+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

  

The origins of the Turbo Fury reach back to 1943, when the piston-driven Hawker Sea Fury's development was formally initiated in response to a wartime requirement of the RAF.

 

As the Second World War drew to a close, the RAF cancelled their order for the aircraft. However, the Royal Navy saw the type as a suitable carrier aircraft to replace a range of increasingly obsolete or poorly suited aircraft being operated by the Fleet Air Arm. Development of the Sea Fury proceeded, and the type began entering operational service in 1947.

 

The Sea Fury had many design similarities to Hawker's preceding Tempest fighter, but the Sea Fury was a considerably lighter aircraft. Both the Sea Fury's wings and fuselage originated from the Tempest but were significantly modified and redesigned.

 

The Sea Fury attracted international orders as both a carrier and land-based aircraft; it was operated by countries including Australia, Burma, Canada, Cuba, Egypt, West Germany, Iraq, and Pakistan. The Sea Fury was retired by the majority of its military operators in the late 1950s in favour of jet-propelled aircraft. One of the largest export customers for the type, Pakistan, went a different way.

 

A total of 87 new-build Sea Furies were purchased and delivered to Pakistan between 1950 and 1952, but some ex-FAA and Iraqi Sea Furies were also subsequently purchased.

 

The Sea Fury began to be replaced by the jet-powered North American F-86 Sabre in 1955, but it became quickly clear that the Sabre was primarily a fighter, not a ground attack aircraft. It also lacked adequate performance in 'hot and high' operation theatres, and the PAF's B-57 bombers were too big for certain CAS tasks, and their number highly limited.

 

Hence the decision was taken to modernize a part of the PAF Sea Fury fleet for the ground attack role. This was to be achieved with a better engine that would deliver more power, a better overall performance as well as an extended range for prolonged loiter times close to the potential battlefield.

 

Engine choice fell on the Allison T56 turboshaft engine, which had originally been developed for the C-130 Hercules transporter (later also installed in the P-3 and E-2) - the type had just been bought by the PAF, so that low maintenance cost due to parts and infrastructure commonality was expected. Pakistan Aeronautical Complex (commonly abbreviated 'PAC') was tasked to develop a suitable update, and this lead to the integration of a turboprop engine into the Sea Fury airframe.

 

For the relatively small Sea Fury airframe the T56 was downrated to 3.000 hp, to which approximately 750 lbs of thrust from its exhaust could be added. The latter was bifurcated and ran along the fuselage flanks, ending in fairings at the wings' trailing edge. In order to cope with the additional power, the original five-bladed propeller had to be replaced by a six-bladed, indigenously developed propeller. Together with the more pointed spinner and the raised propeller position, the Sea Fury's profile changed dramatically, even though the good field of view for the pilot was retained. Officially, the modified machines were just called 'Sea Fury FB.61', inofficially they were called 'Turbo Furies' or 'وایلار' (Urdu: Wailer), for their characteristic, penetrating engine and propeller sound.

 

Internally, structural reinforcements had to be made and new wing spars were introduced. These allowed higher g forces for low level maneuvers and also carried additional ordnance hardpoints under the outer wings - these enabled the aircraft to carry HVARs of American origin and/or several small caliber bombs instead of only a single pair of up to 1.000 lb (454 kg) caliber.

 

The last piston engine Sea Furies in Pakistani service were ultimately retired in 1960, while the Turbo Fury fleet was used throughout the 1965 India-Pakistan War. After the end of hostilities, the 'Turbo Furies' were quickly phased out since it had become clear that they had become too vulnerable in battlefield conditions.

 

Some of these machines were sold to Thailand, though, where it served with the Royal Thai Marine Corps (นาวิกโยธินแห่งราชอาณาจักรไทย) in the CAS role and saw frequent use: The Chanthaburi and Trat borders with Cambodia gave the Marine Corps Department its first assignment, safeguarding the coastline and southeastern border. Since 1970 the Marine Corps' Chanthaburi-Trat Task Force had been officially assigned the defense of this area.

 

During 1972 and 1973, Thai Marines were involved in the "Sam-Chai" anti-communist operations in Phetchabun Province and the "Pha-Phum" anti-communist operations in Chiang Rai Province. In 1973 and 1974, they took part in anti-communist operations in the southern provinces of Pattani, Yala and Narathiwat. After ten years of frequent and successful use, the end of the Thai TurBo Furies came - the type was retired in late 1975. Two specimen were sold into the USA to Flight Systems Inc., where the machines were de-militarized and modified to be used as fast low-level target tugs.

 

Still, the aircraft would see a late career for the USAF, even though only an indirect one - and ironically against another WWII veteran reincarnation! In 1971 Piper Aircraft Corp. at Lakeland, Florida, built for the USAF's PAVE COIN programm (calling for a simple aircraft tailored to the ground attack role for small armies) two Piper Enforcers by heavily modifying two existing P-51 Mustang aircraft and fitting them with Lycoming T55-L9A turboprop engines, along with numerous other significant modifications.

 

Prior to the PAVE COIN evaluation, N202PE was lost in a crash off the Florida Coast. Although the Enforcer performed well in PAVE COIN, Piper failed to secure a United States Air Force contract. Anyway, Piper kept on lobbying Congress for another 8 years to force the USAF to officially re-evaluate the Enforcer.

 

Eventually in the 1979 defense bill $11.9 million was allocated for Piper to build two new prototypes and for the USAF to perform another flight evaluation. Since the Enforcer was never in the Air Force inventory, it was not given an official military designation and did not receive an Air Force serial number. Instead, it carries the Piper designation PA-48 and Federal Aviation Administration (FAA) registration numbers N481PE and N482PE.

 

During 1983 and 1984 the PA-48s were pitted against several "modern" jets at 1984 at Eglin Air Force Base, Florida and Edwards Air Force Base, California. Beyond 'state of the art' competirion, the USAF wanted a direct competitor - and found Flight Systems Inc's Turbo Furies. One of these, aircraft N287FS, was leased in 1981 and revamped to military status in order to act as a further benchnmark and as aggressor.

 

By the time the machine had already undergone some major modifications, including an ejection seat for the pilot and a new five-bladed propeller plus exhaust dampers in order to minimize the machine's distinctive, penetrating noise.

Further modifications saw the re-installment of armament, including wing hardpoints and the respective wiring, as well as adding four 20mm cannon, this time domestic Pontiac M39A1 revolver cannon - easily recognizable through the longer gun barrels that protruded from the wings' leading edge.

 

During the two years of evaluation the revamped Turbo Fury fared well, while its sister ship remained in the target tug role - and it was the only machine to survive, since N287FS crashed on 8th of August 1984 at Eglin AB due to hydraulic failure, with the pilot escaping securely thanks to the new ejection seat.

  

General characteristics

Crew: One

Length: 36 ft 2 in (11.05 m)

Wingspan: 38 ft 43⁄4 in (11.69 m)

Height: 15 ft 101⁄2 in (4.84 m)

Wing area: 280 ft2 (26.01 m2)

Empty weight: 10.500 lb (4.767 kg)

Loaded weight: 14,100 lb (6.400 kg)

Max. takeoff weight: 15,650 lb (7.105 kg)

 

Powerplant:

1× Allison T56 turboshaft engine rated at 2.206 kW (3.000 hp) plus 750 lbs of residual thrust

 

Performance:

Maximum speed: 490 mph (427 knots, 790 km/h) at 18,000 ft (5,500 m)

Range: 700 mi (609 nmi, 1,126 km) with internal fuel;

1,040 mi (904 nmi, 1,674 km) with two drop tanks

Service ceiling: 35,800 ft (10,910 m)

Rate of climb: 4,320 ft/min (21.9 m/s)

 

Armament:

4× 20 mm (0.787 in) Pontiac M39A1 revolver cannon

Eight underwing hardpoints for an external load of 4.000 lb (1.814 kg),

including bombs, unguided rockets, napalm tanks or drop tanks

 

The kit and its assembly:

Turbo Fury V3.0, spinning forth the initial fictional background story of this whif conversion. The combination of a WWII figher design and a C-130 Hercules sounds unlikely, but that's what I built. The idea of revamped piston-engine aircraft for a post-WWII-use has its charm and continually brings forth impressive designs, like the real world Piper PA-48.

 

Inspiration came with a set of 1:72 aftermarket C-130J resin engine nacelles from OzMods, which I had bunkered a while ago. This time the engine was mated again to the single seater kit from Pioneer2/PM Models. The Hercules engines are an almost perfect fit - the original fuselage just had to be cut away behind the original exhaust reflectors. Some sculpting had to be done on both sides, and the wing roots filled up in order to match the new, more narrow engine, but things went really smoothly.

 

This time, the Turbo Fury was to have a more modern touch - we are in the 80ies now. So I decided to use the original C-130 sickle blades that come with the OzMods conversion kit, even though I only used five of them instead of six (the spinner was modified accordingly). Another idea was to conceal the original exhaust pipes under the cockpit - I scratched dampers with intakes that would muffle engine sound and mix the hot gases with fresh air. These break up the sleek lines of the Fury, but I think that this installation makes sense, also as a potential survival measure that reduces the aircraft's IR signature?

 

Otherwise, only little things were changed. In the cockpit a new seat and a dashboard cover were added. The underwing hardpoints were new, too, and I added some antennae for a more modern and purposeful look. All pylons are new, and the bomb ordnance was puzzled together from the spares box, including four Rockeye CBUs from an Italeri F-16, an camera pod (from an Italeri F-18, IIRC) and a single ACMI pod from an Italeri F-21.

 

Painting and markings:

Piper's PA-48 was a bit of inspiration for this build, and I wanted the final Turbo Fury to be an American aircraft. USAF use would have been unlikely, though, but a private operator like Flight Systems Inc. (Which also operated F-86 as target tugs!) opened a new opportunity, as well as the historic trials of the PA-48 in the early 80ies.

 

Well, how to paint the Turbo Fury? An early idea had been a simple, all Gunship Grey aircraft with low-viz markings, but I eventually settled for the contemporary "USMC Land Scheme", applied to helicopters (AH-1, CH-46) and some of the USMC's OA-10. On a classic airframe like the Sea Fury's it would look totally anachronistic - but for an aggressor and test aircraft? Why not?

 

This wraparound scheme consists of grey, green and black - I used FS 35237 (Humbrol 145), FS 34097 (Humbrol 105) and FS 37038 (Humbrol 85, slightly lightened with some Humbrol 32 Dark Grey). The cockpit interior was kept in dark gray, the landing gear is in Aluminum, just like on the former builds of this series.

 

As per usual the kit received a light black ink wash and some dry painting that emphasizes the panel lines.

 

Decals were puzzled together from the scrap box, with some typical US markings and modern stencils.

  

Even though the paint finish turned out to look a bit more worn than initially intended, I am very happy with the result of this "Final Turbo Fury", esp. with its modern details. It looks rather odd and purposeful! And there's still one Hercules engine left... maybe a forth Turbo Fury might come forth, in the hands of another obscure operator's hands. ;)

 

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

  

The Sea Fury was a British fighter aircraft designed and manufactured by Hawker. It was the last propeller-driven fighter to serve with the Royal Navy, and also one of the fastest production single piston-engined aircraft ever built. Developed during the Second World War, the Sea Fury entered service two years after the war ended. The Sea Fury proved to be a popular aircraft with a number of overseas militaries, and it was successfully used during the Korean War in the early 1950s where it could keep up with 1st generatiom jet fighters like the MiG-15.

 

The Sea Fury's development was formally initiated in 1943 in response to a wartime requirement of the RAF, thus the aircraft was initially named Fury. As the Second World War drew to a close, the RAF cancelled their order for the aircraft. However, the Royal Navy saw the type as a suitable carrier aircraft to replace a range of increasingly obsolete or poorly suited aircraft being operated by the Fleet Air Arm. Development of the Sea Fury proceeded, and the type began entering operational service in 1947.

 

The Sea Fury had many design similarities to Hawker's preceding Tempest fighter, but the Sea Fury was a considerably lighter aircraft. Both the Sea Fury's wings and fuselage originated from the Tempest but were significantly modified and redesigned. Production Sea Furies were fitted with the powerful Bristol Centaurus engine, and armed with four wing-mounted Hispano V 20mm cannons. While originally developed as a pure aerial fighter aircraft, the definitive Sea Fury FB 11 was a fighter-bomber, the design having been found suitable for this mission as well.

 

The Sea Fury attracted international orders as both a carrier and land-based aircraft; it was operated by countries including Australia, Burma, Canada, Cuba, Egypt, West Germany, Iraq, and Pakistan. The Sea Fury was retired by the majority of its military operators in the late 1950s in favour of jet-propelled aircraft. One of the largest export customers for the type, Pakistan, went a different way.

 

Originally, an initial order for 50 Sea Fury FB 60 aircraft for the Pakistan Air Force (PAF) was placed in 1949. A total of 87 new-build Sea Furies were purchased and delivered between 1950 and 1952, but some ex-FAA and Iraqi Sea Furies were also subsequently purchased.

 

The aircraft was operated by three frontline squadrons, Nos. 5, 9, and 14 Squadrons.

The Sea Fury began to be replaced by the jet-powered North American F-86 Sabre in 1955, but it became quickly clear that the Sabre was primarily a fighter, not a ground attack aircraft. It also lacked adequate performance in 'hot and high' operation theatres, and the PAF's B-57 bombers were too big for certain CAS tasks, and their number highly limited.

 

Hence the decision was taken to modernize a part of the PAF Sea Fury fleet for the ground attack role. This was to be achieved with a better engine that would deliver more power, a better overall performance as well as an extended range for prolonged loiter times close to the potential battlefield.

 

Engine choice fell on the Allison T56 turboshaft engine, which had originally been developed for the C-130 Hercules transporter (later also installed in the P-3 and E-2) - the type had just been bought by the PAF, so that low maintenance cost due to parts and infrastructure commonality was expected. Pakistan Aeronautical Complex (commonly abbreviated 'PAC') was tasked to develop a suitable update, and this lead to the integration of a turboprop engine into the Sea Fury airframe.

 

For the relatively small Sea Fury airframe the T56 was downrated to 3.000 hp, to which approximately 750 lbs of thrust from its exhaust could be added. The latter was bifurcated and ran along the fuselage flanks, ending in fairings at the wings' trailing edge. In order to cope with the additional power, the original five-bladed propeller had to be replaced by a six-bladed, indigenously developed propeller. Together with the more pointed spinner and the raised propeller position, the Sea Fury's profile changed dramatically, even though the good field of view for the pilot was retained.

 

Internally, structural reinforcements had to be made and new wing spars were introduced. These allowed higher g forces for low level maneuvers and also carried additional ordnance hardpoints under the outer wings - these enabled the aircraft to carry HVARs of American origin and/or several small caliber bombs instead of only a single pair of up to 1.000 lb (454 kg) caliber.

 

Unpretentiously, these modified Sea Furies just received a new 'Sea Fury FB.71' designation. Inofficially they were called 'Turbo Furies' or 'وایلار' (Urdu: Wailer), for their characteristic, penetrating engine and propeller sound.

 

The last piston engine Sea Furies in Pakistani service were ultimately retired in 1960, while the Turbo Fury fleet was kept in service, and they even fired in anger during the 1965 India-Pakistan War. The PAF fleet at that time consisted of 12 F-104 Starfighters, some 120 F-86 Sabres, around 20 B-57 Canberra bombers and still almost all converted 30 Furys. The latter were primarily used against small ground targets like tanks, supply trucks and single buildings, and achieved some success - but the permament threat from Indian fighters like the agile Hawker Hunter or the Folland Gnat limited efficacy. Air superiority was not achieved, from neither side. Thus 1965 was a stalemate in terms of the air war.

 

After the end of hostilities, the 'Turbo Furies' were quickly phased out since it had become clear that they had become too vulnerable in battlefield conditions.

  

General characteristics

Crew: One

Length: 36 ft 2 in (11.05 m)

Wingspan: 38 ft 43⁄4 in (11.69 m)

Height: 15 ft 101⁄2 in (4.84 m)

Wing area: 280 ft2 (26.01 m2)

Empty weight: 10.500 lb (4.767 kg)

Loaded weight: 14,100 lb (6.400 kg)

Max. takeoff weight: 15,650 lb (7.105 kg)

 

Powerplant:

1× Allison T56 turboshaft engine rated at 2.206 kW (3.000 hp) plus 750 lbs of residual thrust

 

Performance:

Maximum speed: 490 mph (427 knots, 790 km/h) at 18,000 ft (5,500 m)

Range: 700 mi (609 nmi, 1,126 km) with internal fuel;

1,040 mi (904 nmi, 1,674 km) with two drop tanks

Service ceiling: 35,800 ft (10,910 m)

Rate of climb: 4,320 ft/min (21.9 m/s)

 

Armament:

4× 20 mm (.79 in) Hispano Mk V cannons in the wings

Eight underwing hardpoints for an external load of 4.000 lb (1.814 kg),

including bombs, unguided rockets, napalm tanks or drop tanks

  

The kit and its assembly:

Well, the combination of a WWII figher design and a C-130 Hercules sounds like an unlikely combination, but that's what I built. The idea of revamped piston-engine aircraft for a post-WWII-use has its charm and continually brings forth impressive designs, so here's another contribution to that wild bunch of whifs.

 

Inspiration came with a set of 1:72 aftermarket C-130J resin engine nacelles from OzMods, which I had bunkered a while ago. One idea had been to modify a P-51 Mustang, as an alternative to the Cavalier Enforcer. But then I remembered the very succesful Hawker Sea Fury and its many international users - and a check with a fuselage confirmed that an engine swap might be rather easy!

 

The kit I used is the simple but solid Sea Fury from Pioneer2/PM Models. The Hercules engines are an almost perfect fit - the original fuselage just had to be cut away behind the original exhaust reflectors. Some sculpting had to be done on both sides, and the wing roots filled up in order to match the new, more narrow engine, but things went really smoothly.

 

For the turboprop's exhaust I drilled up oval holes on the fuselage flanks, under the cockpit, and inserted styrene tubes - the best position I could think of?

 

The spinner comes from the OzMods set, too, but the C-130J sickle-shaped propeller blades were just a bit too modern and too large for the Sea Fury. I was lucky to have some spare blades from a Pavla propeller set for the Academy B-24 Liberator - these were attached to the pointed spinner, and it looks menacing!

 

Otherwise, only littel things were changed. In the cockpit a new seat and a dashboard cover were added. The underwing hardpoints were new, too, and I added some antennae for a more modern and purposeful look of the aicraft.

 

All pylons are new, and the bomb ordnance was puzzled together from the spares box.

  

Painting and markings:

It took a while to settle on a user and a respective livery. The Netherlands had been a serious option, Myanmar and Morocco, too, but I eventually settled for Pakistan because the timeframe would provide a plausible story, and the PAF would also provide a good, if not unique, paint scheme.

 

Most PAF Sea Furies had been painted in Mid Stone/Dark Earth/Azure Blue, but some had the dark brown tone replaced by an "Olive Green". I was not able to turn up a photo of such an aircraft, only a profile, though, so there's some guessing involved.

 

Basic colors are Humbrol 84 (Mid Stone), Modelmaster #2091 (RLM 82) and #2087 (RLM 78), later shaded with Humbrol 83 (ochre), 102 and FS 35414.

 

The cockpit interior was kept in very dark gray, the landing gear is in Aluminum.

 

Decals come 100% from the Pakistani option from PM Model's Sea Fury T.61 trainer - they were printed slighlty offset, but I rolled with it as the flaw is not very obvious.

  

In the end, the "Turbo Fury" looks very conclusive, and the whole thing was tinkered together in less than 3 days (plus some time for the pics). And the conversion is rather easy to realize - there are more potential users of this whiffy creation...

Kashgar is an oasis city with an approximate population of 350,000. It is the westernmost city in China, located near the border with Tajikistan and Kyrgyzstan. Kashgar has a rich history of over 2,000 years and served as a trading post and strategically important city on the Silk Road between China, the Middle East, and Europe. Kashgar is part of the China–Pakistan Economic Corridor.

 

Located historically at the convergence point of widely varying cultures and empires, Kashgar has been under the rule of the Chinese, Turkic, Mongol, and Tibetan empires. The city has also been the site of an extraordinary number of battles between various groups of people on the steppes.

