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I bought a fancy heart rate monitor to help me manage the intensity of my workouts. Here is a graph of my heart rate over time during a 3 mile treadmill workout at a 10 minute pace.
The first peak is a 4 mph warmup followed by some stretching, then 35 minutes at 6 mph.
2016 S 2575 Riga2f MuzVlak
YOU ARE HERE See & Do Museums and galleries All museums Latvian Railway History Museum SHARE:
Railway is the forerunner of civilisation and a life artery, as well as a friend to adventurers, offering people a way to attain their dreams. The importance of railway is inestimable, and the smell of railway is unmistakable. The Latvian Railway history Museum, established in 1990, invites you to explore the world of railways. An interesting feature of the museum is that it is situated near a functioning railway line.
In the White Hall of the museum, exhibition "History of Rolling Stock in Latvia, 1858–1940" informs about the beginnings of steam locomotives in England at the start of the 19th century and presents a cross-section of a steam engine. This part of the exhibition also informs about the construction of first railways in Latvia from 1858. The other part of the exhibition deals with locomotives in the Republic of Latvia (1919–1940), especially locomotives and motorised cars designed and built by Latvian engineers. Some of the locomotives were of unique design and were being written about by prestigious railway publications.
Exhibition "Train Station from Staff Entrance" begins in the rolling stock depot and proceeds to an improvised railway platform. From there, visitors are taken to the station's waiting room with old train schedules and tickets, information about tourist trains at the end of 1930s, the Riga Railway Station and the history of railway bridges.
There is also a scale model of Latvian train stations, featuring scale models of freighters as well as passenger trains.
Yet it is the open-air exhibition of rolling stock that makes visitors really feel the spirit of railway.
There are locomotives from various history periods parked next to each other on four railway tracks, as well as train cars and railway maintenance machinery. There are mechanical and electrical railway signals, and a bench where one may sit for a while to watch the busy life of a railway station. You may want to take a guided tour of the diesel locomotive's cabin, accumulator railcar and steam locomotive, as well as a lounge car of the 1930s. A visit to the locomotive cabin may help you realise how railway workers used to live and work at that time.
On the other hand, a locomotive depot of the 1880s has been transformed into a venue for various events, concerts, exhibitions and performances.
20 января 2019, Собор Предтечи и Крестителя Господня Иоанна / 20 January 2019, Synaxis of the Holy Glorious Prophet, Forerunner, and Baptist John
2016 S 2575 Riga2f MuzVlak
YOU ARE HERE See & Do Museums and galleries All museums Latvian Railway History Museum SHARE:
Railway is the forerunner of civilisation and a life artery, as well as a friend to adventurers, offering people a way to attain their dreams. The importance of railway is inestimable, and the smell of railway is unmistakable. The Latvian Railway history Museum, established in 1990, invites you to explore the world of railways. An interesting feature of the museum is that it is situated near a functioning railway line.
In the White Hall of the museum, exhibition "History of Rolling Stock in Latvia, 1858–1940" informs about the beginnings of steam locomotives in England at the start of the 19th century and presents a cross-section of a steam engine. This part of the exhibition also informs about the construction of first railways in Latvia from 1858. The other part of the exhibition deals with locomotives in the Republic of Latvia (1919–1940), especially locomotives and motorised cars designed and built by Latvian engineers. Some of the locomotives were of unique design and were being written about by prestigious railway publications.
Exhibition "Train Station from Staff Entrance" begins in the rolling stock depot and proceeds to an improvised railway platform. From there, visitors are taken to the station's waiting room with old train schedules and tickets, information about tourist trains at the end of 1930s, the Riga Railway Station and the history of railway bridges.
There is also a scale model of Latvian train stations, featuring scale models of freighters as well as passenger trains.
Yet it is the open-air exhibition of rolling stock that makes visitors really feel the spirit of railway.
There are locomotives from various history periods parked next to each other on four railway tracks, as well as train cars and railway maintenance machinery. There are mechanical and electrical railway signals, and a bench where one may sit for a while to watch the busy life of a railway station. You may want to take a guided tour of the diesel locomotive's cabin, accumulator railcar and steam locomotive, as well as a lounge car of the 1930s. A visit to the locomotive cabin may help you realise how railway workers used to live and work at that time.
On the other hand, a locomotive depot of the 1880s has been transformed into a venue for various events, concerts, exhibitions and performances.
6-7 июня 2023, Третье обретение главы Предтечи и Крестителя Господня Иоанна / 6-7 June 2023, The third finding of the head of the Forerunner and Baptist of the Lord John
This is "Albert" he,s a Citroen Dyanne quite possibly the forerunner of the entire Group B era. Albert transported us around the RAC Rally in 1983/4, he was the brainchild (?) of Mike Twizell and started life with 600cc and standard parts. Later the body was fitted onto a super ami 8 chassis and a tuned 1080cc unit was used, the photograph shows him in the final "Evolusion S4 Sport 4R2 T16" guise with a 1320 motor running on twin 40 del/orto downdrafts with twin straight thru 3" pipes on 15" rims.This final version also featured a 3rd seat , mounted centraly in the rear above the auxilary fuel tank . Although amazingly powerful we were never able to exploit the full potential due to the "Handling", he used to lean a bit thru the corners, that and budgetry problems, we spent most of it on Lager.
Its a shame this is the best picture i have of him, lots of non pc anecdotes from this time.
An early forerunner of the encyclopedia, De Proprietatibus Rerum dates from the 13th century and is often described as a bestiary although its focus encompasses theology and astrology as well as the natural sciences (as understood in 1240).
Direct forerunner to the current British Army assault rifle, the SA80, the bullpup-style Enfield IW was chambered for a 4.85mm cartridge but had to be modified to take 5.56mm after the NATO Standardisation trials of the late 1970s
在我的部落格中介紹此款：
This is a photo for my blog:
waddling-penguin.blogspot.com/2016/01/garmin-forerunner-2...
2016 S 2575 Riga2f MuzVlak
YOU ARE HERE See & Do Museums and galleries All museums Latvian Railway History Museum SHARE:
Railway is the forerunner of civilisation and a life artery, as well as a friend to adventurers, offering people a way to attain their dreams. The importance of railway is inestimable, and the smell of railway is unmistakable. The Latvian Railway history Museum, established in 1990, invites you to explore the world of railways. An interesting feature of the museum is that it is situated near a functioning railway line.
In the White Hall of the museum, exhibition "History of Rolling Stock in Latvia, 1858–1940" informs about the beginnings of steam locomotives in England at the start of the 19th century and presents a cross-section of a steam engine. This part of the exhibition also informs about the construction of first railways in Latvia from 1858. The other part of the exhibition deals with locomotives in the Republic of Latvia (1919–1940), especially locomotives and motorised cars designed and built by Latvian engineers. Some of the locomotives were of unique design and were being written about by prestigious railway publications.
Exhibition "Train Station from Staff Entrance" begins in the rolling stock depot and proceeds to an improvised railway platform. From there, visitors are taken to the station's waiting room with old train schedules and tickets, information about tourist trains at the end of 1930s, the Riga Railway Station and the history of railway bridges.
There is also a scale model of Latvian train stations, featuring scale models of freighters as well as passenger trains.
Yet it is the open-air exhibition of rolling stock that makes visitors really feel the spirit of railway.
