winds by Moreton Island and associated sand banks and has only a small surf break. The lee side is calm, with white sandy beaches in the south.
Most of the island is uninhabited national park (55.8 square kilometres or 21.5 square miles) and forestry plantations. The southern end of the island has been intensively urbanised as part of the Moreton Bay Region, the main suburbs being Bongaree, Woorim, Bellara and Banksia Beach. A bridge from Sandstone Point on the mainland was completed in 1963.
Buckley's Hole, at the southern tip of the island, is an important bird habitat and refuge.
There are many types of wildlife present on the island. Kangaroos, wallabies, emus, various snake species, green tree frogs and dingos can often be seen venturing from the national park into the surrounding suburbs.
Pumicestone Passage, located between the island and the mainland, is a protected marine park that provides habitat for dugongs, turtles and dolphins. There are also extensive mangrove forests in this area. Eucalypt forests, banksias and heathlands are the predominant vegetation elsewhere.
Bribie Island is home to around 350 species of bird. This includes a range of honeyeater species, lorikeets, waterbirds and birds of prey. Flying foxes (also called fruit bats) visit the area, along with several species of small insect-eating bats. Flying foxes are important pollinators and seed dispersers while the insect-eating bats help control mosquito and other insect populations.
Buckley's Hole, at the southern tip of the island, was declared an environmental park in 1992.
The island seems particularly prone to instances of bee swarming.”
Information from Bribie Island
Bribie Island development
July 1964
ID: 436411 photographic album
Negative number: C2-5032
"Bribie Island is the smallest and most northerly of three major sand islands forming the coastline sheltering the northern part of Moreton Bay, Queensland, Australia. The others are Moreton Island and North Stradbroke Island. Bribie Island is 34 kilometres (21 miles) long, and 8 kilometres (5.0 miles) at its widest. Archibald Meston believed that the name of the island came from a corruption of a mainland word for it, Boorabee. meaning 'koala bear'.
Bribie Island hugs the coastline and tapers to a long spit at its most northern point near Caloundra, and is separated from the mainland by Pumicestone Passage. The ocean side of the island is somewhat sheltered from prevailing winds by Moreton Island and associated sand banks and has only a small surf break. The lee side is calm, with white sandy beaches in the south.
Most of the island is uninhabited national park (55.8 square kilometres or 21.5 square miles) and forestry plantations. The southern end of the island has been intensively urbanised as part of the Moreton Bay Region, the main suburbs being Bongaree, Woorim, Bellara and Banksia Beach. A bridge from Sandstone Point on the mainland was completed in 1963.
Buckley's Hole, at the southern tip of the island, is an important bird habitat and refuge...
There are many types of wildlife present on the island. Kangaroos, wallabies, emus, various snake species, green tree frogs and dingos can often be seen venturing from the national park into the surrounding suburbs.
Pumicestone Passage, located between the island and the mainland, is a protected marine park that provides habitat for dugongs, turtles and dolphins. There are also extensive mangrove forests in this area. Eucalypt forests, banksias and heathlands are the predominant vegetation elsewhere.
Bribie Island is home to around 350 species of bird. This includes a range of honeyeater species, lorikeets, waterbirds and birds of prey. Flying foxes (also called fruit bats) visit the area, along with several species of small insect-eating bats. Flying foxes are important pollinators and seed dispersers while the insect-eating bats help control mosquito and other insect populations.
Buckley's Hole, at the southern tip of the island, was declared an environmental park in 1992.
The island seems particularly prone to instances of bee swarming.”
Information from Bribie Island
April 18, 2015 - Washington DC., 2015 World Bank Group / IMF Spring Meetings.
Photo: Yuri Gripas / World Bank
IMF economists Tao Sun and Parma Bains participate in a Capacity Development Talk moderated by Eva-Maria Graf titled Digital Money: Building Capacity for a Virtuous Circle at the International Monetary Fund.
IMF Photo/Cory Hancock
11 April 2022
Washington, DC, United States
Photo ref: CH220411018.arw
IMF economists Lesley Fisher and Amanda Sayegh from FAD join Principal Secretary of Finance of the Government of Odisha, India, Vishal Kumar Dev, and Eria Hamandishe, Director, Department of Economic Affairs, Zimbabwe Ministry of Finance & Economic Development, at a Capacity Development Talk titled Building Capacity on Managing Fiscal Risks: A New Fiscal Risk Toolkit at the International Monetary Fund.
IMF Photo/Cory Hancock
12 April 2022
Washington, DC, United States
Photo ref: CH220412030.arw
Director General of Revenue of Somalia Jafar Mohamed Ahmed, Director General of Somalia National Bureau of Statistics Sharmarke Farah, Senior Economist Vincent de Paul Koukpaizan, and Deputy Division Chief of the IMF Statistics Department Zaijin Zhan participate in a Capacity Development Talk titled Building Capacity in Fragile States moderated by Noha El-Gebaly at the International Monetary Fund.
IMF Photo/Cory Hancock
12 April 2022
Washington, DC, United States
Photo ref: CH220412070.arw
October 12, 2012 - Tokyo, Japan: Ministerial Dialogue on Sustainable Development. World Bank GRoup President Jim Yong Kim and IMF Deputy Managing Director Min Zhu will lead a discussion with over 20 Finance Ministers and Vice-Ministers of Finance and International Development focused on green fiscal poliies and the reforms needed to achive inclusive green growth. Photo: Simone D. McCourtie / World Bank
Photo ID: 101212-AM2012-MinSustainDevlpmnt023F
Panelists at the WTIS 2014 - International Coordination of ICT Measurement - 10th Anniversary of the Partnership on Measuring ICT for Development, Tbilisi, Georgia.