 

Now administered as a county-level unit of the People's Republic of China, Kashgar is the administrative centre of its eponymous prefecture in the Xinjiang Uyghur Autonomous Region which has an area of 162,000 square kilometres and a population of approximately 3.5 million. The city's urban area covers 15 km2, though its administrative area extends over 555 km2.

 

NAME

The modern Chinese name is 喀什 (Kāshí), a shortened form of the longer and less-frequently used (simplified Chinese: 喀什噶尔; traditional Chinese: 喀什噶爾; pinyin: Kāshígé’ěr; Uyghur: قەشقەر‎). Ptolemy (AD 90-168), in his Geography, Chapter 15.3A, refers to Kashgar as “Kasi”. Its western and probably indigenous name is the Kāš ("rock"), to which the East Iranian -γar ("mountain"); cf. Pashto and Middle Persian gar/ġar, from Old Persian/Pahlavi girīwa ("hill; ridge (of a mountain)") was attached. Alternative historical Romanizations for "Kashgar" include Cascar and Cashgar.

 

Non-native names for the city, such as the old Chinese name Shule 疏勒 and Tibetan Śu-lig may have originated as an attempts to transcribe the Sanskrit name for Kashgar, Śrīkrīrāti ("fortunate hospitality")

 

Variant transcriptions of the official Uyghur: يېڭىشەھەر‎ include: K̂äxk̂är or Kaxgar, as well as Jangi-schahr, Kashgar Yangi Shahr, K’o-shih-ka-erh, K’o-shih-ka-erh-hsin-ch’eng, Ko-shih-ka-erh-hui-ch’eng, K’o-shih-ko-erh-hsin-ch’eng, New Kashgar, Sheleh, Shuleh, Shulen, Shu-lo, Su-lo, Su-lo-chen, Su-lo-hsien, Yangi-shaar, Yangi-shahr, Yangishar, Yéngisheher, Yengixəh̨ər and Еңишәһәр.

 

HISTORY

HAN DYNASTY

The earliest mention of Kashgar occurs when a Chinese Han dynasty envoy traveled the Northern Silk Road to explore lands to the west.

 

Another early mention of Kashgar is during the Former Han (also known as the Western Han dynasty), when in 76 BC the Chinese conquered the Xiongnu, Yutian (Khotan), Sulei (Kashgar), and a group of states in the Tarim basin almost up to the foot of the Tian Shan range.

 

Ptolemy speaks of Scythia beyond the Imaus, which is in a “Kasia Regio”, probably exhibiting the name from which Kashgar and Kashgaria (often applied to the district) are formed. The country’s people practised Zoroastrianism and Buddhism before the coming of Islam.

 

In the Book of Han, which covers the period between 125 BC and 23 AD, it is recorded that there were 1,510 households, 18,647 people and 2,000 persons able to bear arms. By the time covered by the Book of the Later Han (roughly 25 to 170 AD), it had grown to 21,000 households and had 3,000 men able to bear arms.

 

The Book of the Later Han provides a wealth of detail on developments in the region:

 

"In the period of Emperor Wu [140-87 BC], the Western Regions1 were under the control of the Interior [China]. They numbered thirty-six kingdoms. The Imperial Government established a Colonel [in charge of] Envoys there to direct and protect these countries. Emperor Xuan [73-49 BC] changed this title [in 59 BC] to Protector-General.

 

Emperor Yuan [40-33 BC] installed two Wuji Colonels to take charge of the agricultural garrisons on the frontiers of the king of Nearer Jushi [Turpan].

 

During the time of Emperor Ai [6 BC-AD 1] and Emperor Ping [AD 1-5], the principalities of the Western Regions split up and formed fifty-five kingdoms. Wang Mang, after he usurped the Throne [in AD 9], demoted and changed their kings and marquises. Following this, the Western Regions became resentful, and rebelled. They, therefore, broke off all relations with the Interior [China] and, all together, submitted to the Xiongnu again.

 

The Xiongnu collected oppressively heavy taxes and the kingdoms were not able to support their demands. In the middle of the Jianwu period [AD 25-56], they each [Shanshan and Yarkand in 38, and 18 kingdoms in 45], sent envoys to ask if they could submit to the Interior [China], and to express their desire for a Protector-General. Emperor Guangwu, decided that because the Empire was not yet settled [after a long period of civil war], he had no time for outside affairs, and [therefore] finally refused his consent [in AD 45].

 

In the meantime, the Xiongnu became weaker. The king of Suoju [Yarkand], named Xian, wiped out several kingdoms. After Xian’s death [c. AD 62], they began to attack and fight each other. Xiao Yuan [Tura], Jingjue [Cadota], Ronglu [Niya], and Qiemo [Cherchen] were annexed by Shanshan [the Lop Nur region]. Qule [south of Keriya] and Pishan [modern Pishan or Guma] were conquered and fully occupied by Yutian [Khotan]. Yuli [Fukang], Danhuan, Guhu [Dawan Cheng], and Wutanzili were destroyed by Jushi [Turpan and Jimasa]. Later these kingdoms were re-established.

 

During the Yongping period [AD 58-75], the Northern Xiongnu forced several countries to help them plunder the commanderies and districts of Hexi. The gates of the towns stayed shut in broad daylight."

 

And, more particularly in reference to Kashgar itself, is the following record:

 

"In the sixteenth Yongping year of Emperor Ming 73, Jian, the king of Qiuci (Kucha), attacked and killed Cheng, the king of Shule (Kashgar). Then he appointed the Qiuci (Kucha) Marquis of the Left, Douti, King of Shule (Kashgar). ‹See TfD›

In winter 73, the Han sent the Major Ban Chao who captured and bound Douti. He appointed Zhong, the son of the elder brother of Cheng, to be king of Shule (Kashgar). Zhong later rebelled. (Ban) Chao attacked and beheaded him."

 

THE KUSHANS

The Book of the Later Han also gives the only extant historical record of Yuezhi or Kushan involvement in the Kashgar oasis:

 

"During the Yuanchu period (114-120) in the reign of Emperor, the king of Shule (Kashgar), exiled his maternal uncle Chenpan to the Yuezhi (Kushans) for some offence. The king of the Yuezhi became very fond of him. Later, Anguo died without leaving a son. His mother directed the government of the kingdom. She agreed with the people of the country to put Yifu (lit. “posthumous child”), who was the son of a full younger brother of Chenpan on the throne as king of Shule (Kashgar). Chenpan heard of this and appealed to the Yuezhi (Kushan) king, saying:

 

"Anguo had no son. His relative (Yifu) is weak. If one wants to put on the throne a member of (Anguo’s) mother’s family, I am Yifu’s paternal uncle, it is I who should be king."

 

The Yuezhi (Kushans) then sent soldiers to escort him back to Shule (Kashgar). The people had previously respected and been fond of Chenpan. Besides, they dreaded the Yuezhi (Kushans). They immediately took the seal and ribbon from Yifu and went to Chenpan, and made him king. Yifu was given the title of Marquis of the town of Pangao [90 li, or 37 km, from Shule].

 

‹See TfD›

Then Suoju (Yarkand) continued to resist Yutian (Khotan), and put themselves under Shule (Kashgar). Thus Shule (Kashgar), became powerful and a rival to Qiuci (Kucha) and Yutian (Khotan)."

 

However, it was not very long before the Chinese began to reassert their authority in the region:

 

“In the second Yongjian year (127), during Emperor Shun’s reign, Chenpan sent an envoy to respectfully present offerings. The Emperor bestowed on Chenpan the title of Great Commandant-in-Chief for the Han. Chenxun, who was the son of his elder brother, was appointed Temporary Major of the Kingdom. ‹See TfD›

In the fifth year (130), Chenpan sent his son to serve the Emperor and, along with envoys from Dayuan (Ferghana) and Suoju (Yarkand), brought tribute and offerings.”

 

From an earlier part of the same text comes the following addition:

 

“In the first Yangjia year (132), Xu You sent the king of Shule (Kashgar), Chenpan, who with 20,000 men, attacked and defeated Yutian (Khotan). He beheaded several hundred people, and released his soldiers to plunder freely. He replaced the king [of Jumi] by installing Chengguo from the family of [the previous king] Xing, and then he returned.”[38]

 

Then the first passage continues:

 

“In the second Yangjia year (133), Chenpan again made offerings (including) a lion and zebu cattle. ‹See TfD›

 

Then, during Emperor Ling’s reign, in the first Jianning year, the king of Shule (Kashgar) and Commandant-in-Chief for the Han (i.e. presumably Chenpan), was shot while hunting by the youngest of his paternal uncles, Hede. Hede named himself king.

‹See TfD›

In the third year (170), Meng Tuo, the Inspector of Liangzhou, sent the Provincial Officer Ren She, commanding five hundred soldiers from Dunhuang, with the Wuji Major Cao Kuan, and Chief Clerk of the Western Regions, Zhang Yan, brought troops from Yanqi (Karashahr), Qiuci (Kucha), and the Nearer and Further States of Jushi (Turpan and Jimasa), altogether numbering more than 30,000, to punish Shule (Kashgar). They attacked the town of Zhenzhong [Arach − near Maralbashi] but, having stayed for more than forty days without being able to subdue it, they withdrew. Following this, the kings of Shule (Kashgar) killed one another repeatedly while the Imperial Government was unable to prevent it.”

 

THREE KINGDOMS TO THE SUI

These centuries are marked by a general silence in sources on Kashgar and the Tarim Basin.

 

The Weilüe, composed in the second third of the 3rd century, mentions a number of states as dependencies of Kashgar: the kingdom of Zhenzhong (Arach?), the kingdom of Suoju (Yarkand), the kingdom of Jieshi, the kingdom of Qusha, the kingdom of Xiye (Khargalik), the kingdom of Yinai (Tashkurghan), the kingdom of Manli (modern Karasul), the kingdom of Yire (Mazar − also known as Tágh Nák and Tokanak), the kingdom of Yuling, the kingdom of Juandu (‘Tax Control’ − near modern Irkeshtam), the kingdom of Xiuxiu (‘Excellent Rest Stop’ − near Karakavak), and the kingdom of Qin.

 

However, much of the information on the Western Regions contained in the Weilüe seems to have ended roughly about (170), near the end of Han power. So, we can’t be sure that this is a reference to the state of affairs during the Cao Wei (220-265), or whether it refers to the situation before the civil war during the Later Han when China lost touch with most foreign countries and came to be divided into three separate kingdoms.

 

Chapter 30 of the Records of the Three Kingdoms says that after the beginning of the Wei Dynasty (220) the states of the Western Regions did not arrive as before, except for the larger ones such as Kucha, Khotan, Kangju, Wusun, Kashgar, Yuezhi, Shanshan and Turpan, who are said to have come to present tribute every year, as in Han times.

 

In 270, four states from the Western Regions were said to have presented tribute: Karashahr, Turpan, Shanshan, and Kucha. Some wooden documents from Niya seem to indicate that contacts were also maintained with Kashgar and Khotan around this time.

 

In 422, according to the Songshu, ch. 98, the king of Shanshan, Bilong, came to the court and "the thirty-six states in the Western Regions" all swore their allegiance and presented tribute. It must be assumed that these 36 states included Kashgar.

 

The "Songji" of the Zizhi Tongjian records that in the 5th month of 435, nine states: Kucha, Kashgar, Wusun, Yueban, Tashkurghan, Shanshan, Karashahr, Turpan and Sute all came to the Wei court.

 

In 439, according to the Weishu, ch. 4A, Shanshan, Kashgar and Karashahr sent envoys to present tribute.

 

According to the Weishu, ch. 102, Chapter on the Western Regions, the kingdoms of Kucha, Kashgar, Wusun, Yueban, Tashkurghan, Shanshan, Karashahr, Turpan and Sute all began sending envoys to present tribute in the Taiyuan reign period (435-440).

 

In 453 Kashgar sent envoys to present tribute (Weishu, ch. 5), and again in 455.

 

An embassy sent during the reign of Wencheng Di (452-466) from the king of Kashgar presented a supposed sacred relic of the Buddha; a dress which was incombustible.

 

In 507 Kashgar, is said to have sent envoys in both the 9th and 10th months (Weishu, ch. 8).

 

In 512, Kashgar sent envoys in the 1st and 5th months. (Weishu, ch. 8).

 

Early in the 6th century Kashgar is included among the many territories controlled by the Yeda or Hephthalite Huns, but their empire collapsed at the onslaught of the Western Turks between 563 and 567 who then probably gained control over Kashgar and most of the states in the Tarim Basin.

 

TANG DYNASTY

The founding of the Tang dynasty in 618 saw the beginning of a prolonged struggle between China and the Western Turks for control of the Tarim Basin. In 635, the Tang Annals reported an emissary from the king of Kashgar to the Tang capital. In 639 there was a second emissary bringing products of Kashgar as a token of submission to the Tang state.

 

Buddhist scholar Xuanzang passed through Kashgar (which he referred to as Ka-sha) in 644 on his return journey from India to China. The Buddhist religion, then beginning to decay in India, was active in Kashgar. Xuanzang recorded that they flattened their babies heads, tattooed their bodies and had green eyes. He reported that Kashgar had abundant crops, fruits and flowers, wove fine woolen stuffs and rugs. Their writing system had been adapted from Indian script but their language was different from that of other countries. The inhabitants were sincere Buddhist adherents and there were some hundreds of monasteries with more than 10,000 followers, all members of the Sarvastivadin School.

 

At around the same era, Nestorian Christians were establishing bishoprics at Herat, Merv and Samarkand, whence they subsequently proceeded to Kashgar, and finally to China proper itself.

 

In 646, the Turkic Kagan asked for the hand of a Tang Chinese princess, and in return the Emperor promised Kucha, Khotan, Kashgar, Karashahr and Sarikol as a marriage gift, but this did not happen as planned.

 

In a series of campaigns between 652 and 658, with the help of the Uyghurs, the Chinese finally defeated the Western Turk tribes and took control of all their domains, including the Tarim Basin kingdoms. Karakhoja was annexed in 640, Karashahr during campaigns in 644 and 648, and Kucha fell in 648.

 

In 662 a rebellion broke out in the Western Regions and a Chinese army sent to control it was defeated by the Tibetans south of Kashgar.

 

After another defeat of the Tang Chinese forces in 670, the Tibetans gained control of the whole region and completely subjugated Kashgar in 676-8 and retained possession of it until 692, when the Tang dynasty regained control of all their former territories, and retained it for the next fifty years.

 

In 722 Kashgar sent 4,000 troops to assist the Chinese to force the "Tibetans out of "Little Bolu" or Gilgit.

 

In 728, the king of Kashgar was awarded a brevet by the Chinese emperor.

 

In 739, the Tangshu relates that the governor of the Chinese garrison in Kashgar, with the help of Ferghana, was interfering in the affairs of the Turgesh tribes as far as Talas.

 

In 751 the Chinese were defeated by an Arab army in the Battle of Talas. The An Lushan Rebellion led to the decline of Tang influence in Central Asia due to the fact that the Tang dynasty was forced to withdraw its troops from the region to fight An Lushan. The Tibetans cut all communication between China and the West in 766.

 

Soon after the Chinese pilgrim monk Wukong passed through Kashgar in 753. He again reached Kashgar on his return trip from India in 786 and mentions a Chinese deputy governor as well as the local king.

 

BATTLES WITH ARAB CALIPHATE

In 711, the Arabs invaded Kashgar, but did not hold the city for any length of time. Kashgar and Turkestan lent assistance to the reigning queen of Bukhara, to enable her to repel the Arabs. Although the Muslim religion from the very commencement sustained checks, it nevertheless made its weight felt upon the independent states of Turkestan to the north and east, and thus acquired a steadily growing influence. It was not, however, till the 10th century that Islam was established at Kashgar, under the Kara-Khanid Khanate.

 

THE TURKIC RULE

According to the 10th-century text, Hudud al-'alam, "the chiefs of Kashghar in the days of old were from the Qarluq, or from the Yaghma." The Karluks, Yaghmas and other tribes such as the Chigils formed the Karakhanids. The Karakhanid Sultan Satuq Bughra Khan converted to Islam in the 10th century and captured Kashgar. Kashgar was the capital of the Karakhanid state for a time but later the capital was moved to Balasaghun. During the latter part of the 10th century, the Muslim Karakhanids began a struggle against the Buddhist Kingdom of Khotan, and the Khotanese defeated the Karakhanids and captured Kashgar in 970. Chinese sources recorded the king of Khotan offering to send them a dancing elephant captured from Kashgar. Later in 1006, the Karakhanids of Kashgar under Yusuf Kadr Khan conquered Khotan.

 

The Karakhanid Khanate however was beset with internal strife, and the khanate split into two, the Eastern and Western Karakhanid Khanates, with Kashgar falling within the domain of the Eastern Karakhanid state. In 1089, the Western Karakhanids fell under the control of the Seljuks, but the Eastern Karakhanids was for the most part independent.

 

Both the Karakhanid states were defeated in the 12th century by the Kara-Khitans who captured Balasaghun, however Karakhanid rule continued in Kashgar under the suzerainty of the Kara-Khitans. The Kara-Khitan rulers followed a policy of religious tolerance, Islamic religious life continued uninterrupted and Kashgar was also a Nestorian metropolitan see. The last Karakhanid of Kashgar was killed in a revolt in 1211 by the city's notables. Kuchlug, a usurper of the throne of the Kara-Khitans, then attacked Kashgar which finally surrendered in 1214.

 

THE MONGOLS

The Kara-Khitai in their turn were swept away in 1219 by Genghis Khan. After his death, Kashgar came under the rule of the Chagatai Khans. Marco Polo visited the city, which he calls Cascar, about 1273-4 and recorded the presence of numerous Nestorian Christians, who had their own churches. Later In the 14th century, a Chagataid khan Tughluq Timur converted to Islam, and Islamic tradition began to reassert its ascendancy.

 

In 1389−1390 Tamerlane ravaged Kashgar, Andijan and the intervening country. Kashgar endured a troubled time, and in 1514, on the invasion of the Khan Sultan Said, was destroyed by Mirza Ababakar, who with the aid of ten thousand men built a new fort with massive defences higher up on the banks of the Tuman river. The dynasty of the Chagatai Khans collapsed in 1572 with the division of the country among rival factions; soon after, two powerful Khoja factions, the White and Black Mountaineers (Ak Taghliq or Afaqi, and Kara Taghliq or Ishaqi), arose whose differences and war-making gestures, with the intermittent episode of the Oirats of Dzungaria, make up much of recorded history in Kashgar until 1759. The Dzungar Khanate conquered Kashgar and set up the Khoja as their puppet rulers.

 

QING CONQUEST

The Qing dynasty defeated the Dzungar Khanate during the Ten Great Campaigns and took control of Kashgar in 1759. The conquerors consolidated their authority by settling other ethnics emigrants in the vicinity of a Manchu garrison.

 

Rumours flew around Central Asia that the Qing planned to launch expeditions towards Transoxiana and Samarkand, the chiefs of which sought assistance from the Afghan king Ahmed Shah Abdali. The alleged expedition never happened so Ahmad Shah withdrew his forces from Kokand. He also dispatched an ambassador to Beijing to discuss the situation of the Afaqi Khojas, but the representative was not well received, and Ahmed Shah was too busy fighting off the Sikhs to attempt to enforce his demands through arms.

The Qing continued to hold Kashgar with occasional interruptions during the Afaqi Khoja revolts. One of the most serious of these occurred in 1827, when the city was taken by Jahanghir Khoja; Chang-lung, however, the Qing general of Ili, regained possession of Kashgar and the other rebellious cities in 1828.

 

The Kokand Khanate raided Kashgar several times. A revolt in 1829 under Mahommed Ali Khan and Yusuf, brother of Jahanghir resulted in the concession of several important trade privileges to the Muslims of the district of Altishahr (the "six cities"), as it was then called.

 

The area enjoyed relative calm until 1846 under the rule of Zahir-ud-din, the local Uyghur governor, but in that year a new Khoja revolt under Kath Tora led to his accession as the authoritarian ruler of the city. However, his reign was brief—at the end of seventy-five days, on the approach of the Chinese, he fled back to Khokand amid the jeers of the inhabitants. The last of the Khoja revolts (1857) was of about equal duration, and took place under Wali-Khan, who murdered the well-known traveler Adolf Schlagintweit.

