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#Lighting - The first Belt Driven Ceiling Fans -was used in the United States 1860-1870.An exact date cannot prove itself. At that time, there were no electric motors for ceiling fans. The ceiling fan was Instead, by means of a belt drive and pulleys move. The belt itself was controlled by a steam turbine. ...
This spring, middle-school students in our maker class at Tam High built a City of the Future together, using arts and electronics to make a model of what our world may be like in 100 years.
For our last class on May 25th, we invited their parents and family to join us for a class ‘show and tell.’ students finished their futuristic buildings and public spaces for their city: underwater mines, rich and poor areas, surface rubbles and tall skyscrapers.
Their city of the future is called 15A. They dreamed up a post-apocalyptic world, with a deep divide between the rich the poor, who mine the sea floor and are oppressed by a government run by machines.
It was a real pleasure to teach this after-school course with my partners Geo Monley and Cynthia Gilbert. Our students accomplished a lot in a short amount of time and learned many new skills, which we hope will serve them well in the future, from collaboration to creative expression and problem-solving. And they learned to create interactive art with simple electronics, in a playful and collaborative way that makes learning more fun.
To plan our next steps, we asked students to take a quick survey about this maker art course: overall, they found the class ‘very good’; a majority would like to take it again; and most would recommend it to a friend. They also gave us some great suggestions for planning future courses.
We are very happy to see our students so engaged in this hands-on, project-based, student-driven activity. This bodes well for this educational program, and we look forward to offering more maker art courses for middle-schoolers this fall.
Learn more about our City of the Future course: fabriceflorin.com/2016/02/23/city-of-the-future/
View our slides for this City of the Future course:
bit.ly/city-of-the-future-slides-tam-high-1
View more photos of our Maker Art course at Tam High:
www.flickr.com/photos/fabola/albums/72157666710348841
Learn more about our Maker Art courses:
fabriceflorin.com/2016/02/14/teaching-maker-art/
Learn more about Tam Makers:
Driven by steam from the boilers to help hoist heavy lines, hoist anchor, and move guns, the capstan could also be turned by hand by inserting wooden spokes into the hub at the top.
1965 Porsche 911.
A left-hand drive import registered in November 1992.
Chassis 301048 built in May 1965 and originally sold in the USA. When it arrived in the UK it was prepared for rallying by Tuthill Porsche and has been driven by Stig Blomqvist, Jimmy McRae, Bjorn Waldegard and Billy Coleman. in 2014 it was upgraded by Tuthill to race specification and this work was completed in 2015 at a cost of £115,000. The car can now be used for rallying and racing.
A carriage is a two- or four-wheeled horse-drawn vehicle for passengers. Second-hand private carriages were common public transport, the equivalent of modern cars used as taxis. Carriage suspensions are by leather strapping or, on those made in recent centuries, steel springs. Two-wheeled carriages are usually owner-driven.
Coaches are a special category within carriages. They are carriages with four corner posts and a fixed roof. Two-wheeled war chariots and transport vehicles such as four-wheeled wagons and two-wheeled carts were forerunners of carriages.
In the 21st century, horse-drawn carriages are occasionally used for public parades by royalty and for traditional formal ceremonies. Simplified modern versions are made for tourist transport in warm countries and for those cities where tourists expect open horse-drawn carriages to be provided. Simple metal sporting versions are still made for the sport known as competitive driving.
The word carriage (abbreviated carr or cge) is from Old Northern French cariage, to carry in a vehicle.[3] The word car, then meaning a kind of two-wheeled cart for goods, also came from Old Northern French about the beginning of the 14th century (probably derived from the Late Latin carro, a car); it is also used for railway carriages and in the US around the end of the 19th century, early cars (automobiles) were briefly called horseless carriages.
Some horse carts found in Celtic graves show hints that their platforms were suspended elastically. Four-wheeled wagons were used in Bronze Age Europe, and their form known from excavations suggests that the basic construction techniques of wheel and undercarriage (that survived until the age of the motor car) were established then.
First prototyped in the 3rd millennium BC, a bullock cart is a large two-wheeled cart pulled by oxen or buffalo. It includes a sturdy wooden pole between the oxen, a yoke connecting a pair of oxen, a wooden platform for passengers or cargo, and large steel rimmed wooden wheels.
Two-wheeled carriage models have been discovered from the Indus valley civilization including twin horse drawn covered carriages resembling ekka from various sites such as Harappa, Mohenjo Daro and Chanhu Daro. The earliest recorded sort of carriage was the chariot, reaching Mesopotamia as early as 1900 BC. Used typically for warfare by Egyptians, the Near Easterners and Europeans, it was essentially a two-wheeled light basin carrying one or two standing passengers, drawn by one to two horses. The chariot was revolutionary and effective because it delivered fresh warriors to crucial areas of battle with swiftness.
One of the great innovations in carriage history was the invention of the suspended carriage or the chariot branlant (though whether this was a Roman or medieval innovation remains uncertain). The "chariot branlant" of medieval illustrations was suspended by chains rather than leather straps as had been believed. Suspension, whether on chains or leather, might provide a smoother ride since the carriage body no longer rested on the axles, but could not prevent swinging (branlant) in all directions. It is clear from illustrations (and surviving examples) that the medieval suspended carriage with a round tilt was a widespread European type, referred to by any number of names (car, currus, char, chariot).
In 14th century England carriages, like the one illustrated in the Luttrell Psalter, would still have been a quite rare means of aristocratic transport, and they would have been very costly until the end of the century. They would have had four six-spoke six-foot high wheels that were linked by greased axles under the body of the coach, and did not necessarily have any suspension. The chassis was made from oak beam and the barrel shaped roof was covered in brightly painted leather or cloth. The interior would include seats, beds, cushions, tapestries and even rugs. They would be pulled by four to five horses.
Under King Mathias Corvinus (1458–90), who enjoyed fast travel, the Hungarians developed fast road transport, and the town of Kocs between Budapest and Vienna became an important post-town, and gave its name to the new vehicle type. The earliest illustrations of the Hungarian "Kochi-wagon" do not indicate any suspension, a body with high sides of lightweight wickerwork, and typically drawn by three horses in harness. Later models were considerably lighter and famous for a single horse being able to draw many passengers.
The Hungarian coach spread across Europe, initially rather slowly, in part due to Ippolito d'Este of Ferrara (1479–1529), nephew of Mathias' queen Beatrix of Aragon, who as a very junior Archbishopric of Esztergom developed a taste for Hungarian riding and took his carriage and driver back to Italy. Then rather suddenly, in around 1550, the "coach" made its appearance throughout the major cities of Europe, and the new word entered the vocabulary of all their languages. However, the new "coach" seems to have been a fashionable concept (fast road travel for men) as much as any particular type of vehicle, and there is no obvious technological change that accompanied the innovation, either in the use of suspension (which came earlier), or the adoption of springs (which came later). As its use spread throughout Europe in the late 16th century, the coach's body structure was ultimately changed, from a round-topped tilt to the "four-poster" carriages that became standard everywhere by c.1600.