©ITU/ R.Farrell
2016-05-25: Image of a women crossing the bridge funded by the African Development Bank Group in Koumra, Chad.
Beaumaris was originally a Viking settlement known as Porth y Wygyr ("Port of the Vikings"), but the town itself began its development in 1295 when Edward I of England, having conquered Wales, commissioned the building of Beaumaris Castle as part of a chain of fortifications around the North Wales coast (others include Conwy, Caernarfon and Harlech).
The castle was built on a marsh and that is where it found its name: the French builders called it beaux marais which translates as "beautiful marsh".
The ancient village of Llanfaes, a mile to the north of Beaumaris, had been occupied by the Anglo Saxons in 818 but had been regained by Merfyn Frych, King of Gwynedd, and remained a vital strategic settlement. To counter further Welsh uprisings, and to ensure control of the Menai Strait, Edward I chose the flat coastal plain as the place to build Beaumaris Castle. It was a menacing finger pointing directly to Garth Celyn, the headquarters of the Prince of Wales prior to the Edwardian conquest of 1283, on the opposite shore. The castle was designed by the Savoyard mason Master James of St. George and is considered the most perfect example of a concentric castle. The 'troublesome' residents of Llanfaes were removed en bloc to Rhosyr in the west of Anglesey, a new settlement King Edward entitled "Newborough". French and English masons were brought in to construct the castle itself and the walled town.
Beaumaris was awarded a Royal Charter by Edward I, which was drawn up on similar terms as the charters of his other castle towns in North Wales and intended to invest only the English and Norman-French residents with civic rights. Native Welsh residents of Beaumaris were largely disqualified from holding any civic office, carrying any weapon, holding assemblies and were not allowed to purchase houses or land within the Borough. The Charter also specifically prohibited Jews (who had been largely expelled from most English towns) from living in Beaumaris. A requirement that all trade in the immediate area be conducted at Beaumaris meant the town became the main commercial centre of Anglesey.
Beaumaris became one of the three most important Saxon ports in the UK and the port of registration for all vessels in North West Wales covering not only every harbour on Anglesey but all the ports of North West Wales from Conwy to Pwllheli. Shipbuilding was a major industry in Beaumaris. This was centred on Gallows Point — a nearby spit of land extending into the Menai Strait about a mile west of the town. Gallows Point had originally been called "Osmund's Eyre" but was renamed when the town gallows were erected there — along with a "Dead House" for the corpses of criminals dispatched in public executions. Later, hangings were carried out at the town gaol and the bodies buried in a lime-pit within the curtilage of the gaol. One of the last prisoners to hang at Beaumaris issued a curse before he died - decreeing that if he was innocent the four faces of the church clock would never show the same time. Since that day - it's claimed - they never have.[citation needed]
Beaumaris in 1610.
Beaumaris Castle
Notable buildings in the town include the castle, a courthouse built in 1614, the fourteenth century St Mary's parish church, the town gaol, the 14th century Tudor Rose (one of the oldest original timber-framed buildings in Britain) and the Bulls Head Inn (built in 1472, which General Thomas Mytton made his headquarters during the "Siege of Beaumaris" during the second English Civil War in 1648). The hill leading north from the town "Red Hill" is so named from the blood spilled in that conflict.
A native of Anglesey, David Hughes, founded Beaumaris Grammar School in 1603. It became a non-selective school in 1952 when Anglesey County Council became the first authority in Britain to adopt comprehensive secondary education. The school was eventually moved to Menai Bridge and only the ancient hall of the original school building now remains.
Beaumaris Pier, opened in 1846, was designed by Frederick Foster and comprises a masonry jetty continuing out into the Strait on wooden and concrete pilings. The pier was re-built and extended to 570 feet after storm damage in 1872 and a large pavilion was constructed at the end which contained a cafe. It was once the landing stage for steamships of the Liverpool and North Wales Shipping Company including the Snowdon, La Marguerite, St. Elvies and St. Trillo, although the larger vessels in its fleet - the St. Seriol and St. Tudno — were too large for the pier and landed their passengers at Menai Bridge. In the 1960s, through lack of maintenance, the pier became unsafe and was threatened with demolition, but local yachtswoman and lifeboat secretary Miss Mary Burton made a massive private donation to ensure the pier was saved for the town. Today, although the impressive old steamers have long since gone, Beaumaris Pier is still a busy base for yachts and pleasure vessels of all kinds.
A marina on the western shore of Gallows Point has been proposed, but at present all moorings at Beaumaris are tidal.
The Saunders Roe company set up a factory at Fryars (the site of the old Franciscan friary to the east) when it was feared that the company's main base on the Isle of Wight would be a target for World War II Luftwaffe bombers. The factory converted American-built PBY Catalina flying boats and, after the war, produced fast patrol boats, minesweepers and even buses for London Transport (RT Double deckers) and single deck buses for Cuba.
2013 World Bank Group / Fund Annual Meetings. 2013 Development Committee. Photos By: Eugene Salazar / World Bank
Photo ID: 101213_AM_DEVCOM_008_F
Scarlett Fondeur Gil, Economic Affairs Officer, ICT Analysis Section, UNCTAD, on behalf of the Partnership Steering Committee, speaking at the WTIS 2014, International Coordination of ICT Measurement, 10th Anniversary of the Partnership on Measuring ICT for Development, Tbilisi, Georgia.
©ITU/ R.Farrell