 

1862 CHINESE HUI REVOLT

The great Dungan revolt (1862–1877) involved insurrection among various Muslim ethnic groups. It broke out in 1862 in Gansu then spread rapidly to Dzungaria and through the line of towns in the Tarim Basin.

 

Dungan troops based in Yarkand rose and in August 1864 massacred some seven thousand Chinese and their Manchu commander. The inhabitants of Kashgar, rising in their turn against their masters, invoked the aid of Sadik Beg, a Kyrgyz chief, who was reinforced by Buzurg Khan, the heir of Jahanghir Khoja, and his general Yakub Beg. The latter men were dispatched at Sadik’s request by the ruler of Khokand to raise what troops they could to aid his Muslim friends in Kashgar.

 

Sadik Beg soon repented of having asked for a Khoja, and eventually marched against Kashgar, which by this time had succumbed to Buzurg Khan and Yakub Beg, but was defeated and driven back to Khokand. Buzurg Khan delivered himself up to indolence and debauchery, but Yakub Beg, with singular energy and perseverance, made himself master of Yangi Shahr, Yangi-Hissar, Yarkand and other towns, and eventually became sole master of the country, Buzurg Khan proving himself totally unfit for the post of ruler.

 

With the overthrow of Chinese rule in 1865 by Yakub Beg (1820–1877), the manufacturing industries of Kashgar are supposed to have declined.

 

Yaqub Beg entered into relations and signed treaties with the Russian Empire and the British Empire, but when he tried to get their support against China, he failed.

 

Kashgar and the other cities of the Tarim Basin remained under Yakub Beg’s rule until May 1877, when he died at Korla. Thereafter Kashgaria was reconquered by the forces of the Qing general Zuo Zongtang during the Qing reconquest of Xinjiang.

 

QING RULE

There were eras in Xinjiang's history where intermarriage was common, "laxity" which set upon Uyghur women led them to marry Chinese men and not wear the veil in the period after Yaqub Beg's rule ended, it is also believed by Uyghurs that some Uyghurs have Han Chinese ancestry from historical intermarriage, such as those living in Turpan.

 

Even though Muslim women are forbidden to marry non-Muslims in Islamic law, from 1880-1949 it was frequently violated in Xinjiang since Chinese men married Muslim Turki (Uyghur) women, a reason suggested by foriengers that it was due to the women being poor, while the Turki women who married Chinese were labelled as whores by the Turki community, these marriages were illegitimate according to Islamic law but the women obtained benefits from marrying Chinese men since the Chinese defended them from Islamic authorities so the women were not subjected to the tax on prostitution and were able to save their income for themselves. Chinese men gave their Turki wives privileges which Turki men's wives did not have, since the wives of Chinese did not have to wear a veil and a Chinese man in Kashgar once beat a mullah who tried to force his Turki Kashgari wife to veil. The Turki women also benefited in that they were not subjected to any legal binding to their Chinese husbands so they could make their Chinese husbands provide them with as much their money as she wanted for her relatives and herself since otherwise the women could just leave, and the property of Chinese men was left to their Turki wives after they died. Turki women considered Turki men to be inferior husbands to Chinese and Hindus. Because they were viewed as "impure", Islamic cemeteries banned the Turki wives of Chinese men from being buried within them, the Turki women got around this problem by giving shrines donations and buying a grave in other towns. Besides Chinese men, other men such as Hindus, Armenians, Jews, Russians, and Badakhshanis intermarried with local Turki women. The local society accepted the Turki women and Chinese men's mixed offspring as their own people despite the marriages being in violation of Islamic law. Turki women also conducted temporary marriages with Chinese men such as Chinese soldiers temporarily stationed around them as soldiers for tours of duty, after which the Chinese men returned to their own cities, with the Chinese men selling their mixed daughters with the Turki women to his comrades, taking their sons with them if they could afford it but leaving them if they couldn't, and selling their temporary Turki wife to a comrade or leaving her behind.

 

An anti-Russian uproar broke out when Russian customs officials, 3 Cossacks and a Russian courier invited local Turki (Uyghur) prostitutes to a party in January 1902 in Kashgar, this caused a massive brawl by the inflamed local Turki Muslim populace against the Russians on the pretense of protecting Muslim women because there was anti-Russian sentiment being built up, even though morality was not strict in Kashgar, the local Turki Muslims violently clashed with the Russians before they were dispersed by guards, the Chinese sought to end to tensions to prevent the Russians from building up a pretext to invade.

 

After the riot, the Russians sent troops to Sarikol in Tashkurghan and demanded that the Sarikol postal services be placed under Russian supervision, the locals of Sarikol believed that the Russians would seize the entire district from the Chinese and send more soldiers even after the Russians tried to negotiate with the Begs of Sarikol and sway them to their side, they failed since the Sarikoli officials and authorities demanded in a petition to the Amban of Yarkand that they be evacuated to Yarkand to avoid being harassed by the Russians and objected to the Russian presence in Sarikol, the Sarikolis did not believe the Russian claim that they would leave them alone and only involved themselves in the mail service.

 

Many of the young Kashgari women were most attractive in appearance, and some of the little girls quite lovely, their plaits of long hair falling from under a jaunty little embroidered cap, their big dark eyes, flashing teeth and piquant olive faces reminding me of Italian or Spanish children. One most beautiful boy stands out in my memory. He was clad in a new shirt and trousers of flowered pink, his crimson velvet cap embroidered with gold, and as he smiled and salaamed to us I thought he looked like a fairy prince. The women wear their hair in two or five plaits much thickened and lengthened by the addition of yak's hair, but the children in several tiny plaits.

 

The peasants are fairly well off, as the soil is rich, the abundant water-supply free, and the taxation comparatively light. It was always interesting to meet them taking their live stock into market. Flocks of sheep with tiny lambs, black and white, pattered along the dusty road; here a goat followed its master like a dog, trotting behind the diminutive ass which the farmer bestrode; or boys, clad in the whity-brown native cloth, shouted incessantly at donkeys almost invisible under enormous loads of forage, or carried fowls and ducks in bunches head downwards, a sight that always made me long to come to the rescue of the luckless birds.

 

It was pleasant to see the women riding alone on horseback, managing their mounts to perfection. They formed a sharp contrast to their Persian sisters, who either sit behind their husbands or have their steeds led by the bridle; and instead of keeping silence in public, as is the rule for the shrouded women of Iran, these farmers' wives chaffered and haggled with the men in the bazar outside the city, transacting business with their veils thrown back.

 

Certainly the mullas do their best to keep the fair sex in their place, and are in the habit of beating those who show their faces in the Great Bazar. But I was told that poetic justice had lately been meted out to one of these upholders of the law of Islam, for by mistake he chastised a Kashgari woman married to a Chinaman, whereupon the irate husband set upon him with a big stick and castigated him soundly.

 

That a Muslim should take in marriage one of alien faith is not objected to; it is rather deemed a meritorious act thus to bring an unbeliever to the true religion. The Muslim woman, on the other hand, must not be given in marriage to a non-Muslim; such a union is regarded as the most heinous of sins. In this matter, however, compromises are sometimes made with heaven: the marriage of a Turki princess with the emperor Ch'ien-lung has already been referred to; and, when the present writer passed through Minjol (a day's journey west of Kashgar) in 1902, a Chinese with a Turki wife (? concubine) was presented to him.

 

FIRST EAST TURKESTAN REPUBLIC

Kashgar was the scene of continual battles from 1933 to 1934. Ma Shaowu, a Chinese Muslim, was the Tao-yin of Kashgar, and he fought against Uyghur rebels. He was joined by another Chinese Muslim general, Ma Zhancang.

 

BATTLE OF KASHGAR (1933)

Uighur and Kirghiz forces, led by the Bughra brothers and Tawfiq Bay, attempted to take the New City of Kashgar from Chinese Muslim troops under General Ma Zhancang. They were defeated.

 

Tawfiq Bey, a Syrian Arab traveler, who held the title Sayyid (descendent of prophet Muhammed) and arrived at Kashgar on August 26, 1933, was shot in the stomach by the Chinese Muslim troops in September. Previously Ma Zhancang arranged to have the Uighur leader Timur Beg killed and beheaded on August 9, 1933, displaying his head outside of Id Kah Mosque.

 

Han chinese troops commanded by Brigadier Yang were absorbed into Ma Zhancang's army. A number of Han chinese officers were spotted wearing the green uniforms of Ma Zhancang's unit of the 36th division, presumably they had converted to Islam.

 

BATTLE OF KASHGAR (1934)

The 36th division General Ma Fuyuan led a Chinese Muslim army to storm Kashgar on February 6, 1934, attacking the Uighur and Kirghiz rebels of the First East Turkestan Republic. He freed another 36th division general, Ma Zhancang, who was trapped with his Chinese Muslim and Han Chinese troops in Kashgar New City by the Uighurs and Kirghiz since May 22, 1933. In January, 1934, Ma Zhancang's Chinese Muslim troops repulsed six Uighur attacks, launched by Khoja Niyaz, who arrived at the city on January 13, 1934, inflicting massive casualties on the Uighur forces. From 2,000 to 8,000 Uighur civilians in Kashgar Old City were massacred by Tungans in February, 1934, in revenge for the Kizil massacre, after retreating of Uighur forces from the city to Yengi Hisar. The Chinese Muslim and 36th division Chief General Ma Zhongying, who arrived at Kashgar on April 7, 1934, gave a speech at Id Kah Mosque in April, reminding the Uighurs to be loyal to the Republic of China government at Nanjing. Several British citizens at the British consulate were killed or wounded by the 36th division on March 16, 1934.

 

PEOPLE´S REPUBLIC OF CHINA

Kashgar was incorporated into the People's Republic of China in 1949. During the Cultural Revolution, one of the largest statues of Mao in China was built in Kashgar, near People's Square. In 1986, the Chinese government designated Kashgar a "city of historical and cultural significance". Kashgar and surrounding regions have been the site of Uyghur unrest since the 1990s. In 2008, two Uyghur men carried out a vehicular, IED and knife attack against police officers. In 2009, development of Kashgar's old town accelerated after the revelations of the deadly role of faulty architecture during the 2008 Sichuan earthquake. Many of the old houses in the old town were built without regulation, and as a result, officials found them to be overcrowded and non-compliant with fire and earthquake codes. When the plan started, 42% of the city's residents lived in the old town. With compensation, residents of faulty buildings are being counseled to move to newer, safer buildings that will replace the historic structures in the $448 million plan, including high-rise apartments, plazas, and reproductions of ancient Islamic architecture. The European Parliament issued a resolution in 2011 calling for "culture-sensitive methods of renovation." The International Scientific Committee on Earthen Architectural Heritage (ISCEAH) has expressed concern over the demolition and reconstruction of historic buildings. ISCEAH has, additionally, urged the implementation of techniques utilized elsewhere in the world to address earthquake vulnerability.

 

Following the July 2009 Urumqi riots, the government focused on local economic development in an attempt to ameliorate ethnic tensions in the greater Xinjiang region. Kashgar was made into a Special Economic Zone in 2010, the first such zone in China's far west. In 2011, a spate of violence over two days killed dozens of people. By May 2012 two-thirds of the old city had been demolished, fulfilling "political as well as economic goals." In July 2014 the Imam of the Id Kah Mosque, Juma Tayir, was assassinated in Kashgar.

 

CLIMATE

Kashgar features a desert climate (Köppen BWk) with hot summers and cold winters, with large temperature differences between those two seasons: The monthly 24-hour average temperature ranges from −5.3 °C in January to 25.6 °C in July, while the annual mean is 11.84 °C. Spring is long and arrives quickly, while fall is somewhat brief in comparison. Kashgar is one of the driest cities on the planet, averaging only 64 millimetres of precipitation per year. The city’s wettest month, July, only sees on average 9.1 millimetres of rain. Because of the extremely arid conditions, snowfall is rare, despite the cold winters. Records have been as low as −24.4 °C in January and up to 40.1 °C in July. The frost-free period averages 215 days. With monthly percent possible sunshine ranging from 50% in March to 70% in September, the city receives 2,726 hours of bright sunshine annually.

 

DEMOGRAPHICS

Kashgar is predominately peopled by Muslim Uyghurs. Compared to Ürümqi, Xinjiang's capital and largest city, Kashgar is less industrial and has significantly fewer Han Chinese residents.

 

ECONOMICS AND SOCIETY

The city has a very important Sunday market. Thousands of farmers from the surrounding fertile lands come into the city to sell a wide variety of fruit and vegetables. Kashgar’s livestock market is also very lively. Silk and carpets made in Hotan are sold at bazaars, as well as local crafts, such as copper teapots and wooden jewellery boxes.

 

In order to boost the economy in Kashgar region, the government classified the area as the sixth Special Economic Zone of China in May 2010.

 

Mahmud al-Kashgari (Turkish: Kâşgarlı Mahmud) (Mahmut from Kashgar) wrote the first Turkic–Arabic Exemplary Dictionary called Divan-ı Lugat-it Türk[citation needed]

 

The movie The Kite Runner was filmed in Kashgar. Kashgar and the surrounding countryside stood in for Kabul and Afghanistan, since filming in Afghanistan was not possible due to safety and security reasons.

 

SIGHTS

Kashgar's Old City has been called "the best-preserved example of a traditional Islamic city to be found anywhere in Central Asia". It is estimated to attract more than one million tourists annually.

 

- Id Kah Mosque, the largest mosque in China, is located in the heart of the city.

- People's Park, the main public park in central Kashgar.

- An 18 m high statue of Mao Zedong in Kashgar is one of the few large-scale statues of Mao remaining in China.

- The tomb of Afaq Khoja in Kashgar is considered the holiest Muslim site in Xinjiang. Built in the 17th century, the tiled mausoleum 5 km northeast of the city centre also contains the tombs of five generations of his family. Abakh was a powerful ruler, controlling Khotan, Yarkand, Korla, Kucha and Aksu as well as Kashgar. Among some Uyghur Muslims, he was considered a great Saint (Aulia).

- Sunday Market in Kashgar is renowned as the biggest market in central Asia; a pivotal trading point along the Silk Road where goods have been traded for more than 2,000 years. The market is open every day but Sunday is the largest.

 

TRANSPORTATION

AIR

Kashgar Airport serves mainly domestic flights, the majority of them from Urumqi. The only scheduled international flights are passenger and cargo services with Pakistan's capital Islamabad.

 

RAIL

Kashgar has the westernmost railway station in China. It is connected to the rest of China's rail network via the Southern Xinjiang Railway, which was built in December 1999. Kashgar–Hotan Railway opened for passenger traffic in June 2011, and connected Kashgar with cities in the southern Tarim Basin including Shache (Yarkand), Yecheng (Kargilik) and Hotan. Travel time to Urumqi from Kashgar is approximately 25 hours, while travel time to Hotan is approximately ten hours.

 

The investigation work of a further extension of the railway line to Pakistan has begun. In November 2009, Pakistan and China agreed to set up a joint venture to do a feasibility study of the proposed rail link via the Khunjerab Pass.

 

Proposals for a rail connection to Osh in Kyrgyzstan have also been discussed at various levels since at least 1996.

 

In 2012, a standard gauge railway from Kashgar via Tajikistan and Afghanistan to Iran and beyond has been proposed.

 

ROAD

The Karakorum highway (KKH) links Islamabad, Pakistan with Kashgar over the Khunjerab Pass. The China–Pakistan Economic Corridor is a multibillion-dollar project was that will upgrade transport links between China and Pakistan, including the upgrades to the Karakorum highway. Bus routes exist for passenger travel south into Pakistan. Kyrgyzstan is also accessible from Kashgar, via the Torugart Pass and Irkeshtam Pass; as of summer 2007, daily bus service connects Kashgar with Bishkek’s Western Bus Terminal. Kashgar is also located on China National Highways G314 (which runs to Khunjerab Pass on the Sino−Pakistani border, and, in the opposite direction, towards Ürümqi), and G315, which runs to Xining, Qinghai from Kashgar.

 

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Kashgar is an oasis city with an approximate population of 350,000. It is the westernmost city in China, located near the border with Tajikistan and Kyrgyzstan. Kashgar has a rich history of over 2,000 years and served as a trading post and strategically important city on the Silk Road between China, the Middle East, and Europe. Kashgar is part of the China–Pakistan Economic Corridor.

 

Located historically at the convergence point of widely varying cultures and empires, Kashgar has been under the rule of the Chinese, Turkic, Mongol, and Tibetan empires. The city has also been the site of an extraordinary number of battles between various groups of people on the steppes.

 

Now administered as a county-level unit of the People's Republic of China, Kashgar is the administrative centre of its eponymous prefecture in the Xinjiang Uyghur Autonomous Region which has an area of 162,000 square kilometres and a population of approximately 3.5 million. The city's urban area covers 15 km2, though its administrative area extends over 555 km2.

 

NAME

The modern Chinese name is 喀什 (Kāshí), a shortened form of the longer and less-frequently used (simplified Chinese: 喀什噶尔; traditional Chinese: 喀什噶爾; pinyin: Kāshígé’ěr; Uyghur: قەشقەر‎). Ptolemy (AD 90-168), in his Geography, Chapter 15.3A, refers to Kashgar as “Kasi”. Its western and probably indigenous name is the Kāš ("rock"), to which the East Iranian -γar ("mountain"); cf. Pashto and Middle Persian gar/ġar, from Old Persian/Pahlavi girīwa ("hill; ridge (of a mountain)") was attached. Alternative historical Romanizations for "Kashgar" include Cascar and Cashgar.

 

Non-native names for the city, such as the old Chinese name Shule 疏勒 and Tibetan Śu-lig may have originated as an attempts to transcribe the Sanskrit name for Kashgar, Śrīkrīrāti ("fortunate hospitality")

 

Variant transcriptions of the official Uyghur: يېڭىشەھەر‎ include: K̂äxk̂är or Kaxgar, as well as Jangi-schahr, Kashgar Yangi Shahr, K’o-shih-ka-erh, K’o-shih-ka-erh-hsin-ch’eng, Ko-shih-ka-erh-hui-ch’eng, K’o-shih-ko-erh-hsin-ch’eng, New Kashgar, Sheleh, Shuleh, Shulen, Shu-lo, Su-lo, Su-lo-chen, Su-lo-hsien, Yangi-shaar, Yangi-shahr, Yangishar, Yéngisheher, Yengixəh̨ər and Еңишәһәр.

 

HISTORY

HAN DYNASTY

The earliest mention of Kashgar occurs when a Chinese Han dynasty envoy traveled the Northern Silk Road to explore lands to the west.

 

Another early mention of Kashgar is during the Former Han (also known as the Western Han dynasty), when in 76 BC the Chinese conquered the Xiongnu, Yutian (Khotan), Sulei (Kashgar), and a group of states in the Tarim basin almost up to the foot of the Tian Shan range.

 

Ptolemy speaks of Scythia beyond the Imaus, which is in a “Kasia Regio”, probably exhibiting the name from which Kashgar and Kashgaria (often applied to the district) are formed. The country’s people practised Zoroastrianism and Buddhism before the coming of Islam.

 

In the Book of Han, which covers the period between 125 BC and 23 AD, it is recorded that there were 1,510 households, 18,647 people and 2,000 persons able to bear arms. By the time covered by the Book of the Later Han (roughly 25 to 170 AD), it had grown to 21,000 households and had 3,000 men able to bear arms.

 

The Book of the Later Han provides a wealth of detail on developments in the region:

 

"In the period of Emperor Wu [140-87 BC], the Western Regions1 were under the control of the Interior [China]. They numbered thirty-six kingdoms. The Imperial Government established a Colonel [in charge of] Envoys there to direct and protect these countries. Emperor Xuan [73-49 BC] changed this title [in 59 BC] to Protector-General.

 

Emperor Yuan [40-33 BC] installed two Wuji Colonels to take charge of the agricultural garrisons on the frontiers of the king of Nearer Jushi [Turpan].

 

During the time of Emperor Ai [6 BC-AD 1] and Emperor Ping [AD 1-5], the principalities of the Western Regions split up and formed fifty-five kingdoms. Wang Mang, after he usurped the Throne [in AD 9], demoted and changed their kings and marquises. Following this, the Western Regions became resentful, and rebelled. They, therefore, broke off all relations with the Interior [China] and, all together, submitted to the Xiongnu again.

