WASHINGTON — This graphic, released by the NTSB Dec. 13, 2016, depicts the track line of the El Faro and satellite imagery of Hurricane Joaquin from Oct. 1, 2015. The El Faro sank Oct. 1, 2015, and all 33 crewmembers perished in the accident. The NTSB added five factual reports Dec. 13, 2016, to the docket for the investigation of the sinking of the El Faro, including the transcript of the El Faro’s voyage data recorder. (NTSB graphic)

John Nolan Ballyfermot Legend Kylemore Drive Celebrating his

77th Birthday Party with lots of Guests in the Ballyfermot Club Thanks to Marie Teeling Clarke for the Photos

Thanks to Kevin Hanlon Snr for this lovely Poem for John 9 December 2021

The Lord Mayor of ballfermot so good he was elected twice

This beautiful soul from kylemore drive who walked around ballyer in his strive

Would always stop and say hello to even strangers he didn't know

An ordinary man to me and you he had a sad early life that none of us knew

In industrial schools? He suffered too he commited no crime there's no crime in this mans name he and his sister were sent to artane.

There were terrible tragedys that this man had to bear the loss of his mother was some cross to bear she was taken too early as she crossed kylemore rd

Then john was minded by his his brother joe any great baller was up the dubs joe

John loved helping the great Larry Quinn when he called to our houses to collect the slop for Larry the waste man

The mighty bob and floss pulled Larrys cart with john at the reins he steered them so smart

He deliver the catholic standard too a holy newspaper to all that he knew

He collected turf for the old folk too with his cart they were heavy loads too

Lally rd is where he would go with his dockets to the turf depot

In 🍒 cherryorchard he had a wee job where he made chocolate to earn a few bob

And believe me all this all true because john was decent and he slipped me a few

He'd drop into the county bar to say hello to me for his bottle of club orange 🍊And his big glass of ☕️ tea

One of the nicest men that I've ever met the world champion of cadging a cigarette

The taxis the busmen and the gallant poilice men

All new John Nolan in ballyer back then

His fAvorite song with his lungs did roar ''twas the holy ground once more

So here's to john Nolan a man I once knew it was such a great pleasure in life to meet

Your a true ballyer legend who's name is well known

You'll always be a ballyer you'll never walk alone

Your flying with the angels with your mum joe and sis

Whom the people of baller so sadly miss

These little words are from your true friend Kevin please send me some 🙏 prayers from your new home in heaven

Rip john Nolan ar dheis de go raibh do anim dilis Agus ballyer abu

I attended the Barrett Jackson Spring 2025 Car Show at WestWorld in Scottsdale with my son.

www.shelby.com/Vehicles/2025-Shelby-GT350

Sixty years ago, the Shelby GT350 redefined performance, launching a new era in motorsports. Shelby American transformed the 1965 Mustang into an international icon, and for 2025, they've done it again.

Teaming up with industry leaders, Shelby American has crafted the most powerful Shelby GT350 ever. The 5.0L V8 engine, available in 480 and 810 horsepower versions (supercharged), is complemented by performance-focused upgrades in suspension, exhaust, and aerodynamics. The result? A car that's thrilling on both the street and the track.

The GT350's styling is as purposeful as its performance. From 60th anniversary badges to carbon fiber accents and the functional aluminum hood with heat extraction, every detail honors the original GT350 while embracing modern performance.

In 1965, Shelby American produced 562 GT350s, and for 2025, the number remains the same—making this model just as exclusive. Production begins in the second quarter of the year, with cars available through selected Ford dealers in the U.S., and a limited number of international models built by Shelby mod shops.

www.motortrend.com/news/2025-shelby-american-ford-mustang...

The new Shelby GT350 is based on the current Ford Mustang GT, and so the engine it builds off of is the excellent Coyote V-8 rather than the exotic flat-plane-crank Voodoo 5.2-liter found in Ford's homegrown GT350 and GT350R. Shelby American adds a supercharger which boosts output to 810 horsepower. There’s a short list of other performance mods including lowering springs and sway bars. Naturally with it being a Shelby there is a host of aesthetic pieces thrown in as well like an aero package, wheels, and decals. If you want an idea of what it’s capable of, the team at HOT ROD spent a track day with an early prototype. Spoiler alert: they had a great time with it.

www.hotrod.com/features/2025-shelby-gt350-ford-track-drive/

“Sixty years ago, the Shelby GT350 marked a new chapter in performance and motorsports history,” said Joe Conway, CEO of Shelby American. “It was Shelby’s first model based on the Ford Mustang, the perfect follow-up to the groundbreaking Shelby Cobra. Shelby American poured its performance expertise into the 1965 Mustang, turning it into an iconic international sports car. We followed the same strategy for 2025 and collaborated with industry leaders to create this very special Shelby car.”

“The Shelby GT350 and the Shelby GT350R are back for 2025,” said Gary Patterson, president of Shelby American. “Just as Carroll Shelby envisioned in 1965, this sports car is designed to be exhilarating and competitive on both the street and track. The Shelby GT350 and Shelby GT350R each have unique personalities that are very different from our halo Shelby Super Snake. The 2025 Shelby GT350 models are pure sports car, while the Shelby Super Snake is the highest-performance supercar in our lineup.

finance.yahoo.com/news/barrett-jackson-kicks-off-2025-215...

"Barrett-Jackson delivered many magical experiences for everyone who joined us in Scottsdale," said Steve Davis, president of Barrett-Jackson. "From the excitement of the auction block to the thrill rides, exhibits, STEM Fest and live music, there was truly something that everyone in the family could enjoy. We filled our docket with so much diversity that collectors from every walk of life found something they loved. We stay on top of the trends and consign the vehicles that people want, proving once again that the car collector hobby is thriving. Those trends include the growing popularity of Resto-Mods, SUVs and trucks, which are gaining momentum because they appeal to such a broad cross section of people. I’m especially proud of our support for important charities again this year. We not only raised millions of dollars but also critical awareness that will help make a positive impact on so many communities."

www.classic-car-auctions.info/usa/scottsdale/2025-barrett...

In 2025, Barrett-Jackson earned $198 million by selling 2013 car lots and $5.2 million from 957 pieces of automobilia. A further $6.2 million was raised for charity.

The first production 2025 Chevrolet Corvette ZR1 VIN001 achieved $3.7 million as a charity lot and the highest result at the Barrett-Jackson Scottsdale 2025 collector car auction in Arizona, USA. The most expensive regular lots were a 2023 Hennessey Venom F5 Roadster ($2,200,000) and a 2014 Pagani Huayra ($1,925,000). DJ Marshmello’s 2020 Ford GT Liquid Carbon Special Edition achieved a strong $1,780,000.

The top four results at the Barrett-Jackson Scottsdale 2025 collector car auction were all for modern supercars. The top result was for charity (see below) while the most expensive regular car in the sale was for the nearly new 2023 Hennessy Venom F5 Roadster. This F5 Roadster was the second of only 30 produced and was sold with only 681 miles on the clock.

Special car

Barrett Jackson 2025

Fort Hill High School loated in Cumberland, Allegany County, Maryland, United States.

Information about Fort Hill High School:

Fort Hill High School was constructed primarily as a result of Public Works Administration funding, a New Deal Program of the Franklin Roosevelt administration. The Great Depression of the 1930's created a national unemployment rate of 25%, initiating wide spread economic distress and dislocations. New Deal legislation's caused a variety of federal programs and agencies to be formed intending to reduce unemployment in ways that would directly benefit local communities. Two of those New Deal programs were the Public Works Administration and the Works Progress Administration. Locally, Constitution Park, Greenway Avenue Stadium, and a variety of other smaller projects fell under the jurisdiction of the WPA while larger public buildings, like Fort Hill High School, came under the authority of PWA guidelines.

New Deal funding relating to Fort Hill was formally initiated in November 1934 and September 1935, respectively, when the PWA committed federal funds not to exceed $230,000. The project was labeled PWA Docket #7323. Other sources brought the total amount pledged for the school to $600,000. Bids were subsequently advertised, prepared, and submitted to local officials. On April 5, 1936, it was announced that George Hazelwood, local contractor, had the lowest bid at $557,809. The initial contract did not provide funding for the auditorium, so the superintendent of schools was authorized to investigate the possibilities of requesting an increase in the grant from the PWA. Subcontractors were William M. Clark of New Castle, Pennsylvania, and Sterling Electric Company of Cumberland, Maryland.

A discussion ensued concerning the naming of the new school. Suggested names were Queen City High School, Potomac High School, Fort and Hill High School and Fort Hill High School. According to official reports, the Board of Education of Allegany County unanimously decided upon the name Fort Hill High School on August 12, 1936. The "Fort" reference was derived from a Civil War skirmish at Nave's Crossroad often referred to as the Battle of Folck's Mill. The high ground above the mill was fortified by Union troops against Confederate forces.

At the time critics questioned the effectiveness of the New Deal government programs, satirically labeling the projects; "We Poke Along," or "We Piddle Along" make-work jobs. Fort Hill High School and Constitution Park stand in opposition to those critics as they have provided eight decades of service to Cumberland residents.

When Fort Hill opened it had 1763 student and 88 teachers. Mr. Heisey was the first principal for Fort Hill and the subjects included; English, Mathematics, French, Latin, History, Home Economics, Physical Education, Industrial Arts, and Journalism. Music was taught to seventh and eighth graders, who were also located here. Assemblies were held every week with the junior high and senior high alternating weeks. Many say Mr. Heisey completely controlled the school and student body while principal. It is said that Mr. Heisey could enter the auditorium and walk across the stage at an assembly of almost 2000 students and one could hear a pin drop. Maraget Smith, part of the first group of students, suggested "Res, Non Verba" as the school motto. The latin phrase translates into "Deeds, Not Words" and is still the school motto today.

The school has under gone renovations and additions over time. In 1980 a new gymnasium was built adjacent to the original facility. The entire building underwent a major renovation in 1991-92 with the additions of a music wing, greenhouse, and art rooms. One of the striking features of this renovation is the layout of the courtyard with its multiple features including added classrooms, a playgrond, and patio with picnic tables.

Greenway Avenue Stadium

While the PWA's funding provided for a major portion of the cost of Fort Hill High School, it was a $60,000 WPA funding package that initiated the building of a stadium adjoining it. Officials realized, however, that WPA funds would not cover the entire cost of the project. Since the Board of Education of Allegany County did not have the authority to borrow money, it requested that the county commissioners borrow the remaining $25,305 to complete the project with the understanding that the board "will endeavor to pay the interest and principal for the obligations." All profits realized from the use of the field would be used to pay the interest and principal on the obligation. The WPA agreement was reached in December 1935.

The stadium was projected to be finished in the fall of 1936, in time for the first Allegany vs. Fort Hill Thanksgiving Day contest. However, the facility was not completed on time, and Allegany had the honors of playing the first game at the staduim in September of 1937.

The Official seating capacity of the stadium is 6,107. The facility is built with sloping banks, which allow for unobstructed viewing for 12,000 spectoators. Some Homecoming games have exceed 12,500 fans.

The facility was known as Fort Hill Stadium until 1984 when the board of Education opted to rename the stadium, Greenway Avenue Stadium since both, Fort Hill and Allegany High Schools share the facility.

Hoping to attract exhibition games featuring the Washington Redskings, FieldTurf was installed in 1998 at a cost of $650,000, nearly eight times the orginial cost of the stadium. The Washington team relocated their summer camp from the area and the exhibition games never materialized. Legendary Nebraska Football Coach Tom Osborne made a special trip to Greenway Avenue Stadium in December of 1998 to check out the FieldTurf. Nebraska later installed the surface at their football stadium.

Other notables have visited Greenway Avenue Stadium. President Lyndon B. Johnson arrived at the stadium in a helicopter in 1964. LBJ made his speech from just in front of the school-end goal posts. Vice President Al Gore was at Greenway Avenue Stadium to watch his son, Al Gore Jr., compete in a football game when his team, Sidwell Friends played against Allegany High School. The game taking place just a few weeks before the 2000 presidential election, which Mr. Gore narrowly lost.

Information obtained at: boe.allconet.org/fo/GeneralPages/FortHillHistory.html

After a few in the Beaten Docket

Fort Hill High School loated in Cumberland, Allegany County, Maryland, United States.

Information about Fort Hill High School:

Fort Hill High School was constructed primarily as a result of Public Works Administration funding, a New Deal Program of the Franklin Roosevelt administration. The Great Depression of the 1930's created a national unemployment rate of 25%, initiating wide spread economic distress and dislocations. New Deal legislation's caused a variety of federal programs and agencies to be formed intending to reduce unemployment in ways that would directly benefit local communities. Two of those New Deal programs were the Public Works Administration and the Works Progress Administration. Locally, Constitution Park, Greenway Avenue Stadium, and a variety of other smaller projects fell under the jurisdiction of the WPA while larger public buildings, like Fort Hill High School, came under the authority of PWA guidelines.

New Deal funding relating to Fort Hill was formally initiated in November 1934 and September 1935, respectively, when the PWA committed federal funds not to exceed $230,000. The project was labeled PWA Docket #7323. Other sources brought the total amount pledged for the school to $600,000. Bids were subsequently advertised, prepared, and submitted to local officials. On April 5, 1936, it was announced that George Hazelwood, local contractor, had the lowest bid at $557,809. The initial contract did not provide funding for the auditorium, so the superintendent of schools was authorized to investigate the possibilities of requesting an increase in the grant from the PWA. Subcontractors were William M. Clark of New Castle, Pennsylvania, and Sterling Electric Company of Cumberland, Maryland.

A discussion ensued concerning the naming of the new school. Suggested names were Queen City High School, Potomac High School, Fort and Hill High School and Fort Hill High School. According to official reports, the Board of Education of Allegany County unanimously decided upon the name Fort Hill High School on August 12, 1936. The "Fort" reference was derived from a Civil War skirmish at Nave's Crossroad often referred to as the Battle of Folck's Mill. The high ground above the mill was fortified by Union troops against Confederate forces.

At the time critics questioned the effectiveness of the New Deal government programs, satirically labeling the projects; "We Poke Along," or "We Piddle Along" make-work jobs. Fort Hill High School and Constitution Park stand in opposition to those critics as they have provided eight decades of service to Cumberland residents.

When Fort Hill opened it had 1763 student and 88 teachers. Mr. Heisey was the first principal for Fort Hill and the subjects included; English, Mathematics, French, Latin, History, Home Economics, Physical Education, Industrial Arts, and Journalism. Music was taught to seventh and eighth graders, who were also located here. Assemblies were held every week with the junior high and senior high alternating weeks. Many say Mr. Heisey completely controlled the school and student body while principal. It is said that Mr. Heisey could enter the auditorium and walk across the stage at an assembly of almost 2000 students and one could hear a pin drop. Maraget Smith, part of the first group of students, suggested "Res, Non Verba" as the school motto. The latin phrase translates into "Deeds, Not Words" and is still the school motto today.

The school has under gone renovations and additions over time. In 1980 a new gymnasium was built adjacent to the original facility. The entire building underwent a major renovation in 1991-92 with the additions of a music wing, greenhouse, and art rooms. One of the striking features of this renovation is the layout of the courtyard with its multiple features including added classrooms, a playgrond, and patio with picnic tables.

Greenway Avenue Stadium

While the PWA's funding provided for a major portion of the cost of Fort Hill High School, it was a $60,000 WPA funding package that initiated the building of a stadium adjoining it. Officials realized, however, that WPA funds would not cover the entire cost of the project. Since the Board of Education of Allegany County did not have the authority to borrow money, it requested that the county commissioners borrow the remaining $25,305 to complete the project with the understanding that the board "will endeavor to pay the interest and principal for the obligations." All profits realized from the use of the field would be used to pay the interest and principal on the obligation. The WPA agreement was reached in December 1935.

The stadium was projected to be finished in the fall of 1936, in time for the first Allegany vs. Fort Hill Thanksgiving Day contest. However, the facility was not completed on time, and Allegany had the honors of playing the first game at the staduim in September of 1937.

The Official seating capacity of the stadium is 6,107. The facility is built with sloping banks, which allow for unobstructed viewing for 12,000 spectoators. Some Homecoming games have exceed 12,500 fans.

The facility was known as Fort Hill Stadium until 1984 when the board of Education opted to rename the stadium, Greenway Avenue Stadium since both, Fort Hill and Allegany High Schools share the facility.

Hoping to attract exhibition games featuring the Washington Redskings, FieldTurf was installed in 1998 at a cost of $650,000, nearly eight times the orginial cost of the stadium. The Washington team relocated their summer camp from the area and the exhibition games never materialized. Legendary Nebraska Football Coach Tom Osborne made a special trip to Greenway Avenue Stadium in December of 1998 to check out the FieldTurf. Nebraska later installed the surface at their football stadium.

Other notables have visited Greenway Avenue Stadium. President Lyndon B. Johnson arrived at the stadium in a helicopter in 1964. LBJ made his speech from just in front of the school-end goal posts. Vice President Al Gore was at Greenway Avenue Stadium to watch his son, Al Gore Jr., compete in a football game when his team, Sidwell Friends played against Allegany High School. The game taking place just a few weeks before the 2000 presidential election, which Mr. Gore narrowly lost.

Information obtained at: boe.allconet.org/fo/GeneralPages/FortHillHistory.html

The Towner in Eastbourne is hosting this year's Turner Prize, the world's leading prize for contemporary art.

This photograph was taken inside Gallery 3 of the Towner in Eastbourne which is dedicated to the work of artist Barbara Walker who wrote the following:

"Entitled Burden of Proof, this new body of work reflects on the stories of individuals touched by what the journalist Amelia Gentleman has described as “The Windrush Betrayal”. The work considers the extensive reach of the Windrush scandal through portraits of those affected by the actions of a hostile state. Betrayed by the same authority that had once extended a warmer welcome to Britain, families and wider communities were left fearing for their futures outside the country they call home.

Having placed the burden of proof on individuals, the Home Office demanded to see evidence that would prove their right to stay in the UK. In the absence of passports or official papers such as landing cards, personal records, medical notes, dockets, and receipts were among the documents used to verify UK residency and to build a case to remain. Across this series of large-scale drawings, my work centres on the evidence that helped to prove the legitimacy of those the British government had wrongly labelled as ‘undocumented migrants’. From an invoice for legal services to a temporary certificate of discharge from the military, the work features hand-drawn facsimiles of original documents sourced from personal and public archives with portraits overlaid.

With portraits hand-rendered, recognising the value of the document as an extension of the portrait and now attached intrinsically to the identity of the subject through their experience of the Windrush scandal."

I found the works very moving and marvelled at the portraits freshly drawn on the wall, truly inspirational.

They were washed away after the exhibition.

www.tate.org.uk/art/artists/barbara-walker-mbe-ra-30874/b...

23/365

Because I was freaking out so much about finding parking, Schnookie and I headed down to Philly reeeeeally early for the first of our Big Month of Doing concerts. On the docket was Grails, with opening acts Lilacs & Champagne and Werkmeister Harmonies, all at a historic renovated bar called The Boot & Saddle. Our plan payed off as we scored a perfect parking space. It payed off doubly well when it meant we had an hour to kill in a bar serving delicious craft brews at half price. It was the first truly perfect early Fall night, so we commemorated it with a delicious PBC pumpkin ale. Yum!

At around 8:00 we started to get nervous about the doors opening for the venue in the back of the bar. I'd read online that the floor wasn't sloped, so if you're short (which I am) and you don't want to stare at the tall people in front of you instead of the band (which I didn't), you want to be down in front. With eagle-eyes, we watched the other fans milling around, waiting to see when the ticket-taker started letting people in. As soon as the first three fans went in, we bolted after them...

...And discovered ourselves alone with JR Robinson (of Werkmeister Harmonies) and his sound man. I still don't know where those other three fans disappeared to. JR was clearly still doing soundcheck, but no one asked us to leave. So we ended up getting what was essential a micro-mini private concert. It was so, so, so freaking cool. The room was so small, and the sound-system so good, and the music so compelling, and beautiful, and odd. And did I mention that we were the only ones in the room? Good things come to people who stress out about parking!

The actual concerts were all amazing. Werkmeister Harmonies was a really cool soundscape piece (the artist does museum installations to give to a hint of what we heard). Lilacs & Champagne ended up being like Grails Lite due to the theft of their sampler a night or two previous, which was totally fine with us. And Grails themselves were amazing. If you're looking for beautiful, lush music that embodies everything that's great about autumn, look no further than their gorgeous string-infused song "Deep Politics" (don't worry -- it's not dark or heavy like a lot of the music we talk up here).

Literally the one negative thing that can be said about the entire enchanted evening was that some jerks beat me to the last vinyl copy of the album I was most looking forward to getting at the merch table. And then we had to walk out behind them, listening to gloating about how some girl wanted that record but they got it first. Grrrrrr! Still, I suppose that's a very, very, very small price to pay for seeing such phenomenal music, in such an intimate venue, after drinking such delicious beers on such a gorgeous September evening! Year of Doing just keeps dishing up the events that make up for missing an evening on the couch!

-- Pk.

I attended the Barrett Jackson Spring 2025 Car Show at WestWorld in Scottsdale with my son.

www.motortrend.com/cars/ford/mustang-gtd/

Full stop: This is the most extreme, sporty, and powerful Ford Mustang to ever come with a factory warranty. The 2025 Ford Mustang GTD is derived from the Mustang GT3 race car, with extensive re-engineering and wild aerodynamics aimed at shaving time off hot laps—a pursuit its powerful supercharged V-8 will certainly help with, too. Considering its track focus and high price tag, the Mustang GTD rises above simple muscle cars and competes with elite sports cars such as the Porsche GT3 RS, AMG GT Black Series, and Lamborghini Huracan STO.