The coach had doors in the side, with an iron step protected by leather that became the "boot" in which servants might ride. The driver sat on a seat at the front, and the most important occupant sat in the back facing forwards. The earliest coaches can be seen at Veste Coburg, Lisbon, and the Moscow Kremlin, and they become a commonplace in European art. It was not until the 17th century that further innovations with steel springs and glazing took place, and only in the 18th century, with better road surfaces, was there a major innovation with the introduction of the steel C-spring.
Many innovations were proposed, and some patented, for new types of suspension or other features. It was only from the 18th century that changes to steering systems were suggested, including the use of the 'fifth wheel' substituted for the pivoting fore-axle, and on which the carriage turned. Another proposal came from Erasmus Darwin, a young English doctor who was driving a carriage about 10,000 miles a year to visit patients all over England. Darwin found two essential problems or shortcomings of the commonly used light carriage or Hungarian carriage. First, the front wheels were turned by a pivoting front axle, which had been used for years, but these wheels were often quite small and hence the rider, carriage and horse felt the brunt of every bump on the road. Secondly, he recognized the danger of overturning.
A pivoting front axle changes a carriage's base from a rectangle to a triangle because the wheel on the inside of the turn is able to turn more sharply than the outside front wheel. Darwin suggested a fix for these insufficiencies by proposing a principle in which the two front wheels turn (independently of the front axle) about a centre that lies on the extended line of the back axle. This idea was later patented in 1818 as Ackermann steering. Darwin argued that carriages would then be easier to pull and less likely to overturn.
Carriage use in North America came with the establishment of European settlers. Early colonial horse tracks quickly grew into roads especially as the colonists extended their territories southwest. Colonists began using carts as these roads and trading increased between the north and south. Eventually, carriages or coaches were sought to transport goods as well as people. As in Europe, chariots, coaches and/or carriages were a mark of status. The tobacco planters of the South were some of the first Americans to use the carriage as a form of human transportation. As the tobacco farming industry grew in the southern colonies so did the frequency of carriages, coaches and wagons. Upon the turn of the 18th century, wheeled vehicle use in the colonies was at an all-time high. Carriages, coaches and wagons were being taxed based on the number of wheels they had. These taxes were implemented in the South primarily as the South had superior numbers of horses and wheeled vehicles when compared to the North. Europe, however, still used carriage transportation far more often and on a much larger scale than anywhere else in the world.
Today, carriages are still used for day-to-day transport in the United States by some minority groups such as the Amish. They are also still used in tourism as vehicles for sightseeing in cities such as Bruges, Vienna, New Orleans, and Little Rock, Arkansas.
The most complete working collection of carriages can be seen at the Royal Mews in London where a large selection of vehicles is in regular use. These are supported by a staff of liveried coachmen, footmen and postillions. The horses earn their keep by supporting the work of the Royal Household, particularly during ceremonial events. Horses pulling a large carriage known as a "covered brake" collect the Yeoman of the Guard in their distinctive red uniforms from St James's Palace for Investitures at Buckingham Palace; High Commissioners or Ambassadors are driven to their audiences with the King and Queen in landaus; visiting heads of state are transported to and from official arrival ceremonies and members of the Royal Family are driven in Royal Mews coaches during Trooping the Colour, the Order of the Garter service at Windsor Castle and carriage processions at the beginning of each day of Royal Ascot.
This truck is driven by one of 62 Diamond Drivers within the company. Based on my understanding, Diamond is the highest award level a Swift driver can achieve, based on a number of qualifications, such as years of service, safety, etc.
Monster Jam Triple Threat Series presented by AMSOIL @ Verizon Center, Washington, DC on January 28, 2017
Featuring:
Grave Digger driven by Krysten Anderson,
El Toro Loco driven by Armando Castro,
Pirate's Curse driven by Camden Murphy,
Megalodon driven by Justin Sipes,
Alien Invasion driven by Bernard Lyght,
Zombie driven by Ami Houde, Monster Mutt Rottweiler driven by JR Seasock,
Blue Thunder driven by Matt Cody,
Real Name
Meghan J. Castellano
Organization
U.S Flag Navy SEALs
Position
Defender
Nationality
American
Birthplace
Oceanside, CA
Date of birth
July 21, 1986
Height
5'7" (1.70M)
Weight
134lbs (61KG)
An Olympic hopeful in the 200-meter backstroke, Castellano split her time between the pool and the army base, where her father was a training officer. Her junior year, Castellano broke her arm in a car accident, putting an end to her Olympic ambitions. After high school, she enlisted in the Navy. Serving four years, before attending college on the Veterans Affairs bill, upon graduation she returned to the Navy as a career intelligence officer.
Psychological Profile
Castellano is singularly focused. She is driven and does not know how to give up on the goal easily. She will do whatever it takes to accomplish the mission in the most seamless and effective way possible.
The Alfa Romeo 33 Stradale is an extremely rare road car built by Alfa Romeo of Italy. Only 18 are reported to have been made, plus three design studies based on the 33 Stradale the 33.2, Iguana and Carabo.
The Stradale, first built in 1967, was based on the Autodelta Alfa Romeo T33 racing car. The car, designed by Franco Scaglione, and built by Carrozzeria Marazzi, made its debut at the 1967 Turin Motorshow. Built in an attempt by Alfa to make some of its racing technology available to the public, it was the most expensive automobile for sale to the public in 1968 at US$17,000 (when the average cost of a new car in 1968 was $2,822).
The Stradale is believed to be the first production vehicle to feature dihedral doors, also known as butterfly doors. The Stradale also features windows which seamlessly curve upward into the 'roof' of the vehicle. The race-bred engine bore no relation to the mass-produced units in Alfa's more mainstream vehicles. Race engineer Carlo Chiti designed an oversquare (78 mm bore x 52,2 mm stroke) dry-sump lubricated 1,995 cc (121.7 cu in) V8 that featured SPICA fuel injection, four ignition coils and 16 spark plugs. The engine used four chain-driven camshafts to operate the valve train and had a rev-limit of 10000 rpm[6]. The engine produced 230 bhp (172 kW) at 8800 rpm in road trim and 270 bhp (200 kW) in race trim. In another break from convention, Alfa used a six-speed transaxle gearbox by Valerio Colotti. The car takes 5.5 seconds to reach 60 mph (96.56 km/h) from a standing start and has top speed of 260 km/h (160 mph).
Meteor Crater, Arizona.
Wow.
I woke up early this morning so as to not miss breakfast. It didn't occur to me that I'd gain another hour when I crossed into Arizona, so I arrived at the Petrified Forest National Park by nine local time. I had hastily driven through the park almost fifteen years ago, and now that I had time, I wanted to do it up right.
So, I stopped at every possible location, and seemed to time my stops along with a group of Canadians, some French, and some Russians.
Do Americans ever visit America's greatest treasures? Or, like the Crown Jewels, is it something you typically only find foreigners at?