 

The Xiongnu collected oppressively heavy taxes and the kingdoms were not able to support their demands. In the middle of the Jianwu period [AD 25-56], they each [Shanshan and Yarkand in 38, and 18 kingdoms in 45], sent envoys to ask if they could submit to the Interior [China], and to express their desire for a Protector-General. Emperor Guangwu, decided that because the Empire was not yet settled [after a long period of civil war], he had no time for outside affairs, and [therefore] finally refused his consent [in AD 45].

 

In the meantime, the Xiongnu became weaker. The king of Suoju [Yarkand], named Xian, wiped out several kingdoms. After Xian’s death [c. AD 62], they began to attack and fight each other. Xiao Yuan [Tura], Jingjue [Cadota], Ronglu [Niya], and Qiemo [Cherchen] were annexed by Shanshan [the Lop Nur region]. Qule [south of Keriya] and Pishan [modern Pishan or Guma] were conquered and fully occupied by Yutian [Khotan]. Yuli [Fukang], Danhuan, Guhu [Dawan Cheng], and Wutanzili were destroyed by Jushi [Turpan and Jimasa]. Later these kingdoms were re-established.

 

During the Yongping period [AD 58-75], the Northern Xiongnu forced several countries to help them plunder the commanderies and districts of Hexi. The gates of the towns stayed shut in broad daylight."

 

And, more particularly in reference to Kashgar itself, is the following record:

 

"In the sixteenth Yongping year of Emperor Ming 73, Jian, the king of Qiuci (Kucha), attacked and killed Cheng, the king of Shule (Kashgar). Then he appointed the Qiuci (Kucha) Marquis of the Left, Douti, King of Shule (Kashgar). ‹See TfD›

In winter 73, the Han sent the Major Ban Chao who captured and bound Douti. He appointed Zhong, the son of the elder brother of Cheng, to be king of Shule (Kashgar). Zhong later rebelled. (Ban) Chao attacked and beheaded him."

 

THE KUSHANS

The Book of the Later Han also gives the only extant historical record of Yuezhi or Kushan involvement in the Kashgar oasis:

 

"During the Yuanchu period (114-120) in the reign of Emperor, the king of Shule (Kashgar), exiled his maternal uncle Chenpan to the Yuezhi (Kushans) for some offence. The king of the Yuezhi became very fond of him. Later, Anguo died without leaving a son. His mother directed the government of the kingdom. She agreed with the people of the country to put Yifu (lit. “posthumous child”), who was the son of a full younger brother of Chenpan on the throne as king of Shule (Kashgar). Chenpan heard of this and appealed to the Yuezhi (Kushan) king, saying:

 

"Anguo had no son. His relative (Yifu) is weak. If one wants to put on the throne a member of (Anguo’s) mother’s family, I am Yifu’s paternal uncle, it is I who should be king."

 

The Yuezhi (Kushans) then sent soldiers to escort him back to Shule (Kashgar). The people had previously respected and been fond of Chenpan. Besides, they dreaded the Yuezhi (Kushans). They immediately took the seal and ribbon from Yifu and went to Chenpan, and made him king. Yifu was given the title of Marquis of the town of Pangao [90 li, or 37 km, from Shule].

 

‹See TfD›

Then Suoju (Yarkand) continued to resist Yutian (Khotan), and put themselves under Shule (Kashgar). Thus Shule (Kashgar), became powerful and a rival to Qiuci (Kucha) and Yutian (Khotan)."

 

However, it was not very long before the Chinese began to reassert their authority in the region:

 

“In the second Yongjian year (127), during Emperor Shun’s reign, Chenpan sent an envoy to respectfully present offerings. The Emperor bestowed on Chenpan the title of Great Commandant-in-Chief for the Han. Chenxun, who was the son of his elder brother, was appointed Temporary Major of the Kingdom. ‹See TfD›

In the fifth year (130), Chenpan sent his son to serve the Emperor and, along with envoys from Dayuan (Ferghana) and Suoju (Yarkand), brought tribute and offerings.”

 

From an earlier part of the same text comes the following addition:

 

“In the first Yangjia year (132), Xu You sent the king of Shule (Kashgar), Chenpan, who with 20,000 men, attacked and defeated Yutian (Khotan). He beheaded several hundred people, and released his soldiers to plunder freely. He replaced the king [of Jumi] by installing Chengguo from the family of [the previous king] Xing, and then he returned.”[38]

 

Then the first passage continues:

 

“In the second Yangjia year (133), Chenpan again made offerings (including) a lion and zebu cattle. ‹See TfD›

 

Then, during Emperor Ling’s reign, in the first Jianning year, the king of Shule (Kashgar) and Commandant-in-Chief for the Han (i.e. presumably Chenpan), was shot while hunting by the youngest of his paternal uncles, Hede. Hede named himself king.

‹See TfD›

In the third year (170), Meng Tuo, the Inspector of Liangzhou, sent the Provincial Officer Ren She, commanding five hundred soldiers from Dunhuang, with the Wuji Major Cao Kuan, and Chief Clerk of the Western Regions, Zhang Yan, brought troops from Yanqi (Karashahr), Qiuci (Kucha), and the Nearer and Further States of Jushi (Turpan and Jimasa), altogether numbering more than 30,000, to punish Shule (Kashgar). They attacked the town of Zhenzhong [Arach − near Maralbashi] but, having stayed for more than forty days without being able to subdue it, they withdrew. Following this, the kings of Shule (Kashgar) killed one another repeatedly while the Imperial Government was unable to prevent it.”

 

THREE KINGDOMS TO THE SUI

These centuries are marked by a general silence in sources on Kashgar and the Tarim Basin.

 

The Weilüe, composed in the second third of the 3rd century, mentions a number of states as dependencies of Kashgar: the kingdom of Zhenzhong (Arach?), the kingdom of Suoju (Yarkand), the kingdom of Jieshi, the kingdom of Qusha, the kingdom of Xiye (Khargalik), the kingdom of Yinai (Tashkurghan), the kingdom of Manli (modern Karasul), the kingdom of Yire (Mazar − also known as Tágh Nák and Tokanak), the kingdom of Yuling, the kingdom of Juandu (‘Tax Control’ − near modern Irkeshtam), the kingdom of Xiuxiu (‘Excellent Rest Stop’ − near Karakavak), and the kingdom of Qin.

 

However, much of the information on the Western Regions contained in the Weilüe seems to have ended roughly about (170), near the end of Han power. So, we can’t be sure that this is a reference to the state of affairs during the Cao Wei (220-265), or whether it refers to the situation before the civil war during the Later Han when China lost touch with most foreign countries and came to be divided into three separate kingdoms.

 

Chapter 30 of the Records of the Three Kingdoms says that after the beginning of the Wei Dynasty (220) the states of the Western Regions did not arrive as before, except for the larger ones such as Kucha, Khotan, Kangju, Wusun, Kashgar, Yuezhi, Shanshan and Turpan, who are said to have come to present tribute every year, as in Han times.

 

In 270, four states from the Western Regions were said to have presented tribute: Karashahr, Turpan, Shanshan, and Kucha. Some wooden documents from Niya seem to indicate that contacts were also maintained with Kashgar and Khotan around this time.

 

In 422, according to the Songshu, ch. 98, the king of Shanshan, Bilong, came to the court and "the thirty-six states in the Western Regions" all swore their allegiance and presented tribute. It must be assumed that these 36 states included Kashgar.

 

The "Songji" of the Zizhi Tongjian records that in the 5th month of 435, nine states: Kucha, Kashgar, Wusun, Yueban, Tashkurghan, Shanshan, Karashahr, Turpan and Sute all came to the Wei court.

 

In 439, according to the Weishu, ch. 4A, Shanshan, Kashgar and Karashahr sent envoys to present tribute.

 

According to the Weishu, ch. 102, Chapter on the Western Regions, the kingdoms of Kucha, Kashgar, Wusun, Yueban, Tashkurghan, Shanshan, Karashahr, Turpan and Sute all began sending envoys to present tribute in the Taiyuan reign period (435-440).

 

In 453 Kashgar sent envoys to present tribute (Weishu, ch. 5), and again in 455.

 

An embassy sent during the reign of Wencheng Di (452-466) from the king of Kashgar presented a supposed sacred relic of the Buddha; a dress which was incombustible.

 

In 507 Kashgar, is said to have sent envoys in both the 9th and 10th months (Weishu, ch. 8).

 

In 512, Kashgar sent envoys in the 1st and 5th months. (Weishu, ch. 8).

 

Early in the 6th century Kashgar is included among the many territories controlled by the Yeda or Hephthalite Huns, but their empire collapsed at the onslaught of the Western Turks between 563 and 567 who then probably gained control over Kashgar and most of the states in the Tarim Basin.

 

TANG DYNASTY

The founding of the Tang dynasty in 618 saw the beginning of a prolonged struggle between China and the Western Turks for control of the Tarim Basin. In 635, the Tang Annals reported an emissary from the king of Kashgar to the Tang capital. In 639 there was a second emissary bringing products of Kashgar as a token of submission to the Tang state.

 

Buddhist scholar Xuanzang passed through Kashgar (which he referred to as Ka-sha) in 644 on his return journey from India to China. The Buddhist religion, then beginning to decay in India, was active in Kashgar. Xuanzang recorded that they flattened their babies heads, tattooed their bodies and had green eyes. He reported that Kashgar had abundant crops, fruits and flowers, wove fine woolen stuffs and rugs. Their writing system had been adapted from Indian script but their language was different from that of other countries. The inhabitants were sincere Buddhist adherents and there were some hundreds of monasteries with more than 10,000 followers, all members of the Sarvastivadin School.

 

At around the same era, Nestorian Christians were establishing bishoprics at Herat, Merv and Samarkand, whence they subsequently proceeded to Kashgar, and finally to China proper itself.

 

In 646, the Turkic Kagan asked for the hand of a Tang Chinese princess, and in return the Emperor promised Kucha, Khotan, Kashgar, Karashahr and Sarikol as a marriage gift, but this did not happen as planned.

 

In a series of campaigns between 652 and 658, with the help of the Uyghurs, the Chinese finally defeated the Western Turk tribes and took control of all their domains, including the Tarim Basin kingdoms. Karakhoja was annexed in 640, Karashahr during campaigns in 644 and 648, and Kucha fell in 648.

 

In 662 a rebellion broke out in the Western Regions and a Chinese army sent to control it was defeated by the Tibetans south of Kashgar.

 

After another defeat of the Tang Chinese forces in 670, the Tibetans gained control of the whole region and completely subjugated Kashgar in 676-8 and retained possession of it until 692, when the Tang dynasty regained control of all their former territories, and retained it for the next fifty years.

 

In 722 Kashgar sent 4,000 troops to assist the Chinese to force the "Tibetans out of "Little Bolu" or Gilgit.

 

In 728, the king of Kashgar was awarded a brevet by the Chinese emperor.

 

In 739, the Tangshu relates that the governor of the Chinese garrison in Kashgar, with the help of Ferghana, was interfering in the affairs of the Turgesh tribes as far as Talas.

 

In 751 the Chinese were defeated by an Arab army in the Battle of Talas. The An Lushan Rebellion led to the decline of Tang influence in Central Asia due to the fact that the Tang dynasty was forced to withdraw its troops from the region to fight An Lushan. The Tibetans cut all communication between China and the West in 766.

 

Soon after the Chinese pilgrim monk Wukong passed through Kashgar in 753. He again reached Kashgar on his return trip from India in 786 and mentions a Chinese deputy governor as well as the local king.

 

BATTLES WITH ARAB CALIPHATE

In 711, the Arabs invaded Kashgar, but did not hold the city for any length of time. Kashgar and Turkestan lent assistance to the reigning queen of Bukhara, to enable her to repel the Arabs. Although the Muslim religion from the very commencement sustained checks, it nevertheless made its weight felt upon the independent states of Turkestan to the north and east, and thus acquired a steadily growing influence. It was not, however, till the 10th century that Islam was established at Kashgar, under the Kara-Khanid Khanate.

 

THE TURKIC RULE

According to the 10th-century text, Hudud al-'alam, "the chiefs of Kashghar in the days of old were from the Qarluq, or from the Yaghma." The Karluks, Yaghmas and other tribes such as the Chigils formed the Karakhanids. The Karakhanid Sultan Satuq Bughra Khan converted to Islam in the 10th century and captured Kashgar. Kashgar was the capital of the Karakhanid state for a time but later the capital was moved to Balasaghun. During the latter part of the 10th century, the Muslim Karakhanids began a struggle against the Buddhist Kingdom of Khotan, and the Khotanese defeated the Karakhanids and captured Kashgar in 970. Chinese sources recorded the king of Khotan offering to send them a dancing elephant captured from Kashgar. Later in 1006, the Karakhanids of Kashgar under Yusuf Kadr Khan conquered Khotan.

 

The Karakhanid Khanate however was beset with internal strife, and the khanate split into two, the Eastern and Western Karakhanid Khanates, with Kashgar falling within the domain of the Eastern Karakhanid state. In 1089, the Western Karakhanids fell under the control of the Seljuks, but the Eastern Karakhanids was for the most part independent.

 

Both the Karakhanid states were defeated in the 12th century by the Kara-Khitans who captured Balasaghun, however Karakhanid rule continued in Kashgar under the suzerainty of the Kara-Khitans. The Kara-Khitan rulers followed a policy of religious tolerance, Islamic religious life continued uninterrupted and Kashgar was also a Nestorian metropolitan see. The last Karakhanid of Kashgar was killed in a revolt in 1211 by the city's notables. Kuchlug, a usurper of the throne of the Kara-Khitans, then attacked Kashgar which finally surrendered in 1214.

 

THE MONGOLS

The Kara-Khitai in their turn were swept away in 1219 by Genghis Khan. After his death, Kashgar came under the rule of the Chagatai Khans. Marco Polo visited the city, which he calls Cascar, about 1273-4 and recorded the presence of numerous Nestorian Christians, who had their own churches. Later In the 14th century, a Chagataid khan Tughluq Timur converted to Islam, and Islamic tradition began to reassert its ascendancy.

 

In 1389−1390 Tamerlane ravaged Kashgar, Andijan and the intervening country. Kashgar endured a troubled time, and in 1514, on the invasion of the Khan Sultan Said, was destroyed by Mirza Ababakar, who with the aid of ten thousand men built a new fort with massive defences higher up on the banks of the Tuman river. The dynasty of the Chagatai Khans collapsed in 1572 with the division of the country among rival factions; soon after, two powerful Khoja factions, the White and Black Mountaineers (Ak Taghliq or Afaqi, and Kara Taghliq or Ishaqi), arose whose differences and war-making gestures, with the intermittent episode of the Oirats of Dzungaria, make up much of recorded history in Kashgar until 1759. The Dzungar Khanate conquered Kashgar and set up the Khoja as their puppet rulers.

 

QING CONQUEST

The Qing dynasty defeated the Dzungar Khanate during the Ten Great Campaigns and took control of Kashgar in 1759. The conquerors consolidated their authority by settling other ethnics emigrants in the vicinity of a Manchu garrison.

 

Rumours flew around Central Asia that the Qing planned to launch expeditions towards Transoxiana and Samarkand, the chiefs of which sought assistance from the Afghan king Ahmed Shah Abdali. The alleged expedition never happened so Ahmad Shah withdrew his forces from Kokand. He also dispatched an ambassador to Beijing to discuss the situation of the Afaqi Khojas, but the representative was not well received, and Ahmed Shah was too busy fighting off the Sikhs to attempt to enforce his demands through arms.

The Qing continued to hold Kashgar with occasional interruptions during the Afaqi Khoja revolts. One of the most serious of these occurred in 1827, when the city was taken by Jahanghir Khoja; Chang-lung, however, the Qing general of Ili, regained possession of Kashgar and the other rebellious cities in 1828.

 

The Kokand Khanate raided Kashgar several times. A revolt in 1829 under Mahommed Ali Khan and Yusuf, brother of Jahanghir resulted in the concession of several important trade privileges to the Muslims of the district of Altishahr (the "six cities"), as it was then called.

 

The area enjoyed relative calm until 1846 under the rule of Zahir-ud-din, the local Uyghur governor, but in that year a new Khoja revolt under Kath Tora led to his accession as the authoritarian ruler of the city. However, his reign was brief—at the end of seventy-five days, on the approach of the Chinese, he fled back to Khokand amid the jeers of the inhabitants. The last of the Khoja revolts (1857) was of about equal duration, and took place under Wali-Khan, who murdered the well-known traveler Adolf Schlagintweit.

 

1862 CHINESE HUI REVOLT

The great Dungan revolt (1862–1877) involved insurrection among various Muslim ethnic groups. It broke out in 1862 in Gansu then spread rapidly to Dzungaria and through the line of towns in the Tarim Basin.

 

Dungan troops based in Yarkand rose and in August 1864 massacred some seven thousand Chinese and their Manchu commander. The inhabitants of Kashgar, rising in their turn against their masters, invoked the aid of Sadik Beg, a Kyrgyz chief, who was reinforced by Buzurg Khan, the heir of Jahanghir Khoja, and his general Yakub Beg. The latter men were dispatched at Sadik’s request by the ruler of Khokand to raise what troops they could to aid his Muslim friends in Kashgar.

 

Sadik Beg soon repented of having asked for a Khoja, and eventually marched against Kashgar, which by this time had succumbed to Buzurg Khan and Yakub Beg, but was defeated and driven back to Khokand. Buzurg Khan delivered himself up to indolence and debauchery, but Yakub Beg, with singular energy and perseverance, made himself master of Yangi Shahr, Yangi-Hissar, Yarkand and other towns, and eventually became sole master of the country, Buzurg Khan proving himself totally unfit for the post of ruler.

 

With the overthrow of Chinese rule in 1865 by Yakub Beg (1820–1877), the manufacturing industries of Kashgar are supposed to have declined.

 

Yaqub Beg entered into relations and signed treaties with the Russian Empire and the British Empire, but when he tried to get their support against China, he failed.

 

Kashgar and the other cities of the Tarim Basin remained under Yakub Beg’s rule until May 1877, when he died at Korla. Thereafter Kashgaria was reconquered by the forces of the Qing general Zuo Zongtang during the Qing reconquest of Xinjiang.

 

QING RULE

There were eras in Xinjiang's history where intermarriage was common, "laxity" which set upon Uyghur women led them to marry Chinese men and not wear the veil in the period after Yaqub Beg's rule ended, it is also believed by Uyghurs that some Uyghurs have Han Chinese ancestry from historical intermarriage, such as those living in Turpan.

 

Even though Muslim women are forbidden to marry non-Muslims in Islamic law, from 1880-1949 it was frequently violated in Xinjiang since Chinese men married Muslim Turki (Uyghur) women, a reason suggested by foriengers that it was due to the women being poor, while the Turki women who married Chinese were labelled as whores by the Turki community, these marriages were illegitimate according to Islamic law but the women obtained benefits from marrying Chinese men since the Chinese defended them from Islamic authorities so the women were not subjected to the tax on prostitution and were able to save their income for themselves. Chinese men gave their Turki wives privileges which Turki men's wives did not have, since the wives of Chinese did not have to wear a veil and a Chinese man in Kashgar once beat a mullah who tried to force his Turki Kashgari wife to veil. The Turki women also benefited in that they were not subjected to any legal binding to their Chinese husbands so they could make their Chinese husbands provide them with as much their money as she wanted for her relatives and herself since otherwise the women could just leave, and the property of Chinese men was left to their Turki wives after they died. Turki women considered Turki men to be inferior husbands to Chinese and Hindus. Because they were viewed as "impure", Islamic cemeteries banned the Turki wives of Chinese men from being buried within them, the Turki women got around this problem by giving shrines donations and buying a grave in other towns. Besides Chinese men, other men such as Hindus, Armenians, Jews, Russians, and Badakhshanis intermarried with local Turki women. The local society accepted the Turki women and Chinese men's mixed offspring as their own people despite the marriages being in violation of Islamic law. Turki women also conducted temporary marriages with Chinese men such as Chinese soldiers temporarily stationed around them as soldiers for tours of duty, after which the Chinese men returned to their own cities, with the Chinese men selling their mixed daughters with the Turki women to his comrades, taking their sons with them if they could afford it but leaving them if they couldn't, and selling their temporary Turki wife to a comrade or leaving her behind.