The Mustang GTD packs a 5.2-liter supercharged V-8 engine, an arrangement shared with the outgoing Mustang GT500 and current Ford Raptor R supertruck. Indeed, the GTD's engine is a development on that mill, now featuring a dry-sump oiling system and redline raised to 7,500 rpm. According to Ford, the GTD will crank out more than 800 hp—a healthy increase from the GT500's already stupendous 760 hp. That power is sent to the rear wheels via an eight-speed dual-clutch automatic transaxle, a completely different arrangement from the regular Mustang's transmission mounted at the back of the engine.

www.roadandtrack.com/news/a44844103/2025-ford-mustang-gtd...

The 2025 Ford Mustang GTD Is an 800-HP $300,000 Supercar

“Our idea behind this car was, let’s take a race car and not change anything for the street,” said Farley. “In fact, let’s add some stuff that’s outlawed in racing, for the street. So it’s like a different kind of project. It’s for AMG Black, it’s for Aston Martin, it’s for the GT3 RS. And we want to beat [that competition].”

finance.yahoo.com/news/barrett-jackson-kicks-off-2025-215...

"Barrett-Jackson delivered many magical experiences for everyone who joined us in Scottsdale," said Steve Davis, president of Barrett-Jackson. "From the excitement of the auction block to the thrill rides, exhibits, STEM Fest and live music, there was truly something that everyone in the family could enjoy. We filled our docket with so much diversity that collectors from every walk of life found something they loved. We stay on top of the trends and consign the vehicles that people want, proving once again that the car collector hobby is thriving. Those trends include the growing popularity of Resto-Mods, SUVs and trucks, which are gaining momentum because they appeal to such a broad cross section of people. I’m especially proud of our support for important charities again this year. We not only raised millions of dollars but also critical awareness that will help make a positive impact on so many communities."

www.classic-car-auctions.info/usa/scottsdale/2025-barrett...

In 2025, Barrett-Jackson earned $198 million by selling 2013 car lots and $5.2 million from 957 pieces of automobilia. A further $6.2 million was raised for charity.

The first production 2025 Chevrolet Corvette ZR1 VIN001 achieved $3.7 million as a charity lot and the highest result at the Barrett-Jackson Scottsdale 2025 collector car auction in Arizona, USA. The most expensive regular lots were a 2023 Hennessey Venom F5 Roadster ($2,200,000) and a 2014 Pagani Huayra ($1,925,000). DJ Marshmello’s 2020 Ford GT Liquid Carbon Special Edition achieved a strong $1,780,000.

The top four results at the Barrett-Jackson Scottsdale 2025 collector car auction were all for modern supercars. The top result was for charity (see below) while the most expensive regular car in the sale was for the nearly new 2023 Hennessy Venom F5 Roadster. This F5 Roadster was the second of only 30 produced and was sold with only 681 miles on the clock.

Special car

Barrett Jackson 2025

Write. Right. Days like this I really can not think of anything better then that moment when I finally arrive home from the work place for the evening. The offspring scramble vigilantly to the humans on display living room window, leaving little Umpa Loompa like hand prints across the entire whole of the freshly cleaned tempered glass surface, eagerly awaiting my attention, as I wiggle my way out of my truck. They wave and smile as I make my way from the street up to the front door, and then vanish as I step onto the porch, clearly making a bee line for the entry. I open the front door, and the dogs immediately maul their way through the offspring like a pair of NFL linemen at the first kick off of the Super Bowl, in order to be the first to receive what I can only figure must be my superior like master man blessings. I scold the dogs, hug my progeny, and then ask the Wife how her day was. She shrug’s her shoulders, makes one of her half Muppets “Beaker” faces and says “Mmm, not bad. How was yours?“ At that moment I think I feel like a king. The lord of his domain as returned.

Then comes the moment were I’m finally able to ambulate to the bedroom, strip off wet socks, and begin the thawing process of cold numb toes. I fined peace and comfort in these moments. I feel at peace and I feel alive, and in my own small way I feel distinguished. I consider this as I seat myself at my thrown, sip coffee from a pain stackingly hand crafted black plastic coffee goblet, skillfully encrusted with the CAT logo, and then begin to write.

There is no question that a profitable day has it’s rewards, clearly it does. Job security, the promise of food on the table and a roof over my broods fuzzy little heads, to name just a few. That and an ever increasing quarterly bonus…Assuming some damn fool of a so called truck washer doesn‘t decide he's qualified enough to guide a truck out of one of the bays when the front door is only half open. Rough days don’t occasionally come without a price, thou be it usually a small one from time to time. There are thrills and chills, crossed words, fights, head strong drivers, and all manner of other frustrations that leave me feeling about as enlightened as Hilary Duff in rehab, at the end of a day. Especially if the day involves a lot of time inside the cab of a truck. That might not sound all that stressing, but you have to keep in mind, with the wind chill, the temperature was only 24 degrees this morning. The effects of stepping out of the cold bays and into the cab of a warm truck, back out into the cold bays, and then back into a warm cab. Curiously enough, it takes it’s toll.

Lots of cab time has a tendency to invite the blaus, and the process of running back and forth from the bays to the lot were the trucks are berthed as a habit of cramping the back, and my style, and bay time makes the arms feel sluggish after awhile. It’s a fare bet that by the end of the day I’m going to feel tired in the head, and have trouble remembering where reverse is in my truck. It makes sense. I’d spent a better part of the morning in the water truck, clearing what I can only figure must have been round about a half a ton of instant mashed potatoes that had been spilled out around our building and across the scales as a result of what I can only figure must have been an improperly secured hopper bottom. From there it had been a few constant hours in the bays, and then lunch. Afterwards the truck juggling began.

I find it problematic how my mind will race on days like this, when I am trying to get so much done, juggle trucks, dodge the bedlam of traffic trying to reach the scales, or one of the four bays we boast, and still find time to crack a quick one liner at the right moment, or squeeze in a prank or two. Full docket or not, there is always time for a good one liner, especially when my brain harbors the capacity to actually conger them multiply.

It’s days like this that I tend to prefer taking the long way home. It isn’t out of lack of desire to reach my final destination, but rather garners me the opportunity to absorb everything around me with a little less distraction. I haven’t been down York in a good long while, and the perfect view of fresh snow pack up on the bench it offers, made it a near irresistible meander. It’s always been a good direction to go when I’m needing a little time to unravel, collect thoughts, and possibly even open “lil miss” up a little, when opportunities present themselves. All of the moisture we’ve received this month made the opportunity very presentable. This month alone we’ve already received more moisture then we did all of last winter, and there is more on the way. Locating a nice spot I know no one was going to blow the trespassing whistle on me for utilizing as an implemented recreational ventation location reaped little effort. A moment waiting for the little 4H insignia on the transmission hump to light up, and flinging clots of mud ensue, becoming a symbolic representation of my weeks frustration being heaved away. A couple of passes, and I’m back on the road, headed home, and feeling pretty well with the world.

I think I’m actually starting to get the hang of this driving to and from work everyday without the aid of a radio to nudge me along, thing. But I’d be lying strait out of my curiously chaffed butt hole if I said I didn’t miss the holy beans out of my once dashboard mounted little magic music in a box. Miss or not, for the time being I don’t have any plans to replace the stolen contraption. In the meantime the steady rumble of a 350 cubic inch V8 under the hood has become the soundtrack of my life, and for the last couple of days it’s been performing a duet with the rain. It’s a good beat, and I nod me head to it, while the windshield wipers lay down a fat back beat. I’m looking forward to an encore tomorrow morning.

While all of this might not make any sense...Come the end of the day, to me...It's Synchronicity.

White trash, lower class, working class, blue collar eye sore, truck wash jockey, or just plain ole fashion hick redneck. On any given day I might fall into rank among any multiple number of these categories, but at the end of a day, regardless of it’s out come, when I finally return to my humble bastion, there is one name above all others that can not be contested. Here I am king.

Until next time folks. Stay warm, stay dry, and stay safe

Static

Chapman & Sons sold a range of household goods. This account shows how shopping for food may have changed...today pre-packaged complete meals may dominate the shopping list. In 1925, food for many people was more basic, and cooked from scratch. Ern and Delsie Martin Collection. CCLS

I attended the Barrett Jackson Spring 2025 Car Show at WestWorld in Scottsdale with my son.

This is a 1958 Pontiac Bonneville Convertible

www.barrett-jackson.com/scottsdale-2025/docket/vehicle/19...

This 1958 Pontiac Bonneville convertible is powered by a 370ci V8 engine with a Tri-Power carburetor setup rated at 300hp thanks to a 10.5 compression and a high-lift camshaft. The engine is connected to a Hydramatic automatic transmission. This Bonneville is finished in red and white with a similarly colored interior, along with a power-operated black convertible top. It has many original accessories and details, including factory power steering and power brakes, dual headlights, honeycomb grille, distinctive brightwork, intricate trim elements, power seats, dual rearview mirrors, factory air conditioning, factory-style fender skirts and wheel covers, and a Continental kit.

finance.yahoo.com/news/barrett-jackson-kicks-off-2025-215...

"Barrett-Jackson delivered many magical experiences for everyone who joined us in Scottsdale," said Steve Davis, president of Barrett-Jackson. "From the excitement of the auction block to the thrill rides, exhibits, STEM Fest and live music, there was truly something that everyone in the family could enjoy. We filled our docket with so much diversity that collectors from every walk of life found something they loved. We stay on top of the trends and consign the vehicles that people want, proving once again that the car collector hobby is thriving. Those trends include the growing popularity of Resto-Mods, SUVs and trucks, which are gaining momentum because they appeal to such a broad cross section of people. I’m especially proud of our support for important charities again this year. We not only raised millions of dollars but also critical awareness that will help make a positive impact on so many communities."

www.classic-car-auctions.info/usa/scottsdale/2025-barrett...

In 2025, Barrett-Jackson earned $198 million by selling 2013 car lots and $5.2 million from 957 pieces of automobilia. A further $6.2 million was raised for charity.

The first production 2025 Chevrolet Corvette ZR1 VIN001 achieved $3.7 million as a charity lot and the highest result at the Barrett-Jackson Scottsdale 2025 collector car auction in Arizona, USA. The most expensive regular lots were a 2023 Hennessey Venom F5 Roadster ($2,200,000) and a 2014 Pagani Huayra ($1,925,000). DJ Marshmello’s 2020 Ford GT Liquid Carbon Special Edition achieved a strong $1,780,000.

The top four results at the Barrett-Jackson Scottsdale 2025 collector car auction were all for modern supercars. The top result was for charity (see below) while the most expensive regular car in the sale was for the nearly new 2023 Hennessy Venom F5 Roadster. This F5 Roadster was the second of only 30 produced and was sold with only 681 miles on the clock.

Special car

Barrett Jackson 2025

www.ntsb.gov/about/employment/_layouts/ntsb.aviation/brie...

CHI07MA083

HISTORY OF FLIGHT

On March 11, 2007, at 1259 Hawaiian Standard Time, a McDonnell Douglas (MD) 369FF helicopter, N911VC, operated by Smoky Mountain Helicopters and doing business as Inter-Island Helicopters Inc., sustained substantial damage when it impacted trees and terrain in the town of Haena on the island of Kauai, Hawaii, during a Part 135 commercial air tour flight. The flight departed from the Port Allen Airport (PAK), Hanapepe, Hawaii, on a 55-minute sightseeing tour of Kauai. During cruise flight near Tunnel Beach in Haena, the tail rotor output shaft and the tail rotor blades separated from the tail rotor gearbox and fell into the ocean. The pilot executed an autorotation to a YMCA campground that was located next to the beach. The pilot received minor injuries; however, the right front seat passenger was killed, and the three other passengers received serious injuries. Visual meteorological conditions prevailed and a company flight plan was in effect.

The pilot stated that he reported for duty one hour prior to his first flight of the day that was scheduled for 0800. He conducted a thorough preflight of the aircraft that included an inspection of the tail rotor section. The fluid levels were normal and there were no signs of cracks, dings, or delamination of the surface and leading edges of the tail rotor blades. The pitch change links were in good condition and no loose bearings were noted. He reported that the tail rotor gearbox housing appeared to be in good condition and no cracks were observed. He checked the nuts that hold the tail rotor section in place. The torque seal was visible on each nut, and he physically checked each one to determine if they were tight. The bellcrank was not cracked, the nuts were tight, and the cotter pins were in place.

The pilot reported that the first two flights of the day, the first at 0800 and the second at 1005, were "waterfall" flights. During the waterfall flights, he flew to a private landing zone located near a waterfall. While in the landing zone, he shut the helicopter down while the passengers visited the waterfall for about 45 minutes. He reported that he conducted a post flight inspection "as we always do." He checked the fluid levels of the engine, main rotor transmission, and the tail rotor gearbox. The fluid levels were normal and no leaks were noted. He checked the main rotor and tail rotor blades for cracks, dings, and delamination of the surface and leading edges of the blades. During both flights, the helicopter operated normally and no abnormal vibrations were noted.

The third flight was a 50 to 55-minute island tour that departed about 1210. The pilot reported, "I viewed the passengers that got on board, jackets were on, zipped up and secured, life jacket pouches were on and secured, cameras were secured, and they had no hats or bags with them."

He reported that during the accident flight he felt no abnormal vibrations in the controls. About halfway through the flight, he was flying over Tunnel Beach, about 50 yards from the shoreline, at 1,000 feet above ground level (agl) with 80 - 85 knots of airspeed. Within a split-second, he heard two loud "bangs" and he "felt it" in his seat and pedals. The nose of the helicopter pitched down, and the helicopter yawed to the right. He applied left pedal but without effect. He attempted to "get more forward airspeed," but each time he did the helicopter nosed over and yawed to the right. The right yaw developed into a tight spin, and he realized that he "lost his tail rotor." He adjusted the collective and throttle to get the "yaw under control," and reported that, "it did slow down the yaw a little."

He recognized the YMCA campground and decided to execute an autorotation to the open field at the campground. He entered the autorotation by rolling off the throttle and lowering the collective. He reported the "right yaw slowed even more." He attempted to gain airspeed and he "followed the right yaw," which made the spin slower, as he approached the campground. When the helicopter was about five feet agl, he pulled the collective up to cushion the landing. After the helicopter impacted the terrain, he checked the condition of each passenger, and then secured the engine by turning the master switch off and pulling the fuel shutoff. He took the fire extinguisher and exited the helicopter. He saw that the tail rotor blades and output shaft had separated from the tail rotor gearbox.

Local citizens arrived at the accident site almost immediately to provide assistance to the pilot and passengers. Within minutes, the local police and fire department personnel were on site.

There were numerous witnesses to the accident. One witness reported that she heard a loud "pop" and she saw two objects falling into the ocean. The larger object fell into the ocean close to shore. The other object "fell slower in a fluttering action." She reported that both objects fell into the ocean where the waves were breaking and the reef ended.

Another witness heard a "pop" and observed the helicopter spiraling down. She reported, "Then the spiral tightened and sped up. The overhead rotor could be seen as blades (not turning). The blue and white body of the copter was turning slowly around the rotor - rather flat - no obvious pitch of the nose up or down. There was a large thud - presumably impact."

A third witness reported that the helicopter "started a slow spiral to the right as it was circling a house" and that the "spiral tightened up and there were two of these tight spirals - the main blades were not turning very rapidly." He reported that at "no time was the nose significantly down. It was a gradual descent but not in a violent down descent. It did a total of 3 spirals - one gradual and the last 2 were more rapid."

The three passengers on board the helicopter were interviewed. They reported that they did not see anything fall out of the helicopter prior to the accident, and they did not observe birds in the area.

PERSONNEL INFORMATION

The pilot was a 30-year-old commercial pilot with helicopter and instrument (helicopter) ratings. He held a second-class medical certificate that was issued in January 2007. He reported a total of 2,041 flight hours with 189 hours in the MD 369FF helicopter.

AIRCRAFT INFORMATION

The helicopter was a MD Helicopter 369FF manufactured in 1987. It was equipped with a turbine-powered Allison 250-C30 engine. At the time of the accident, the total helicopter time was about 7,800.8 flight hours. The most recent airframe inspection was a 100-hour inspection completed on February 28, 2007, at a total airframe time of 7,775.8 hours. The last annual inspection was completed on July 9, 2006, at a total airframe time of 7,098.0 hours. The last inspection of the engine was a 150-hour inspection completed on February 11, 2007, at a Hobbs time of 4,174.2 and an engine time of 7,400.2 hours.

METEOROLOGICAL CONDITIONS

The observed surface weather at the Lihue Airport, Lihue, Hawaii, located about 17 miles southeast of the accident site, was: Wind 010 at 4 knots, scattered clouds at 2,800 feet, overcast 3,700 feet, temperature 23 degrees Celsius (C), dew point 18 degrees C, altimeter 29.94 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

The helicopter impacted the trees and terrain at the western edge of the YMCA campground at coordinates 22 degrees 13.412 minutes north latitude, 159 degrees 33.231 minutes west longitude. The entire helicopter wreckage was located at the impact site, except for the tail rotor output shaft and tail rotor blades. A broken tree limb about 15 - 20 feet above the ground was visible in the trees located next to the wreckage. There was no ground fire.

The inspection of the airframe revealed extensive damage to the fuselage with major damage concentrated at the underside of the lower right and forward fuselage section. There was extensive crushing, tearing, and deformation of fuselage structure and skin panels in that area. The cockpit structure received extensive damage. The cockpit seat support structure and cockpit flooring were distorted and displaced upward. The aft passenger compartment was intact. The bench seat frame was distorted and the left rear attaching point was separated from the fuselage station (FS) 124.9 fuselage frame and the left seat leg had separated from its floor mounting point. The keel beam was intact with some damage to the forward section. There was no visible damage to the mast support structure. The lower section of the fuselage in and around the landing gear attaching points was deformed and buckled. The aft fuselage section was deformed and wrinkled. The composite upper pylon was intact with minor damage to the forward and aft sections. The aft boom fairing was attached with minor visible wrinkling of the skin surfaces. The right landing gear's aft strut was fractured at the mounting flange and the aft strut was separated from the fuselage. The forward strut was still attached and displaced upward and aft. The skid tube was fractured into two pieces at the forward saddle mount. The left landing gear was intact and it remained attached to the airframe. The tailboom was nearly fractured into two segments at about FS 242.12. The main rotor hub assembly and components exhibited minor damage. All five main rotor blades were still attached to the rotor head, and they exhibited bent spars, skin delamination, trailing edge separation, cuts and gouges. The blades were bent upward at varying degrees of 5 - 18 degrees. The main transmission showed no exterior damage and rotated when the main rotor system was turned by hand.

The tail rotor system received extensive damage. The tail rotor gearbox fractured across the case elbow with the aft segment of the case remaining attached to the tailboom extension. The gearbox mounting bolts were in place and secure. There was no visible evidence of tail rotor gearbox movement on the tail boom extension. The tail rotor gearbox input quill rotated when manipulated by hand.

The outer segment of the fractured gearbox, the output shaft with associated bearing sets, the FS 284 bellcrank, the fractured tailboom control rod, the tail rotor pitch change assembly, the drive fork with teetering bearings, and the tail rotor hub and blades, had separated from the helicopter and were not located during the onsite portion of the investigation.

The available section of the fractured tail rotor gearbox was sent to the National Transportation Safety Board's (NTSB) Materials Laboratory for inspection. The initial inspection of the tail rotor gearbox on March 22, 2007, revealed that all the fractures were typical of overstress fractures.

Police scuba divers searched for the tail rotor output shaft and tail rotor blades for two days, but were unable to locate the missing parts. High surf conditions prevented divers from continuing the search for the parts. Within weeks of the accident, the missing parts were retrieved from the Tunnels Beech area and were sent to the NTSB Materials Laboratory for inspection.

TESTS AND RESEARCH

The tail rotor blade assembly, the aft portion of the tail boom, the tail boom extension, and the fractured portion of the tail rotor gearbox were inspected at the NTSB Materials Laboratory. The Materials Laboratory reported that the tail rotor blade assembly fractured through the root fitting, P/N 369A1624-3, in the general area that coincided with a hole for the blade retention bolt. The root fitting contained a 1-inch nominal diameter longitudinal hub bore with a tapered (conical) hole bottom. A relief radius was located between the hub bore and the conical hole bottom. A 0.12-inch nominal diameter hole extended below the conical hole bottom. The root fitting also contained a hole for the tail rotor retention bolt (a smaller hole that was oriented perpendicular to the hub bore).

On the top (camber) side of the blade, the fracture extended between the top surface and the relief radius of the hub bore. At the relief radius, the fracture extended around approximately 40 percent of the circumference of the hub bore and intersected the hole for the blade retention bolt. On the opposite side of the retention bolt hole, the fracture extended through to the bottom (non-camber) surface inboard of the relief radius.

Bench binocular microscope examination of the root fitting revealed the fracture face contained radial marks that emanated from the hub bore. Closer examination of the fracture face revealed crack arrest marks typical of a fatigue cracking that emanated from multiple origins at the relief radius between the hub bore and conical hole bottom. The arc length of the multiple origin fatigue crack along the relief radius measured approximately 0.6 inch. The fatigue crack origin area was located adjacent to the top surface of the root fitting and slightly toward the trailing edge. Various areas of the fracture face showed evidence of fatigue crack arrest marks indicating that the fatigue crack propagated toward the exterior top surface, around both sides of the bore, approximately half way around the root fitting cross section, and into the hole for the blade retention bolt. The fatigue crack re-initiated on the opposite side of the hole for the blade retention bolt and propagated as much as 0.3 inch.