There are locomotives from various history periods parked next to each other on four railway tracks, as well as train cars and railway maintenance machinery. There are mechanical and electrical railway signals, and a bench where one may sit for a while to watch the busy life of a railway station. You may want to take a guided tour of the diesel locomotive's cabin, accumulator railcar and steam locomotive, as well as a lounge car of the 1930s. A visit to the locomotive cabin may help you realise how railway workers used to live and work at that time.
On the other hand, a locomotive depot of the 1880s has been transformed into a venue for various events, concerts, exhibitions and performances.
The Siena Cathedral Pulpit is an octagonal structure in Siena Cathedral sculpted by Nicola Pisano[1] and his assistants Arnolfo di Cambio, Lapo di Ricevuto, and Nicolas' son Giovanni Pisano between the fall of 1265 and the fall of 1268. The pulpit, with its seven narrative panels and nine decorative columns carved out of Carrara marble, showcases Nicola Pisano's talent for integrating classical themes into Christian traditions, making both Nicola Pisano and the Siena pulpit forerunners of the classical revival of the Italian Renaissance.
History
The prosperity of the city of Siena during the thirteenth century led to an increase in civic pride and interest in public works. In 1196, the cathedral masons' guild, the Opera di Santa Maria, was commissioned to construct a new cathedral to take the place of the original structure that was built in the ninth century.[2] Many artists were commissioned to gild the interior and the façade of the new cathedral. For the construction of the pulpit, a contract was drawn up in Pisa on September 29, 1265 between the artist Nicola Pisano and the Cistercian Fra Melano, who was the Master of the Cathedral works of Siena.[3]
Nicola had earned fame from his work on the pulpit in the Pisa Baptistery, which he had finished in 1260. This contract stipulated precise clauses such as "the materials, times of work (Nicola was to be absent only for 60 days a year) payment and collaborators."[4] It also stated that there were to be seven panels instead of five such as in Pisa and it also stated that Pisano needed to use the Sienese Carrara marble. "For this labour Nicola, magister lapisorum, would receive eight Pisan soldi per day, his two pupils Arnolfo di Cambio and Lapo would each receive six soldi per day and—should he work—then ... Nicoli was to receive four soldi per day, to be paid to his father."[3]
The artist
Much later sculpture of Nicola Pisano
According to the Siena Cathedral archives, Nicola Pisano was born to Petrus de Apulia between 1200 and 1205 in Apulia.[5] Nicola may have trained in the imperial workshops of Holy Roman Emperor Frederick II who encouraged artists towards the "revival of classical forms" where "the representational traditions of classical art were given new life and spiritual force".[5] Frederick favoured the fusion of the classical and Christian traditions.
Before his commission on the Siena Cathedral Pulpit, Nicola had worked on two griffin heads in Apulia modeled with "light surface undulations, giving a soft chiaroscuro effect" which shows that he was influenced by Roman sculpture early on in his career.[6] Commenting on the inspiration that Roman sarcophagi had on Nicola, Vasari wrote, "Nicola, pondering over the beauty of this work and being greatly pleased therewith, put so much study and diligence into imitating this manner and some other good sculptures that were in these other ancient sarcophagi, that he was judged, after no long time, the best sculptor of his day; there being in Tuscany in those times."[6]
Nicolas' first recorded work was the pulpit inside the Baptistery in Pisa, Italy in 1260. This piece is the forerunner of the Sienese pulpit in multiple ways. One being the "Synthesis of French Gothic and Classical elements and incorporates a programme of great complexity."[5] This Pisan pulpit is also raised up on columns three "resting on plain bases" and three "resting on the backs of lions" This pulpit, like the Sienese one also has rectangular relief panels that contain the Narrative of the life of Christ, but is told in only six sections where as there are eight panels on Siena’s pulpit.[5] With the Pisan pulpit we see Nicola hone his classical style.
The pulpit
Siena Cathedral Pulpit
The pulpit itself is octagonal and it has a central column on a pedestal that is encircled with the carved figures of ‘Philosophy’ and the ‘Seven Liberal Arts’. There are eight outer columns made of granite, porphyry and green marble that are "supported alternately, like the Pisa pulpit on flat bases and lions."[7] On the Panels, there are carved reliefs that "represent a Christological cycle from the Visitation to the Last Judgment. An aspect of these panels is that each one shows more than one subject, whereas, the Last Judgment is told in the space of two reliefs. The panels of this monumental pulpit share the same compression style of the Late Antique and Roman sarcophagi. In between each of the panels on the corner sections Nicola chose to include Christian symbols to help make the story line of the panels to flow more effortlessly. The many figures in each scene with their chiaroscuro effect show a richness of surface, motion and narrative.
Visitation and Nativity
Seven scenes of narrative relief on the parapet show parts of the Life of Christ:
Visitation and Nativity
Journey and Adoration of the Magi
Presentation in the Temple and Flight into Egypt
Massacre of the Innocents
Crucifixion
Last Judgment with the Blessed
Last Judgment with the Damned
The panels
The Visitation and the Nativity
"The Virgin Annuciate introduces the Visitation relief"[4] In the first corner, on your left hand side there is the image of the Madonna with the announcing angel. To the right of that there are two women, who look like Roman matrons who clasp hands "enacting the visitation" Below them are two midwives washing the child, which may be the work of Arnolfo di Cambi.[8] In the center of the relief, Mary lounges like a "classical goddess or empress" To the right of her the panel depicts the visiting shepherds, who "are dressed in Roman tunics, while their sheep, clustered around the Virgin’s bed, have surely strayed in from some Virgilian Pastoral, or from Jasons quest. At the Upper right, above the shepherds, intrudes the large head of a Roman Emperor, his beard and hair well-drilled in true lapidary fashion." Also on this panel one can see the French Gothic influence. Above the two Roman matrons emerges an image of a Gothic arch and "the character of this architecture, its relative elegance and thinness of proportions, suggests transalpine influence."[9]
Journey and Adoration of the Magi
Journey and Adoration of the Magi
Between the images of the Shepherds visitation to Mary and the new born Jesus to the next panel containing the journey and adoration of the magi stands a carving of Isaiah; who was an 8th-century prophet [7] The panels reliefs begin with horsemen riding in from the left with other animals, such as camels and dogs carved into the panel as well. Added with the flora sculpted above the magi, it can be seen that Nicola wanted to embrace naturalistic themes. The upper right hand corner holds the scene with Jesus being adored by the Magi while sitting on his mother’s lap. The fold of the robes that each character wears and the S-shape pattern in the hair denotes Roman stylistic influence.[9]
Presentation in the Temple and Flight into Egypt
An image of Mary holding the Christ child is the carving that separates The Adoration from the next panel containing the Presentation and then the Flight. The temple sits in the upper left hand corner presiding over the Toga cloaked figures below. The Style of the building is yet again Gothic which is juxtaposed with the Roman style characters of the panel. On the bottom of the left side there is the narrative of Mary and Joseph with baby Jesus meeting Simeon outside the temple. Then immediately to the right of these figures there is the carving of the Holy family fleeing to Egypt on the back of a mule.