It strikes me as pretty insulting that we should have what is probably the most amazing collection of National Parks, Monuments, Wilderness Areas, Scenic Trails, and Historical Parks in the world, but statistically, we have the least amount of vacation time with which to visit them.
It's the carrot in front of the mule.
I left the park around noon, and continued on the day's plan to visit Meteor Crater. Again, I've traveled this way quite a few times, and never had the time to visit, but this time, I was ready. I could spot the thing from miles away. Just on the horizon, a jagged ridge protruded from the flat landscape. It got bigger and bigger until I could make out a stack of cars and a building perched on the north side of the rim. I skipped the museum, the movie, the displays, the smiling guides offering helpful information, and stepped out to see one of the most amazing things ever.
The Grand Canyon is Grand because it's expansive and slow, meandering naturally, but Meteor Crater is just brutal, its the Grand Canyon all over again, but round and created in a matter of seconds. Its enormity cannot be captured on film and it was almost overwhelming. It was too much, and not just because the noon day sun in the high desert was burning me up.
The little vandal children were there again, but since there were minimal guard rails, most parents were at attention, grabbing their kids by the arms when they strayed too close to the edges. However, that didn't stop one girl from picking up rocks and throwing them in.
I left shortly after I was unable to bear the sun anymore and noticed a few more places for the next trip. Tuzigoot and Walnut Canyon. As if I need another reason to come back to Arizona.
Viking Princess is a liquefied natural gas (LNG)-driven multipurpose offshore vessel owned by Eidesvik Supply and operated by Eidesvik. She was delivered in September 2012 and is the sister ship to Viking Prince, which started sailing in March 2012.
Norwegian shipbuilder Kleven Maritime won a $77.28m (NOK440m) contract by Eidesvik back in July 2010 to build the two sister ships. The keel of the second vessel, Viking Princess, was laid in October 2011 in Kleven Maritime’s yard at Ulsteinvik, Ulstein, Norway. The vessel’s hull was launched in April 2012.
Viking Princess was officially christened by Mette-Marit, the Crown Princess of Norway, on 14 September 2012 in Bergen, Hordaland, Norway.
The vessel is of VS 489 Gas PSV design developed by Wärtsilä Ship Design and is built to DNV class 1A1 ICE-C Supply Vessel, Standby Vessel(S), Oil Rec, Gas Fuelled, and other notations.
Prominent features of the vessel include fuel economy, low emissions, large cargo capacity, oil recovery equipment and capacity for standby. Winterisation and de-icing solutions make her suitable for operations in ice and cold environments.
The vessel’s dual fuel engines allow her to operate on gas as well as heavy fuel oil (HFO) and marine diesel oil (MDO). It is only during LNG bunkering that the vessel uses diesel. The use of LNG will reduce NOx and CO2 emissions by 85% and 25% respectively.
Viking Princess has a gross tonnage of 5,014t and a dead weight of 5,800t. Her overall length, moulded breadth and summer draught are 89.6m, 21m and 7.6m respectively. Length between perpendiculars is 79.2m, while depth to main deck is 9.6m. Cargo deck area of the vessel is 1,050m2 and the height of the cargo rail is 4m.
Accommodation and facilities onboard the Viking Princess
The PSV can provide permanent accommodation for a total of 28 persons. It has four cabin states, 12 one-man cabins and six two-man cabins. All of them are provided with toilet and shower facilities.
Facilities on-board include a no-smokers room, smokers room, laundry and gymnasium. The vessel also has an office and a hospital.
Tank storage capacity and discharge rates
Storage capacities of tanks onboard the Viking Princess are 823m3 of fuel oil, 1,036m3 of fresh water, 1,781m3 of drill water/ballast, 1,392m3 of liquid mud, 210m3 of methanol, 300m3 of dry bulk, 1,667m3 of brine and 243m3 of base oil. The LNG tank can store 233m3.
The discharge rate of fuel oil, fresh water, drill water/ballast and base oil is 150m3/hr per pump. Liquid mud and base oil can be discharged at the rate of 100m3/hr per pump, while methanol and special products can be discharged at the rate of 75m3/hr per pump.
Tank washing is done with hot and cold water. Tanks containing mud, brine and base oil are washed with chemical blended water. All types of liquid cargo on-board the vessel are handled by separate pumps and piping system.
Viking Princess deck equipment
Viking Princess is fitted with two Adria tugger winches and two Adria mooring winches. An Adria anchor / mooring winch is installed forward. There are also two harbour mobile cranes (HMCs), each of which can lift 5t at a 15m outreach.
Viking Princess manoeuvring, navigation and communication systems
The PSV is provided with an integrated manoeuvring, dynamic positioning (DP) and vessel management system. Kongsberg has supplied its K-POS DP-22 DP system and K-Master manoeuvring system for the vessel. Wärtsilä Automation supplied the vessel management system comprising cargo handling and alarm.
The PSV can provide permanent accommodation for a total of 28 persons.
Navigation solution includes three gyrocompasses and an autopilot from Anschutz, two marine radars (3cm and 10cm) with automatic radar plotting aid (ARPA) capability, an FA-150 automatic identification system (AIS), an electronic chart display and information system (ECDIS) and a FE-700 echo sounder. It also includes a DS-80 Doppler log and NX – 700B Navigational Telex (Navtex) from Furuno, a Taiyo VHF direction finder and Gill Ultrasonic wind sensor.
For communication, the vessel is supplied with Furuno, Motorola and Thon-made UHF/VHF stationary and portable radio telephones. These include MF/HF. FS-1570 radio plants, two FM-8800S VHF all-in-one marine VHF radio telephones, three FM-2721 VHF radio telephones, three GM-360 mobile radios, a Thon TR 20 portable radio phone, a GP340 VHF portable radio, and a GM380 stationary radio.
Other notable communication instruments include two Sea Tel 6009 VSAT antennae, two Furuno Felcom 15 InMarSat-Cs with GMDSS compatibility, a Tron 40 S and a Tron 45 SX emergency position indicating radio beacons (EPIRBs), and two Tron SART radar transponders.
Viking Princess machinery and propulsion
Viking Princess is equipped with Wärtsilä’s gas electric propulsion system featuring the low loss voncept (LLC). Instead of four main engines, the vessel is outfitted with two large and two small dual-fuel engines. The larger ones are six-cylinder in-line 34DF engines, each rated at 2,610kW. The smaller ones are six-cylinder 20DF engines, each rated at 1,056kW. Each of them is driven by Alconza main generators (2 x 2,510kW and 2 x1,014kW).
Emergency generator sets include a Volvo Penta D12 engine of 339kW capacity and a Stamford generator of 375kVA.
Propulsion is provided by two Steerprop Sp 35 CRP azimuth propellers, each of 2,450kW. A set of two Brunvoll bow thrusters, each of 1,000kW, and an azimuth thruster of 880kW allow the vessel to manoeuvre smoothly.