A longitudinal-radial section was made through the hub bore, relief radius, and portion of the conical bottom. The section was encased in a metallurgical mount and polished. Examination of the metallurgical section revealed that the relief radius was similar to the size of the machine marks in the bore. The relief radius measured approximately 0.001 inch, much less than specified by the engineering drawing (0.12 inch and 0.15 inch).

ADDITIONAL INFORMATION

On April 26, 2007, McDonnell Helicopters, Inc. (MDHI) issued mandatory Service Bulletin (SB) 369D-204, 369E-099, 369F-084, 369H-247, titled "Tail Rotor Blade Assembly, One Time Inspection." According to MDHI SB, before further flight, the tail rotor should be removed from helicopter models 369 (Army YOH-6A), 369 (Army OH-6A), 369H, 369HM, 369HS, 369HE, 369D, 369E, 369F, and 369FF. The hub bore should be visually examined with a flashlight. If the relief radius does not contain a smooth transition between the bore and conical bottom hole, the root fitting should be removed from service.

On April 27, 2007, the Federal Aviation Administration issued emergency Airworthiness Directive (AD) 2007-09-51 that mandated inspection of the root fittings per the MDHI SB.

NTSB Identification: CHI07MA083.

The docket is stored in the Docket Management System (DMS). Please contact Records Management Division

Nonscheduled 14 CFR

Accident occurred Sunday, March 11, 2007 in Haena, HI

Probable Cause Approval Date: 07/30/2008

Aircraft: McDonnell Douglas 369FF, registration: N911VC

Injuries: 1 Fatal,3 Serious,1 Uninjured.

NTSB investigators traveled in support of this investigation and used data obtained from various sources to prepare this aircraft accident report.

The helicopter pilot reported that he was conducting a Part 135 air tour flight with 4 passengers on board the helicopter. The helicopter was about 1,500 feet above ground level with about 80 - 85 knots of airspeed when within a split-second he heard two loud "bangs." The nose of the helicopter pitched down and the helicopter yawed to the right. He applied left pedal but without effect. He attempted to "get more forward airspeed," but each time he did the helicopter nosed over and yawed to the right. The right yaw developed into a tight spin, and he realized that he "lost his tail rotor." The pilot executed an autorotation to a clearing located at a campground. The helicopter impacted the trees at the western edge of the clearing during the autorotation. The helicopter impacted the terrain on its right, front side. Inspection of the helicopter revealed that the tail rotor output shaft and the tail rotor blades separated from the tail rotor gearbox. The tail rotor assembly was inspected at the National Transportation Safety Board's Materials Laboratory. The inspection revealed that the tail rotor blade assembly fractured through the root fitting in the general area that coincided with a hole for the blade retention bolt. The root fitting contained a 1-inch nominal diameter longitudinal hub bore with a tapered (conical) hole bottom. A relief radius was located between the hub bore and the conical hole bottom. The inspection revealed crack arrest marks typical of a fatigue cracking that emanated from multiple origins at the relief radius between the hub bore and conical hole bottom. The relief radius measured approximately 0.001 inch, much less than specified by the engineering drawing (0.12 inch and 0.15 inch). On April 26, 2007, McDonnell Helicopters, Inc. (MDHI) issued mandatory Service Bulletin (SB) 369D-204, 369E-099, 369F-084, 369H-247, titled "Tail Rotor Blade Assembly, One Time Inspection." According to MDHI SB, before further flight, the tail rotor should be removed from helicopter models 369 (Army YOH-6A), 369 (Army OH-6A), 369H, 369HM, 369HS, 369HE, 369D, 369E, 369F, and 369FF. The hub bore should be visually examined with a flashlight. If the relief radius does not contain a smooth transition between the bore and conical bottom hole, the root fitting should be removed from service. On April 27, 2007, the Federal Aviation Administration issued emergency Airworthiness Directive (AD) 2007-09-51 that mandated inspection of the root fittings per the MDHI SB.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

The fatigue failure of the tail rotor blade root fitting due to a manufacturing defect which resulted in the separation of the tail rotor system and loss of tail rotor control. A contributing factor to the accident were the trees that the helicopter struck during the autorotation.

Piazza Sordello is the medieval heart of Mantua (Mantova in Italian), enclosed on the eastern side by the Palazzo Ducale (the Gonzaga Dukes Palace) and on the northern side by the Cathedral. This is the western side, with elegant XII and XIII century houses, topped by the Torre della Gabbia and, behind, the dome built by Filippo Juvarra in 1782 over S. Andrea church (which dates back to the Renaissance, being erected on drawings by Leon Battista Alberti between 1472 and 1494).

Of the several towers existing during the Middle Age, the Torre della Gabbia (roughly "the cage's tower") is one of the last still standing. It was built by the Bonacolsi in the XIV century during their reign over Mantua, but its name changed 200 years later, when Guglielmo Gonzaga moved there the prison.

HDR with Photomatix PRO by a single raw file, slightly underexposed, and postprocessed in PSP.

Explored.

Related song

My Own Prison, by the Creed (from the album My Own Prison, 1997, Wind-up)

A court is in session, a verdict is in

No appeal on the docket today

Just my own sin

The walls are cold and pale

The cage made of steel

#374 in interestingness (on 2008-03-26)

By 1877 - the date of this docket, the Bodmin and Wadebridge Railway was owned but not connected to the London and South Western Railway. This docket was in payment for overtime in lieu of cash as the railway was very poor,it was a common practice to pay staff in goods rather than cash.

The railway came about as local interests obtained parliamentary authority to construct the Bodmin & Wadebridge Railway from metal ore mines near Wenford to the port at Wadebridge for onward transport by coastal shipping. Sea sand, then used for improving agricultural land, was also to be brought up from Wadebridge. The line was also to have a branch to Bodmin and also a one-mile branch to Ruthern Bridge.

The line was formally opened on 30 September 1834 although trial operation, conveying revenue passengers and minerals had taken place in July. The permanent way consisted of 15 foot parallel [note 2] rails 42 lbs per yard on stone blocks 20 inches square. The track gauge was the standard gauge.

At first there was only one locomotive, called "Camel", a single passenger coach, and desperately few wagons, but a second engine, called "Elephant" was obtained from June 1836.

The passenger service only ever operated between Bodmin and Wadebridge, and never on the branches; there were no intermediate stations, but boarding at any intermediate place was semi-officially permitted.

The train service seems to have been very irregular, probably because of mechanical problems with the locomotives, and for many years (probably from 1841) the passenger service consisted of a train from Wadebridge on Mondays, Wednesdays and Fridays, returning on the other weekdays

Minerals and goods were the dominant traffic, and there were numerous wharves—the company used the term borrowed from canal operation, and the person in charge of each wharf was a wharfinger.

Wharves and siding connections were at: Ruthern Bridge; a goods and mineral terminus on its own branch; this served small mines for copper, lead and iron;

Denby Siding; near the later Nanstallon Halt; serving an iron mine;

Borough Bounds Wharf, later also known as Dunmere Wharf; on the Wenfordbridge side of Boscarne Junction; grain to Hawke's Mill;

Penhargard Siding, mainly used for timber;

Helland Wharf;

Tresarratt Quarry;

Parkyn's Stump Oak;

Tresarratt Wharf;

Wenfordbridge[

Although export of granite and the carriage of sea sand grew in volume, passenger traffic remained insignificant, and the line remained hopelessly weak financially, and a series of disasters including serious floods which damaged bridges and culverts, wiped out any small operating profit.

Takeover.

In the period from 1835, business interests in the Falmouth area were concerned to regenerate that town's waning importance, and railway connection to London was in their thoughts. Several proposals came forward and failed, but a scheme called the Cornwall & Devon Central Railway gained support for a standard gauge line following an inland route, forming an alliance with other lines to get access to London over the London & South Western Railway. The Cornwall & Devon Central company had yet to get parliamentary approval for construction, but it purchased the Bodmin & Wadebridge line for £35,000.

In fact the C&DC lost out in its bid for approval for its line, and the London & South Western company itself purchased the Bodmin & Wadebridge line for the same £35,000 from the C&DC company in 1847. The LSWR now owned a heavily loss-making little line more than a hundred miles from its own network. The purchase did not have parliamentary authority, and the purchase is often described as illegal. In fact the activities of companies incorporated by Act of Parliament were limited by the terms of the Act, and the LSWR did not have the power to acquire another railway company; their action in doing so would better be described as ultra vires.[6]

Notwithstanding the remoteness of the new owner, the LSWR brought financial resources to bear and the local line continued its operations with a little more certainty than previously, while still making considerable losses. However the Bodmin & Wadebridge continued to play a role in the battle between the LSWR and its allies, and the GWR and its satellites.

Several nominally independent companies sought support and parliamentary powers for lines connecting with the Bodmin & Wadebridge; among these was the Launceston, Bodmin & Wadebridge Railway, which obtained its powers in 1864 but never succeeded in using them.

In 1873 the Devon & Cornwall Railway, a narrow gauge company, tried to obtain parliamentary authority to make extensions in the two counties in its name, including a railway from near Okehampton to Wenfordbridge, so as to gain access to Wadebridge; but this was rejected in Parliament.[3]

A new halt, called Shooting Range Platform, was opened about 1880. It was long enough for a single coach, located on the south-west side of the line; the shooting range was in the otherwise inaccessible land between the railway and the loop of the River Camel, opposite Derry's Wood. Trains stopped there only with written authority from the Army.

In 1882 an Act was passed for a railway called the North Cornwall Railway to build a line from Padstow via Wadebridge to Halwill, where the LSWR now had its line; running arrangements for the North Cornwall trains as far as Okehampton were agreed. The North Cornwall Company had wanted running rights as far as Exeter, but by now the LSWR sought friendlier terms with its rival, the GWR, and to avoid offending them, the powers were stopped short at Okehampton. There was to be a triangular junction at Pendevy Bridge, the point where the new Halwill line met the Bodmin & Wadebridge, a little east of Wadebridge, and the Act included powers to improve the Bodmin & Wadebridge line, including the making of seven deviations to eliminate the very sharp curves on the line.

In fact by an Act in 1883 the LSWR took over the role of making those improvements, and on 1 July 1886 the LSWR formally absorbed the Bodmin & Wadebridge line, the previous semi-legal purchase now being authorised by Act of Parliament of 25 June 1886.

The GWR arrives in Bodmin:

The Great Western Railway had formed an alliance with other broad gauge railway companies in the West of England: the grouping was called the Associated Companies. In 1876 they amalgamated under the banner of the Great Western Railway, and that company pursued an active interest in developing railways in Cornwall. In earlier years the Associated Companies and the so-called narrow gauge companies—the LSWR and its allies—were hostile to one another, but now the enmity was abating.

An earlier proposal had been made to make a broad gauge line from the Cornwall Railway near Bodmin Road station to the Bodmin & Wadebridge station at Bodmin, with interchange platforms for the necessary transshipment from broad to standard gauge wagons there. This had been authorised by Act of Parliament in 1864, but was dropped in 1876.

By 1882 relations between the GWR and the LSWR had improved enough for constructive discussions to take place about connecting the GWR to Wadebridge, and to improve the Bodmin & Wadebridge line itself. (The line had been constructed with very sharp curves and lightly constructed track.) The Great Western Company got powers to make a standard gauge connection,[note 4] and on 27 May 1887 the GWR opened a line from Bodmin Road to its own Bodmin station in the town. The station later became known as Bodmin General.

In the following year, on 3 September 1888 the GWR built an extension from their Bodmin station to join the Bodmin & Wadebridge line, at Boscarne Junction.

The LSWR now suspended its own passenger trains on the Bodmin & Wadebridge line from 1 November 1886 for the improvements to the line to be undertaken; goods trains were also suspended, and Great Western Railway trains were the only ones on the line, running from their own Bodmin station. In 1891 yet another Parliamentary Act was required to permit extension of time for these works, which still included the substantial easing of the sharp curves at Grogley and Dunmere, and substantial improvement of the whole of the section from Boscarne Junction to Bodmin (B&WR station), and extension of Wadebridge station

Integration with the LSWR lines.

The Bodmin & Wadebridge System in 1895

Construction of the North Cornwall line from Halwill was much delayed due to difficulty in raising the necessary capital, and after several extensions of time it opened to a special goods train on 31 May 1895 and fully on 1 June 1895. The planned eastern arm of the triangular junction with the Bodmin & Wadebridge having been long forgotten. The North Cornwall converged with the Bodmin & Wadebridge line at Wadebridge Junction, about a mile east of Wadebridge itself.

Padstow had to wait still further, and after yet another Act of variation the Wadebridge to Padstow section was opened to the public on 27 March 1899.

On 1 November 1895 the LSWR resumed running trains on the Bodmin & Wadebridge section, and therefore journeys from Waterloo to Bodmin, changing at Wadebridge, became feasible, taking from 7 hours 18 minutes to about 9 hours. The GWR continued its service of seven trains a day.

The twentieth century[edit]

The Bodmin & Wadebridge system in 1923

Traffic on the line remained very light, and the LSWR installed class H13 steam railcars on the passenger trains; they seated 40 passengers. At the same time, intermediate halts were opened at Grogley Halt, Nanstallon Halt and Dunmere Halt on 2 July 1906] Mitchell and Smith also refer to a St Lawrence Hospital Platform, near the road to Nanstallon, opened in 1906 and closed in 1917. St Lawrence Hospital is shown as "County Lunatic Asylum" on the 1908 Ordnance Survey map, but the Platform is not shown. The location must have been on St Lawrence Road.

A second line was provided from Wadebridge Junction to Wadebridge, one line leading from the North Cornwall line and the other from the Bodmin line. The junction signalbox was abolished, and the two lines to Wadebridge were operated as two single lines. This arrangement applied from 4 February 1907.

Ruthern Bridge had originally been provided for several small mineral mines in the immediate area; but these declined in the twentieth century, and the last train ran on 29 November 1933, the ground frame connection to the main line being closed on 1 January 1934.

The Bodmin station was renamed Bodmin North on 26 September 1949; the GWR station was renamed Bodmin General. The B&W station was destaffed on 3 January 1966 and became a Halt on 18 April 1966—an unusual case of a terminal station being a halt.

A modern clay drying works was built alongside the Wenfordbridge line just north of Poley's Bridge Road some time before 1962; china clay was piped as a slurry from Stannon Moor, over four miles away, and the dried product was conveyed away by train.

From 1964 strict economies were to be made on the line, which after all had two train services from two different Bodmin stations. A new platform was opened on 15 June called Boscarne Exchange Platform; trains from Bodmin General to Wadebridge stopped here, and a diesel rail bus operated a shuttle connection between there and the original Bodmin & Wadebridge station. The rail buses had steps to enable passengers to join and alight, so the "platform" on the B&W line was at ground level. There was no public access to and from the station, which was only for immediate transfer between the two trains. Oil lamps were provided—in 1964![5]

In 1966 the North Cornwall line between Halwill and Wadebridge was closed, and for a short period the Bodmin and Wadebridge trains were the only connection to Padstow.

In fact passenger services finished on 30 January 1967. Public goods facilities at Wenfordbridge were withdrawn on 1 May 1967, and the line became a dedicated branch for the china clay private sidings, gaining access to the railway network via Bodmin General (reverse) and Bodmin Road. The line closed in 1983.

In 1974 a preservation society was formed, which became the Bodmin and Wenford Railway. They have established a successful railway museum at Bodmin General, and run steam hauled passenger trains to Bodmin Parkway and to Boscarne. It is their aim to extend from Boscarne Junction to Wadebridge alongside the trail, on the route of the Bodmin and Wadebridge line.

For many buses, a docket such as this signified the last journey made in LT ownership if the destination shown was `AEC`.

When Turnham Green Garage closed in Spring 1980, it soon became the gathering point for buses intended for disposal at which point a `condition inspection` was undertaken by Rolling Stock Inspectors. On completion of this the bus was driven to the Bus Sales site at the former AEC Works from where sale for further use or for scrap followed.

RM 1563 was withdrawn from Stamford Brook Garage after service on 8 May 1984. It was then driven the short distance to Turnham Green Garage the next day and inspected almost immediately as the date shown for, potentially, its final journey in LT ownership is 11 May for `storage after inspection`. Storage for a time, yes. Last journey in LT ownership? No! We had plans for it....

WASHINGTON (April 15, 2020) – The partially submerged wreckage of an Icon A5 airplane in the Gulf of Mexico is shown in this photo taken Nov. 7, 2017, near Clearwater, Florida. One person died when the airplane crashed that day. The NTSB issued its factual report and opened the docket for its investigation of the crash April 15, 2020. The final report, which will contain the probable cause, will publish within the next few weeks. (Photo: Courtesy of Pasco County Sherriff Office)

Source: en.wikipedia.org/wiki/Greenville,_Illinois

Greenville is a city in Bond County, Illinois, United States, 51 miles (82 km) east of St. Louis. The population as of the 2010 census was 7,000. It is the county seat of Bond County.

Greenville is part of the St. Louis Metropolitan Statistical Area. It is also considered part of the Metro East region of Illinois.

Greenville celebrated its Bicentennial in 2015 as one of the oldest communities in Illinois. It is home to Greenville University, the Richard Bock Museum, the American Farm Heritage Museum, the Armed Forces Museum and the Demoulin Museum and a federal prison, Federal Correctional Institution, Greenville (FCI Greenville). It is also home to internationally known companies, including Nevco Scoreboard, the largest privately owned scoreboard company in the world, and DeMoulin Brothers, the world's oldest and largest manufacturer of band uniforms.

Source: www.americanfarmheritagemuseum.com/about-us.html

The American Farm Heritage Museum was one man's dream. The Museum became a reality when a group of men, mostly farmers, sitting in coffee shop, talked about the dream of building a museum to preserve the farm heritage. Sixty farmers, collectors, and civic leaders held a meeting to share their ideas with the public in April of 2002. It was agreed that Bond County, being near the middle of the state and right along 1-70, would be the perfect place. Meetings were conducted, fundraisers were held, and ideas were passed around. In 2002 the land for the museum was acquired and a name for the museum was chosen.

The American Farm Heritage Museum would sit on seventeen acres, along the south side of interstate 70, just east of the Route 127 overpass. Its goal would be to promote and share the heritage of America's rural life: living, farming and travel. One very generous family purchased the land and leased it for ninety-nine years to the American Farm Heritage Museum, NFP organization. After a year of planning, the first 32'x64' building, with a gambrel roof, was completed. It was finished just days before the first Heritage Days Show in July 2004. This building, originally was to be a tractor maintenance shop, but later became known as the Lil' Red Barn Museum.

In the winter of 2005, owners of a truck terminal building in St. Louis gave the building to the Museum, if we took it down. Several members went to work and got the 200'x100' building moved and rebuilt. Since then other buildings and groups have been added to the show grounds.

We are growing with each passing year. Our Main building is the site of numerous events throughout the year. The Lil' Red Barn is a little piece of history, with collections of items from the past. In 2009 this building received the Illinois Governor's Home Town Award. The Tractor Shed displays different makes of tractors and tools of the past. Our Christmas building, which operates as a work shop and houses all the Christmas boxes for The Christmas Lights Wonderland, partners with The Lil' Red Barn, Railroad, Hill's Fort and the Armed Forces Museum to put on a spectacular Christmas display.

The American Heritage Railroad, established in 2003 is a division of the American Farm Heritage Museum. Many rail-enthusiast members realized as farms were connected by the American Railroad so should the Museum have an operating railroad for its historic value, as well as provide a fun ride for visitors. May 10, 2005 the railroad division was officially formed and an intensive search began to procure equipment. Many thousands of hours of volunteer labor, by friends of the railroad, have resulted in over a mile of 13" gauge track being laid, on the grounds. It is our desire to honor the great railroads that have served Bond County, such as the Vandalia, Nickel Plate, Pennsylvania and CB & Q. In 2005 the Ben Winter's Museum railroad was purchased which provided a G-15 diesel train set. The final move of the Ben Winter's railroad was completed in November, in three days with 20 volunteers, 9 trailers and one semi-truck. The collection has grown to include both diesel and steam engines and a variety of rolling stock. The railroad owns three steam locomotives. It is hoped the 1926 Wagner 4-4-2 steam engine will be ready for operation for the 2015 season.

2005 Hill's Fort also joined the Museum. Hill's Fort played an important part in the opening of Northwest Territory. Hill's Fort may have started as early as 1806 when early settlers first arrived. The Fort's location appears on an 1808 survey map by Capt. Isaac Hill, leader of a team commissioned by President Thomas Jefferson to survey the Illinois Territory. The Legislature fixed Hill's Fort as the temporary county seat. Earliest records are preserved from Hill's Fort and include court and marriage dockets. The Bond County seat was later moved to Perrysville and, in 1821 to Greenville, Illinois. No longer useful as a fort or county seat, Hill's Fort was abandoned and fell to ruin.

Following excruciating study of the original site, a replica of the Fort has been recreated on the grounds of the Farm Museum. It is open to the public on the 1st Saturday of the month from May through October and also open, for tours and special occasions. At Christmas time they are open Friday and Saturday nights for the Christmas lights. They dress in period dress and cook over the open fireplace in the cabin, and are eager to answer questions.