 

An anti-Russian uproar broke out when Russian customs officials, 3 Cossacks and a Russian courier invited local Turki (Uyghur) prostitutes to a party in January 1902 in Kashgar, this caused a massive brawl by the inflamed local Turki Muslim populace against the Russians on the pretense of protecting Muslim women because there was anti-Russian sentiment being built up, even though morality was not strict in Kashgar, the local Turki Muslims violently clashed with the Russians before they were dispersed by guards, the Chinese sought to end to tensions to prevent the Russians from building up a pretext to invade.

 

After the riot, the Russians sent troops to Sarikol in Tashkurghan and demanded that the Sarikol postal services be placed under Russian supervision, the locals of Sarikol believed that the Russians would seize the entire district from the Chinese and send more soldiers even after the Russians tried to negotiate with the Begs of Sarikol and sway them to their side, they failed since the Sarikoli officials and authorities demanded in a petition to the Amban of Yarkand that they be evacuated to Yarkand to avoid being harassed by the Russians and objected to the Russian presence in Sarikol, the Sarikolis did not believe the Russian claim that they would leave them alone and only involved themselves in the mail service.

 

Many of the young Kashgari women were most attractive in appearance, and some of the little girls quite lovely, their plaits of long hair falling from under a jaunty little embroidered cap, their big dark eyes, flashing teeth and piquant olive faces reminding me of Italian or Spanish children. One most beautiful boy stands out in my memory. He was clad in a new shirt and trousers of flowered pink, his crimson velvet cap embroidered with gold, and as he smiled and salaamed to us I thought he looked like a fairy prince. The women wear their hair in two or five plaits much thickened and lengthened by the addition of yak's hair, but the children in several tiny plaits.

 

The peasants are fairly well off, as the soil is rich, the abundant water-supply free, and the taxation comparatively light. It was always interesting to meet them taking their live stock into market. Flocks of sheep with tiny lambs, black and white, pattered along the dusty road; here a goat followed its master like a dog, trotting behind the diminutive ass which the farmer bestrode; or boys, clad in the whity-brown native cloth, shouted incessantly at donkeys almost invisible under enormous loads of forage, or carried fowls and ducks in bunches head downwards, a sight that always made me long to come to the rescue of the luckless birds.

 

It was pleasant to see the women riding alone on horseback, managing their mounts to perfection. They formed a sharp contrast to their Persian sisters, who either sit behind their husbands or have their steeds led by the bridle; and instead of keeping silence in public, as is the rule for the shrouded women of Iran, these farmers' wives chaffered and haggled with the men in the bazar outside the city, transacting business with their veils thrown back.

 

Certainly the mullas do their best to keep the fair sex in their place, and are in the habit of beating those who show their faces in the Great Bazar. But I was told that poetic justice had lately been meted out to one of these upholders of the law of Islam, for by mistake he chastised a Kashgari woman married to a Chinaman, whereupon the irate husband set upon him with a big stick and castigated him soundly.

 

That a Muslim should take in marriage one of alien faith is not objected to; it is rather deemed a meritorious act thus to bring an unbeliever to the true religion. The Muslim woman, on the other hand, must not be given in marriage to a non-Muslim; such a union is regarded as the most heinous of sins. In this matter, however, compromises are sometimes made with heaven: the marriage of a Turki princess with the emperor Ch'ien-lung has already been referred to; and, when the present writer passed through Minjol (a day's journey west of Kashgar) in 1902, a Chinese with a Turki wife (? concubine) was presented to him.

 

FIRST EAST TURKESTAN REPUBLIC

Kashgar was the scene of continual battles from 1933 to 1934. Ma Shaowu, a Chinese Muslim, was the Tao-yin of Kashgar, and he fought against Uyghur rebels. He was joined by another Chinese Muslim general, Ma Zhancang.

 

BATTLE OF KASHGAR (1933)

Uighur and Kirghiz forces, led by the Bughra brothers and Tawfiq Bay, attempted to take the New City of Kashgar from Chinese Muslim troops under General Ma Zhancang. They were defeated.

 

Tawfiq Bey, a Syrian Arab traveler, who held the title Sayyid (descendent of prophet Muhammed) and arrived at Kashgar on August 26, 1933, was shot in the stomach by the Chinese Muslim troops in September. Previously Ma Zhancang arranged to have the Uighur leader Timur Beg killed and beheaded on August 9, 1933, displaying his head outside of Id Kah Mosque.

 

Han chinese troops commanded by Brigadier Yang were absorbed into Ma Zhancang's army. A number of Han chinese officers were spotted wearing the green uniforms of Ma Zhancang's unit of the 36th division, presumably they had converted to Islam.

 

BATTLE OF KASHGAR (1934)

The 36th division General Ma Fuyuan led a Chinese Muslim army to storm Kashgar on February 6, 1934, attacking the Uighur and Kirghiz rebels of the First East Turkestan Republic. He freed another 36th division general, Ma Zhancang, who was trapped with his Chinese Muslim and Han Chinese troops in Kashgar New City by the Uighurs and Kirghiz since May 22, 1933. In January, 1934, Ma Zhancang's Chinese Muslim troops repulsed six Uighur attacks, launched by Khoja Niyaz, who arrived at the city on January 13, 1934, inflicting massive casualties on the Uighur forces. From 2,000 to 8,000 Uighur civilians in Kashgar Old City were massacred by Tungans in February, 1934, in revenge for the Kizil massacre, after retreating of Uighur forces from the city to Yengi Hisar. The Chinese Muslim and 36th division Chief General Ma Zhongying, who arrived at Kashgar on April 7, 1934, gave a speech at Id Kah Mosque in April, reminding the Uighurs to be loyal to the Republic of China government at Nanjing. Several British citizens at the British consulate were killed or wounded by the 36th division on March 16, 1934.

 

PEOPLE´S REPUBLIC OF CHINA

Kashgar was incorporated into the People's Republic of China in 1949. During the Cultural Revolution, one of the largest statues of Mao in China was built in Kashgar, near People's Square. In 1986, the Chinese government designated Kashgar a "city of historical and cultural significance". Kashgar and surrounding regions have been the site of Uyghur unrest since the 1990s. In 2008, two Uyghur men carried out a vehicular, IED and knife attack against police officers. In 2009, development of Kashgar's old town accelerated after the revelations of the deadly role of faulty architecture during the 2008 Sichuan earthquake. Many of the old houses in the old town were built without regulation, and as a result, officials found them to be overcrowded and non-compliant with fire and earthquake codes. When the plan started, 42% of the city's residents lived in the old town. With compensation, residents of faulty buildings are being counseled to move to newer, safer buildings that will replace the historic structures in the $448 million plan, including high-rise apartments, plazas, and reproductions of ancient Islamic architecture. The European Parliament issued a resolution in 2011 calling for "culture-sensitive methods of renovation." The International Scientific Committee on Earthen Architectural Heritage (ISCEAH) has expressed concern over the demolition and reconstruction of historic buildings. ISCEAH has, additionally, urged the implementation of techniques utilized elsewhere in the world to address earthquake vulnerability.

 

Following the July 2009 Urumqi riots, the government focused on local economic development in an attempt to ameliorate ethnic tensions in the greater Xinjiang region. Kashgar was made into a Special Economic Zone in 2010, the first such zone in China's far west. In 2011, a spate of violence over two days killed dozens of people. By May 2012 two-thirds of the old city had been demolished, fulfilling "political as well as economic goals." In July 2014 the Imam of the Id Kah Mosque, Juma Tayir, was assassinated in Kashgar.

 

CLIMATE

Kashgar features a desert climate (Köppen BWk) with hot summers and cold winters, with large temperature differences between those two seasons: The monthly 24-hour average temperature ranges from −5.3 °C in January to 25.6 °C in July, while the annual mean is 11.84 °C. Spring is long and arrives quickly, while fall is somewhat brief in comparison. Kashgar is one of the driest cities on the planet, averaging only 64 millimetres of precipitation per year. The city’s wettest month, July, only sees on average 9.1 millimetres of rain. Because of the extremely arid conditions, snowfall is rare, despite the cold winters. Records have been as low as −24.4 °C in January and up to 40.1 °C in July. The frost-free period averages 215 days. With monthly percent possible sunshine ranging from 50% in March to 70% in September, the city receives 2,726 hours of bright sunshine annually.

 

DEMOGRAPHICS

Kashgar is predominately peopled by Muslim Uyghurs. Compared to Ürümqi, Xinjiang's capital and largest city, Kashgar is less industrial and has significantly fewer Han Chinese residents.

 

ECONOMICS AND SOCIETY

The city has a very important Sunday market. Thousands of farmers from the surrounding fertile lands come into the city to sell a wide variety of fruit and vegetables. Kashgar’s livestock market is also very lively. Silk and carpets made in Hotan are sold at bazaars, as well as local crafts, such as copper teapots and wooden jewellery boxes.

 

In order to boost the economy in Kashgar region, the government classified the area as the sixth Special Economic Zone of China in May 2010.

 

Mahmud al-Kashgari (Turkish: Kâşgarlı Mahmud) (Mahmut from Kashgar) wrote the first Turkic–Arabic Exemplary Dictionary called Divan-ı Lugat-it Türk[citation needed]

 

The movie The Kite Runner was filmed in Kashgar. Kashgar and the surrounding countryside stood in for Kabul and Afghanistan, since filming in Afghanistan was not possible due to safety and security reasons.

 

SIGHTS

Kashgar's Old City has been called "the best-preserved example of a traditional Islamic city to be found anywhere in Central Asia". It is estimated to attract more than one million tourists annually.

 

- Id Kah Mosque, the largest mosque in China, is located in the heart of the city.

- People's Park, the main public park in central Kashgar.

- An 18 m high statue of Mao Zedong in Kashgar is one of the few large-scale statues of Mao remaining in China.

- The tomb of Afaq Khoja in Kashgar is considered the holiest Muslim site in Xinjiang. Built in the 17th century, the tiled mausoleum 5 km northeast of the city centre also contains the tombs of five generations of his family. Abakh was a powerful ruler, controlling Khotan, Yarkand, Korla, Kucha and Aksu as well as Kashgar. Among some Uyghur Muslims, he was considered a great Saint (Aulia).

- Sunday Market in Kashgar is renowned as the biggest market in central Asia; a pivotal trading point along the Silk Road where goods have been traded for more than 2,000 years. The market is open every day but Sunday is the largest.

 

TRANSPORTATION

AIR

Kashgar Airport serves mainly domestic flights, the majority of them from Urumqi. The only scheduled international flights are passenger and cargo services with Pakistan's capital Islamabad.

 

RAIL

Kashgar has the westernmost railway station in China. It is connected to the rest of China's rail network via the Southern Xinjiang Railway, which was built in December 1999. Kashgar–Hotan Railway opened for passenger traffic in June 2011, and connected Kashgar with cities in the southern Tarim Basin including Shache (Yarkand), Yecheng (Kargilik) and Hotan. Travel time to Urumqi from Kashgar is approximately 25 hours, while travel time to Hotan is approximately ten hours.

 

The investigation work of a further extension of the railway line to Pakistan has begun. In November 2009, Pakistan and China agreed to set up a joint venture to do a feasibility study of the proposed rail link via the Khunjerab Pass.

 

Proposals for a rail connection to Osh in Kyrgyzstan have also been discussed at various levels since at least 1996.

 

In 2012, a standard gauge railway from Kashgar via Tajikistan and Afghanistan to Iran and beyond has been proposed.

 

ROAD

The Karakorum highway (KKH) links Islamabad, Pakistan with Kashgar over the Khunjerab Pass. The China–Pakistan Economic Corridor is a multibillion-dollar project was that will upgrade transport links between China and Pakistan, including the upgrades to the Karakorum highway. Bus routes exist for passenger travel south into Pakistan. Kyrgyzstan is also accessible from Kashgar, via the Torugart Pass and Irkeshtam Pass; as of summer 2007, daily bus service connects Kashgar with Bishkek’s Western Bus Terminal. Kashgar is also located on China National Highways G314 (which runs to Khunjerab Pass on the Sino−Pakistani border, and, in the opposite direction, towards Ürümqi), and G315, which runs to Xining, Qinghai from Kashgar.

 

WIKIPEDIA

driven everywhere

What I imagine every time someone uses the term "data driven" in a meeting

We did 12,000 or so steps on Saturday, but we knew we would crush that today. I had looked at the map, and a plan had come together.

Only, I have man flu, and as the day went on my temperature went up and up and I was sweating for England. And sneezing. I was a mess. But also driven to take snaps and see thing I have only dreamed of seeing.

First of all we walked up Greenwich Street for about ten blocks, past all these grand old buildings, offices and tree lined streets, not having a village feel, but this was The Village.

We stopped off for breakfast at a café, sat at a table and pretended it wasn’t trying to rain. We both have pancakes and either bacon or sausage, and lashings of syrup. And plenty of hot joe.

Refuelled, we set off north some more, until we went one block west and in front of us, was the start of the High Line. The High Line is an old elevated freight railway, that has now been converted to a walk and wildflower garden

But before we walked that, we had an appointment with Mr Hopper at the Whitney Gallery. And we were half an hour ahead of schedule, so we sat outside a while, just resting up. I got talking to an artist who had set up a stall to sell her work, and got onto the subject of copyright theft as she thought I had snapped her work, and I said I would not do that as I respected people’s work.

She was very pleasantly surprised, and so we had a long talk, until it was time to go into the museum.

We went to the top of the building, out to the viewing platforms to get views over the city to the huge scrapers in Uptown.

Contemporary art can be challenging, and not all floats my boat, but there were some great stuff in there. And some blank canvasses, that’s all I’m saying.

Outside again, we buy a drink and a pretzel, then climb the steps onto the High Line and find a place to sit and eat.

Now, I like a walk, especially if there are plants and butterflies to look at, what I was not expecting is that half the city would also be out walking too, and getting in the way too, I mean, we’re all photographers these days, but damn, there were some crowds and slow walking people.

Highlight really was seeing a Monarch Butterfly, near enough to snap, even if I did not have the macro lens, but still, amazingly beautiful to see.

Near the end of the walk, the line winds through some spectacular new scrapers being built, then around the sidings for trains operating out of Penn Station, then one final corner and the walk drops to street level, right by the Mega Bus stops, and the place was even busier, that and the ComicCon taking place the other side of the street.

 

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

 

The High Line is a 1.45-mile-long (2.33 km) elevated linear park, greenway and rail trail created on a former New York Central Railroad spur on the west side of Manhattan in New York City.[1] The High Line’s design is a collaboration between James Corner Field Operations (Project Lead), Diller Scofidio + Renfro, and Piet Oudolf. The abandoned spur has been redesigned as a "living system" drawing from multiple disciplines which include landscape architecture, urban design, and ecology. Since opening in 2009, the High Line has become an icon of contemporary landscape architecture.[3]

 

The park is built on a disused, southern viaduct section of the New York Central Railroad line known as the West Side Line. Originating in the Lower West Side of Manhattan, the park runs from Gansevoort Street – three blocks below 14th Street, in the Meatpacking District – through Chelsea to the northern edge of the West Side Yard on 34th Street near the Javits Center.[4] The West Side Line formerly extended south to a railroad terminal at Spring Street, just north of Canal Street, and north to 35th Street at the site of the Javits Center. Most of the viaduct's southern section was demolished in 1960,[5] and the section north of 34th Street was demolished and reconfigured in 1981.[6] Another small portion was demolished in 1991.[7] The High Line was inspired by the 3-mile-long (4.8 km) Promenade plantée (tree-lined walkway), a similar project in Paris which was completed in 1993.[8][9]

 

Because of declining usage, the railway viaduct was effectively abandoned in 1980. Repurposing the railway into an urban park began in 2006,[10][11] with the first phase opening in 2009[12] and the second phase opening in 2011.[13] The third and final phase opened to the public on September 21, 2014.[14] A short stub above Tenth Avenue and 30th Street will open by 2018, when the first phase of the Hudson Yards Redevelopment Project is complete.[15]

 

The High Line's success has inspired cities throughout the United States to redevelop obsolete infrastructure as public space.[16] The project has spurred real estate development in adjacent neighborhoods,[17] increasing real-estate values and prices along the route in an example of the halo effect.[18] As of September 2014, the park had nearly five million visitors annually

 

The park extends from Gansevoort Street to 34th Street. At 30th Street the elevated tracks turn west around the Hudson Yards Redevelopment Project[19] to the Jacob K. Javits Convention Center on 34th Street,[4] although the northern section is expected to be integrated with the Hudson Yards development and the Hudson Park and Boulevard.[20] When the Hudson Yards Redevelopment Project's Western Rail Yard is finished in 2018 it will be elevated above the High Line Park, so an exit along the viaduct over the West Side Yard will lead to the Western Rail Yard.[21] The 34th Street entrance is at grade, with wheelchair access.[4][21]

 

The park is open daily from 7 a.m. to 7 p.m. in winter, until 10 p.m. in spring and fall, and until 11 p.m. in summer (except for the Interim Walkway west of 11th Avenue, which is open until dusk). It can be reached through eleven entrances, five of which are accessible to people with disabilities. The wheelchair-accessible entrances, each with stairs and an elevator, are at Gansevoort, 14th, 16th, 23rd, and 30th Streets. Additional staircase-only entrances are located at 18th, 20th, 26th, and 28th Streets, and 11th Avenue. Street-level access is available at 34th Street via the Interim Walkway, which runs from 30th Street and 11th Avenue to 34th Street west of 11th Avenue.

 

In 1847, the City of New York authorized the construction of railroad tracks along Tenth and Eleventh Avenues on Manhattan's West Side. The street-level tracks were used by the New York Central Railroad's freight trains, which shipped commodities such as coal, dairy products and beef.[53][54] For safety the railroad hired "West Side cowboys", men who rode horses and waved flags in front of the trains.[55] However, so many accidents occurred between freight trains and other traffic that the nickname "Death Avenue" was given to Tenth[56][57] and Eleventh Avenues.[53] In 1910, one organization estimated that there had been 548 deaths and 1,574 injuries over the years along Eleventh Avenue.[53]

 

Public debate about the hazard began during the early 1900s.[58] In 1929 the city, the state, and New York Central agreed on the West Side Improvement Project,[54] conceived by Robert Moses.[59] The 13-mile (21 km) project eliminated 105 street-level railroad crossings and added 32 acres (13 ha) to Riverside Park; it also included construction of the West Side Elevated Highway. It cost more than $150 million,[60] worth about $2.14 billion in 2017 dollars.[61] The last stretch of street-level track was removed from Eleventh Avenue in 1941.[58]

 

The first train on the High Line viaduct, part of New York Central's West Side Line, ran along the structure in 1933.[62] The elevated structure was dedicated on June 29, 1934, and was the first part of the West Side Improvement Project to be completed.[63] The High Line, which originally ran from 35th Street to St. John's Park Terminal at Spring Street,[6] was designed to go through the center of blocks rather than over an avenue;[63][55] as a result, the viaduct's construction necessitated the demolition of 640 buildings.[63][58] It connected directly to factories and warehouses, allowing trains to load and unload inside buildings. Milk, meat, produce, and raw and manufactured goods could be transported and unloaded without disturbing street traffic.[55] This reduced the load on the Bell Laboratories Building (which has housed the Westbeth Artists Community since 1970)[64] and the former Nabisco plant in Chelsea Market, which were served from protected sidings in the buildings

  

en.wikipedia.org/wiki/High_Line

Heritage/Ride and Stride weekend was a bit hit and miss, to be expected with COVID, I suppose. But churches next to each other open and closed, or open but with different restrictions or no restrictions.

 

But a 50% open rate wasn't bad.

 

I was last here in January, when mist shrouded St Michael and the view. It looked grim.

 

Fast forward to a sunny September lunchtime, and I arrived with low expectations.

 

A husband and wife team were clearing the summer growth from the path leading to the porch. I stood still until I was noticed by the wife.

 

She smiled.

 

The husband carried on strimming. It was a petrol driven one, and was loud.

 

He stopped, and I saw he had no ear protection and the motor was beside his left ear. I told him to be careful.

 

You sound like my wife, he said.

 

Is the church open, I asked.

 

It is.

 

Can I go in?

 

Of course.

 

We've had a new carpet paid, nice and red.

 

Indeed they had.