Massacre of the Innocents
Massacre of the Innocents
Leading from the Flight into Egypt to the Fourth Panel of the Massacre there is the image of three angels. This relief is the one that takes central spot upon the pulpit. It is also the only panel that does not contain Jesus or his family, in fact it is concerned with the absence of Christ, because it depicts when King Herod decreed the mass killing of the baby boys in Bethlehem to avoid the prophecy that the "King of Jews" would take his throne. This panel is also a new addition to the tradition of pulpits. It cannot be found in Nicolas previous Pisa pulpit and it also differs from its predecessors by having 24 nude children rather than the common 3 or 4.[10] This panel is a good example of Nicolas attention to emotion and movement. The struggle between the families clutching their children and the Roman soldiers (wearing traditional Roman uniform) is true classical form. With none of the characters arranged stiffly but rather lunging, shirking and squirming in the panel. It is said that with “the sharpened dramatic effects” that Giovanni Pisano may have had a hand in creating this relief.[5]
Crucifixion
Crucifixion panel from the Siena Pulpit
To the right of the massacre, stands the image Jesus and the Four Evangelists. This carving introduces the next relief panel depicting the Crucifixion. In the center on the panel Jesus hangs upon the cross traditionally shown with his head falling to the side and modestly covered in a loin cloth. A new addition that Nicola made to the crucified Savior is the joining of Christ’s feet upon the cross with one nail. This had not been seen before the 13th century. Surrounding Jesus is a scene of onlookers and mourners. To the left of Christ stands the image of Mary physically grieving. Her stance and emotion is another motif of the 13th century as it became common to depict the Virgin as swooning. This panel is also a good example of Nicolas understanding of depth with the foreground figures being the largest.
Last Judgment with the Blessed
Last Judgment: the Blessed
The pulpit ends with two separate panels depicting the Final Judgment with Christ intersecting the Blessed and the Damned. Like in Pisa pulpit, these panels are also arranged in the amphitheatre style [7] placing the figures in rows on top of one another. Each character in both reliefs is highly individualized almost done in portrait style. The figures of the saved in the panel on the left of Christ sit calmly, some looking up towards Jesus whereas on the right side of Christ the scene of the characters being pushed into Hell is much more chaotic and emotional. There are monsters and devils tearing at the characters and in the left hand corner there is an image of angels deciding who is to be damned. The pulpit ends its narrative sequence with a sculpture of "sad and dismayed angels sounding the bugles of destruction."[7]
The columns
Siena Cathedral Pulpit with its seven columns
The central column ends in a large pedestal that is decorated with the representations of the Seven Liberal Arts and Philosophers.[7]
Grammar, as a young boy reading a book upon his lap
Dialectica, as an old scholar with a wrinkled face
Rhetoric, as a woman pointing to book
Philosophy, as a woman dressed in richly adorned clothes and holding a torch
Arithmetic, as a lady who is counting on her fingers
Music, as a woman playing a cithara
Astronomy, as a scholar holding an astrolabe (library book)
The outer columns that alternate between ending at a base or upon a lions back are examples of medieval traditions as are the tri-lobed arches. The ornate foliage qualities of the capitals are a gothic expansion on the traditional Corinthian capital[11] The upper and lower cornices are equally richly carved.
from wikipedia
An early forerunner of the encyclopedia, De Proprietatibus Rerum dates from the 13th century and is often described as a bestiary although its focus encompasses theology and astrology as well as the natural sciences (as understood in 1240).
11 сентября 2014, Литургия в день памяти Усекновения главы Пророка, Предтечи и Крестителя Господня Иоанна / 11 September 2014, Liturgy on the Beheading of the Glorious Prophet, Forerunner, and Baptist John
VSTOL aircraft built in 1964, the forerunner to the Harrier. One of nine aircraft built to be evaluated by RAF, French Air Force and USAF. Designated FGA.1 by RAF and marked XS688, transferred to USAF as XV-6A and marked 64-18262. In National Museum of USAF, Wright-Patterson AFB near Dayton, OH, USA 6. October 2017.
lifeboatenthusiasts.com/the-early-development-of-maritime...
The Early Development of Maritime Rescue in the United Kingdom: The Story of the Tyne Lifeboat Institution and Volunteer Life Brigades by Steve Landells
BY CALLUM IVES
The communities of South Shields, North Shields and Tynemouth, at the mouth of the River Tyne on the north east coast of England, hold a unique position in the establishment and development of maritime rescue. In South Shields the first purpose designed lifeboat, Original, was launched in 1790, followed by a second lifeboat for North Shields, the Northumberland, in 1798. It was this same pioneering spirit that led to the first Volunteer Life Brigades being established, at Tynemouth in December 1864 and South Shields in January 1866, these, the forerunners of today’s H.M. Coastguard Rescue Service in the United Kingdom. It was also at North Shields, in 1905, that the Royal National Lifeboat Institution (RNLI) stationed its first petrol engined lifeboat.
The Origin of the Original
To lifeboat enthusiasts, Willie Wouldhave and Henry Greathead are synonymous with the design and construction of the lifeboat with claims by both men as being the “inventor” of the lifeboat. This created a controversy that actually ignored those who were the main driving force behind the creation of the first purpose designed lifeboat.
Prior to the completion of the North and South Piers in 1909, the entrance into the River Tyne was totally exposed to the full force of north easterly to south-easterly gales, with the Black Middens rocks to the north, the Herd Sands to the south, and the notorious Tynemouth Bar between. During winter gales, it was not uncommon for 6 or more ships to come ashore in a single day.
It was not until March 1789, following the wreck of the Adventure, that the first steps were taken towards establishing a lifeboat service when Nicholas Fairles, a local businessman, Magistrate andmember of the ‘Gentlemen of the Lawe House’, a group of local shipowners and marine insurers, who having been appalled at the loss of life and the inability of anyone to help rescue theAdventure’s crew, proposed a competition, offering a prize of 2 Guineas, to find a rescue boat capable of operating in the breaking surf at the river mouth.
Two entries were received, one from Willie Wouldhave Parish Clerk of St. Hilda’s Church, SouthShields, a tin model that demonstrated the concept of a self-righting boat, and from Henry Greathead, a local boat builder, a flat bottomed, wide beamed boat that resembled the troop carrying barges Greathead would have been familiar with during his time as a ship’s carpenter in the Royal Navy, during the time of the American War of Independence.
Neither entry found favour with the judging Committee. Greathead’s model was described as inappropriate for the local conditions, and Wouldhave’s boat, which was self-righting and to be built in copper sheeting, was found to be too radical a design. Whilst accepting Wouldhave’s idea ofinternal buoyancy, they only offered a Guinea for his trouble, which he declined to accept, but left his model with the Committee.
With no conclusive result, it was not until the Chairman of the Competition Committee, Nicholas Fairles, and Committee member, Michael Rockwood, met by chance and combined their knowledge gained from the competition to make a clay model of a boat that they considered would be best suited for local sea conditions.
Following Committee ratification, the model was given to Greathead to build, whose only contribution to the design was a curved keel, to assist in its manoeuvrability. The resultant boat, with design influences taken from the Northumbrian Coble and Norway Yawl, was non-self-righting and double ended, 28 feet 6 inches long by 9 feet 6 inches beam and 3 feet 2 inches depth amidships. The hull was clinker built with cork buoyancy fendering around the midships gunwale. It rowed 10 oars, was steered by a long oar from the stern, and had a crew of 12.
The boat was not named but became known as the Original, and was kept on a carriage in a lifeboat house located at the river mouth, at South Shields, and crewed by local pilots. The total cost of £159, and subsequent operational costs, was met by local shipowners. The new boat first launched on service on January 30th, 1790 when a vessel came ashore on the Herd Sand.
In 1802, the patent on another early sea rescue pioneer’s work, Lionel Lukin’s ‘unimmergible’ boatwas due to expire and with this knowledge, Greathead in October 1801, embarked on a public campaign to be recognised as the Inventor of the Lifeboat, and to market his boat building business.