In 2012 The Armed Forces Museum, "Memories of Steel", joined our Museum. It maintains as its sole mission, to preserve these important pieces of military history. The Museum houses one of the largest collections of military vehicles in the County. It currently watches over approximately 15 privately-owned and 25 museum-owned vehicles. The members are involved in a program called "Living history" which furnishes displays of t1istoric vehicles and memorabilia and, works with re-enactors at civil events like Armed Forces Day and Veterans Day. Each of these vehicles has an historic story and plays a very important role in connecting us with the soldiers who lived and died in their service to the country.

Couldn't believe this shot. A work docket discarded on a fallen door, in just the right pool of sun through the hole in the roof at the former Bickford-Smith fuse works

Danger Will Robinson - just spotted a 'busload of nuns' (probably jehovahs most likely) scheming and planning how to take over your town's lower socio-economic area for their version of religion outside the local public school. Lock your doors - close your gates.

Ern and Delsie Martin Collection. CCLS

© Curt Littlejohn / ✈ concord⁹⁷⁷ / aviationcolors

✈ More Aviation Photos, grouped by Aircraft Type

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★★ More Non-Aviation Photos, grouped by City

NTSB Identification: ANC05IA064.

The docket is stored in the Docket Management System (DMS). Please contact Records Management Division

Nonscheduled 14 CFR operation of WORLD AIRWAYS INC (D.B.A. World Airways)

Incident occurred Thursday, April 28, 2005 in Anchorage, AK

Probable Cause Approval Date: 06/28/2006

Aircraft: McDonnell Douglas MD-11, registration: N277WA

Injuries: 201 Uninjured.

The flight crew was conducting an international passenger flight under Title 14, CFR Part 121, when they smelled and saw smoke in the cockpit. The pilot declared an emergency, and diverted to the nearest airport, where the airplane landed without incident. According to the flight crew, just prior to the smell and smoke, there was a crew change that required the cockpit security door to be opened and closed. An examination of the security door by maintenance personnel and the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) revealed an excess length of wiring, which provides power to the electrically locking security door, was laying atop the door's metal-encased, unshielded, locking solenoid inside the doorframe. Several of the wires were encased in a plastic anti-chafe mesh. A portion of the mesh was melted, and had the smell of burnt plastic. During a discussion with the IIC, a mechanic said he had seen similar doors overheat when the door and frame were misaligned, prohibiting full extension of the locking bolt. The cockpit door was modified in accordance with Supplemental Type Certificate (STC) ST01391LA, which meets the FAA's requirements for a reinforced cockpit door. The door uses a "demand access" electrically operated door latching solenoid. The door manufacturer issued an addendum to the airplane manufacturer's maintenance manual. The addendum includes removal, installation, and system tests of the striker/solenoid unit. The installation section does not specifically address the issue of securing excess wiring located above the striker/solenoid within the doorframe. The installation instructions do contain a "caution," referencing the need for the security bolt to engage fully. Failure of the bolt to fully engage will cause the solenoid to remain energized and overheat. Construction of the striker/solenoid assembly is such that the metal-encased electrical coil of the unshielded solenoid is the upper-most portion of the assembly within the doorframe. The installation includes a warning light that illuminates if the solenoid does not shut off. The crew did not report seeing the warning light in-flight, and the light and locking mechanism functioned properly during subsequent tests on the ground; it was not tested in-flight. The conversion of the door was completed on March 21, 2003. Prior to the incident, the new security door had been in service about 16,416 flight hours, and 1170 cycles. FAA Advisory Circular (AC) 65-15A, Chapter 11, covers practices and procedures for the installation and maintenance of aircraft electrical wiring. The AC notes that practices and procedures outlined in this section are general recommendations, and are not intended to replace the manufacturer's instructions. Chapter 11, page 441, Slack in Wiring Bundles, states: "Single wires or wire bundles should not be installed with excessive slack." Page 442, Routing and Installations, states: "All wires and wire groups should be routed and installed to protect them from: (2) high temperatures."

The National Transportation Safety Board determines the probable cause(s) of this incident to be:

The inadequate installation of the cockpit security door locking device, which resulted in smoke in the cockpit during normal cruise, and a precautionary landing. A factor associated with the incident was the manufacturer's insufficiently defined installation instructions.

Canning and Company, in Mann Street Gosford NSW, was the sort of place you could buy all of your food and household needs. It was a forerunner of the supermarkets of today. What famous brand of confectionery can you find? Ern and Delsie Martin Collection. CCLS

N8978E

DC-9-31

NWA

KDCA

NTSB Identification: IAD74AI035

14 CFR Part 121 Scheduled operation of EASTERN AIR LINES INC

Aircraft: DOUGLAS DC-9, registration: N8978E

----------------------------------------------------------------------------------------------------------------------------

FILE DATE LOCATION AIRCRAFT DATA INJURIES FLIGHT PILOT DATA

F S M/N PURPOSE

----------------------------------------------------------------------------------------------------------------------------

1-0035 73/12/17 GREENSBORO,NC DOUGLAS DC-9 CR- 0 0 4 SCHED DOM PASSG SRV AIRLINE TRANSPORT, AGE

TIME - 1545 N8978E PX- 0 0 85 49, 10000 TOTAL HOURS,

DAMAGE-SUBSTANTIAL OT- 0 0 0 1400 IN TYPE, INSTRUMENT

RATED.

NAME OF AIRPORT - HIGH POINT

OPERATOR - EASTERN AIR LINES,INC.

DEPARTURE POINT INTENDED DESTINATION LAST ENROUTE STOP

RALEIGH-DURHAM,NC CHICAGO,ILL GREENSBORO,NC

TYPE OF ACCIDENT PHASE OF OPERATION

ENGINE FAILURE OR MALFUNCTION TAKEOFF: RUN

COLLIDED WITH: OBJECT TAKEOFF: ABORTED

PROBABLE CAUSE(S)

PILOT IN COMMAND - FAILED TO FOLLOW APPROVED PROCEDURES,DIRECTIVES,ETC.

PILOT IN COMMAND - DELAYED ACTION IN ABORTING TAKEOFF

PERSONNEL - AIRPORT SUPERVISORY PERSONNEL: IMPROPER MAINTENANCE-AIRPORT FACILITIES

MISCELLANEOUS - FOREIGN MATERIAL AFFECTING NORMAL OPERATIONS

POWERPLANT - MISCELLANEOUS: COMPRESSOR STALLS

PILOT IN COMMAND - FAILED TO MAINTAIN DIRECTIONAL CONTROL

FACTOR(S)

AIRPORTS/AIRWAYS/FACILITIES - AIRPORT CONDITIONS: ICE/SLUSH ON RUNWAY

MISCELLANEOUS ACTS,CONDITIONS - DOWNWIND

AIRPORTS/AIRWAYS/FACILITIES - AIRPORT CONDITIONS: OTHER

PARTIAL POWER LOSS - PARTIAL LOSS OF POWER - 2 ENGINES

FIRE AFTER IMPACT

REMARKS- 2IN SNO RPTD RWY 5.TKOF,ENCTRD HVY SLUSH,CONT INTO HVYR SLUSH.RWY,MEAS 3-5IN SNO,SLUSH.HIT TWY LIP

===========================================================================

NTSB Identification: ATL84LA235.

The docket is stored on NTSB microfiche number 25682.

Scheduled 14 CFR EASTERN AIR LINES, INC.

Accident occurred Wednesday, July 25, 1984 in AUGUSTA, GA

Aircraft: DOUGLAS DC-9-31, registration: N8978E

Injuries: 1 Serious,99 Uninjured.

DURING A TURBULENCE ENCOUNTER A PAX STANDING IN THE REAR OF THE CABIN FELL AND SUFFERED A FRACTURED LEG. THE SEAT BELT SIGN WAS ILLUMINATED FOR THE ENTIRE FLT. AT THE DIRECTION OF THE CAPT, IN-FLT SERVICE BY THE FLT ATTENDANTS WAS TERMINATED. THE INJURED PAX ASKED A FLT ATTD IF HE COULD SMOKE. HE WAS DIRECTED TO GO AFT TO A SEAT IN THE SMOKING SECTION. THE PAX WENT AFT BUT COULD NOT FIND A SUITABLE SEAT AND ELECTED TO STAND IN THE AISLE. BOTH FLT ATTDS WERE BUSY SECURING THE GALLEY AND WERE NOT AWARE OF THE STANDING PAX.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

PASSENGER BRIEFING..NOT FOLLOWED..PASSENGER

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

SEAT BELT..NOT USED..PASSENGER

Contributing Factors

WEATHER CONDITION..TURBULENCE IN CLOUDS

===========================================================================

NTSB Identification: ATL90IA060.

The docket is stored on NTSB microfiche number 42154.

Scheduled 14 CFR operation of EASTERN AIR LINES, INC

Incident occurred Wednesday, January 31, 1990 in LOUISVILLE, KY

Probable Cause Approval Date: 12/30/1992

Aircraft: DOUGLAS DC-9-31, registration: N8978E

Injuries: 2 Minor,71 Uninjured.

AFTER LANDING THE FLIGHT CREW NOTED A VIBRATION. LEFT MAIN GEAR TORQUE LINK APEX BOLT WAS FOUND TO HAVE VIBRATED OUT OF THE TORQUE LINK WHICH ALLOWED MAIN GEAR TRUCK TO ROTATE 360 DEGREES DURING LANDING ROLL. THE NUT HAD STRIPPED OFF OF THE BOLT. LABORATORY EXAMINATION REVEALED THAT THE TORQUE LINK ATTACHING PINS HAD EXCESSIVE PLAY. NEW & OLD APEX BOLTS WERE MEASURED. THEY FAILED TO PASS THE MOST STRINGENT QUALITY CONTROL CHECK FOR CORRECT THREAD SIZE. THE SAFETY BOARD BELIEVES THAT THE NUT STRIPPED OFF WHEN THE LOOSE TORQUE LINKS ALLOWED EXCESSIVE VIBRATION. THE UNDERSIZE APEX BOLT THREADS ALLOWED THE NUT TO SHEAR AWAY THE BOLT PIN DESIGNED TO RETAIN THE NUT.

The National Transportation Safety Board determines the probable cause(s) of this incident to be:

THE DISABLING OF THE MAIN LANDING GEAR TORQUE LINK WHICH ALLOWED THE TRUCK TO ROTATE FREELY. THE TORQUE LINK WAS DISABLED WHEN EXCESSIVE VIBRATION WAS GENERATED BY EXCESSIVE PLAY OF THE TORQUE LINK PINS IN THEIR BUSHINGS.

The Supreme Court of Appeals of West Virginia heard four cases on an Argument Docket at West Virginia University College of Law and then judged the school's Baker Cup competition on March 1, 2016. From left, Justice Margaret Workman, Justice Robin Davis, Chief Justice Menis Ketchum, Justice Brent Benjamin, and Justice Allen Loughry. Facing the court are (sitting) Baker Cup winner Colton Chase Parsons of Salt Rock and (standing) Baker Cup Runner-Up Michael "Ty" Clifford of Morgantown. Photo by Jennifer Bundy

Source: en.wikipedia.org/wiki/Greenville,_Illinois

Greenville is a city in Bond County, Illinois, United States, 51 miles (82 km) east of St. Louis. The population as of the 2010 census was 7,000. It is the county seat of Bond County.

Greenville is part of the St. Louis Metropolitan Statistical Area. It is also considered part of the Metro East region of Illinois.

Greenville celebrated its Bicentennial in 2015 as one of the oldest communities in Illinois. It is home to Greenville University, the Richard Bock Museum, the American Farm Heritage Museum, the Armed Forces Museum and the Demoulin Museum and a federal prison, Federal Correctional Institution, Greenville (FCI Greenville). It is also home to internationally known companies, including Nevco Scoreboard, the largest privately owned scoreboard company in the world, and DeMoulin Brothers, the world's oldest and largest manufacturer of band uniforms.

Source: www.americanfarmheritagemuseum.com/about-us.html

The American Farm Heritage Museum was one man's dream. The Museum became a reality when a group of men, mostly farmers, sitting in coffee shop, talked about the dream of building a museum to preserve the farm heritage. Sixty farmers, collectors, and civic leaders held a meeting to share their ideas with the public in April of 2002. It was agreed that Bond County, being near the middle of the state and right along 1-70, would be the perfect place. Meetings were conducted, fundraisers were held, and ideas were passed around. In 2002 the land for the museum was acquired and a name for the museum was chosen.

The American Farm Heritage Museum would sit on seventeen acres, along the south side of interstate 70, just east of the Route 127 overpass. Its goal would be to promote and share the heritage of America's rural life: living, farming and travel. One very generous family purchased the land and leased it for ninety-nine years to the American Farm Heritage Museum, NFP organization. After a year of planning, the first 32'x64' building, with a gambrel roof, was completed. It was finished just days before the first Heritage Days Show in July 2004. This building, originally was to be a tractor maintenance shop, but later became known as the Lil' Red Barn Museum.

In the winter of 2005, owners of a truck terminal building in St. Louis gave the building to the Museum, if we took it down. Several members went to work and got the 200'x100' building moved and rebuilt. Since then other buildings and groups have been added to the show grounds.

We are growing with each passing year. Our Main building is the site of numerous events throughout the year. The Lil' Red Barn is a little piece of history, with collections of items from the past. In 2009 this building received the Illinois Governor's Home Town Award. The Tractor Shed displays different makes of tractors and tools of the past. Our Christmas building, which operates as a work shop and houses all the Christmas boxes for The Christmas Lights Wonderland, partners with The Lil' Red Barn, Railroad, Hill's Fort and the Armed Forces Museum to put on a spectacular Christmas display.

The American Heritage Railroad, established in 2003 is a division of the American Farm Heritage Museum. Many rail-enthusiast members realized as farms were connected by the American Railroad so should the Museum have an operating railroad for its historic value, as well as provide a fun ride for visitors. May 10, 2005 the railroad division was officially formed and an intensive search began to procure equipment. Many thousands of hours of volunteer labor, by friends of the railroad, have resulted in over a mile of 13" gauge track being laid, on the grounds. It is our desire to honor the great railroads that have served Bond County, such as the Vandalia, Nickel Plate, Pennsylvania and CB & Q. In 2005 the Ben Winter's Museum railroad was purchased which provided a G-15 diesel train set. The final move of the Ben Winter's railroad was completed in November, in three days with 20 volunteers, 9 trailers and one semi-truck. The collection has grown to include both diesel and steam engines and a variety of rolling stock. The railroad owns three steam locomotives. It is hoped the 1926 Wagner 4-4-2 steam engine will be ready for operation for the 2015 season.

2005 Hill's Fort also joined the Museum. Hill's Fort played an important part in the opening of Northwest Territory. Hill's Fort may have started as early as 1806 when early settlers first arrived. The Fort's location appears on an 1808 survey map by Capt. Isaac Hill, leader of a team commissioned by President Thomas Jefferson to survey the Illinois Territory. The Legislature fixed Hill's Fort as the temporary county seat. Earliest records are preserved from Hill's Fort and include court and marriage dockets. The Bond County seat was later moved to Perrysville and, in 1821 to Greenville, Illinois. No longer useful as a fort or county seat, Hill's Fort was abandoned and fell to ruin.

Following excruciating study of the original site, a replica of the Fort has been recreated on the grounds of the Farm Museum. It is open to the public on the 1st Saturday of the month from May through October and also open, for tours and special occasions. At Christmas time they are open Friday and Saturday nights for the Christmas lights. They dress in period dress and cook over the open fireplace in the cabin, and are eager to answer questions.

In 2012 The Armed Forces Museum, "Memories of Steel", joined our Museum. It maintains as its sole mission, to preserve these important pieces of military history. The Museum houses one of the largest collections of military vehicles in the County. It currently watches over approximately 15 privately-owned and 25 museum-owned vehicles. The members are involved in a program called "Living history" which furnishes displays of t1istoric vehicles and memorabilia and, works with re-enactors at civil events like Armed Forces Day and Veterans Day. Each of these vehicles has an historic story and plays a very important role in connecting us with the soldiers who lived and died in their service to the country.

Bennie Campbell Collection, CCLS

Dockey Wood, Ashridge

By Nicholas Bogel-Burroughs and James C. McKinley Jr.

Nicholas Bogel-Burroughs reported from Atlanta.

Aug. 15, 2023, 7:09 a.m. ET

Former President Donald J. Trump was indicted for a fourth time on Monday, this time over what prosecutors in Atlanta described as his and his allies’ efforts to unlawfully undo his election loss in Georgia in 2020.

The indictment follows a lengthy investigation by Fani T. Willis, the Fulton County district attorney, and includes 13 charges against Mr. Trump, as well as charges against 18 other Trump allies who Ms. Willis said were part of a “criminal enterprise” seeking to overturn the Georgia election results.

Here’s what to know.

Trump was charged under Georgia’s RICO Act

Prosecutors charged Mr. Trump and his allies under the state’s Racketeer Influenced and Corrupt Organization Act, which allows them to tie together various crimes committed by different people by arguing that they were acting together for a common criminal goal.

Georgia’s RICO Act is patterned after a federal law that was passed to combat organized crime groups but in recent years has been used effectively in white-collar crime and political corruption cases.

At its heart, the statute requires prosecutors to prove the existence of an “enterprise” and a “pattern of racketeering activity.” Ms. Willis said 19 defendants were part of a criminal enterprise that tried to “accomplish the illegal goal of allowing Donald J. Trump to seize the president’s office.”

The charges outlined in the indictment reach far beyond Mr. Trump to some of his closest allies. They include Mark Meadows, who was Mr. Trump’s former chief of staff, and Rudolph W. Giuliani, the former New York City mayor and lawyer for Mr. Trump.

Also charged are several more lawyers who are accused of working to try to overturn the election: Sidney Powell, who once promised to “release the Kraken” in exposing purported election fraud; John C. Eastman, who helped promote the idea of using bogus Trump electors in states where Mr. Trump lost; and Kenneth Chesebro, who also played a central role in that effort.

The sprawling nature of the racketeering case is noted in the indictment, with prosecutors citing conduct in Michigan, Arizona and Pennsylvania that they say furthered the defendants’ efforts to keep Mr. Trump in power.

Ms. Willis said late on Monday that she plans to try all 19 defendants together.

The charges fall into several baskets.

The indictment bundles together several efforts by Mr. Trump and his allies to reverse the election results in Georgia. None of the 19 defendants is accused of taking part in all of those different schemes, but under the RICO law, prosecutors have to prove only that each one broke state laws as part of a continuing criminal enterprise with the same overarching goal.

Several of the individual counts stem from false claims of election fraud that Mr. Giuliani and two other Trump lawyers, Robert Cheeley and Ray Smith III, made at legislative hearings in December 2020.

Another batch of charges concerns a plan Mr. Trump’s supporters carried out to vote for a false slate of pro-Trump electors and send a forged document to Congress claiming those electors were legitimate.

A third raft of charges accuses several Trump allies of conspiring to steal voter data and tamper with voting equipment at the elections office in Coffee County, Ga.

Some of the defendants were charged only in connection with a bizarre scheme to harass and intimidate an election worker, Ruby Freeman, whom Mr. Trump and his allies had wrongfully accused of fraud.

The district attorney is giving Trump 10 days to turn himself in.

Ms. Willis said on Monday that she was giving Mr. Trump until noon on Aug. 25 to surrender in Fulton County, where he would be arraigned on the charges and enter a plea.

When Mr. Trump was indicted in New York, he was able to surrender and avoid some of the standard procedures for most people who are arrested, such as having his mug shot taken and being handcuffed.

Patrick Labat, the Fulton County sheriff, said this month that unless he was told otherwise, Mr. Trump would be booked in the same way as any other defendant.

Still, the Secret Service could try to change the sheriff’s plans.

Trump blasted the indictment and questioned the prosecutor’s motive.

Mr. Trump lashed out at Ms. Willis after the indictment, suggesting that she had charged him to further her own political standing and seizing on the fact that an improper copy of the indictment had reportedly been uploaded to a court website even before the grand jurors voted.

Earlier in the day, Reuters reported that a document that appeared to be a docket entry for an indictment against Mr. Trump had been posted, and then removed, from the Fulton County court’s website. A spokesman for the court called the document “fictitious,” and the court clerk, Ché Alexander, declined to discuss what had happened in detail.

Mr. Trump and his allies said it was a sign that the prosecution saw the grand jury’s vote, which took place later in the day, as a foregone conclusion.

Richard Fausset, Danny Hakim and Anna Betts contributed reporting from Atlanta.

Nicholas Bogel-Burroughs reports on national news. He is from upstate New York and previously reported in Baltimore, Albany, and Isla Vista, Calif. More about Nicholas Bogel-Burroughs

James C. McKinley Jr., a senior editor on the Live team, has held a range of jobs at The New York Times, starting on Metro with the police beat and then City Hall. Later, he was a bureau chief in Nairobi, Houston and Albany, a correspondent in Mexico City, an investigative reporter in Sports and a pop music reporter in Culture. He returned to Metro to cover the Manhattan courts, and later became an assistant editor overseeing criminal justice reporters. More about James C. McKinley Jr.

Forest Hills, Queens, New York City, New York, United States

The Firehouse, Engine Company 305, Hook & Ladder Company 151, in Forest Hills, Queens, was constructed by the Fire Department of the City of New York in 1924. The firehouse was intended to serve the growing population of the Forest Hills neighborhood, which had seen a boom in residential construction following World War I. The large, two and two-and-a-half story Neo-Medieval style firehouse is clad in red brick laid in a Flemish bond and enlivened with decorative limestone details and subtle patterned brickwork.

