At Bonnie's

I arrive in Belfast for the Svanen and I find myself greeted by the Sea Installer already loaded up.

 

Belfast, Northern Ireland

 

Sea Installer's previous work:

 

www.youtube.com/watch?v=yQnF86rh8Eg

The Cathedral of Saint Joseph is a Catholic cathedral and parish church located in Sioux Falls, South Dakota, United States. It is the seat of the Diocese of Sioux Falls. Since 1974 the cathedral has been a contributing property in the Cathedral Historic District on the National Register of Historic Places.

 

The Cathedral of St. Joseph traces its history to the establishment of St. Michael's Church, Sioux Falls' first Catholic parish. It was founded in 1881 and a wooden building was constructed for a church. Two years later a larger brick church was built. It became the Pro-Cathedral when Bishop Martin Marty, who was Vicar Apostolic of the Dakota Territory, arrived in Sioux Falls in 1889. On November 12, of the same year Pope Leo XIII established the Diocese of Sioux Falls, and St. Michael's become the cathedral for the new diocese.

 

Bishop Thomas O'Gorman succeeded Bishop Marty in 1896 and in time desired a new and larger cathedral. He was a friend of Archbishop John Ireland of St. Paul and he attended the dedication of the Cathedral of St. Paul in 1915. He conferred with the architect of the new St. Paul cathedral Emmanuel Masqueray, who was hired to design the present cathedral in Sioux Falls. St. Michael's was moved and the rectory was torn down. Construction of the new cathedral was begun in 1915. Masqueray died in 1917 and shortages during World War I slowed construction. Edwin Lundie, Masqueray's chief assistant, took over the project. The first Mass in the unfinished cathedral took place on December 8, 1918, and it was dedicated after its completion on May 7, 1919.

 

The structure has been altered over the years. A Kilgen pipe organ was installed in 1935. A fire in the lower church did significant damage to the cathedral in 1942. Conrad Schmitt Studios decorated the interior the following year, and the marble high altar and tester were installed in 1946. The frosted glass windows were replaced by French stenciled stained glass windows in 1947. A major interior restoration took place between 1970 and 1974. A new free-standing altar was installed at that time. In 2004 the Sacred Heart Chapel was created in the sacristy and the basement was renovated to become a parish hall. Another major renovation of the cathedral interior was completed in 2011.

 

Sioux Falls is the most populous city in the U.S. state of South Dakota and the 121st-most populous city in the United States. It is the county seat of Minnehaha County and also extends into northern Lincoln County to the south, which continues up to the Iowa state line. The population was 192,517 at the 2020 census, and in 2022, its estimated population was 202,078. According to city officials, the estimated population had grown to 213,891 as of early 2024. The Sioux Falls metro area accounts for more than 30% of the state's population. Chartered in 1856 on the banks of the Big Sioux River, the city is situated in the rolling hills at the junction of interstates 29 and 90.

 

Sioux Falls is the largest city in the U.S. state of South Dakota. Founded in 1856, the city was abandoned, sacked, resettled and later grew to become a city with a 2020 Census population of 192,517 people.

 

The history of Sioux Falls revolves around the cascades of the Big Sioux River. The falls were created about 14,000 years ago when the last glacial ice sheet redirected the flow of the river into the large looping bends of its present course. Fueled by water from the melting ice, the river exposed the underlying Sioux quartzite bedrock, the hard pinkish stone of the falls. The quartzite itself is about a billion and a half years old. It began as sediments deposited on the bottom of an ancient, shallow sea.

 

The lure of the falls has been a powerful influence. A prehistoric people who inhabited the region before 500 B.C. left numerous burial mounds on the high bluffs near the river. These people were followed by an agricultural society that built fortified villages on many of the same sites. Tribes of the Lakota and Dakota, widely ranging nomadic bison hunters, arrived sometime around the 18th century. Early maps indicate they used the falls as a place to rendezvous with French fur trappers, considered the first European visitors at the falls.

 

The falls also drew the attention of early explorers. An August 1804 journal entry of the Lewis and Clark expedition describes the falls of the "Soues River." Famous pathfinder John C. Fremont and French scientist Joseph Nicollet explored the region in 1838 and also wrote a description of the falls. Both are considered second hand accounts rather than evidence of an actual visit.

 

The first documented visit was by Philander Prescott, an explorer, trader, and trapper who camped overnight at the falls in December 1832. Captain James Allen led a military expedition out of Fort Des Moines in 1844. The early descriptions of the falls were published in The States and Territories of the Great West, an 1856 book by Jacob Ferris which inspired townsite developers to seek out the falls.

 

The focus of intense land speculation activity in Minnesota and Iowa during the mid-1850s inevitably turned toward the Big Sioux River valley. Sioux Falls was founded by land speculators who hoped to build great wealth by claiming prime townsites before the arrival of railroads and settlers.

 

Two separate groups, the Dakota Land Company of St. Paul and the Western Town Company of Dubuque, Iowa organized in 1856 to claim the land around the falls, considered a promising townsite for its beauty and water power. The Western Town Company arrived first, and was soon followed by the St. Paul–based company in 1857. Each laid out 320-acre (1.3 km2) claims, but worked together for mutual protection. They built a temporary barricade of turf which they dubbed "Fort Sod," in response to hostilities threatened by native tribes. Seventeen men then spent "the first winter" in Sioux Falls. The following year the population grew to near 40.

 

Although conflicts in Minnehaha County between Native Americans and white settlers were few, the Dakota War of 1862 engulfed nearby southwestern Minnesota. The town was evacuated in August of that year when two local settlers were killed as a result of the conflict. The settlers and soldiers stationed here traveled to Yankton in late August 1862. The abandoned townsite was pillaged and burned.

 

Fort Dakota, a military reservation established in present-day downtown, was established in May 1865. Many former settlers gradually returned and a new wave of settlers arrived in the following years. The population grew to 593 by 1873, and a building boom was underway in that year.

 

The Village of Sioux Falls, consisting of 1,200 acres (4.9 km2), was incorporated in 1876 by the 12th legislative assembly of the Dakota Territory, which convened in the territorial capital of Yankton. The village charter proved to be too restrictive, however, and Sioux Falls petitioned to become a city. The city charter was granted by the Dakota Territorial legislature on March 3, 1883.

 

The arrival of the railroads ushered in the great Dakota Boom decade of the 1880s. The population of Sioux Falls mushroomed from 2,164 in 1880 to 10,167 at the close of the decade. The growth transformed the city. A severe plague of grasshoppers and a national depression halted the boom by the early 1890s. The city grew by only 89 people from 1890 to 1900.

 

Beginning in the 1880s, a 90-day residency law and lax oversight on the part of local judges concerning sworn testimony caused word to spread across the United States that a legal divorce was easily obtained in Dakota Territory. As a result, both Sioux Falls and Fargo (in later North Dakota) became known as "divorce capitals". Thousands of people traveled to the towns seeking a divorce, with the resulting divorce rate in Minnehaha County during this period being nearly three times that of the national average. Although many local residents were unhappy with the notoriety, the surge of "tourists" necessitated the construction of a number of new hotels and restaurants, and the situation brought a level of attention uncommon for towns of a similar size. Divorce laws were tightened after statehood, and the phenomenon had ended by the early 1900s.

 

With the opening of the John Morrell meat-packing plant in 1909, the establishment of an airbase and a military radio and communications training school in 1942, and the completion of the interstate highways in the early 1960s, Sioux Falls grew at a moderate but steady pace in the early and middle years of the 20th century. During this period, the city's economy was largely centered on the stockyards and the meat packing industry. Sioux Falls was home to one of the largest stockyards in the nation at the time, and the John Morrell plant was by far the largest employer in the city.

 

Beginning in the late 20th century, Sioux Falls began growing at a considerably faster pace than during previous decades. The economy became more service-based, and word began to spread about the relatively low levels of unemployment and crime. Annexations of adjacent land in Minnehaha County became common. The first annexation of land south of 57th Street from Lincoln County was in 1969 for a municipal water tower. The next annexations from Lincoln County occurred in 1978 when a couple of new subdivisions were added.

 

Several large shopping malls opened during the 1970s, and the retail and dining industry began to exert a growing influence on the city's economy. In 1981, Citibank transferred its credit card operations from New York to Sioux Falls to take advantage of recently relaxed state anti-usury laws. Several other financial companies also moved to Sioux Falls or expanded its existing business in the city, resulting in a large present-day banking and financial presence in the city. A third factor contributing to recent growth is the expansion of the local healthcare industry. The two largest hospitals in the city, Sanford Health and Avera Health, are also the two largest present-day employers in the city.

 

South Dakota is a landlocked U.S. state in the North Central region of the United States. It is also part of the Great Plains. South Dakota is named after the Dakota Sioux tribe, which comprises a large portion of the population with nine reservations currently in the state and has historically dominated the territory. South Dakota is the 17th largest by area, but the 5th least populous, and the 5th least densely populated of the 50 United States. Pierre is the state capital, and Sioux Falls, with a population of about 213,900, is South Dakota's most populous city. The state is bisected by the Missouri River, dividing South Dakota into two geographically and socially distinct halves, known to residents as "East River" and "West River". South Dakota is bordered by the states of North Dakota (to the north), Minnesota (to the east), Iowa (to the southeast), Nebraska (to the south), Wyoming (to the west), and Montana (to the northwest).

 

Humans have inhabited the area for several millennia, with the Sioux becoming dominant by the early 19th century. In the late 19th century, European-American settlement intensified after a gold rush in the Black Hills and the construction of railroads from the east. Encroaching miners and settlers triggered a number of Indian wars, ending with the Wounded Knee Massacre in 1890. As the southern part of the former Dakota Territory, South Dakota became a state on November 2, 1889, simultaneously with North Dakota. They are the 39th and 40th states admitted to the union; President Benjamin Harrison shuffled the statehood papers before signing them so that no one could tell which became a state first.

 

Key events in the 20th century included the Dust Bowl and Great Depression, increased federal spending during the 1940s and 1950s for agriculture and defense, and an industrialization of agriculture that has reduced family farming. Eastern South Dakota is home to most of the state's population, and the area's fertile soil is used to grow a variety of crops. West of the Missouri River, ranching is the predominant agricultural activity, and the economy is more dependent on tourism and defense spending. Most of the Native American reservations are in West River. The Black Hills, a group of low pine-covered mountains sacred to the Sioux, is in the southwest part of the state. Mount Rushmore, a major tourist destination, is there. South Dakota has a temperate continental climate, with four distinct seasons and precipitation ranging from moderate in the east to semi-arid in the west. The state's ecology features species typical of a North American grassland biome.

 

While several Democrats have represented South Dakota for multiple terms in both chambers of Congress, the state government is largely controlled by the Republican Party, whose nominees have carried South Dakota in each of the last 14 presidential elections. Historically dominated by an agricultural economy and a rural lifestyle, South Dakota has recently sought to diversify its economy in other areas to both attract and retain residents. South Dakota's history and rural character still strongly influence the state's culture.

 

The history of South Dakota describes the history of the U.S. state of South Dakota over the course of several millennia, from its first inhabitants to the recent issues facing the state.

 

Human beings have lived in what is today South Dakota for at least several thousand years. Early hunters are believed to have first entered North America at least 17,000 years ago via the Bering land bridge, which existed during the last ice age and connected Siberia with Alaska. Early settlers in what would become South Dakota were nomadic hunter-gatherers, using primitive Stone Age technology to hunt large prehistoric mammals in the area such as mammoths, sloths, and camels. The Paleolithic culture of these people disappeared around 5000 BC, after the extinction of most of their prey species.

 

Between AD 500 and 800, much of eastern South Dakota was inhabited by a people known as the 'Mound Builders'. The Mound Builders were hunters who lived in temporary villages and were named for the low earthen burial mounds they constructed, many of which still exist. Their settlement seems to have been concentrated around the watershed of the Big Sioux River and Big Stone Lake, although other sites have been excavated throughout eastern South Dakota. Either assimilation or warfare led to the demise of the Mound Builders by the year 800. Between 1250 and 1400 an agricultural people, likely the ancestors of the modern Mandan of North Dakota, arrived from the east and settled in the central part of the state. In 1325, what has become known as the Crow Creek Massacre occurred near Chamberlain. An archeological excavation of the site has discovered 486 bodies buried in a mass grave within a type of fortification; many of the skeletal remains show evidence of scalping and decapitation.

 

The Arikara, also known as the Ree, began arriving from the south in the 16th century. They spoke a Caddoan language similar to that of the Pawnee, and probably originated in what is now Kansas and Nebraska. Although they would at times travel to hunt or trade, the Arikara were far less nomadic than many of their neighbors, and lived for the most part in permanent villages. These villages usually consisted of a stockade enclosing a number of circular earthen lodges built on bluffs looking over the rivers. Each village had a semi-autonomous political structure, with the Arikara's various subtribes being connected in a loose alliance. In addition to hunting and growing crops such as corn, beans, pumpkin and other squash, the Arikara were also skilled traders, and would often serve as intermediaries between tribes to the north and south It was probably through their trading connections that Spanish horses first reached the region around 1760. The Arikara reached the height of their power in the 17th century, and may have included as many as 32 villages. Due both to disease as well as pressure from other tribes, the number of Arikara villages would decline to only two by the late 18th century, and the Arikara eventually merged entirely with the Mandan to the north.

 

The sister tribe of the Arikaras, the Pawnee, may have also had a small amount of land in the state. Both were Caddoan and were among the only known tribes in the continental U.S. to have committed human sacrifice, via a religious ritual that occurred once a year. It is said that the U.S. government worked hard to halt this practice before their homelands came to be heavily settled, for fear that the general public might react harshly or refuse to move there.