He first sought the help of the Gentlemen of the Lawe House requesting them to sign his certificate stating that he was the inventor of the lifeboat. Nicholas Fairles refused to sign suggesting that he should show his model to see if it indeed resembled the Original.
Undaunted, his first successes were financial rewards from Lloyds of London and Trinity House, and then, in July 1802, with the patronage and sponsorship of local Members of Parliament, Parliament awarded Greathead £1200, recognising him as the Inventor of the lifeboat. In his evidence, he stated that the wreck of the Adventure gave him the idea of the lifeboat competition, and that his model – he showed Parliament the Original – had won the competition.
News reached Wouldhave of Parliament’s decision, but without the financial means and social status, he could do little to mount a successful challenge. In any event, Wouldhave, whilst designing a self-righting lifeboat, did not design the Original.
Fairles, the driving force behind the Original, stated in correspondence in 1806, that neither Greathead nor Wouldhave could be considered as being the inventor of the Original.
Prior to his campaign Greathead had built only five lifeboats, but during 1802, his yard built a further 10 boats, peaking in 1803 with another 14. Output diminished thereafter with only 12 boats built between 1805 and 1810. Having been declared bankrupt in 1807 and 1810, and imprisoned for debt in 1813, he died in 1818 aged 63. Willie Wouldhave, at the age of 73, died penniless, in 1821.
Wouldhave’s 1789 Tin Model and the South Shields Lifeboat, Tyne, built in 1833
The Beginnings of an Organised Lifeboat Service
The success of the Original, and an increase in shipwrecks led, at the behest of Nicholas Fairles, to a second Greathead built boat, Northumberland, being stationed at North Shields in 1798, this funded by the 2nd Duke of Northumberland, both stations being managed by a local committee.
The Original served at South Shields until January 1830, when she was wrecked on the Black Middens rescuing the crew of the brig Glatton. She never lost a single life during her 40 years service. Due to the lack of finance, it was not until 1833 that she was replaced by the 32 ft. longTyne, stationed at South Shields until 1887 where she saved 1024 lives.
The delay in replacing the Original led to the Newcastle Shipwreck Association requesting the National Lifeboat Institution to place a boat at Tynemouth Haven in 1832, this being on station for 10 years.
Due to recession, funding from local shipowners reduced to such an extent that in November 1808, following a public meeting in South Shields called and presided over by Nicholas Fairles, a permanent lifeboat fund was established, which essentially set-up a commercial lifeboat service, shipowners subscribing 10s6d per ship per annum, in return for which no charge was made for the lifeboat going to the assistance of any of their ships. Similar arrangements were established for the North Shields lifeboat. 5 Guineas was charged for the services of the boats to non-subscribers in addition to the payment made to the lifeboat crew of 1⁄2 Guinea each.
Nicholas Fairles was murdered in 1832, when attempting to resolve a coal miners strike.
This arrangement worked well until 1840, when after the crew of the brig Friendship was rescued, the owner declined to contribute to the fund. Judgement was given against him in the local Court, but with no legal means to enforce payment. At a meeting of local shipowners soon afterwards, it was decided that every vessel using the Tyne should voluntarily contribute to a lifeboat fund based on vessel tonnage. At the same time the management of the South and North Shields boats was consolidated into the Tyne Lifeboat Institution.
The Tyne at Coble Landing, South Shields, in 1858. The Providence can be seen in the boathouse and to the right of the boathouse, the former North Shields lifeboat, Northumberland, built by Greathead in 1798, and purchased by local Pilots in 1842, and used as a salvage boat.
This organisation, renamed the Tyne Lifeboat Society, in 1905, was independent of the Royal National Lifeboat Institution.
The 1841 reorganisation led to a major overhaul of the lifeboat service. New boats and boathouses were built for both the existing North and South Shields stations, and new stations were established at Tynemouth Haven and on the Herd Sand at South Shields.
In addition to maintaining and manning a floating fire engine for use on the river, the local institution also undertook humanitarian work in looking after rescued seamen who had lost all their possessions, by giving them clothes to wear, finding and paying for temporary accommodation, giving financial assistance for passages home and finding berths on ships for seamen to continue in employment.
By 1862, there were 4 local institution boats: the Providence and Tyne both at the Coble Landing, South Shields, and the Prior in the South Beach boathouse, South Shields, and the secondNorthumberland at North Shields. Following the RNLI establishing the Tynemouth Lifeboat Station at the Haven in 1862, the Prior was moved to the South Beach boathouse.
Replacement boats were also constructed with, in 1872, the Tom Perry and in 1878 Willie Wouldhave both for South Shields and in 1884, the James Young for North Shields. The last boat to be built, in 1886, was the Bedford, together with a new boathouse next to the 1841 double boathouse at the Coble Landing South Shields.
In 1905, a new boathouse was constructed at the Pilot House Jetty, South Shields to replace that at the Coble Landing, further upstream. This new boathouse was directly opposite the moorings of the new motor lifeboat stationed at North Shields by the Royal National Lifeboat Institution.
The design principles of these later boats, 33ft in length and 11ft. beam, still reflected those of the first Greathead built boats, and it was not until 1935, that the Bedford, now in the Pilot Jetty boathouse, was fitted with a petrol engine. However, this significantly affected her sea-keeping qualities. She performed the last service launch of a Tyne Lifeboat Institution boat in 1937.
Of the last remaining boats, the 66-year-old Tom Perry was sold in 1938 and used as a diving boat, and the 57 year old James Young, together with the new Tynemouth RNLI motor boat, John Pyemont, were destroyed, in their adjoining boathouses, during an air raid in April 1941. The Willie Wouldhave and her South Beach boathouse were destroyed in an arson attack in March 1947.
The 1849 Lifeboat Disaster
Tragedy hit the community of South Shields on December 4th 1849, when the Providence lifeboat capsized with the loss of 20 of its 24 crew of Tyne pilots. She had launched to the brig Betsy drivenonto the Herd Sands, in an easterly gale, and when alongside, a huge sea swept around the brig’sstern and capsized the lifeboat. The North Shields lifeboat Northumberland launched and rescued the crew of the Betsy and one of the lifeboatmen who had climbed aboard. The South Shields lifeboat Tyne also launched and picked up 3 survivors clinging to the keel of the Providence.
As a consequence of the disaster, the 4th Duke of Northumberland, President of the National Lifeboat Institution offered, in October 1850, a prize of 100 Guineas for the best model of a self- righting lifeboat. The competition was won by James Beeching of Great Yarmouth, whose design,adopted the principles of Wouldhave’s 1789 model. It was the publicity from this disaster and competition that led to resurgence in the fortunes of the National Lifeboat Institution.
Rescues
Although lifeboats began operating on the Tyne in 1789, only the service logs for the years 1861- 1870 and 1882-1910 remain and what narrative remains today largely comes from newspaper articles and local wreck registers.
During two weeks of south easterly gales in January 1854, the lifeboats launched to over 50 ships driven ashore. One night, 12 ships came ashore between 2100 hours and 0200 hours, the lifeboatsTyne, Providence and Northumberland not returning to their boathouses until 0300, having rescued 87 seamen.
Saturday, 9 February 1861, proved to be a busy day illustrating the necessity of having four lifeboats that could deal with multiple wrecks. A north easterly gale had created atrocious sea conditions on the Bar and within the space of seven hours five ships were wrecked.