The asymmetrical massing of the building is accentuated by steep gables clad with copper standing-seam roofs, two prominent square towers (a stair tower and a hose-drying tower) featuring round-arched window openings, and a slender chimney rising nearly a story above the western elevation. The innovative design of this firehouse has been attributed to John R. Sliney, head building inspector for the fire department, during whose tenure approximately 70 firehouses were constructed throughout the five boroughs. The firehouse, which has experienced remarkably few changes in the 90 years since its construction, continues to serve the Forest Hills community today. It is at once a striking presence along the Queens Boulevard streetscape and a well-integrated constituent of this vibrant residential neighborhood.

DESCRIPTION AND ANALYSIS

Firefighting in New York

Even in the colonial period, the government of New York took the possibility of fire very seriously. Under Dutch rule all men were expected to participate in firefighting activities. After the English took over, the Common Council organized a force of 30 volunteer firefighters in 1737. They operated two Newsham hand pumpers that had recently been imported from London. By 1798, the Fire Department of the City of New York (FDNY), under the supervision of a chief engineer and six subordinates, was officially established by an act of the state legislature.

As the city grew, this force was augmented by new volunteer companies. In spite of growing numbers of firefighters and improvements in hoses and water supplies, fire was a significant threat in an increasingly densely built up city. Of particular significance was the “Great Fire” of December 16-17, 1835, which caused more damage to property than any other event in New York City. The damages resulting from several major fires which occurred between 1800 and 1850 led to the establishment of a building code, and an increase in the number of firemen from 600 in 1800 to more than 4,000 in 1865. Despite rapid growth, the department was often criticized for poor performance. Intense competition between companies began to hinder firefighting with frequent brawls and acts of sabotage, often at the scenes of fires. During the Civil War, when fire personnel became harder to retain, public support grew for the creation of a professional firefighting force, similar to that which had been established in other cities and to the professional police force that had been created in New York in 1845.

In May 1865, the New York State Legislature established the Metropolitan Fire District, comprising the cities of New York (south of 86th Street) and Brooklyn. The act abolished the volunteer system and created the Metropolitan Fire Department, a paid professional force under the jurisdiction of the state government. By the end of the year, the city’s 124 volunteer companies with more than 4,000 men had retired or disbanded, to be replaced by 33 engine companies and 12 ladder companies operated by a force of 500 men. Immediate improvements included the use of more steam engines, horses, and a somewhat reliable telegraph system. A military model was adopted for the firefighters, which involved the use of specialization, discipline, and merit. By 1870, regular service was extended to the “suburban districts” north of 86th Street and expanded still farther north after the annexation of parts of the Bronx in 1874. New techniques and equipment, including taller ladders and stronger steam engines, increased the department’s efficiency, as did the establishment, in 1883, of a training academy for personnel. The growth of the city during this period placed severe demands on the fire department to provide services, and in response the department undertook an ambitious building campaign.

The area served by the FDNY nearly doubled after consolidation in 1898, when the departments in Brooklyn and numerous communities in Queens and Staten Island were incorporated into the city. For several decades after consolidation, the independent volunteer fire companies already extant in these communities continued to serve in areas where there was insufficient population to justify the establishment of paid units. The volunteer companies were systematically disbanded as the city’s population continued to grow, with paid departments taking their place. In the decades that ensued, the fire department acquired more modern apparatus and motorized vehicles, reflecting, among other demands, the need for faster response to fires in taller buildings. Throughout the 20th century, the FDNY has continued endeavoring to keep up with the evolving city and its firefighting needs.

Firehouse Design

By the early 20th century, the New York City firehouse as a building type had evolved from the wooden storage shed used during the 17th century to an imposing architectural expression of civic character. As early as 1853, Marriott Field had argued in his City Architecture: Designs for Dwelling

Houses, Stores, Hotels, etc. for symbolic architectural expression in municipal buildings, including firehouses. The 1854 Fireman’s Hall, with its highly symbolic ornamentation reflected this approach, using flambeaux, hooks, ladders, and trumpets for its ornament.

Between 1880 and 1895, Napoleon LeBrun & Son served as the official architectural firm for the fire department, designing 42 firehouses in a massive effort to modernize the facilities and to accommodate the growing population of the city. Although the firm’s earliest designs were relatively simple, later buildings were more distinguished and more clearly identifiable as firehouses.

While the basic function and requirements of the firehouse were established early in its history, LeBrun is credited with standardizing the program, and introducing some minor, but important, innovations in the plan. Placing the horse stalls in the main part of the ground floor to reduce the time needed for hitching horses to the apparatus was one such innovation. LeBrun is also credited with the creation of vertical hose-drying towers to accommodate this necessary activity in a space-saving manner. Firehouses were usually located on mid-block sites because these were less expensive than more prominent corner sites. Since the sites were narrow, firehouses tended to be three stories tall, with the apparatus on the ground story and rooms for the company, including dormitory, kitchen and captain’s office, above.

After 1895, the fire department commissioned a number of well-known architects to design firehouses. Influenced by the classical revival which was highly popular throughout the country, New York firms such as Hoppin & Koen, Flagg & Chambers, and Horgan & Slatterly created facades with bold, classical style designs. After 1910 there was a Georgian revival in civic design, and red brick firehouses in that general style were built in large numbers throughout New York through at least 1930, with later firehouses incorporating elements of the Art Deco and Moderne styles through at least 1940. During this era, the department appears to have transitioned away from the well-known architects of the previous decades towards utilization of in-house architects employed within the buildings division of the department, largely to lower expenses.

Growth of Queens and Forest Hills

Much of the early development of Queens followed the patterns established in the rest of New York City. The first known European settlements were in the Astoria, Hunters Point, and Dutch Kills area of Long Island City. Queens remained rural and sparsely settled through the 1850s, when land speculation began in Maspeth, Corona, and Hunters Point. Still, development and urbanization of Queens progressed slowly in the ensuing decades. Near the end of the 19th century, western Queens and the Rockaway beaches attracted people for their leisure-time activities, while manufacturers opened factories at Whitestone, Woodhaven, and College Point because of the cheaper land available there.

At the time of its consolidation with New York City, the area that became the Borough of Queens had a population of only 152,999 people - due in large part to the region’s inaccessibility. Although the first train line between Atlantic Avenue in Brooklyn and Jamaica, Queens began as early as 1836, and a few other routes were established through Queens to other parts of Long Island in the 1850s, 60s, and 70s, train travel was limited. The Pennsylvania Railroad purchased the Long Island Railroad in 1900 and electrified the trains through Queens in 1905-08. However, the trains all had to connect by ferry to Manhattan until 1909 when the Queensborough Bridge opened. In 1910, the Pennsylvania Railroad opened its tunnels under the East River, finally establishing Queens as an attractive location within easy commuting distance to Manhattan. Following this innovation, the population of the borough nearly doubled to 284,041. Other improvements soon followed, including a dramatically enlarged road system and the development of towns and buildings. St. Albans and Bellerose, followed closely by Auburndale, Beechhurst, and Forest Hills, were among the many residential areas developed during the early years of the 20th century.

In 1906, developer Cord Meyer who had previously been active in the Elmhurst section of Queens, purchased 600 acres (comprising the land of six farms) in the area known as the Hopedale section of Whitepot. Changing the name to Forest Hills because of its high ground and its proximity to the beautiful terrain of Forest Park, he began to lay out streets, install utilities, and construct the first houses. To encourage sales, Meyer’s company ran horse-drawn stages to Forest Hills from the closest train station in Elmhurst. By 1908, the Long Island Railroad was running three steam-driven trains a day with a local stop at Austin Street and Roman Avenue.

In 1906, the Russell Sage Foundation purchased 160 acres of land south of the railroad line with the intent to develop a “modern suburban development” to contrast with the overcrowding, squalor and chaos of residential districts in Manhattan. The proposed development, Forest Hills Gardens, was the collaborative creation of landscape architect and planner Frederick Law Olmsted, Jr. and the architect and housing reform activist Grosvenor Atterbury. Together they conceived of a picturesque enclave of homes, schools, churches, and businesses that would, upon completion in 1909-10, be widely publicized across the country as a modern Arcadia - a place where people of “moderate income and good taste... might find some country air and country life within striking distance of the active centers of New York.” The completed development consisted of a brick-paved square shaded by trees built in front of the train station, a clock tower, arched passageways, and garden apartments built to resemble a row of country inns along narrow, winding roads that discouraged through-traffic.

The electrification of the Long Island Railroad in 1909 and the opening of the Queensborough Bridge that same year further advanced the development of the Forest Hills neighborhood. Queens Boulevard, the major thoroughfare that runs through the neighborhood, was widened in 1913, spurring Cord Meyer to improve his remaining acreage. By 1921, Meyer’s company had constructed some 200 homes, and several apartment buildings. Within Forest Hills Gardens, a number of brick houses of both modest and luxury scale were constructed between 1910 and 1917, followed by the first apartment building - the Forest Arms - in 1924. The world-famous West Side Tennis Club, home of the U. S. Open Tennis Tournament for many years, was constructed in Forest Hills in 1923. The small, inward-facing developments of Arbor Close and Forest Close, which aesthetically emulate the nearby Forest Hills Gardens and which abut the site of the Firehouse, Engine Company 305, Hook & Ladder Company 151, were completed in 1925 and 1927, respectively. The IND Subway line, which opened with a stop at Queens Boulevard and Continental Avenue in 1936, was another major improvement that guaranteed the continued growth of the area.

Firehouse, Engine Company 305, Hook & Ladder Company 151

The Firehouse, Engine Company 305, Hook & Ladder Company 151 was dedicated on November 15, 1924 in Forest Hills, Queens. The two companies that would occupy the building, Engine Company 305 and Hook & Ladder Company 151, were officially organized on the same day the firehouse opened, assigned to the 46th Battalion, 13th Division of the Fire Department of the City of New York. In contrast to statements made in the early part of the century, by the 1920s, the fire department found there to be a “great need” for new firehouses in this, and other growing Queens neighborhoods. It announced intentions to extend the paid fire department into Forest Hills, and in 1923 it awarded a contract in the amount of $77,713 for construction of a new firehouse on Queens Boulevard. The site for the firehouse appears to have been acquired in 1922, along with sites for firehouses in several other Queens communities, including Bayside, Queens Village, Jamaica, and Jackson Heights, as well as sites for firehouses in Brooklyn and “Westchester.” As noted in the 1924 Annual Report of the FDNY:

The development of certain sections of Brooklyn and Queens has made it imperative to extend the activities of this department. To keep abreast of times it has been necessary to have new firehouses constructed.

Fire loss statistics during this era further underscore the increased need for fire protection throughout Queens, with losses doubling from $1.372 million in 1921 to $2.744 million in 1922.

In contrast to the preceding decades, by the 1920s, the FDNY had transitioned away from commissioning well-known architects to design its firehouses in favor of utilizing in-house staff. In the 1922 Annual Report of the FDNY, in which the approval for construction of several firehouses, including the one in Forest Hills, was discussed, it was noted that the “plans [for the firehouses] have been prepared by the Department and therefore there will be no architect employed in connection with the erection of these buildings.” This was reiterated in the 1924 Annual Report, which announced the completion of several firehouses, including the Forest Hills structure, citing that “the plans and specifications for these buildings have been prepared by this bureau, as has been the practice since this administration came into power, and thus the fees of architects were saved.”

By the 1920s, the Georgian Revival style had became popular for the design of firehouses throughout New York. Employing red brick facades with engaged pilasters, flat roofs, and limestone details, the firehouses of this type were typically compactly massed to conform to the rectangular tax lots of the city. Unlike its contemporaries, Firehouse, Engine Company 305, Hook & Ladder Company 151 was not constructed in the dominant firehouse style of the time. In this way, the design of the Forest Hills firehouse, with its large scale and near-ecclesiastical appearance, is remarkable. The building is designed in a Neo-Medieval style and is prominently located on a corner lot.

It features asymmetrical massing accentuated by steep gables clad with copper standing-seam roofs, two prominent square towers (a stair tower and a hose-drying tower) featuring round-arched window openings, and a slender chimney rising nearly a story above the western elevation. The building is strongly suggestive of religious, not civic architecture, particularly in the steep pitch of its roofs and the height of the hose-drying tower, itself reminiscent of a church bell tower. The only aesthetic connection between the Forest Hills firehouse and its contemporaries appears to be the use of similar primary materials - namely red brick and limestone, utilized here to a very different effect.

One explanation for the very different appearance of Firehouse, Engine Company 305, Hook & Ladder Company 151 might be attributed to an evolution in firehouse design that resulted from a shift in requirements. Over the decades, the height of firehouses has been subject to variation, with earlier buildings typically three, or even four, stories in height in order to address the needs of heavily developed areas where land prices made taller buildings more economically viable. However, as fire protection was extended to lower density, suburban areas, such as Forest Hills, lower, less compact buildings became not only possible, but desirable. The taller firehouses meant more opportunities for firemen to be injured sliding on poles, while the shorter firehouses mean fewer flights of stairs to climb or to run. Moreover, once firemen were no longer required to reside full time in the firehouses, different space configurations were required within the buildings. To keep up with advancements in firehouse design, the Forest Hills firehouse was constructed to include a kitchen for the firemen and air-tight doors to “protect the firemen asleep in the dormitory from the danger of gasoline exhaust fumes and to confine the heat to the apparatus floor, so that the motors will always be warm and ready for instant use.”

Changes in firehouse requirements alone, however, do not seem to account for the unusual appearance of Firehouse, Engine Company 305, Hook & Ladder Company 151. It is far more likely that the design of the building was the result of efforts to contextualize the new firehouse within the growing residential community of Forest Hills and, in particular, the nearby, renowned planned development of Forest Hills Gardens. In Queens, the firehouses of the earlier century, constructed for the volunteer companies that once protected the borough, were often wood-sided structures with pitched roofs, similarly evocative of residential construction. Thus, while Firehouse, Engine Company 305, Hook & Ladder Company 151 exhibits an unusual appearance for a firehouse from this time period, it was apparently not unheard of for Queens firehouses to be designed in harmony with their surrounding communities. Though the blocks immediately around the new firehouse were still undeveloped in 1924, nearby Forest Hills Gardens, universally praised for the high-quality of its design, had been completed more than a decade earlier. With the steady, continued development of the neighborhood throughout the 1910s and 20s, it is possible that there was pressure from the surrounding community that the firehouse be designed to the same high standards of the existing development. The small, inward-facing, Tudor Revival style developments of Arbor Close and Forest Close, which are adjacent to the firehouse and were completed shortly following its construction, aesthetically emulate Forest Hills Gardens and seem to similarly point to local pressure for carefully planned development in the Forest Hills neighborhood during this era.

Upon the November 1924 opening of Firehouse, Engine Company 305, Hook & Ladder Company 151, Hubert J. Treacy, chief of the Bureau of Repairs and Supplies for the fire department noted it as “the most pretentious fire engine house in the Greater City.” On the eve of its official dedication, the building was recognized in at least two local papers, the Flushing Evening Journal and the Long Island Daily Star, for having been “constructed to harmonize with the architecture of the surrounding community.” The building was even mentioned several years later, in a 1931 local newspaper article reacting to a pair of apparently unattractive, recently-constructed firehouses which the author notes as “painful to the eye.” The author of the article makes a call for more firehouses in Queens to harmonize with their environments, and mentions only one firehouse - Firehouse, Engine Company 305, Hook & Ladder Company 151 - as an example of how a firehouse “can be good to look upon and in harmony with its surroundings, without the sacrifice of any considerations of usefulness.”

Nearly 90 years after its construction, the Forest Hills firehouse continues to serve as the home of Engine Company 305 and Hook & Ladder Company 151, operating under the motto “Pride of the Hills.” Completed at a time when much of the surrounding area was still in the process of being developed, today the firehouse is at once a striking presence along the Queens Boulevard streetscape and a well-integrated constituent of this vibrant residential neighborhood. It is also an outstanding example of a functional structure whose design also enhances the character of its surroundings. Even as the Forest Hills neighborhood underwent some large-scale redevelopment during the mid-century, the firehouse has experienced very few changes in its appearance. Firehouse, Engine Company 305, Hook & Ladder Company 151 remains a well-preserved, remarkable example of both innovative firehouse architecture, as well as a success story for carefully-considered, forward thinking contextual design.

John R. Sliney (c. 1873-1953)

As a result of the fire department’s shift away from using well-known architects in the design of its firehouses towards utilization of in-house architects during the 1920s, many of the firehouses built during this era are not clearly attributed to specific architects. At the time of its construction, the design of Firehouse, Engine Company 305, Hook & Ladder Company 151 was credited in local papers to John R. Sliney, head building inspector for the fire department. There is some confusion, however, as to whether Sliney, who was never a registered architect in New York, actually designed the firehouse himself, or whether it was designed by an architect employed within the buildings division of the FDNY.

Little is known about Sliney, his career, or education. It is known that Sliney began his career within the plumbing industry, and he is noted on the 1910 United States Census as a “plumber, inspector” for the fire department. His 1953 obituary in the New York Times notes that he became an inspector for the “Tenement House Department” in 1902 and that he joined the fire department four years later as an inspector in the “division of buildings.” It appears that he remained at the fire department for nearly three decades, retiring in 1933. Sliney’s obituary further notes that Sliney “headed the [building] division for many years, in which capacity he was in charge of the erection of 70 fire houses.”

In articles printed in the Flushing Evening Journal and in the Long Island Daily Star on the eve of the opening of Firehouse, Engine Company 305, Hook & Ladder Company 151, Sliney is specifically credited with having drawn the plans for the building. He is also noted as the building’s architect on the docket record for the new building application filed with the New York City Department of Buildings (NB 11218-1922). Though Sliney was noted in several publications, including the New York Times, and on other new building applications filed with the Department of Buildings, as the architect responsible for several firehouses in Queens, Brooklyn, and the Bronx during his term at the FDNY, the fact remains that he continues to be listed as a “building inspector” with the fire department as late as the 1930 United States Census, and not as an architect. There is also little evidence that Sliney had any architectural training. It is therefore unlikely that Sliney was the sole person responsible for the design of Firehouse, Engine Company 305, Hook & Ladder Company 151, though he certainly played a role in its construction as head of the buildings division.

Description

The two and two-and-a-half story firehouse is an asymmetrically-massed red brick building with three visible and one partially visible elevation. The building is clad in red-brick laid in a Flemish bond and enlivened by decorative limestone details and subtle patterned brickwork. The massing of the building is accentuated by steep gables clad with copper standing-seam roofs, prominent square towers (a stair tower and a hose-drying tower) featuring round-arched window openings, and a slender chimney rising nearly a story above the western elevation. The firehouse’s main vehicular bay is located along the north (Queens Boulevard) facade.

Historic:

North (Queens Boulevard) Facade: Two-and-a-half stories; steeply pitched gable at main portion of building; hipped roofs at towers; large vehicular bay; limestone frieze at vehicular bay reading “305 Engine” and “H&L CO. 151”; modest limestone cornice above frieze supported on large scroll bracket at center; metal balconette with stylized fire department shield at railing above main vehicular bay, supported on paired, decorative metal brackets; limestone details throughout, including stringcourses, lintels, keystones, and coping; stylized brick pilasters with limestone capitals at hose-drying tower; masonry water table; rectangular window openings at main portion of building; round-arched vent at main portion of building; round-arched window openings at towers; four-over-one double-hung sashes at rectangular window openings; one-over-one double-hung sashes with round-arched upper sashes at remaining window openings; rectangular cast-iron plaque to right of main vehicular bay at first story.

West (75th Avenue) Facade: Similar to north (Queens Boulevard) facade; hipped roof with brick corbelling at roofline of main portion of building; two-over-four-over-one triple-hung sashes at first-story paired window openings; four-over-one double-hung sashes at other rectangular window openings; multi-paned sashes and one-over-one double hung sashes at hose-drying tower; one-over-one double-hung sashes with round-arched upper sashes at stair tower.

South Facade: Similar to east (75th Avenue) facade; no window or door openings at tower; braced canopy towards eastern end of facade at first story.

East Facade: Partially visible; similar to west (75th Avenue) facade

Alterations:

Repointed; painted water table; portions of metal balconette painted red; original wood windows appear to have been replaced after c. 1965 (new windows match historic sash configurations, see facade descriptions); panning at window openings (all facades); window-screen hinges at most window openings (one window screen at north (Queens Boulevard) facade and several at west (75 th Avenue) facade); filled-in upper sashes of first-story window openings at outer bays of main portion of building at west (75th Avenue) facade; partially filled-in upper sash of westernmost first-story window opening at south facade (multi-paned upper sash lowered, not removed); metal air-conditioner brackets suspended from several window openings at west (75th Avenue), east and south facades; doors replaced at vehicular bay and at first-story entries at all facades; single steps at door openings painted at all facades; brass numbers “111-06” affixed to east of vehicular bay; light fixtures flanking main vehicular bay replaced; other non-historic light fixtures affixed at all facades; metal boxes affixed at first story of west (75 th Avenue) facade; projecting metal enclosure at through-wall vent above door opening at south facade; metal armatures at first and second stories towards western end of south facade; metal bar affixed at first story of hose-drying tower at west (75th Avenue) facade; large duct affixed towards eastern end of south facade; non-original pipe affixed at first story towards southern end of east facade; wiring and conduit at west (75th Avenue) facade; wiring, conduit, electrical boxes and satellite dish at south facade; chain-link fence at entrance to alley alongside eastern facade

Site:

The firehouse is situated on a corner lot and is surrounded by minimal landscaping, consisting of planted shrubbery and a free-standing flagpole at the intersection of Queens Boulevard and 75 th Avenue. There is a paved area for parking alongside the south facade of the firehouse, as well as a fence-enclosed portion of the tax lot presently used for recreation.