 

The Lakota Oral histories tell of them driving the Algonquian ancestors of the Cheyenne from the Black Hills regions, south of the Platte River, in the 18th century. Before that, the Cheyenne say that they were, in fact, two tribes, which they call the Tsitsistas & Sutaio After their defeat, much of their territory was contained to southeast Wyoming & western Nebraska. While they had been able to hold off the Sioux for quite some time, they were heavily damaged by a smallpox outbreak. They are also responsible for introducing the horse to the Lakota.

 

The Ioway, or Iowa people, also inhabited the region where the modern states of South Dakota, Minnesota & Iowa meet, north of the Missouri River. They also had a sister nation, known as the Otoe who lived south of them. They were Chiwere speaking, a very old variation of Siouan language said to have originated amongst the ancestors of the Ho-Chunk of Wisconsin. They also would have had a fairly similar culture to that of the Dhegihan Sioux tribes of Nebraska & Kansas.

 

By the 17th century, the Sioux, who would later come to dominate much of the state, had settled in what is today central and northern Minnesota. The Sioux spoke a language of the Siouan language family, and were divided into two culture groups – the Dakota & Nakota. By the early 18th century the Sioux would begin to move south and then west into the plains. This migration was due to several factors, including greater food availability to the west, as well as the fact that the rival Ojibwe & other related Algonquians had obtained rifles from the French at a time when the Sioux were still using the bow and arrow. Other tribes were also displaced during some sort of poorly understood conflict that occurred between Siouan & Algonquian peoples in the early 18th century.

 

In moving west into the prairies, the lifestyle of the Sioux would be greatly altered, coming to resemble that of a nomadic northern plains tribe much more so than a largely settled eastern woodlands one. Characteristics of this transformation include a greater dependence on the bison for food, a heavier reliance on the horse for transportation, and the adoption of the tipi for habitation, a dwelling more suited to the frequent movements of a nomadic people than their earlier semi-permanent lodges.

 

Once on the plains, a schism caused the two subgroups of the Sioux to divide into three separate nations—the Lakota, who migrated south, the Asiniboine who migrated back east to Minnesota & the remaining Sioux. It appears to be around this time that the Dakota people became more prominent over the Nakota & the entirety of the people came to call themselves as such.

 

The Lakota, who crossed the Missouri around 1760 and reached the Black Hills by 1776, would come to settle largely in western South Dakota, northwestern Nebraska, and southwestern North Dakota. The Yankton primarily settled in southeastern South Dakota, the Yanktonnais settled in northeastern South Dakota and southeastern North Dakota, and the Santee settled primarily in central and southern Minnesota. Due in large part to the Sioux migrations, a number of tribes would be driven from the area. The tribes in and around the Black Hills, most notably the Cheyenne, would be pushed to the west, the Arikara would move further north along the Missouri, and the Omaha would be driven out of southeastern South Dakota and into northeastern Nebraska.

 

Later, the Lakota & Assiniboine returned to the fold, forming a single confederacy known as the Oceti Sakowin, or Seven council fire. This was divided into four cultural groups—the Lakota, Dakota, Nakota & Nagoda-- & seven distinct tribes, each with their own chief—the Nakota Mdewakan (Note—Older attempts at Lakota language show a mistake in writing the sound 'bl' as 'md', such as summer, Bloketu, misprinted as mdoketu. Therefore, this word should be Blewakan.) & Wahpeton, the Dakota Santee & Sisseton, the Nagoda Yankton & Yanktonai & the Lakota Teton. In this form, they were able to secure from the U.S. government a homeland, commonly referred to as Mni-Sota Makoce, or the Lakotah Republic. However, conflicts increased between Sioux & American citizens in the decades leading up the Civil War & a poorly funded & organized Bureau of Indian Affairs had difficulty keeping peace between groups. This eventually resulted in the United States blaming the Sioux for the atrocities & rendering the treaty which recognized the nation of Lakotah null and void. The U.S., however, later recognized their fault in a Supreme Court case in the 1980s after several decades of failed lawsuits by the Sioux, yet little has been done to smooth the issue over to the best interests of both sides.

 

France was the first European nation to hold any real claim over what would become South Dakota. Its claims covered most of the modern state. However, at most a few French scouting parties may have entered eastern South Dakota. In 1679 Daniel G. Duluth sent explorers west from Lake Mille Lacs, and they may have reached Big Stone Lake and the Coteau des Prairies. Pierre Le Sueur's traders entered the Big Sioux River Valley on multiple occasions. Evidence for these journeys is from a 1701 map by William De L'Isle that shows a trail to below the falls of the Big Sioux River from the Mississippi River.

 

After 1713, France looked west to sustain its fur trade. The first Europeans to enter South Dakota from the north, the Verendrye brothers, began their expedition in 1743. The expedition started at Fort La Reine on Lake Manitoba, and was attempting to locate an all-water route to the Pacific Ocean. They buried a lead plate inscribed near Ft. Pierre; it was rediscovered by schoolchildren in 1913.

 

In 1762, France granted Spain all French territory west of the Mississippi River in the Treaty of Fontainebleau. The agreement, which was signed in secret, was motivated by a French desire to convince Spain to come to terms with Britain and accept defeat in the Seven Years' War. In an attempt to secure Spanish claims in the region against possible encroachment from other European powers, Spain adopted a policy for the upper Missouri which emphasized the development of closer trade relations with local tribes as well as greater exploration of the region, a primary focus of which would be a search for a water route to the Pacific Ocean. Although traders such as Jacques D'Eglise and Juan Munier had been active in the region for several years, these men had been operating independently, and a determined effort to reach the Pacific and solidify Spanish control of the region had never been undertaken. In 1793, a group commonly known as the Missouri Company was formed in St. Louis, with the twin goals of trading and exploring on the upper Missouri. The company sponsored several attempts to reach the Pacific Ocean, none of which made it further than the mouth of the Yellowstone. In 1794, Jean Truteau (also spelled Trudeau) built a cabin near the present-day location of Fort Randall, and in 1795 the Mackay-Evans Expedition traveled up the Missouri as far as present-day North Dakota, where they expelled several British traders who had been active in the area. In 1801, a post known as Fort aux Cedres was constructed by Registre Loisel of St. Louis, on Cedar Island on the Missouri about 35 miles (56 km) southeast of the present location of Pierre. This trading post was the major regional post until its destruction by fire in 1810.[30] In 1800, Spain gave Louisiana back to France in the Treaty of San Ildefonso.

 

In 1803, the United States purchased the Louisiana Territory from Napoleon for $11,000,000. The territory included most of the western half of the Mississippi watershed and covered nearly all of present-day South Dakota, except for a small portion in the northeast corner of the state. The region was still largely unexplored and unsettled, and President Thomas Jefferson organized a group commonly referred to as the Lewis and Clark Expedition to explore the newly acquired region over a period of more than two years. The expedition, also known as the Corps of Discovery, was tasked with following the route of the Missouri to its source, continuing on to the Pacific Ocean, establishing diplomatic relations with the various tribes in the area, and taking cartographic, geologic, and botanical surveys of the area. The expedition left St. Louis on May 14, 1804, with 45 men and 15 tons of supplies in three boats (one keelboat and two pirogues). The party progressed slowly against the Missouri's current, reaching what is today South Dakota on August 22. Near present-day Vermillion, the party hiked to the Spirit Mound after hearing local legends of the place being inhabited by "little spirits" (or "devils"). Shortly after this, a peaceful meeting took place with the Yankton Sioux, while an encounter with the Lakota Sioux further north was not as uneventful. The Lakota mistook the party as traders, at one point stealing a horse. Weapons were brandished on both sides after it appeared as though the Lakota were going to further delay or even halt the expedition, but they eventually stood down and allowed the party to continue up the river and out of their territory. In north central South Dakota, the expedition acted as mediators between the warring Arikara and Mandan. After leaving the state on October 14, the party wintered with the Mandan in North Dakota before successfully reaching the Pacific Ocean and returning by the same route, safely reaching St. Louis in 1806. On the return trip, the expedition spent only 15 days in South Dakota, traveling more swiftly with the Missouri's current.

 

Pittsburgh lawyer Henry Marie Brackenridge was South Dakota's first recorded tourist. In 1811 he was hosted by fur trader Manuel Lisa.

 

In 1817, an American fur trading post was set up at present-day Fort Pierre, beginning continuous American settlement of the area. During the 1830s, fur trading was the dominant economic activity for the few white people who lived in the area. More than one hundred fur-trading posts were in present-day South Dakota in the first half of the 19th century, and Fort Pierre was the center of activity.[citation needed] General William Henry Ashley, Andrew Henry, and Jedediah Smith of the Rocky Mountain Fur Company, and Manuel Lisa and Joshua Pilcher of the St. Louis Fur Company, trapped in that region. Pierre Chouteau Jr. brought the steamship Yellowstone to Fort Tecumseh on the Missouri River in 1831. In 1832 the fort was replaced by Fort Pierre Chouteau Jr.: today's town of Fort Pierre. Pierre bought the Western Department of John Jacob Astor's American Fur Company and renamed it Pratte, Chouteau and Company, and then Pierre Chouteau and Company. It operated in present-day South Dakota from 1834 to 1858. Most trappers and traders left the area after European demand for furs dwindled around 1840.

 

Main articles: Kansas–Nebraska Act, Nebraska Territory, Organic act § List of organic acts, and Dakota Territory

In 1855, the U.S. Army bought Fort Pierre but abandoned it the following year in favor of Fort Randall to the south. Settlement by Americans and Europeans was by this time increasing rapidly, and in 1858 the Yankton Sioux signed the 1858 "Treaty of Washington", ceding most of present-day eastern South Dakota to the United States.

 

Land speculators founded two of eastern South Dakota's largest present-day cities: Sioux Falls in 1856 and Yankton in 1859. The Big Sioux River falls was the spot of an 1856 settlement established by a Dubuque, Iowa, company; that town was quickly removed by native residents. But in the following year, May 1857, the town was resettled and named Sioux Falls. That June, St. Paul, Minnesota's Dakota Land Company came to an adjacent 320 acres (130 ha), calling it Sioux Falls City. In June 1857, Flandreau and Medary, South Dakota, were established by the Dakota Land Company. Along with Yankton in 1859, Bon Homme, Elk Point, and Vermillion were among the new communities along the Missouri River or border with Minnesota. Settlers therein numbered about 5,000 in 1860. In 1861, Dakota Territory was established by the United States government (this initially included North Dakota, South Dakota, and parts of Montana and Wyoming). Settlers from Scandinavia, Germany, Ireland, Czechoslovakia[citation needed] and Russia,[citation needed] as well as elsewhere in Europe and from the eastern U.S. states increased from a trickle to a flood, especially after the completion of an eastern railway link to the territorial capital of Yankton in 1872, and the discovery of gold in the Black Hills in 1874 during a military expedition led by George A. Custer.

 

The Dakota Territory had significant regional tensions between the northern part and the southern part from the beginning, the southern part always being more populated – in the 1880 United States census, the population of the southern part (98,268) was more than two and a half times of the northern part (36,909), and southern Dakotans saw the northern part as bit of disreputable, "controlled by the wild folks, cattle ranchers, fur traders” and too frequently the site of conflict with the indigenous population. Also, the new railroads built connected the northern and southern parts to different hubs – northern part was closer tied to Minneapolis–Saint Paul area; and southern part to Sioux City and from there to Omaha. The last straw was territorial governor Nehemiah G. Ordway moving the territorial capital from Yankton to Bismarck in modern-day North Dakota. As the Southern part had the necessary population for statehood (60,000), they held a separate convention in September 1883 and drafted a constitution. Various bills to divide the Dakota Territory in half ended up stalling, until in 1887, when the Territorial Legislature submitted the question of division to a popular vote at the November general elections, where it was approved by 37,784 votes over 32,913. A bill for statehood for North Dakota and South Dakota (as well as Montana and Washington) titled the Enabling Act of 1889 was passed on February 22, 1889, during the Administration of Grover Cleveland, dividing Dakota along the seventh standard parallel. It was left to his successor, Benjamin Harrison, to sign proclamations formally admitting North and South Dakota to the Union on November 2, 1889. Harrison directed his Secretary of State James G. Blaine to shuffle the papers and obscure from him which he was signing first and the actual order went unrecorded.

 

With statehood South Dakota was now in a position to make decisions on the major issues it confronted: prohibition, women's suffrage, the location of the state capital, the opening of the Sioux lands for settlement, and the cyclical issues of drought (severe in 1889) and low wheat prices (1893–1896). In early 1889 a prohibition bill passed the new state legislature, only to be vetoed by Governor Louis Church. Fierce opposition came from the wet German community, with financing from beer and liquor interests. The Yankee women organized to demand suffrage, as well as prohibition. Neither party supported their cause, and the wet element counter-organized to block women's suffrage. Popular interest reached a peak in the debates over locating the state capital. Prestige, real estate values and government jobs were at stake, as well as the question of access in such a large geographical region with limited railroads. Huron was the temporary site, centrally located Pierre was the best organized contender, and three other towns were in the running. Real estate speculators had money to toss around. Pierre, population 3200, made the most generous case to the voters—its promoters truly believed it would be the next Denver and be the railway hub of the Dakotas. The North Western railroad came through but not the others it expected. In 1938 Pierre counted 4000 people and three small hotels.