Especially when rain was in the area. Some streets in downtown Charleston became impassable in low cars (or even trucks!) when it rained.
Class……………………………Flower class Corvette
Builder………………………..Port Arthur Shipbuilding Co. Ltd., Port Arthur, Ontario
Yard number……………….
Laid down..………………….28 Apr 1941
Launched….…………………18 Sept 1941 (as PORT ARTHUR)
Completed.………………….26 May 1942
Propulsion.…………………..1 shaft driven by a 4-cylinder triple-expansion reciprocating steam engine . Steam supplied by 2 Admiralty 3-drum Oil Fired Boilers
Speed..…………………………16 knots
Range…………………………..3500 nm at 12 knots
Armament
•one 4-inch (102-mm) gun
•one 2-pound (0.9 kg) gun
•two 20-mm guns (2 x I)
•four Depth Charge Throwers and depth charges.
History
•Apr 1941: Laid down as FREDERICTON
•26 May 1942: Commissioned at Montreal, Quebec.
•10 Jun 1942: Arrived at Halifax, Nova Scotia.
•July 1942: Allocated to Western Local Escort Force.
•Sept 1942: Appointed to Operation TORCH duties.
•1 Nov 1942: Arrived at Londonderry, Northern Ireland having travelled as part of escort for Convoy SC.105.
•Spent the next four months escorting United Kingdom-Mediterranean convoys.
•19 Jan 1943, while so employed, HMCS Port Arthur sank the Italian submarine Tritone off Bougie, Algeria.
•23 Mar 1943: Returned to Halifax and after brief repairs joined Western Support Force at St. John’s, Newfoundland.
•Aug 1943: Began a major refit at Liverpool, Nova Scotia which lasted until 31 Dec 1943. After working up at Halifax, she joined Escort Group W-9, Western Escort Force.
•April 1944: Assigned to Western Approaches Command for invasion duties and left St. John’s on 24 April for Londonderry.
•During the summer, HMCS Port Arthur supported the invasion of Europe as a convoy escort, and joined Portsmouth Command in September.
•Feb 1945: Returned to Canada and was still under refit at Liverpool on Victory in Europe-Day.
•11 Jul 1945: She was paid off at Sorel, Quebec.
•23 Oct 1945: Sold to International Iron and Steel for breaking up.
DAVOS/SWITZERLAND, 25JAN14 - (FLTR) Carlos Ghosn, Chairman and Chief Executive Officer, Renault-Nissan Alliance, France; World Economic Forum Foundation Board Member, Christine Lagarde, Managing Director, International Monetary Fund (IMF), Washington DC; World Economic Forum Foundation Board Member,Phumzile Mlambo-Ngcuka, Undersecretary-General and Executive Director, UN Women, New York, Sheryl Sandberg, Chief Operating Officer and Member of the Board, Facebook, USA; Young Global Leader Alumnus and Linda Yueh, Presenter and Chief Business Correspondent, BBC News, United Kingdom are captured during the session 'Gender-driven Growth' at the Annual Meeting 2014 of the World Economic Forum at the congress centre in Davos, January 25, 2014.
WORLD ECONOMIC FORUM/swiss-image.ch/Photo Remy Steinegger
Pictured is a 1995 Benetton-Renault B195 Grand Prix Car.
It was driven in 1995 by seven-times Formula 1 World Champion Michael Schumacher and Johnny Herbert.
Having won the Drivers Championship with Michael Schumacher in 1994 much was expected of Benetton the following season.
After eight years as the 'works' Ford team Benetton went into 1995 with Renault power. The team was given equal 'works' status with Renault stalwarts Williams and would enjoy identical V10 power to that of the reigning Constructors Champions.
The season started well in Brazil with both cars qualifying in the top four (Schumacher second, Herbert fourth) and ultimately saw Schumacher win the opening round from the Williams of David Coulthard and take fastest lap. Herbert retired from the race after being taken taken out by Ligier's Aguri Suzuki.
However, the top two cars were disqualified from the results after the Elf fuel used by both Benetton and Williams was found to be different from the control sample supplied at the beginning of the year. Both teams appealed the decision and had their results re-instated, although the teams lost their Constructors points from the race.
The second round in Argentina was more problematic for Benetton with the B195 not being suited to the circuit. Schumacher qualified third with Herbert back in eleventh. The team had a quiet race with Schumacher finishing third (with fastest lap), over thirty seconds behind the race winning Williams of Damon Hill. Herbert made progress in the race and finished a lapped fourth.
The third round at Imola saw Schumacher take Pole Position for the San Marino Grand Prix. In damp conditions, Schumacher led the early stages of the race but decided to take a gamble and change to slick tyres. It was a gamble that didn't pay off. Shortly after his pit stop the German lost control of the car and slammed into a tyre wall to end his day early. Herbert finished seventh and out of the points, two laps down of race winner Damon Hill.
The Spanish Grand Prix at Barcelona was where the team's season took off in style. Schumacher again took Pole Position and went on to dominate the race, taking a comfortable victory. Damon Hill had been running second but suffered a gearbox failure on the final lap that allowed Johnny Herbert to finish second and score the first podium finish of his Formula 1 career and gave Benetton their first 1-2 finish since the 1990 Japanese Grand Prix.
The following race in Monaco again saw Schumacher romp home to victory in the principality for the second year in succession with Herbert coming home a lapped fourth.
Round 6 in Canada turned into a nightmare for the team. Schumacher qualified on Pole Position and dominated the race until twelve laps from the finish when a gearbox glictch forced him into the pits. After a steering wheel change Schumacher rejoined the race and finished fifth. Herbert had been eliminated on the first lap after being harpooned by McLaren's Mika Hakkinen at the circuit's hairpin.
The French Grand Prix at Magny Cours saw another dominant victory for Schumacher with fastest lap to extend his championship lead. Herbert was once again eliminated early on, this time being hit by Ferrari's Jean Alesi on the third lap of the race. Things would get much better for the Englishman in the next race at Silverstone.
The British Grand Prix saw Schumacher and Hill swap the lead during their respective pit stops. Late in the race Schumacher was heading for another victory when Hill made a clumsy attempt at an overtake and took both cars out of the race. This left Johnny Herbert, who had been running third, to inherit the lead and he went on to claim his maiden victory on home ground.
Next time out in Germany Hill spun out of the lead at the start of the second lap which left Schumacher to romp home to an undisputed victory in front of the home crowd. Herbert finished a distant fourth.
The Hungarian Grand Prix was another circuit that just didn't suit the B195. Schumacher ran in second position for most of the race but retired late on with a fuel pump failure and was classified eleventh. Herbert did salvage some points for the team by coming home a lapped fourth.
The next round in Belgium saw mixed conditions for qualifying. Herbert managed to qualify fourth but the rain had started by the time Schumacher went for a flying lap and he could qualify only sixteenth.
Herbert took the lead of the race mid-way round the first lap but was passed on the second, although he did lead for two more laps shortly after. He eventually dropped down the order and finished out of the points in seventh.