- From the 2012 NYCLPC Landmark Designation Report

Forest Hills, Queens, New York City, New York, United States

The Firehouse, Engine Company 305, Hook & Ladder Company 151, in Forest Hills, Queens, was constructed by the Fire Department of the City of New York in 1924. The firehouse was intended to serve the growing population of the Forest Hills neighborhood, which had seen a boom in residential construction following World War I. The large, two and two-and-a-half story Neo-Medieval style firehouse is clad in red brick laid in a Flemish bond and enlivened with decorative limestone details and subtle patterned brickwork.

The asymmetrical massing of the building is accentuated by steep gables clad with copper standing-seam roofs, two prominent square towers (a stair tower and a hose-drying tower) featuring round-arched window openings, and a slender chimney rising nearly a story above the western elevation. The innovative design of this firehouse has been attributed to John R. Sliney, head building inspector for the fire department, during whose tenure approximately 70 firehouses were constructed throughout the five boroughs. The firehouse, which has experienced remarkably few changes in the 90 years since its construction, continues to serve the Forest Hills community today. It is at once a striking presence along the Queens Boulevard streetscape and a well-integrated constituent of this vibrant residential neighborhood.

DESCRIPTION AND ANALYSIS

Firefighting in New York

Even in the colonial period, the government of New York took the possibility of fire very seriously. Under Dutch rule all men were expected to participate in firefighting activities. After the English took over, the Common Council organized a force of 30 volunteer firefighters in 1737. They operated two Newsham hand pumpers that had recently been imported from London. By 1798, the Fire Department of the City of New York (FDNY), under the supervision of a chief engineer and six subordinates, was officially established by an act of the state legislature.

As the city grew, this force was augmented by new volunteer companies. In spite of growing numbers of firefighters and improvements in hoses and water supplies, fire was a significant threat in an increasingly densely built up city. Of particular significance was the “Great Fire” of December 16-17, 1835, which caused more damage to property than any other event in New York City. The damages resulting from several major fires which occurred between 1800 and 1850 led to the establishment of a building code, and an increase in the number of firemen from 600 in 1800 to more than 4,000 in 1865. Despite rapid growth, the department was often criticized for poor performance. Intense competition between companies began to hinder firefighting with frequent brawls and acts of sabotage, often at the scenes of fires. During the Civil War, when fire personnel became harder to retain, public support grew for the creation of a professional firefighting force, similar to that which had been established in other cities and to the professional police force that had been created in New York in 1845.

In May 1865, the New York State Legislature established the Metropolitan Fire District, comprising the cities of New York (south of 86th Street) and Brooklyn. The act abolished the volunteer system and created the Metropolitan Fire Department, a paid professional force under the jurisdiction of the state government. By the end of the year, the city’s 124 volunteer companies with more than 4,000 men had retired or disbanded, to be replaced by 33 engine companies and 12 ladder companies operated by a force of 500 men. Immediate improvements included the use of more steam engines, horses, and a somewhat reliable telegraph system. A military model was adopted for the firefighters, which involved the use of specialization, discipline, and merit. By 1870, regular service was extended to the “suburban districts” north of 86th Street and expanded still farther north after the annexation of parts of the Bronx in 1874. New techniques and equipment, including taller ladders and stronger steam engines, increased the department’s efficiency, as did the establishment, in 1883, of a training academy for personnel. The growth of the city during this period placed severe demands on the fire department to provide services, and in response the department undertook an ambitious building campaign.

The area served by the FDNY nearly doubled after consolidation in 1898, when the departments in Brooklyn and numerous communities in Queens and Staten Island were incorporated into the city. For several decades after consolidation, the independent volunteer fire companies already extant in these communities continued to serve in areas where there was insufficient population to justify the establishment of paid units. The volunteer companies were systematically disbanded as the city’s population continued to grow, with paid departments taking their place. In the decades that ensued, the fire department acquired more modern apparatus and motorized vehicles, reflecting, among other demands, the need for faster response to fires in taller buildings. Throughout the 20th century, the FDNY has continued endeavoring to keep up with the evolving city and its firefighting needs.

Firehouse Design

By the early 20th century, the New York City firehouse as a building type had evolved from the wooden storage shed used during the 17th century to an imposing architectural expression of civic character. As early as 1853, Marriott Field had argued in his City Architecture: Designs for Dwelling

Houses, Stores, Hotels, etc. for symbolic architectural expression in municipal buildings, including firehouses. The 1854 Fireman’s Hall, with its highly symbolic ornamentation reflected this approach, using flambeaux, hooks, ladders, and trumpets for its ornament.

Between 1880 and 1895, Napoleon LeBrun & Son served as the official architectural firm for the fire department, designing 42 firehouses in a massive effort to modernize the facilities and to accommodate the growing population of the city. Although the firm’s earliest designs were relatively simple, later buildings were more distinguished and more clearly identifiable as firehouses.

While the basic function and requirements of the firehouse were established early in its history, LeBrun is credited with standardizing the program, and introducing some minor, but important, innovations in the plan. Placing the horse stalls in the main part of the ground floor to reduce the time needed for hitching horses to the apparatus was one such innovation. LeBrun is also credited with the creation of vertical hose-drying towers to accommodate this necessary activity in a space-saving manner. Firehouses were usually located on mid-block sites because these were less expensive than more prominent corner sites. Since the sites were narrow, firehouses tended to be three stories tall, with the apparatus on the ground story and rooms for the company, including dormitory, kitchen and captain’s office, above.

After 1895, the fire department commissioned a number of well-known architects to design firehouses. Influenced by the classical revival which was highly popular throughout the country, New York firms such as Hoppin & Koen, Flagg & Chambers, and Horgan & Slatterly created facades with bold, classical style designs. After 1910 there was a Georgian revival in civic design, and red brick firehouses in that general style were built in large numbers throughout New York through at least 1930, with later firehouses incorporating elements of the Art Deco and Moderne styles through at least 1940. During this era, the department appears to have transitioned away from the well-known architects of the previous decades towards utilization of in-house architects employed within the buildings division of the department, largely to lower expenses.

Growth of Queens and Forest Hills

Much of the early development of Queens followed the patterns established in the rest of New York City. The first known European settlements were in the Astoria, Hunters Point, and Dutch Kills area of Long Island City. Queens remained rural and sparsely settled through the 1850s, when land speculation began in Maspeth, Corona, and Hunters Point. Still, development and urbanization of Queens progressed slowly in the ensuing decades. Near the end of the 19th century, western Queens and the Rockaway beaches attracted people for their leisure-time activities, while manufacturers opened factories at Whitestone, Woodhaven, and College Point because of the cheaper land available there.

At the time of its consolidation with New York City, the area that became the Borough of Queens had a population of only 152,999 people - due in large part to the region’s inaccessibility. Although the first train line between Atlantic Avenue in Brooklyn and Jamaica, Queens began as early as 1836, and a few other routes were established through Queens to other parts of Long Island in the 1850s, 60s, and 70s, train travel was limited. The Pennsylvania Railroad purchased the Long Island Railroad in 1900 and electrified the trains through Queens in 1905-08. However, the trains all had to connect by ferry to Manhattan until 1909 when the Queensborough Bridge opened. In 1910, the Pennsylvania Railroad opened its tunnels under the East River, finally establishing Queens as an attractive location within easy commuting distance to Manhattan. Following this innovation, the population of the borough nearly doubled to 284,041. Other improvements soon followed, including a dramatically enlarged road system and the development of towns and buildings. St. Albans and Bellerose, followed closely by Auburndale, Beechhurst, and Forest Hills, were among the many residential areas developed during the early years of the 20th century.

In 1906, developer Cord Meyer who had previously been active in the Elmhurst section of Queens, purchased 600 acres (comprising the land of six farms) in the area known as the Hopedale section of Whitepot. Changing the name to Forest Hills because of its high ground and its proximity to the beautiful terrain of Forest Park, he began to lay out streets, install utilities, and construct the first houses. To encourage sales, Meyer’s company ran horse-drawn stages to Forest Hills from the closest train station in Elmhurst. By 1908, the Long Island Railroad was running three steam-driven trains a day with a local stop at Austin Street and Roman Avenue.

In 1906, the Russell Sage Foundation purchased 160 acres of land south of the railroad line with the intent to develop a “modern suburban development” to contrast with the overcrowding, squalor and chaos of residential districts in Manhattan. The proposed development, Forest Hills Gardens, was the collaborative creation of landscape architect and planner Frederick Law Olmsted, Jr. and the architect and housing reform activist Grosvenor Atterbury. Together they conceived of a picturesque enclave of homes, schools, churches, and businesses that would, upon completion in 1909-10, be widely publicized across the country as a modern Arcadia - a place where people of “moderate income and good taste... might find some country air and country life within striking distance of the active centers of New York.” The completed development consisted of a brick-paved square shaded by trees built in front of the train station, a clock tower, arched passageways, and garden apartments built to resemble a row of country inns along narrow, winding roads that discouraged through-traffic.

The electrification of the Long Island Railroad in 1909 and the opening of the Queensborough Bridge that same year further advanced the development of the Forest Hills neighborhood. Queens Boulevard, the major thoroughfare that runs through the neighborhood, was widened in 1913, spurring Cord Meyer to improve his remaining acreage. By 1921, Meyer’s company had constructed some 200 homes, and several apartment buildings. Within Forest Hills Gardens, a number of brick houses of both modest and luxury scale were constructed between 1910 and 1917, followed by the first apartment building - the Forest Arms - in 1924. The world-famous West Side Tennis Club, home of the U. S. Open Tennis Tournament for many years, was constructed in Forest Hills in 1923. The small, inward-facing developments of Arbor Close and Forest Close, which aesthetically emulate the nearby Forest Hills Gardens and which abut the site of the Firehouse, Engine Company 305, Hook & Ladder Company 151, were completed in 1925 and 1927, respectively. The IND Subway line, which opened with a stop at Queens Boulevard and Continental Avenue in 1936, was another major improvement that guaranteed the continued growth of the area.

Firehouse, Engine Company 305, Hook & Ladder Company 151

The Firehouse, Engine Company 305, Hook & Ladder Company 151 was dedicated on November 15, 1924 in Forest Hills, Queens. The two companies that would occupy the building, Engine Company 305 and Hook & Ladder Company 151, were officially organized on the same day the firehouse opened, assigned to the 46th Battalion, 13th Division of the Fire Department of the City of New York. In contrast to statements made in the early part of the century, by the 1920s, the fire department found there to be a “great need” for new firehouses in this, and other growing Queens neighborhoods. It announced intentions to extend the paid fire department into Forest Hills, and in 1923 it awarded a contract in the amount of $77,713 for construction of a new firehouse on Queens Boulevard. The site for the firehouse appears to have been acquired in 1922, along with sites for firehouses in several other Queens communities, including Bayside, Queens Village, Jamaica, and Jackson Heights, as well as sites for firehouses in Brooklyn and “Westchester.” As noted in the 1924 Annual Report of the FDNY:

The development of certain sections of Brooklyn and Queens has made it imperative to extend the activities of this department. To keep abreast of times it has been necessary to have new firehouses constructed.

Fire loss statistics during this era further underscore the increased need for fire protection throughout Queens, with losses doubling from $1.372 million in 1921 to $2.744 million in 1922.

In contrast to the preceding decades, by the 1920s, the FDNY had transitioned away from commissioning well-known architects to design its firehouses in favor of utilizing in-house staff. In the 1922 Annual Report of the FDNY, in which the approval for construction of several firehouses, including the one in Forest Hills, was discussed, it was noted that the “plans [for the firehouses] have been prepared by the Department and therefore there will be no architect employed in connection with the erection of these buildings.” This was reiterated in the 1924 Annual Report, which announced the completion of several firehouses, including the Forest Hills structure, citing that “the plans and specifications for these buildings have been prepared by this bureau, as has been the practice since this administration came into power, and thus the fees of architects were saved.”

By the 1920s, the Georgian Revival style had became popular for the design of firehouses throughout New York. Employing red brick facades with engaged pilasters, flat roofs, and limestone details, the firehouses of this type were typically compactly massed to conform to the rectangular tax lots of the city. Unlike its contemporaries, Firehouse, Engine Company 305, Hook & Ladder Company 151 was not constructed in the dominant firehouse style of the time. In this way, the design of the Forest Hills firehouse, with its large scale and near-ecclesiastical appearance, is remarkable. The building is designed in a Neo-Medieval style and is prominently located on a corner lot.

It features asymmetrical massing accentuated by steep gables clad with copper standing-seam roofs, two prominent square towers (a stair tower and a hose-drying tower) featuring round-arched window openings, and a slender chimney rising nearly a story above the western elevation. The building is strongly suggestive of religious, not civic architecture, particularly in the steep pitch of its roofs and the height of the hose-drying tower, itself reminiscent of a church bell tower. The only aesthetic connection between the Forest Hills firehouse and its contemporaries appears to be the use of similar primary materials - namely red brick and limestone, utilized here to a very different effect.

One explanation for the very different appearance of Firehouse, Engine Company 305, Hook & Ladder Company 151 might be attributed to an evolution in firehouse design that resulted from a shift in requirements. Over the decades, the height of firehouses has been subject to variation, with earlier buildings typically three, or even four, stories in height in order to address the needs of heavily developed areas where land prices made taller buildings more economically viable. However, as fire protection was extended to lower density, suburban areas, such as Forest Hills, lower, less compact buildings became not only possible, but desirable. The taller firehouses meant more opportunities for firemen to be injured sliding on poles, while the shorter firehouses mean fewer flights of stairs to climb or to run. Moreover, once firemen were no longer required to reside full time in the firehouses, different space configurations were required within the buildings. To keep up with advancements in firehouse design, the Forest Hills firehouse was constructed to include a kitchen for the firemen and air-tight doors to “protect the firemen asleep in the dormitory from the danger of gasoline exhaust fumes and to confine the heat to the apparatus floor, so that the motors will always be warm and ready for instant use.”

Changes in firehouse requirements alone, however, do not seem to account for the unusual appearance of Firehouse, Engine Company 305, Hook & Ladder Company 151. It is far more likely that the design of the building was the result of efforts to contextualize the new firehouse within the growing residential community of Forest Hills and, in particular, the nearby, renowned planned development of Forest Hills Gardens. In Queens, the firehouses of the earlier century, constructed for the volunteer companies that once protected the borough, were often wood-sided structures with pitched roofs, similarly evocative of residential construction. Thus, while Firehouse, Engine Company 305, Hook & Ladder Company 151 exhibits an unusual appearance for a firehouse from this time period, it was apparently not unheard of for Queens firehouses to be designed in harmony with their surrounding communities. Though the blocks immediately around the new firehouse were still undeveloped in 1924, nearby Forest Hills Gardens, universally praised for the high-quality of its design, had been completed more than a decade earlier. With the steady, continued development of the neighborhood throughout the 1910s and 20s, it is possible that there was pressure from the surrounding community that the firehouse be designed to the same high standards of the existing development. The small, inward-facing, Tudor Revival style developments of Arbor Close and Forest Close, which are adjacent to the firehouse and were completed shortly following its construction, aesthetically emulate Forest Hills Gardens and seem to similarly point to local pressure for carefully planned development in the Forest Hills neighborhood during this era.

Upon the November 1924 opening of Firehouse, Engine Company 305, Hook & Ladder Company 151, Hubert J. Treacy, chief of the Bureau of Repairs and Supplies for the fire department noted it as “the most pretentious fire engine house in the Greater City.” On the eve of its official dedication, the building was recognized in at least two local papers, the Flushing Evening Journal and the Long Island Daily Star, for having been “constructed to harmonize with the architecture of the surrounding community.” The building was even mentioned several years later, in a 1931 local newspaper article reacting to a pair of apparently unattractive, recently-constructed firehouses which the author notes as “painful to the eye.” The author of the article makes a call for more firehouses in Queens to harmonize with their environments, and mentions only one firehouse - Firehouse, Engine Company 305, Hook & Ladder Company 151 - as an example of how a firehouse “can be good to look upon and in harmony with its surroundings, without the sacrifice of any considerations of usefulness.”

Nearly 90 years after its construction, the Forest Hills firehouse continues to serve as the home of Engine Company 305 and Hook & Ladder Company 151, operating under the motto “Pride of the Hills.” Completed at a time when much of the surrounding area was still in the process of being developed, today the firehouse is at once a striking presence along the Queens Boulevard streetscape and a well-integrated constituent of this vibrant residential neighborhood. It is also an outstanding example of a functional structure whose design also enhances the character of its surroundings. Even as the Forest Hills neighborhood underwent some large-scale redevelopment during the mid-century, the firehouse has experienced very few changes in its appearance. Firehouse, Engine Company 305, Hook & Ladder Company 151 remains a well-preserved, remarkable example of both innovative firehouse architecture, as well as a success story for carefully-considered, forward thinking contextual design.

John R. Sliney (c. 1873-1953)

As a result of the fire department’s shift away from using well-known architects in the design of its firehouses towards utilization of in-house architects during the 1920s, many of the firehouses built during this era are not clearly attributed to specific architects. At the time of its construction, the design of Firehouse, Engine Company 305, Hook & Ladder Company 151 was credited in local papers to John R. Sliney, head building inspector for the fire department. There is some confusion, however, as to whether Sliney, who was never a registered architect in New York, actually designed the firehouse himself, or whether it was designed by an architect employed within the buildings division of the FDNY.

Little is known about Sliney, his career, or education. It is known that Sliney began his career within the plumbing industry, and he is noted on the 1910 United States Census as a “plumber, inspector” for the fire department. His 1953 obituary in the New York Times notes that he became an inspector for the “Tenement House Department” in 1902 and that he joined the fire department four years later as an inspector in the “division of buildings.” It appears that he remained at the fire department for nearly three decades, retiring in 1933. Sliney’s obituary further notes that Sliney “headed the [building] division for many years, in which capacity he was in charge of the erection of 70 fire houses.”

In articles printed in the Flushing Evening Journal and in the Long Island Daily Star on the eve of the opening of Firehouse, Engine Company 305, Hook & Ladder Company 151, Sliney is specifically credited with having drawn the plans for the building. He is also noted as the building’s architect on the docket record for the new building application filed with the New York City Department of Buildings (NB 11218-1922). Though Sliney was noted in several publications, including the New York Times, and on other new building applications filed with the Department of Buildings, as the architect responsible for several firehouses in Queens, Brooklyn, and the Bronx during his term at the FDNY, the fact remains that he continues to be listed as a “building inspector” with the fire department as late as the 1930 United States Census, and not as an architect. There is also little evidence that Sliney had any architectural training. It is therefore unlikely that Sliney was the sole person responsible for the design of Firehouse, Engine Company 305, Hook & Ladder Company 151, though he certainly played a role in its construction as head of the buildings division.

Description

The two and two-and-a-half story firehouse is an asymmetrically-massed red brick building with three visible and one partially visible elevation. The building is clad in red-brick laid in a Flemish bond and enlivened by decorative limestone details and subtle patterned brickwork. The massing of the building is accentuated by steep gables clad with copper standing-seam roofs, prominent square towers (a stair tower and a hose-drying tower) featuring round-arched window openings, and a slender chimney rising nearly a story above the western elevation. The firehouse’s main vehicular bay is located along the north (Queens Boulevard) facade.

Historic:

North (Queens Boulevard) Facade: Two-and-a-half stories; steeply pitched gable at main portion of building; hipped roofs at towers; large vehicular bay; limestone frieze at vehicular bay reading “305 Engine” and “H&L CO. 151”; modest limestone cornice above frieze supported on large scroll bracket at center; metal balconette with stylized fire department shield at railing above main vehicular bay, supported on paired, decorative metal brackets; limestone details throughout, including stringcourses, lintels, keystones, and coping; stylized brick pilasters with limestone capitals at hose-drying tower; masonry water table; rectangular window openings at main portion of building; round-arched vent at main portion of building; round-arched window openings at towers; four-over-one double-hung sashes at rectangular window openings; one-over-one double-hung sashes with round-arched upper sashes at remaining window openings; rectangular cast-iron plaque to right of main vehicular bay at first story.

West (75th Avenue) Facade: Similar to north (Queens Boulevard) facade; hipped roof with brick corbelling at roofline of main portion of building; two-over-four-over-one triple-hung sashes at first-story paired window openings; four-over-one double-hung sashes at other rectangular window openings; multi-paned sashes and one-over-one double hung sashes at hose-drying tower; one-over-one double-hung sashes with round-arched upper sashes at stair tower.

South Facade: Similar to east (75th Avenue) facade; no window or door openings at tower; braced canopy towards eastern end of facade at first story.