 

The national government continued to handle Indian affairs. The Army's 1874 Custer expedition took place despite the fact that the western half of present-day South Dakota had been granted to the Sioux by the Treaty of Fort Laramie as part of the Great Sioux Reservation. The Sioux declined to grant mining rights or land in the Black Hills, and the Great Sioux War of 1876 broke out after the U.S. failed to stop white miners and settlers from entering the region. The Sioux were eventually defeated and settled on reservations within South Dakota and North Dakota.

 

In 1889 Harrison sent general George Crook with a commission to persuade the Sioux to sell half their reservation land to the government. It was believed that the state would not be viable unless more land was made available to settlers. Crook used a number of dubious methods to secure agreement and obtain the land.

 

On December 29, 1890, the Wounded Knee Massacre occurred on the Pine Ridge Indian Reservation. It was the last major armed conflict between the United States and the Sioux Nation, the massacre resulted in the deaths of 300 Sioux, many of them women and children. In addition 25 U.S. soldiers were also killed in the episode.

 

Railroads played a central role in South Dakota transportation from the late 19th century until the 1930s, when they were surpassed by highways. The Milwaukee Road and the Chicago & North Western were the state's largest railroads, and the Milwaukee's east–west transcontinental line traversed the northern tier of the state. About 4,420 miles (7,110 km) of railroad track were built in South Dakota during the late nineteenth and early twentieth centuries, though only 1,839 miles (2,960 km) were active in 2007.

 

The railroads sold land to prospective farmers at very low rates, expecting to make a profit by shipping farm products out and home goods in. They also set up small towns that would serve as shipping points and commercial centers, and attract businessmen and more farmers. The Minneapolis and St. Louis Railway (M&StL) in 1905, under the leadership of vice president and general manager L. F. Day, added lines from Watertown to LeBeau and from Conde through Aberdeen to Leola. It developed town sites along the new lines and by 1910, the new lines served 35 small communities.

 

Not all of the new towns survived. The M&StL situated LeBeau along the Missouri River on the eastern edge of the Cheyenne River Indian Reservation. The new town was a hub for the cattle and grain industries. Livestock valued at one million dollars were shipped out in 1908, and the rail company planned a bridge across the Missouri River. Allotment of the Cheyenne River Reservation in 1909 promised further growth. By the early 1920s, however, troubles multiplied, with the murder of a local rancher, a fire that destroyed the business district, and drought that ruined ranchers and farmers alike. LeBeau became a ghost town.

 

Most of the traffic was freight, but the main lines also offered passenger service. After the European immigrants settled, there never were many people moving about inside the state. Profits were slim. Automobiles and busses were much more popular, but there was an increase during World War II when gasoline was scarce. All passenger service was ended in the state by 1969.

 

In the rural areas farmers and ranchers depended on local general stores that had a limited stock and slow turnover; they made enough profit to stay in operation by selling at high prices. Prices were not marked on each item; instead the customer negotiated a price. Men did most of the shopping, since the main criterion was credit rather than quality of goods. Indeed, most customers shopped on credit, paying off the bill when crops or cattle were later sold; the owner's ability to judge credit worthiness was vital to his success.

 

In the cities consumers had much more choice, and bought their dry goods and supplies at locally owned department stores. They had a much wider selection of goods than in the country general stores and price tags that gave the actual selling price. The department stores provided a very limited credit, and set up attractive displays and, after 1900, window displays as well. Their clerks—usually men before the 1940s—were experienced salesmen whose knowledge of the products appealed to the better educated middle-class housewives who did most of the shopping. The keys to success were a large variety of high-quality brand-name merchandise, high turnover, reasonable prices, and frequent special sales. The larger stores sent their buyers to Denver, Minneapolis, and Chicago once or twice a year to evaluate the newest trends in merchandising and stock up on the latest fashions. By the 1920s and 1930s, large mail-order houses such as Sears, Roebuck & Co. and Montgomery Ward provided serious competition, making the department stores rely even more on salesmanship and close integration with the community.

 

Many entrepreneurs built stores, shops, and offices along Main Street. The most handsome ones used pre-formed, sheet iron facades, especially those manufactured by the Mesker Brothers of St. Louis. These neoclassical, stylized facades added sophistication to brick or wood-frame buildings throughout the state.

 

During the 1930s, several economic and climatic conditions combined with disastrous results for South Dakota. A lack of rainfall, extremely high temperatures and over-cultivation of farmland produced what was known as the Dust Bowl in South Dakota and several other plains states. Fertile topsoil was blown away in massive dust storms, and several harvests were completely ruined. The experiences of the Dust Bowl, coupled with local bank foreclosures and the general economic effects of the Great Depression resulted in many South Dakotans leaving the state. The population of South Dakota declined by more than seven percent between 1930 and 1940.

 

Prosperity returned with the U.S. entry into World War II in 1941, when demand for the state's agricultural and industrial products grew as the nation mobilized for war. Over 68,000 South Dakotans served in the armed forces during the war, of which over 2,200 were killed.

 

In 1944, the Pick-Sloan Plan was passed as part of the Flood Control Act of 1944 by the U.S. Congress, resulting in the construction of six large dams on the Missouri River, four of which are at least partially located in South Dakota.[83] Flood control, hydroelectricity and recreational opportunities such as boating and fishing are provided by the dams and their reservoirs.

 

On the night of June 9–10, 1972, heavy rainfall in the eastern Black Hills caused the Canyon Lake Dam on Rapid Creek to fail. The failure of the dam, combined with heavy runoff from the storm, turned the usually small creek into a massive torrent that washed through central Rapid City. The flood resulted in 238 deaths and destroyed 1,335 homes and around 5,000 automobiles.[84] Damage from the flood totaled $160 million (the equivalent of $664 million today).

 

On April 19, 1993, Governor George S. Mickelson was killed in a plane crash in Iowa while returning from a business meeting in Cincinnati. Several other state officials were also killed in the crash. Mickelson, who was in the middle of his second term as governor, was succeeded by Walter Dale Miller.

 

In recent decades, South Dakota has transformed from a state dominated by agriculture to one with a more diversified economy. The tourism industry has grown considerably since the completion of the interstate system in the 1960s, with the Black Hills being especially impacted. The financial service industry began to grow in the state as well, with Citibank moving its credit card operations from New York to Sioux Falls in 1981, a move that has since been followed by several other financial companies. In 2007, the site of the recently closed Homestake gold mine near Lead was chosen as the location of a new underground research facility. Despite a growing state population and recent economic development, many rural areas have been struggling over the past 50 years with locally declining populations and the emigration of educated young adults to larger South Dakota cities, such as Rapid City or Sioux Falls, or to other states. The Cattleman's Blizzard of October 2013 killed tens of thousands of livestock in western South Dakota, and was one of the worst blizzards in the state's history.

Vinny the plumber, sans butt crack.

Love the retro drawer pulls

Now I just need to put "stone" around the window and find some furniture!

 

reflective metal install progress photo. Looks like a jail/prison mirror.

New guardrails are being installed along SR 203 between Stillwater Hill Road and NE 88th Street. Since February, this portion of roadway had been reduced to a single lane due to damage from a landslide.

On Nov. 27, 2017, construction crews install a platform on top of two columns for the future flyover ramp. This is part of ongoing construction for the I-405/SR 167 Interchange Direct Connector project in Renton.

Installed in 1898, the A. E. Woolley Memorial stained glass window looks out onto the small south garden of St. Mark the Evangelist Church of England in Fitzroy.

 

The window is very tall, almost reaching the apex of the church. Possibly designed by British born, German trained, Melbourne stained glass artist William Montgomery, it is full of beautiful examples of brightly coloured and hand-painted stained glass panels. There are also several lozenges embedded throughout the window, representing flowers in bloom. In addition to very stylised Art Nouveau flowers, the window depicts a crown at the top, the nails and crown of thorns worn by Jesus in a quadrofoil of blue, a stylised cross and the letters IHS intertwined in a monogram half way down the lancet window. These letters are a contraction for "Iesus Hominum Salvator"; "Jesus, Savior of Men".

 

Built amid workers' cottages and terrace houses of shopkeepers, St. Mark the Evangelist Church of England sits atop an undulating rise in the inner Melbourne suburb of Fitzroy. Nestled behind a thick bank of agapanthus beyond its original cast-iron palisade fence, it would not look out of place in an English country village with its neat buttresses, bluestone masonry and simple, unadorned belfry.

 

St. Mark the Evangelist was the first church to be built outside of the original Melbourne grid as Fitzroy developed into the city's first suburb. A working-class suburb, the majority of its residents were Church of England and from 1849 a Mission Church and school served as a centre for religious, educational and recreational facilities. The school was one of a number of denominational schools established by the Church of England and was partly funded by the Denominational School Board.

 

St. Mark the Evangelist Church of England was designed by architect James Blackburn and built in Early English Gothic style. Richard Grice, Victorian pastoralist and philanthropist, generously contributed almost all the cost of its construction. Work commenced in 1853 to accommodate the growing Church of England congregation of Fitzroy. On July 1st, 1853, the first stone of St. Mark the Evangelist was laid by the first Bishop of Melbourne, The Right Rev. Charles Perry.

Unfortunately, Blackburn did not live to see its completion, dying the following year in 1854 of typhoid. This left St. Mark the Evangelist without an architect to oversee the project, and a series of other notable Melbourne architects helped finish the church including Lloyd Tayler, Leonard Terry and Charles Webb. Even then when St. Mark the Evangelist opened its doors on Sunday, January 21st, 1855, the church was never fully completed with an east tower and spire never realised. The exterior of the church is very plain, constructed of largely unadorned bluestone, with simple buttresses marking structural bays and tall lancet windows. The church's belfry is similarly unadorned, yet features beautiful masonry work. It has a square tower and broach spire.

 

Inside St. Mark the Evangelist Church of England it is peaceful and serves as a quiet sanctuary from the noisy world outside. I visited it on a hot day, and its enveloping coolness was a welcome relief. Walking across the old, highly polished hardwood floors you cannot help but note the gentle scent of the incense used during mass. The church has an ornately carved timber Gothic narthex screen which you walk through to enter the nave. Once there you can see the unusual two storey arcaded gallery designed by Leonard Terry that runs the entire length of the east side of building. Often spoken of as “The Architect’s Folly” Terry's gallery was a divisive point in the Fritzroy congregation. Some thought it added much beauty to the interior with its massive square pillars and seven arches supporting the principals of the roof. Yet it was generally agreed that the gallery was of little effective use, and came with a costly price tag of £3,000.00! To this day, it has never been fully utlised by the church. St. Mark the Evangelist has been fortunate to have a series of organs installed over its history; in 1854 a modest organ of unknown origin: in 1855 an 1853 Foster and Andrews, Hull, organ which was taken from the Athenaeum Theatre in Melbourne's Collins Street: in 1877 an organ built by Melbourne organ maker William Anderson: and finally in 1999 as part of major renovation works a 1938 Harrison and Harrison, Durham, organ taken from St. Luke's Church of England in Cowley, Oxfordshire. The church has gone through many renovations over the ensuing years, yet the original marble font and pews have survived these changes and remain in situ to this day. Blackwood reredos in the chancel, dating from 1939, feature a mosaic of the last supper by stained glass and church outfitters Brooks, Robinson and Company. A similar one can be found at St. Matthew's Church of England in High Street in Prahran. The fine lancet stained glass windows on the west side of St. Mark the Evangelist feature the work of the stained glass firms Brooks, Robinson and Company. and William Montgomery. Many of the windows were installed in the late Nineteenth Century.

 

The St. Mark the Evangelist Parish Hall and verger's cottage were added in 1889 to designs by architects Hyndman and Bates. The hall is arranged as a nave with clerestorey windows and side aisles with buttresses. In 1891 the same architects designed the Choir Vestry and Infants Sunday School on Hodgson Street, to replace the earlier school of 1849 which had been located in the forecourt of the church.

 

The present St. Mark the Evangelist's vicarage, a two-storey brick structure with cast-iron lacework verandahs, was erected in 1910.

 

I am very grateful to the staff of Anglicare who run the busy adjoining St. Mark's Community Centre for allowing me to have free range of the inside of St. Mark the Evangelist for a few hours to photograph it so extensively.

 

James Blackburn (1803 - 1854) was an English civil engineer, surveyor and architect. Born in Upton, West Ham, Essex, James was the third of four sons and one daughter born to his parents. His father was a scalemaker, a trade all his brothers took. At the age of 23, James was employed by the Commissioners of Sewers for Holborn and Finsbury and later became an inspector of sewers. However, his life took a dramatic turn in 1833, when suffering economic hardship, he forged a cheque. He was caught and his penalty was transportation to Van Diemen’s Land (modern day Tasmania). As a convicted prisoner, yet also listed as a civil engineer, James was assigned to the Roads Department under the management of Roderic O’Connor, a wealthy Irishman who was the Inspector of Roads and Bridges at the time. On 3 May 1841 James was pardoned, whereupon he entered private practice with James Thomson, another a former convict. In April 1849, James sailed from Tasmania aboard the "Shamrock" with his wife and ten children to start a new life in Melbourne. Once there he formed a company to sell filtered and purified water to the public, and carried out some minor architectural commissions including St. Mark the Evangelist in Fitzroy. On 24 October he was appointed city surveyor, and between 1850 and 1851 he produced his greatest non-architectural work, the basic design and fundamental conception of the Melbourne water supply from the Yan Yean reservoir via the Plenty River. He was injured in a fall from a horse in January 1852 and died on 3 March 1854 at Brunswick Street, Collingwood, of typhoid. He was buried as a member of St. Mark The Evangelist Church of England. James is best known in Tasmania for his ecclesiastical architectural work including; St Mark's Church of England, Pontville, Tasmania (1839-1841), Holy Trinity Church, Hobart, Tasmania (1841-1848): St. George's Church of England, Battery Point, Tasmania, (1841-1847).