The first vessel to come ashore on the under-construction South Pier was the brig Minerva of Whitby, her crew being rescued by the Providence. Next to come ashore was the schooner Fowliswithin yards of the Minerva. The Providence, Tyne, Northumberland and Prior all launched with theProvidence hitting the rubble stone base of the pier, returning for repairs, and the Prior being forced back ashore. The Providence put off a second time and upon reaching the wreck was unable to maintain her position in the high seas and was again forced ashore.
The Tyne returned to the beach and took on board a number of the local Coastguards and their rocket apparatus and anchoring to seaward of the wreck, fired a line across the schooner and hauled the crew aboard. Thirty minutes later, the schooner Caesar of Whitstable came ashore on the Herd Sand, with the Tyne and Northumberland each rescuing four of its crew of eight, after which the crew of the brig Indus, ashore on the Herd Sands, were rescued by the Northumberland, and later, the brig Sarah Anne of North Shields came ashore on the Herd Sands, the Tyne rescuing her crew of six.
On Friday, January 28, 1910, in a severe easterly storm with frequent snow squalls, the Norwegian barquentine, Alphonse, came ashore on the Herd Sand. The Volunteer Life Brigade fired a number of lines but the crew made no attempt to use the breeches buoy. The Willie Wouldhave, having last performed a service in January 1892, launched into the breakers, came around the stern of the ship and onto her leeside and took off all 29 crew.
On Sunday 19th November, 1916, during a south easterly gale, with sea conditions at the entrance to the harbour so bad that both pier lighthouses were at times completely obscured by breaking seas, the Fred Olsen Line mail boat, Bessheim, was driven onto the Black Middens.
The Tom Perry and Bedford launched from South Shields followed by the Tynemouth motor lifeboatHenry Vernon, and the Tynemouth Volunteer Life Brigade setting up the rocket apparatus.
The two rowing lifeboats boats slowly made their way towards the Bessheim, half a mile away, battling the heavy seas and a flood tide when the Henry Vernon overtook them, reaching the stranded ship just as the second rocket had been fired, the Henry Vernon nearly being hit by the falling rocket.
The Henry Vernon navigated between the rock outcrops on the Middens, her keel hitting the rocks. When she reached the ship’s ladder which had been rigged on the leeside of the mailboat, 32 passengers dropped into the lifeboat, returning them to the Fish Quay. The South Shields lifeboat,Tom Perry, then went alongside and took off 16, transferring them to the Henry Vernon, which had now returned, and on the rising tide, the Henry Vernon went alongside a second time, taking off 34, with a third journey to take off the remaining 30 crew and six passengers. Tynemouth Volunteer Life Brigade, using the breeches buoy, rescued three of the crew.
On the morning of Sunday 9th November, 1919, during an easterly force eight gale with snow showers, the steamship Linerton came ashore on the Herd Sands, to the south of the South Shields Volunteer Life Brigade Watch House. After the force of the gale blew several rockets, fired by the Volunteer Life Brigade, back onshore, the Willie Wouldhave was launched, the ferocity of the seas driving her back onto the beach, narrowly missing the timbers of the Constance Ellen, wrecked in 1901. With the help of the Volunteer Life Brigade, she got away and reached the leeside of theLinerton rescuing 24 of her crew, being constantly filled by the breakers as she surfed back towards the beach. She launched again and took off the remaining 21 crew. This was the last service call for the 41-year-old Willie Wouldhave.
Although no comprehensive records of the Tyne Lifeboat Institution’s work remain, the number oflives saved by the Shields Lifeboats is estimated at over 4000. The Volunteer Life Brigades were established following the wreck of the steamship Stanley, on the Black Middens, in November 1864.
Despite the heroic attempts of the Tyne lifeboats Providence and Tyne, together with the Tynemouth RNLI lifeboat, Constance, which lost two of her crew, and the efforts of the local Coastguard, who did not have the manpower or resources to affect a successful rescue, 25 passengers and crew on the Stanley perished.
The wreck of the Stanley
The disaster highlighted the need for a volunteer shore-based rescue organisation to work with the full-time Coastguard, who were then the only people trained in the use of rocket and breeches buoy rescue equipment.
After a series of public meetings, Tynemouth Volunteer Life Brigade (TVLB) was established in December 1864, followed by Cullercoats, 1.5 miles to the north, in 1865 and South Shields, (SSVLB) on the south side of the river, in January 1866. Over 500 Brigades served around the coast of the country, these gradually becoming absorbed into the HM Coastguard Rescue Service.
The South Shields Brigade comprised of four divisions each of 50 men, and became the first volunteer group to undertake a breeches buoy rescue, in April 1866, with the rescue of the crew of the Tenderten. That same year, the rules of TVLB were adopted by the Board of Trade and circulated nationally to encourage other volunteer life saving brigades to be established around the coast.
At South Shields, a timber watch house was built in 1866, at the start of the South Pier, with the addition of a lookout tower and infirmary by 1879. A wooded equipment store was built in 1868 and replaced by the present brick building in 1894. A watch house at Tynemouth was built on a prominent site overlooking the harbour entrance in 1866. This site was requisitioned by the military and a new watch house was built nearby in 1874, where it still stands today. Both are protected historic buildings and are still the operational headquarters of both lifesaving brigades that also house museums outlining the history and development of the Brigades.
Today, only three Volunteer Life Brigades remain, those at South Shields, Tynemouth and Sunderland, with other Brigades having been absorbed into the HM Coastguard Rescue Service. TheBrigades are all operational ‘Declared Facilities’ now specialising in coast and cliff rescue, working directly with HM Coastguard, the RNLI lifeboats from Tynemouth, Cullercoats and Sunderland and the Coastguard search and rescue helicopters.
The Visit of Charles McClellan
In July 1883, USLSS District Inspector Lieutenant Charles McClellan visited South Shields and witnessed a breeches buoy drill by SSVLB on the 25th July as well as inspecting two of the 33ft. surf lifeboats of the Tyne Lifeboat Institution, the Tyne and Tom Perry.
The drill, requested by Lt. McCellan, had been arranged through the Board of Trade, in order for him to obtain a complete knowledge of the working of the rocket apparatus, as part of his factfinding trip to the United Kingdom.
A report in the 26th July edition of the South Shields Gazette, stated that after the drill, Lt. McClellan was introduced to the assembled crowd, where he expressed his pleasure and thanks to the Brigadesmen for their drill, which he considered to be highly professional. He concluded that if ever he had the misfortune to be shipwrecked, he would like it to be in the vicinity of South Shields Volunteer Life Brigade, the crowd applauding his short speech. Upon his return home, McClellan embarked on a programme of improving lifesaving equipment and surf boat design, as outlined in the USLSS Board of Lifesaving Appliances reports of 1886,1888,1892 and 1893.
McClellan proposed and obtained approval in October 1884, from the Board of Life Saving Appliances, for the adoption of a hawser cutter that had been designed and developed by a member of South Shields VLB. It is interesting to note that the 1884 report states that the hawser cutter had been obtained by Lt. McClellan on a recent visit to England, as adopted by the Board of Trade for use at stations of the Royal National Lifeboat Institution, albeit that it was H.M. Coastguard and VLB’s,and not the RNLI that operated this apparatus.