Schumacher, meanwhile, had been carving his way through the field with a typical wet weather masterclass. Despite driving on slicks on a wet track for a number of laps he made his way to the front and took a brilliant victory from the eighth row of the grid.
The Italian Grand Prix at Monza was a carbon copy of the Silverstone race. Schumacher and Hill were running second and third when they came up to lap the Footwork of Taki Inoue. Schumacher passed the Japanese driver cleanly but Hill mis-judged his braking and slammed into the back of the Benetton taking both cars out of the race.
Once again at the end it was Herbert who stayed out of trouble to claim his second win of the season.
The next round in Portugal was dominated by David Coulthard who went on to take his maiden victory with Schumacher managing to split the two Williams cars to finish second. Herbert ended the race a lapped seventh.
The European Grand Prix at the Nurburgring was held in tricky conditions but saw Schumacher pull off a brilliant overtake around the outside of Jean Alesi late in the race to claim his second home victory of the year. It was a result that also saw him get within touching distance of winning the championship, arch rival Hill having crashed out earlier in the race. Herbert finished fifth, one lap down on his team-mate.
The Pacific Grand Prix at Aida in Japan saw another dominant drive from Schumacher and the victory handed the German his second world title with two races to spare. Herbert scored a solitary point for sixth position.
The next round at Suzuka saw Schumacher take another win with Herbert finishing third to give the team another double podium. That result was enought to clinch the Constructors Championship for Benetton, the team's first (and what would prove to be only) constructors crown.
The final race of the season in Australia ended on a sad note with Schumacher being eliminated from his last race for Benetton in a mid-race collision with Jean Alesi's Ferrari Ironically, Schumacher would be in the Ferrari and Alesi in the Benetton the following year. Herbert had been running second late in the race but retired with driveshaft failure in his final race for the team.
At the end of the season, the Benetton drivers would finish first (Schumacher) and fourth (Herbert) in the championship. With eleven wins from seventeen races Benetton comfortably took the Constructor's Championship.
Pictured in January 2008 at the Autosport International show at the NEC in Birmingham.
The Ford Fiesta RS WRC driven by Erik van Loon and Harmen Scholtalbers during the Tank S Rally.
The car arrived on thursday, the day before the start of the rally. They didn't had the time to test the car. What Erik said about the car: "The Fiesta is slower on the long straights but the cornering and the handling is so much better then the Focus WRC I drove before. Only the speed into the corner is slower if you compare it with the Focus. But I can solve that by changing my driving style"
More photos of this rally on Facebook.
My second build for LCC, this one is for the GC VI restricted scene category. Sorry for the lengthy story- quite a bit lighter in tone than the last one, as the Minister in question is, well, you'll see. C&C are most welcome, as always!
Only 15 Draken! Mercenary tax, indeed. 16 men and a boy had died for that money; 17 lives all told, and he hadn't even received a Draken a head! Blood silver, that was, and the blasted Queen had taken more than her fair share. Reparations due the nobility!?! Ha! As if the greedy blaggards needed more coin with which to line their bloated pockets!
Hans Zarkan continued on his path through the forests of Eastern Lenfald, silently fuming over the injustice of it all. It had been a simple job from the outset, 50 silver draken for the permanent removal of a band of undesirables that had taken up operations in the area. Broken men they were too, naught more than husks of whatever they had been in years prior; yet more lost souls driven to thievery and madness by the cruelty of the world. He had done his part, and spent three weeks tracking them down to a man. The boy had been the last of them. Tragic, perhaps, but Hans Zarkan was not a man to entertain such inane distractions. The world was harsh and unfair; a fact that ought be learned by those that inhabit it, lest it prove fatal sooner rather than later. That same fact had once again reared its ugly head and left Hans short on money, and high on expenses.
Lacking enough draken to purchase food at a local tavern after paying off a myriad of recently accrued debts, Hans had left town to search for a bit of game. He had been trekking through the forest for a good six hours without much luck when he heard a distant rustling, as though some form of animal may be nearby. Hans silently cloaked himself in the nearest thicket and drew his boot knife. He had never been much of an archer, but why use an arrow where a knife will do?
What came through the woods shortly after however, was one of the last things Hans would ever have expected.
A small procession consisting of nine men were making their way through the forest. They seemed to be trying to pass through with as little fanfare as possible, but this goal was rendered just short of impossible thanks to the heroic efforts of a portly, absurdly overdressed man riding in a litter. The man in question was loudly proclaiming his utter distaste for Lenfald in general, interspersed with insults directed at the unfortunate peasants carrying his litter.
"I say, Captain Zhael, is it not soon that we shall arrive at our destination? I do so tire of all this incessant greenery, and as you know, staying in this litter too long gives me the- watch those branches you miserable bufoons, lest I have you executed for neglect!- the lumps. It is MOST uncomfortable let me assure you." The man spoke with the kind of pretentious, high pitched whine normally reserved for precocious children and government officials. The kind of voice that expanded beyond the region of unpleasant, and into the realm of being offensive to the sensitivity of any unfortunate enough to find themselves within earshot.
"Perhaps your grace would prefer to walk, should the litter continue to be such a burden." The man walking beside the litter, presumably Captain Zhael, responded.
Hans thought to himself for a minute, Zhael- where have I heard that name before...
Hans' train of thought was broken however, as the group neared his location, and he was able to look at them more clearly. 9 men in total, two peasants, the pompous git, a Lenfel pathfinder of some sort that seemed to be guiding the company, and...
Hans narrowed his eyes as he recognized the emblem on the armor of the other 5 men. These were no ordinary travelers. They bore the emblem of the queen on their cloaks, but ordinary soldiers they were not. Hans had seen such characters once before, and it was not an encounter he remembered fondly. These were soldiers of the Queensguard. Unlike the rabble that made up the bulk of the Queen's armies, these were elite warriors trained for the sole purpose of protecting the queen and her most important retainers. It was said that each man of the guard had to prove capable of slaying a score of men single-handedly to even be considered for induction into the ranks. Grim men indeed.
Hans held his position, and his breath, as the company stalled right in front of the thicket he had taken up temporary residency in.
"Walk? You expect me, a man of unfathomable importance to even consider the thought of walking? Absurd!" The man continued as he took a large gulp from the bejeweled goblet he was holding. "You should know better than to make such insolent and ill-informed recommendations Captain Zhael! You had best speak more respectfully when addressing your betters!"
"Of course, Minister Lowe, please forgive my trespass, I meant no harm by the remark." Captain Zhael replied, rolling his eyes when the Minister bent over to take a closer look at something off to the side of his litter.
"Aha! You see here, those Loreesi were right! This is the 2nd frog I've found in two months in this blasted country! It's practically an epidemic! Which reminds me..." The soldiers and the guide stared on in utter disgust as the minister proceeded to bring the poor frog to his mouth and lick it. He smacked his lips and pondered the taste for a moment, then continued his bizarre activity. "Not bad, actually, not bad at all! The Loreesi Ambassador told me of this Lenfel delicacy while I was visiting on business in Balmunatha! It's a bit odd at first, but it seems to be an acquired taste, yes quite pleasant indeed. Almost takes the mind off these horrid lumps!"