 

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This is an enigma! The medieval church, of which the tower with its fine 14th century west window, survives, was destroyed by fire in the late 18th century. The story of the fires is recorded in Hasted`s History of Kent. It was rebuilt by Henry Holland as a classical box with gothic detailing – for instance the vestry lancet – but this was mostly undone by two Victorian restorations which combined to turn the church into a more standard building. The interior is barn like but the fine glass by Barraud and Westlake is all of a date around 1900, though some more recent repairs have been really botched with naïve faces much in evidence. The pulpit is fine work of the Victorian restoration with curving staircase and on the whole nothing jars. It is a building of two periods – each recorded by plaques and boards – and the crumbling ragstone exterior with galletted blocks gives the impression that it is waiting for the next period of change.

 

www.kentchurches.info/church.asp?p=Chart+Sutton

 

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CHART SUTTON.

THE next parish southward from Langley is Chart Sutton, or as it should be more properly called, Chart by Sutton, written in Domesday, Certh.

 

THIS PARISH is but small, the lower or southern ridge of Quarry-hills divides the upper and lower parts of it, the latter is in the district of the Weald, where the country is low and flat, abounding with broad hedge rows, filled with large and spreading oaks. It is exceeding wet and miry in winter, the soil being a deep stiff elay. At the foot of the hill there rises a stream, which having turned a mill, flows from thence southward across this parish, till it joins the branch of the Medway just above Herefeed-bridge; on and about the hill the soil consists of the quarry-stone, thinly covered with a loam, being exceedingly fertile for corn, fruit, and hops. Just above the summit of the hill is the village and church, with Chart-place adjoining to the church-yard; beyond which northward the soil becomes less fertile, being a hungry red earth mixed with flints, which continues till it joins the parish of Langley.

 

The mention made in the record of Domesday of the three arpends of vineyard in this parish, ought not to be passed by unnoticed here, this being one of several instances of there having been vineyards in this county in very early times. I mean plantations of the grapevine; for I can by no means acquiese in the conjecture, that Vineæ universally meant plantations of apples and pears, at least so far as relates to this county, where the latter were not introduced at the time, nor for some time after the taking of the survey of Domesday. This opinion is further confirmed by the instance of Hamo, bishop of Rochester, who, when Edward II. in his 19th year, was at Bokinsold, in this county, sent that prince a gift both of wine and grapes, from his vineyard at Halling, near Rochester, the episcopal palace where he then resided. These vineyards being likewise measured by the arpend, the same measure that they usually were in France, shews that when the vine was brought from thence and cultivated here, the same kind of measure was continued to the plantations of them, a measure different from that of any other kind of land. Sir Robert Atkins, in his History of Gloucestershire, has indeed given two instances from records in the reigns of king John and king Edward II. to prove the contrary, which might suit exceeding well with the language of his countrymen, and the bleak county of Gloucester, where the grape-vine had never been seen, and the only beverage was that of the apple and pear, which they had dignisified with the appellation of wine. In my memory there have been two exceeding fine vineyards in this county, one at Tunbridgecastle, and the other at Hall-place, in Barming, near Maidstone, from which quantities of exceeding good and well-flavored wine have been produced. This parish of Chart, among others in the same situation, on the side of the quarry hills, is peculiarly adapted to the planting of vines, as well from the warm and nutritive quality of the soil, as its genial aspect, being entirely sheltered from the north and east, and facing the south on the declivity of the hill.

 

CHART was part of those possessions given by William the Conqueror to his half-brother Odo, bishop of Baieux, under the general title of whose lands it is thus entered in that record.

 

The same Adam Fitz Hubert holds of the bishop of Baieux, Certh. It was taxed at three sulings. The arable land is eight carucates. In demesne there is one, and twenty villeins, with five borderers having six carucates. There is a church and eight servants, and six acres of meadow. Wood for the pannage of fifty hogs. There are three arpends of vineyard, and a park of beasts of the forest. In the time of king Edward the Confessor, and afterwards, and now, it was and is worth twelve pounds. Alnod Cilt held it.

 

Four years after the taking the above-mentioned survey, the bishop of Baieux was disgraced, and all his estates were confiscated to the crown.

 

This estate afterwards became the property of Baldwin de Betun, earl of Albermarle, likewise lord of the manor of Sutton Valence, to which this estate seems to have been accounted an appendage, and it afterwards continued with it, in a like succession of ownership, down to Sir Christopher Desbouverie, who soon after his coming into the possession of it in 1708, on a spot which he had purchased of others, on which there was then only a mean cottage, built for himself a mansion near the church here, where he afterwards resided. (fn. 1) He died possessed of it in 1733, leaving two sons, who both died without issue, and also two daughters, who became their brother's heirs, and on the partition of their inheritance in 1752, this manor was, among others in this neighbourhood, allotted to the share of the youngest, Mrs. Elizabeth Bouverie, now of Teston, who continues owner of it.

 

NORTON-PLACE is an antient manor and mansion in this parish, though now and for many years since made use of only as a farm-house, situated about half a mile northward from Chart-place. It was antiently the property and residence of the family of Norton, to whom it gave name; and in the south windows of this church there were formerly the essigies of Stephen Norton, who lived in king Richard II.'s reign, with his arms, Argent, a chevron between three crescents azure, on his tabard or surcoat, and Philipott says that he had found in a tournament of the Kentish gentlemen one of this name, in a tabard of the arms above-mentioned, encountering one Christmas, of East Sutton, not far distant, who was in like manner habited in a surcoat charged with his arms, expressive of his name, viz. Gules, upon a bend sable, three wassail bowls, or; which coat was likewise depicted in the south windows of Sutton church. But the partitions inherent to gavelkind, so diminished the patrimony of this family, that in the reign of queen Elizabeth, and afterwards, they were obliged to sell off several parts of it at different times, all which came at length into the possession of Sir Ed ward Hales, created a baronet in 1611, whose grandson and heir of the same name in 1660 purchased of the two coheirs of the family of Norton, married to Denne and Underwood, the seat itself, with the remainder of the land belonging to it, by a fine then levied by them and their husbands for that purpose. His trustees about the year 1670, conveyed it, with the manor of Sutton Valence and Chart before-mentioned, and sundry other premises, to Sir William Drake, of Amersham, with which it was in like manner sold, about the year 1708, to Sir Christopher Desbouverie, whose daughter, Mrs. Elizabeth Bouverie, of Teston, after the death of her two brothers, and a partition of her father's estates between herself and her sister, is now entitled to it.

 

WALTERS-FOLLY, in the den of Ivetigh, now vulgarly called THE FOLLY, is an estate situated in the southern part of this parish, about a mile below the summit of the hill. It was antiently the property of the family of Ivetigh, antiently spelt Evythye, who implanted their name on it, as they did on other lands in this parish, still called by their name; and though the deeds of this estate, which mention them as possessors of it, do not reach higher than the reign of king Henry VI. yet, undoubtedly, they were owners of it long before.

 

In the above-mentioned reign, however, this estate was alienated by one of that name to Robert Mascall, who died possessed of it in the 4th year of Edward IV. By his will, dated Nov. 25, that year, he willed his body to be buried in the church yard of this parish. He devised 6s. 8d. towards the pavement of the church, and to the leading of it twenty shillings; all his lands and tenements to his wife, for her life, remainder to his son Thomas, his daughter Elizabeth mentioned in it. His son Thomas Mascall resided here, and some years after his father's death sold it to Wm. Lambe, who changed the name of it to Lambden; in his descendants, who bore for their arms, Sable, on a fess or, two mullets of the field, between three cinquefoils ermine, it continued till it was at length sold to Perry, descended from those of Worcestershire, and it remained in that name till the reign of king Charles I. when Mr. James Perry, of Lenham, dying s.p. his three daughters, Elizabeth, married to Mr. Thomas Petley, of Filston; Anne and Mary became his coheirs, and entitled to this estate, which they afterwards joined in the sale of to Walter, who rebuilt the house on it, which afterwards gained the name of Walter's folly; from one of his descendants it was purchased, in the reign of queen Anne, by Sir Samuel Ongley, of London, who gave it, together with an estate called Elderden, lying at a small distance from it, by will to his nephew, Samuel Ongley, esq. of Old Warden, in Bedfordshire, in tail: on whose death s. p. this estate came by the entail abovementioned to his nephew Robert Henley, esq. who took upon him the name of Ongley, and was in 1776 created baron Ongley, of Ireland, he died in 1785, and his son Robert lord Ongley, is the present owner of it.

 

ALMNERY-GREEN, usually called Almery green, is a place in the western part of this parish, where there is an estate called Haddis tenement, alias Almery, which was for many generations the residence of the family of Hadde, called in antient writings likewise Le Hadde. Robert Hadde lived here in the reign of king Henry III. as did his son William le Hadde in the next reign of Edward I. (fn. 2) At length about the latter end of the reign of king Edward III. this family divided into two branches, of which Robert le Hadde, the eldest son and heir, settled at Frinsted, where his descendants continued for many generations, and the youngest son inherited this family seat at Chart, which remained in the possessions of his descendants, till Thomas Haddys, in the reign of king Henry VII. leaving two daughters his coheirs, Margaret married first Wm. Wright and afterwards Nicholas Harpur; and Catherine, who married Thomas Bidlake, of Devonshire, this house and estate in Chart became the property of his eldest daughter Margaret, who entitled her husband, William Wright, to it; and he, anno 17 Henry VII. conveyed it to Roger Morys, of Ledes, and after some intermediate owners, it came into the possession of Robert Baker, who in 1612 sold it to Sir Edward Hales, bart. The trustees of whose grandson, Sir Edward Hales, bart. sold it with the manor of Sutton Valence, and his other estates in this parish, to Sir William Drake, of Amersham, with which they were in like manner afterwards sold to Sir Christopher Desbouverie; and on the partition between his two daughters and coheirs, these premises were alloted, with other lands in this and the neighbouring parishes, to Anne, the eldest daughter, married to John Hervey, esq. afterwards of Beechworth, who died possessed of them in 1757, and his grandson Christopher Hervey, esq. is now entitled to them.

 

There is an estate on ALMNERY-GREEN, which was formerly part of the possessions of the priory of Ledes, and most probably belonging to the almnery of that house, gave name to this place. It the remained with it till the reign of Henry VIII. when the priory being dissolved, this estate came, with the rest of the possessions of it, into the king's hands, and was settled by him in the 32d year of his reign, on his new-erected dean and chapter of Rochester, who are now entitled to the inheritance of it.

 

LESTED is an antient seat, situated on the northern side of the high road leading from Cocks-heath to Langley-heath, near Chart corner.

 

It was formerly part of the possessions of the family of Potman. who were possessed of other estates in this parish as has been already mentioned and it continued with them till Sir Richard Potman sold it to Simon Smyth, gent. who resided at Buckland, in Maidstone, whose son Simon was of Boughton Monchensie, and had the arms of his family confirmed to him by Camdem, clarencieux, in 1650. (fn. 3). He left a son Simon, of Lested, (fn. 4) whose widow afterwards remarried George Curteis, esq. sheriff of this county in 1651, when he resided here in her right.

 

In the descendants of Simon Smyth this estate descended down to the Rev. John Smyth, vicar of this parish, and rector of Hastingleigh, who died in 1732, and was succeeded by his son John Smyth, esq. whose widow, Mrs. Elizabeth Smyth survived him, and afterwards resided in it. She was daughter of Ralph Whitfield, esq. major of the Welsh fuzileers, by whom he left four daughters, Felicia, Elizabeth, Anna Maria, and Dorothea, his coheirs, and they or their respective heirs are now entitled to it.

 

CHENEYS-COURT is a reputed manor here, which appears in very early times to have been called Hadenesham, and to have been in the possession of Sir Robert de Shurland, a man of great eminence in the reign of king Edward I. who leaving an only daughter and heir, she carried this estate, with other large inheritanbe, in marriage to William de Cheney, of Patricksborne, in whose descendants it continued so long, that they implanted their name on it; at length Sir Thomas Cheney passed it away to John Iden, who died possessed of it in the 4th year of Henry VIII. and one of his descendants, leaving two daughters and coheirs, one of whom married Browne, and the other Barton, the latter of them, in right of his wife, possessed this estate, and in that name it continued till it was at length alienated to Heyward, for Rowland Heyward had the queen's licence, anno 16 Elizabeth, to alienate the messuage and manor, called Chenye-court, to John Long, of Tunbridge; after which it passed to Wolett, and thence to Jordan, and afterwards to that branch of the family of Fane, who were earls of Westmoreland, in which it continued till John, earl of Westmoreland, dying in 1762, s. p. this, among his other estates in this county, is at length, by the limitations of his will, come to the right hon. Thomas, lord le Despencer, who continues the present possessor of it.

 

There is the appearance of an old manor-pound belonging to it; but there has been no court held for this manor in the memory of man.

 

THE FAMILY OF SPENCER once possessed an estate in this parish, and resided here for some generations; one of whom John Spencer, esq. was of Chart Sutton, and bore for their arms, Argent, a fess engrailed, in chief three lions rampant, gules, at the latter end of the reign of king Henry VIII. as was his son of the same name afterwards. He left two sons, John and Nicholas, and five daughters, who on their elder brother's death s. p. became his coheirs; and in the beginning of the reign of king Charles I. joined with their respective husbands in the sale of their inheritance in this parish, to Sir Edward Hales, bart. it afterwards passed into the possession of Sir William Drake, and then to Sir Christopher Desbouverie, in whose descendants it has continued in like manner as the rest of his estates in this parish to the present time.

 

Charities.

RICHARD MASCALL gave by will in 1599, for the better support of the poor the yearly sum of 40s. in land in Ashford, vested in Edward Finch Hatton, esq. and now of the annual produce of 1l. 11s.

 

JOAN MASCALL gave by will in 1598, for the like use, the annual sum of 10s. in land in this parish, vested in Wm. Spong, and of that annual produce.

 

The poor constantly maintained by this parish are yearly in number about thirty-five, casually about twenty.

 

CHART SUTTON is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Sutton,

 

The church, which stands near the summit of the hill, at a very small distance from Sutton Valence, is dedicated to St. Michael.

 

This church has been twice set on fire by lightning: the first time, a few years ago, when it was fortunately soon extinguished; the last time was on April 23, 1779, about seven o'clock in the morning, when in a dreadful storm of thunder, the lightning set fire to the beautiful spire steeple of it, and in about three hours time burnt that and the whole building to ashes, excepting the bare walls; since which it has been rebuilt from a plan of Mr. Henry Holland, junior, architect, at the cost of more than 1,300l. collected by a brief throughout the county from house to house, and a liberal contribution made by the neighbouring gentry and clergy.

 

The church of Chart was given to the priory of Leeds, soon after the foundation of it; the tithes of every kind, arising from the demesnes of the lord of the parish of Chart, and also twenty shillings annual pension from the church, to be paid by the hands of the rector of it, for ever, for the maintenance of the infirmary of the priory, being assigned and granted by archbishop Richard to the canons of the priory. (fn. 5)

 

In the year 1320, Walter, archbishop of Canterbury, appropriated this church to the priory, and then admitted William de Shoreham to the vicarage of this church; at which time he, by his instrument, endowed the vicarage of it as follows: first, he ordained and decreed, that every vicar, for the time being, should receive all oblations and obits according to the altar of the church, which the rectors of it used of old to receive, together with the tithes of wool, lambs, calves, hogs, hay, flax, hemp, mills, pears, apples, milk, milk-meats, sheep, and of whatever was planted and sowed in gardens; and also, that the prior and convent should bear and exonerate all burthens, ordinary and extraordinary, happening to the church, as well in books, vestments, reparations and rebuildings of it, as often as need should require, the procurations of the archdeacon, and other burthens antiently belonging to it, or which might in future be laid on it. And he further decressed, that the prior and convent should assign of the soil of the church, one acre and an half of land, lying conveniently for a dwelling for the vicar, and should build for him on it a convenient house for him and his successors to dwell in, and that they should pay to him and his successors, as an augmentation of his living, forty shillings sterling yearly.

 

On the dissolution of the priory of Leeds, in the reign of Henry VIII. this parsonage, with the advowson of the vicarage, came into the hands of the crown, and was by the king settled in his 32d year, on his newerected dean and chapter of Rochester, part of whose inheritance it remains at this time.

 

¶On the abolition of deans and chapters, this parsonage was surveyed by order of the state in 1649, when it was returned, that the parsonage, or manorhouse of the parsonage, consisted of a hall, a parlour, kitchen, cellar, buttery, five chambers, three garrets, one dairy-house, barn and stable, with all the tithes thereto belonging, and the tithes of as much of Suttonpark as lay within the precincts of Chart parish, with a court and barn-yard; the whole being valued at fifty pounds per annum, and let by the dean and chapter, anno 26 Charles I. by lease to Sir Edward Hales, bart. and Sir John Hales, his son, for twenty-one years, at the yearly rent of 13l 11s. 8d. and one good and seasonable brawn every Christmas, but that the premises were worth over and above, upon improvement, 67l. 3s. 10d. and that the tenant was bound to repair and maintain the chancel of the parish church. At which time the vicarage was valued at thirty-five pounds clear yearly income. (fn. 6)

 

Among the archives of the dean and chapter of Canterbury is a definitive sentence, made at Cranbrook, anno 1400, concerning the custom and method of taking tithes in this parish, made by Thomas, archbishop of Canterbury, in a cause of tithes, between the prior and convent of Ledes and John Hadde, parishioner of this church.

 

Mrs. Elizabeth Bouverie, of Teston, is the present lessee of this parsonage. The advowson of the vicarage is reserved by the dean and chapter, in their own hands.

 

The vicarage is valued in the king's books at 8l. 12s. 8½d. and the yearly tenths at 17s. 3¾d. (fn. 7) It is now of the clear yearly certified value of 47l. 11s. 9¼d.

 

In 1640 it was valued at thirty pounds per annum, Communicants, 212.

 

The Rev. John Smyth, vicar gave by will in 1732, two hundred pounds as an augmentation, to enable it to receive the benefit of the like sum from queen Anne's bounty, (fn. 8) with which a small farm of twenty pounds per annum in Ashford parish, has been purchased for the benefit of the vicar and his successors.

 

www.british-history.ac.uk/survey-kent/vol5/pp352-364

2010 SEMA - Carli McKayleigh

Driven By: Chuck Harris

December 5th-7th 2014

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

  

The origins of the Turbo Fury reach back to 1943, when the piston-driven Hawker Sea Fury's development was formally initiated in response to a wartime requirement of the RAF.

 

As the Second World War drew to a close, the RAF cancelled their order for the aircraft. However, the Royal Navy saw the type as a suitable carrier aircraft to replace a range of increasingly obsolete or poorly suited aircraft being operated by the Fleet Air Arm. Development of the Sea Fury proceeded, and the type began entering operational service in 1947.

 

The Sea Fury had many design similarities to Hawker's preceding Tempest fighter, but the Sea Fury was a considerably lighter aircraft. Both the Sea Fury's wings and fuselage originated from the Tempest but were significantly modified and redesigned.

 

The Sea Fury attracted international orders as both a carrier and land-based aircraft; it was operated by countries including Australia, Burma, Canada, Cuba, Egypt, West Germany, Iraq, and Pakistan. The Sea Fury was retired by the majority of its military operators in the late 1950s in favour of jet-propelled aircraft. One of the largest export customers for the type, Pakistan, went a different way.

 

A total of 87 new-build Sea Furies were purchased and delivered to Pakistan between 1950 and 1952, but some ex-FAA and Iraqi Sea Furies were also subsequently purchased.

 

The Sea Fury began to be replaced by the jet-powered North American F-86 Sabre in 1955, but it became quickly clear that the Sabre was primarily a fighter, not a ground attack aircraft. It also lacked adequate performance in 'hot and high' operation theatres, and the PAF's B-57 bombers were too big for certain CAS tasks, and their number highly limited.

 

Hence the decision was taken to modernize a part of the PAF Sea Fury fleet for the ground attack role. This was to be achieved with a better engine that would deliver more power, a better overall performance as well as an extended range for prolonged loiter times close to the potential battlefield.

 

Engine choice fell on the Allison T56 turboshaft engine, which had originally been developed for the C-130 Hercules transporter (later also installed in the P-3 and E-2) - the type had just been bought by the PAF, so that low maintenance cost due to parts and infrastructure commonality was expected. Pakistan Aeronautical Complex (commonly abbreviated 'PAC') was tasked to develop a suitable update, and this lead to the integration of a turboprop engine into the Sea Fury airframe.