The Shields surf lifeboats had raised water tight decks, air cases, through deck relieving tubes and valves, water ballast and external fenders, The Tyne, built in 1833 on the lines of the earlier Greathead built lifeboats, and which McClellan had inspected, had these features added during a refit in 1845, with these being standard in all subsequent boats, such as the 1872 built, Tom Perry.
Whilst the Beebe surfboat resembled the lines of the Original, improvements in USLSS surf boat design, through the work of Lieutenant J.C. Moore and the evolution of the Beebe-McClellan surfboat, progressed during 1887 and 1888, with new build boats, and modifications to existing surfboats including the features found in the Shields lifeboats With no direct evidence, it is onlyspeculation as to whether McClellan’s visit to the South Shields, and his inspection of the local lifeboats, had any direct influence upon the subsequent design and development of USLSS surfboats.
Both the Tynemouth and South Shields Brigades were instrumental in the development of life saving apparatus, with the Board of Trade using TVLB to evaluate new equipment, whilst SSVLB also developed a new traveller block and recommended and implemented talley boards being in foreign languages, this after the crews of a number of foreign vessels that came ashore did not know how to rig the breeches buoy. TVLB also campaigned for instructions, translated into a number of languages, on rigging a breeches buoy, to be put on brass plaques permanently attached to all ship’s masts.
In September 1877, TVLB undertook a drill for the benefit of General Ulysses S Grant who was visiting the Watch House.
The celebrated artist, Winslow Homer, lived in nearby Cullercoats, a small fishing village, between spring 1881 and November 1882, residing in a house that overlooked the harbour, the Cullercoats VLB Watch House and RNLI boathouse. During his stay he would have witnessed a number of shipwrecks and rescues by the local lifeboats and Volunteer Life Brigades. His painting of the ‘Wreck of the Iron Crown’, on display at the Baltimore Museum of Art, shows the Tynemouth RNLI lifeboatCharles Dibdin battling through surf to the barque ashore on the rocks of the Black Middens. Five crew were rescued by TVLB with the remaining 17 by the lifeboat.
Upon his return to the United States, he applied his understanding of violent seas, as witnessed at Cullercoats and Tynemouth, and after seeing a demonstration of a breeches buoy drill at Atlantic City, painted, in 1884, the ‘Lifeline’ now displayed in the City of Philadelphia Museum of Art.
The RNLI and the Shields Lifeboats
Since the establishment of the Royal National Lifeboat Institution, in 1824, the Tyne Lifeboat Institution resisted numerous requests to become a part of that organisation on the grounds that their boats were better suited for the local sea conditions and that they had the financial resources to operate a successful service.
Despite the Tyne Lifeboat Institution operating four lifeboats, the RNLI decided to open their own station at Tynemouth Haven in 1862 with a second station and boat, overlooking the Black Middens, soon following in 1865, as a response to the wreck of the Stanley. A report in the Lifeboat Journal at that time, states that “as the neighbouring life-boats, at North and South Shields, provided and supported by a local life-boat society, are on the old “Greathead” plan, an opportunity will no doubtbe afforded for testing the comparative qualities of the two descriptions of boats, as no winter passes by without the occurrence of wrecks on the Herd Sands and the shore contiguous to ourgreat coal port.”
Both the Tyne Lifeboat Institution and RNLI boats worked in conjunction with each other on wreck services. However, during the 1880’s and 1890’s, the Honorary Secretary of the Tynemouth RNLI Station wrote to the Tyne Lifeboat Institution on a number of occasions, requesting that a portion of their funds collected as harbour dues be handed over to the RNLI, requests that if accepted would have seen the financial collapse of the local institution.
The Tynemouth RNLI stations had also, for a number of years, been experiencing difficulties in launching and recovering their boats at low tide, whilst also having difficulties in getting a full crew for their boats. The local institution boats being able to launch and reach wrecks far more quickly than the RNLI boats further compounded the operational ability of the RNLI.
To resolve these problems the RNLI, in August 1903, proposed, to construct a new boathouse and slipway near to the Black Middens, connected to the shore by a gangway, and the Tynemouth RNLI Committee approached the Tyne Lifeboat Institution to discuss the relocation of the Tynemouth station and the future of local lifeboat provision, an invitation that was declined.
By August 1904, the Tyne Lifeboat Institution were concerned about the overtures from the RNLI, and decided to secure their legal protection, applying to the Board of Trade for registration under the Companies Act 1862. The application was contested by the RNLI on 10 grounds at a hearing held in London in December 1904. However, the Board of Trade granted the Licence of Incorporation, in January 1905, recommending that the local institution change their name to the Tyne Lifeboat Society. Following this decision, the RNLI were contemplating closing both Tynemouth stations on operational grounds and the high cost to construct a new station. A solution to these problems came when the RNLI decided in March 1905, two months after the Board of Trade decision, to station the first petrol engine motor lifeboat, the J. McConnel Hussey, at Tynemouth, a move that immediately rendered obsolete the Shields rowing surf lifeboats.
With a greater speed, endurance and carrying capacity than the rowing surf lifeboats, the RNLI, unlike the Tyne Lifeboat Society, had recognised the changed operational conditions arising from the completion of the Tyne Piers, with the majority of services likely to occur outside the piers. This is indeed what resulted.
The End of an Era
The Tyne Lifeboat Institution doggedly retained the principles of operating surf lifeboats, considering that this type of boat was best suited for the conditions at the mouth of the Tyne, despite the fact that the construction of the piers had removed many of the dangers previously encountered at the harbour entrance. As a result, the number of service calls dramatically reduced to only a handfulduring the 1920’s and 1930’s.
The failure of the Tyne Lifeboat Institution to adapt to these changing circumstances and financial inability to modernise and replace an ageing fleet of lifeboats, was eclipsed by the far more technically advanced, and better resourced RNLI, who in placing a motor lifeboat on the Tyne resolved a number of operational and political problems prevalent between the two organisations.
The history of the Tyne Lifeboats and Volunteer Life Brigades can still be seen today. Wouldhave’stin model together with other related artefacts are on display in South Shields Museum. The only remaining Shields lifeboats still in existence are the Bedford, currently being restored by the North East Maritime Trust, in South Shields and the Tyne, also displayed in the town. The Redcar LifeboatZetland, built by Greathead in 1802, is displayed in the town’s Lifeboat Museum. The museums in both Volunteer Life Brigade Watch Houses display many artefacts from shipwrecks together with rocket rescue and breeches buoy equipment.
The dedication and determination of the early rescue pioneers is still continued today by the crews at Tynemouth Lifeboat Station, with their 17m, 25 knot, Severn Class lifeboat Spirit of Northumberland named after the first lifeboats at North Shields. The Volunteer Life Brigades are now specialist search and cliff rescue teams, whilst the Tynemouth Brigade still maintains a breeches buoy capability using equipment developed in the offshore oil industry, despite the breeches buoy being withdrawn nationally in 1988.
For these pioneering communities, the accolade of being the ‘Cradle of Lifesaving’ in the UnitedKingdom is both justified and deserved.
An early forerunner of the encyclopedia, De Proprietatibus Rerum dates from the 13th century and is often described as a bestiary although its focus encompasses theology and astrology as well as the natural sciences (as understood in 1240).
As recorded on my Garmin Forerunner 410, and uploaded to MapMyRun.
My first visit to my hometown for over 4 years.
20 января 2019, Собор Предтечи и Крестителя Господня Иоанна / 20 January 2019, Synaxis of the Holy Glorious Prophet, Forerunner, and Baptist John
My trusty Garmin Forerunner 210 GPS watch is going back to Garmin for repair under warrantee. This photo is for use on Brian's Backpacking Blog © All Rights Reserved. Join in with the community and 'like' our Facebook Page!