East Facade: Partially visible; similar to west (75th Avenue) facade

Alterations:

Repointed; painted water table; portions of metal balconette painted red; original wood windows appear to have been replaced after c. 1965 (new windows match historic sash configurations, see facade descriptions); panning at window openings (all facades); window-screen hinges at most window openings (one window screen at north (Queens Boulevard) facade and several at west (75 th Avenue) facade); filled-in upper sashes of first-story window openings at outer bays of main portion of building at west (75th Avenue) facade; partially filled-in upper sash of westernmost first-story window opening at south facade (multi-paned upper sash lowered, not removed); metal air-conditioner brackets suspended from several window openings at west (75th Avenue), east and south facades; doors replaced at vehicular bay and at first-story entries at all facades; single steps at door openings painted at all facades; brass numbers “111-06” affixed to east of vehicular bay; light fixtures flanking main vehicular bay replaced; other non-historic light fixtures affixed at all facades; metal boxes affixed at first story of west (75 th Avenue) facade; projecting metal enclosure at through-wall vent above door opening at south facade; metal armatures at first and second stories towards western end of south facade; metal bar affixed at first story of hose-drying tower at west (75th Avenue) facade; large duct affixed towards eastern end of south facade; non-original pipe affixed at first story towards southern end of east facade; wiring and conduit at west (75th Avenue) facade; wiring, conduit, electrical boxes and satellite dish at south facade; chain-link fence at entrance to alley alongside eastern facade

Site:

The firehouse is situated on a corner lot and is surrounded by minimal landscaping, consisting of planted shrubbery and a free-standing flagpole at the intersection of Queens Boulevard and 75 th Avenue. There is a paved area for parking alongside the south facade of the firehouse, as well as a fence-enclosed portion of the tax lot presently used for recreation.

- From the 2012 NYCLPC Landmark Designation Report

Ern and Delsie Martin Collection. CCLS

Ern and Delsie Martin Collection. CCLS

Rail Orientation Map of the Portland Region

There have been many railroads serving Portland over the years, and in addition, the corporate politics of mergers and takeovers has been so complex that attaching a line to the name of only a single builder is nearly impossible. Labeling each with every railroad whose fingers touched it, however, is very cumbersome.

For the purposes of clarity, we will be identifying lines with their owners in the post-war era. These "players" are as follows:

Northern Pacific Terminal Co. (NPT) (Green lines)

Owned by the three major railroads of Portland -- 40% by UP, 40% by NP, 20% by SP -- the NPT Co.'s main charge was operating Portland Union Station, along with its associated mail and express facilities, its coachyard, and transfer traffic between the Hill aligned roads and those aligned with Harriman. NPT's facilites were almost exclusively on the West side. Today the NPT Co. is known as the Portland Terminal Railway, and is still a joint terminal company, though it no longer manages Union Station.(1)

Portland Traction. (PTC) (Orange lines)

Owned originally by the city's power utility, the Portland Traction was the interurban remnant of a once extensive electrified passenger railroad(2). Its standard-gauge track was almost exclusively on the East side, and was purchased from the local bus company in 1961 by UP and SP jointly(3). The PTC effectively ceased to exist in the early 1990s when it abandoned large portions of it's line; what remains was sold to East Portland Traction, an independent operator, which in turn became part of the Oregon Pacific in 1998.(4)

Southern Pacific. (SP) (Blue lines)

The 800 pound gorilla of Oregon, SP had the most extensive holdings in the city. It built -- or bought out -- both on the East and West banks, but didn't venture further north than Union Station. Non-mainline portions of its switching lines are primarily abandoned, with some sections surviving in non-freight capacities. SP was absorbed by the Union Pacific in 1996.(5)

Spokane, Portland & Seattle Railway. (SP&S) (Purple lines)

The latecomer to the Portland rail scene, the SP&S was James J. Hill's attempt to break open a Harriman monopoly state, and it largely worked. SP&S inherited a portion of the NP's pre-Stampede Pass mainline north out of Portland on the Columbia's south bank, as well as acquiring switching districts primarily on the west side of the Willamette by purchasing the United Railways and the Oregon Electric. It also had limited east side operations near Belmont Street thanks to an agreement with U.P.(6) The SP&S was absorbed by BN in 1970(7), and is now part of the BNSF Railway(8), though some tracks are now operated by the Portland and Western.

Union Pacific. (UP) (Yellow lines)

Having paid heavily to secure the city's plum jewel, the Oregon Railway & Navigation Company in 1889(9), the UP had its primary switching areas on the East side. Most of these districts are now gone, victims of progress; what remains is still operated by UP.

Additional colors:

Black indicates yards or mainlines without major switching districts

Brown indicates major lines that were abandoned prior to 1945

_________________________________________________________________

Footnotes:

1. Walter R. Grande. The Northwest's Own Railway: The Spokane, Portland & Seattle Railway and its Subsidiaries: Volume One The Mainline. (Portland, Oregon: Grande Press, 1992), 11.

2. John T. Labbe. Fares, Please! Those Portland Trolly Years. (Caldwell, Idaho: Caxton Printers, 1980), 150.

3. Correspondence with Sheldon Perry

4. Department of Transportation, Surface Transportation Board, Director of Proceedings. [STB Finance Docket No. 33570] Oregon Pacific Railroad Company--Acquisition and Operation Exemption--East Portland Traction

Co. and Molalla Western Railway. Decision No. 29097. May 20, 1998.

5. Lawrence H. Kaufman. Leaders Count: The Story of BNSF Railway. (College Station, Texas: Texas A&M University Press, 2005), 312-313.

6. Portland Terminal Study Report on Proposed Consolidation of Railroad Terminal Facilities at Portland, Oregon. (Portland, Oregon, July 31, 1936), 17-19.

7. John T. Gaertner. North Bank Road: The Spokane, Portland and Seattle Railway. (Pullman, Washington: Washington State University Press, 1990), 203.

8. Kaufman, Leaders Count, 309.

9. Peter J. Lewty. To the Columbia Gateway: The Oregon Railway and the Northern Pacific, 1879-1884. (Pullman, Washington: Washington State University Press, 1987), 159.

Ern and Delsie Martin Collection. CCLS

Regular Freight and Passenger Services to and from Australia and New Zealand.

and U.K. U.S.A & CANADA

Head Office: London

Ern and Delsie Martin Collection. CCLS

Ern and Delsie Martin Collection. CCLS

Ern and Delsie Martin Collection. CCLS

a scribble

Title: [Recto]"List of Negroes at Spring Garden with their ages taken January 1829" (title taken from document)

Date Original: 1829-01

Description:

Creator:Spring Garden

Subject(s):Slavery

Florida

Alternative Title:

Publisher: Wofford College

Contributor:

Date Digital: 2009

Type: Text

Format [medium]: Manuscript

Format [IMT]: image/jpeg

Digitization Specifications: 800ppi 24-bit depth color; Scanned with

an Epson 15000 Photo scanner with Epson Scan software; Archival master is a

TIFF; Original converted to JPEG with Irfan View software. CURATORIAL NOTE: This digital representation is a composite of more than one scan. Sections were edited in Adobe Photoshop Elements 3.0 so that this digital representation would be as authentic as possible.

Resource Identifier:

Source: The original from which

this digital representation is taken is housed in The

Littlejohn Collection at Wofford College,

located in the Sandor Teszler Library.

Language:En-us English

Relation [is part of]:The

Littlejohn Collection

Rights Management: This digital representation has been

licensed under an Attribution

- Noncommercial- No Derivatives Creative Commons license.

Contributing Institution: Wofford College

Web Site: www.wofford.edu/library/littlejohn-home.aspx

I attended the Barrett Jackson Spring 2025 Car Show at WestWorld in Scottsdale with my son.

This is a 1950S CHRIS-CRAFT WOODY SPEEDBOAT COIN-OPERATED KIDDIE RIDE

bid.barrett-jackson.com/lot-details/index/catalog/43/lot/...

Good-looking 1950s Chris-Craft Woody Speedboat coin-operated kiddie ride. Stunning restoration with working lights, upholstered cockpit and more. Exceptional! Size: 66"x42"x38".

finance.yahoo.com/news/barrett-jackson-kicks-off-2025-215...

"Barrett-Jackson delivered many magical experiences for everyone who joined us in Scottsdale," said Steve Davis, president of Barrett-Jackson. "From the excitement of the auction block to the thrill rides, exhibits, STEM Fest and live music, there was truly something that everyone in the family could enjoy. We filled our docket with so much diversity that collectors from every walk of life found something they loved. We stay on top of the trends and consign the vehicles that people want, proving once again that the car collector hobby is thriving. Those trends include the growing popularity of Resto-Mods, SUVs and trucks, which are gaining momentum because they appeal to such a broad cross section of people. I’m especially proud of our support for important charities again this year. We not only raised millions of dollars but also critical awareness that will help make a positive impact on so many communities."

www.classic-car-auctions.info/usa/scottsdale/2025-barrett...

In 2025, Barrett-Jackson earned $198 million by selling 2013 car lots and $5.2 million from 957 pieces of automobilia. A further $6.2 million was raised for charity.

The first production 2025 Chevrolet Corvette ZR1 VIN001 achieved $3.7 million as a charity lot and the highest result at the Barrett-Jackson Scottsdale 2025 collector car auction in Arizona, USA. The most expensive regular lots were a 2023 Hennessey Venom F5 Roadster ($2,200,000) and a 2014 Pagani Huayra ($1,925,000). DJ Marshmello’s 2020 Ford GT Liquid Carbon Special Edition achieved a strong $1,780,000.

The top four results at the Barrett-Jackson Scottsdale 2025 collector car auction were all for modern supercars. The top result was for charity (see below) while the most expensive regular car in the sale was for the nearly new 2023 Hennessy Venom F5 Roadster. This F5 Roadster was the second of only 30 produced and was sold with only 681 miles on the clock.

Barrett Jackson 2025

N277WA

MD-11

WOA

KBWI

NTSB Identification: ANC05IA064.

The docket is stored in the Docket Management System (DMS). Please contact Records Management Division

Nonscheduled 14 CFR operation of WORLD AIRWAYS INC (D.B.A. World Airways)

Incident occurred Thursday, April 28, 2005 in Anchorage, AK

Probable Cause Approval Date: 06/28/2006

Aircraft: McDonnell Douglas MD-11, registration: N277WA

Injuries: 201 Uninjured.

The flight crew was conducting an international passenger flight under Title 14, CFR Part 121, when they smelled and saw smoke in the cockpit. The pilot declared an emergency, and diverted to the nearest airport, where the airplane landed without incident. According to the flight crew, just prior to the smell and smoke, there was a crew change that required the cockpit security door to be opened and closed. An examination of the security door by maintenance personnel and the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) revealed an excess length of wiring, which provides power to the electrically locking security door, was laying atop the door's metal-encased, unshielded, locking solenoid inside the doorframe. Several of the wires were encased in a plastic anti-chafe mesh. A portion of the mesh was melted, and had the smell of burnt plastic. During a discussion with the IIC, a mechanic said he had seen similar doors overheat when the door and frame were misaligned, prohibiting full extension of the locking bolt. The cockpit door was modified in accordance with Supplemental Type Certificate (STC) ST01391LA, which meets the FAA's requirements for a reinforced cockpit door. The door uses a "demand access" electrically operated door latching solenoid. The door manufacturer issued an addendum to the airplane manufacturer's maintenance manual. The addendum includes removal, installation, and system tests of the striker/solenoid unit. The installation section does not specifically address the issue of securing excess wiring located above the striker/solenoid within the doorframe. The installation instructions do contain a "caution," referencing the need for the security bolt to engage fully. Failure of the bolt to fully engage will cause the solenoid to remain energized and overheat. Construction of the striker/solenoid assembly is such that the metal-encased electrical coil of the unshielded solenoid is the upper-most portion of the assembly within the doorframe. The installation includes a warning light that illuminates if the solenoid does not shut off. The crew did not report seeing the warning light in-flight, and the light and locking mechanism functioned properly during subsequent tests on the ground; it was not tested in-flight. The conversion of the door was completed on March 21, 2003. Prior to the incident, the new security door had been in service about 16,416 flight hours, and 1170 cycles. FAA Advisory Circular (AC) 65-15A, Chapter 11, covers practices and procedures for the installation and maintenance of aircraft electrical wiring. The AC notes that practices and procedures outlined in this section are general recommendations, and are not intended to replace the manufacturer's instructions. Chapter 11, page 441, Slack in Wiring Bundles, states: "Single wires or wire bundles should not be installed with excessive slack." Page 442, Routing and Installations, states: "All wires and wire groups should be routed and installed to protect them from: (2) high temperatures."

The National Transportation Safety Board determines the probable cause(s) of this incident to be:

The inadequate installation of the cockpit security door locking device, which resulted in smoke in the cockpit during normal cruise, and a precautionary landing. A factor associated with the incident was the manufacturer's insufficiently defined installation instructions.

Lower East Side. Manhattan, New York City, New York, United States

The four-story, red brick-clad Aschenbroedel Verein Building, in todayís East Village neighborhood of Manhattan, was constructed in 1873 to the design of German-born architect August H. Blankenstein for this German-American professional orchestral musiciansí social and benevolent association. Founded informally in 1860, it had grown large enough by 1866 for the society to purchase this site and eventually construct the purpose-built structure. The Aschenbroedel Verein became one of the leading German organizations in Kleindeutschland on the Lower East Side.

It counted as members many of the most important musicians in the city, at a time when German-Americans dominated the orchestral scene. These included conductors Carl Bergmann, Theodore Thomas and Walter Damrosch, and the musicians of the New York Philharmonic and Theodore Thomas Orchestras. After the Aschenbroedel Verein moved to Yorkville in 1892, this building was subsequently owned for four years by the Gesangverein Schillerbund, one of the cityís leading and oldest German singing societies. The design of the main facade, altered at this time with the addition of cast-iron ornament by German-born architects [Frederick William] Kurtzer & [Richard O.L.] Rohl, combines elements of the German Renaissance Revival and neo-Grec styles with folk motifs , and features a variety of pedimented lintels, quoins, fraktur-like incising, three composersí busts over the second-story windows, and a prominent cornice with a large broken pediment.

After 1895, the building housed a variety of disparate uses, including a series of public meeting and dance halls, the Newsboysí Athletic Club, a laundry, and a meatpacking plant. Since 1969, it has been the home of the renowned La Mama Experimental Theatre Club, established in 1961 by Ellen Stewart, and today considered the oldest and most influential off-Off-Broadway theater in New York City. The building remains one of the significant reminders of 19th-century German-American cultural contributions to New York City, as well as the continuing vitality of off-Off-Broadway theater in the East Village.

DESCRIPTION AND ANALYSIS

The 19th-Century Development of East Village Neighborhood

The area of todayís Greenwich Village was, during the 18th century, the location of the small rural hamlet of Greenwich, as well as the country seats and summer homes of wealthy downtown aristocrats, merchants, and capitalists. A number of cholera and yellow fever epidemics in lower Manhattan between 1799 and 1822 led to an influx of settlers in the Greenwich area, with the population quadrupling between 1825 and 1840. Previously undeveloped tracts of land were speculatively subdivided for the construction of town houses and rowhouses. Whereas in the early 19th century many of the wealthiest New Yorkers lived in the vicinity of Broadway and the side streets adjacent to City Hall Park between Barclay and Chambers Streets, by the 1820s and 30s, as commercial development and congestion increasingly disrupted and displaced them, the elite moved northward into Greenwich Village east of Sixth Avenue.

To the east, during the 17th and 18th centuries, was Dutch Governor Peter Stuyvesantís Bowery farm. In the vicinity were Native American trails, todayís Broadway and Bowery, that the Lenape Indians traversed from the southern tip of Manhattan to Inwood and Harlem. St. Markís-in-the-Bowery Church was built on a higher, dry piece of land, while the area to the east of todayís Second Avenue, known as Stuyvesant Meadows, remained an undeveloped marshy area. In the late 18th century, the area east of Second Avenue was the estate of Mangle Minthorn, father-in-law of Daniel Tompkins , governor of New York and

U.S. vice president under James Monroe . Both Stuyvesant and Minthorn were slave owners. In 1832, the Common Council created the 15th Ward out of the eastern section of the large 9th Ward, its boundaries being Sixth Avenue, Houston and 14th Streets, and the Bowery. According to Luther Harrisí history Around Washington Square, during the 1830s-40s ìthis ward drew the wealthiest, most influential, and most talented people from New York City and elsewhere. For a brief period beginning in the 1820s-30s, Lafayette Place, including the grand marble Greek Revival style LaGrange Terrace , St. Markís Place, and Bond, Great Jones, East 4th and Bleecker Streets were also among the cityís most fashionable addresses. Lower Second Avenue and adjacent side streets remained prestigious through the 1850s.

Commercial and institutional intrusions and the continual arrival of immigrants ended the fashionable heyday of these wealthier enclaves before the Civil War. In the 1850s, Broadway north of Houston Street was transformed from a residential into a significant commercial district. Also beginning in the 1850s, after the political upheavals in Europe of 1848 and the resulting influx of German-speaking immigrants to New York City, the Lower East Side became known as Kleindeutschland . Aside from their presence as residents, these immigrants contributed in significant ways to the vibrant commercial and cultural life of the neighborhood and the city at large. By 1880, this neighborhood constituted one-fourth of the cityís population and was the first major urban foreign-speaking neighborhood in the U.S., as well as the leading German-American center throughout the century. A massive exodus of Jews from Eastern Europe from the 1880s to World War I led to approximately two million Jewish immigrants settling in New York; most lived for a time on the Lower East Side, establishing their own cultural and religious institutions there.

Beginning in the 1850s-60s, the vicinity of 14th Street and Union Square developed into a center of musical and theatrical culture. The Academy of Music , East 14th Street and Irving Place, an opera house with the worldís largest seating capacity at the time, quickly became the center of musical and social life in New York, presenting such notable performers as Adelina Patti , and events such as the grand ball in honor of the Prince of Wales in the autumn of 1860. The building burned down in 1866, and was replaced by a new Academy of Music . Irving Hall , a ballroom, concert, and lecture hall annex to the Academy, served as the home of the New York Philharmonic in 1861-63. The Steinway piano company opened Steinway Hall , a combination showroom and recital hall at 109 East 14th Street, which for many years was the foremost concert hall in the country . By the mid-1860s, a number of legitimate theaters were also opening in the vicinity of Union Square, which during the last quarter of the nineteenth century became the center of New York theater. These included Wallack's Theater , 728 Broadway at 13th Street, the most prestigious dramatic theater in the country during this period; the Union Square Theater , an adjunct of the former Union Place Hotel; Chickering Hall , Fifth Avenue and 18th Street; and Amberg Theater , 11 Irving Place . The Germania Theater, which along with the Amberg catered to a specifically German clientele, was located in Tammany Hall in 1874-81, in Wallackís Theater in 1881-82, and until 1902 in the former Church of St. Ann, East 8th Street near Broadway. Union Square, after the Civil War, became the traditional site for workersí, union, and political protests and rallies.

As wealthier residents moved northward in the 1850s, their single-family residences were converted into multiple dwellings or boardinghouses, as well as other uses, such as clubs or community cultural institutions. For instance, the former Ralph and Ann E. Van Wyck Mead House at 110 Second Avenue in 1874 became the Isaac T. Hopper Home of the Womenís Prison Association, and, of the Federal style houses on the westernmost block of St. Markís Place: No. 29 became the Harmonie Club, a German-Jewish singing club ; Nos. 19-21 housed another German musical club, the Arion Singing Society , and these buildings, along with No. 23, became Arlington Hall, a ballroom-community center in 1887. Most of the remaining houses were demolished for denser development with French flats and tenements between 1874 and 1902.

Hastening the change in the residential character of this section of the Lower East Side after mid-century were a wide variety of major cultural, religious, commercial, and educational institutions, including the Astor Place Opera House , Astor and Lafayette Places; Astor Library , 425 Lafayette Street; Bible House , home of the American Bible Society and other religious organizations, Astor Place and Third Avenue; and Cooper Union , Astor Place and Third Avenue. The New York Free Circulating Library, Ottendorfer Branch, and German Dispensary , 135 and 137 Second Avenue, among others, catered to the German community. Assembly halls such as Webster Hall and Annex , 119-125 East 11th Street, became important neighborhood social centers. The Third Avenue elevated railroad opened in 1878.

The Aschenbroedel Verein

A social and benevolent association composed almost exclusively of German-American professional orchestral musicians, the Aschenbroedel Verein was founded informally in 1860, with its name, ìCinderella Society,î supposedly a play on the last name of one of its members , August Asche. After initially meeting at Schneiderís Hall, 371 Broome Street, by 1866 the group had grown large enough with some 300 members for it to acquire a building on East 4th Street. The Aschenbroedel Verein became one of the leading German organizations in Kleindeutschland on the Lower East Side, and counted as members many of the most important musicians in the city, including conductors Carl Bergmann, Theodore Thomas, and Walter Damrosch, as well as all of the members of the Theodore Thomas Orchestra and most of the members of the New York Philharmonic. According to Groveís Dictionary of Music and Musicians in 1880, this was also ìthe headquartersî of the New York Philharmonic Society, though the Philharmonicís Minutes books illustrate that this was one of several locations in the neighborhood where its directorsí and business meetings were held, between 1873 and 1888. Howard Shanet, in Philharmonic: A History of New Yorkís Orchestra , stated that the Aschenbroedel Verein was the first organization in New York to advance the unionization of musicians, as early as 1860, an effort that culminated later with the formation of the Musical Mutual Protective Union. Shanet called Aschenbroedel ìat once a cultural, a benevolent, a social, and a labor association.î He further emphasized the total domination of the symphonic world in New York by the German community, with nearly all of the Philharmonic men of German birth or parentage by 1892. The Aschenbroedel Vereinís motto was ìFreundschaft, Geselligkeit, Befoerderung der Kunstî .