 

Leonard Terry (1825 - 1884) was an architect born at Scarborough, Yorkshire, England. Son of Leonard Terry, a timber merchant, and his wife Margaret, he arrived in Melbourne in 1853 and after six months was employed by architect C. Laing. By the end of 1856 he had his own practice in Collins Street West (Terry and Oakden). After Mr. Laing's death next year Leonard succeeded him as the principal designer of banks in Victoria and of buildings for the Anglican Church, of which he was appointed diocesan architect in 1860. In addition to the many banks and churches that he designed, Leonard is also known for his design of The Melbourne Club on Collins Street (1858 - 1859) "Braemar" in East Melbourne (1865), "Greenwich House" Toorak (1869) and the Campbell residence on the corner of Collins and Spring Streets (1877). Leonard was first married, at 30, on 26 June 1855 to Theodosia Mary Welch (d.1861), by whom he had six children including Marmaduke, who trained as a surveyor and entered his father's firm in 1880. Terry's second marriage, at 41, on 29 December 1866 was to Esther Hardwick Aspinall, who bore him three children and survived him when on 23 June 1884, at the age of 59, he died of a thoracic tumor in his last home, Campbellfield Lodge, Alexandra Parade, in Collingwood.

 

Lloyd Tayler (1830 - 1900) was an architect born on 26 October 1830 in London, youngest son of tailor William Tayler, and his wife Priscilla. Educated at Mill Hill Grammar School, Hendon, and King's College, London, he is said to have been a student at the Sorbonne. In June 1851 he left England to join his brother on the land near Albury, New South Wales. He ended up on the Mount Alexander goldfields before setting up an architectural practice with Lewis Vieusseux, a civil engineer in 1854. By 1856 he had his own architectural practice where he designed premises for the Colonial Bank of Australasia. In the 1860s and 1870s he was lauded for his designs for the National Bank of Australasia, including those in the Melbourne suburbs of Richmond and North Fitzroy, and further afield in country Victoria at Warrnambool and Coleraine. His major design for the bank was the Melbourne head office in 1867. With Edmund Wright in 1874 William won the competition for the design of the South Australian Houses of Parliament, which began construction in 1881. The pair also designed the Bank of Australia in Adelaide in 1875. He also designed the Australian Club in Melbourne's William Street and the Melbourne Exchange in Collins Street in 1878. Lloyd's examples of domestic architecture include the mansion "Kamesburgh", Brighton, commissioned by W. K. Thomson in 1872. Other houses include: "Thyra", Brighton (1883): "Leighswood", Toorak, for C. E. Bright: "Roxcraddock", Caulfield: "Cherry Chase", Brighton: and "Blair Athol", Brighton. In addition to his work on St. Mark the Evangelist in Fitzroy, Lloyd also designed St. Mary's Church of England, Hotham (1860); St Philip's, Collingwood, and the Presbyterian Church, Punt Road, South Yarra (1865); and Trinity Church, Bacchus Marsh (1869). The high point of Lloyd's career was the design for the Melbourne head office of the Commercial Bank of Australia. His last important design was the Metropolitan Fire Brigade Headquarters Station, Eastern Hill in 1892. Lloyd was also a judge in 1900 of the competition plans for the new Flinders Street railway station. Lloyd was married to Sarah Toller, daughter of a Congregational minister. They established a comfortable residence, Pen-y-Bryn, in Brighton, and it was from here that he died of cancer of the liver on the 17th of August 1900 survived by his wife, four daughters and a son.

 

Charles Webb (1821 - 1898) was an architect. Born on 26 November 1821 at Sudbury, Suffolk, England, he was the youngest of nine children of builder William Webb and his wife Elizabeth. He attended Sudbury Academy and was later apprenticed to a London architect. His brother James had migrated to Van Diemen's Land in 1830, married in 1833, gone to Melbourne in 1839 where he set up as a builder in and in 1848 he bought Brighton Park, Brighton. Charles decided to join James and lived with James at Brighton. They went into partnership as architects and surveyors. The commission that established them was in 1850 for St Paul's Church, Swanston Street. It was here that Charles married Emma Bridges, daughter of the chief cashier at the Bank of England. Charles and James built many warehouses, shops and private homes and even a synagogue in the city. After his borther's return to England, Charles designed St. Andrew's Church, Brighton, and receiving an important commission for Melbourne Church of England Grammar School in 1855. In 1857 he added a tower and a slender spire to Scots Church, which James had built in 1841. He designed Wesley College in 1864, the Alfred Hospital and the Royal Arcade in 1869, the South Melbourne Town Hall and the Melbourne Orphan Asylum in 1878 and the Grand Hotel (now the Windsor) in 1884. In 1865 he had designed his own home, "Farleigh", in Park Street, Brighton, where he died on 23 January 1898 of heat exhaustion. Predeceased by Emma in 1893 and survived by five sons and three daughters, he was buried in Brighton cemetery.

 

William Montgomery (1850 - 1927) was an artist who specialised in stained glass painting and design. He was born in England in 1850, and studied at the School of Art in Newcastle-on-Tyne. In his final year William was awarded one of only three National Art Scholarships that year to study at South Kensington School of Art (now the Royal College of Art). He was employed by the leading London stained glass firm, Clayton and Bell, before joining Franz Mayer and Company in Munich, Germany. Over the next seven years he not only designed windows he also trained others in the English style of glass painting. William arrived in Melbourne, Australia, in 1886 during the Boom Period provided by the Gold Rush. Melbourne was at the time one of the wealthiest cities in the world, and was in the throes of a building boom. He quickly set up his studio at 164 Flinders Street in the heart of Melbourne, bringing with him the latest in European style and design and achieving instant success amongst wealthy patrons. He worked equally for Catholic and Protestant denominations, his windows being found in many churches as well as in mansions, houses and other commercial buildings around the city. This extended to the country beyond as his reputation grew. A painter as well as stained glass window designer William was a founding member of the Victorian Art Society in Albert Street, Eastern Hill. William became President of its Council in 1912, a position he held until 1916. He was a trustee of the National Gallery of Victoria. His commissions included; stained glass windows at Christ Church, Hawthorn: St. John's, Heidelberg, St. Ignatius', Richmond: Christ Church, St Kilda: Geelong Grammar School: the Bathurst Cathedral and private houses "Tay Creggan", Hawthorn (now Strathcona Baptist Girls Grammar), and "Earlsbrae Hall", Essendon (now Lowther Hall Anglican Grammar School). The success of William Montgomery made Melbourne the leading centre of stained glass in the Southern Hemisphere. William Montgomery died in 1927.

We visited Mereworth at some point last year. It was locked, and the notice suggested it might not reopen. Of course, things seemed very black at times in the last two years. So, I had low expectations that St Lawrence would be open. I didn't even take my cameras, instead walked to the door under the portico to see if it was open.

 

Not only was it open, there was a sign confirming it was open. And inside, a gentleman was sitting and reading in peace and quiet, a flask of coffee beside him.

 

I apologised for breaking the silence, and said I was going to get my camera. I also could not miss the fact, the steps to the gallery were leading to doors above that were open.

 

A rare treat.

 

Upon returning, the strong sunlight had returned from a cloud, and the glass in the east windows were not just bright with colour, but dazzling.

 

It is over a decade since we first saw the Italianate spire of St Lawrence, looking very out of place in the Weald. We stop that day, but it was locked, but I made sure we visited at the next Heritage weekend a few months later.

 

My shots were poor: overuse of the ultra-wide angle, so I have wanted to return for some time, but the two visits since I have found it locked.

 

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One of the few eighteenth-century churches in Kent, built in 1746 by the 7th Earl of Westmoreland. Surprisingly for so late a date the name of the architect is not known although it is in the style of Colen Campbell who designed the nearby castle, but as he died in 1722 it is probably by someone in his office. The main feature of the church is a tall stone steeple with four urns at the top of the tower, whilst the body of the church is a plain rectangular box consisting of an aisled nave and chancel. Inside is an excellent display of eighteenth-century interior decoration - especially fine being the curved ceiling which is painted with trompe l'oeil panels. At the west end is the galleried pew belonging to the owners of Mereworth Castle - it has organ pipes painted on its rear wall. The south-west chapel contains memorials brought here from the old church which stood near the castle, including one to a fifteenth-century Lord Bergavenny, and Sir Thomas Fane (d. 1589). The latter monument has a superb top-knot! The church contains much heraldic stained glass of sixteenth-century date, best seen with binoculars early in the morning. Of Victorian date is the excellent Raising of Lazarus window, installed in 1889 by the firm of Heaton, Butler and Bayne. In the churchyard is the grave of Charles Lucas, the first man to be awarded the Victoria Cross, while serving on the Hecla during the Crimean War.

 

www.kentchurches.info/church.asp?p=Mereworth

 

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MEREWORTH.

EASTWARD from West, or Little Peckham, lies Mereworth, usually called Merrud. In Domesday it is written Marourde, and in the Textus Roffensis, MÆRUURTHA, and MERANWYRTHE.

 

THE PARISH of Mereworth is within the district of the Weald, being situated southward of the quarry hills. It is exceedingly pleasant, as well from its naturalsituation, as from the buildings, avenues, and other ornamental improvements made throughout it by the late earl of Westmoreland, nor do those made at Yokes by the late Mr. Master contribute a little to the continued beauty of this scene. The turnpike road crosses this parish through the vale from Maidstone, towards Hadlow and Tunbridge, on each side of which is a fine avenue of oaks, with a low neatly cut quick hedge along the whole of it, which leaves an uninterrupted view over the house, park, and grounds of lord le Despencer, the church with its fine built spire, and the seat of Yokes, and beyond it an extensive country, along the valley to Tunbridge, making altogether a most beautiful and luxuriant prospect.

 

Mereworth house is situated in the park, which rises finely wooded behind it, at a small distance from the high road, having a fine sheet of water in the front of it, being formed from a part of a stream which rises at a small distance above Yokes, and dividing itself into two branches, one of them runs in front of Mereworth house as above mentioned, and from thence through Watringbury, towards the Medway at Bow-bridge; the other branch runs more southward to East Peckham, and thence into the Medway at a small distance above Twiford bridge.

 

Mereworth-house was built after a plan of Palladio, designed for a noble Vicentine gentleman, Paolo Almerico, an ecclesiastic and referendary to two popes, who built it in his own country about a quarter of a mile distance from the city of Venice, in a situation pleasant and delightful, and nearly like this; being watered in front with a river, and in the back encompassed with the most pleasant risings, which form a kind of theatre, and abound with large and stately groves of oak and other trees; from the top of these risings there are most beautiful views, some of which are limited, and others extend so as to be terminated only by the horizon. Mereworth house is built in a moat, and has four fronts, having each a portico, but the two side ones are filled up; under the floor of the hall and best apartments, are rooms and conveniences for the servants. The hall, which is in the middle, forms a cupola, and receives its light from above, and is formed with a double case, between which the smoke is conveyed through the chimnies to the center of it at top. The wings are at a small distance from the house, and are elegantly designed. In the front of the house is an avenue, cut through the woods, three miles in length towards Wrotham-heath, and finished with incredible expence and labour by lord Westmoreland, for a communication with the London road there: throughout the whole, art and nature are so happily blended together, as to render it a most delightful situation.

 

In the western part of this parish, on the high road is the village, where at Mereworth cross it turns short off to the southward towards Hadlow and Tunbridge, at a small distance further westward is the church and parsonage, the former is a conspicuous ornament to all the neighbouring country throughout the valley; hence the ground rises to Yokes, which is most pleasantly situated on the side of a hill, commanding a most delightful and extensive prospect over the Weald, and into Surry and Sussex.

 

Towards the north this parish rises up to the ridge of hills, called the Quarry-hills, (and there are now in them, though few in number, several of the Martin Cats, the same as those at Hudson's Bay) over which is the extensive tract of wood-land, called the Herst woods, in which so late as queen Elizabeth's reign, there were many wild swine, with which the whole Weald formerly abounded, by reason of the plenty of pannage from the acorns throughout it. (fn. 1)

 

The soil of this parish is very fertile, being the quarry stone thinly covered with a loam, throughout the northern part of it; but in the southern or lower parts, as well as in East Peckham adjoining, it is a fertile clay, being mostly pasture and exceeding rich grazing land, and the largest oxen perhaps at any place in this part of England are bred and fatted on them, the weight of some of them having been, as I have been informed, near three hundred stone.

 

The manors of Mereworth and Swanton, with others in this neighbourhood, were antiently bound to contribute towards the repair of the fifth pier of Rochester bridge. (fn. 2)

 

THIS PLACE, at the time of taking the survey of Domesday, was part of the possessions of Hamo Vicecomes, under the general title of whose lands it is thus entered in that book.

 

In Littlefield hundred. Hamo holds Marourde. Norman held it of king Edward, and then, and now, it was and is taxed at two sulings. The arable land is ninecarucates. In demesne there are two, and twenty-eight villeins, with fifteen borderers, having ten carucates. There is a church and ten servants, and two mills of ten shillings, and two fisheries of two shillings. There are twenty acres of meadow, and as much wood as is sufficient for the pannage of sixty hogs. In the time of king Edward the Confessor, it was worth twelve pounds, and afterwards ten pounds, now nineteen pounds.