10 сентября 2014, Всенощное бдение накануне дня памяти Усекновения главы Пророка, Предтечи и Крестителя Господня Иоанна / 10 September 2014, Vigil on the eve of The Beheading of the Glorious Prophet, Forerunner, and Baptist John
20 января 2019, Собор Предтечи и Крестителя Господня Иоанна / 20 January 2019, Synaxis of the Holy Glorious Prophet, Forerunner, and Baptist John
20 января 2019, Собор Предтечи и Крестителя Господня Иоанна / 20 January 2019, Synaxis of the Holy Glorious Prophet, Forerunner, and Baptist John
2016 S 2575 Riga2f MuzVlak
YOU ARE HERE See & Do Museums and galleries All museums Latvian Railway History Museum SHARE:
Railway is the forerunner of civilisation and a life artery, as well as a friend to adventurers, offering people a way to attain their dreams. The importance of railway is inestimable, and the smell of railway is unmistakable. The Latvian Railway history Museum, established in 1990, invites you to explore the world of railways. An interesting feature of the museum is that it is situated near a functioning railway line.
In the White Hall of the museum, exhibition "History of Rolling Stock in Latvia, 1858–1940" informs about the beginnings of steam locomotives in England at the start of the 19th century and presents a cross-section of a steam engine. This part of the exhibition also informs about the construction of first railways in Latvia from 1858. The other part of the exhibition deals with locomotives in the Republic of Latvia (1919–1940), especially locomotives and motorised cars designed and built by Latvian engineers. Some of the locomotives were of unique design and were being written about by prestigious railway publications.
Exhibition "Train Station from Staff Entrance" begins in the rolling stock depot and proceeds to an improvised railway platform. From there, visitors are taken to the station's waiting room with old train schedules and tickets, information about tourist trains at the end of 1930s, the Riga Railway Station and the history of railway bridges.
There is also a scale model of Latvian train stations, featuring scale models of freighters as well as passenger trains.
Yet it is the open-air exhibition of rolling stock that makes visitors really feel the spirit of railway.
There are locomotives from various history periods parked next to each other on four railway tracks, as well as train cars and railway maintenance machinery. There are mechanical and electrical railway signals, and a bench where one may sit for a while to watch the busy life of a railway station. You may want to take a guided tour of the diesel locomotive's cabin, accumulator railcar and steam locomotive, as well as a lounge car of the 1930s. A visit to the locomotive cabin may help you realise how railway workers used to live and work at that time.
On the other hand, a locomotive depot of the 1880s has been transformed into a venue for various events, concerts, exhibitions and performances.
The P-35, a forerunner of the Republic P-47, was the U.S. Army Air Corps' (USAAC) first production single-seat, all-metal pursuit plane with retractable landing gear and an enclosed cockpit. The USAAC accepted 76 P-35s in 1937-1938, and assigned all but one of them to the 1st Pursuit Group at Selfridge Field, Mich.
The aircraft on display, the only known surviving P-35, served with the 94th Pursuit Squadron, 1st Pursuit Group. The aircraft was restored by the 133rd Tactical Airlift Wing, Minnesota Air National Guard, with assistance from students of the Minneapolis Vocational Institute. It is marked as the P-35A flown by the 17th Pursuit Squadron commander, 1Lt. Buzz Wagner, in the Philippines in the spring of 1941. (Air Force Museum, Dayton Ohio, 2007)
On 30 March 1913, Faisanterie Buitenlust, the forerunner of today's modern animal park Burgers' Zoo, opened its doors to the public for the first time. Since its establishment by Johan Burgers, the first owner and namesake of the Arnhem Zoo, the park has always remained a true family business. Right from the early years, the zoo caused a stir with its bold innovations, naturally designed animal enclosures and the creation of visitor experiences. Burgers' Zoo has a colourful history that has shaped the zoo as you find it today in the wooded area north of Arnhem.
The ecodisplays recreate unique natural areas as naturally and accurately as possible, with animals often living in great freedom amid hundreds of plant species. In the Burgers' Zoo ecodisplays, visitors walk in pieces of reconstructed natural landscapes. While walking, you discover numerous animal and plant species that are optimally adapted to the natural environment
20 января 2019, Собор Предтечи и Крестителя Господня Иоанна / 20 January 2019, Synaxis of the Holy Glorious Prophet, Forerunner, and Baptist John
The Dalles-California Highway (forerunner of Highway 97) is seen tracing a route along the east shore of Upper Klamath Lake in this post card photo, probably from the 1920s. A whitewashed board fence lined much of the roadway, and there were several pullouts where motorists could stop to take pictures of Oregon's largest lake. This road was a popular Sunday drive in the springtime as Klamath Falls residents were eager to start enjoying the outdoors after a long winter.
The Elementary Education Act 1870 was really the beginning of state education. Local authorities were empowered to set up School Boards to organise and run the schools. They were the forerunner to Local Education Committees which replaced them in 1902.
Birmingham took up the idea with enthusiasm and, over the next 32 years, built 51 schools. JH Chamberlain was appointed architect to the Board and the firm of Martin and Chamberlain designed all but four of the schools as well as the School Board offices. Not sure that such a monopoly would be allowed these days! Perhaps the reason that no-one then complained too much was that the buildings were superbly designed and the outsides richly decorated. George Dixon was Chairman of the Board for 20 years - commemorated in the school named after him in City Road Edgbaston.
The schools became known as "the best building in the neighbourhood", perhaps no great accolade in that they are surrounded mainly by Victorian terraced housing of no great architectural quality. But their design and attention to detail made the important points that education mattered and children deserved to learn in decent surroundings.
About half of them have been demolished but, of those that remain, many are stunning buildings and rightly Grade II listed. Perhaps the most well known example of the Board Schools is Oozells Street School (1878), now refurbished and slightly altered to become the Ikon Gallery in Brindley Place. Like Oozells Street, most of them had towers, which were a critical part of the ventilation system.
Waverley Road School was one of the last to be built in 1892. Now part of Small Heath School.
They are worth seeking out and capturing - on non-school days. They include -
THE KNIGHTS OF ST. JOHN.