By 1870, there were an estimated 64 German musical societies within New York City, and a number of them were located in the vicinity, either in converted structures or purpose-built ones. These included the Arion Singing Society ; Liederkranz , 31-35 East 4th Street; and Beethoven Maennerchor , located in a hall built in 1870 at 210-214 East 5th Street. In addition, Turnverein Halle , 66-68 East 4th Street, was built just down the block from the Aschenbroedel Verein.

In 1873, the Aschenbroedel Verein, under president George Matzka , constructed this purpose-built structure, clad in brick and four stories , at an estimated cost of $24,000. Construction began in June and was completed in October. The architect was August H. Blankenstein , who was born in Germany and immigrated to the U.S. in 1860. Active from 1872 to 1899, he designed tenement, flats, and factory buildings for a mostly German clientele, as well as the addition to the Centre Market Armory , Grand and Centre Streets; work on the 55th Regiment, 23rd Regiment, and First Cavalry 22nd Regiment Armories ; and St. Josephís R.C. Orphan Asylum School , Avenue A and 90th Street. A 1894 lawsuit indicated that Blankenstein had been a partner of architect Henry Herter prior to 1886 . Blankenstein was also listed as an architect in an 1890 directory in Buffalo, N.Y.

The Times reported on November 7, 1873, that the Aschenbroedel Verein had ìinaugurated its new club-house... last night, by an entertainment of music and social festivities.î Considered ìone of the most commodious German clubhouses in the city,î its amenities included a restaurant, a library, a billiard room, and a bowling alley in the basement. Among activities conducted here were meetings of the Ancient Lodge of Perfection in 1873, and the 1876 funeral of Philharmonic conductor and Aschenbroedel Verein member Carl Bergmann. For unknown reasons, the building was listed for sale in 1882, but the Aschenbroedel Verein remained here until it sold the building in September 1891. The society, then having some 700 members, moved in November 1892 into a new clubhouse at 144 East 86th Street in Yorkville.

The Gesangverein Schillerbund and Schillerbund Halle

In June 1892, the Aschenbroedel Verein Building was acquired by the Gesangverein Schillerbund , one of the cityís leading and oldest German singing societies. Founded in 1850 and named after the poet Johann Christoph Friedrich von Schiller , the Schillerbund had been meeting since 1872 in Turnverein Halle. The purchase price of its new building was $1.00, subject to $37,500 in mortgages held by the Bachmann Brewing Co. of Clifton, Staten Island. This structure was altered between September and October 1892 by the architectural firm of [Frederick William] Kurtzer & [Richard O.L.] Rohl. Interestingly, Kurtzer was a member of the Beethoven Maennerchor. In partnership from about 1888 until 1901, Kurtzer & Rohl specialized in tenements and flats buildings for a largely German clientele; examples of its work include Nos. 95 Bedford Street and 285 West 4th Street , located within the Greenwich Village Historic District, and No. 121 East 10th Street , located within the St. Markís Historic District. The firm was also responsible for the First German Reformed Church , 351 East 68th Street, and its Sunday School . Richard O.L. Rohl , an immigrant from Prussia in 1880, maintained an independent practice from 1902 until around 1919. No. 391 West Street , located within the Weehawken Street Historic District, was his first independent commission, and he also designed the double tenement buildings at Nos. 35-39 Christopher Street , located within the Greenwich Village Historic District. Frederick William Kurtzer , emigrated from Germany around 1870. He worked independently in 1901-02, then became a partner in Kurtzer & Rentz in 1903-06, with Charles Rentz, Jr. , an architect who was born in New York City of German descent. Rentz was extraordinarily prolific in the design of flats and tenement buildings in the 1880s, but is best known for the design of Webster Hall and Annex . Kurtzer continued to practice in Manhattan and the Bronx until around 1925.

The Dept. of Buildings 1892 alteration application for the Gesangverein Schillerbund Building, as well as the dockets, only listed $1,200 in work, involving interior partition alterations in the basement and second story. In an article on the buildingís opening in November 1892, however, the New York Times indicated that it had been ìalmost entirely rebuilt and refitted,î and that ìthe building cost in all about $45,000. ... On the ground floor are fine bowling alleys, the kitchen and restaurant. The second floor is used for assembly and meeting rooms, the third for lodge rooms, and the top of the house is occupied by the tenant.î The 1892 tax assessment for the property increased by more than 25 percent, and the structure was later described in the Times as ìone of the best Maennerchor clubhouses in that section of this city.î The design of the main facade, altered at this time with the addition of cast-iron ornament, combines elements of the German Renaissance Revival and neo-Grec styles with folk motifs , and features a variety of pedimented lintels, quoins, fraktur-like incising, three composersí busts over the second-story windows, and a prominent cornice with a large broken pediment.

A Schillerbund Fair was held here December 10-20, 1892. By 1895, the membership of the Schillerbund was around 400, and the hall, managed by Gustav Schunemann, reportedly enjoyed ìmuch popularity among the merrymakers of that neighborhood.î In November 1896, however, the Gesangverein Schillerbund sold the property and moved to Yorkville . This building was purchased for $40,195 by the Bachmann Brewing Co., holder of the mortgage. The company was founded by the German-born Frederick Bachmann , who had immigrated to New York in 1859, and worked at the Lion Brewery in Manhattan, prior to moving to Staten Island, where he was employed by the Schmidt Brewery and Gabriel Meyer Brewery, becoming the co-owner with David Meyer until it was destroyed by fire in 1881. As indicated by Charles L. Sachs in Made on Staten Island, ìThe successful breweries were not just efficient manufacturing enterprises. To market and distribute their products the breweries acquired real estate holdings and developed close ties with the restaurant, recreation, and tourism businesses. The major breweries owned, operated, and rented saloons, taverns, beer gardens, hotels, and even resort complexes.î

This building became a rental assembly hall, and there are references in newspapers calling it ìSchillerbund Halleî as late as 1901. A sampling of meetings and events held here included: pattern makers ; Eastern Star chapter of the Order of Chosen Friends ; New York branch of the Amalgamated Society of Engineers ; New York Engineers & Machinists Society ; New York Engineersí Protective Association ; and Poles celebrating the 1863 insurrection .

Krywaczyís Hall, Saenger Hall, and McKinley Hall

The building continued to be used as a public rental hall and social center, under three different names, and like such sites as Webster Hall , was a venue for organizational meetings and political and union functions, particularly for the working-class and immigrant population of the Lower East Side. As opined by historian Kathy Peiss:

For the working-class population packed into small tenement apartments, large halls that could be rented for dances, weddings, mass meetings, and other gatherings were a requirement of social life. The number of public halls in Manhattan rose substantially in a short period; business directories listed 130 halls in 1895 and 195 in 1910, an increase of 50 percent. While some of these, like Carnegie Hall, were cultural spaces of the privileged, most were located in working-class districts. The largest East Side halls... were always in great demand.

In a September 12, 1901, New York Times announcement of a meeting here of the Polish community to denounce Leon Czolgosz, an anarchist who had shot President William McKinley on September 6, the location was referred to as ìKrywaczyís Hallî . John Krywacsy was listed in directories as a liquor dealer on Forsyth Street. City directories in 1901-03, as well as the 1903 Brooklyn Daily Eagle Almanac, called this ìSaenger Hall.î The Bachmann Brewing Co. leased the property in April 1903 to Max Sapiro and Ike Lifschitz. Sapiro was listed in the 1910 Census as a Polish/Austrian-born cafÈ proprietor, though he was not listed in directories in connection with this property, while Issac Lifshitz was Russian-born according to the 1900 Census, and was listed in directories in this building in 1903-05 operating a saloon. Among groups meeting here were the Heinrich Heine lodge , Smoking Pipe Makersí Union , and East Side Restaurant Keepers . Apparently in commemoration of the assassinated President, the name of the building was changed to ìMcKinley Hallî by 1904. Organizations that met here included the formation of the New-York Rent Payersí Protective Association , Lady Lining Makers , and Cloth Hat and Cap Makers of North America . Frederick Bachmann was judged to be incompetent in July 1904 ; in November 1904, Bachmannís trustees transferred this property to Combined Securities Co., which held an auction in January 1905. The auction advertisement listed ìBowling alleys in cellar. Store, meeting, lodge, music rooms, and apartments above.î After passing through several owners, the building was acquired in February 1906 by Malka Marder; the wife of Benjamin Marder, a cloak contractor in the 1910 Census, both were Polish/Austrian-born.

The Newsboysí Athletic Club

In September 1905, the three upper stories of the former McKinley Hall were leased for use as the Newsboysí Athletic Club, founded by Jack Sullivan , known as the ìKing of the Newsboys,î a former newsboy and prizefighter who then sold papers to newsboys. The Club had a gymnasium and showers, a reading/classroom, and a lodging room for over fifty boys. The club depended on donations from New Yorkís society ñ one benefit, held in March 1907 at the Academy of Music, was directed by impresarios George M. Cohan and Sam Harris. By May 1911, with the expiration of its lease, the Club, by that time serving some 2,000 newsboys, purchased the former home of the New-York Historical Society at Second Avenue and 11th Street. The basement and storefront of the Newsboysí Athletic Club building had been leased for use as a laundry in 1905-07 to Paul C. Port , and from 1908 to March 1912 to the New System Napkin, Towel Supply & Steam Laundry Co., until legal action against the company was taken by the Marders.

Floral Garden Hall

Malka Marder sold the building in February 1913, and it was purchased the following month by Sarah Hirsch, the wife of Charles Hirsch, proprietor of the Manhattan Lyceum at 66-68 East 4th Street; both Hirsches were born in Romania. Operated as Floral Garden Hall, it was altered into a dance hall on the ground story, with meeting and banquet rooms above. Among the many events held here were: the annual convention of the Federation of Rumanian Jews of America ; Brotherhood Welfare Association gathering on behalf of New Yorkís hoboes ; Women Dressmakersí Association and Journeymen Barbersí League strike meetings ; a planned meeting of the Anti-Militarist League, which resulted in a riot after the owner reneged on the use of the hall ; Sheet Metal Workersí meetings ; garment workers strike meetings ; Messenger Boysí Union strike headquarters ; and Branch No. 578, Arbeiter Ring of the Socialist Party, and Sholom Aleichem Lodge of the Jewish National Workersí Alliance of America . In 1916, the ground story was altered for a storefront, incorporating 1892 cast-iron pilasters . The property was foreclosed in January 1919 and sold at auction.

Standard Provision Co./ Hygrade Food Products Corp.

After 45 years of use as a social and meeting hall, the former Aschenbroedel Verein Building for the next four decades served as meatpacking plant. The property was purchased in February 1919 by the Standard Provision Co. at 102 Rivington Street. A Dept. of Buildings application indicated that the building would be used for meatpacking, with storage in the basement, shipping and receiving on the ground story, a meat provisions and drying factory on the second story, and offices on the third story. In December 1927, Standard Provision was acquired through a merger of nine wholesale provisions companies by the Hygrade Food Products Corp. , 152 Broadway. The Washington Post called this ìthe first consolidation of delicatessen food properties ever effected.î According to a notice in the New York Times, the constituent companies

manufacture and sell frankfurters, bolognas, salamis, smoked and cured tongues, spiced, pickled and corned beef and various other ready-to-serve meat products. The companies are among the most important serving New York and Philadelphia. Their success individually and collectively has established an enviable record in the industry. Their products are sold to over 5,000 customers, including delicatessen stores, chain stores, drug stores, meat markets, clubs, grocers, hotels, restaurants, steamship and railroad companies, etc., throughout the United States and in foreign countries.

City directories over the years variously listed divisions of the corporation here: Hebrew National Food Products ; Carmel Kosher Provision Co. ; and Hod Carmel Kosher Provision Co. . Hygrade sold this property in February 1960.

20th-Century History of the East Village

After a period of decline, Greenwich Village was becoming known, prior to World War I, for its historic and picturesque qualities, its affordable housing, and the diversity of its population and social and political ideas. Many artists and writers, as well as tourists, were attracted to the Village. By the 1910s, property owners and merchants attempted to improve the Villageís economy and rehabilitate its physical condition, with ìshrewd realtors beg[inning] to amass their holdings of dilapidated housing.î These various factors and the increased desirability of the Village to upper-middle-class professionals lead to a real estate boom ñ ìrents increased during the 1920s by 140 percent and in some cases by as much as 300 percent.î

After World War II, the ethnic make-up of the Lower East Side changed again, becoming dominated by Latin American immigrants, especially those from Puerto Rico. Their immigration was encouraged by the government as a source of cheap labor, particularly for the garment trades, hotels, and small manufacturing. The community named itself Loisaida to symbolize the second generation Hispanic roots that had developed in the context of the African-American and Latino movements for social and economic justice, equality, and identity. The residential and cultural desirability of the neighborhood that came to be known as the ìEast Villageî increased with the removal of the Third Avenue El in 1955. As indicated by Terry Miller,

the psychological barrier that had marked the eastern boundary of Greenwich Village was gone. Blocks that once had no prestige were suddenly seen as intriguing, and apartments here were less costly than those in Greenwich Village. ... As artists and writers moved east, the blocks from St. Markís Place to Tenth Street were the first to hint that the Lower East Side was being transformed. Realtors began marketing the area as ìVillage East,î and by 1961 as the ìEast Village,î a name that stuck.

From World War I to the 1940s, Second Avenue between East 14th and Houston Streets had been considered the heart of New Yorkís Jewish community, known as the ìYiddish Rialtoî for its role as the worldís center of Yiddish theater. As Yiddish theater declined, the East Village gave rise in the 1950s to ìOff-Broadwayî theater, including the Phoenix Theater in the former Louis N. Jaffe Art Theater building , 181-189 Second Avenue; the Tempo Playhouse and Pyramid, Key, Bowery, New Bowery, and Bridge Theaters in the former Hamilton-Holly House, 4 St. Marks Place; and the Orpheum Theater , 126 Second Avenue. An ìoff-Off-Broadwayî theater also emerged in the late 1950s, characterized by the small size of the venues and total avoidance of commercialism and its pressures. Joe Cinoís Caffe Cino , 31 Cornelia Street, is generally recognized as the first, and other significant early off-Off-Broadway theaters were Judson Memorial Church under Rev. Al Carmines; Ellen Stewartís CafÈ La Mama/ La Mama Experimental Theatre Club , 321 East 9th Street ; and Theater Genesis in St. Marks in the Bowery Church under Michael Allen and Ralph Cook. Off-Off Broadway theater coincided with the emergence of gay theater in New York.

In the 1950s, the East Village also became home to a number of key Beat Generation writers, including Allen Ginsberg, William Burroughs, Norman Mailer, and W.H. Auden, and was renowned for its protest art and politics, galleries, poetry and coffee houses, bookstores, clubs, with a ìcountercultureî scene centered on St. Markís Place.

Rodale Press, Inc.

The 74 East 4th Street building was purchased in February 1960 by Rodale Press, Inc., of Emmaus, Pa. Jerome Irving Rodale was a New York accountant who, with a brother, in 1923 founded Rodale Mfg. Co., which made commercial and residential electrical connectors. After relocating the firm to Emmaus, Rodale became interested in organic farming. Rodale Press began publishing Organic Farming & Gardening and Prevention , a magazine devoted to nutrition and personal health, and later, other magazines and health books. In order to promote his concepts, he was also a playwright and theatrical producer. Rodale apparently originally intended to use No. 74 as a theater ñ the Times listed building plans as such in 1960; instead, Rodale in 1962 purchased No. 64 East 4th Street with the intention to ìconvert it into an intimate playhouse, theatre workshop and acting school.î A directory in 1963 listed Rodale Press and the Rodale Theater at 62 East 4th Street, and Rodale Mfg. Co. at No. 60. Rodale sold the property in September 1967.

La Mama Experimental Theatre Club

In November 1967, the former Aschenbroedel Verein Building was acquired by the La Mama Experimental Theatre Club, an off-Off-Broadway theater company that had been founded in 1961 by Ellen Stewart. After her arrival in New York in 1950, Ms. Stewart worked in retail clothing and fashion, becoming a freelance designer. She opened a basement CafÈ La Mama at 321 East 9th Street in 1961, intended as a combination boutique and theater, the latter partly inspired by the experience of a brother who was an aspiring playwright. The cafÈís first play in July 1962 was Tennessee Williamsí ìOne Arm,î and later that year Stewart put on the first American production of a Harold Pinter play, ìThe Room.î She was forced, however, to move several times: to 82 Second Avenue in 1963, after being closed by the Dept. of Buildings due to a zoning violation; and to a loft at 122 Second Avenue in 1964, after being closed twice by the Police, Fire, Licenses, and Health Departments. In March 1964, the company was renamed the La Mama Experimental Theatre Club, and Stewart was acclaimed during its first European tour in 1965. An Actorsí Equity crackdown in 1966 on coffee houses and theater workshops nearly ended the company, but the union relented in recognition of the importance in New York of experimental theater . By 1967, the Times called Ms. Stewart ìthe most active producer in New York City,î with a new American play every two weeks. Her abiding philosophy has been that La Mama is ìdedicated to the playwright and all forms of theater.î She notes that ìI started La Mama so there would be a place where a playwright could write, see and learn. Why should a new playwright be regarded on the same terms as an experienced playwright the very first time out ñ which is what most professional criticism does?î She has personally selected and invited these playwrights, who then act as their own producer, with La Mama considered an attractive venue due to its lack of censorship.

La Mama received major Ford and Rockefeller Foundations grants in 1967, allowing the purchase and renovation of the 74 East 4th Street building, which was then ìin ruins.î In June 1968, its Second Avenue theater closed, with plays temporarily produced at 9 St. Markís Place, while renovations occurred on East 4th Street. The current La Mama Experimental Theatre Club opened in March 1969, with repertory and ensemble theaters on the first and second stories, rehearsal space on the third story, and Stewartís apartment on the top story. The first two productions inaugurating the theaters were the musical ìCaution: A Love Story,î by Tom Eyen and Bruce Kirle, based on the story of the Duke and Duchess of Windsor, and Julie Bovassoís ìGloria and Esperanza.î The first-story theater was renovated in 1972. A National Endowment for the Arts grant in 1974 allowed for the expansion into an Annex at 66-68 East 4th Street .

Today, La Mama, the oldest off-Off-Broadway theater in New York City, is widely considered the most influential and has been called ìthe most prolific of all the off off-Broadway stages,î to date having produced an estimated 1,900 plays in New York City, and countless more around the world. La Mama has received more than sixty Obie Awards for Off-Broadway theater , as well as dozens of Drama Desk, Bessie, and Villager Awards. Ellen Stewart, recognized as a pioneering African-American theater impresario, was the recipient of a MacArthur Fellowship Award and MacArthur Fellows Award , and was inducted into the Theatre Hall of Fame . Though commercial theater has not been its focus, a number of La Mama plays achieved success on Broadway, including ìGodspellî and ìTorch Song Trilogy,î and its resident director, Tom OíHorgan, later produced the influential hit ìHair.î Among the notable playwrights associated with La Mama have been Jean-Claude van Itallie, Paul Foster, Ruth Yorck, Tom Eyen, Julie Bovasso, David Starkweather, Sam Shepard, Lanford Wilson, Harvey Fierstein, William Hoffman, Adrienne Kennedy, Charles Ludlam, and Terence McNally; eminent directors have included OíHorgan, Joseph Chaiken, Andrei Serban, Wilford Leach, John Vacarro, Marshall Mason, and Meredith Monk; and performers of note have included Bill Irwin, Billy Crystal, Nick Nolte, Danny De Vito, Bette Midler, and Estelle Getty.

Description

The four-story and three-bay, red brick-clad Aschenbroedel Verein Building was originally built in 1873; the front facade was altered in 1892 with the addition of cast-iron ornament that combines elements of the German Renaissance Revival and neo-Grec styles with folk motifs.

Ground Story: Four 1892 cast-iron pilasters survive, which are fluted at the base, paneled above, and ornamented with incised blocks that are surmounted by bosses and inverted hearts. The iron entablature once supported by the pilasters has been removed ; the story is terminated by a painted stone stringcourse. Alterations dating from 1969 include: the central metal-and-glass entrance doors , which are surmounted by a wooden panel and sign; brick infill between and above the pilasters; announcement board on the east side of the facade; and two light fixtures placed above the entrance.

Second through Fourth Stories: The upper stories are flanked by vermiculated cast-iron quoins . All windows have cast-iron surrounds, ornamented with hearts on the sides and incised motifs on the sills, and are linked together and to the quoins by panels with fraktur-like incising. Many of the moldings once located above the hearts on the windows are missing. The second-story windows are double-height, are capped by round-arched pediments ornamented with three composersí busts, and have six-over-six double-hung wood sash . The third story windows have segmental broken-scroll pediments and six-over-six double-hung wood sash . The central fourth-story window is capped by a pediment, while the outer windows have entablatures . The prominent metal cornice has stylized modillions ornamented with hearts , rods, and incised ends and is surmounted by a large molded, broken pediment, ornamented at the ends by sunbursts.

Western Facade: This facade, currently visible above the first story, has keyed returns of the front facadeís quoins, and a portion of red brick facing; the rest of the facade is unarticulated and parged.

Eastern Facade: Attached to the eastern side of the building [and not on the designated Landmark Site] is a tan brick wall, constructed as part of a light court for No. 63-65 Second Avenue .

- From the 2009 NYCLPC Landmark Designation Report

Ern and Delsie Martin Collection. CCLS