 

This Hamo Vicecomes before-mentioned was Hamo de Crevequer, who was appointed Vicecomes, or sheriff of Kent, soon after his coming over hither with the Conqueror, which office he held till his death in the reign of king Henry I.

 

In the reign of king Henry II. Mereworth was in the possession of a family, which took their surname from it, and held it as two knights fees, of the earls of Clare, as of their honour of Clare.

 

Roger, son of Eustace de Mereworth, possessed it in the above reign, and then brought a quare impedit against the prior of. Leeds, for the advowson of the church of Mereworth. (fn. 3)

 

William de Mereworth is recorded among those Kentish knights, who assisted king Richard at the siege of Acon, in Palestine, upon which account it is probable the cross-croslets were added to the paternal arms of this family.

 

Roger de Mereworth, in the 18th year of king Edward I. obtained the grant of a fair at his manor of Mereworth, to be held there on the feast day of St. Laurence, and likewise for free-warren in the same, and in Eldehaye, &c.

 

John de Mereworth held this manor in the beginning of the reign of king Edward II. and in the 15th and 16th years of the next reign of king Edward III. he was sheriff, and resided at Mereworth-castle. His son, of the same name, died in the 44th year of it, without issue, on which John de Malmains, of Malmains, in Pluckley, was found to be his heir; and he, in the 46th year of the same reign, alienated his interest in it to Nicholas, son of Sir John de Brembre, who bore for his arms, Argent, three annulets sable, on a canton of the second, a mullet of the first.

 

Nicholas de Brembre was a citizen and grocer of London, and was lord mayor in the 1st year of king Richard II. in the 5th year of which reign he was knighted for his good services against that rebel Wat Tyler, in the 6th parliament of it, he represented the city of London in it; but at length becoming obnoxious to the prevailing party of that time, he was attainted of high treason in the 10th year of that reign, and was afterwards beheaded, (fn. 4) and his body buried in the Grey Friars church, now Christ church, in London. His estate being thus forfeited to the crown, king Richard, in his 13th year, granted this manor to John Hermenstorpe, who shortly afterwards passed it away to Richard Fitz Alan, earl of Arundel, lord treasurer and admiral of England, whose son, Thomas Fitz Alan, earl of Arundel, dying without issue in the 4th year of king Henry V. anno 1415, his four sisters became his coheirs, and on the division of their inheritance, the manor of Mereworth became the property of Joane, lady Abergavenny, the second sister, who had married William Beauchamp, lord Abergavenny, and she died possessed of it in the 13th year of king Henry VI. (fn. 5) After which it appears to have been vested in Elizabeth, daughter and sole heir of her son, Richard Beauchamp, earl of Worcester, and lord Abergavenny, who afterwards married Edward Nevill, fourth son of Ralph, earl of Westmoreland, who had possession granted of the lands of his wife's inheritance, and was afterwards, in the 29th year of Henry VI. summoned to parliament by the title of lord Bergavenny. He survived her, and died in the 16th year of king Edward IV. being then possessed, as tenant by the curtesy of England, of the inheritance of Elizabeth his first wife before-mentioned, of the manor of Mereworth.

 

From him it descended to his great grandson, Henry Nevill, lord Abergavenny, who died in the 29th year of queen Elizabeth, (fn. 6) when by inquisition he was found to die possessed, among other premises, of this manor with the advowson of the church of Mereworth, and the manor and farm of Oldhaie, alias Holehaie, in this parish, and that Mary, his daughter, was his sole heir, who had been married in the 17th year of that reign, to Sir Thomas Fane.

 

The family of Fane, (fn. 7) alias Vane, are of antient Welsh extraction, and for many generations wrote themselves solely Vane. They were first seated in this county in the reign of king Henry VI. when Henry Vane became possessed of Hilden, in Tunbridge, and resided there. He left three sons, the eldest of whom, John, was of Tunbridge; Thomas left a son Humphry; and Henry, the third son, was father of Sir Ralph Vane, who was attainted in the 4th year of king Edward VI.

 

John Vane, alias Fane, esq. of Tunbridge, the eldest son, had four sons; the eldest of whom Henry, was of Hadlow, but died s. p. Richard was ancestor of the Fanes, of Badsell, in Tudeley, the earls of Westmoreland, the viscounts Fane of Ireland, and the Fanes of Mereworth and Burston. Thomas, was of London, and John, the fourth son, was of Had low, and was ancestor of the two Sir Henry Vanes, whose descendant is the present earl of Darlington, as were the late viscounts Vane, and the Fanes, late of Winchelsea, in Sussex.

 

John Fane, esq. the father, dying in 1488, anno 4 king Henry VII. was buried in Tunbridge church. whose son Richard, heir to his elder brother Henry, married Agnes, daughter and heir of Thomas Stidolfe, esq. of Badsell, where he afterwards resided, as did his son George Fane, and grandson of the same name, the latter of whom was sheriff, anno 4 and 5 of Philip and Mary, and died in 1571, leaving two sons of the name of Thomas, the eldest of whom will be mentioned hereafter, and the youngest was seated at Burston, in Hunton, where a further account may be seen of him.

 

Thomas Fane, the eldest son and heir, having engaged in the rebellion raised by Sir Thomas Wyatt, in the first year of queen Mary, was attainted, and a warrant issued for his execution, but the queen having compassion on his youth, pardoned him, and he was soon afterwards restored to his liberty and estate. He was twice married, first to Elizabeth, daughter of Sir Thomas Colepeper, of Bedgbury, by whom he had no issue; and secondly, to lady Mary, sole daughter and heir of Henry Nevill, lord Abergavenny, by his wife Frances, daughter to Thomas Manners, earl of Rutland, and in her right possessed this manor of Mereworth, &c. as has been already mentioned.

 

Sir Thomas Fane, for he had been knighted the year before his last marriage, in the queen's presence, by the earl of Leicester, after this resided at times, both at Mereworth castle and at Badsell, of which latter place he wrote himself. He died in the 31st year of queen Elizabeth, and was buried at Tudely, whence his body was afterwards removed to Mereworth church. He left by the lady Mary, his wife, who survived him, Francis, his heir, and George, who succeeded to this manor and estate at Mereworth, after his mother's death, and who was made heir to his uncle, Sir Thomas Fane, of Burston.

 

Lady Mary Fane, on the death of her father, Henry, lord Abergavenny, had challenged the title of baroness of Bergavenny, against Edward Nevill, son of Sir Edward Nevill, a younger brother of George, lord Bergavenny, father of Henry, lord Bergavenny, before-mentioned, on which Sir Edward Nevill, the castle of Bergavenny had been settled both by testament and act of parliament.

 

This claim was not determined until after Sir Thomas Fane's death, in the first year of king James I. when after great argument used on both sides, the title of baron of Bergavenny, was both by judgment of the house of peers, and order of the lords commissioners for the office of earl marshal, decreed for the heir male, and to give some satisfaction to the heir female, the king, by his letters patent dated as before-mentioned, granted and restored to her and her heirs, the dignity of baroness le Despencer, (fn. 8) with the antient seat, place, and precedency of her ancestors.

 

The lady Mary, baroness le Despencer, survived her husband many years, and died at Mereworthcastle, in 1626, and was buried in Mereworth church, leaving her two sons, Francis and George, surviving. The eldest of whom Francis, in 1623, was created baron Burghersh, and earl of Westmoreland. He died in 1628, having had by Mary his wife, daughter and sole heir of Sir Anthony Mildmay, of Apethorp, in Northamptonshire, several sons and daughters, of the former, Mildmay was the eldest, who succeeded him in titles; Francis was afterwards knighted; and Henry was ancestor to the viscounts Fane.

 

Mildmay, the eldest son, earl of Westmoreland, dying in 1665, was buried at Apethorp. He left by his first wife Grace, daughter of Sir William Thorn hurst, one son Charles, who succeeded him in honors and estate, and by his second wife Mary, second daughter and coheir of Horace, lord Vere, of Tilbury, widow of Sir Roger Townsend, bart. of Rainham, in Norfolk, one son, Vere Fane.

 

Charles, earl of Westmoreland, was twice married, but dying without issue in 1691, was succeeded by his half-brother Sir Vere Fane, K.B. above-mentioned, who was M. P. for this county in 1678, and in 1692 joint lord-lieutenant with Henry, lord viscount Sidney. He died next year, leaving by Rachael his wife, only daughter and heir of John Bunce, esq. alderman of London, several sons and daughters, of the former, Vere, succeeded him in titles and estate, and died unmarried in 1699. Thomas, the second son, succeeded his brother as earl of Westmoreland, and died without issue; and John, the third son, succeeded his brother as earl of Westmoreland, and Mildmay, was the fourth son, both of whom will be further mentioned.

 

Of the daughters, Mary married Sir Francis Dashwood, bart. of London, father of the late lord le Despencer; Catherine married William Paul, esq. of Berkshire, whose only daughter and heir, Catherine, married Sir William Stapleton, bart. father of Sir Thomas Stapleton, bart. lately deceased, and Susan died unmarried.

 

But to return to George Fane, the second son of the lady Mary, baroness le Despencer, by her husband, Sir Thomas Fane. He was knighted at the coronation of king James I. in the 18th year of which reign he was chosen M. P. for this county, and on his mother's death in 1626, he succeeded to the manor of Mereworth, with the castle, advowson, and other estates in this parish; and on the death of Sir Thomas Fane, of Burston, his uncle, in 1606, succeeded by his will to his seat at Burston, and the rest of his estates.

 

Sir George Fane resided afterwards at Burston, where he died in 1640, being succeeded in this manor and estate by his eldest son, Thomas Fane, esq. of Burston, who was a colonel in the army. He died unmarried at Burston in 1692, and was buried near his father in Hunton church, leaving the manor and castle of Mereworth, with the advowson of this church, his seat at Burston, and all other his estates in this county, to Mildmay Fane, the youngest son of Vere, earl of Westmoreland, by Rachael, his wife, daughter of John Bunce, esq.

 

Mildmay Fane, esq. resided at Mereworth-castle, and in 1715 was chosen M. P. for this county. He died unmarried that year, and was succeeded in this manor and castle, as well as in his other estates, by Thomas, earl of Westmoreland, his eldest surviving brother, who was chief justice in eyre, south of Trent, and of the privy council to king George I. This earl intending to reside at Apethorp, in Northamptonshire, procured an act in the 5th year of that reign, to sell this manor, as well as all the rest of his Kentish estates, but changing his mind, no sale was made of any of them, and he afterwards resided at Mereworth castle, where he died s. p. in 1736, and was buried at Apethorp, so that his honours and estates descended to John, his younger and only surviving brother, who became the 7th earl of Westmoreland, and following a military life in his early youth, at length arrived at the rank of lieutenant general. On the death of his younger brother, Mildmay Fane, he was in 1715 chosen in his room M. P. for this county; and in 1733 was created a peer of Ireland, by the title of baron of Catherlough, and in 1737 he was appointed lordlieutenant of Northamptonshire. He retired to Mereworth castle soon after the death of earl Thomas, which seat he rebuilt, as well as the church of Mereworth, in an elegant manner, and continued adding to the improvements and grandeur of this place till the time of his death, insomuch, that it may now be justly esteemed one of the greatest ornaments of this county.

 

The earl was high steward, and afterwards chancellor of the university of Oxford, in which last high and honorable office he was installed there, on July 3, 1759, with the greatest solemnity, and with a magnificence and splendor unknown at any former installation. He married Mary, only daughter and heir of the lord Henry Cavendish, but dying in 1762, s. p. he by his will devised this manor and seat, with the rest of his estates in this county, to his nephew Sir Francis Dashwood, bart. son of Sir Francis Dashwood, bart. of West Peckham, by his sister the lady Mary, eldest daughter of Vere, earl of Westmoreland, and to the heirs of his body, with remainder to Sir Thomas Stapleton, bart. his great nephew, viz. son of Sir William Stapleton, bart. by Catherine, daughter and heir of William Paul, of Bromwich, in Oxfordshire, by his sister Catherine, younger daughter of the said Vere, earl of Westmoreland.

 

On the death of John, earl of Westmoreland, without issue, his Irish peerage became extinct, but the barony of le Despencer being a barony in fee to heirs general, was confirmed to Sir Francis Dashwood, bart his sister's son; and the titles of baron Burghersh and earl of Westmoreland went to Thomas Fane, of Bristol, merchant, the next heir male descendant of Sir Francis Fane, second surviving son of Francis, first earl of Westmoreland. The earls of Westmoreland bore for their arms, Azure, three right hand gauntlets with their backs affrontee, or. And for their crest, Out of a ducal coronet or, a bull's head argent, pyed sable, armed or, and charged on the neck with a rose gules, barbed and seeded proper; being the antient crest of Nevill.

 

Sir Francis Dashwood, bart. was descended from Samuel Dashwood, esq. of Rowney, near Taunton, who by his first wife had John, ancestor of the Dashwoods, of Essex and Suffolk; Francis, of whom hereafter; Richard and William, of Cheshunt, in Hertfordshire, who fined for alderman of London. By his second wife he had George, ancestor to the Dashwoods, of Oxford, baronets.