Hans nearly choked on the air he was witholding. Minister Lowe? As in Tax Minister Humbert Lowe, the top financial magistrate appointed by Queen Galanir to oversee all new financial regulations and changes made to Roawia? This was the very blaggard who was at the core of these ridiculous overtaxations and fees over the whole of Roawia! Although, seeing him in person, the rapid decline in sanity of the nobility's tax policies suddenly made sense. But what could he possibly be doing here?
"Your grace, as you well know, I am a native of Lenfald, and frogs are not at all considered...." Captain Zhael ceased talking and sighed to himself as the Minister completely ignored him, happily licking his frog and talking to his litter carriers about the various side effects of his lumps.
"Captain Zhael sirrah! I'd rekon we's about only 2 days souf of Crumford, sah! It'll be tougha goens from here on out, this bit of the paff's not been used in decades, so its a bit ovahgrown, sah." The guide had finished cutting enough space for the litter to move through the brush and turned to inform the dour guard captain.
"Very well, then, lead on, I'm not familiar with this part of Lenfald, but I'll be damn glad to be able to pawn him off on someone else for a few days once we get to Crumford." Captain Zhael remarked, the first bit to the guide, the second under his breath. He waved on the rest of the company to move forward with the guide. Just as he was turning to continue on with the rest, he happened to glance over at the thicket where Hans was hiding. He narrowed his eyes, and for a brief second it seemed as though he might investigate further, but it was at that moment the whine of Minister Lowe once again broke the silence of the forest.
"Look at that! A fresh frog- that makes three! Blast it all, three frogs in 2 months, this is quite the epidemic, quite the epidemic indeed! Do you know Captain Zhael, I should instill a frog tax! A frog tax, isn't it brilliant? Captain Zhael? Where has he gone?" The captain sighed, his face twisted into an expression of sheer disgust as he exited the area to attend to the oafish minister.
Hans relaxed, and silently left the thicket. Crumford? Hans thought. Of course the Tax Minister would have to stop at Crumford, it's one of the wealthiest cities in Lenfald! Maybe this day wasn't turning out too badly after all- information on the whereabouts of one of the most hated officials in Roawia should prove quite valuable to the right channels....
Alice Gast, President, Imperial College London, United Kingdom speaking during the Session: Data-Driven Decision-Making with Imperial College London at the Annual Meeting 2017 of the World Economic Forum in Davos, January 18, 2017
Copyright by World Economic Forum / Sikarin Thanachaiary
Trucks Willi Betz, with Belarusian and Russian license number signs. In 1 hour I have driven past the truck 22 such
took legohaulic's design and reconstructed just about everything, i think the doors are the only thing i kept the same, its longer, taller, and i had to change the suspension a little. but i like the outcome.
A 48 H.P., chain driven 0-4-0 Diesel Mechanical, Class 48DS locomotive, built by Ruston & Hornsby Ltd, Lincoln, to Works No. 237928, in 1946 and fitted with Engine No.236343, and sold ex-works, 04/09/1946, to British Titan Products Ltd, Pyewipe Works, Grimsby. This locomotive was subsequently sold to ICI, Billingham Works, in 1958, or 1959, before being sold on to Yorkshire Tar Distillers Ltd in 1963. Seen here, stored out of use on 20/01/1973. Its current status and fate unknown.
COPYRIGHT RETAINED; N. JORDAN - I would ask that you please note that the copyright of this image is fully retained by N. Jordan. Should you wish to either copy this image, for anything other than for private research purposes, or you wish to reproduce and publish this image elsewhere, then I would be obliged, if you would be good enough to seek and secure my express written agreement beforehand.
The last weekend of the month, and the first after pay day, which means I could order some socks. And at Tesco I could replenish the wine stocks with a box of 3l of te cheapest red.
Being the end of January, it is now getting light when we set off for Tesco, the neon lights of the retail park at Whitfield as daylight grows stronger. Somehow we had used double the fuel as last week, with only an half hour's drive to Stodmarsh last week being the extra driving we did.
Tesco has Valentine's cards, presents and also Easter eggs and other stuff celebrating days in the forthcoming months.
We had a list of stuff to get, not just beer and wine, and lots of vegetables as we are having Jen, Mike and his new girlfriend over for lunch on Sunday.
If I remember to get the chicken out of the freezer, of course.
That all done, and somehow, ten quid cheaper than last week even with wine and Belgian beer, we headed home for first breakfast, coffee, then bacon butties and more brews once we had put the shopping away.
At ten we went out, only for a warning light to come on as the engine turned over. It seems a bulb in the headlight had gone, but the car knew which one it was. On the way to Lyminge, there is a Halfords, now that the one on Dover closed over the pandemic, so we tootled along the A20, over the top of Shakespeare Down and into town.
Jools found the bulb and a nice young lady fitted it for us, getting access from the wheelarch via a small panel. All done in ten minutes for fifteen quid.
And road legal again.
Back onto the motorway for the one junction before taking the turning for the back road to Hythe, though we headed inland through Etchinghill to Lyminge. And I realised it was years since we had driven this road, as we have been coming to the orchid fields through Barham usually, not from Folkestone.
The road climbs and turns round the foot of the downs before levelling out as it approaches Lyminge.
We go through the village, past the rows of the parked cars, and the small library in the building of the village railway station once the line from Folkestone to Canterbury closed at the end of the 50s.
The village of Lyminge stretches along the main road and around the former station, but the church is situated a short way along Church Street (of course), on a low mound, from under which the largest winterbourne, The Nailbourne, rises. It has been a site of worship since Roman times, maybe even before then.
We were here because in 2019, major excavations revealed the remains of the 7th century chapel of Queen Ethelburga. It was uncovered under the path that now leads under the single flying buttress to the porch, and since the dig ended, the path relaid, but with the outline of the chapel clearly showing in different colour tarmac.
I photographed the stained glass, as the ongoing plan to revisit churches already done, but with the big lens as I always seem to find something new to do in them. This time the glass through the big glass of the zoom lens.
Before leaving we walk down to the Well to revisit the source of the Nailbourne, some twenty feet below the road, the clear and cold waters of the bourne come bubbling out of the ground before meandering across the verdant meadow.
We set the sat nav for home, and it leads us down to the bottom of the valley and up the other side through Acris. The bed of the Nailbourne was already dry, despite it being just a mile from the source, because the water table isn't high enough, and the water seeps through the chalk bedrock instead.
We travel down lanes that got ever narrower, with grass growing between the wheeltracks. The road much less travelled for sure.
At Swingfield, we were greeted by the sweep of a hedge made of native dogwood, its new shoots showing starkly red in the sunshine against the clear blue sky. We stop to take shots.