 

For the relatively small Sea Fury airframe the T56 was downrated to 3.000 hp, to which approximately 750 lbs of thrust from its exhaust could be added. The latter was bifurcated and ran along the fuselage flanks, ending in fairings at the wings' trailing edge. In order to cope with the additional power, the original five-bladed propeller had to be replaced by a six-bladed, indigenously developed propeller. Together with the more pointed spinner and the raised propeller position, the Sea Fury's profile changed dramatically, even though the good field of view for the pilot was retained. Officially, the modified machines were just called 'Sea Fury FB.61', inofficially they were called 'Turbo Furies' or 'وایلار' (Urdu: Wailer), for their characteristic, penetrating engine and propeller sound.

 

Internally, structural reinforcements had to be made and new wing spars were introduced. These allowed higher g forces for low level maneuvers and also carried additional ordnance hardpoints under the outer wings - these enabled the aircraft to carry HVARs of American origin and/or several small caliber bombs instead of only a single pair of up to 1.000 lb (454 kg) caliber.

 

The last piston engine Sea Furies in Pakistani service were ultimately retired in 1960, while the Turbo Fury fleet was used throughout the 1965 India-Pakistan War. After the end of hostilities, the 'Turbo Furies' were quickly phased out since it had become clear that they had become too vulnerable in battlefield conditions.

 

Some of these machines were sold to Thailand, though, where it served with the Royal Thai Marine Corps (นาวิกโยธินแห่งราชอาณาจักรไทย) in the CAS role and saw frequent use: The Chanthaburi and Trat borders with Cambodia gave the Marine Corps Department its first assignment, safeguarding the coastline and southeastern border. Since 1970 the Marine Corps' Chanthaburi-Trat Task Force had been officially assigned the defense of this area.

 

During 1972 and 1973, Thai Marines were involved in the "Sam-Chai" anti-communist operations in Phetchabun Province and the "Pha-Phum" anti-communist operations in Chiang Rai Province. In 1973 and 1974, they took part in anti-communist operations in the southern provinces of Pattani, Yala and Narathiwat. After ten years of frequent and successful use, the end of the Thai TurBo Furies came - the type was retired in late 1975. Two specimen were sold into the USA to Flight Systems Inc., where the machines were de-militarized and modified to be used as fast low-level target tugs.

 

Still, the aircraft would see a late career for the USAF, even though only an indirect one - and ironically against another WWII veteran reincarnation! In 1971 Piper Aircraft Corp. at Lakeland, Florida, built for the USAF's PAVE COIN programm (calling for a simple aircraft tailored to the ground attack role for small armies) two Piper Enforcers by heavily modifying two existing P-51 Mustang aircraft and fitting them with Lycoming T55-L9A turboprop engines, along with numerous other significant modifications.

 

Prior to the PAVE COIN evaluation, N202PE was lost in a crash off the Florida Coast. Although the Enforcer performed well in PAVE COIN, Piper failed to secure a United States Air Force contract. Anyway, Piper kept on lobbying Congress for another 8 years to force the USAF to officially re-evaluate the Enforcer.

 

Eventually in the 1979 defense bill $11.9 million was allocated for Piper to build two new prototypes and for the USAF to perform another flight evaluation. Since the Enforcer was never in the Air Force inventory, it was not given an official military designation and did not receive an Air Force serial number. Instead, it carries the Piper designation PA-48 and Federal Aviation Administration (FAA) registration numbers N481PE and N482PE.

 

During 1983 and 1984 the PA-48s were pitted against several "modern" jets at 1984 at Eglin Air Force Base, Florida and Edwards Air Force Base, California. Beyond 'state of the art' competirion, the USAF wanted a direct competitor - and found Flight Systems Inc's Turbo Furies. One of these, aircraft N287FS, was leased in 1981 and revamped to military status in order to act as a further benchnmark and as aggressor.

 

By the time the machine had already undergone some major modifications, including an ejection seat for the pilot and a new five-bladed propeller plus exhaust dampers in order to minimize the machine's distinctive, penetrating noise.

Further modifications saw the re-installment of armament, including wing hardpoints and the respective wiring, as well as adding four 20mm cannon, this time domestic Pontiac M39A1 revolver cannon - easily recognizable through the longer gun barrels that protruded from the wings' leading edge.

 

During the two years of evaluation the revamped Turbo Fury fared well, while its sister ship remained in the target tug role - and it was the only machine to survive, since N287FS crashed on 8th of August 1984 at Eglin AB due to hydraulic failure, with the pilot escaping securely thanks to the new ejection seat.

  

General characteristics

Crew: One

Length: 36 ft 2 in (11.05 m)

Wingspan: 38 ft 43⁄4 in (11.69 m)

Height: 15 ft 101⁄2 in (4.84 m)

Wing area: 280 ft2 (26.01 m2)

Empty weight: 10.500 lb (4.767 kg)

Loaded weight: 14,100 lb (6.400 kg)

Max. takeoff weight: 15,650 lb (7.105 kg)

 

Powerplant:

1× Allison T56 turboshaft engine rated at 2.206 kW (3.000 hp) plus 750 lbs of residual thrust

 

Performance:

Maximum speed: 490 mph (427 knots, 790 km/h) at 18,000 ft (5,500 m)

Range: 700 mi (609 nmi, 1,126 km) with internal fuel;

1,040 mi (904 nmi, 1,674 km) with two drop tanks

Service ceiling: 35,800 ft (10,910 m)

Rate of climb: 4,320 ft/min (21.9 m/s)

 

Armament:

4× 20 mm (0.787 in) Pontiac M39A1 revolver cannon

Eight underwing hardpoints for an external load of 4.000 lb (1.814 kg),

including bombs, unguided rockets, napalm tanks or drop tanks

 

The kit and its assembly:

Turbo Fury V3.0, spinning forth the initial fictional background story of this whif conversion. The combination of a WWII figher design and a C-130 Hercules sounds unlikely, but that's what I built. The idea of revamped piston-engine aircraft for a post-WWII-use has its charm and continually brings forth impressive designs, like the real world Piper PA-48.

 

Inspiration came with a set of 1:72 aftermarket C-130J resin engine nacelles from OzMods, which I had bunkered a while ago. This time the engine was mated again to the single seater kit from Pioneer2/PM Models. The Hercules engines are an almost perfect fit - the original fuselage just had to be cut away behind the original exhaust reflectors. Some sculpting had to be done on both sides, and the wing roots filled up in order to match the new, more narrow engine, but things went really smoothly.

 

This time, the Turbo Fury was to have a more modern touch - we are in the 80ies now. So I decided to use the original C-130 sickle blades that come with the OzMods conversion kit, even though I only used five of them instead of six (the spinner was modified accordingly). Another idea was to conceal the original exhaust pipes under the cockpit - I scratched dampers with intakes that would muffle engine sound and mix the hot gases with fresh air. These break up the sleek lines of the Fury, but I think that this installation makes sense, also as a potential survival measure that reduces the aircraft's IR signature?

 

Otherwise, only little things were changed. In the cockpit a new seat and a dashboard cover were added. The underwing hardpoints were new, too, and I added some antennae for a more modern and purposeful look. All pylons are new, and the bomb ordnance was puzzled together from the spares box, including four Rockeye CBUs from an Italeri F-16, an camera pod (from an Italeri F-18, IIRC) and a single ACMI pod from an Italeri F-21.

 

Painting and markings:

Piper's PA-48 was a bit of inspiration for this build, and I wanted the final Turbo Fury to be an American aircraft. USAF use would have been unlikely, though, but a private operator like Flight Systems Inc. (Which also operated F-86 as target tugs!) opened a new opportunity, as well as the historic trials of the PA-48 in the early 80ies.

 

Well, how to paint the Turbo Fury? An early idea had been a simple, all Gunship Grey aircraft with low-viz markings, but I eventually settled for the contemporary "USMC Land Scheme", applied to helicopters (AH-1, CH-46) and some of the USMC's OA-10. On a classic airframe like the Sea Fury's it would look totally anachronistic - but for an aggressor and test aircraft? Why not?

 

This wraparound scheme consists of grey, green and black - I used FS 35237 (Humbrol 145), FS 34097 (Humbrol 105) and FS 37038 (Humbrol 85, slightly lightened with some Humbrol 32 Dark Grey). The cockpit interior was kept in dark gray, the landing gear is in Aluminum, just like on the former builds of this series.

 

As per usual the kit received a light black ink wash and some dry painting that emphasizes the panel lines.

 

Decals were puzzled together from the scrap box, with some typical US markings and modern stencils.

  

Even though the paint finish turned out to look a bit more worn than initially intended, I am very happy with the result of this "Final Turbo Fury", esp. with its modern details. It looks rather odd and purposeful! And there's still one Hercules engine left... maybe a forth Turbo Fury might come forth, in the hands of another obscure operator's hands. ;)

 

Photographer: Viktor Koshkin

I had last driven my favourite locomotive from this cab on 19th August 1987 at Carlisle.

 

Thanks to my driver the late Tom Clementson offering me the seat. Tom took the image I use as my profile picture that day.

 

I had also driven her on 31st October the previous year at Tyne Yard.

 

To be able to drive her again would be an amazing experience. However, the chances of that are slim to zero in its prolonged unserviceable condition.

This is Kenny from our Asset Management and Analysis Division- doing another review our Asset Risk Exposure Portfolio.

A tough job but someone has to do it.

[Riding " The Boardroom" aka "Driven By Profit"]

This is my Little Martin three quarter size travel guitar. A great little instrument made from composite materials which renders it very strong and very stable. Great for Blues numbers.

www.acealloywheel.com

These are some shots from a shoot I did for Driven-- a luxury car service in London. I was shooting with a photographer friend of mine all over the city.

 

The photos we took in Trinity Square (next to the Tower of London) were pretty interesting to capture as everyone who saw us shooting assumed there was someone famous in the car and stood around getting in our way, until we got into the cars ourselves. haha.

 

Goodtimes.

 

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Original Caption: Pipeline Terminal. Loading Platforms Will Stand on Pilings Driven Into the Sea Floor between the Peninsula at Left and the Small Island at Right. Storage, Pumping and Computer Monitor Facilities Will Be Built on Shore at the Site of the 1900 Army Post Called Ft. Liscum. View South. Mile 789 08/1973

 

U.S. National Archives’ Local Identifier: 412-DA-8156

 

Photographer: Cowals, Dennis, 1945-

 

Subjects:

Valdez (Valdez-Cordova division, Alaska, United States) inhabited place

Environmental Protection Agency

Project DOCUMERICA

 

strong>Persistent URL: catalog.archives.gov/id/550641

  

Repository: Still Picture Records Section, Special Media Archives Services Division (NWCS-S), National Archives at College Park, 8601 Adelphi Road, College Park, MD, 20740-6001.

 

For information about ordering reproductions of photographs held by the Still Picture Unit, visit: www.archives.gov/research/order/still-pictures.html

 

Reproductions may be ordered via an independent vendor. NARA maintains a list of vendors at www.archives.gov/research/order/vendors-photos-maps-dc.html

   

Access Restrictions: Unrestricted

Use Restrictions: Unrestricted

 

McLaren F1 GTR Longtail 03R driven by Kenny Brack

We stayed at the City of Arts and Sciences from late afternoon till night time. There was a beautiful blue cast through twilight and then, about 8.00pm the lights came on. I forgot the tripod so it was a case of having a steady hand. A bit of noise in there but I'm glad I hung around - we had a few glasses of wine as well needless to say.

 

We decided to go for a city break rather than sun in Tenerife again this September. Other than a few days in the North East we haven’t been away since last March and wanted a change and hopefully some sun. The problem is getting flights from the north of England to the places we want to go to. We chose Valencia as we could fly from East Midlands – which was still a pain to get to as it involved the most notorious stretch of the M1 at five in the morning. In the end we had a fairly good journey, the new Ryanair business class pre-booked scheme worked quite well and bang on time as usual. It was dull when we landed with storms forecast all week, the sky was bright grey – the kiss of death to the photography I had in mind. I was full of cold and wishing I was at work. It did rain but it was overnight on our first night and didn't affect us. There has been a drought for eleven months apparently and it rained on our first day there! The forecast storms didn't materialise in Valencia but they got it elsewhere.

 

You May notice discrepancies in the spelling of some Spanish words or names, this is because Valencian is used on signs, in some guide books and maps. There are two languages in common use with distinct differences. There may also be genuine mistakes - it has been known!

 

Over the course of a Monday to Sunday week we covered 75 miles on foot and saw most of the best of Valencia – The City of Bell Towers. The Old City covers a pretty large area in a very confusing layout. There was a lot of referring to maps – even compass readings! – a first in a city for us. The problem with photography in Valencia is that most of the famous and attractive building are closely built around, some have poor quality housing built on to them. Most photographs have to be taken from an extreme angle looking up. There are no high points as it is pan flat, there are a small number of buildings where you can pay to go up on to the roof for a better view and we went up them – more than once!

 

The modern buildings of The City of Arts and Sciences – ( Ciutat de Las Arts I de les Ciencies ) are what the city has more recently become famous for, with tourists arriving by the coachload all day until late at night. They must be photographed millions of times a month. We went during the day and stayed till dark one evening, I gave it my best shot but a first time visit is always a compromise between ambition and realism, time dictates that we have to move on to the next destination. I travelled with a full size tripod – another first – I forgot to take it with me to TCoAaS! so It was time to wind up the ISO, again! Needless to say I never used the tripod.

 

On a day when rain was forecast but it stayed fine, albeit a bit dull, we went to the Bioparc north west of the city, a zoo by another name. There are many claims made for this place, were you can appear to walk alongside some very large animals, including, elephants, lions, giraffe, rhino, gorillas and many types of monkey to name a few. It is laid out in different geographical regions and there is very little between you and the animals, in some cases there is nothing, you enter the enclosure through a double door arrangement and the monkeys are around you. It gets rave reviews and we stayed for most of the day. The animals it has to be said gave the appearance of extreme boredom and frustration and I felt quite sorry for them.

 

The course of The River Turia was altered after a major flood in the 50’s. The new river runs west of the city flanked by a motorway. The old river, which is massive, deep and very wide between ancient walls, I can’t imagine how it flooded, has been turned into a park that is five miles long. There is an athletics track, football pitches, cycle paths, restaurants, numerous kids parks, ponds, fountains, loads of bridges, historic and modern. At the western end closest to the sea sits The City of Arts and Sciences – in the river bed. Where it meets the sea there is Valencia’s urban Formula One racetrack finishing in the massive marina built for The Americas Cup. The race track is in use as roadways complete with fully removable street furniture, kerbs, bollards, lights, islands and crossings, everything is just sat on the surface ready to be moved.

 

We found the beach almost by accident, we were desperate for food after putting in a lot of miles and the afternoon was ticking by. What a beach, 100’s of metres wide and stretching as far as the eye could see with a massive promenade. The hard thing was choosing, out of the dozens of restaurants, all next door to each other, all serving traditional Paella – rabbit and chicken – as well as seafood, we don’t eat seafood and it constituted 90% of the menu in most places. Every restaurant does a fixed price dish of the day, with a few choices, three courses and a drink. Some times this was our only meal besides making the most of the continental breakfast at the hotel. We had a fair few bar stops with the local wine being cheap and pleasant it would have been a shame not to, there would have been a one woman riot – or strike!

 

On our final day, a Sunday, we were out of bed and down for breakfast at 7.45 as usual, the place was deserted barring a waiter. We walked out of the door at 8.30 – in to the middle of a mass road race with many thousands of runners, one of a series that take place in Valencia – apparently! We struggled to find out the distance, possibly 10km. The finish was just around the corner so off we went with the camera gear, taking photos of random runners and groups. There was a TV crew filming it and some local celebrity (I think) commentating. Next we came across some sort of wandering religious and musical event. Some sort of ritual was played out over the course of Sunday morning in various locations, it involved catholic priests and religious buildings and another film crew. The Catholic tourists and locals were filling the (many) churches for Sunday mass. Amongst all of this we had seen men walking around in Arab style dress – the ones in black looked like the ones from ISIS currently beheading people – all carrying guns. A bit disconcerting. We assumed that there had been some sort of battle enactment. We were wrong, it hadn’t happened yet. A while later, about 11.30 we could hear banging, fireworks? No it was our friends with the guns. We were caught up in total mayhem, around 60 men randomly firing muskets with some sort of blank rounds, the noise, smoke and flames from the muzzles were incredible. We were about to climb the Torres de Serranos which is where, unbeknown to us, the grand, and deafening, finale was going to be. We could feel the blast in our faces on top of the tower. Yet again there was a film camera in attendance. I couldn’t get close ups but I got a good overview and shot my first video with the 5D, my first in 5 years of owning a DLSR with the capability. I usually use my phone ( I used my phone as well). Later in the day there was a bullfight taking place, the ring was almost next to our hotel, in the end we had other things to do and gave it a miss, it was certainly a busy Sunday in the city centre, whether it’s the norm or not I don’t know.

 

There is a tram system in Valencia but it goes from the port area into the newer part of the city on the north side, it wouldn’t be feasible to serve the historic old city really. A quick internet search told me that there are 55,000 university students in the city, a pretty big number. I think a lot of the campus is on the north side and served by the tram although there is a massive fleet of buses as well. There is a massive, very impressive market building , with 100’s of stalls that would make a photo project on its own, beautiful on the inside and out but very difficult to get decent photos of the exterior other than detail shots owing to the closeness of other buildings and the sheer size of it. Across town, another market has been beautifully renovated and is full of bars and restaurants and a bit of a destination in its own right.

 

A downside was the all too typical shafting by the taxi drivers who use every trick in the book to side step the official tariffs and rob you. The taxi from the airport had a “broken” meter and on the way home we were driven 22 km instead of the nine that is the actual distance. Some of them seem to view tourists as cash cows to be robbed at all costs. I emailed the Marriot hotel as they ordered the taxi, needless to say no answer from Marriot – they’ve had their money. We didn’t get the rip off treatment in the bars etc. that we experienced in Rome, prices are very fair on most things, certainly considering the city location.

 

All in all we had a good trip and can highly recommend Valencia.

 

A illustration of the progression of angiogenesis, which is the physiological process involving the growth of new blood vessels from pre-existing vessels. Tumours cannot grow beyond a few mm due to a lack of oxygen and other nutrients, so they encourage the formation of blood vessels to support their rapid cell division. For this reason, angiogenesis is a fundamental step in the transition of tumours from a dormant state to a malignant one.

  

Kurtis 500C - Merz Engineering Special (1954) 4454cc

Race Number 77 Gerraint Owen

KURTIS SET

www.flickr.com/photos/45676495@N05/sets/72157625516335498...

 

Kurtis Kraft was initially a manufacturer of midget race cars, for the quarter mile dirt ovals, and gained a reputation as being virtually unbeatable.

They sucessfully made the transition to building full size Indy 500s, normally powered by Offenhauser engines. building around 120 fo these Indaianapolis Specials, including for winners. The Special is a low slung car with the driver positioned offset to the left of the prop shaft.

 

This car ran in this livery in the 1956 Indianapolis 500, driven by Fred Abashian, qualifying with a lap speed of 137.746 mph, and finishing 6th. Technically qualifying the car as a Grand Prix car, due to the Indianapolis 500 being part of the Formula One World Championship between 1950 and 1960

 

This car raced at Silverstone Amschel Rothschild Trophy Race for post war racing cars

 

Many thanks for a fantabulous 33,902,600 views

 

Shot at the VSCC Spring Start, Silverstone 18:04:2015 Ref 105-314

  

Mats his first rally in the Nissan 350Z. He drove it like it should be driven !

 

Car: Nissan

Type: 350Z

 

Camera: Canon EOS 7D

Lens: Canon 70-200mm F/4.0 L USM with B&W polarisation filter

 

Exposure: 1/320

Aperture: f/4.0

ISO speed: 200

Focal length: 140mm

 

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+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

 

Some background:

The Nakajima Ki-104 was a further development of the Ki-87; the latter was a Japanese high-altitude fighter-interceptor of World War II, a single seat, exhaust-driven turbo-supercharged engined, low-wing monoplane with a conventional undercarriage.

 

The Ki-87 was one of several designs of various manufacturers developed in response to American B-29 Superfortress raids on the Home Islands. The Ki-87 followed up on earlier research by Nakajima and the Technical Division of Imperial Army Headquarters into boosting a large radial engine with an exhaust-driven turbo-supercharger, which had begun in 1942, well before the B-29 raids began.