 

Francis Dashwood, the second son, was a Turkey merchant, and an alderman of London, who bore for his arms, Argent, on a fess double cotized gules, three griffins heads erased, or, granted to him in 1662, by Byshe, clarencieux. He died in 1683, leaving several children, the eldest of whom Samuel was knighted, and was lord-mayor of London in 1702, and was ancestor of the Dashwoods, of Well, in Lincolnshire; Francis the youngest was knighted and created a baronet in 1707, whose second wife was the lady Mary, eldest sister of John, earl of Westmoreland, who died in 1710, and lies buried in West Wycomb church, in Bucking hamshire, where an elegant monument is erected to her memory; by whom he had an only son, Francis, and a daughter, Rachael, married in 1738 to Sir Robert Austen, bart. of Bexley, in this county. Sir Francis Dashwood, bart. the son, was of West Wycomb, and on the decease of John, earl of Westmoreland, succeeded by his will to this manor and house of Mereworth, as well as the rest of his estates in this county, to whom the king on April 19, 1763, confirmed to him, in right of the lady Mary, his mother, the premier barony of Le Despencer, the same being a barony in fee descendible to the heirs general.

 

He married the daughter of Henry Gould, esq. of Iver, in Buckinghamshire, by whom he had no issue, and died in 1760, being a privy-counsellor and lord-lieutenant of Buckinghamshire, upon which this manor and seat, with the rest of his estates in this county, went, by the will of John, earl of Westmoreland, as mentioned before, to Sir Thomas Stapleton, bart. of Grays, in Oxfordshire, (son of Sir Thomas Stapleton, the earl's great nephew who had deceased in 1781) who on the death of Rachael, sister of the late lord le Despencer, widow of Sir Robert Austen, bart. before mentioned, in 1788, s. p. succeeded to the title likewise of lord le Despencer, and he is the present proprietor of this elegant seat, now called Mereworth, or more commonly Merrud house, the manor and the advowson of this church.

 

He married Elizabeth, second daughter of S. Eliot, esq. of Antigua, by whom he has a son and daughter, He bears for his arms, Argent, a lion rampant gules, for Stapleton, quartered with the arms of Fane; and for his supporters, those of the earls of Westmoreland, the dexter a griffin, the sinister a bull, both collared and chained; crest, a Saracen's head.

 

YOKES-PLACE, formerly called Fotes-place, is a seat in this parish, the scite of which, in the reign of king Henry III. was in the possession of Fulco de Sharstede, who then held it as the third part of a knight's fee, of the earl of Gloucester, (fn. 9) and his descendant, Simon de Sharsted died possessed of it in the 25th year of king Edward I. After which it became the property of the family of Leyborne; and in the reign of king Edward III. it was come into the possession of William de Clinton, earl of Huntingdon, in right of his wife, Juliana de Leyborne, the heiress of that family, and he, in the 20th year of that reign paid aid for it. His wife survived him, and again possessed this estate in her own right, and died possessed of it in the 41st year of that reign, without issue.

 

On her death, this estate, among the rest of her possessions, escheated to the crown for want of heirs. Soon after which, it seems to have come into the possession of a family, who implanted their name on it, and were written in several old dateless deeds, Feotes, and by contraction were called Fotes. But this name was extinct here before the end of the reign of king Richard II. when it appears to have been in the possession of Richard Fitzalan, earl of Arundel, from whom it descended in like manner, as Mereworth manor, to Joane his daughter, coheir to Thomas, earl of Arundel, her brother, who married William Beauchamp, lord Abergavenny, and their son, Richard, earl of Worcester, and lord Abergavenny, leaving an only daughter and heir, Elizabeth, she carried Jotes-place in marriage to Edward Nevill, fourth son of Ralph, earl of Westmoreland, who was summoned to parliament as lord Bergavenny, and died in the 16th year of king Edward IV. being then possessed, as tenant by the curtesy of England, in right of Elizabeth his wife, of this estate, as well as of Mereworth manor. His son Sir George Nevill, lord Bergavenny, died possessed of it in the 7th year of king Henry VII. anno 1491, leaving several sons and daughters, of whom George, the eldest son, succeeded him as lord Abergavenny, in this estate, and in the manor of Mereworth; William was the second son; Edward was the third, whose descendants succeeded in process of time to the barony of Abergavenny, and Sir Thomas Nevill was the fourth son, to whom his father bequeathed Jotes-place, with the estate belonging to it. (fn. 10) He was of the privycouncil to king Henry VIII. and secretary of state, and dying in 1542, was buried in Mereworth church. His only daughter and heir, Margaret, married Sir Robert Southwell, master of the rolls, &c. who in her right became possessed of Jotes place, where he resided. (fn. 11) But in the 35th year of king Henry VIII. anno 1543, he alienated it, with other estates in this parish and West Peckham, to Sir Edward Walsingham, of Scadbury, in this county, in whose descendants it continued till the latter end of the reign of king Charles I. when Sir Thomas Walsingham, of Scadbury, conveyed Yokes-place, as it came now to be called, with the other estates before-mentioned, to his son-in-law, Mr. James Master, son of Mr. Nathaniel Master, merchant, of London, whose widow he had married, being the second son of James Master, esq. of East Langdon. Mr. James Master resided here, where he died in 1689, and was buried in Mereworth church. He left three sons and two daughters, James his heir; Streynsham, of Holton, in Oxfordshire, and Richard. The daughters were, Frances, who died without issue, and Martha, who married Lionel Daniel, esq. of Surry, by whom she had William, his heir, and a daughter Elizabeth, married to George, late lord viscount Torrington.

 

James Master, esq. the eldest son, resided at Yokesplace, and was sheriff in 1725. He died in 1728 unmarried, and gave by his will this seat, with the rest of his estates, to his youngest brother, Richard Master, who likewise resided at Yokes, where he died unmarried in 1767, and by his will devised it, with all his other possessions, to his nephew, William Daniel, esq. of Surry, son of his sister Martha, enjoining him to take the arms and surname of Master; accordingly he bore for his arms, Quarterly, first and fourth, Master; azure, a fess crenelle between three griffins heads erased or; second and third, Daniel, argent, a pale fuslly sable.

 

William Daniel Master, esq. resided at Yokesplace, where he kept his shrievalty in the year 1771, having almost rebuilt this seat, and laid out the adjoining grounds in a modern and elegant taste. He married Frances-Isabella, daughter of Thomas Dalyson, esq. of West Peckham. He died. s. p. in 1792, and left Mrs. Master still surviving him.

 

SWANTON-COURT is a manor in this parish, the mansion of which, situated about half a mile westward from Yokes, place, is now only a mean cottage. In the reign of king Henry III. Richard de Swanton held it, as half a knight's fee, of John de Belleacre, as he did of the earl of Gloucester. (fn. 12) In the 10th year of king Edward III. it was become the property of Elizabeth, sole daughter and heir of Wm. de Burgh, earl of Ulster, who by her husband Lionel, duke of Clarence, left an only daughter, Philippa, whose husband, Edward Mortimer, earl of March, had possession granted to him of this manor, among other lands of her inheritance.

 

Soon after which, this manor came into the possession of that branch of the family of Colepeper, seated at Oxenhoath, in the adjoining parish of West Peckham; in which it remained till Sir John Colepeper, one of the justices of the common pleas, gave it, with other lands in this neighbourhood, in the 10th year of king Henry IV. anno 1408, to the knights hospitallers of St. John, of Jerusalem, who founded a preceptory on that part of these lands, which lay in West Peckham.

 

This manor continued part of their possessions till the general dissolution of their order in the 32d year of king Henry VIII. when it was suppressed by an act then especially passed for that purpose; and all the lands and revenues of it were given by it to the king and his heirs for ever. The next year the king granted the manor of Swanton to Sir Robert Southwell, who in the 35th year of that reign, alienated it to Sir Edmund Walsingham, in whose descendants it continued till the latter end of king Charles I.'s reign, when Sir Thomas Walsingham alienated it, with Yokes-place and other estates in this neighbourhood, to his son-in-law, Mr. James Master; since which it has descended, in like manner as Yokes, to William Daniel Master, esq. who died possessed of it s. p. in 1792, and by his will de vised it to George Bing, lord viscount Torrington, the present possessor of it.

 

FOWKES is a manor in this parish, formerly esteemed as an appendage to the manor of Watringbury, under which a further account of it may be seen. It belonged to the abbey of St. Mary Grace, near the Tower, London, and after the dissolution in the reign of king Henry VIII. passed through several owners till the reign of king James I. when it was alienated to Oliver Style, esq. in whose descendants it has continued till this time, the present inheritance of it being vested in Sir Charles Style, bart. of Watringbury.

 

BARONS-PLACE is a capital messuage in Mereworth, which, with the estate belonging to it, was part of the possessions of Sir Nicholas Pelham, of Cattsfieldplace, in Sussex, who alienated it to Christopher Vane, lord Barnard; after which it descended in like manner as Shipborne and Fairlawne, to William, viscount Vane, who dying in 1789, s. p. devised it by his will to David Papillon, esq. of Acrise, the present owner of it.

 

THE FAMILY OF BREWER resided in this parish for many generations, before they removed in the reign of king Henry VI. to Smith's hall, in West Farleigh; their seat here, being called from them, Brewer'splace.

 

Charities.

THE BARONESS, wife of Francis, lord Despencer, gave by will certain land, the yearly produce of it to be applied towards the purchasing of twenty gowns for twenty poor families yearly, vested in the present lord le Despencer, and now of the annual produce of 20l.

 

A PERSON UNKNOWN gave the sum of 10s. per annum for the use of the poor, vested in Sir William Twysden, bart. and now of that annual produce.

 

A PERSON UNKNOWN gave the like yearly sum for the same purpose, vested in Mr. Richard Sex.

 

A person unknown gave certain wood land for the same use, vested in the present lord le Despencer, and now of the annual produce of 15s.

 

A PERSON UNKNOWN gave certain land for the like use, vested in the churchwardens and overseers, and of the annual produce of 3l. 10s.

 

MEREWORTH is within the ECCLESIASTICAL JURISDICTION of the diocese of Rochester and deanry of Malling.

 

The church was dedicated to St. Laurence. It was an antient building, and formerly stood where the west wing of Mereworth-house, made use of for the stables, now stands. It was pulled down by John, late earl of Westmoreland, when he rebuilt that house, and in lieu of it he erected, about half a mile westward from the old one, in the center of the village, the present church, a most elegant building, with a beautiful spire steeple, and a handsome portico in the front of it, with pillars of the Corinthian order. The whole of it is composed of different sorts of stone; and the east window is handsomely glazed with painted glass, collected by him for this purpose.

 

In the reign of king Henry II. the advowson of this church was the property of Roger de Mereworth, between whom and the prior and convent of Ledes, in this county, there had been much dispute, concerning the patronage of it: at length both parties submitted their interest to Gilbert, bishop of Rochester, who decreed, that the advowson of it should remain to Roger de Mereworth; and he further granted, with his consent, and that of Martin then parson of it, to the prior and convent, the sum of forty shillings, in the name of a perpetual benefice, and not in the name of a pension, in perpetual alms, to be received yearly for ever, from the parson of it. (fn. 13)

 

The prior and the convent of Ledes afterwards, anno 12 Henry VII. released to Hugh Walker, rector of this church, their right and claim to this pension, and all their right and claim in the rectory, by reason of it, or by any other means whatsoever.

 

In the reign of king Henry VI. the rector and parishioners of this church petitioned the bishop of Ro chester, to change the day of the feast of the dedication of it, which being solemnized yearly on the 4th day of June, and the moveable seasts of Pentecost, viz. of the sacred Trinity, or Corpus Christi, very often happening on it; the divine service used on the feasts of dedications could not in some years be celebrated, but was of necessity deferred to another day, that these solemnities of religion and of the fair might not happen together. Upon which the bishop, in 1439, transferred the feast to the Monday next after the exaltation of the Holy Cross, enjoining all and singular the rectors, and their curates, as well as the parishioners from time to time to observe it accordingly as such. And to encourage the parishioners and others to resort to it on that day, he granted to such as did, forty days remission of their sins.

 

Soon after the above-mentioned dispute between Roger de Mereworth and the prior and convent of Ledes, the church of Mereworth appears to have been given to the priory of Black Canons, at Tunbridge. (fn. 14) And it remained with the above-mentioned priory till its dissolution in the 16th year of king Henry VIII. a bull having been obtained from the pope, with the king's leave, for that purpose. After which the king, in his 17th year, granted that priory, with others then suppressed for the like purpose, together with all their manors, lands, and possessions, to cardinal Wolsey, for the better endowment of his college, called Cardinal college, in Oxford. But four years afterwards, the cardinal being cast in a præmunire; all the estates of that college, which for want of time had not been firmly settled on it, became forfeited to the crown. (fn. 15) After which, the king granted the patronage of the church of Mereworth, to Sir George Nevill, lord Abergavenny, whose descendant Henry, lord Abergavenny, died possessed of it in the 29th year of queen Elizabeth, leaving an only daughter and heir Mary, married to Sir Thomas Fane, who in her right possessed it. Since which it has continued in the same owners, that the manor of Mereworth has, and is as such now in the patronage of the right hon. Thomas, lord le Despencer.

 

It is valued in the king's books at 14l. 2s. 6d. and the yearly tenths at 1l. 8s. 3d.