We get home in time for a brew and a chocolate bar before the football was going to start. But I had other plans, as I made tagine for our early dinner. Which, we ate before four as it smelled so darned good bubbling away in the oven.
Some flavoured couscous to go with it, and a glass of red vin out of the box.
Lovely.
Scully and I sit on the sofa until half seven in the evening, either listening to the reports of the three o'clock games, or watching the evening kick off.
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In the churchyard, west of the present building, are the foundations of the seventh-century church founded by St Ethelburga, daughter of King Ethelbert and Queen Bertha (see Canterbury). The present church is also Saxon and stands north of the original building so that the old north wall is now the south wall of today's church. When the church was founded there was no village, which explains why the present village stands a little removed from this restricted plateau site. The first thing the visitor sees is an enormous flying buttress holding up the south-east corner of the church - the pathway actually runs beneath it! The north aisle was added in the fifteenth century and is separated from the nave by a three-bay arcade with most unusual piers. The chancel arch is also out of the ordinary and is probably the result of fifteenth-century rebuilding of the Saxon original. A great deal of nineteenth-century work survives, including a good east window and reredos, but none of this detracts from the antiquity and atmosphere of this interesting building.
www.kentchurches.info/church.asp?p=Lyminge
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LIMINGE
IS the next parish eastward, both to Stowting and Elmsted. It is written in the book of Domesday, Leminges, and in other records, Lymege. There are three boroughs in it, those of Liminge, Siberton, and Eatchend.
THE PARISH lies on the northern or opposite side of the down hills from Stanford, at no great distance from the summit of them. It is a large parish, being about six miles in length, and about three in breadth, from east to west, and the rents of it about 2000l. per annum. It lies the greatest part of it on high ground, on the east side of the Stone-street way, where it is a dreary and barren country of rough grounds, covered with woods, scrubby coppice, broom, and the like, the soil being and unfertile red earth, with quantities of hard and sharp stint stones among it. In that part adjoining to the Stone-street way, is Westwood, near two miles in length; and not far from it, two long commons or heaths, the one called Rhode, the other Stelling Minnis; of the latter, a small part only being within this parish, there are numbers of houses and cottages built promiscuously on and about them, the inhabitants of which are as wild, and in as rough a state as the country they dwell in. Near the southern boundary of the parish is the estate and manor of Liminge park, which, as well as Westwood, belongs to Mr. Sawbridge, of Ollantigh, who has near 700 acres of woodland in this parish, the whole of his estate here having been formerly appurtenant to the manor of Liminge, and together with it, exchanged by archbishop Cranmer as before-mentioned, with king Henry VIII. in his 31st year. On the east part of these hills, towards the declivity of them, the soil changes to chalk, and not far from the foot of them are the houses of Longage and Siberton, the former of which belonged to the Sawkins's, and then to the Scotts, a younger branch of those of Scotts-hall; afterwards by marriage to William Turner, of the White Friars, in Canterbury, and then again in like manner to David Papillon, esq. whose grandson Thomas Papillon, esq. of Acrise, now owns it. Below these hills is the great Nailbourn valley, which is very spacious and wide here, on each side of which the hills are high and very frequent, and the lands poor, but in the vale near the stream there is a tract of fertilelands and meadows, and the country becoming far from unpleasant, is as well as the rest of the parish exceedingly healthy. The valley extends quite through the parish from north to south; just above it, on the side of the hill, is the village of Liminge, in which is the parsonage-house, a handsome modern dwelling, and above it, still higher, the church. More southward in the valley is a house, called Broadstreet, the property and residence of the Sloddens for many generations; still further in the valley, near the boundary of the parish, and adjoining to the Hangres, being a part of the down or chalk hills, which continue on to Caldham, near Folkestone, a space of near six miles, is the hamlet of Echinghill, or Eachand, corruptly so called for Ikenild, close under the hill of which name it lies, the principal house in which formerly belonged to the Spicers, of Stanford; hence the road leads to Beechborough, and so on to Hythe.
A fair is held in the village of Liminge yearly, on July 5, for toys, pedlary, &c.
Near Eching street, a little to the southward of it, is a spring or well, called Lint-well, which runs from thence southward below Newington towards the sea; and on the opposite or north side of that street rises another spring, which takes a direct contrary course from the former, one running through the valley northward towards North Liminge, where it is joined by two springs, which rise in Liminge village, at a small distance north-east from the church, gushing out of the rock at a very small space from each other, the lowermost of which called St. Eadburg's well, never fails in its water. These united springs, in summer time in general, flow no further than Ottinge, about one mile from their rise, at which time the space from thence to Barham is dry there; but whenever their waters burst forth and form the stream usually called the Nailbourn, which the country people call the Nailbourne's coming down, then, though in the midst of summer, they become a considerable stream, and with a great gush and rapidity of waters, flow on to a place called Brompton's Pot, which is a large deep pond, a little above Wigmore, having a spring likewise of its own, which hardly ever overflows its bounds, excepting at these times, when, congenial with the others, it bursts forth with a rapidity of water, about three miles and an half northward from Liminge, and having jointly with those springs overfilled its bounds, takes its course on by Barham into the head of the Little Stour, at Bishopsborne, making a little river of its own size. These Nailbourns, or temporary land springs, are not unusaual in the parts of this country eastward of Sittingborne, for I know of but one, at Addington near Maidstone, which is on the other side of it. (fn. 1) Their time of breaking forth or continuance of running, is very uncertain; but whenever they do break forth, it is held by the common people as the forerunner of scarcity and dearness of corn and victuals. Sometimes they break out for one or perhaps two successive years, and at others with two, three, or more years intervention, and their running continues sometimes only for a few months, and at others for three or four years, as their springs afford a supply. (fn. 2)
Dr. Gale, in his Comment on Antorinus's Itinerary, conjectures that at this village of Leming two Roman ways, one from Lenham to Saltwood castle, and the other from Canterbury to Stutfal castle, intersected each other; as indeed they do at no great distance from it, nearer to Limne; and that the word Lemen, now by modern use written Leming, was by our early ancestors used to denote a public way. Hence that military way leading from Isurium to Cataractouium, is called Leming-lane, and the town near it Le- ming. So in the county of Gloucester, on the sosseway, there is a town called Lemington. Hence, he adds, that Durolevum, in this county, changed its name into Lenham, to signify its being situated on the public way or road; and perhaps the name of Ikenhill, very probably so called corruptly for Ickneld, in this parish before-mentioned, has still further strengthened this conjecture; there being said to have been two Roman ways of the name of Icknild-street, in this kingdom, though no one yet has determined precisely where they were.