St. John Ambulance
The Duke of Manchester headed up a group of members of the Order, including
Furley and Lechmere to help found the British National Society for the Sick and
Wounded, the forerunner of the British Red Cross Society
This would change through the vision of Sir Edmund Lechmere, Sir John Furley,
Colonel Francis Duncan, and the Duke of Manchester. These four men worked in
various ways to give the Order of St. John a modern charitable purpose
Sir,—I was glad to observe in your impression of the 8th a letter exposing the absurdity of the statements which have from time to time appeared in the columns of the daily papers respecting the Order of St. John, the climax being the ludicrous paragraph which "A Hospitaller" quotes from the letter of Mr. Storekeeper Warriner. Had, however, the remarks of your correspondent been confined to the matters above referred to, I should not have troubled you with this letter; but as he has thought fit to challenge the right of the Duke of Manchester and the various noblemen and gentlemen associated with him to the title of Knights of St. John, I would ask a brief space for reply. And first, I cannot but regret that your correspondent has not thought fit to verify his letter with his name, as it is not altogether satisfactory to break a lance with an adversary who, with bis vizor down, refuses to give his name and style. It is true, such an antagonist may prove to be a prince in disguise, but the chances are at least equal that he is nothing of the sort. "A Hospitaller" begins by stating divers conditions with which be considers the Duke of Manchester must comply before he could become a prior of St. John ; but the Bailiff, or Herren-Meister, as he is usually called, of Brandenburg—who holds an exactly similar position with regard to the Johanniter, or l'rotestant Knights of St. John, in Prussia, that the Duke of Manchester does in England—is a Protestant, married, and has not taken the three monastic vows, yet your correspondent allows Prince Carl to be a true Knight of St. John. The reasons given by "A Hospitaller " for the existence of Protestant and Roman Catholic knights in Prussia is wholly fallacious, and it surprises me that a member of the Order should be ignorant of the history of the Bailiwick of Brandenburg. So early as 1382 a convention was concluded at Heimbach, dated on the Festival of St. Barnabas, and made between Conrad von Braunsberg, Prior of Germany, and Bernedt von der Schulenburg, Bailiff of Brandenburg. This agreement, which rendered the Bailiwick practically independent, as it gave the Brandenburg Knights the perpetual right of electing their own Bailiff, was approved in due course by the Grand Master de Heredia, and has ever since been acted upon, although some of the provisions, having become obsolete, are not now enforced. It is quite a mistake to suppose that at the so-called Reformation any reconstruction of the Order took place in Prussia; but no objection was made by the Herren-Meister to the admission of Protestants as knights of the Order, if properly qualified, and it was not until 1810 that any alteration took place. In the latter year an edict was published confiscating to the use of the State the entire property of the Order of St. John, and in the following year the Order itself was suppressed. On May 23, 1812, was founded the "Royal Prussian Order of the Knights of St. John," which, after dragging on its existenco until the year 1852, was itself suppressed, and the original Order revived, a chapter being formed of the senior Knights who had been duly admitted to the Order previous to its attempted dissolution in 1811. From this nucleus the Order rapidly spread, and in 1867 the Bailiwick of Brandenburg counted among its members one great cross, thirteen commanders, and 1,802 knights.
An early forerunner of the encyclopedia, De Proprietatibus Rerum dates from the 13th century and is often described as a bestiary although its focus encompasses theology and astrology as well as the natural sciences (as understood in 1240).
Long-haired Saint John the Forerunner (Baptist)
Attarouthe treasure - chalice from Attarouthe, Syriah
New York Metropolitan Museum of Art MET
An early forerunner of the encyclopedia, De Proprietatibus Rerum dates from the 13th century and is often described as a bestiary although its focus encompasses theology and astrology as well as the natural sciences (as understood in 1240).
SFBC edition, Baen publisher
Storm Over Warlock [review 181 - written 2011-01-30]
comments by CR:
Andre Norton (1912-2005) was a prolific writer primarily in the field science fiction and fantasy. She has written well over 100 novels, an amazing fact in itself, but more impressive is the high regard readers have for her stories.
Norton wrote many novels in related series. The book under review "Storm Over Warlock (1960)" is the first in her Forerunner Series, which consist of the following additional novels: "Ordeal in Otherwhere (1964)", "Forerunner Foray (1973)", "Forerunner (1981)" and "Forerunner, Second Venture (1985)".
The story protagonist is a hard scrapping young man, Shann Lantee, who signs on as the roustabout and animal handler on an initial survey expedition to an Earth-like world. Surveys teams of Earth-type planets include highly trained mutated animals, in this case two wolverines, which are used as scouts and guards.
Other that a full measure of innate common sense and street-wise survival skills Shann has no professional expertise and is generally looked down upon by the expeditions highly trained crew members - Terran Survey Corps personnel. As the story opens the insect-like Throgs attack the Survey Corps encampment and kill all in the camp. The space faring Throgs are in a deadly competition with mankind for habitual planets which are scarce and far between.
By sheer luck Shann and his two Wolverines were away from camp and avoided the massacre. Shann only goal is to stay alive and evade the Throgs who suspect a survivor of their butchery. Shann eventually teams up with another Survey Corps officer that coincidentally crash lands near where he was hiding out. The officer, Thorvald, seems to have his owe agenda and assumes a condescending attitude towards Shann.
You may suppose upon reading the plot outline of this 50 plus year old story that it's just another dated "space-opera" of no interest other that to dedicated fans or academics.
Saying anything more about the plot would spoil the pleasure of discovery but I would make the case that this is a novel that admirers of intelligent and entertaining science fiction should consider reading. There are a number of reasons that lead me to make that statement: a sympathetic, believable character that propels the plot, a carefully crafted lurking, sense of unknown dangers beyond normal human experiences, detailed and credible encounters, some beneficial some deadly, with alien flora and fauna, enigmatic confrontations with mystic-like aliens and enough weirdness that begs additional explanations in future stories. The book ends with a evenhanded finale that does not short change the readers.
Reading this book will not change you life but it will provide a few hours of wonderful entertainment.
The Wyandotte Herald, forerunner to Downriver's News-Herald of the present time, began production here under the direction of publisher J.D. Haven in 1886.
An early forerunner of the encyclopedia, De Proprietatibus Rerum dates from the 13th century and is often described as a bestiary although its focus encompasses theology and astrology as well as the natural sciences (as understood in 1240).
6-7 июля 2021, Рождество пророка Предтечи и Крестителя Господня Иоанна / 6-7 July 2021, The Nativity of the Prophet Forerunner and Baptist of the Lord John
20 января 2019, Собор Предтечи и Крестителя Господня Иоанна / 20 January 2019, Synaxis of the Holy Glorious Prophet, Forerunner, and Baptist John
An early forerunner of the encyclopedia, De Proprietatibus Rerum dates from the 13th century and is often described as a bestiary although its focus encompasses theology and astrology as well as the natural sciences (as understood in 1240).
Built on a Jaguar XK120 chassis. "Yeah, It's Got A Hemi," an exhibit at the AACA Museum, Hershey, PA, October 7, 2020.
The origins of the Hospital de la Santa Creu i Sant Pau date back to 1401, when the Consell de Cent (Council of One Hundred, the forerunner to the Municipal Council) and the Cathedral Chapter merged six Barcelona hospitals together and commissioned construction of the Hospital de la Santa Creu, which now houses the Biblioteca de Catalunya (Library of Catalonia), as part of an overall social healthcare project. In 1902, and thanks to banker Pau Gil’s legacy, work began on a new hospital to meet the health needs of a city at the height of demographic growth. The architect Lluís Domènech i Montaner was commissioned to design the new Hospital, which was officially opened in 1930 as the Hospital de la Santa Creu i Sant Pau.
Lluís Domènech i Montaner built a hospital complex with its own urban layout, which differed from that of the Eixample (nineteenth-century city extension), at an angle of 45° to the orthogonal gridiron of the Cerdà Plan. Fruit of this concept was an independent isolated site, a ‘city within the city’. In his project the architect assigned an area of 145 m2 to each patient, including the landscaped grounds, a proportion which at the time far surpassed that of the best European hospitals.
Although the initial project contemplated the construction of forty-eight pavilions, this figure was eventually reduced to a total of twenty-seven, of which only sixteen are modernista. Of these, twelve were built by the architect and the remainder by his son, Pere Domènech i Roura. For the hospital complex, Domènech i Montaner was allocated a site equivalent to nine Eixampte blocks, on which he built wife range of isolated pavilions, each one assigned a specific medical speciality and linked to the others by means of one kilometre of underground galleries.