 

¶It appears by a valuation of this church, and a terrier of the lands belonging to it, subscribed by the rector, churchwardens, and inhabitants, in 1634, that there belonged to it, a parsonage-house, with a barn, &c. a field called Parsonage field, a close, and a garden, two orchards, four fields called Summerfourds, Ashfield, the Coney-yearth, and Millfield, and the herbage of the church-yard, containing in the whole about thirty acres, that the house and some of the land where James Gostlinge then dwelt, paid to the rector for lord's rent twelve-pence per annum; that the houses and land where Thomas Stone and Henry Filtness then dwelt, paid two-pence per annum; that there was paid to the rector the tithe of all corn, and all other grain, as woud, would, &c. and all hay, tithe of all coppice woods and hops, and all other predial tithes usually paid, as wool, and lambs, and all predials, &c. in the memory of man; that all tithes of a parcel of land called Old-hay, some four or five miles from the church, but yet within the parish, containing three hundred acres, more or less; and the tithe of a meadow plot lying towards the lower side of Hadlow, yet in Mereworth, containing by estimation twelve acres, more or less, commonly called the Wish, belonged to this church.

 

The parsonage-house lately stood at a small distance north-eastward from Mereworth-house; but obstructing the view from the front of it, the late lord le Despencer obtained a faculty to pull the whole of it down, and to build a new one of equal dimensions, and add to it a glebe of equal quantity to that of the scite and appurtenances of the old parsonage, in exchange. Accordingly the old parsonage was pulled down in 1779, and a new one erected on a piece of land allotted for the purpose about a quarter of a mile westward from the church, for the residence of the rector of Mereworth and his successors.

 

www.british-history.ac.uk/survey-kent/vol5/pp70-90

Installed

Cooler Master Hyper 212 EVO - CPU Cooler with 120 mm PWM Fan

 

www.tylersparks.com

  

$30 bucks = -15C CPU Temp

 

Cooler Master Hyper 212 EVO - CPU Cooler with 120 mm PWM Fan

www.tylersparks.com

Clean CPU

www.tylersparks.com

www.cadillacforums.com/threads/puttin-on-the-ritz-1984-el...

 

This installment begins back, way way back,back into time. In the days we could have large gatherings, touch our faces, eat inside restaurants, and lived perilously close to the edge of running out of toilet paper. Picture it, Thanksgiving weekend, 2019…Oh wait, back a bit further…August, 1983.

 

Some dunderhead salesman in southern California takes an order from a buyer with great taste, a beautifully optioned 1984 Eldorado Biarritz in the ultimate color combination of Black/Black/Red. Said dunderhead gets everything right on the order-except for one tiny detail. The desire for a CF5 Astroroof is lost in translation from the prospective buyer and never makes it into the POS.

 

Car arrives in September. No sunroof. What gives? Our apologies sir, we’ll get that taken care of right away. Car is driven to an ASC installer. Another dunderhead gets out a jigsaw and cuts a hole thru the roof. A 38” (the biggest you can fit in an Eldorado with roof-mounted seatbelts) ASC sunroof is installed. Car is returned to dealership, buyer eagerly accepts delivery, none the wiser about factory vs aftermarket sunroofs.

 

For those who don’t know, when you order a car with a sunroof, the car is born with a hole in the roof. Mounts are cast into the roof panel, and the sunroof assembly seats in them and the glass panel has a channel for a nice rubber gasket that seals everything up nice. Then a vacuum formed headliner backing board is cast to perfectly hide everything. When you get an aftermarket sunroof, someone gets a stencil and a jigsaw, and cuts your roof panel and headliner open, pops a trim ring in the hole, and hangs a sunroof pan on the trim ring. If you’re lucky they will drill additional reinforcements to marry the pan to the roof structure. Then they get a bunch of headliner material, pull it taught from the corners of the car to the opening in the roof, and send you on down the road.

 

Anyway, back to Thanksgiving 2019, and the jigsaw dunderhead’s work starts to come undone.

 

When I had purchased this car, it needed headliner help. The material was loose, but not sagging appreciably. Additionally, someone had tried to superglue the material all around the perimeter. The material was kind of floating in place, which I thought was weird. I ended up getting some super strong neodymium magnets to hold it taught-which worked ok until it was humid out, or driving on the highway with the windows down as the liner would look something like a sailboat in the wind.

 

My fix was simple-find a factory sunroof equipped car and get the headliner board out of it and pop it into my car. Found out that that was easier said than done, and after a lot of junkyard expedition, kept coming up empty handed. Finally after years, I came into someone parting a factory sunroof Eldo on ebay and after a lot of trouble was able to get it shipped to me

  

The board needed some help, and after getting all the old foam off of it and some repairs made to restore the structure (the sunroof headliner board is really thin and flimsy, even compared to the stock non-sunroof board) I tore the interior apart to facilitate getting it in and out as I knew I would have to make “some” tweaks to reconcile the aftermarket hole location to the factory one. The sunroof assembly would also need to come out to recover the sunshade; as well as reseal the panel.

 

We can see here how the trim ring supports the pan assembly from the center. I have to say though, this was about as clean an install as an aftermarket sunroof can come with lots of extra bracing and no factory roof reinforcements cut. We can also see a very chintzy felt seal stuck to the trim ring

 

Got the sunshade recovered quickly. I later removed the black plastic covered jute that was glued to the pan-factory did not have this and it would have made the board sit too low when installed in the car. The gray rubbery stuff at the front of the pan was also stripped off for the same reason. I also swapped to the factory grab handle that was included with the board.

 

Also recovered the sail panels. I chose to leave the foam backing on these as it is not the usual headliner stuff that turns to jelly, its more like a sponge material and seemed to be holding up just fine.

 

I also added PED connectors to the sail panel interior lights that the factory curiously left out. Not sure how they installed these as the harness is one giant piece, but it means that you can’t take the sail panels out without having the lights dangling in the back. This will become important later.

 

I then devised a new seal. I threw away all the felt and used some 3M Adhesive remover to get rid of the stuff they had glued it with. Nasty stuff but did a good job. The new seal was the first part of this that took a LONG time. Aftermarket roofs from this time use some kind of felt tape to cut down on wind noise and slow water ingress into the pan, and while still available, there is way better out there today. (In spite of how it looked on my car though, it never leaked?!?! Wind noise was an issue with the shade open though) I decided on a rubber seal, and after getting a whole bunch of samples, the stuff I had initially ended up trying was pretty thin, but rigid strip of rubber. After gluing it on with 3M yellow weatherstrip adhesive (which does NOT work as good as the adhesive remover), I put the pan back in the car to see how it would work.

 

No photos of the failure here, but no good. The material was too rigid and too grippy, and would cause the roof to bind midway thru its travel. Then it tore off in the corners. Ugh! Pan back out, strip off the remaining seal and glue and go back to the drawing board. I ended up buying this

 

www.austinhardware.com/rubber-seal-single-500-rolls.htm

 

Which is a hollow piece of rubber that lets the panel travel without binding, and still squishes into a really tight seal. Looks like its out of stock now, but something with close to those measurements in a D-shape is a possibility for someone looking to reseal their ASC aftermarket sunroof. It was another 3M product, that was just a peel and stick affair-way easier than the yellow goopy adhesive route. Seems like a really strong bond, and seals fantastically against wind and water. 0 wind noise now, and no leaks in a downpour when parked, or cruising at highway speeds. Roof moves without binding now

I also decided to put the new seal onto the glass panel itself as it seems like that’s the easier life for it-if I put it around the opening, the pop rivets from the panel would abrade it. Super happy with this.

 

Next task was of course the headliner. With the pan now back in the car, I could take measurements and properly scribe/cut/fill the board as needed. Again, easier said than done. This was a weeks long ordeal between cutting the board, fiberglassing new material in, more cutting, more filling, coronavirus insanity, etc. Long story short, my roof was installed a few inches more aft than a factory roof would have been, which meant a lot of tweaking to get the kick-up over the rear passengers head in the right spot. Additionally, I needed to build out the map light drop down to accommodate the motor.

 

Here is the mess I ended up with

 

I also affixed strips of 3M dual-lock (it is like a heavy duty version of the stuff that holds in an Ezpass) to the back of the board and the pan to hold it tightly-the factory had attempted this with a similar product in the non-sunroof car headliner board. I was super skeptical that my fudgery would cover well at all, but I have to say that foam backed headliner material must be some of the most forgiving stuff around. This took me months to complete, working off and on from November thru April. Ultimately though, I’m happy with it.

 

While the interior was out, there was another thing I wanted to do. About a year ago, I was following a buddy as he took his Eldorado to drop off at a shop-couldn’t help but notice how small the brake lights (and the rest of the car) seemed compared to all the bulbous modern cars surrounding it. Then I had a couple of SUV’s roll up way too close for comfort on the back of the car-one was close enough that I launched the Eldorado up and to the side to avoid getting hit. Knowing that getting rear ended by a careless driver would probably result in my untimely incarceration, I set out to do something about rear visibility.

The federal government mandated 3rd brake lights for passenger cars for model year 1986. Cadillac was slightly ahead of the curve with this with the 1985 Deville/Fleetwoods which got these in the fall of ’84. Apparently the science is behind them and they do result in fewer rear end collisions. So I decided to add one of them to the Eldo.

There were a few different versions of these things made, with short, medium and long necks to mate with the rear window-one for a Fleetwood Brougham has the tall one, and one for an 80s Buick Riviera like the one seen above is short. The short one is the best size for the Eldo, any taller and it would look pretty bad. Then the gasket that seals it to the window is different for each different model. Fortunately a potato peeler does a great job of cutting things down to size to match the Eldos vertical rear window, and the material can be easily sanded to get out any little imperfections to make it seal nicely and not leak light. An ideal donor for one would be one an 86-91 Eldo or Seville without a factory vinyl or carriage roof.

A quick mockup

All of these lights mount the same way, with this little bracket cutting into the package shelf and screwing in to the metal underneath. This is not possible on the Eldo as the package shelf reinforcement under the center won’t let this happen. So I had to modify the bracket to sit flush on the package shelf, and add two holes to the shelf to get the screws through. They screw right into the package shelf reinforcement.

The next step was wiring. It is not as simple as tapping a brake light wire and running across the package shelf to the light. Since the Eldos tail lights do everything- brake, signal and hazard, just tapping a wire would cause the center light to flash with the signals or hazard. GM rectified this by using a different brake switch to prevent backfeeding. See the original gray switch, with an in and out, and the new beige one, with a supply, and two isolated outputs. This puts the 3rd brake light (acronym: CHMSL “Center High Mount Stoplight) on its own branch-but also means that you have to home run a wire all the way to it. The wire chase made quick work of this however. I had a pretty long link of 3rd brake light harness, but not quite enough to make it to the front of the car. I put another PED connector of the same kind that I used on the sail panels to join this blue wire I ran from the switch underneath the drivers side rear seat arm rest, which is accessible by removing the ash tray if need be. The stock package shelf reinforcement actually ended up being drilled for the wiring, so I’m not sure if this was something that was in the works for the Eldo.

The version of the brake switch I used allowed me to keep the cruise control connector, and only change the brake light connector itself (part 12117354). I wanted to keep this as non-invasive as possible as I hate being upside down under the dash (though I see to find myself in that position a lot…) I will search around for the part number for the brake light switch itself.

The last trick I wanted to pull before I put the interior back together was to replace the horrible rearview mirror. I forgot how bad these things were (or more like, no one ever noticed before there were LED headlights on other people’s cars that are tall enough to be flush with your back window) but it seems like the mirror was good for one thing; blindness. They have two settings-blindingly bright where others headlights fry your retinas at night, or completely blind, where you can’t see a thing behind you.

My daily driver has a great auto dimming mirror that still lets you see everything without blinding you, made by Gentex. About the same size as the Eldo rearview. I was casually browsing their offerings to see what kind of money we were talking, when I noticed they offered an upgraded unit as compared to the one installed on my car-one with an LED compass feature that was *drumroll* amber colored! Just like the center stack on the Eldorado! So needless to say, the project was underway quickly.

Wired it in cleanly to an existing ignition power on the fuse box

I had to buy a new button to mount it, stock Eldo one was too small to hold it. Check out the dashboard illustration on the glue I bought to stick it on with!

And here it is mounted up!

I am super happy with the mirror. It works great and is a really close match to the amber on the center stack. They even have the same segment check timing when you turn the ignition on Unfortunately it does not dim with the rest of the dash panel, so that’s a letdown, but if desired you can turn the compass off if you wanted to dim everything all the way as I like to do when I’m out of the city on a dark road.

Now, you may notice that the visors are all kinds of messed up. Progress has a price I guess. My long-fought for 1988 Deville visors are NG with the new headliner board-they’re just too big and interfere with the bump out for the map light. I wish I would have known as I could have easily shrunk this bump out when I was doing surgery on the board but its too late now. I’m at a crossroads of reinstalling my old red Eldo visors with known good arms swapped into them (which are probably super faded next to the new material but are impossible to reupholster right) or finding another late 80s more robust GM visor and reupholstering/swapping them in.

I still have more stuff to add to this which may come tomorrow as my fingers are about to fall off!

   

Montréal, Place des Arts

 

VAGUE ESPIÈGLE est une installation lumineuse composée d'une suite de modules de tailles et de hauteurs différentes créant un mouvement dynamique et riche en nuances qui témoignent de la force d'une vague. L'installation prend vie une fois les structures éclairées; l'alternance, la force et la réflexion fluorescente des couleurs faisant référence à l'enfance et au jeu.

Installing Passive Fall Protection

www.elenafiore.it

You don't see the two 2x4s holding it up and the heavy wall hanging cleat (300lbs) securing it to the wall.

 

Not bad for $200 right?!

www.elenafiore.it

Finnmilk is Finland's largest dairy farm. They are using DeLaval AMR™ among other DeLaval products.

Cara Install Ulang Windows 8 dengan Flashdisk akan dijelaskan dalam pembahasan ini. Jika salah satu kesibukan anda adalah installing program, informasi yang satu ini pasti akan sangat bermanfaat. Kali ini anda akan disuguhkan dengan panduan atau cara install Windows 8 dengan menggunakan...