 

The efforts of the Technical Division of Imperial Army Headquarters eventually culminated into the high-performance, tandem-engine Tachikawa Ki-94-I, while the Ki-87 under the lead of Kunihiro Aoki was developed as a fall-back project, using less stringent requirements.

Nakajima started in July 1943 with the construction of three prototypes, to be completed between November 1944 and January 1945, and seven pre-production aircraft, to be delivered by April 1945.

 

The Technical Division of Imperial Army Headquarters made itself felt during the development of the Ki-87 prototype when they insisted upon placing the turbo-supercharger in the rear-fuselage, and from the sixth prototype the Nakajima fighter was to have that arrangement. Construction was further delayed due to problems with the electrical undercarriage and the turbo-supercharger itself. As a consequence, the first Ki-87 prototype was not completed until February 1945; it first flew in April, but only five test flights were completed.

 

A further variant, the Ki-87-II, powered by a 3,000 hp Nakajima Ha217 (Ha-46) engine and with the turbo-supercharger in the same position as the P-47 Thunderbolt. Due to the long development period of the Ki-87, several major structural changes were made, too, that eventually changed the aircraft so much that it received a new, separate kitai number and became the Ki-104.

 

Kunihiro Aoki's new design was approved by the Koku Hombu, and an order was placed for one static test airframe, three prototypes, and eighteen pre-production aircraft. Only 2 prototypes were built in the event; the first was equipped with a single 1,895 kW (2,541 hp) Nakajima Ha219 [Ha-44] engine, driving a 4-blade, but the second one received the stronger Nakajima Ha217 (Ha-46) and a 6-blade propeller.

 

The pre-production machines (Ki-104-I or -Tei) were all produced with Ha217 engines, but featured various four-bladed propeller (-a, -b) designs as well as the new 6-blade propeller (-c). Compared to the prototypes, armament was beefed up from a pair of 20mm Ho-5 and a pair of 30mm Ho-155-I cannons in the wings to four of the new, more compact Ho-155-II cannons (originally designed for the unsuccessful Ki-102 assault aircraft and optimized for wing installation).

 

All pre-production Ki-104-Is were allocated to an independent IJA Headquarter Flight where they were tested alongside established fighters in the defence of the Tokyo region. Based on this 3rd Independent Flight's unit marking, a completely black tail with the unit's emblem, the Ki-104s were inofficially called Ic '黒の尾'/'Kurono-'o, which literally means "Black Tail".

 

The first operational Ki-104s reached this unit in spring 1945 and saw limited use against the incoming streams of B-29 bombers (2 unconfirmed downings in the Tokyo region). After these initial contacts that left a serious impression the new type received the USAF code name "Cooper", but the hostilities' soon end however stopped any further work and serial production. No Ki-104 survived the war.

  

General characteristics:

Crew: 1

Length: 12 m (39 ft 4 in)

Wingspan: 14 m (45 ft 11 in)

Height: 4.65 m (15 ft 3 in)

Wing area: 28 m² (301.388 ft²)

Airfoil: Tatsuo Hasegawa airfoil

Empty weight: 4,637 kg (10,337 lb)

Loaded weight: 6.450 kg (14.220 lb)

Powerplant:

1× Nakajima Ha219 [Ha-44-12] 18-cylinder air-cooled radial engine, 1,835 kW (2,461 hp)

 

Performance

Maximum speed: 712 km/h (385 kn, 443 mph)

Cruise speed: 440 km/h (237 kn, 273 mph)

Range: 2,100 km (1,305 mi)

Service ceiling: 14,680 m (48,170 ft)

Wing loading: 230.4 kg/m² (47.2 lb/ft²)

Power/mass: 0.28 kW/kg (0.17 hp/lb)

Climb to 5,000 m (16,400 ft): 5 min 9 sec;

Climb to 10,000 m (32,800 ft): 17 min 38 sec;

Climb to 13,000 m (42,640 ft): 21 min 03 sec

 

Armament

4× 30 mm (1.18 in) Ho-155-II cannons in the wings

Underwing hardpoints and centerline pylon for up to 3× 250 kg (551 lb) bombs

or a single 300l drop tank under the fuselage

  

The kit and its assembly:

This whif is the result of many ideas and occasions. First of all, I had a leftover six-blade propeller from a Hasegawa J7W Shinden in stock. Then I recently had an eye on kits of late Japanese high altitude fighters with turbosuperchargers, like the Ki-91-II or the Ki-106. These are available from RS Models, but rare and rather costly. And I wondered how a P-47 might look like without its deep belly? All this was finally thrown into a big idea stew, and the Ki-104 is the home-made hardware result!

 

As a side note: the Ki-104 was a real IJA project, AFAIK based/related to the Tachikawa Ki-94-I twin-boom/push-pull high altitude fighter, a re-worked, more conventional design. Information is sparese and it never reached any hardware stage and remained a paper project as the Rikugun Kogiken Ki-104; I just "revived" the number for my whif, but maybe the real Ki-104 could have looked like it... ;-)

 

The kit is a bashing of various parts and pieces:

- Fuselage and wing roots from an Academy P-47-25

- Wings from an Ark Model Supermarine Attacker (ex Novo)

- Tail fin is a modified part of a Matchbox Ju 188 stabilizer

- The stabilizers are outer sections from a Matchbox Douglas F3D Skyknight

- Cowling comes from an ART Model Grumman F8F Bearcat, the engine was scratched

- Propeller from a Hasegawa J7W Shinden

- Main wheels from a Matchbox F6F Hellcat

 

My choice fell onto the Academy Thunderbolt because it has engraved panel lines, offers the bubble canopy as well as good fit and detail. The belly duct had simply been sliced off, and the opening later faired over with styrene sheet and putty.

The Bearcat cowling was chosen because it had very good fitting width in order to match with the P-47 fuselage, and it turned out to be a very good choice - even though I had to add a dorsal connection, a simple styrene wedge, to create a good profile.

Inside, the engine consists of a reversed Hobby Boss F6F engine, with a fan dummy that covers any view on non-existent interior details... A styrene tube was added, into which a metal axis can be inserted. The latter holds the propeller, so that it can spin with little hindrance.

 

The Attacker wings were chosen because of their "modern" laminar profile - the Novo kit is horrible, but acceptable for donations. And the risen panel lines and rivets should later do great work during the weathering process... OOB, the Attacker wings had too little span for the big P-47, so I decided to mount the Thunderbolt's OOB wings and cut them at a suitable point: maybe 0.5", just where the large wheel fairings for the main landing gear ends.

The intersection with the Attacker wings is almost perfect in depth and width, relatively little putty work was necessary. I just had to cut out new landing gear well parts.

 

With the new wing shape, the tail surfaces had to be changed accordingly, with parts from a Matchbox Skyknight and a highly modified piece from a Matchbox Ju 188 stabilizer.

 

The OOB cockpit and landing gear was retained, I just replaced the main wheels with slightly more delicate alternatives from a Matchbox F6F Hellcat.

 

Once the basic bodywork was done I added the exhaust arrangement under the fuselage; the outlets are oil cooler parts from a Fw 190A, the air scoop once belonged to a Martin Marauder and the long ducts are actually HO scale roof rails. The oil cooler under the engine comes from a Hobby Boss La-7.

 

Pretty wild mix, but it works surprisingly well!

  

Painting and markings:

Even though this was supposed to become a late WWII IJA fighter, I did neither want the stereotype NMF look nor the classic green/grey livery or a respective mottled scheme. What I finally settled upon, though, took a long while to manifest, and it looks ...odd.

 

I wanted a camouflage scheme, but none of the more exotic real world options was fine for me; there had been fighters with black upper surfaces, bright blue ones, or blue mottle on top of NMF. But all this did not convince me, and I eventually created an experimental scheme. And the paint was supposed to look heavily worn, as if the paint had been applied directly onto the bare metal, without primer, so that it chips and flakes off easily.

 

The tones were supposed to be suitable for high altitudes, but not the classic IJA colors - nothing even close. eventuelly I came up with an all-around turquoise green (ModelMaster Fulcrum Grey Green) plus a pale grey-green (ModelMaster RAF Dark Slate Grey) as contrast for the upper sides. Sick combination, yes, esp. with the Aluminum shining through, which was applied first as a kind of acrylic primer. The camouflage paint was carefully brushed on top of that, with panel-wise strokes from back to front. Tedious, but effective.

 

The black tail was applied similarly, it is a free interpretation of real IJA markings; for instance, the 244th Sentai arcraft bore all-red tail sections. Black is an uncommon color, but since I wanted to create fictional squadron markings, too, this was a suitable concept. And it looks cool and mysterious...

 

The cockpit interior was painted with Aodake Iro (Modelmaster), the section behind the pilot's seat and where the sliding canopy moves on the outside, were painted with IJA Dark Green - just an odd idea. In front of the cockpit a black anti glare panel was added. The landing gear and the respective wells were painted with Steel Metallizer (just to set them apart from the lighter Aluminum all around). The propeller was painted in reddish brown tones, the spinner in Humbrol 160 and the blades in 173.

 

After this basic painting the kit received a black ink wash, and decals were applied. These were taken from various aftermarket sheets, including generic, white and yellow sheet for the Home Defence markings on wings and fuselage, the white fuselage trim or the yellow ID markings on the wings' leading edges.

 

As next step the complete kit was carefully wet-sanded, primarily from front to back, so that more of the aluminum primer showed through, the decals (esp. the Hinomaru) were worn out and the camouflage paint on top lost some of its hard edges.

The sanding residues had to be cleaned away thoroughly (with a soft toothbrush and lots of water), and then, repairs, e .g. where the bare plastic came through, as well as extra effects with dry-painted, lighter camouflage tones were done. Final cosmetics also include oil and dirt stains with Tamiya"Smoke", also applied by brush.

 

Once everything was dry and clean (despite the kit's look), everything was sealed under a coat of varnish - a 3:1 mix of matt and gloss Revell Acrylics.

 

A complex and lengthy painting process, but I think the effort paid out because the procedure mimicks the structure and look of a worn paint job instead of trying to look like it when you paint a cammo scheme and add metal effects "on top". This works for small chips, but not for the flaked look I had been looking for.

 

The Ki-104 turned out to be a very conclusive kitbashing - I think that the P-47-with-Attacker-wings-and-new-cowling bears more potential, and I might try it again, e. g. for a naval Thunderbolt development?

 

Eric Evans gives his keynote on Strategic Design at the DDD eXchange 2009, the worlds 1st dedicated conference on Domain Driven Design

Webcasts at skillsmatter.com/event-details/design-architecture/ddd-ex...

Tweets tagged as #dddexchange

twitter.com/dddmeetups

From the High Line via 500px ift.tt/1RgWtqe

My first time behind the wheel of 300 on the open road since 1990 something. A lovely bus to drive perhaps a few things I need to look into, but lovely

From the base camp we were driven high up onto the mountain in a four wheel drive to get to the first platform from where we would launch our way down onto the first platform.

 

See our Blog Post @ bit.ly/1bj4RW6

See our video @ youtu.be/Y6cdyKU0loY

"Steam Driven" with Neo Geisha. Props by Paul Smith

Boeing's B-29 Superfortress was the most sophisticated, propeller-driven, bomber to fly during World War II, and the first bomber to house its crew in pressurized compartments. Boeing installed very advanced armament, propulsion, and avionics systems into the Superfortress. During the war in the Pacific Theater, the B-29 delivered the first nuclear weapons used in combat. On August 6, 1945, Colonel Paul W. Tibbets, Jr., in command of the Superfortress Enola Gay, dropped a highly enriched uranium, explosion-type, "gun-fired," atomic bomb on Hiroshima, Japan. Three days later, Major Charles W. Sweeney piloted the B-29 Bockscar and dropped a highly enriched plutonium, implosion-type atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. On August 14, 1945, the Japanese accepted Allied terms for unconditional surrender.

  

In the late 1930s, U. S. Army Air Corps leaders recognized the need for very long-range bombers that exceeded the performance of the B-17 Flying Fortress. Several years of preliminary studies paralleled a continuous fight against those who saw limited utility in developing such an expensive and unproven aircraft but the Air Corps issued a requirement for the new bomber in February 1940. It described an airplane that could carry a maximum bomb load of 909 kg (2,000 lb) at a speed of 644 kph (400 mph) a distance of at least 8,050 km (5,000 miles). Boeing, Consolidated, Douglas, and Lockheed responded with design proposals. The Army was impressed with the Boeing design and issued a contract for two flyable prototypes in September 1940. In April 1941, the Army issued another contract for 250 aircraft plus spare parts equivalent to another 25 bombers, eight months before Pearl Harbor and nearly a year-and-a-half before the first Superfortress would fly.

  

Among the design's innovations was a long, narrow, high-aspect ratio wing equipped with large Fowler-type flaps. This wing design allowed the B-29 to cruise at high speeds at high altitudes but maintained comfortable handling characteristics during slower airspeeds necessary during takeoff and landing. More revolutionary was the size and sophistication of the pressurized sections of the fuselage: the flight deck forward of the wing, the gunner's compartment aft of the wing, and the tail gunner's station. For the crew, flying at altitudes above 18,000 feet became much more comfortable as pressure and temperature could be regulated in the crew work areas. To protect the Superfortress, Boeing designed a remote-controlled, defensive weapons system. Engineers placed five gun turrets on the fuselage: a turret above and behind the cockpit that housed two .50 caliber machine guns (four guns in later versions), and another turret aft near the vertical tail equipped with two machine guns; plus two more turrets beneath the fuselage, each equipped with two .50 caliber guns. One of these turrets fired from behind the nose gear and the other hung further back near the tail. Another two .50 caliber machine guns and a 20-mm cannon (in early versions of the B-29) were fitted in the tail beneath the rudder. Gunners operated these turrets by remote control--a true innovation. They aimed the guns using computerized sights, and each gunner could take control of two or more turrets to concentrate firepower on a single target.

  

Boeing also equipped the B-29 with advanced radar equipment and avionics. Depending on the type of mission, a B-29 carried the AN/APQ-13 or AN/APQ-7 Eagle radar system to aid bombing and navigation. These systems were accurate enough to enable relatively accurate bombing through cloud layers that completely obscured the target. The B-29B was equipped with the AN/APG-15B airborne radar gun sighting system mounted in the tail to assist in providing accurate defense against enemy fighters attacking at night. B-29s also routinely carried as many as twenty different types of radios and navigation devices.

  

The first XB-29 took off at Boeing Field in Seattle on September 21, 1942. By the end of the year the second aircraft was ready for flight. Fourteen service-test YB-29s followed as production began to accelerate. Building this advanced bomber required massive logistics. Boeing built new B-29 plants at Renton, Washington, and Wichita, Kansas, while Bell built a new plant at Marietta, Georgia, and Martin built one in Omaha, Nebraska. Both Curtiss-Wright and the Dodge automobile company vastly expanded their manufacturing capacity to build the bomber's powerful and complex Curtiss-Wright R-3350 turbo supercharged engines. The program required thousands of sub-contractors but with extraordinary effort, it all came together, despite major teething problems. By April 1944, the first operational B-29s of the newly formed 20th Air Force began to touch down on dusty airfields in India. By May, 130 B-29s were operational. In June, 1944, less than two years after the initial flight of the XB-29, the U. S. Army Air Forces (AAF) flew its first B-29 combat mission against targets in Bangkok, Thailand. This mission (longest of the war to date) called for 100 B-29s but only 80 reached the target area. The AAF lost no aircraft to enemy action but bombing results were mediocre. The first bombing mission against the Japanese main islands since Lt. Col. "Jimmy" Doolittle's raid against Tokyo in April 1942, occurred on June 15, again with poor results. This was also the first mission launched from airbases in China.

  

With the fall of Saipan, Tinian, and Guam in the Mariana Islands chain in August 1944, the AAF acquired airbases that lay several hundred miles closer to mainland Japan. Late in 1944, the AAF moved the XXI Bomber Command, flying B-29s, to the Marianas and the unit began bombing Japan in December. However, they employed high-altitude, precision, bombing tactics that yielded poor results. The high altitude winds were so strong that bombing computers could not compensate and the weather was so poor that rarely was visual target acquisition possible at high altitudes. In March 1945, Major General Curtis E. LeMay ordered the group to abandon these tactics and strike instead at night, from low altitude, using incendiary bombs. These firebombing raids, carried out by hundreds of B-29s, devastated much of Japan's industrial and economic infrastructure. Yet Japan fought on. Late in 1944, AAF leaders selected the Martin assembly line to produce a squadron of B-29s codenamed SILVERPLATE. Martin modified these Superfortresses by removing all gun turrets except for the tail position, removing armor plate, installing Curtiss electric propellers, and modifying the bomb bay to accommodate either the "Fat Man" or "Little Boy" versions of the atomic bomb. The AAF assigned 15 Silverplate ships to the 509th Composite Group commanded by Colonel Paul Tibbets. As the Group Commander, Tibbets had no specific aircraft assigned to him as did the mission pilots. He was entitled to fly any aircraft at any time. He named the B-29 that he flew on 6 August Enola Gay after his mother. In the early morning hours, just prior to the August 6th mission, Tibbets had a young Army Air Forces maintenance man, Private Nelson Miller, paint the name just under the pilot's window.

  

Enola Gay is a model B-29-45-MO, serial number 44-86292. The AAF accepted this aircraft on June 14, 1945, from the Martin plant at Omaha (Located at what is today Offut AFB near Bellevue), Nebraska. After the war, Army Air Forces crews flew the airplane during the Operation Crossroads atomic test program in the Pacific, although it dropped no nuclear devices during these tests, and then delivered it to Davis-Monthan Army Airfield, Arizona, for storage. Later, the U. S. Air Force flew the bomber to Park Ridge, Illinois, then transferred it to the Smithsonian Institution on July 4, 1949. Although in Smithsonian custody, the aircraft remained stored at Pyote Air Force Base, Texas, between January 1952 and December 1953. The airplane's last flight ended on December 2 when the Enola Gay touched down at Andrews Air Force Base, Maryland. The bomber remained at Andrews in outdoor storage until August 1960. By then, concerned about the bomber deteriorating outdoors, the Smithsonian sent collections staff to disassemble the Superfortress and move it indoors to the Paul E. Garber Facility in Suitland, Maryland.

  

The staff at Garber began working to preserve and restore Enola Gay in December 1984. This was the largest restoration project ever undertaken at the National Air and Space Museum and the specialists anticipated the work would require from seven to nine years to complete. The project actually lasted nearly two decades and, when completed, had taken approximately 300,000 work-hours to complete. The B-29 is now displayed at the National Air and Space Museum, Steven F. Udvar-Hazy Center.

FORTE- IMO : 8802258

Built 1989, by Bodewes Shipyard - Hoogezand, Netherlands (Yard # 558) as FORTE

GRT : 3998 / DWT : 4001

Overall Length : 90.8 metres x Beam 16.2 metres.

Machinery : 1 Screw driven by a Wartsila 12V32 -? stroke single acting ? cylinder oil engine

Speed : 15.0 knots

 

History POR = Port of Registry

1989: FORTE : CV Arctic Marine : POR Rotterdam

2005: FORTE : Rederi AB Lillgaard: POR Rotterdam

2016: FORTE : OY Maniola AB Ltd : POR ??

2018: PABLO VI : Sea Rose Shipping Inc : POR ??

2018: SEA ROSE : Sea Rose Shipping Inc : POR ??

2020: SEA ROSE : Gar Shipping Ltd : POR ??

2021: Listed as In Service/Commission (Equasis 14/Sept/2021)

 

FORTE photographed on 26 September 1990 in the River Thames.

 

Ship Details : Miramar - May 2020 / Equasis

 

rainyday dashboard shot

Eric Evans gives his keynote on Strategic Design at the DDD eXchange 2009, the worlds 1st dedicated conference on Domain Driven Design

Webcasts at skillsmatter.com/event-details/design-architecture/ddd-ex...

Tweets tagged as #dddexchange

twitter.com/dddmeetups

swedgatch.blogspot.com/

Paramount were also in association with Moseleys by the lokks of it because ex SMS Xtrav YN59SVV a Volvo B9R / Plaxton Panther C57F is for sale on Moseleys website. Seen at used bus and coach live 12/08/18