¶The Manor of Liminge was part of the antient possessions of the monastery of Christ-church, in Canterbury, to which it had been given in the year 964, on the supperssion of the monastery founded in this parish by Ethelburga, called by some Eadburga, daughter of king Ethelbert, who by the favour of her brother king Eadbald, built this monastery to the honor of the blessed Virgin Mary, and of her own niece St. Mildred. Ethelburga, the founder, was buried in it, as was St. Mildred, whose bodies were afterwards removed by archbishop Lanfrance to St. Gregories church, in Canterbury. This monastery was at first said to consist of nuns, but afterwards came under the government of an abbot, and continued so, till suffering much by the continual ravages of the Danes, it was suppressed and granted to the monastery of Christ-church as before-mentioned. (fn. 3) The possessions of it here were given at different times during the Saxon heptarchy; some of them were given to this church of Liminge, in the time of archbishop Cuthbert, who had been abbot of it. After which this manor remained part of the possessions of the monastery of Christ-church, till archbishop Lanfranc dividing the revenues of his church between himself and his monks, this manor was allotted to the archbishop; in which state it continued at the time of taking the survey of Domesday, in which it is thus entered:
In Moniberge hundred, the archbishop himself holds Leminges, in demesne. It was taxed at seven sulings. The arable land is sixty carucates. In demesne there are four, and one hundred and one villeins, with sixteen borderers having fifty-five carucates. There is a church and ten servants, and one mill of thirty pence, and one fishery of forty eels, and thirty acres of pasture. Wood for the pannage of one hundred hogs.
There belong to it six burgesses in Hede. In the time of king Edward the Confessor it was worth twenty four pounds, and afterwards forty pounds, and now the like, and yet it yields sixty pounds.
Of this manor three tenants of the archbishop hold two sulings and an half, and half a yoke, and they have there five carucates in demesne, and twenty villeins, with sixteen borderers having five carucates and an half, and one servant, and two mills of seven shillings and six-pence, and forty acres of meadow. Wood for the pannage of eleven hogs. There are two churches. In the whole it was worth eleven pounds.
Thomas Bedingfield gave by will in 1691, a house and lands in the parish of St. Mary, Romney Marsh, this parish, and Woodchurch, towards the education and maintenance of poor children of the parishes of Smeeth, Liminge, and Dimchurch; and 10s. unto two poor women of each of the said parishes yearly. They are of the annual value of 54l. 10s. and are vested in trustees.
David Spycer, of this parish, by will in 1558, devised to the poor of it 20l. to be paid them yearly at 20s. a year.
There is an unendowed school here, for the teaching of boys and girls reading, writing, and accounts; and an alms-house, consisting of two dwellings, the donor of it to the parish unknown.
The poor constantly maintained are about fifty, casually 30.
Liminge is within the Eccelstical Jurisdiction of the diocese of Canterbury, and deanry of Elham.
¶The church, which is dedicated to St. Mary and St. Eadburgh, consists of two isles and a chancel, having a square tower steeple, with a low pointed turret on it, at the west end, in which are five bells. This church is handsome, being built of quarry stone. The arches and pillars on the north side of the south isle are elegant. In the chancel is a monument for William Hollway, esq. chief justice of Gibraltar, obt. 1767, who with his mother and wife, lie buried in a vault underneath, arms, Sable, two swords in saltier, argent. and memorials in it, as well as in the south isle, for the family of Sawkins. In the north isle a memorial for John Lyndon, A. M. vicar, obt. 1756. In the east window are the arms of the see of Canterbury impaling Bourchier; and in one of the south windows a bishop's head and mitre. On the outside of the steeple, are the arms of the see of Canterbury impaling Warham, that on the south side having a cardinal's hat over it. At the south-east corner of the chancel is a very remarkable buttress to it, the abutment being at some feet distance from the chancel, and joined to it by the half of a circular arch, seemingly very antient. In the church-yard are two tombs for the Scotts, of Longage. Henry Brockman, of Liminge, appears by his will in 1527, to have been buried in this church, and devised to the making of the steeple five pounds, as the work went forward; and David Spycer, of this parish, by will in 1558, devised to this church a chalice, of the price of five pounds. (fn. 10) This church, with the chapels of Stanford and Padlesworth annexed, was always accounted an appendage to the manor, and continued so till the 31st year of king Henry VIII. when the archbishop conveyed the manor to the king, but reserved the patronage and advowson of this church out of the grant to himself, by which means it became separated from the manor, and became an advowson in gross; and though the archbishop afterwards, by his deed anno 38 Henry VIII. conveyed it to the king and his heirs, and the king that same year granted it, with the manor and its appurtenances in fee, to Sir Anthony Aucher as before-mentioned, and it was possessed by the same owners as the manor from time to time, yet having been once separated, it could never be appendant to it again. Through which chain of ownership it afterwards came at length to lord Loughborough, and from him again to the Rev. Mr. Ralph Price, the present proprietor and patron of it.
The church of Liminge is exempt from the jurisdiction of the archdeacon. There is both a rectory and vicarage endorsed belonging to this church, which appears to have been before the 8th of king Richard II.
The rectory is a sinecure, and the vicar performs the whole service of the cure, but they both receive institution and induction, and although some years ago this establishment of it was attempted by the ordinary to be set aside as separate benefices, it was without effect, and the Rev. Mr. Ralph Price, the patron, continues to present to both rectory and vicarage.
The rectory, with the two chapels above-mentioned, is valued in the king's books at 21l. 10s. and the yearly tenths at 2l. 3s. Procurations 1l. 10s. The vicarage at 10l. 18s. 9d. and the yearly tenths at 1l. 1s. 10½d.
In 1588 here were communicants two hundred and eighty-three. In 1640 there were two hundred and fifty-five, and the vicarage was valued at eighty pounds.
The tithes and profits of this parish, and the glebeland, about forty acres, are now worth upwards of four hundred pounds per annum, exclusive of the chapels annexed to it. Mr. Sawbridge's estates in this parish, formerly park land, pay by custom only half a crown composition yearly, in lieu of tithes, but Westwood pays full tithes.
It appears by the register of Horton priory, that Liminge was once the head of a rural deanry, Sir Hugh, dean of Liminge, being mentioned as a witness to a dateless deed of Stephen de Heringod, of a gift of land to that priory, of about the reign of king Henry III. (fn. 11)
In the wake of a devastating apocalypse, the remnants of humanity, humanoids, androids, and visiting aliens face a chaotic and desolate world. Amidst the ruins, a fragile unity emerges, driven by the shared necessity to rebuild. As former boundaries blur, collaboration becomes a lifeline—a testament to resilience and the possibility of harmony even in the darkest times. This series captures the poignant beauty of an unlikely alliance forged in the crucible of survival.
Beneath the ashen skies, we stand,
Fragments of lives, of dreams unmanned.
Android hearts and alien eyes,
Reflect the echoes of human cries.
Where chaos reigns, we plant the seed,
Of unity born from mutual need.
No borders now, no walls, no chains,
Only the hope that life remains.
Through shattered halls, our voices soar,
A fragile hymn for what's in store.
Together we build, together we mend,
In this strange new world, where time may bend.
Ruins cradle hope,
Wires and flesh weave fragile dreams,
New worlds softly bloom.
Alien whispers,
Echo through the broken earth,
Harmony is born.
Chaos births anew,
Hands of steel and flesh entwine,
Life reclaims its throne.