 

iteknologi.com/install-ulang-windows-8.html

Disconnect last plug. Need needle nose pliers to depress the tab.

I clipped on back connector .It just snaps on. You could probably do this after next step. It didn't seem to matter.

A teaser trailer for the short 'Installing a Rain Garden'. See the full video at youtu.be/wAMwwz_k5no

The Flickr Lounge-Photographers Choice

 

These are the fridge installers. They were very informative and explained a few things about the fridge to us. These are the same two who installed my new dryer recently.

 

www.cadillacforums.com/threads/puttin-on-the-ritz-1984-el...

 

This installment begins back, way way back,back into time. In the days we could have large gatherings, touch our faces, eat inside restaurants, and lived perilously close to the edge of running out of toilet paper. Picture it, Thanksgiving weekend, 2019…Oh wait, back a bit further…August, 1983.

 

Some dunderhead salesman in southern California takes an order from a buyer with great taste, a beautifully optioned 1984 Eldorado Biarritz in the ultimate color combination of Black/Black/Red. Said dunderhead gets everything right on the order-except for one tiny detail. The desire for a CF5 Astroroof is lost in translation from the prospective buyer and never makes it into the POS.

 

Car arrives in September. No sunroof. What gives? Our apologies sir, we’ll get that taken care of right away. Car is driven to an ASC installer. Another dunderhead gets out a jigsaw and cuts a hole thru the roof. A 38” (the biggest you can fit in an Eldorado with roof-mounted seatbelts) ASC sunroof is installed. Car is returned to dealership, buyer eagerly accepts delivery, none the wiser about factory vs aftermarket sunroofs.

 

For those who don’t know, when you order a car with a sunroof, the car is born with a hole in the roof. Mounts are cast into the roof panel, and the sunroof assembly seats in them and the glass panel has a channel for a nice rubber gasket that seals everything up nice. Then a vacuum formed headliner backing board is cast to perfectly hide everything. When you get an aftermarket sunroof, someone gets a stencil and a jigsaw, and cuts your roof panel and headliner open, pops a trim ring in the hole, and hangs a sunroof pan on the trim ring. If you’re lucky they will drill additional reinforcements to marry the pan to the roof structure. Then they get a bunch of headliner material, pull it taught from the corners of the car to the opening in the roof, and send you on down the road.

 

Anyway, back to Thanksgiving 2019, and the jigsaw dunderhead’s work starts to come undone.

 

When I had purchased this car, it needed headliner help. The material was loose, but not sagging appreciably. Additionally, someone had tried to superglue the material all around the perimeter. The material was kind of floating in place, which I thought was weird. I ended up getting some super strong neodymium magnets to hold it taught-which worked ok until it was humid out, or driving on the highway with the windows down as the liner would look something like a sailboat in the wind.

 

My fix was simple-find a factory sunroof equipped car and get the headliner board out of it and pop it into my car. Found out that that was easier said than done, and after a lot of junkyard expedition, kept coming up empty handed. Finally after years, I came into someone parting a factory sunroof Eldo on ebay and after a lot of trouble was able to get it shipped to me

  

The board needed some help, and after getting all the old foam off of it and some repairs made to restore the structure (the sunroof headliner board is really thin and flimsy, even compared to the stock non-sunroof board) I tore the interior apart to facilitate getting it in and out as I knew I would have to make “some” tweaks to reconcile the aftermarket hole location to the factory one. The sunroof assembly would also need to come out to recover the sunshade; as well as reseal the panel.

 

We can see here how the trim ring supports the pan assembly from the center. I have to say though, this was about as clean an install as an aftermarket sunroof can come with lots of extra bracing and no factory roof reinforcements cut. We can also see a very chintzy felt seal stuck to the trim ring

 

Got the sunshade recovered quickly. I later removed the black plastic covered jute that was glued to the pan-factory did not have this and it would have made the board sit too low when installed in the car. The gray rubbery stuff at the front of the pan was also stripped off for the same reason. I also swapped to the factory grab handle that was included with the board.

 

Also recovered the sail panels. I chose to leave the foam backing on these as it is not the usual headliner stuff that turns to jelly, its more like a sponge material and seemed to be holding up just fine.

 

I also added PED connectors to the sail panel interior lights that the factory curiously left out. Not sure how they installed these as the harness is one giant piece, but it means that you can’t take the sail panels out without having the lights dangling in the back. This will become important later.

 

I then devised a new seal. I threw away all the felt and used some 3M Adhesive remover to get rid of the stuff they had glued it with. Nasty stuff but did a good job. The new seal was the first part of this that took a LONG time. Aftermarket roofs from this time use some kind of felt tape to cut down on wind noise and slow water ingress into the pan, and while still available, there is way better out there today. (In spite of how it looked on my car though, it never leaked?!?! Wind noise was an issue with the shade open though) I decided on a rubber seal, and after getting a whole bunch of samples, the stuff I had initially ended up trying was pretty thin, but rigid strip of rubber. After gluing it on with 3M yellow weatherstrip adhesive (which does NOT work as good as the adhesive remover), I put the pan back in the car to see how it would work.

 

No photos of the failure here, but no good. The material was too rigid and too grippy, and would cause the roof to bind midway thru its travel. Then it tore off in the corners. Ugh! Pan back out, strip off the remaining seal and glue and go back to the drawing board. I ended up buying this

 

www.austinhardware.com/rubber-seal-single-500-rolls.htm

 

Which is a hollow piece of rubber that lets the panel travel without binding, and still squishes into a really tight seal. Looks like its out of stock now, but something with close to those measurements in a D-shape is a possibility for someone looking to reseal their ASC aftermarket sunroof. It was another 3M product, that was just a peel and stick affair-way easier than the yellow goopy adhesive route. Seems like a really strong bond, and seals fantastically against wind and water. 0 wind noise now, and no leaks in a downpour when parked, or cruising at highway speeds. Roof moves without binding now

I also decided to put the new seal onto the glass panel itself as it seems like that’s the easier life for it-if I put it around the opening, the pop rivets from the panel would abrade it. Super happy with this.

 

Next task was of course the headliner. With the pan now back in the car, I could take measurements and properly scribe/cut/fill the board as needed. Again, easier said than done. This was a weeks long ordeal between cutting the board, fiberglassing new material in, more cutting, more filling, coronavirus insanity, etc. Long story short, my roof was installed a few inches more aft than a factory roof would have been, which meant a lot of tweaking to get the kick-up over the rear passengers head in the right spot. Additionally, I needed to build out the map light drop down to accommodate the motor.

 

Here is the mess I ended up with

 

I also affixed strips of 3M dual-lock (it is like a heavy duty version of the stuff that holds in an Ezpass) to the back of the board and the pan to hold it tightly-the factory had attempted this with a similar product in the non-sunroof car headliner board. I was super skeptical that my fudgery would cover well at all, but I have to say that foam backed headliner material must be some of the most forgiving stuff around. This took me months to complete, working off and on from November thru April. Ultimately though, I’m happy with it.

 

While the interior was out, there was another thing I wanted to do. About a year ago, I was following a buddy as he took his Eldorado to drop off at a shop-couldn’t help but notice how small the brake lights (and the rest of the car) seemed compared to all the bulbous modern cars surrounding it. Then I had a couple of SUV’s roll up way too close for comfort on the back of the car-one was close enough that I launched the Eldorado up and to the side to avoid getting hit. Knowing that getting rear ended by a careless driver would probably result in my untimely incarceration, I set out to do something about rear visibility.

The federal government mandated 3rd brake lights for passenger cars for model year 1986. Cadillac was slightly ahead of the curve with this with the 1985 Deville/Fleetwoods which got these in the fall of ’84. Apparently the science is behind them and they do result in fewer rear end collisions. So I decided to add one of them to the Eldo.

There were a few different versions of these things made, with short, medium and long necks to mate with the rear window-one for a Fleetwood Brougham has the tall one, and one for an 80s Buick Riviera like the one seen above is short. The short one is the best size for the Eldo, any taller and it would look pretty bad. Then the gasket that seals it to the window is different for each different model. Fortunately a potato peeler does a great job of cutting things down to size to match the Eldos vertical rear window, and the material can be easily sanded to get out any little imperfections to make it seal nicely and not leak light. An ideal donor for one would be one an 86-91 Eldo or Seville without a factory vinyl or carriage roof.

A quick mockup

All of these lights mount the same way, with this little bracket cutting into the package shelf and screwing in to the metal underneath. This is not possible on the Eldo as the package shelf reinforcement under the center won’t let this happen. So I had to modify the bracket to sit flush on the package shelf, and add two holes to the shelf to get the screws through. They screw right into the package shelf reinforcement.

The next step was wiring. It is not as simple as tapping a brake light wire and running across the package shelf to the light. Since the Eldos tail lights do everything- brake, signal and hazard, just tapping a wire would cause the center light to flash with the signals or hazard. GM rectified this by using a different brake switch to prevent backfeeding. See the original gray switch, with an in and out, and the new beige one, with a supply, and two isolated outputs. This puts the 3rd brake light (acronym: CHMSL “Center High Mount Stoplight) on its own branch-but also means that you have to home run a wire all the way to it. The wire chase made quick work of this however. I had a pretty long link of 3rd brake light harness, but not quite enough to make it to the front of the car. I put another PED connector of the same kind that I used on the sail panels to join this blue wire I ran from the switch underneath the drivers side rear seat arm rest, which is accessible by removing the ash tray if need be. The stock package shelf reinforcement actually ended up being drilled for the wiring, so I’m not sure if this was something that was in the works for the Eldo.

The version of the brake switch I used allowed me to keep the cruise control connector, and only change the brake light connector itself (part 12117354). I wanted to keep this as non-invasive as possible as I hate being upside down under the dash (though I see to find myself in that position a lot…) I will search around for the part number for the brake light switch itself.

The last trick I wanted to pull before I put the interior back together was to replace the horrible rearview mirror. I forgot how bad these things were (or more like, no one ever noticed before there were LED headlights on other people’s cars that are tall enough to be flush with your back window) but it seems like the mirror was good for one thing; blindness. They have two settings-blindingly bright where others headlights fry your retinas at night, or completely blind, where you can’t see a thing behind you.

My daily driver has a great auto dimming mirror that still lets you see everything without blinding you, made by Gentex. About the same size as the Eldo rearview. I was casually browsing their offerings to see what kind of money we were talking, when I noticed they offered an upgraded unit as compared to the one installed on my car-one with an LED compass feature that was *drumroll* amber colored! Just like the center stack on the Eldorado! So needless to say, the project was underway quickly.

Wired it in cleanly to an existing ignition power on the fuse box

I had to buy a new button to mount it, stock Eldo one was too small to hold it. Check out the dashboard illustration on the glue I bought to stick it on with!

And here it is mounted up!

I am super happy with the mirror. It works great and is a really close match to the amber on the center stack. They even have the same segment check timing when you turn the ignition on Unfortunately it does not dim with the rest of the dash panel, so that’s a letdown, but if desired you can turn the compass off if you wanted to dim everything all the way as I like to do when I’m out of the city on a dark road.

Now, you may notice that the visors are all kinds of messed up. Progress has a price I guess. My long-fought for 1988 Deville visors are NG with the new headliner board-they’re just too big and interfere with the bump out for the map light. I wish I would have known as I could have easily shrunk this bump out when I was doing surgery on the board but its too late now. I’m at a crossroads of reinstalling my old red Eldo visors with known good arms swapped into them (which are probably super faded next to the new material but are impossible to reupholster right) or finding another late 80s more robust GM visor and reupholstering/swapping them in.

I still have more stuff to add to this which may come tomorrow as my fingers are about to fall off!

   

The sPHENIX detector under assembly. A crane installs the 20-ton superconducting solenoid magnet atop the lower sectors of the outer hadronic calorimeter. sPHENIX is a radical makeover of the PHENIX experiment, one of the original detectors designed to collect data at Brookhaven Lab’s Relativistic Heavy Ion Collider. It includes many new components that significantly enhance scientists’ ability to learn about quark-gluon plasma (QGP), an exotic form of nuclear matter created in RHIC’s energetic particle smashups.

SWANAGE BOAT WINCH INSTALLED IN SWANAGE LIFEBOAT STATION IN 1927.

IN 1975 IT WAS CONVERTED FROM PETROL TO DIESEL NOW AT ROYAL CHATHAM DOCKYARD IN A LONDON BOROUGH SUBURB HISTORICAL STREET VENUE KENT ENGLAND DSCN0747

The sPHENIX detector under assembly. A crane installs the 20-ton superconducting solenoid magnet atop the lower sectors of the outer hadronic calorimeter. sPHENIX is a radical makeover of the PHENIX experiment, one of the original detectors designed to collect data at Brookhaven Lab’s Relativistic Heavy Ion Collider. It includes many new components that significantly enhance scientists’ ability to learn about quark-gluon plasma (QGP), an exotic form of nuclear matter created in RHIC’s energetic particle smashups.

On Oct. 2, 2017, crews install conduits at the on-ramp from Talbot Road to northbound I-405 as part of continuing construction for the I-405/SR 167 Interchange Direct Connector Project in Renton.

Work crews are installing a new underground power supply that will power the Evergreen Line in Port Moody. This is also taking place in Burnaby and Coquitlam.

How to fix “unknown url type: https” error in easy_install

 

If you would like to use this photo, be sure to place a proper attribution linking to xmodulo.com